A. PROLOGUE
The period from 21 March, 1944 to 25 April, 1944 was spent
undergoing refit, recuperation, training, and loading in
the Pearl Harbor area.
The following major alterations and repairs were
accomplished:
(a) Installed MEACHEN Range Unit on SJ Radar.
(b) Installed CUO Radar Detector Receiver unit.
(c) Installed Voycall Modulator on TBL
(d) Installed True-Relative Bearing indicator for SJ Radar.
(e) Installed IMO Hydraulic Pump.
(f) Installed Centrifugal type GOULD Trim Pump.
(g) Installed Ice Cream Freezer.
(h) Dry-docked ship for bottom work.
(i) Renewed main crankshaft on No. 2 Main Engine.
(j) Conducted sound test.
At 0638 VW on 19 April, 1944 Commander Wm. D. Irvin U.S.
Navy was relieved as Commanding Officer by Commander George
A. Sharp U.S. Navy. In addition to the relief of the
commanding officer, three (3) additional officers were
detached, and twenty-two (22) qualified and two (2)
unqualified men were transferred to Submarine Division 42
relief crew.
During the underway training periods drills were held in
the following:
(a) Section dives.
(b) Gun pointing and training.
(c) Night and day radar practices.
(d) Z-1 Practices. Fired three Mark 14 torpedoes from
submerged tubes.
(e) Night firing. Fired 8 rounds of service common.
(f) Day Spotting Practice. Fired 16 rounds target.
(g) 20mm machine gun firing.
In accordance with Commander Submarines Pacific Operation
Order 1444-44 departed Submarine Base, Pearl Harbor, T.H.
at 1328VW 25 April, 1944 and proceeded to Brisbane,
Australia escorted by SC 1320 until 0655VW 26 April, 1944.
While underway conducted dawn and dusk dives and daily
training exercises including the following: Training
dives, fire controls problem, qualification school, and
Battle Surface. At 0000Z 3 May, 1944 passed to the Command
of Commander Seventh Fleet and to the operational control
of Commander Task Force 72. 0948L 14 May, 1944 moored to
New Farm Wharf, Brisbane, Australia.
While at Brisbane completed the following alteration and
major work:
(a) Installed base plug in SD Radar mast.
(b) Fumigated ship.
Received an assorted cargo for delivery at Darwin and for
special mission.
In accordance with Commander Task Force 72 Operation Order
S28-44 departed Brisbane at 1418L 20 May, 1944, and via
inland passage of Great Barrier Reef and Torres Strait,
proceeded to Darwin, Australia escorted by HMAS WHYALLA
from 2218K 20 May, 1944 until 2400K 21 May, 1944. At 0700Z
27 May, 1944 passed to the operational control of commander
Task Force 71. 0911I 28 May, 1944 arrived Darwin.
While enroute Pearl to Brisbane suffered the following
casualties to the Main Engines: 11 broken head studs and 7
cracked liners with a resultant loss of 60 engine hours.
While enroute Brisbane to Darwin suffered the following
casualties to the Main Engines: 3 broken head studs, 2
cracked heads, 1 timer casualty, and 1 broken vertical
drive shaft and bull gear from free wheeling clutch to
attached pumps with a resultant loss of 98 engine hours.
At Darwin unloaded 14 torpedoes, all torpedo handling gear
in both Torpedo Rooms, 1 radio station, and 4 commodes
complete. Completed loading for special mission, having
taken on board 192,000 lbs. Of cargo.
B. NARRATIVE
29 May, 1944
0600I In accordance with orders from Commander Seventh
Fleet, Lieutenant(jg) John D. Simmons, D-V(G) USNR reported
aboard for temporary additional duty and transportation to
TUGURAN, MINDANAO. 0632I Underway from Darwin, Australia
in accordance with Commander Task Croup 71.1 Secret
Operation Order 67-44. 1323I Made trim dive (diving time
86 seconds). 1343I Surfaced. 2230I Set all ship's clocks
ahead 1/2 hour to conform with -9 1/2 zone time.
30 May, 1944
0237IK SJ radar contact 351d T, range 11,350 yards. Range
closed to 2,000 yards. 0246IK Radar contact lost bearing
181d T, range 18,450 yards. 0255IK SJ contact; lost at
0310IK. 0328IK SJ radar contact bearing 266d T, range
14,850 yards. 0329IK Lost contact. 0350IK Radar
interference astern on SJ radar. 0505IK SJ radar contact
bearing 011d T, range 8,800 yards. 0510IK Lost contact
bearing 161d T, range 18,500 yards. Due to the rapid
change of both true bearing and range, the above contacts
are believed to have been planes. 0609IK Made dawn dive.
0656IK Surfaced. 0822IK Sighted BABAR Island bearing 014d
T, distance about 40 miles. 0842 Sighted SERMATA Island
bearing 315d T, distance 50 miles. 0930IK SD radar contact
closing (plane contact No., 1). With range down to 2.5
miles and no plane in sight, made quick dive to 120 feet.
0931IK When passing 90 feet distinctly heard throughout the
boat and on all three sets of sound gear a steady hail
which sounded as if we were being raked by machine gun
fire. 1018IK Surfaced. 1140IK Sighted plane on opposite
course bearing 061d T, distance 6-8 miles. Made quick
dive. 1200IK Surfaced, No. 2 Main Engine back in
commission having been out of commission since 1600I 24
May. 1336IK Sighted DAMAR Island bearing 321d T and TEOEN
Island bearing 351d T. 2152IK Sighted green comet bearing
060d T, distance 5-15 miles.
31 May, 1944
0621IK Made dawn dive. 0657IK Surfaced. 0956IK
Crankcase explosion on No. 4 Main Engine followed by fire
in engine room. No Personnel casualties. (See Major
defects and Damage). 1040IK Sighted BURU Island.
1 June, 1944
0040IK Passed LIFUMATOLA Island abeam to port, distance
12.5 miles. 0613IK Made dawn dive. 0649IK Surfaced.
1026IK Sighted TIFORE Island, bearing 020d T. 1039 IK
Sighted plane bearing 250d T, distance 5-7 miles skirting
through clouds heading in. Made quick dive. 1117IK
Surfaced. 1119IK Sighted USS GURNARD. 1140IK Exchanged
signals with USS GURNARD. 1351IK Sighted CELEBES Island
bearing 311d T. 1445IK Sighted BIARO Island bearing 306d
T. 1636IK SD radar contact at 10 miles. With range
closed to 7 miles made quick dive. 1747IK Surfaced.
1749IK Sighted plane bearing 326d T, distance 4 miles.
Made quick dive. 1921IK surfaced. 2100IK completed
transit of BANGA STRAIT.
2 June, 1944
0610IK Made dawn dive. 0659IK Surfaced. 0705IK Sighted
patrol craft bearing 215d T. Put all four mains on in
series to open range. Enemy opened fire. 0719IK With
patrol craft closing the range and firing continuously,
made quick dive to avoid. 0830IK sighted patrol craft
through periscope. Sea glassy calm. 0843IK While coming
up from 90 feet for a look sound picked up screws coming
in. Went deep to avoid. Interference strong covering
entire PPI scope. (See RADAR). 2259IK SJ radar contact
200d T, range 5,800 yards. Contact appeared out of rain
squall. Maneuvered to avoid as radar indicated a small
patrol craft with radar.
3 June, 1944
0613IK Made dawn dive. 1933IK Surfaced.
4 June ,1944
0409IK sighted MINDANAO Island bearing 090d T,. range 55
miles. 0619IK Made dawn dive. 1947IK surfaced. 2301IK
Two escorts and one medium sized ship appeared out of rain
squall bearing 135d T, range 4,500 yards. First picked up
by sight. Ship headed away and escorts headed toward us
with small angles on the bow which proved they had seen us
first. Made quick dive and went deep to avoid. Since we
were at the entrance to ILLANO BAY and our mission was to
be carried out the following day, decided it was impossible
to attack and com0plete the mission on time; nor did we
desire to have our position too forcibly disclosed. 2326IK
Received the first of five depth charges, not close.
5 June, 1944
0020IK Sound lost screws. 0207IK surfaced and proceeded
toward TUCURAN, MINDANAO. 0619IK Made dawn dive 0915IK
Sighted proper security signals on the beach. Cruised in
and out past the beach twice during the day. 1910IK
Within 1.5 miles of the beach. There appeared to be about
a thousand (1,000) men on the beach making preparations for
our arrival. 1937IK Surfaced. Small motor-powered launch
with American Colors flying standing out from beach.
1940IK Crew commenced striking cargo topside. 1947IK
colonel Robert V. Bowler and boarding party of about ten
men came aboard. 1958IK About thirty bancas, outriggers,
and rafts of all sizes came alongside to receive cargo.
During the unloading the ship was hove to at distances
varying from 800 to 1,500 yards from the beach.
6 June, 1944
By midnight all cargo was topside and at 0245IK the last
cargo and all shore personnel had left the ship. 0240IK
Lieutenant(jg) John D. Simmons, D-V(g) USNR was detached,
temporary additional duty and transportation completed.
Ion addition to the assigned cargo the ship delivered the
following: 37 cases of 20mm ammunition, 550 gallons of
diesel oil, and a moderate quantity of dry stores including
210 pounds of white flour. 0247IK Departed TUCURAN on all
main engines. 0257IK Made trim dive (time 2 minutes 12
seconds). 0328IK Diving Officer reported a trim. 0334IK
surfaced. 0547IK SJ radar contact bearing 015d R, 200d T,
distance 2,500 yards. Small ship sighted from bridge.
Appeared to be a patrol craft. 0549IK With the range down
to 1,900 yards made quick dive. Went deep to avoid. 0635
Sound reported screws. 0659IK All clear by sound. 0802IK
At periscope depth, nothing in sight except a sailboat.
1952IK surfaced. 2345IK Radar interference on SJ radar
at 125d T.
7 June, 1944
0240IK radar interference lost. 0630 Made dawn dive.
0705IK Surfaced. 1605IK Sighted TAHOELANDANG Island
bearing 121d T. 1607IK Sighted ROFANG Island bearing 125d
T. 1645IK Sighted MANTERAWOE island bearing 182d T.
1805IK Sighted periscope shears of a submarine. From
appearance of the SJ radar and the grey camouflage job
determined him to be friendly. Maneuvered to avoid.
Headed for SIAOE Passage. 1856IK Sighted mast of what
appeared to be a small two-masted auxiliary schooner
proceeding to the westward through SIAOE Passage. Set
course to close. Target turned away. As he had an island
background, maneuvered to give him a sea background while
still closing. 1935IK Manned Battle Stations Surface.
With estimated range down to 13,000 yards opened fire with
forward 6 inch gun. Radar unable to pick up the target.
With darkness obscuring the target and unable to close the
range, swung to bring both guns to bear. After firing
three salvos broke off the action and secured from Battle
Stations. Expended eleven rounds with several observed
near misses. 2030IK completed transit of SIAOE Passage.
2248IK-2343IK weak radar interference on SJ radar between
180d T,. and 195d T.
8 June, 1944
0358IK sighted TIFORE Island bearing 150d T, distance 20
miles. 0617IK Made dawn dive. 0659IK Surfaced. 0954IK
Sighted small fast plane flying low bearing 339d T,
distance 6 miles. Made quick dive. 1048IK Surfaced.
1712IK Sighted MANGOLI Island bearing 189d T. 1940IK
Radar interference on SJ radar bearing 174d T. 22221IK
Sighted SANANA Island bearing 255d T, distance 26 miles.
2351IK Sighted BURU Island bearing 175d T, distance 35
miles.
9 June, 1944
0225IK Lost contact on radar interference bearing 269d T.
this interference is believed to have been a ship
proceeding us through PITT Passage. 0623IK Made dawn
dive. 0709IK Surfaced. 1109IK Sighted plane bearing
319d T, distance 8 miles heading across our stern. 1835IK
Sighted GUNUNG API bearing 162d T, distance 35 miles.
2112IK Passed GUNUNG API abeam to starboard, distance 4
miles. 2354IK Sighted WETAR Island bearing 204d T,
distance 38 miles.
10 June, 1944
0043IK Sighted ROMANO Island bearing 129d T. 0246IK
Sighted KISAR Island bearing 199d T, distance 16 miles.
0343IK Sighted TIMOR Island bearing 204d T, distance 23
miles. 0840IK SD radar contact at 10 miles followed by
sight contact. With range closing and plane banking
toward, made quick dive. 0928IK surfaced. 2339IK radar
interference on the SJ radar bearing 121d T.
11 June, 1944
0100IK Lost radar interference, last bearing 031d T.
0331IK Sighted BATHURST Island bearing 037f T, distance 17
miles. 0600 IK HMAS ML 809 reported for escort duty.
0811IK Moored port side to Boom Jetty, Darwin.
C. WEATHER
The weather encountered agrees in general with "Sailing
directions for New Guinea". In the Banda and Malukka Seas
the east monsoon was found to be well developed while in
the Ceram and Celebes Sea it was not noted. Winds and sea
encountered were from the southeast. A small amount of
haze was noted which is in general at this time of the
year. In the Celebes Sea winds were light and variable
with almost a glassy sea. Here squalls were noted in the
first part of the evenings accompanied by moderate
thunderstorms. Showers occurred most frequently in the
north Banda Sea.
D. TIDAL INFORMATION
No tidal information was obtained except in the Celebes
Sea. There it conformed to the "Tide Tables" displaying
diurnal inequalities. The currents experienced, in
general, conformed to the prevailing monsoon. However in
the Celebes Sea, the current was influenced by a
combination of both the tidal current and the monsoon
current averaging from 1 knot to 1-1/2 knots.
E. NAVAGATIONAL AIDS
No navigational aids were sighted.
F. SHIP CONTACTS
Not transcribed.
G. AIRCRAFT CONTACTS
Not transcribed.
H. ATTACK DATA
U.S.S. NAUTILUS TORPEDO ATTACK NO. 1 PATROL NO. 9
Time -1940 I Date 6-7-44 Lat. 02-29.2 N Long. 125-15.2E
Target Data -- Damage Inflicted
-----------------------------------------
Ship(s) Sunk: None
Ship(s) Damaged: None
Damage determined by: No damage is claimed. Three near
misses Were observed by the Spotting
Officer and Executive Officer one of
which was seen to obscure the target.
The target was a two-masted auxiliary
schooner of about 90-100 tons burden.
Eleven rounds of high-capacity projectiles were expended (8
rds. From No. 1 and 3 rds. From No. 2). The average range
was about 13,500 yards. At this range and in the fast
fading twilight the accuracy of fire was good. Local
control was employed with a spotting Officer in the tops.
No erratic performances were noted. The target open fire
on us shortly before the guns were manned. His salvos were
about 1,500 yards short, and his flashless powder was
flashless.
I. MINES
No enemy mine laying operations were observed.
I. ANTI-SUBMARINE MEASURES AND EVASION TACTICS
On 4 June The depth charge attack was not close and was
little more than a nuisance. The escorts did not gain
positive contact; nor did they stay with us long. The five
depth charges were all loosed in one attack. The two
escorts were observed to stop their screws and listen, but
at no time was echo ranging heard on any frequency. We
stayed at 300 feet with a 4d negative gradient between 235
feet and 250 feet, steered practically a straight course,
and left the escorts astern.
J. MAJOR DEFECTS AND DAMAGE
The ship departed for patrol with only three main engines
in commission. No. 2 main engine being out of commission
as covered in the Prologue. While in Darwin a vertical
shaft from the free wheeling clutch to the attached pumps
was manufactured by the Navy Section Base. The associated
gears were flown from Perth. Thirty six hours of
continuous work was required to place No. 2 main engine
back in commission.
On 31 May a crankcase explosion occurred on No. 4 main
engine caused by a blow-by on No. 15 unit due to either
stuck or broken piston rings. The resultant explosion
blasted all outboard crankcase doors off, started a rag
fire in the bilges, and filled the Engine Room with smoke.
The explosion was felt throughout the boat. About ten
minutes were required to clear the Engine Room of smoke.
Thee were no personnel casualties. It was necessary to
renew all parts on No. 15 unit except the connecting rod.
On 1 June a crack developed in the Engine housing at No. 5
unit on No. 2 main engine extending from the lower forward
head stud to the injector-rod hand hole plate. Upon a
thorough inspection of the other engines a crack was
discovered underneath No. 4 cam pocket in the engine
housing on No. 3 main engine. This crack had previously
been welded before the delivery of the engines to the ship,
and had recracked alongside the weld.
The Pitometer Log has been a constant source of the trouble
this patrol. The hoses to the rodmeter have carried away
on three occasions. At present the closing cocks, where
the hoses join the rodmeter, leak at depth in excess of 70
feet causing a false reading of the Log.
On No. 2 IC Generator the copper brushes have gouged out
parts of the slip ring. This causes an erratic operation
of this set. This is an old recurrent trouble. The
armature was removed and a cut was taken on it during the
last refit period.
Both the Bridge rudder Angle Indicator and the Bridge
Steering Repeater are flooded. This has occurred on the
past four patrol runs. During the last refit new gaskets
were installed and the cables were repacked.
K. RADIO
All radio equipment functioned satisfactorily. Radio
Perth, Bakers schedules, was copied throughout the patrol.
During daylight hours Bakers schedules were received best
on 12630 Kcs. And at night on 9250 Kcs. The signal
strength was good. Interference on 4379 Kcs. Was constant.
Occasional interference was observed on 9250 Kcs. Between
100Z to 1400Z.
Transmitting conditions were good and at no time was
difficulty experienced in establishing communications.
Transmissions were made on 8470 Kcs.
A test transmission was made to Radio Darwin on the
afternoon of 29 May at a distance of 100 miles on 4600 Kcs.
Using the TBL-5 voice modulator. Reception was perfect and
communication was established at the first call-up. No
casualties were experienced with the radio equipment.
L. RADAR
The overall performance of the SJ radar during the patrol
was satisfactory. Ranges and bearings taken on land and on
friendly ships prior to the start of the patrol showed the
sensitivity and accuracy to be good. Bearing accuracy was
observed to be within 1/2 to 1/4 degree.
While on patrol two small patrol vessels were not picked
up. Estimated range by eye was 13,000 yards to 17,000
yards. However, small targets such as oil drums, bancas,
and birds were picked up at ranges from 1,500 yards to
3,000 yards. Maximum observed ranges were as follows:
Land 80,000 yards, rain squalls 46,000 yards, and ships
18,000 yards.
The only casualty to the SJ radar was in the
motor-generator-speed-regulator contact assembly. The
regulator points were found to be worn and pitted.
Temporary repairs were made, but the performance of the
motor generator set is still unsatisfactory. It has been
necessary to operate on ship's IC supply.
Radar interference was observed on 2 June which covered
from 40 to 360 degrees of the SJ radar screen. The
interference was timed over a period of ten minutes and its
frequency of appearance was found to be one minute. This
indicated the antenna was rotating once each minute,
possibly hand trained. The pulse rate was similar to the
SJ-A with a fine pulse width. On 7 June interference was
observed. Using a high pulse rate on the SJ-A, the
interference pattern was partially stopped on the PPI
screen. ON this screen it appeared as spokes on a wheel.
As the pulse rate was varied the interference took on a
curved shape. Again on 8 June interference was
experienced. In appearance it was similar to that of 7
June. It was necessary to very the pulse rate of the SJ-A
to continue to pick up the interference. The change in
true bearing indicated the source to be a ship proceeding
ahead of us.
The SD radar was operated at a frequency of 118MC as
recommended by Commander Submarines Pacific. Intermittent
operation of five seconds out of each minute was used. The
performance of the SD at this frequency is unsatisfactory
as the poser output appears to have been reduced as well as
a change in the shape of the umbrella. The results
obtained previous to the shift to 118MC were good. Maximum
ranges observed were as follows: Planes 10 miles, land 40
miles. No casualties were experienced.
The CUO radar detector was operated when within 30 miles of
land and during the periods of observed radar interference
on the SJ-A No interference was detected other than our
own SD radar which appeared at all frequencies of the CUO.
N. SOUND GEAR AND SOUND CONDITIONS
The sound gear performed satisfactorily. Sound conditions
encountered were good except for a very high percentage of
fish noises. On 5 June in ILLANO Bay screws were reported
by all three sets of sound gear with a turn count of 125
RPM. This contact persisted for a period of over 15
minutes. It was observed through the periscope to be a
playful fish.
O. DENSITY LAYERS
In daily dives to 90-120 feet no density layers were
encountered other than normal surface heating.
At 0900IK 2 June at L 03-42 N and Long 124-11 E, while
going to 300 feet to evade a patrol boat, a negative
gradient of about 10 degrees was found extending from 120
feet to 290 feet. Remaining at 300 feet to 310 feet the
patrol boat did not gain contact.
Then at 2325IK 4 June at L 07-12 W and Long 123-40 E, while
going to 300 feet to avoid two escorts, a marked negative
gradient of 4 degrees was found between 235 feet and 250
feet. Remaining at 290 feet, the escorts did not gain
positive contact.
Again at 0600IK ^ June at l 07-15 N and Long 123-38 E,
while going to 300 feet, a negative gradient of about 5
degrees was found to exist between 185 feet and 280 feet.
P. HEALTH, FOOD, AND HABITABILITY
The health of the crew was excellent with few minor
ailments. The food was excellent and well prepared. The
menu was well balanced. The addition of the ice cream
freezer has been enjoyed by all hands. Living conditions
were fair. Going to station the loss of both torpedo Rooms
limited the freedom of the crew. Due to our ballasting
problem a shortage of fresh water was experienced.
Q. PERSONNEL
The state of training of the crew was good. The
performance of duty under combat conditions was excellent.
The crew entered into the "gun running business" with high
spirits and as much interest as has been displayed on
previous war patrols. While enroute to and from station,
intensive work was done on qualification schools, two
sessions being held daily.
R. MILES STEAMED-FUEL USED
Darwin to Destination 1693 miles 22,285 gallons
Destination to Darwin 1493 miles 23,035 gallons
S. DURATION
Days enroute to destination 7
Days at destination 1
Days enroute to base 5
Days submerged 5
T. FACTORS OF ENDURANCE REMAINING
Torpedoes 6 Mk 14
Fuel 92,000 gallons
Provisions 30 days
Personnel factor 45+ days
Limiting factor this patrol: completion of mission.
U. REMARKS
The epidemic of engine casualties while running at slow
speeds enroute from Pearl to Brisbane as compared to the
lesser number while running at higher speeds since
departing Brisbane definitely indicates that speeds of 305
RPM are desirable. The lack of flexibility in the main
propulsion plant is very annoying.
The interference to our progress by planes was much less
than expected. This is attributed to the policy of diving
(probably sometimes unnecessarily) before our presence is
detected. It is believed that the plane which strafed us
at 90 feet was "friendly".
The lack of organization or supervision of the working
party from ashore was a serious matter. Only one officer
was topside more than a few minutes. It had been agreed
that all work below decks would be done by ship's force and
all work topside (except rigging) by shore party. If we
had waited for them to carry out that plan, we would be
there yet. It was necessary for ship's force to strike 95
percent topside and fully 75 percent into the boats.
Before the unloading was completed it was even necessary to
man the boats to get them loaded. It is believed that if
some of the local officers had stayed on the job and
supervised, the unloading would have proceeded properly.
as it was, practically every officer and man of ship's
company, not on watch, worked cargo continuously. The
spirit of ship's company was magnificent. As each boat
carried a load to the beach it returned with a full load of
Filipinos until the deck was so covered with standing or
strolling men it was almost impossible to handle the cargo.
The two motor whale boats from this ship carried a very
high percentage of the cargo, carrying three to four times
their rated capacity and proceeding to the beach with scant
inches of freeboard. Ninety eight tons is too much to
unload in one night. It is not expected that it will ever
be feasible to lay to any closer to the beach and it is
doubted that three power boats will be available very
often.
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