G  E  H  E  I  M  !
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	K  r  i  e  g  s  t  a  g  e  b  u  c  h  .
	Machine Section.
	"U - 518"
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	Beginning:                                                      11 January 1943
	Ending:                                                           27 April 1943
	2nd War Patrol:                                             11.1.43 depart Lorient
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	27.4.43 arrive Lorient

Click the flag to view the above page from the original German KTB

	- 2 -
	A.)  D  i  s  o  r  d  e  r  s  ,    T  y  p  e     a  n  d    R  e  m  o  v  a  l  :
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	1.)  D  i  e  s  e  l    E  n  g  i  n  e  s  :
	a.)  Failure of the diesel air compressor.
	b.)  Pressure valve casing lubricating oil piping torn.
	c.)  Spring tube in lubricating oil pressure piping torn 2 times.
	d.)  Fracture of the exhaust valve cylinder 7 of the starboard motor
	e.)  Breakage of the inner and outer valve springs of the exhaust valves of cylinder 1 port and starboard.
	2.)  A  i  r    I  n  s  t  a  l  l  a  t  i  o  n  :
	a.)  Blow lines for the watertight bow and main ballast tank 6 leak.
	b.)  Valve for expressing the negative buoyancy tanks leaks.
	c.)  Individual hull blow valves do not hold tight.
	3.)  E  l  e  c  t  r  i  c  a  l    I  n  s  t  a  l  l  a  t  i  o  n  :
	a.)  Failure of the refrigerator in the control room.
	b.)  Failure of the fresh water maker.
	4.)  F  a  i  l  u  r  e     f  r  o  m    A  i  r  c  r  a  f  t    B  o  m  b    I  m  p  a  c  t  :
	a.)  Diesel air compressor.
	b.)  Fresh water maker.
	c.)  Both automatic battery switches.
	d.)  All incandescent bulbs in the stern room.
	B.)  E  x  p  e  r  i  e  n   c  e  s  :
	a.)  Personnel:
	b)  Propulsion installation:
	c)  Diving installation:
	d)  Battery:

	- 3 -
	To A 1 a :         On 15 February the diesel air compressor stopped after some hard knocks (Compressor No. 31 187).           An inspection revealed the fracture of the piston rod (exhaust side) to the tie rod opening, also the guide sleeve of the gear rack had moved to the pinion side and settled in the teeth of the pinion and the gear rack in such a way that the guide sleeve was unusable.           A repair with on board means was not possible. The diesel air compressor remained out of service for the duration of the patrol.           The cause of the malfunction lies in the fact that the day before the boat received two well placed aircraft bombs.     To A 1  b:         The pressure valve chest in the lubricating oil pressure line broke at the weld of the lubricating oil inlet of the starboard lubricating oil cooler on 24 February during the pursuit of a convoy.  This malfunction had a very severe effect, because the malfunction could not be repaired by bypassing the line. The leaked oil was caught in vessels and was poured into the collecting tanks, nevertheless there was substantial oil loss.           The pressure valve chest was removed the following night and welded. During this time the boat was driven with E-motors, because from the removal, until installation of the pressure valve chest the engine installation was out of service.           The lubricating oil pressure valve chest must be subjected to a pressure test during in the next shipyard period.     To A 1 c :         On 18 February there was a tear in the lubricating oil pressure line before the oil cooler intake spring tube installed during the last shipyard period, which again caused very high oil loss.  The starboard oil cooler was switched off and the boat was driven with only the port oil cooler.  Difficulties concerning oil pressure appeared up to "GF-level".  At greater driving levels the oil pressure dropped slightly below normal.           The spring tube was removed and welded.  Duration of the removal of the malfunction: 3 hours.  This disturbance appeared later on one more occasion.           To reduce the time required for repair of such a malfunction substantially, it is appropriate to provide spare spring tubes aboard.     To A 1 d :         On 14 March light knocking and hissing sounds were detected in the exhaust valve of cylinder 7 of the starboard engine.  Also cylinder 7 had no ignition.           The engine was shut down and the exhaust valve was removed.  It was determined that almost one third of the valve cone had broken off.  The valve was replaced, at the same time however, the valve stem of the second valve was bent, apparently caused by a fragment that had lodged between valve seat and valve disc.                                                                                        Despite

	- 4 -
	Despite an exacting search of the combustion space, the fragments of the valve disk could not be found.           In the next shipyard period exhaust gas piping must be examined accordingly.     To A 1 e :         During the return transit had to replace the inner and outer springs of the exhaust valves of cylinder 1 of the port and starboard engines because they had broken.           The cause of the malfunction is not known.

	- 5 -
	To  A  2  a  :         In the area of the galley the piping for blowing the watertight bow and main ballast and reserve fuel oil tank 6 starboard were corroded each at a light curve.  Leaking areas were sealed with clamps.     To  A  2  b  :         On 13 April during the test dive, it was discovered that the negative buoyancy tanks were vented by a porous spot in the "Express negative buoyancy tank" valve housing.           The valve was removed and the porous spot was sealed by drilling out and using a 1/4" bolt.  The negative buoyancy tanks remained out of service for the duration of the removal of the malfunction.           Cause of the malfunction:  material failure.     To  A  2  c  :         The individual hull blow valves of main ballast tanks 1, 5 both sides and 8 occasionally leak, so that the main blowing distributor constantly floods.  By closing and opening the valves named above, the malfunction has disappeared temporarily.  The valves in the main blowing distributor had to be operated constantly to avoid seizing.  It is required that all valves in the main blowing distributor be ground during the next shipyard overhaul, because all cones and seats have identified rust.

	- 6 -
	To  A  3  a  :         On 8 February there was a failure in the refrigerator located in the control room due to escape of the Freon gas.  Freon gas was refilled and despite inspecting the system no leak was found.  The cooling system ran some time and then failed again due to escape of the Freon gas.           The cooling system could not be put into operation any longer, because the Freon gas was all used up.           The failure of the 2nd cooling system was difficult to bear, because the main operations area lay in tropical waters.           It is suggested to provide a second reserve Freon flask on board.     To  A  3  b  :         On 14 February the fresh water maker failed.  Cause:  The water level regulator no longer works completely correctly, because with aircraft bomb impact the float had become leaky.           The malfunction was corrected by soldering the float.           On 1 April the water level regulator failed again. Unfortunately, the cause of the malfunction could not be determined.  Considering the fact that drinking water inventory had already fallen greatly, dispensed with further investigation of the malfunction and bypassed water level controller.  The supply of the fresh water maker was adjusted by hand during the return transit.  Nevertheless performance remained unchanged.                 To A 4  : Failed due to aircraft bomb impact on 14 February:         a.) The diesel air compressor (permanently).         b.) Fresh water maker.  Fuse broken through and the float of the water level regulator leaked (temporarily).         c.) Both automatic battery switches fell out.         d.) All incandescent bulbs in the stern room.               All malfunctions specified under A 4 a-d came from two aircraft bombs which detonated directly behind the stern.           The boat was at depth A -43 meters.

	- 7 -
	B.)  E  x  p  e  r  i  e  n   c  e  s  :   a.)  Personnel:             With sustained submerged cruise for more than 50 consecutive days, technical personnel, especially diesel and E-motor operators, suffered greatly due to very high temperatures.  Temperatures in the diesel engine room and E-motor rooms were almost unbearable when crash diving.   Here the temperatures sometimes rose well above 50°C.  To keep the temperatures during submerged cruise within tolerable limits, each time shifted to E-motor drive 1/2 hour before normal diving, so that the diesels cooled down somewhat.  The boat was then ventilated with all available means.             The following ventilation mode turned out to be very appropriate: the exhaust fans sucked incoming air ducts and grills from rooms creating a corresponding vacuum.  Then fresh air flowed through the conning tower hatch into the boat, so that thereby a small draft always prevailed.             Also, it should be emphasized that even more room fans must be placed at disposal of the boat for repeated tropical journeys, because, these brought substantial relief.             Very many of only the technical personnel suffered from boils and other strange skin diseases.  Most of the technical personnel had four to five severe and many small boils, so that constantly 1-2 men fell out of service and some others were only up to 50% capability.             Otherwise the technical personnel, in spite of the highest demands, has well proven itself in the tropical areas,  also on this war patrol.             The ration of salt water soap for the boats which remain long in tropical areas must be raised at all costs a minimum of 25%.         b)  Propulsion installation:             The exhaust gas temperatures of the diesel engines are little bit higher than earlier and the exhaust not quite free of spark any more.  Also engines have a slight tendency to smoke. At high driving speeds brownish smoke remains, particularly with the starboard engine.             The inner exhaust gas valves were sometimes so difficult to operate that often they could only be closed with the help of a tackle.  The operating lever of the port exhaust gas valve handle has already broken off.     (One supposes that the lubrication of the bearing within the exhaust gas space is insufficient)             Similarly the external exhaust gas valves that failed some weeks after putting to sea were prone to leak heavily, but were repaired almost completely when the exhaust gas valves were ground in several days in a row in the flooded condition.         c)  Diving installation:             On 18 February the outer tube door of torpedo tube 2 would no longer close. The reason lay in the fact that the operating linkage of the outer door had broken off in the area of the main ballast tank 8.             In view of the fact that during the first war patrol there were unpleasant experiences with leaking outer tube door of tube 3 and, also the boat in start     [there is a line of cut off text at the bottom of this page]

	- 8 -
	long work and very difficult circumstances - the sea was not particularly good at this time - succeeded.             For the purpose of this work boat set off somewhat from the operations area.              The outer tube door was stuck open due to the tilted fairing flap. Attempts from overboard to close the outer tube door were unsuccessful.  Thereupon main ballast tank 1 was flooded, the manhole covers of the watertight bow were opened and from there with a sledgehammer and crowbar the outer tube door was brought to the "Closed" position.  First the outer tube door actuator was freed by removing the hinge pin connecting the thrust bar and impulse lever.  So that now there was no longer a danger that the outer tube door could reopen, a device was made with which the outer tube door was permanently fixed from the watertight bow.  Torpedo tube 2 remained out of service for the war patrol.         d)  Battery:             Before putting to sea the battery was filled to 38 mm. On the transit to the operations area (diesel-electric) acid level dropped on average 1.5 - 2 mm per day.  However, in the tropics the water loss was substantially higher. Almost every day 12-14 hours were driven submerged due to the strong air surveillance in the operations area, so that every night, with an outside water temperature of 29°C more than 50 days in a row charged with at least 510 Ampere/hours.  In so doing the temperature of the battery rose to 43°C and more.             Battery cells 11 and 60 showed irregular values after the aircraft bomb attack on 14 February.  The acid level, as well as the acid-density dropped here substantially faster than those of the remaining cells.  It remains to be seen whether both recover by a deep discharge and a subsequent over charging.             A part of the cell covers must be condemned.  Due to the large temperature differences tears have formed in the sealing compound.           Reached diving depth:  A +40 meters.       1.)  Commissioning of the boat:  25 April 1942.       2.)  Total operating time, and revolutions of the diesel engines:   a.) Since commissioning.   b.) During the war patrol.     Starboard diesel engine Port diesel engine Operating time Revolutions Operating time Revolutions a.) 2603 hours 33,349,060 a.) 2598 hours 36,043,720 04 minutes 10 minutes b.) 943 hours 11,341,510 b.) 960 hours 11,412,440 56 minutes 28 minutes     C.  See Enclosure.           Kptlt. and Kommandant                            Ob.Ltn (Ing) and Leitender Ingenieur

	- 9 -
	C.  Enclosure to the Kriegstagebuch Section Machine "U-518".
	(War Patrol from 11.1.43 to 27.4.43)
	Sea Day Distance driven Driving duration Operating time of the Compressors Generated amount nm nm hours min. hours min. hours min. tons 1. 60 - 7 19 - - - - - 2. 82 30 14 19 9 41 - - - 3. 90 31 13 14 10 46 - - - 4. 32 59 4 21 19 39 - - - 5. 98 33 13 12 10 48 - - - 6. 104 32 13 25 10 35 11 45 0.115 7. 160 3 23 18 - 42 24 - 0.240 8. 136 3 23 10 - 50 24 - 0.240 9. 114 2.5 23 18 - 42 24 - 0.240 10. 142 2 23 36 - 24 19 30 0.190 11. 162 2.5 23 14 - 46 - - - 12. 168 2 23 26 - 34 24 - 0.240 13. 172 2.5 23 21 - 39 24 - 0.240 14. 173 3 23 06 - 54 24 - 0.240 15. 165 3.5 22 59 1 01 24 - 0.240 16. 167 3 23 04 - 56 24 - 0.240 17. 147 2 22 37 1 23 24 - 0.240 18. 154 1.5 23 40 - 20 24 - 0.240 19. 157 2 23 10 - 50 24 - 0.240 20. 115 2 23 31 - 29 24 - 0.240 21. 112 3 23 04 - 56 24 - 0.240 22. 128 2 23 30 - 30 24 - 0.240 23. 167 2 23 24 - 36 24 - 0.240 24. 169 2.5 23 23 - 37 24 - 0.240 25. 161 2.5 23 16 - 44 24 - 0.240

	- 10 -
	Sea day Fuel oil Lub. oil Fresh Water Potash cartridges Oxygen Provisions m³ kg tons 1 (atm.) kg 1. 1.5 20 0.050 - - 145 2. 2.91 60 0.060 5 - 110 3. 3.0 60 0.040 5 - 185 4. 1.2 30 0.100 9 2880 175 5. 3.6 60 0.100 5 - 195 6. 3.3 70 0.120 4 - 145 7. 3.6 70 0.125 - - 135 8. 4.05 80 0.200 - - 115 9. 3.6 80 0.230 - - 130 10. 3.2 70 0.200 - - 110 11. 3.3 70 0.210 - - 160 12. 3.75 60 0.190 - - 135 13. 3.2 60 0.210 - - 120 14. 3.1 60 0.260 - - 100 15. 3.2 60 0.200 - - 135 16. 3.1 70 0.250 - - 100 17. 2.3 50 0.260 - - 110 18. 2.5 60 0.270 - - 120 19. 1.9 40 0.300 - - 120 20. 1.6 40 0.190 - - 130 21. 1.8 40 0.170 - - 175 22. 2.1 50 0.200 - - 100 23. 2.7 50 0.210 - - 185 24. 2.8 50 0.200 - - 135 25. 2.6 60 0.210 - - 105 Total: 69.91 1420 4.555 28 2880 3375

	- 11 -
	Sea Day Distance driven Driving duration Operating time of the Compressors Generated amount nm nm hours min. hours min. hours min. tons Brought Fwd. 3335 231.5 507 57 75 22 439 15 4.385 26. 160 2 23 28 - 32 24 - 0.240 27. 164 2 23 25 - 35 24 - 0.240 28. 145 2 23 26 - 34 24 - 0.240 29. 120 3 22 50 1 10 24 - 0.240 30. 149 4 22 50 1 10 24 - 0.240 31. 159 2 23 29 - 31 24 - 0.240 32. 77 9 16 55 7 05 16 30 0.150 33. 74 34 11 47 12 13 14 - 0.130 34. 152 3 22 50 1 10 24 - 0.240 35. 125 20 15 57 8 03 24 - 0.240 36. 85 41 11 39 12 21 20 - 0.200 37. 76 26 10 49 13 11 24 - 0.240 38. 76 33 11 35 12 25 24 - 0.240 39. 89 45 10 26 13 34 13 - 0.130 40. 45 35 8 40 15 20 12 - 0.130 41. 56 27 11 34 12 26 20 40 0.180 42. 52 28 11 14 12 46 24 - 0.240 43. 64 26 11 04 12 56 24 - 0.130 44. 60 33 11 11 12 49 17 - 0.150 45. 78 31 11 17 12 43 15 15 0.030 46. 73 28 11 13 12 47 24 - 0.240 47. 80 29 11 14 12 46 24 - 0.240 48. 54 44 9 47 14 13 24 - 0.170 49. 73 41 10 47 13 13 14 - 0.120 50. 111 41 9 31 14 29 15 30 0.140 Total: 5732 820.5 876 55 306 24 957 10 9.165

	- 12 -
	Sea day Fuel oil Lub. oil Fresh Water Potash cartridges Oxygen Provisions m³ kg tons 1 (atm.) kg Brought Fwd. 69.91 1420 4.555 28 2880 3375 26. 2.8 70 0.270 - - 120 27. 2.7 60 0.330 - - 100 28. 2.9 60 0.300 - - 130 29. 1.4 40 0.360 - - 122 30. 2.6 70 0.350 - - 130 31. 2.9 60 0.275 - - 170 32. 2.3 60 0.300 - - 120 33. 1.8 40 0.155 - - 135 34. 3.8 80 0.155 - - 160 35. 2.3 50 0.100 - - 170 36. 2.1 50 0.200 - - 130 37. 1.6 40 0.200 - - 135 38. 1.5 40 0.230 - - 145 39. 2.8 600 0.230 - - 170 40. 1.7 50 0.250 - 2400 120 41. 1.4 30 0.190 - - 170 42. 1.4 90 0.330 4 - 140 43. 1.6 40 0.220 4 - 140 44. 1.3 40 0.230 4 - 150 45. 3.2 1170 0.220 4 4800 145 46. 1.2 140 0.200 4 - 130 47. 2.1 100 0.200 4 - 115 48. 1.3 140 0.200 4 - 120 49. 2.9 160 0.200 4 - 145 50. 4.2 900 0.200 4 - 120 Total: 125.71 5600 10.445 64 10080 6807

	- 13 -
	Sea Day Distance driven Driving duration Operating time of the Compressors Generated amount nm nm hours min. hours min. hours min. tons Brought Fwd. 5732 820.5 876 55 306 24 957 10 9.165 51. 36 37 13 14 10 46 24 - 0.240 52. 85 30 11 30 12 30 24 - 0.240 53. 81 33 11 26 12 34 24 - 0.240 54. 114 31 11 22 12 38 20 30 0.210 55. 91 23 11 58 12 02 24 - 0.240 56. 95 32 11 32 12 28 24 - 0.200 57. 80 39 11 26 12 34 24 - 0.240 58. 68 32 11 23 12 37 24 - 0.240 59. 70 25 10 59 13 01 24 - 0.240 60. 80 38 11 23 12 37 24 - 0.240 61. 67 45 11 29 12 31 24 - 0.240 62. 74 28 12 11 11 49 24 - 0.240 63. 57 29 11 18 12 42 24 - 0.240 64. 63 38 10 07 13 53 24 - 0.240 65. 100 39 11 26 12 34 24 - 0.240 66. 87 26 11 14 12 46 24 - 0.240 67. 88 31 10 32 13 28 24 - 0.240 68. 106 33 10 14 13 46 21 - 0.185 69. 81 30 9 52 14 08 24 - 0.240 70. 73 32 9 59 14 01 24 - 0.240 71. 75 27 11 05 12 55 24 - 0.240 72. 76 34 11 16 12 44 24 - 0.240 73. 58 44 8 38 15 22 24 - 0.240 74. 73 39 9 30 14 30 24 - 0.240 75. 69 30 10 26 13 34 24 - 0.210 Total: 7679 1645.5 1152 25 630 54 1550 40 15.010

	- 14 -
	Sea day Fuel oil Lub. oil Fresh Water Potash cartridges Oxygen Provisions m³ kg tons 1 (atm.) kg Brought Fwd. 125.71 5600 10.445 64 10080 6807 51. 2.6 100 0.300 - 4800 330 52. 1.6 100 0.260 4 2880 115 53. 1.8 70 0.200 4 - 125 54. 2.3 90 0.300 - - 350 55. 2.1 80 0.155 - - 110 56. 1.6 50 0.155 9 - 150 57. 1.7 50 0.135 4 - 190 58. 1.7 100 0.200 7 - 115 59. 2.2 80 0.315 7 - 180 60. 1.7 50 0.200 7 9600 130 61. 1.7 50 0.240 4 - 125 62. 2.5 110 0.190 7 - 115 63. 1.5 310 0.110 7 - 110 64. 2.0 80 0.190 9 - 120 65. 2.2 60 0.260 8 - 115 66. 2.4 70 0.150 8 - 130 67. 2.4 60 0.120 8 4800 110 68. 4.1 120 0.135 8 6000 130 69. 2.6 95 0.160 8 2400 120 70. 1.7 70 0.200 8 - 110 71. 1.6 70 0.140 8 - 210 72. 1.5 90 0.150 6 - 120 73. 1.2 80 0.160 8 - 110 74. 2.7 90 0.180 6 - 115 75. 1.4 80 0.270 4 - 195 Total: 176.51 7805 15.320 213 40560 10537

	- 15 -
	Sea Day Distance driven Driving duration Operating time of the Compressors Generated amount nm nm hours min. hours min. hours min. tons Brought Fwd. 7679 1645.5 1152 25 630 54 1550 40 15.010 76. 73 30 11 11 12 49 24 - 0.240 77. 71 30 11 13 12 47 24 - 0.240 78. 64 28 10 39 12 21 23 - 0.200 79. 70 32 12 31 11 29 24 - 0.240 80. 82 46 9 08 14 52 10 30 0.070 81. 186 2 23 34 - 26 4 - 0.040 82. 164 - 24 - - - 8 - 0.050 83. 158 2 23 28 - 32 24 - 0.240 84. 158 2.5 23 27 - 33 24 - 0.230 85. 164 2.5 23 21 - 39 24 - 0.200 86. 166 2 23 23 - 37 24 - 0.230 87. 166 2 23 35 - 25 24 - 0.240 88. 153 2.5 23 21 - 39 24 - 0.240 89. 140 2 23 29 - 31 24 - 0.210 90. 137 1.5 23 34 - 26 24 - 0.200 91. 136 2 23 29 - 31 24 - 0.230 92. 128 2 23 21 - 39 24 - 0.230 93. 130 2.5 23 21 - 39 24 - 0.240 94. 125 6.5 23 22 - 38 24 - 0.240 95. 12 48 12 25 11 35 24 - 0.240 96. 122 21 23 12 - 48 24 - 0.240 97. 162 2 23 22 - 28 24 - 0.240 98. 173 9.5 21 06 2 54 24 - 0.240 99. 186 2.5 23 24 - 36 24 - 0.240 100. 115 33.5 13 23 10 37 24 - 0.220 Total: 10920 1960.0 1653 54 729 25 2100 10 20.240

	- 16 -
	Sea day Fuel oil Lub. oil Fresh Water Potash cartridges Oxygen Provisions m³ kg tons 1 (atm.) kg Brought Fwd. 176.51 7805 15.320 213 40560 10537 76. 1.6 90 0.230 6 - 135 77. 1.4 90 0.220 6 - 125 78. 1.5 90 0.200 - - 110 79. 1.7 90 0.210 - - 110 80. 1.9 120 0.180 6 - 105 81. 2.8 190 0.150 - - 115 82. 2.4 160 0.190 - - 145 83. 2.2 183 0.160 - - 115 84. 2.4 110 0.190 - - 150 85. 2.4 80 0.190 - - 115 86. 2.5 90 0.200 - - 170 87. 2.4 90 0.195 - - 125 88. 2.5 80 0.165 - - 120 89. 2.6 90 0.130 - - 230 90. 2.5 90 0.195 - - 120 91. 2.5 80 0.195 - - 135 92. 2.6 90 0.180 - - 145 93. 2.8 90 0.120 - - 125 94. 2.6 80 0.200 - - 135 95. 0.8 50 0.180 - - 110 96. 2.6 70 0.230 - - 155 97. 2.7 90 0.370 - - 125 98. 3.7 110 0.200 - - 110 99. 3.9 155 0.160 - - 120 100. 2.3 70 0.190 - - 100 Total: 235.81 10333 20.150 231 40560 13787

	- 17 -
	Sea Day Distance driven Driving duration Operating time of the Compressors Generated amount nm nm hours min. hours min. hours min. tons Brought Fwd. 10920 1960.0 1653 54 729 25 2100 10 20.240 101. 98 34 9 59 14 01 20 30 0.205 102. 95 36.5 9 33 14 27 24 - 0.235 103. 96 36 9 35 14 25 24 - 0.080 104. 85 39 8 44 15 16 24 - 0.235 105. 84 36 8 45 15 15 24 - 0.230 106. 87 35 8 08 15 52 24 - 0.230 107. 89 - 8 46 - - - - - Total: 11554 2176.5 1717 24 818 41 2240 40 21.455
	Fuel inventory on departure:                                                         229 m³
	Fuel taken over from supplier:                                                        35 m³
	Fuel inventory on return                                                             13.99 m³
	Lowest compressed air inventory:                                                   90kg/cm²
	Battery totally charged:                                                           752,671 Ampere hours
	Battery totally discharged:                                                       837,498 Ampere hours
	Longest uninterrupted submerged cruise:                                15 hours 22 minutes
	__________________________________________________________________________
	Provisions
	Quantity of provisions loaded before the patrol:                            15000 kg
	Provisions taken over during the patrol                                           1200 kg
	Provisions delivered after the patrol:                                               1393 kg

	- 18 -
	Sea day Fuel oil Lub. oil Fresh Water Potash cartridges Oxygen Provisions m³ kg tons 1 (atm.) kg Brought Fwd. 235.81 10333 20.150 231 40560 13787 101. 2.5 70 0.140 16 - 130 102. 1.6 70 0.130 16 4800 130 103. 2.5 75 0.120 16 4800 160 104. 2.2 70 0.135 16 4080 180 105. 2.2 70 0.240 12 4320 195 106. 2.2 80 0.300 12 4800 135 107. 2.0 60 0.300 - - 90 Total: 251.01 10828 21.515 319 63360 14807

	- 19 -
	G  E  H  E  I  M  !
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	Q  u  e  s  t  i  o  n  n  a  i  r  e  .
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	To attach to the K.-T.-B. Section Machine.
	1.) a.) Did the boat have a tendency to cut under?   b.) Are there any special observations concerning the behavior of the boat?       To   1a.) No!        1b.) The boat lies very stable in heavy seas.       2.)   Were TM ejected by quick method?   a.) How often was reloaded by quick method?   b.) Were TM thrown from the overdeck?       To    2.)  a and b:  No!       3.)   In the highest case how many times did the boat dive in a day?     5 times.       4.)   Are there any special observations with depth charge explosions, apart from damage?     No!       5.)   Was the rubber boat used?         What are the experiences?     Boat was used during supply for taking over provisions in small seas, however, had to be mended before, because boat became leaky despite good storage in the upper deck container.       6.)   What is the experience with the electrolyte meter?     A daily executed comparison measurement, acid-density - electrolyte counter, showed an average indication error of 5 - 10%.
	Kptlt. and Kommandant                            Ob.Ltn (Ing) and Leitender Ingenieur