NAVY DEPARTMENT

OFFICE OF THE CHIEF OF NAVAL OPERATIONS

WASHINGTON

FINAL REPORT - G/SERIAL 39

REPORT ON THE

INTERROGATION OF SURVIVORS FROM U-860

SUNK 15 JUNE 1944

C.O., Naval Unit, Tacy, Calif.

Lt. J. I. Eiband (COMNAVNAW, CSDIC, AFHQ)

TABLE OF CONTENTS

				Page
CHAPTER	I.		INTRODUCTION	1
	II.		DETAILS OF U-860	2
	III.		EARLY HISTORY OF U-860	8
	IV.		FIRST AND ONLY PATROL OF U-860	10
	V.		SINKING OF U-860	12
	VI.		CREW OF U-860	17
	VII.		OTHER U-BOATS	20

ANNEX

CREW LIST OF U-860 AND U.S. EQUIVALENTSOF GERMAN NAVAL RANKS.

CHAPTER I.  INTRODUCTION

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CHAPTER II.  DETAILS OF U-860

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DIMENSIONS

        Standard.  (See Final Report - G/Serial 34.)

CAMOUFLAGE

        None other than her paint color, dark gray.

ARMAMENT

        (A)  Guns:

                Two twin 20-mm. mounts on Platform I, type "C-38".  One full automatic 37-mm. gun on Platform II.  This replaced the quadruple 20-mm. mount which was originally fitted.  Four spare 20-mm. barrels were carried.

                One semi-automatic, old type 37-mm. gun forward of the conning tower.  This replaced the 105-mm. deck gun originally fitted.

        (B)  Torpedo Tubes:

                Four bow, two stern.

        (C)  Torpedoes Carried:

                Fourteen, among which were an undetermined number of T-5's and FAT-2's.  The upper deck torpedo containers were filled with machine parts intended for the new base at Penang.

HELICOPTER

        Carried.  Stowed in three containers on Platform I.

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        Identical with that carried by U-177  (see Final Report - G/Serial 34).

S.B.T.  (Submarine Bubble Target)

        Fitted.

PROPULSION

        Diesels:

        (1)  Main Diesels:  Two M.A.N. 9-cylinder Diesels, 2200 h.p. each.

Telegraph Speeds	R.P.M.	Knots
AK (Emergency Speed)	470	16
GF (Full Speed)	410	14
HF (Half Speed)	300
LF  (Slow Speed)	240
KF  (Dead Slow)	200

        (2)  Auxiliary Diesels:  Two M.W.M. 6-cylinder Diesels, 500 h.p. each, used for charging batteries.

        (3)  Schnorchel:  Not fitted.

        (4)  Fuel Oil Capacity:  450 tons carried on only patrol.

        Electric Motors/Generators:

        Siemens-Schuckert.

Telegraph Speeds	R.P.M.
AK  (Emergency Speed)	250
GF  (Full Speed)	210
HF  (Half Speed)	150
LF  (Slow Speed)	110
KF  (Dead Slow)	90

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SWITCHBOARDS

        Siemens-Schuckert.

BATTERIES

        HAFA.

COMPRESSORS

        Two Junkers compressors and one electric compressor.

PUMPS

        Similar to those fitted in U-177 (see Final report - G/Serial 34).

GERMAN ASDIC

        Not fitted.

RADAR

        Gema type carried.

R.D.S. (Radar Decoy Spar Buoys)

        Stated by one prisoner to have been carried.

G.S.R.  (German Search Receiver)

        Wanz G-2, Borkum and Naxos carried.  Basket type and Fliege aerials fitted.  The Borkum and Naxos were connected in series to earphones.  Although a Radione set was carried, it was not connected to the Naxos.  A two-man G.S.R. watch was maintained.  One man was stationed in the listening room, listened to the Naxos

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and kept watch on the Wanz.  The other man operated the D/F wheel in the radio room and heard only the Naxos.

D/F GEAR

        One M/F D/F set carried.

COMMUNICATIONS

        (A)  Transmitters:

                One 200-watt short-wave transmitter.

                One 200-watt long range short-wave transmitter (F.K.W.).

                        This was described as a new type, in three parts. 

                        It operated on a wave band of 13 to 80 meters

                One 150-watt long-wave transmitter.

                One 40-watt emergency transmitter.

        (B)  Receivers:

                Two short-wave "Grossschiff" type receivers.

                One Elag 10/12 receiver.

                One all-wave receiver.

                No "Main" set carried.

        (C)  Call Signs:

                A new list of call signs was issued to U-860 shortly before sailing.  It was known as GFL - U and listed only one call sign for each U-boat.

MULTI-UNIT HYDROPHONES

        Atlas type fitted.

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ECHO SOUNDER

        Atlas type fitted.

GYROS

        Similar to those carried in U-177 (see Final Report - G/Serial 34).

LIFE SAVING GEAR

        One-man dinghies and several large dinghies carried.

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CHAPTER III.  EARLY HISTORY OF U-860

COMMISSIONING

        U-860 was built at the Deschimag yard, Bremen.  It could not be ascertained when she was laid down.  In May 1943, the engine room personnel began to stand by new construction.  The seamen arrived some time later.  The men were quartered in a house near the harbor with crews from three other U-boats that were building.  The commissioning took place on 12 August 1943.

BASIC TRIALS

        On 13 of 14 August, U-860 proceeded to Kiel for her UAK trials which lasted about two weeks.  It was stated that no pressure dock tests were made but that, otherwise, the UAK trials were normal.

        The U-boat then proceeded into the Baltic for the usual working up exercises.  During this phase of her history, she was assigned to the Fourth Flotilla at Stettin.  Torpedo firing trials were held off Danzig and Libau.  The Agrufront took place at Hela in company with three or four other U-boats.  Two weeks of tactical exercises were conducted off Gotenhafen.  During these, mock attacks were made on a convoy consisting of a few merchant vessels.  There were no aircraft present.  The U-boat then proceeded to Swinemünde for anti-aircraft practice.  In the harbor of Swinemünde, she was rammed by a 2000-ton Swedish freighter, resulting in slight damage to the upper deck and to one of the diving tanks.

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FINAL OVERHAUL

        U-860 returned to Bremen on 19 December 1943, for final overhaul.  She remained there until the end of January 1944 when she proceeded to Kiel for further adjustments.  In Kiel the 105-mm. deck gun was replaced by an old type 37-mm. gun.  A full automatic 37-mm. gun supplanted the 20-mm. quadruple mount which had been on Platform II.  The boat then proceeded a second time to Swinemünde for anti-aircraft practice with her new guns.

        Early in April 1944, U-860 embarked stores and ammunition for her first patrol.

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CHAPTER IV.  FIRST AND ONLY PATROL OF U-860

CALL AT KRISTIANSAND

        U-860 sailed from Kiel at about 0800 on 11 April 1944 on her first and only patrol.  She was accompanied by U-853 a 750-ton U-boat, and escorted by a patrol boat.  U-853 was forced to return to Kiel because she was trailing oil.  U-860 arrived at Kristiansand the evening of 12 April.  She remained only a few hours, embarking water and topping off with furl oil.

        U-860 sailed from Kristiansand escorted by a destroyer and aircraft.  She proceeded into the Atlantic submerged, surfacing only from three to five hours each night to ventilate and to charge batteries.

AIRCRAFT ALARM

        On the night of 19 April, when the U-boat was off Iceland, a G.S.R. warning was received on the Wanz.  Two members of the bridge watch ran to man the after 37-mm. gun.  The U-boat dived, leaving the men on deck.  Prisoners stated that they could hear them knocking on the conning tower hatch.  After about fifteen minutes, the U-boat surfaced and a search was made for the two men.  Due to darkness and heavy seas, they could not be found.  The aircraft was never seen.

PASSAGE THROUGH THE ATLANTIC

        After this incident, U-860 followed a southerly course.  Her intended destination was said to have been Penang.  "Stutzpunkt

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Siegfried".  Prisoners stated that their position was signaled several times to Commander-in-Chief U-boats.  Throughout the passage of the North Atlantic the U-boat remained submerged except for brief periods at night.  She crossed the equator during the night of 5/6 June but did not celebrate this event until some days later.  She passed the bulge of Brazil about five hundred miles east of the coast, following a course of 170⁰ true.

        On 9 June when in approximately 19⁰ S. latitude, a signal was sent to Commander-in-Chief U-boats regarding the loss of the two men off Iceland.  This was a lengthy message and had not been sent before because of orders regarding the breaking of radio silence.  When she reached 20⁰ S.  U-860 proceeded on the surface day and night in accordance with standing orders, making a speed of about 7.5 knots on Diesel-electric.  On about 12 June, the radar antenna was damaged by heavy seas.  No further G.S.R. warnings were received until the day of the sinking.

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CHAPTER V.  SINKING OF U-860

        U-860 was proceeding on the surface at about 1200 German time on 15 June when a G.S.R. warning was obtained.  Shortly thereafter a carrier based plane appeared and commenced its attack.  The U-boat remained on the surface and opened fire.  The automatic mechanism of the 37-mm. gun failed to function and the shells were loaded singly.  The plane made four attacks without hitting the U-boat.  While making the fourth run-in, a number of hits were scored with the 20-mm. guns on the open bomb bay of the plane.  Fire broke out inside the plane and it plunged out of control into the sea about 1,000 meters from the U-boat.  An unsuccessful search was made for survivors after which the U-boat submerged.  (O.N.I. Note:  Plane VTB-12, based on the escort carrier U.S.S. SOLOMONS and piloted by Ensign G.E. Edwards, took off at 0709 Z on 15 June.  Ar 1021 Z, Ensign Edwards reported a contact in position 25.27 S. - 05.30 W., bearing 070⁰ true, distance 50 miles.  There was no further communication from him.)

SIGHTING OF OTHER AIRCRAFT

        Shortly before sunset, Büchel gave the order to surface.  He was dissatisfied with the performance of his gunners during the morning battle and intended to give them more anti-aircraft gunnery practice.  The bridge watch had just been manned when the

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man who scanned the sector 000 - 090 sighted a plane.  Almost simultaneously a warning was obtained on the G.S.R.  Alarm was immediately sounded and all guns manned.

        The U-boat altered course and maneuvered to keep the plane within range of her after guns.  For about twenty minutes, the plane circled and fired.  The appearance of a second plane was then noted and, before long, four more planes were counted.  (O.N.I. Note:  Plane VTB-33, piloted by Lieutenant Commander Avery, took off from the U.S.S. SOLOMONS on 15 June at 1414 Z, to conduct a normal square gambit over the reported contact.  At 1722 Z, the wake of a U-boat was sighted from an altitude of 1,500 feet, distance, 10-12 miles.  Upon closing, a fully surfaced U-boat on course 120⁰ true was sighted.  A contact report was made at 1725 Z.  When the plane was about eight miles distant, the U-boat altered course to 090⁰ true.  She then began circling, successfully keeping the plane on her stern.  The plane remained about 4,000 yards away from the U-boat while awaiting assistance.  Intense anti-aircraft fire was encountered and the U-boat made no attempt to submerge.)

FIRST COORDINATED ATTACK

        The subsequent attacks were made on the U-boat with such rapidity and intensity that the survivors could only give incoherent accounts of the events.  The first coordinated attack was made by four planes and hits were probably scored forward.  One survivor stated that the telephone connections with the forward torpedo room were broken off.  A list to starboard developed and

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it was believed that it was caused by water entry in the forward torpedo compartment.  (O.N.I. Note:  At 1746 Z, eight minutes after sunset, the first coordinated attack consisting of two VF and two VTB planes was made.  One VF suffered a damaged wing tank and was ordered back to the carrier.  The VTB's launched fourteen rockets, twelve of which were believed to have hit the U-boat forward of the conning tower.  In this attack, all four planes passed over the target within ten seconds.)

SECOND COORDINATED ATTACK

        Two planes took part in the second attack and scored hits in the wardroom, and in the bilges below the conning tower.  Water entry in both of these sections was reported.  One prisoner stated that chlorine gas developed after this attack and many men were killed as a result.  Another survivor described a "shot" as landing a few meters from the boat and reappearing on the other side.  He believed that this shot passed through one side of the pressure hull, through the bilges beneath the control room, and out through the other side of the pressure hull.  Only one prisoner described the missiles as "rockets".  A very pronounced list to starboard was noticed after this attack.  (O.N.I. Note:  A second attack by one VF and one VTB was made on the port beam of the U-boat.  Eight rockets were fired, six of which were believed to have hit the U-boat directly forward of the conning tower.  The boat was on a course of 180 true and after the attack, continued on this course although her speed had been reduced to

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three knots.  A large quantity of greenish-yellow oil was being trailed.)

THIRD AND LAST COORDINTATED ATTACK

        The U-boat continued her anti-aircraft fire as the third attack developed.  Two planes now attacked the boat and two bombs were seen to drop.  Prisoners believed that one of the planes was hit by flak.  The bombs landed directly on the U-boat, immediately forward of the conning tower, exploded on contact and the U-boat rapidly sank.  The blast from the explosions dazed the guns' crews and many of the survivors were unconscious until they found themselves in the water.  Two men succeeded in escaping from the conning tower but the survivors were convinced that those within the boat were trapped and went down with her.

        The survivors were in the water for about six hours before they were rescued.  A few of them had one-man dinghies into which the wounded were placed.  The others clung to the dinghies' sides.  (O.N.I. Note:  The third attack, consisting of two VTB's, was made on the port quarter of the U-boat.  The first plane, piloted by Lieutenant Commander Avery, made a strafing run.  This was followed by a depth charge run made by the second plane, piloted by Lieutenant (j.g.) Chamberlain.  He made his run in the face of intense anti-aircraft fire and released two depth charges from an altitude of less than 50 feet.  The depth charges landed forward of the conning tower, causing

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a violent explosion which engulfed his plane and started a fire in the bomb bay and central cockpit.  The plane made a 180 turn and landed in the water about 500 yards ahead of the U-boat.  The U-boat sank at 1753 Z.  When the survivors were picked up, it was discovered that only one of them had been wounded by the strafing attacks, indicating that they were well protected by armor.)

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CHAPTER VI.  CREW OF U-860

CAPTAIN

        The complement of U-860 consisted of 62 of whom six were officers.  Two officers, five petty officers and thirteen men survived the sinking.

        The commanding officer, Fregattenkapitän Paul Büchel of the 1925 Naval Term, was among the survivors.  Büchel had had very little operational U-boat experience.  From September 1939 to January 1940 he served in U-32.  He was then assigned to the 22nd Flotilla at Pillau as an instructor.  He later became commanding officer of this flotilla and held this position until he was assigned to U-860.  Büchel was extremely security conscious and adopted a haughty attitude with his interrogators.  He gave the impression of being a rather colorless individual.

EXECUTIVE OFFICER

        Oberleutnant z. S. Otto Wilhelm Carls of the December 1939 Naval Term was the only other surviving officer.  In 1928, due to the bankruptcy of his banker father, Carls went to America where he spent the next five years.  The sight of the cruiser KARLSURE in Boston inspired in him a desire to serve in the German Navy.  In 1934 he returned to Germany and applied for admission to the Naval Academy.  This was refused because the authorities believed that Carls might be politically unreliable,

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his father having been a member of the Stahlhelm.  Carls was informed that he could enter the navy as an enlisted man and, if he proved himself to be a good Nazi, could become an officer candidate.

        Carls enlisted and, at the outbreak of war, held the rank of petty officer.  During the Norwegian campaign, as boatswain he was in command of a 200-ton torpedo boat.  On 1 December 1940, he was permitted to enter the naval academy as a cadet.  Due to the fact that he had much sea experience, he was assigned to the December 1939 Naval Term.  During the summer of 1941, Carls served in U-74 under Korvettenkapitän Kenrat.  At this time he was awarded the Iron Cross First Class.

        After Carls had completed his training as an officer, he was stationed at the torpedo school at Flensburg in May 1942 as an instructor.  In the spring of 1943, he joined U-860 as Executive Officer.

        In spite of his American education, Carls was an ardent Nazi.  His attitude toward his captors was one of hostility and arrogance.

OTHER OFFICERS

        The remaining officers of U-860 went down with the boat.  They were:  Leutnant z. S. Eckart Knobloch of the May 1941 Naval Term, Second Watch Officer; Kapitänleutnant (Ing.) Mueller, Engineer Officer; Leutnant (Ing.) Adelmans, Assistant Engineer Officer; and Oberstabsarzt Boergermann of the 1930 Naval Term,

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Ship's Surgeon.  The warrant quartermaster, Kompenhans, acted as Third Watch Officer.

RATINGS

        Three of the five surviving petty officers had not been to sea for one year or more before being drafted to U-860.  Two of them had been instructors at shore training establishments.  All of the surviving men were making their first U-boat cruise.

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CHAPTER VII.  OTHER U-BOATS

U-4	A prisoner had served in U-4 during the summer of 1943.  When he first joined the boat, Oberleutnant z. S. Marienfeld was captain.  He was succeeded by Oberleutnant z. S. Sander.  (O.N.I. Note:  This was probably Friedrich Walter Marienfeld of the October 1938 Naval Term.  It is not possible to identify Sander further.)
U-851	This boat was commanded by Korvettenkapitän Johann Weingaertner of the 1928 Naval Term.  She was a 1200-ton, type IX-D-2 boat.  Several prisoners stated that she sailed on patrol about three weeks before U-860 (11 April 1944).  U-860 was ordered to meet her on about 25 May 1944, but was unable to establish contact.  Prisoners were told that U-851 had been sunk.
U-853	This was said to be a 750-ton U-boat commanded by Kapitänleutnant Sommer, a lower deck promotion.  She sailed from Kiel with U-860 on 11 April 1944, but was forced to return because she was trailing an oil slick.
U-859	This 1200-ton U-boat, commanded by Kapitänleutnant Johann Jebsen of the 1935 Naval Term, was building at the Deschimag Yard, Bremen at the same time as U-860 (summer, 1943).  She sailed from Kristiansand shortly before U-860 on 12 April 1944.

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U-861	This 1200-ton U-boat is commanded by Korvettenkapitän Jürgen Oesten of the 1933 Naval Term.  The Engineer Officer, Kapitänleutnant (Ing.) Herbert Panknin of the 1934 Naval Term wa awarded the Knight's Cross of the Iron Cross.  The boat was building with U-860 at the Deschimag Yard, Bremen, during the summer of 1943 and was commissioned on 18 August.  During her working up exercises, she was rammed by a tug in the harbor of Libau.
U-862	This is a 1200-ton U-boat and was ready to sail on patrol in April 1944.

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ANNEX:  CREW LIST OF U-860 AND U.S. EQUIVALENTS

OF GERMAN NAVAL RANKS

	Name	Rank or Rating	USN Equivalent	Age
	BÜCHEL, Paul	Fregattenkapitän	Commander
		Korvettenkapitän	Lieutenant Commander
		Kapitänleutnant	Lieutenant
	CARLS, Wilhelm Otto	Oberleutnant zur See	Lieutenant (j.g.)	28
*	KNOBLOCH, Eckart	Leutnant zur See	Ensign
*	MUELLER	Kapitänleutnant (Ing.)	Lieutenant, Engineering Duties
*	ABELMANN	Leutnant (Ing.)	Ensign, Engineering Duties
*	BOERGERMANN	Oberstabsarzt	Ship's Surgeon
	BROSCHINSKI, Hans Georg	Obersteuermann	Warrant Quartermaster	27
	KOMPENHANS, Helmut	Obersteuermann	Warrant Quartermaster	28
	LUNDQUIST, Adolph	Stabsbootsmann	Chief Boatswain's Mate
*	WERMUTH	Obermaschinist	Machinist
*	MOHR	Obermaschinist	Machinist
*	WIEDEMANN	Obermaschinist	Machinist
*	SCHLAGOWSKI	Funkmeister	Radioman 1cl.
*	MUTSCHKE	Obermechanikermaat	Torpedoman's Mate 2cl.
	BUTTLER, Fritz Karl	Bootsmaat	Coxswain	21
*	PETERS	Bootsmaat	Coxswain
	GOTSCHLICH, Otto	Maschinenmaat	Fireman 1cl.
*	SCHÖNHOLD	Maschinenmaat	Fireman 1cl.
*	FISCHER	Maschinenmaat	Fireman 1cl.
*	KITZENAU	Maschinenmaat	Fireman 1cl.
*	LEITNER	Funkmaat	Radioman 3cl.
	BLECHER, Karl	Matrosenobergefreiter	Seaman 1cl.	20
	BOHN, Franz	Matrosenobergefreiter	Seaman 1cl.	21
*	BUEWITZ	Matrosenobergefreiter	Seaman 1cl.
	EBERT, Heinz	Matrosenobergefreiter	Seaman 1cl.	21
*	EPPLE	Matrosenobergefreiter	Seaman 1cl.
	SOKAT, Werner	Matrosenobergefreiter	Seaman 1cl.	21
*	STEIN	Matrosenobergefreiter	Seaman 1cl.
	WILHELM, Peter	Matrosenobergefreiter	Seaman 1cl.	20
*	ZÖLLER	Matrosenobergefreiter	Seaman 1cl.
*	JACOB	Funkobergefreiter	Seaman 1cl. (Radio)
*	RÖSSLE	Funkobergefreiter	Seaman 1cl. (Radio)
*	BIERKAMP	Mechanikergefreiter	Seaman 2cl. (Torpedoes)
*	SCHÖNFELD	Mechanikergefreiter	Seaman 2cl. (Torpedoes)
	EY, Wilhelm	Funkgefreiter	Seaman 2cl. (Radio)	22
*	NATHAN	Matrosengefreiter	Seaman 2cl.
	INHOFF, Kurt	Matrosengefreiter	Seaman 2cl.	20
	FREIDRICHES, Heinz	Maschinengefreiter	Fireman 3cl.	20
	GIERMANN, Fritz	Maschinengefreiter	Fireman 3cl.
	LOEW, Heinz	Maschinengefreiter	Fireman 3cl.
	REITMANN, Karl	Maschinengefreiter	Fireman 3cl.
	SAX, Herbert	Maschinengefreiter	Fireman 3cl.	20
	WENZ, Walter	Maschinengefreiter	Fireman 3cl.