U-boat Archive - U-527




	POST MORTEMS
	ON
	ENEMY SUBMARINES















	DIVISION OF NAVAL INTELLIGENCE


	CONFIDENTIAL

	NAVY DEPARTMENT
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS
	WASHINGTON


	SERIAL NO. 19


	REPORT ON THE
	INTERROGATION OF SURVIVORS
	FROM U-527 SUNK ON
	JULY 23, 1943










	_____________________________________________
	UNITED STATES GOVERNMENT PRINTING OFFICE
	WASHINGTON . 1943



	Op-16-F-10 (20)
	S8/EF74
	L11-1/EF74
	CONFIDENTIAL
	Serial No. 02488116

	O.N.I. 250 SERIES

	NAVY DEPARTMENT,
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS,
	Washington, October 25, 1942.

	1. The O. N. I. 250 Series - Post Mortems on Enemy Submarines - consist of intelligence obtained from the sinking or capture of enemy submarines. The Suffix G, I, or J indicates whether the submarine is German, Italian, or Japanese.
	2. In preparing this series of pamphlets, of which it is hoped there will be many, all information considered to be of value or interest to the naval service is included. While all the material does not relate directly to enemy submarine operations and personnel, it is in effect the intelligence which has been gathered in the course of antisubmarine operations.
	3. This publication, like those which are to follow, is Confidential. Many of the data were formerly classified as Secret. But, the classification has been lowered in order that the service at large may benefit from the information collected and presented herein. While no accountability is required, attention is invited to the fact that the intelligence contained in this series must be safeguarded in accordance with the strict and literal interpretation of its classification. The information compiled in this series can be of too great assistance in our operations at sea to hazard the loss of a source at once so important and irreplaceable.

	H. C. TRAIN
	Rear Admiral, U. S. Navy,
	Director of Naval Intelligence.
	(III)

Confidential

TABLE OF CONTENTS

			Page
Chapter	I.	Introductory remarks
	II.	Details of U-527
	III.	Crew of U-527
	IV.	Early History of U-527
	V.	First Patrol of U-527
	VI.	Second and last patrol of U-527
	VII.	Sinking of U-527
	VIII.	Bases
	IX.	Miscellaneous remarks

Annex A. Crew list of U-527

(V)


	*Confidential*

	Chapter I. INTRODUCTORY REMARKS

	The interest in the story of U-527 lies in the fact that this boat was ordinary in every essential particular. Her experiences and the reaction of her crew may be taken as typical. They point clearly to the present problems of the U-boat and the measures being taken in its desperate struggle for survival.
	The following facts appear to be significant:
	1. U-527 was surprised on the surface by an aircraft from U. S. S. Bogue in position 35⁰25'N., 27⁰56' W. at 1405 GCT, 23 July 1943. She decided to fight it out on the surface and was overwhelmed in the first attack.
	2. On her last cruise U-527 was forced to refuel. There being no regular supply U-boat in the area, oil was transferred through a water hose from a 500-ton U-boat, which in consequence had to cut short her patrol and set course for home.
	3. Before her last patrol two of the eight upper deck torpedo containers were removed. On neither of her cruises did she carry a full complement of torpedoes. Her crew heard talk around the base that all upper deck containers were ultimately to be removed.
	4. The conversion of her armament to provide concentrated anti-aircraft fire was only partially effected. One additional 20 mm. gun on an auxiliary platform abaft the bridge had been added.
	5. The old hands were pessimistic. They realized from their vantage point of longer service, that the day of triumph of the U-boat was past. They fully appreciated the operational value of carrier-borne air cover for convoys. As one warrant officer put it: "When every convoy has carrier escort, it will be altogether too tough."
	The 13 survivors, including the commander, Kapitänleutnant* Herbert Uhlig, were first interrogated in Casablanca. They were again interrogated at the port of entry into the United States, where a group was selected for final interrogation.
	___________
	* For U. S. N. equivalents of German Navy ranks, see Annex A.
	(1)


	*Confidential*

	Chapter II. DETAILS OF U-527

	TONNAGE.
	750 tons.
	TYPE.
	IX-C.
	BUILDING YARD.
	Deutsche Werft, Finkenwerder, Hamburg.
	FLOTILLA.
	10th, Lorient, under command of Korvettenkapitän Kuhnke.
	FIELD POST NUMBER.
	M 51963.
	DEVICE.
	Coat of arms of Meldorf. Meldorf was also the patron city of U-527 and the home town of its commander.
	S. B. T.
	Fitted. It could not be definitely determined if it had ever been used. It was stated that the ammunition for the S. B. T. was carried in lead covered containers, in the ammunition chamber.
	G. S. R .
	Fitted. It was stated to have been out of order at the time of the final attack. It was considered to be fairly reliable and to have saved them from several possible attacks in the Bay of Biscay. This boat carried both the "Southern Cross" aerial and a fixed drum-shaped aerial.
	K. D. B.
	Not fitted.
	RADAR.
	Apparently not fitted.
	G. H. G.
	Fitted.
	(2)

Confidential

ARMAMENT.

One 10.5 cm. gun forward; one single-mount, type 38, 20 mm. cannon on platform I; one single-mount, type 38, 20 mm. cannon on platform II; and four MG34 machine gun mounts on bridge. At the attack which lead to the sinking of U-527, only one 20 mm. cannon was manned and it was able to fire only one magazine of about 20 rounds. For the 20 mm. cannon, U-527 was supplied with E. K. Z. (Empfindliche Kopfzündung) ammunition, or contact fuse ammunition.

PLATFORM II .

During the final overhaul platform II was built on U-527, and the additional 20 mm cannon mounted.

TORPEDOES.

Apparently 21 carried on both patrols, 6 air torpedoes in deck containers, and 15 torpedoes inside the boat. F. A. T. torpedoes were not carried. While U-527 was in Lorient between patrols, all the deck torpedo containers were removed for painting, but the two aft containers were not replaced.

DIESELS.

Built by M. A. N. They were 9-cylinder, 4-cycle, single acting, 2,050 horsepower each.

Details of Diesels, Bore, 460 mm; stroke, 400 mm.; compression pressure, 30 kg. per square cm.; combustion pressure, up to 70 kg. per square cm.; supercharger pressure, 0.2 atmospheres; mechanical supercharger, gear driven, approximately 1:7 ratio.


Telegraph speed	R. P. M.	Speed	Fuel consumption


K. F. (dead slow)	160
L. F. (slow)	250		160 liters per hour -
H. F. (half speed)	300		one diesel
2x H. F. (3/5 speed)	360
G. F. (3/4 speed)	400
2x G. F. (4/5 speed)	410
A. K. (full speed)	440/460	18/20 knots

(O. N. I. Note: The above table was obtained from only one P/W and must be treated with reserve, due to apparent inconsistencies.)

FUEL CAPACITY.

About 240 tons.

ELECTRIC MOTORS.

Two Siemens motor/generators, which developed 500 horsepower each as motors. At full speed submerged the electric motors turned at 240 R. P. M., giving a speed of 6 to 7 knots.


	*Confidential*
	4

	BATTERIES.
	Lead-acid type of 124 cells.
	COMPRESSORS.
	One Junkers crankless Diesel compressor, 4-stage, with an output of 6 liters per minute at 215 kg. per square cm. One 4-stage electric compressor, with output of 14 liters per minute at 215 kg. per square cm. Load of compressor motor was 500 amperes at 149 volts, or approximately 100 horsepower without losses.
	PUMPS.
	Main bilge pump located in the control room; provided with two impellers, and could be used in parallel or as a 2-stage pump. Greatest effective depth was 110 meters. Auxiliary bilge pump located in control room. Reciprocating type. Greatest effective depth was given as 110 meters. At greater depths bilge water is pumped into the pressure proof center diving tank within the pressure hull. The water is then expelled by air pressure. Dirty water is also blown but only when surfaced.
	DEPTH GAUGES.
	One graduated to 25 meters, and one graduated to 300 meters. One Papenberg water level indicator.
	FRESH WATER STILL.
	Capacity of 8 liters per hour.
	REFRIGERATORS.
	One in galley and one in the control room.
	VENTILATORS.
	Two main ventilating blowers, and one circulating ventilator blower.
	SPACING OF FRAMES.
	Approximately 80 cm.
	THICKNESS OF HULL.
	Approximately 25 mm.
	SPACING BETWEEN PRESSURE HULL AND UPPER DECK.
	From 1 to 1-1/2 meters.
	SWITCH BOARD.
	On U-527 the back of the main switchboard was enclosed with an "Aralyt" panel, which would prevent water from striking the uninsulated bus bars and short circuiting them. Only switch handles protruded through the front panel.


	*Confidential*
	5

	PLYWOOD LINING.
	Only the living quarters were lined with plywood, other inside surfaces were merely painted.
	WELDING EQUIPMENT.
	U-527 carried oxy-acetylene and electric welding equipment. The acetylene flasks were carried in the upper deck. Acetylene and oxygen connections were on the bridge. One hose with a double connection could be secured to these passed down the conning tower and was of sufficient length to reach any part of the boat's interior. Welding was done on the surface only; therefore, no gas connections were inside the boat. It was not necessary to start a Diesel to run a generator with which to connect the welding cable. This cable was connected to a 149-volt lead on the main switchboard; the welding current was used in this form.
	REMARKS ON M. A. N. DIESELS.
	A remarkable balance of lightness and strength, consistent with power developed, and stresses and strains imposed, has been developed in the M. A. N. U-boat Diesel engine. Heavy cast cylinder blocks have been eliminated entirely. Structurally, in its essentials, the engine now consists of a steel frame in which the working parts are fitted. A steel plate forms the top of the structure. In this plate circular openings are cut to receive cylinder liners set in them with rubber ring gaskets between. The bed and lower members of the main bearings form the bottom. The cylinder liners and compression members are set between. Anchor bolts running from the top to bottom tie the entire structure together and absorb the expanding thrusts of the power strokes. Crank case bottom and sides, and water jacket walls, are steel plates attached to the essential frame, on which the secondary working parts of the engine are mounted. Rolled structural members are used wherever possible; welding is employed wherever practicable.
	The 9-cylinder engines have 10 main bearings in the crank case and an additional outside bearing. Aluminum alloys have been substituted for tin-lead alloys in main and crank bearings. Experience with this substitute is said to be entirely satisfactory. Crankshafts are still forged rather than cast.
	Present models of M. A. N. submarine Diesels use aluminum alloy pistons. These are not oil cooled, except incidentally by splash. Their high thermal conductivity is said to transmit the heat rapidly to the adjoining walls of the cylinder liners.
	The critical temperature of the exhaust is said to be 550⁰ C. Thermometers are fitted to the exhaust pipes of the individual cylinders


	*Confidential*
	6

	and the main exhaust pipe. A clearly visible red mark is at 550⁰ graduation. Operation of the engine at 550⁰ exhaust temperature for short periods is said not to be injurious.
	On a previous boat (U-64) informant participated in a bearing repair job. At an overhaul, the main bearing on one of the M. A. N. Diesels had been fitted too loosely and continued to be enlarged by flakes of metal being pounded off. Repairs were made in the South Atlantic. As only two spare main bearings were aboard, eight original bearings were scrapped ad filed by hand after shims had been removed. To compensate for the lowering, the undersides of the spares were worked down. The job required 3 days, during which time the boat proceeded on the other engine. The repair was satisfactory.
	It is possible to operate this engine with one or more dead cylinders. In cases where cylinder heads crack and spares are not available, the cylinder in question can be cut out. For short periods no damage results from the piston idling, but for longer runs it is desirable to remove the piston, connecting rod, and bearings.
	As to the difference of about 200 horsepower for the same size of engine, this is due to different types of superchargers being fitted. With the mechanical type the 9-cylinder M. A. N. develops 2,050 horsepower; if a Büchi Turbo-exhaust supercharger is fitted, the power steps up to 2,250 horsepower, on account of the recovery of the waste energy in the exhaust.
	REMARKS ON JUNKERS DIESEL COMPRESSOR.
	Flooding of the Junkers Diesel compressor has been overcome by fitting two internally controlled valves into its exhaust line - one outside the pressure hull immediately before the junction with the engine exhaust line, the other inside the pressure hull immediately above the compressor. At the lower end of the exhaust pipe a drain chamber with cock is fitted. Upon surfacing, water is present in the exhaust pipes up to the outermost valves, and upon opening the exhaust pipe valves some water gets as far as the drain chamber. Upon starting the compressor, the outer valve is opened first, next the inboard valve, and last the drain cock.
	Apparently there is no uniformity in the design of these exhaust lines, as informant stated that it varied in U-boats of the same type, probably in an effort to find the most satisfactory method. He knew of no installations with a return bend which would form an air trap upon diving and prevent water beyond.


	*Confidential*

	Chapter III. CREW OF U-527

	The complement of U-527 consisted of 6 officers and 46 men of whom 13 survived. Of the officers, the executive officer and the two midshipmen were casualties.
	OFFICERS ON LAST PATROL.
	The commander of U-527 was Kapitänleutnant Herbert Uhlig of the 1935 naval term. He is 27 years old. In 1935-1936 he made a world cruise on the Karlsruhe. In 1937 he was transferred to the air corps, but this must have been of short duration, as he is known to have served on various surface craft before joining the U-boat arm. In 1939 he was advanced to the rank of Oberleutnant. Sometime between the outbreak of war and his assignment to U-527 he made one or more patrols as executive officer on a U-boat, the commander of which is not known.
	Uhlig took command of U 527 shortly before she was commissioned, and was with her until the time of sinking. He made a good personal impression on the interrogators, and was well liked by his crew, although he was described as a stern disciplinarian.
	Little is known of the executive officer, Oberleutnant Behle of the 1938 naval term. He was in charge of the watch at the time of the sinking and drowned after sustaining chest injuries from the explosion.
	The engineer officer was Oberleutnant Walther Lewandowski, 33 years old. His name does not appear in the German Naval List, but he is known to have been in the Navy before the outbreak of war. Interrogators were unfavorably impressed by his personality, but those serving under him regarded him as competent.
	The second watch officer, Leutnant Heinz Abel, does not appear in the 1940 German Naval List, but he is probably of the 1939 or 1940 naval term. He is 21 years old, pleasant in manner, but very security conscious.
	MORALE OF CREW.
	Uhlig was not an experienced commanding officer, but morale and discipline aboard U-527 are believed to have been good. Two experienced petty officers who had served on other U-boats stated that after the "baptism of fire," the crew of U-527 compared favorably in efficiency and spirit with crews of other U-boats on which they had served. The ship's company had been kept fairly intact from commissioning to sinking.
	(7)


	*Confidential*
	8

	Whereas the surviving officers were exceedingly security conscious, a number of the enlisted men talked freely. No torpedo or radio men survived, and no documents were recovered.
	EFFECTS OF LAST ATTACK.
	The explosion of the aircraft's depth charges which sank the U-boat was so severe that everyone aboard seems to have been stunned or completely disabled. All of the survivors suffered from contusions and possible internal injuries which were still pronounced 2 weeks after the sinking.


	*Confidential*

	Chapter IV. EARLY HISTORY OF U-527

	U-527 belonged to the series starting with U-501 and known to extend at least to U-530. One prisoner, whose judgment is considered reliable, stated that the series might go beyond U-540.
	LAUNCHING AND COMMISSIONING.
	The boat was launched about 1 July 1942 and commissioned 2 September 1942. The engineer officer and warrant machinist arrived at the yard a full month before the launching.
	TRIALS AND EXERCISES.
	The U. A. K. trials in Kiel lasted 14 days. U-527 then proceeded on the usual round of trials in the Baltic. The "A. K. Fahrt," 8 hours at top speed, was made on the way to Stettin, where the boat stayed just long enough to fill out her papers with the 4th Flotilla. She remained attached to this flotilla during the rest of her Baltic trials. 500-ton boats were lying in Stettin when she was there; it is not known whether they were attached to the 4th Flotilla, which has been thought to consist exclusively of 750-ton boats. From Danzig the submerged measured mile runs were made, 1 day off Hela 1 day off Pillau. Next the torpedo firing equipment was tested by the T. E. K. at Gotenhafen. "Agrufront" exercises lasted a little over 2 weeks About the same time was spent with the Torpedo Firing Flotilla at Pillau. U-527 did her tactical exercises in the latter part of November and then proceeded to her final overhaul at Hamburg, stopping at Rönne on the way for silent running tests.
	FINAL OVERHAUL.
	In the Baltic the crew had heard that the final overhaul might be made in Stettin. It was actually done at the Howaldswerke in Hamburg and lasted from the beginning of December 1942 to the beginning of February 1943. During this time the boat was berthed in the concrete bunker in the lower end of the Vulcan basin just below the Veendam. As she was leaving the Howaldt yards she collided with an unfinished freighter causing minor damage to her stern plates. In Kiel the repairs were completed in about a day's time at the Deutsche Werke. Ammunition for the guns was embarked at Wik. After compass adjustment and a final trim test U-527 was ready for her first patrol.
	(9)


	*Confidential*
	10


	*Confidential*

	Chapter V. FIRST PATROL OF U-527

	(The approximate course followed on this patrol is shown on the chart facing this page.)
	DEPARTURE.
	U-527 left Kiel 9 February 1943. Overnight stops were made at Kristiansand and Egersund to avoid the difficulties of moving under escort in the hours of darkness.
	RECONNAISSANCE TASK.
	Heavy weather was encountered almost from the start. As aircraft were grounded, U-527 sailed a course closer than usual to the Faroes about two-thirds of the way between the islands and the center of the "Rosengarten." On approximately 16 March in position 58⁰ N., 30⁰ W. she was ordered to join a reconnaissance sweep (Aufklärungsstreife) which was to make a continuous patrol in line to westward in search of a convoy. At first there were 4 or 5 U-boats in the group; the number ultimately swelled to 20. At the end of 24 hours they had covered about 90 sea miles and had reached the approximate position 58⁰ N., 33⁰ W., where they were ordered to hold their patrol line (Vorpostenstreife) altering course every hour 180⁰, and maintaining just enough way on the boats to keep them maneuverable. The next day at noon word was received of approaching ships. The storm had scattered the original convoy and broken up the U-boat line, one U-boat reporting its position in the Denmark Strait in sight of icebergs. U-527 turned eastward and the following day at 1100 sighted a straggler.
	STRAGGLER SUNK.
	At about 1300 this same day, 19 or 20 March, U-527 torpedoed and sank the straggler with one torpedo. This ship was described as having the appearance of a regular freighter of about 6,000 tons and was evidently being used as an ammunition ship, since it exploded with a tremendous detonation. When U-527 surfaced 3 or 4 minutes later no trace of vessel or crew remained. It is unlikely that there were survivors. (O. N. I. Note: It has not been possible to identify this ship.) No escort vessels were sighted but depth charges were heard 5 or 6 miles away.
	(11)


	*Confidential*
	12

	SECOND STRAGGLER SUNK.
	After an unsuccessful attempt to regain contact with the convoy U-527 continued on an easterly course for 3 days, which brought her to a position 58⁰ N., 17⁰ W., south of Iceland at the westerly limit of the Liberator patrol. About 23 March she turned and cruised for 5 days S. W. by W. to 57⁰ N., 30⁰ W., where the presence of Sunderlands gave indication of another approaching convoy. The flying boats kept U-527 down for 10 hours during which time the convoy passed over her. Surfacing at night she gave chase and catching up with a straggler the next day, fired three torpedoes at her, one of which took effect. The ship, an 8,000-ton freighter with a passenger quarters, was abandoned and her crew picked up by another ship from the convoy. U-527 was again forced to dive, and 2 hours later, before she could finish off the freighter, another boat reported to have been U-523, made the kill. (O. N. I. Note: The freighter is believed to have been William Pierce Frye, United States registry of 7,176 tons, a straggler from Convoy H. X. 230, sunk with two torpedoes at 2150, 29 March 1943 in position 56⁰ 56' N., 24⁰ 15' W.) This convoy was a very large one. It was known to submarine crews by the name of Gräf, the commander who had first made contact with it. Approximately 200,000 tons were claimed sunk from it. One P/W believed that it was the last successful convoy attack in this area before carrier based planes achieved the U-boat disaster of a month later.
	RENDEZVOUS.
	After the attack the only other incident of interest in the cruise was the meeting with the 1,600-ton supply U-boat U-468, commanded by Korvettenkapitän der Reserve Wolfbauer. This took place at approximately 49⁰ N., 29⁰ W., soon after 1 April. Forty cubic meters of oil and fresh provisions were taken on. The opinion was expressed that U-527 could have made port without the additional oil and that the transfer was more in the nature of an exercise. The boats traveled a parallel course during the oil transfer. Provisions were brought over in a rubber boat.
	RETURN TO LORIENT.
	From this rendezvous U-527 set a direct course to Lorient. Many aircraft were sighted in the Biscay area. In each case U-527 dived in time and no attacks were sustained. She received no air escort.
	On this patrol U-527 belonged to at least three groups: Ostmark, Westmark (O. N. I. Note: A Kapitänleutnant Gräf is known to have been contact keeper for Group Westmark), and Raubgraf.


	*Confidential*
	14


	*Confidential*

	Chapter VI. SECOND AND LAST PATROL OF U-527

	(The approximate course followed on this patrol is shown on the chart facing this page.)
	U-527 made the customary preparations for her second patrol without incident. The trial run was made off the Keroman bunkers and everything was found to be satisfactory. Oil was taken on from a harbor tanker in the Keroman bunker where torpedoes and provisions were also embarked.
	DEPARTURE.
	Crew members sensed an ill omen in the farewell ceremony, when the commanding officer of the flotilla, Korvettenkapitän Kuhnke concluded his address with "Aufwiederschen Kameraden." The men apparently expecting the customary "Heil Hitler" stood in awkward silence and did not respond until Kuhnke repeated his words.
	In the early afternoon of 10 May 1943, U-527 left Lorient on the flood tide in company with another 750-ton U-boat. They were accompanied by a mine destructor vessel until dark.
	DEPTH CHARGED.
	At about 1400, 12 May in approximate position 47⁰ N., 09⁰ W., U-527 chanced upon a large ship which had been damaged by storm and was being towed toward England. The corvette escort prevented her from making an attack, and depth charged her about 15 times in the 3 hours that she was submerged without causing any damage.
	PASSAGE TO THE CARIBBEAN.
	From this encounter U-527 continued on a westerly course, traveling on Diesel-electric, until reaching 47⁰ N., 21⁰ W. She then turned southwest, passing south of Bermuda to about 27⁰ N., 70⁰ W. The area south of Bermuda was apparently her first operational area, and here she made an unsuccessful attack on a fast unescorted ship believed headed from New York toward the Lesser Antilles. A spread of two torpedoes was fired in the hope of obtaining a lucky hit.
	Shortly after this attack U-527 went around the north end of the Bahamas, and then struck a southerly course off the Florida coast. During the passage toward the Florida Straits, she sighted the Great Isaac lighthouse at night, and later the watch saw the glow from Miami at an estimated distance of 40 miles. The passage down the
	(15)


	*Confidential*
	16

	coast of Florida and through the Straits was described as fairly uneventful and was apparently for the most part, made on the surface at night. At least one blimp a day was sighted in the early morning or late evening in this vicinity. They were described by one crew member as "harmlose Tiere" (harmless creatures), but U-527 submerged upon each sighting. On one occasion at about 1900 she sighted a blimp and immediately dived; several hours later she was ineffectively attacked by a surface vessel with depth charges. The crew presumed that they had been sighted by the blimp, which had notified a vessel of their presence.
	OPERATIONAL AREA.
	U-527 arrived in the Gulf of Mexico about a week after their first attack. Her patrol area there centered at approximately 25⁰ N., 83⁰ W. As far as could be determined, there was no special significance to U-527's patrol in the Gulf of Mexico. Several days before the actual passage began, when the commanding officer gave charts of the area to the Obersteuermann and requested him to plot a course into the Gulf, it became generally known on board that she was to proceed into the Gulf.
	The crew, while amused with the variety of air and surface craft sighted, felt that their patrol in the Gulf of Mexico was ill-advised, and considered the area dangerous and unprofitable for a U-boat. One of their first sightings of a surface vessel in the Gulf proved to be a neutral, believed Argentinean, on a northerly course. On about 1 June they sighted a freighter of some 4,000 tons traveling fairly fast without escort on a southerly course. They fired a spread of four torpedoes at her, but all missed their mark when the vessel turned on a zig-zag course just as the torpedoes were fired. This was the last attack made by U-527.
	START OF RETURN.
	Around 2 or 3 July, U-527 began the return trip to her base. She left the Gulf on about the same course as when she entered, until reaching 27⁰ N., 70⁰ W. when she traveled almost due East to 28⁰ N., 36⁰ W. At this point she met a 500-ton U-boat commanded by Oberleutnant Stahl (O. N. I. Note: Stahl is known to be in command of U-648.) from which she was to be refueled. The two boats traveled together on a course 50⁰T for a few days, waiting for the weather to moderate before making the transfer.
	REFUELED.
	U-527 was refueled at approximately 31⁰ N., 31⁰ W. on the 19th or 20th of July. The oil transfer was made by coupling together the


	*Confidential*
	17

	water hose from each boat. As the boats proceeded on a parallel course about 35 to 40 meters of fuel oil were transferred. In addition to the oil, a quantity of potatoes was also taken by U-527. The oil slicks reported in this area had been observed by the U-boats sometime before, and were not traceable to the transfer.
	U-648 was forced to cut short her patrol because of this transfer, so that the two boats continued on a northeasterly course toward their bases. The U-boats traveled together for 3 or 4 days after the refueling before U-527 was sunk.


	*Confidential*

	Chapter VII. SINKING OF U-527

	AIRCRAFT ATTACK.
	At 1400 GCT, 23 July 1943, U-527 and the accompanying U-648 were proceeding on the surface at cruising speed and about 50 yards apart when sighted by the gunner of a TBF type aircraft on anti-submarine patrol from U. S. S. Bogue, in position 35⁰25' N., 27⁰56' W. The day was overcast, with low clouds, intermittent rain squalls, fog, and choppy seas. The G. S. R. was out of commission at the time of the attack and had been for several days, which may have contributed to their being surprised on the surface. The TBF was flying at 300 feet, just below the clouds. Upon sighting the U-boats, the plane climbed to 600 feet to take advantage of the low cloud cover. A petty officer on the bridge at this time attributed the sinking of U-527 to the fact that she made an evasive turn to starboard, after the aircraft had been first sighted. While in the cloud bank, the TBF apparently made a like turn and, on the attack dive, came in from astern of the U-boat and about 10⁰ to port. U-648 crash dived at the instant the aircraft had sighted the two boats.
	Survivors stated that the U-boat had been completely surprised, and that it was realized at once that it would be suicidal to crash dive. The 20 mm. cannon on platform I was manned by the watch but only one magazine was fired before a stick of four depth charges with 25-foot settings were dropped by the TBF from 100 feet. The charges exploded almost simultaneously, tearing open the pressure hull abaft the conning tower and completely disabling the U-boat, which settled rapidly by the stern, and sank almost vertically within from 30 to 60 seconds.
	The 13 survivors were either on the bridge, in the conning tower, or in the control room at the time of the attack. According to their statements, everyone in the U-boat must have been stunned by the explosions and she sank so quickly thereafter that no one had a chance to escape from the forward compartments. It is believed that all men in the after compartments were killed outright.
	FATE OF SURVIVORS.
	Uhlig gave the order to abandon ship, but 6 of the survivors were already in the water, having been blown from the bridge by the explosions. It is believed that about 20 men escaped. Two men were blown off the bridge and killed, while the executive officer, Behle, and several other men drowned. The survivors remained in the water over two hours, the majority without life jackets, before a life raft was dropped for them by U. S. S. Clemson, which took them aboard shortly thereafter.
	(18)


	*Confidential*

	Chapter VIII. BASES

	GOTENHAFEN.
	The tests made by the Torpedo Firing Command (Torpedoerprobungskommando) in Gotenhafen are made in the Gulf of Danzig by the channel buoy, about 1 mile off the harbor entrance to Gotenhafen. These exercises are designed to test the torpedo firing mechanism of the boat and are conducted by officials of the Command. These tests are apparently not designed to train U-boat personnel.
	A meteorological school for naval personnel is located in Gotenhafen. A 3 weeks' elementary course is given in weather subjects, at the completion of which, the student is supposedly able to make 24-hour forecasts, based on general weather maps and information received by radio. Such forecasts are part of the regular duties of the Obersteuermann.
	HAMBURG.
	During the final overhaul of U-527, the crew lived on the depot ship Veendam, tied up at the west side of the Vulkan Harbor. U-527 was in the submarine shelter at the end of the Vulkan Harbor during the entire overhaul period. Provisions and torpedoes were loaded at a point just south of the Veendam.
	KIEL.
	The first company of the First Ships' Manning Division in Kiel was stated to be under the command of Kapitänleutnant Castanien, when informant was there in June 1941. (O. N. I. Note: This may possibly be Kapitänleutnant Carstanjen, who appears in the 1940 German Naval List.) At that time the Division consisted of 3 companies of about 200 men each.
	LORIENT.
	Some crews of the 10th Flotilla, while in Lorient and just prior to leaving on patrol, are quartered in the personnel shelters in the Hundius complex and mess in the Soldiers' Home on Cours Chazelles at the corner of Porte du Morbihan.
	(19)


	*Confidential*

	CHAPTER IX. MISCELLANEOUS REMARKS

	F. A. T. CONVOY TORPEDO.
	The opinion was expressed by the Obersteuermann that F. A. T. torpedo was no more than a transitional device. Its usefulness is extremely limited, since it is unsuited to the tactics of commanders who excel in individual attack, and it is too dangerous to other U-boats in the free for all of a wolf pack attack.
	CRUISING SPEED.
	Except in emergencies U-527 traveled on the surface at cruising speed (Marschfahrt) on one Diesel and one electric motor on slow speed. The speed would vary from 3.7 to 7.2 knots, the average being 4.5 knots and the day's run 110 to 125 miles.
	PROCEDURE ENTERING AND LEAVING BASE.
	No hard and fast rule can be given. The course varies with the known or suspected location of mines, surface and air craft. Each commander is given his course out of the base just before leaving. Surface escort is provided until deep water is reached. The 100-meter line is generally considered the point of safety. Air cover is not always provided but depends on the expectancy of air attack. U-527 had no air escort when putting in or out at Lorient. While leaving on her last patrol she encountered no hostile aircraft in the Biscay area






	(20)

Confidential

ANNEX A. CREW LIST OF U-527

SURVIVORS


Name	Rank	U. S. N. Equivalent	Age


Uhlig, Herbert	Kapitänleutnant	Lieutenant	27
Lewandowski, Walter	Oberleutnant (Ing.)	Lieutenant (j.g.)*	33
Abel, Heinz	Leutnant zur See	Ensign	21
Guttau, Paul	Obersteuermann	Quartermaster (Warrant rank)	28
Schreiber, Bruno	Obermaschinist	Machinist	28
Rademacher, Helmut	Maschinenmaat	Fireman 1cl	29
Ritter, Hans	Matrosenobergefreiter	Seaman 1cl	19
Kaestel, Herbert	Matrosengefreiter	Seaman 2cl	19
Kinnemund, Alfred	Matrosengefreiter	Seaman 2cl	21
Steinmetz, Johan	Matrosengefreiter	Seaman 2cl	19
Trautmann, Walther	Matrosengefreiter	Seaman 2cl	20
Zweck, Adolf	Maschinengefreiter	Fireman 3cl	20
Kibbat, Willi	Maschinengefreiter	Fireman 3cl	20


CASUALTIES


Behle,	Oberleutnant zur See	Lieutenant (j.g.)
Schmidt,	Fähnrich zur See	Midshipman
Stolte	Fähnrich zur See	Midshipman
Steudler, Gustav	Obermaschinist	Machinist
Helms, Fritz	Bootsmaat	Coxswain
Soller, Albert	Bootsmaat	Coxswain
Krucke	Bootsmaat	Coxswain
Helwig,	Funkmaat	Radioman 3cl
Dirriegel,	Funkmaat	Radioman 3cl
Rokotta, Erich	Mechanikermaat	Torpedoman's mate 3cl
Friedrichs,	Mechanikermaat	Torpedoman's mate 3cl
Dimmlich, Rudi	Maschinenmaat	Fireman 1cl
Fuegemann, Hans	Maschinenmaat	Fireman 1cl
Grenz, Franz	Maschinenmaat	Fireman 1cl
Leuthaeuser,	Maschinenmaat	Fireman 1cl
Bühler,	Maschinenmaat	Fireman 1cl
Pink, Herbert	Funkgefreiter	Seaman 2cl
Streicher, Alfred	Funkgefreiter	Seaman 2cl
Hoffmann,	Maschinenhauptgefreiter	Fireman 2cl
Blazer, Paul	Maschinengefreiter	Fireman 3cl
Becker, Helmut	Maschinengefreiter	Fireman 3cl
Bütthof, Oskar	Maschinengefreiter	Fireman 3cl
Eckstein,	Maschinengefreiter	Fireman 3cl
Markewitz, Helmut	Maschinengefreiter	Fireman 3cl
Mollinger, Rudi	Maschinengefreiter	Fireman 3cl
Morgenrot, Fritz	Maschinengefreiter	Fireman 3cl
Plath, Gottfried	Maschinengefreiter	Fireman 3cl
Schmidt,	Maschinengefreiter	Fireman 3cl
Schaffinger,	Maschinengefreiter	Fireman 3cl
Flaschenträger, Karl	Mechanikergefreiter	Seaman 2cl
Kruger, Reinhardt	Mechanikergefreiter	Seaman 2cl
Doll, Karl	Matrosengefreiter	Seaman 2cl (Cook)
Robrok, Hans	Matrosengefreiter	Seaman 2cl
Spohner, Franz	Matrosengefreiter	Seaman 2cl
Holzwart, Walther	Matrosengefreiter	Seaman 2cl
Vahlke, Gunther	Matrosengefreiter	Seaman 2cl
Wunner, Leo	Matrosengefreiter	Seaman 2cl
Baumeister, Helmut	Matrose	Apprentice Seaman
Irlacher,	Matrose	Apprentice Seaman


* Engineering duties only