Thirteenth War Patrol

February 11, 1945 - April 2, 1945

Commanding Officer - Lieutenant Commander F.M. Eddy

Sinkings and Damages - USS Drum (SS-228) War Patrol Thirteen

(A) Prologue
(B) Narrative
(C) Weather
(D) Tidal Information
(E) Navigational Aids
(F) Ship Contacts
(G) Aircraft Contacts
(H) Attack Data
(I) Mines
(J) Anti-Submarine Measures and Evasion Tactics
(K) Major Defects and Damage
(L) Radio
(M) Radar
(N) Sonar Gear and Sound Conditions
(O) Density Layers
(P) Health, Food, and Habitability
(Q) Personnel
(R) Miles Steamed - Fuel Used
(S) Duration
(T) Factors of Endurance Remaining
(U) Communications, Radar, and Sonar Countermeasures - APR-SPA Indications
(V) Remarks

(A) Prologue

Arrived Apra Harbor, Guam from twelfth war patrol on 17 January 1945. Normal refit was accomplished by U.S.S. SPERRY and Submarine Division 82. Drydocked for routine bottom and sea valve work.

The following officers were detached:
Lieutenant C.M. Young, USN
Lieutenant (jg) C.R. Stempf, evg, USNR

The following officers reported aboard:
Ensign E.J. Korte, USN
Ensign L.L. Ryan, USN

Four days were spent in training during which three Mark 23 exercise torpedoes were fired, two of which were used to simulate Mark 18.

Readiness for sea on 11 February 1945.

(B) Narrative

(C) Weather

Weather conditions in the Nansei Shoto area were characterized by overcast skies, poor visibility, rough seas, and winds of 17-21 knots. Weather conditions in the Nanpo Shoto area south of 32-30 N. were as a general rule better than those around Nansei Shoto. As a general rule in both areas weather conditions made decided changes with great rapidity.

(D) Tidal Information

In the area around Okinawa Jima the effects of the Japanese current were strongly felt. Off Yoron Jima a northeasterly set drift 2.0 knots was experienced. In the Sakashima Gunto area the currents are extremely variable. The westerly ocean current hits the Kurashio and causes a variety of currents. Westerly, northwesterly, and northeasterly sets were experienced on succeeding days in a 20 miles square area south of Tarama Jima. The drift was consistently 1.0 to 1.5 knots.

(E) Navigational Aids

No navigational aids were sighted.

(F) Ship Contacts

(G) Aircraft Contacts

Enemy air activity in the Nansei Shoto and Nanpo Shoto areas was almost negligible. Four contacts were had in the Nansei Shoto area. On March 11 three planes were sighted within four hours while enroute to Nanpo Shoto. (Lat. 31-30 N., Long. 139-00 E.). One plane was sighted while in the Nanpo Shoto area.

(H) Attack Data

No attacks were made.

(I) Mines

One floating mine was seen on March 1 at Lat. 25-54.0 N., Long. 127-55.2 E. Another floating mine was sunk on March 7 at Lat. 24-18.0 N., Long. 125-09.0 E. No other evidence of enemy mines or mining activity was encountered. Both of these mines were old and had evidently broken loose from moored fields. Both were of the conventional spherical, four prong type.

(J) Anti-Submarine Measures and Evasion Tactics

No anti-submarine measures were encountered.

(K) Major Defects and Damage

Engineering

The major casualty was a set of leaky lube oil reduction gear coolers. The starboard cooler was removed and replaced with a spare. The port cooler was removed and replaced with the repaired starboard cooler. The leaky coolers necessitated the renewal of the oil in both reduction gears and sumps. Luckily the repairs made held up for the remainder of time at sea; it is doubted if further repairs could have been made.

The superstructure is definitely a hazard to any attempt at silent running. A few days out of port, banging noises were picked up by both JK and QB sound gears. At night, rattles and banging sounds were heard both fore and aft. Side plating and supports should be extensively renewed at first opportunity.

Ordnance and Gunnery

Mark 18 torpedo #54997 received from U.S.S. SPERRY had a clogged supply ventilation line between the forward bulkhead of the after body and the battery compartment. The supply line was cut about 1 inch forward of the after bulkhead of the battery compartment and a rubber hose connected in its place to give proper ventilation to the forward part of the battery compartment.

(L) Radio

All transmissions were receipted for promptly by NPM or NPN.

In reception from NPM, 9050 Kcs has good keying, poor signal strength, usually fades from 1600Z to 2100Z, and is jammed by high speed keying about 2100Z. 4515 Kcs has too much jamming by Nips for good reception. 6045 Kcs has good signal strength, good keying, but reception is only fair because of jamming by Japs and a Jap broadcast station almost on the same frequency. Reception on 13,655 Kcs and 16,730 Kcs was very good.

In reception from NPN, 9090 Kcs had good signal strength, poor keying, and no jamming.

Reception from NKN was subjected to jamming and in general was poor.

(M) Radar

SJ-a Performance of the SJ-a radar was satisfactory until the latter portion of the patrol, when a series of troubles reduced its range efficiency.

For several nights prior to 18 March intermittent deafening noises of a chattering, grinding nature emanated from the antenna gearing system, apparently from the worm drive. The reduction gear-clutch assembly was dropped, worm gear removed, and inspected. Lack of lubrication was evident and it was found that the goose-neck oiler was stopped up so that oil from the cup was not reaching the gearing. With proper lubrication the operation has been normal.

Several tubes failed in the Range Unit and for several days following replacement it was necessary to adjust R587 and C539 to cure a jumping step.

On March 20, the transmitter-receiver fouled, H.V. Rectifier current dropping to 50 ma, showing all symptoms of failure of the Bias Network. C22A-B was found shorted. When replaced, the H.V. Rectifier current was abnormally high and it was necessary to reduce this by adjustment of the "On-Time" MV.

On March 21 a slight flicker of K.V. and H.V. Rectifier current was noted. Inspection showed C22A-B leaking considerable oil. This was replaced but ragged pulsing and high current was then evident. A complete check of the Mod. Gen., Bias, and Pulsing circuits was made. Potentiometer R-1 in the grid circuit of the "On-Time" MV was found to be defective and replaced. Operation was apparently normal, but upon running toward land for a range check, the island was picked up some 10-15,000 yards short of the expected range. Troubleshooting was complicated and prolonged by a new VR-105-30 being packed in a VR-150-30 box.

Consistent low voltage and flickering output of the motor generator forced use of the I.C. power throughout the patrol.

SD On 24 March when SD was turned on, it would not focus or tune and eventually smoke was seen to come from the receiver. Inspection showed that quite a bit of condensation from a nearby ventilating outlet had been blown into the receiver. When dried out and several 9001 tubes replaced, operation was apparently normal.

APR-SPA and I.F.F. The APR-SPA and I.F.F. gear functioned satisfactorily.

(N) Sonar Gear and Sound Conditions

On March 9 the QB sound gear was found to be out of commission. One of the two leads running from the sound head through the training shaft had parted at the point where the leads were soldered to joining connecting leads from QB junction box in forward torpedo room. It is believed that the soldered connection was broken by constant bending back and forth of the leads while the shaft was being trained. This design feature could be improved by strengthening the connection to prevent parting of the leads.

Remarkable sound conditions were discovered on February 27 when pinging and faint screws were heard from three targets (1626 (I), Feb. 27, Lat. 26-00.5 N., Long. 128-12.5 E.). We were 20 miles from Okinawa Jima and yet no targets would be sighted by high periscope.

(O) Density Layers

On all dives (max depth 300 feet) in the Nansei Shoto area and (max depth 125 feet) in the Nanpo Shoto area all bathythermograph cards showed isothermal condition from surface.

(P) Health, Food, and Habitability

The health of the crew was satisfactory throughout the patrol. Eighteen man days were lost from on case of jaundice, one of catarrhal fever, acute, and one of gastro-enteritis, acute. At the start of the patrol there were several cases of low grade food poisoning - none of which resulted in man days lost. This food poisoning was thought to be caused by bad orange juice. (Vita-Pack brand, packed by K&R Fruit Products, Inc., Upland, California).

The performance of the cooks was not up to par. They were in a rut. Cooks are born and not made.

Habitability was excellent throughout.

(Q) Personnel

The training program for unqualified men is believed to be very thorough. All unqualified men are divided into three classes of 7 or 8 men to a class and each class under the instruction of an unqualified officer. The class guides each man in learning the boat; further and more detailed information is given by leading petty officers. The class serves a double purpose by instructing the men and the officers as well.

(R) Miles Steamed - Fuel Used

(S) Duration

(T) Factors of Endurance Remaining (at Midway)

Limiting Factor of This Patrol:

terminated by dispatch orders

(U) Communications, Radar, and Sonar Countermeasures - APR-SPA Indications

(V) Remarks

This vessel lifeguarded one day for a carrier strike on Okinawa. The BLUEFISH to the north had the same reference point. Also two or three Dumbos were using the reference point code name. This meant that a distress call may have been answered by 5 different people. Two times during the day our fighter cover could not locate us and came in on VHF to call us by the code name for the reference point. One air escort for the BLUEFISH did this and we answered up with our assigned position. We had four escorts for some hours, undoubtedly ours and the BLUEFISH's, while the BLUEFISH probably had none. At one time to identify ourselves to one puzzled aviator we told him by VHF we are turning 90° right to that he could decide whether he was over us or over the BLUEFISH.

To remedy this situation it is recommended that Dumbo planes be designated "Dorothy Dix one, two, three, etc", and that lifeguard submarines be designated in succession after the Dumbos "Dorothy Dix four, five, six, etc". Dorothy Dix four being the most northerly submarine and Dorothy Dix six the most southerly submarine. Or designate the submarines from east to west as the circumstances demand.

Over a ten day period we were plane guarding for four B-29 strikes on Honshu. The Dumbos made contact and circled us with no trouble. In two strikes over 125 planes were checked off going and coming with no trouble evidently, as we had no calls for assistance.