ERICH TOPP (118-LIFE-1985) was the third most successful submarine Skipper of any nation in World War II. He joined the German Navy the 1st of April 1934 and ultimately earned the KNIGHTS CROSS with OAK LEAF and CROSSED SWORDS as well as the U-BOOTSKRIEGSABZEICHEN mit BRILLIANTEN (the Submarine Combat Badge with Diamonds). Only twenty-eight U-BootFahrer earned this medal.

While in the Kriegsmarine his duties included: November of '38 to April '40; Watch Officer on board U-46; From 1940 to 42, Commanding Officer of U-57 and of U-552 to 1944-1 Chief of the 27th Submarine Flotilla; technical training of all submarines; 1944 Chief of a group testing the new Type XXI and XXIII, 1945 to the end of WWII, Commanding Officer of a Type XXI, submarine, U-2513.

When the German Navy formed again some years after the end of the war, ERICH rejoined and retired at the rank of KonterAdmiral (Rear Admiral, two stars). He served as consultant to one of the biggest manufacturers of submarines in Germany. Here are some of his memories. They are available to Members on audiotape. Order Tape A-1 at only $15 (plus $4 postage). You'll hear this story in ERICH TOPP's own voice - in English.

To report of all eighteen war patrols would certainly be too long, therefore I shall limit to a few events that might give you an idea of the life on board of German U-Boats during World War II.

Our emblem in front of the bridge were two dancing red devils wearing in their hands the torch of destruction and a torch of life-, symbols of what we had to do - to destroy enemy ships and on the other hand of what we wanted to do - survive.

When we left our home port in Germany or in France and we closed the hatch, we took leave from our friends, our family, from the sun and stars and even from the fresh smell of the sea. We were reducing our lives to a few maxims, the most important one to be a band of brothers.

Let me talk about the first three war patrols on board U-57.

"Never start sailing on Friday" is an old rule among sailors, and knowing that sailors are superstitious, Admiral Donitz made an order of it. But not to lose one day, we tried to cheat "Hob Goblin! " We left the pier in Kiel at Thursday evening. A band was playing, our fiends waving, but we went only on the other side of the bay to take over torpedoes, and left harbor on Friday morning.

From now on, we had to face a series of misfortunes, calamities and emergencies to the bitter end! Already the first day, North Sea fog;

A MINE AHEAD! No time to evade; the mine bumping against the steel hull several times then disappearing in the fog again.

In Norway after refueling, leaving Bergen passing the lighthouse of Marstiin two torpedo bubble paths in collision course with our boat! Seeing in the last minute, with hard rudder evading.

After sinking two ships within five days; back to Bergen. U-57 had only five torpedoes on board, three in the tubes & two reserve. Again at sea: surprise attack of a Blenheim bomber coming out of the sun! Fifteen hits, no men hurt - a miracle.

In the Irish Sea, we sank a five thousand ton ship, then we were bombed by plane again. One bomb hit the bow, but doesn't explode. Our next port is Lorient in France, from there again North Channel, Irish Sea as operational theater.

Eight days whole gale. Plane attack! ALARM! At 20 meters, a bomb exploding very close to the boat. Blackout! Water is penetrating the hull. The boat is bottoming at 60 meters. As one result of the explosion, the foundation of one diesel is broken.

Officers conference: the Engineering Officer proposes to go home because of the risk with only one diesel and reduced surface speed is high. Commanding and Watch Officer vote for continuing patrol because still all 5 torpedoes are on board.

To compensate the low speed, we are moving against the estuary of Liverpool between the lights of Inishtral and Rinsariley, just in the "Cave of the Lion".

A convoy is moving out of the narrows. ATTACK! Three torpedoes for three targets...and three hits. After having launched the second torpedo, a destroyer is turning with high speed to us. ALARM! Bottom at 50 meters.

Depth charges. All pumps, instruments out of action. Absolute darkness. Water pouring in. Nightmare! The crew is moving the water by hand bucket to correct the trim; to fill a tank and to press it out of the boat by air. No result. We can't move the boat during the whole day. In intervals, depth charges.

Water in the boat is rising slowly. Suddenly, a bump! A vibration. Something is skidding, gliding outside of the hull. They are searching for us with ropes! Everybody feels put to the rack. Hours are passing, the percentage of C02 is increasing. The breathing system is not working, everybody breathing directly through a lime box.

After unnumbered depth charges and twenty six hours at bottom, at midnight we tried to surface. I say we tried. The water was still covering the floor. We succeeded to make a rough and ready repair with the main pump.

One hour before midnight, again depth charges then silence. The listening device received some propeller noise far away. It was not possible to go on periscope depth slowly because of the free flooding water in the boat. Pressed air on all tanks, no reaction. The boat still on the bottom. I order the crew moving fore and aft to disengage from the bottom. Seconds seem to be hours. Shall we ever see the sky? The sea? Breath fresh air?

Suddenly a light vibration! The boat is rising slowly and then fast and faster. The boat comes up like a shot! We reach the surface and the hatch is opened; darkest night (sea state six). Starboard side, 500 meters distance, the shadow of a destroyer. We are turning the boat with the lowest speed to show the small silhouette'

Magnetic compass, gyro, out of duty but yesterday night the wind came from the west. So we turned the boat against wind and sea, western course out of the narrows. The crew is working feverishly to repair damages and defects.

In the morning we are diving, just having reloaded the two reserve torpedoes. I see through the periscope, a plane and in the same direction the sonar is receiving propeller noise. We succeeded to attack the last ship of a convoy. Two torpedoes are launched. As a red glowing fountain, the tanker is exploding. Again depth charges, about 80, but the boat is running on 100 meters depth; no damage. The convoy is moving towards Liverpool. Silence and recreation for the crew now.

BERGFEST!

The cook is preparing a special dinner that becomes a tradition on the Red Devil boot, we call it BergFest which is translated 'mountain festival', as we have reached the summit of the patrol and the bow is now homeward bound.

The end of the patrol finds the boat waiting for entry in the lock of the Kiel Canal near Brunsbuttle. It is late in the evening. We see already the band and a reception group waiting for us. The lock is opening. A Norwegian tramp ship is slowly coming out with collision course to our boat! No chance to prevent the ramming, our electric propulsion has not enough power.

NOTE - The Norwegian tramp steamer was SS RONA.

Within ten seconds, our boat is sunk. Six men were not able to get out of the boat. The rest of the crew meet in the early morning. The Watch Officer reported the names of those who did not survive and from those who had survived, and that they wanted to remain together under my command. It was perhaps the only time that my eyes became wet, before I had turned and slowly walked away, thinking of our departure on Friday against the rule.

HARRY's NOTE This is a superb piece of personal memory from one of the top submarine Skippers of World War II. We continue with TOPP's memories in KTB #139 next month, as he and his tiny Type II-C Dugout Canoe tangle with famed escort commander 'Johnnie'Walker and his 36 Escort Group. Don't forget, videotape H-27 the RED DEVIL BOOT, filmed on board U-552, is available for only $30 (plus $5 shipping).