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HEADQUARTERS
N E W J E R S E Y W I N G , C I V I L A I R PAT R O L
United
States Air
Force Auxiliary
PO Box 16099, Building 34-34
McGuire Air Force Base, New Jersey 08641
Dear
Friend
of
Civil
Air
Patrol
History:
As
an
individual
who
h a s a g r e a t a p p r e c i a t i o n f o r C i v i l A i r P a t r o l h i s t o r y, i t i s
m y p l e a s u r e , o n b e h a l f o f C o l o n e l J o s e p h C o n v e r y, N e w J e r s e y
Wing Commander, and myself, to present you with this
complimentary copy of "The Search for the Haggin-Farr Sub Kill."
This is the first in what is hoped to become a series of
historical monographs produced by the New Jersey Wing Historical
P r o g r a m . C u r r e n t l y, t h e r e a r e fi v e m o r e t i t l e s i n t h e w o r k s ,
in various stages of completion, as well as an updated and
expanded edition of the history of the New Jersey Wing.
"The Search for the Haggin-Farr Sub Kill" takes a look at
the author's many years of research in an attempt to tell the
true
and
most
detailed
account
of
one
of
the
most
glorious
moments in not only the history of the New Jersey Wing, but
all
of
the
Civil
Air
Patrol.
Additional copies of this monograph may ♦be purchased for
$5.00 each at the New Jersey Wing bookstore, or by sending a
check made out to the "New Jersey Wing, Civil Air Patrol" for
$7.00
($5,00
+
$2.00
postage
and
handling)
to
the
address
provided below. Proceeds from the sale of New Jersey Wing
monographs will benefit the New Jersey Wing Historical and Cadet
Programs.
We
other
hope
releases
Sincerely
that
in
you
enjoy
the
your
copy
and
will
look
forward
future.
Yo u r s ,
^
^
/
p/7
G r e g o r y F. W e i d e n f e l d , L t . C o l o n e l , C A P
New
Former
Send
Jersey
Civil
your
Wing
Historian
Air
orders
Patrol
to:
National
Historian
Monographs
C / 0 L T C G r e g o r y F. W e i d e n f e l d , C A P
1402
Rustic
Ocean,
New
Drive
Jersey
APT
#2
07712-7427
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This monograph is dedicated to the memory of Lt. Colonel
H e r b e r t H , " Te x " R i c e , f o r m e r l y o f t h e N e w Yo r k W i n g , a n d t h e
Pineland Composite Squadron, New Jersey Wing, Civil Air Patrol.
Without his encouragement and support, I might never have become
a Civil Air Patrol historian; and then none of my achievements
a n d a c c o m p l i s h m e n t s w o u l d h a v e e v e r o c c u r r e d . T h a n k y o u Te x ,
FOREWORD
^ As I read Lt. Colonel Weidenfeld's account of this event
in the annals of the anti-submarine patrols,
the Civil Air Patrol's glorious past. From our
i n N e w J e r s e y, t h e C A P g r e w t o a t o t a l o f
f r o m M a i n e t o Te x a s . W e n o w h a v e g r o w n i n t o
Our
first
mission
was
to
hunt
for
enemy
it brought to mind
humble beginnings
twenty one bases,
fifty two Wings.
submarines.
Later,
w e w e r e a u t h o r i z e d t o c a r r y b o m b s , u n t i l u l t i m a t e l y, a G r u m m a n
M Widgeon carrying two, three hundred and twenty five pound depth
charges, sank a submarine twenty four miles off of Absecon,
N e w J e r s e y.
The C vi
Ai
ng
ay si
h
Our
^ m i s s i o n h a s e xi p al n d erd Pta t r ionl c lh adse ;c o m e r c h l oa n d wR e s c unec, e Ate reons. p a c e
o
u
Sea a
Education, and the Cadet Program.
As you read this Historical Monograph, it will bring to
your consciousness a motto that we use: "The mission above
all
else."
Colonel
Joseph
F.
C o n v e r y,
CAP
C o m m a n d e r, N e w J e r s e y W i n g
McGuire
Air
Force
Base,
New
Jersey
1 O c t o b e r, 1 9 9 7
M l
^
iv
w
PREFACE
This
is
the
first
in
what
is
hoped
to
be
a
series
of
m o n o g r a p h s a b o u t e v e n t s i n C i v i l A i r P a t r o l h i s t o r y, p a r t i c u l a r l y
those that took place in the New Jersey Wing. Civil Air Patrol
history is a personal passion of mine. I sincerely aspire that
this is evident in the style with which I portray the topics
and
in
events
that
I
write
about.
Although much has been written about the Civil Air Patrol
general, so little has been written about individual events
and people. This is especially true when the CAP as a whole
is broken down into its individual wings. Hopefully I can change
I that for the New Jersey Wing. Perhaps my work will inspire
others to do the same in other wings.
Over the years, there have been countless past and present
Civil Air Patrol members who have helped me in my research in
' a multitude of ways. From sharing stories and memories, to
the contribution of tons of photographs, documents, uniforms
and insignia, these people who are too numerous to mention all,
have enabled me to restore, recreate and preserve a vast and
rich heritage that we can all be proud of.
This monograph, and others to follow, is just a small way
^ forr emei nto i t a s thank you I to aall ofn j o y e d Iw rhope ithatT hyou i senjoy
say m u c h a s
you.
ad g
h ve e
iting t.
is
just
one of many parts of our history that can now be preserved for,
and enjoyed by generations of future Civil Air Patrol members.
Lt. Colonel Gregory F. Weidenfeld, CAP
Ocean, New Jersey
2 9 J u l y, 1 9 9 7
101
M
d
ACKNOWLEDGMENTS
t B l
Special thanks are in order for some of the people who played
^ an important role in helping me complete this monograph.
Captain John Chatterton, and Captain Bill Nagle of the
^
charter
dive
boat
Seeker,
for
openly
sharing
their
research
work and for providing me with video and sketches of the U-Boat
w r e c k .
^
Lt.
Colonel
Robert
L.
Rioux,
CAP
for
your
excellent
artwork.
Yo u r r e n d e r i n g s h a v e h e l p e d t o m a k e t h i s m o n o g r a p h t h a t m u c h
better. I value our growing friendship and hope that we have
much
success
in
the
future
on
all
of
the
Civil
Air
Patrol
projects that we are working together on.
Dav t, a
e Ea
W i ed r
" S h o p - R i tM s . w h ot y t o o k i s h e ft r m e d t o n d e lo - wm r k ep r o to ft h r e a d s ta n d n d s oi t
e, P a t
iien a h c p o e r a
my
manuscript.
Good
luck
in
your
future
graduate college, as a professional educator.
^
career
after
you
C a p t a i n L e s l i e W e i d e n f e l d , C A P, m y w i f e . T h a n k s f o r y o u r
patience all those nights I worked into the wee hours of the
morning,
researching
and
writing
this
monograph.
Yo u r
support
and
was
understanding
Colonel
Colonel
are
Lester
greatly
Hopper,
National
me
the
Emeritus.
w
photographs that were key in laying the foundation to my research
on not only the Haggin-Farr sub kill, but all of my research
i n t o t h e d a y s o f C o a s t a l P a t r o l o p e r a t i o n s o u t o f A t l a n t i c C i t y.
Sir
provided
Historian
It
Yo u
who
C A P,
^
Thank
Hopper
appreciated!
documents
and
I
C o l o n e l J o s e p h C o n v e r y , C A P, N e w J e r s e y W i n g C o m m a n d e r ,
who openly invited me to return to his staff as the New Jersey
Wing
Historian
after
I
completed
my
duties
at
National
Headquarters. Colonel Convery and his command staff have given
me their full support and encouragement in all of my proposed
historical
projects,
monograph
series.
including
Hopefully
my
the
establishment
current
efforts
will
of
this
help
make
up for all the aggravation I caused him all those years ago
when I was a cadet, and he was my Deputy Commander for Cadets;
a n d l a t e r m y S q u a d r o n C o m m a n d e r.
.1^
vi
TA B L E
Title
OF
CONTENTS
Page
Frontispiece
ii
Dedication
iii
F o r e w o r d
P r e f a c e
Acknowledgments
vi
Ta b l e
of
Contents
vii
I N T R O D U C T I O N
CHAPTER
CHAPTER
1
2
CHAPTER
CHAPTER
F o o t n o t e s
-
-
1975
3
4
J U LY
-
-
BEGINNING
1991
1992
11
THE
LOOKING
,
THE
1942
SEARCH
DISCOVERY
FOR
PROOF
3
10
19
34
I N T R O D U C T I O N
For
or
the
reader
perhaps
formative
who
not
just
years,
is
familiar
it
might
either
be
not
a
Civil
useful
member,
Civil
Air
Patrol's
take
to
Patrol
the
with
Air
a
moment
to
briefly
explain how and why the CAP came into existence. With this
bit of background information in mind, one might be able to
more
greatly
Farr
sub
appreciate
kill
really
what
was.
a
truly
Perhaps
amazing
it
will
feat
also
the
Haggin-
better
put
into
perspective the importance of this event, not in only in Civil
Air
Patrol
h i s t o r y,
but
the
small
yet
important
role
it
played
in the Battle of the Atlantic, during World War II.
The
Director
Civil
Air
Patrol
of Aviation,
Gill
was
Robb
the
creation
Wilson.
of
Wilson,
New
a
Jersey's
man
of
vision
and foresight, saw the potential danger of German U-Boats having
a
field
day
unprotected
foresaw
a
war
waters
the
that
sinking
of
american
the
United
of
private
grounding
he
felt
severe
damage
decades
to
was
to
recover
shipping
States'
american
general
the
east
aviation
inevitable. A war
in
of
coast.
for
the
length
aviation
virtually
that
He
also
duration
would
of
cause
might
take
from.
While pacifists and isolationists in Washington, D.C. stalled
the
United
both
States
Europe
organized
what
and
private
came
to
be
entry
into
Asia,
hostilities
Wilson
pilots
and
known
as
put
their
the
his
that
were
brewing
in
plans
into
action.
He
aircraft
New
in
Jersey
New
Civil
Jersey
Air
into
Defense
S e r v i c e .
The CADS would be used in a variety of ways including the
transport
of
people
and
light
cargo,
missing
aircraft
search,
and reconnaissance against sabotage of dams, reservoirs, power
lines
etc.
Wilson
also
envisioned
his
CADS
as
an
observation
force that could patrol for and spot enemy submarines intruding
in
U.S.
coastal
waters.
Wilson shared his feelings and ideas with his counterparts
i a m
in
other
states.
Soon
organizations
similar
to
New
Jersey's
CADS began to spring up all across America. The Aircraft Owners
a n d P i l o t s A s s o c i a t i o n ( A O PA ) b e g a n a p r o g r a m t o e n r o l l p r i v a t e
pilots
for
possible
organizations
geared
that
wartime
aviation
private
up,
it
activation.
became
could
be
clear
must
to
While
Wilson
these
and
effectively
others
used,
if
it
was mobilized under one single national organization.
Using
aviation
Aside
the
the
Jersey
leaders
from
head
aviation
New
being
of
the
brought
New
executive
1,
1941,
order
formed
blueprint,
ideas
to
of
newly
D.
formed
and
Civilian
was
also
Defense.
Wilson's
Air
An
plan.
On
signed
Roosevelt
Civil
other
LaGuardia.
LaGuardia
approved
Franklin
Wilson
Fiorello
mayor,
Office
he
President
the
a
feisty
himself,
creating
as
their
Yo r k ' s
newly
enthusiast
December
CADS
the
Patrol.
Only six days later on December 7th, Pearl Harbor was bombed
by the Japanese. Two days later Hitler's Nazi Germany declared
war on the United States. American private pilots were grounded.
German naval commanders began plans to put U-Boats into action
along
the
predictions
american
had
come
eastern
seaboard.
All
of
Gill
Robb
Wilson's
true.
Suddenly plunged into World War II, the United States hastily
prepared
the
to
go
fledgling
to
Civil
war.
Air
Growing
Patrol
larger
went
and
into
larger
operation
every
over
d a y,
night.
Preparing for whatever role they might be called upon to serve,
CAP
members
prepared
an
armada
of
light
aircraft.
Stinsons,
W a c o s , Ta y l o r c r a f t , B e l l a n c a s , E u r c o u p e s ; a n d e v e n P i p e r C u b s
soon became emblazoned with the blue disc, white triangle, and
red tri-bladed propeller emblem of the Civil Air Patrol.
CHAPTER
1
J U LY 11 , 1 9 4 2
It
a
was
month
East
in
January
old,
that
Coast.
Boats"
of
German
Sinking
were
1942,
U-Boats
only
already
with
their
the
Civil
arrived
second
operating
only
Air
on
Patrol
United
the
ship,
sixty
barely
State's
the
"Under
miles
off
Sea
shore.
Because of the isolationist and pacifist influences which had
powered
Washington
up
until
that
time, America
was
caught
off
guard.
For protection, only a destroyer, a few Coast Guard cutters,
a blimp, and a handful of outdated airplanes could be mustered.
Out
of
desperation,
anti-submarine
teak
wood
the
Coast
patrols.
decks,
other
With
Guard
depth
vessels
commandeered
charge
even
raised
cloth
for
mounted
racks
yachts
on
sails
and
set
out in a desperate attempt to stop the attacks. Private boaters
and fishermen set out in even smaller craft, forming what came
t o b e t h e C o a s t G u a r d A u x i l i a r y.
The best and fastest way to patrol for and spot enemy
submarines
creator.
was
Gill
from
Robb
the
air.
Wilson
With
the
leading
the
Civil
Air
the
w a y,
Patrol's
military
reluctantly gave the enthusiastic private pilots a chance to
show what they could do. A ninety day experiment was authorized,
with three bases being formed.
The value of the patrols was immediately seen after their
commencement
who
or
Were
or
what
they
in
these
armed?
destroyers?
The
March
tiny
of
planes
Were
sub
1942.
they
U-Boat
were,
in
or
Captains
where
contact
commanders
didn't
they
with
wait
had
no
came
larger
around
idea
from.
aircraft
to
find
out. Upon the arrival of Civil Air Patrol planes, which the
U-Boat commanders called "yellow bees," U-Boats dove for the
protective cover of the deep. Daring CAP pilots carried the
ploy one step further by diving at unsuspecting subs as though
they
were
really
armed.
T h e l a c k o f a r m s a l l o w e d t h e U - B o a t s s a f e e s c a p e . To o o f t e n ,
military
help
instance
patrol
and
By
summoned
off
lay
the
stuck
circled,
the
time
coast
in
the
calling
help
to
of
the
Florida,
mud.
out
arrived,
scene
U-Boat
H e l p l e s s l y,
over
the
a
arrived
the
the
radio
U-Boat
too
late.
spotted
CAP
by
plane
repeatedly
had
freed
In
itself
one
a
CAP
circled
for
help.
and
was
long gone. Upon learning of the incident, an exasperated General
"Hap"
Arnold,
blurted
out,
"I
commander
don't
care
of
if
the
United
those
pilots
States
have
Army
to
out the damned windows, they are going to be armedl
Air
throw
Corp.
bombs
2
This painting, done by aviation artist Keith Ferris, depicts
Major Wynant Farr and Captain Johnny Haggin, making an attack
r u n o n a G e r m a n U - B o a t o f f t h e N e w J e r s e y C o a s t i n J u l y, 1 9 4 2 .
Note the 325 lb. aerial depth charge dropping below the right
Wing.
4
Civil Air Patrol planes became armed in June. Some carried
one
hundred
pound
demolition
bombs
while
some
of
the
larger
planes lugged three hundred and twenty five pound aerial depth
charges aloft. The largest planes, the Grumman Widgeons, could
handle
two
depth
charges.
It
was
one
of
these
morning of July 1 1 , 1942, that brought
t h e m o s t g l o r i o u s m o m e n t s i n i t s h i s t o r y.
the
planes,
Civil
on
Air
the
Patrol
On that morning, an Atlantic City patrol spotted a U-Boat
cruising
J e r s e y.
return
near
The
to
the
surface,
aircraft
base.
was
Major
off
the
running
Wynant
coast
low
Farr
of
on
Absecon,
fuel,
grabbed
and
New
had
Captain
to
Johnny
Haggin and the two took off in Bill Zelcer's Grumman Widgeon,
which
cradled
charge
faint
a
under
trail
three
each
of
hundred
wing.
oil
and
twenty
Arriving
globs
rising
on
to
five
sight
the
pound
they
depth
found
surface.
As
a
the
submarine silently glided below, the two decided to shadow
it,
hoping
it
had
They
only
both
would
two
surface
least
and
they
to
periscope
a
nearly
deadly
game
four
of
agonizing
cat
and
wanted
hours,
mouse.
the
Soon
to
depth.
count.
For
charges,
at
make
Widgeon
they
were
them
played
running
l o w o n f u e l a n d w o u l d h a v e t o t u r n b a c k . S u d d e n l y, t h e
U-Boat made the fatal mistake that Haggin and Farr had hoped
for as it surfaced to periscope depth. Haggin swooped down
in front of the submarine and Farr released the first charge.
A s t h e y c l i m b e d a w a y, t h e e x p l o s i o n n e a r l y k n o c k e d t h e p l a n e
out
of
the
widening
s k y.
slick
Oil
began
began
to
rising
form
on
to
the
the
surface,
water.
The
and
a
widgeon
circled around again and Major Farr dropped the second charge
into
the
middle
of
explosion
sounded,
the
of
nose
below.
circled,
More
the
oil
broken
the
and
sub
float to the top.^
for
break
bubbled
deck
slick.
to
a
As
they
second,
the
the
planking
Farr
surface
surface
and
climbed
and
and
other
thought
as
out,
he
quickly
the
debris
the
saw,
slide
widgeon
began
to
In this rendering by New Jersey Wing artist, Lt. Colonel
Robert
their
the
L,
second
rear
breaking
of
Rioux,
oil
and
and
the
Haggin
depth
he
charge,
catches
surface
debris
and
on
as
the
Farr
Farr*s
a
ocean's
away
head
glimpse
bubbles
6
pull
of
churn
surface.
is
the
the
after
turned
dropping
towards
U-Boats
nose
widening
slick
Coast
scene
the
Guard
and
large
boats
dropped
oil
slick
out
of
Atlantic
additional
on
the
depth
surface
City
arrived
charges.
were
taken
on
Samples
and
tlie
of
brought
nshoro ((jr nnn lysis. Whon Unqqiii and Farr landed back at
their
base,
Patrol
They
they
National
got
Commander
a
rushed
get
Headquarters,
response
himself,
Captain
to
John
several
Earl
Ben
L.
a
letter
off
to
Civil
describing
their
heroic
days
from
the
later
deed.
National
Johnson:
Ali
Haggin
7
Major
Wynant
Air
Farr
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^
Because
great
of
national
accomplishment
likely
that
Atlantic
civilians
was
Admiral
Fleet,
had
in
no
made.
Ernest
was
done
s e c u r i t y,
J.
public
A d d i t i o n a l l y,
of
their
is
most
commander
King,
it
in
chief
no
hurry
to
his
what
mention
publicly
naval
forces
had
admit
little
that
success
in doing up to that point. Even many of the Civil Air Patrol
members who were at the base itself were unaware of Haggin
and
Farr's
v i c t o r y.
Captain
Rudy
Chalow,
the
base's
chief
maintenance officer admitted, "I didn't even know about
it
until
I
read
about
it
in
a
newspaper
almost
after
the
war was over."^
Although
history
were
the
became
the
Civil Air
of
this
l e g e n d a r y,
eventually
Headquarters
story
lost
over
over
the
the
war
day
actual
time.
years
Patrol's
great
time
a
Civil
records
Several
and
in
fire
Air
of
moves
the
by
destroyed
Patrol
event
National
much
of
documentation. A great
deal of this history was preserved only by books and magazine
articles
ensuing
be
which
have
generations
nearly
fifty
of
years
retold
CAP
later
the
story
members
before
and
the
would be pursued in any depth again.
over
the
years
historians.
details
of
to
It
would
this
event
CHAPTER
2
W
1 9 7 5
BEGINNING
THE
SEARCH
My personal interest in this particular event in Civil Air
Patrol history began many years ago in my cadet days, the middle
seventies to be specific. My first exposure to CAP history
of any type began as I poured over "Introduction to Civil Air
Patrol." My concern was more in passing the Curry Achievement
test and earning that first cadet stripe. Introduction to Civil
Air
Patrol
was
required
reading.
At
the
time,
I
did
not
appreciate what was written. CAP's past accomplishments were
not emphasized in my squadron. There was no emphasis at all
on history in my cadet training. We had no members in our
squadron that were from the "Old Patrol" and I doubt very much
if any of the members who were there were really conscious of
i t e i t h e r. M y w o r l d a s a C i v i l A i r P a t r o l c a d e t t h e n w a s l i m i t e d
to uniforms and earning those coveted blue and white cloth
stripes, marching, flying, and getting "mission qualified."
It
was
several
years
later
that
perchance,
I
went
into
a
local Army-Navy surplus store and asked about CAP insignia.
The clerk pulled out a dusty box and low and behold, he had
some.
There
strange
were
ones
a
that
number
I
did
of
not
items
that
I
recognize.
needed,
I
and
bought
a
some
few
of
everything and from that point on, I would always carry around
my little box and ask questions about my "goodies" whenever
I
encountered
around
By
into
one
of
those
"older
senior
members"
who
had
been
awhile.
luck,
my
it
was
squadron
one
from
of
New
those
Yo r k
old
Wing.
timers
Lt.
who
Colonel
transferred
Herbert
H.
" Te x " R i c e h a d b e e n a r o u n d s i n c e W o r l d W a r I I . H e h a d s t o r i e s ,
so
many
stories.
While
most
of
the
other
cadets
would
politely
find excuses to sidle away from "the tempermental fossil," I
cherished the man's memories and spent countless hours listening
to
his
tales
of
CAP's
yesteryear.
By
that
time
I
had
served
my term as cadet commander and had outlived my usefulness as
a part of the cadet command staff other than to serve as an
advisor. I had idle time to spend at unit meetings. My main
activity in the program was spent at the Group and Wing level.
I t w a s o n o n e o f m y n i g h t s w i t h Te x t h a t I h a p p e n e d t o
show him my box of "goodies." For every piece of insignia that
I h a d a c c u m u l a t e d o v e r t h e y e a r s , Te x h a d a s t o r y. T h e n e x t
week, he had a box for me, and he told me that the contents
were mine to keep. There was an old original senior member
officer's hat device, a few pairs of "droopy" command pilot's
wings, and some other odds and ends. It was that old hat device
that opened my eyes. I had never dreamed possible that such
things
could
still
exist.
Then he handed me some manuals, "The Civil Air Patrol Manual,
1 August, 1949." My heart raced. I couldn't believe what I
was
seeing.
historical
Pictures
information
of
old
about
uniforms
the
old
and
Civil
insignia,
Air
new
Patrol,
and
i n s i g h t . Va l u a b l e , p r e c i o u s i n s i g h t i n t o w h a t t h e o l d C i v i l
Air Patrol was really about. I began to understand the pride
and
the
sacrifice.
I
began
to
understand
that
there
was
more
to it than just earning those little plastic ribbons with the
funny pictures on them. There was more than just stripes and
shoulder boards, and encampments and special activities. There
w a s a s p e c i a l h e r i t a g e h e r e . O l d Te x p r o v i d e d t h e s p a r k t h a t
started the fire. I saw the gleam in his eye as he saw the
twinkle
in
mine.
I
wanted
to
know
so
much
more.
I
had
so
many
Te x
took
sick.
I
wasn't
able
questions.
I
never
got
to
ask
them.
to speak to him again. A few months later, he died.
Old
the
Te x
other
was
senior
gone.
That
members
to
kindly
old
remember
fellow
that
who
"this
is
harped
no
on
social
club." That crazy old guy who wasn't afraid to wear that old
CAP
uniform
and
tell
the
Wing
Commander,
"I
earned
it,
I'll
wear
it,
and
remember
that
I
was
a
Lt.
Colonel
in
CAP
before
you probably ever had enough sense not to stand near a turning
p r o p e l l e r. " H i s p a s s i n g w a s a l o s s , b u t p e r h a p s i t w a s a g r e a t e r
loss to me, than anyone else,
I
began
insignia,
to
seek
pictures,
out
the
old
newspaper
Civil
clippings,
Air
Patrol.
anything
Uniforms,
that
I
could
find. I don't know why it took me so long, but I finally bought
c o p i e s o f " F l y i n g M i n u t e M e n " a n d " H e r o N e x t D o o r, " f r o m t h e
CAP
Bookstore.
I
began
reading
and
Civil
Air
Patrol
history
became a passion.
As
stares
I
really
you
began
right
to
in
the
dive
into
face
it,
but
one
you
of
are
those
too
things
blind
to
that
see,
finally slapped me awake. It had all started here in New Jersey!
Right
smack
in
the
state
about
That
s t o r y,
the
one
read
about
all
those
that
the
years
I
lived
in,
submarine
ago
it
started
here.
sinking?
one
for
studying
The
first
cadet
that
I
s t r i p e ; i t t o o k p l a c e h e r e i n N e w J e r s e y.
I began to wonder. Could that submarine wreck be out there
somewhere, still on the bottom? What about the men at the base
who
sank
it?
Were
any
of
them
still
around?
Still
alive?
O r w e r e t h e y a l l g o n e l i k e Te x ? W a s t h e r e a n y w a y t o fi n d o u t ,
or was I grasping at straws? CAP's start, that New Jersey
Coastal Patrol base, and that submarine sinking became my pet
projects.
My insignia collecting led me to my next important discovery;
the
Civil
when
I
Louisa
Air
sent
Patrol
some
Morse,
of
National
insignia
Historical
to
Delaware.
a
really
She
in
Committee.
amazing
turn
got
me
It
started
woman;
in
Colonel
contact
with
L t . C o l o n e l L e e R a g a n , o f Te x a s . T h r o u g h L e e , I m e t L t . C o l o n e l
Len
Blaskovich
of
New
Yo r k ,
and
later,
Lt.
Colonel
Allan
P o g o r z e l s k i , a l s o o f N e w Yo r k . T h e s e p e o p l e i n t u r n , i n t r o d u c e d
me
to
Colonel
National
pioneers
an
Lester
Historian.
of
the
appointment
Civil
to
Hopper
of
Through
Air
the
the
Patrol
Civil
Louisiana,
Civil Air
recommendations
Historical
Air
the
Patrol
Program,
National
of
I
Patrol
these
received
Historical
C o m m i t t e e . M y a s s i g n m e n t : To r e s e a r c h a n d w r i t e t h e h i s t o r y
of
the
Civil
Air
Patrol's
formative
years
and
the
wartime
a c t i v i t i e s o f t h e C A P i n a n d a r o u n d N e w J e r s e y.
I
began
to
search.
As
any
historian
will
tell
you,
researching annals that have long been ignored is a monumental
task.
It
is
a
jigsaw
information
that
a
takes
s t o r y.
It
and
great
sure
and
and
puzzle
must
be
of
detective
of
work
Gill
This
verifying
took
Robb
area
patience
that
me
in
Wilson,
had
the
fitted
work
man
been
fitting
pieces
several
the
barely
in
bits
and
pieces
together
to
find
them
of
to
the
tell
pieces,
factual.
My
of
facts;
painstakingly
careful
amounts
of
placed
together
directions.
with
whom
touched
together;
I
before.
are
looked
it
had
I
making
correct
for
all
sought
traces
started.
to
write
the history of the New Jersey Wing, another area of history
left unrecorded since World War II. Within that New Jersey
H i s t o r y,
I
wished
to
research
and
tell
the
story
of
Coastal
Patrol One. Within this topic was yet another subdivision;
the Haggin-Farr sub kill.
Using "Flying Minute Men," I made a list of names of people
to try to seek out. One by one, I began to locate surviving
veterans
of
Coastal
Patrol
One.
I
visited
Bader
Field
in
Atlantic City where the base had been. Colonel Hopper provided
me with documents and photographs from his archives which not
only
provided
priceless
information
for
my
work,
but
also
more
leads and clues. Before long, I added recorded oral history
interviews
with
several
of
the
Patrol's
members.
I
traced
them
d o w n i n N e w J e r s e y, N e w Yo r k , I n d i a n a , F l o r i d a , S o u t h D a k o t a ,
and
California!
One of the most exciting interviews was when I found Wynant
F a r r ' s d a u g h t e r V i r g i n i a , l i v i n g i n N e w Yo r k . To m y d i s m a y,
I found out that Major Farr had passed away in 1 974. Virginia
had
been
at
the
base,
but
not
during
the
sub
attack.
She
was
able to recount the story of the sinking as she remembered her
father
telling
it.
It
was
much
the
same
as
I
had
read
it
in
"Flying
been
loaned
that
nor
Minute
I
by
really
had
I
Men,"
and
Rudy
gained
found
"Sank
Chalow.
no
any
new
Same,"
I
copy
a
little
information
about
tangible
was
a
evidence
to
of
which
I
had
disappointed
the
in
sub
attack,
it.
Overall
support
however, I was very pleased with the information about the base
that
I
had
gained
as
well
as
a
few
photos
and
artifacts
that
she had provided.
From
a
the
chilling
prospective
thought.
of
What
a
if
true
the
historian,
attack
I
had
had
to
never
consider
occurred?
What if it never really happened and the whole thing was a hangar
story; a hoax? I didn't want to believe that. In my heart
I c o u l d n ' t b e l i e v e t h a t , b u t i t w a s s o m e t h i n g I h a d t o c o n s i d e r.
My next breakthrough came when I traced down Johnny Haggin's
half brother in Manhattan. He gave me Johnny's address in
Florida.
for
a
I
tapped
return
off
r e p l y.
a
letter
It
and
didn't
paced
come.
I
the
floor
wrote
waiting
again.
Still
n o r e p l y. I t r i e d S o u t h e r n B e l l i n f o r m a t i o n . T h e n u m b e r w a s
unlisted.
I
couldn't
help
but
think
that
my
fears
of
a
hoax
were true. He was ignoring me because he didn't want to talk
about it; didn't want anyone to know.
I t r i e d w r i t i n g o n c e a g a i n . T h r e e d a y s l a t e r, I g o t a p h o n e
call. It was Johnny's secretary She told me that Mr. Haggin
had been very ill and was unable to read or answer my letters.
To m y d e v a s t a t i o n , s h e i n f o r m e d m e t h a t J o h n n y h a d d i e d . S h e
did tell me that Haggin had never told his second wife or anyone
else
me
in
to
his
family
explain
about
it
to
his
her,
Civil
and
I
Air
did.
Patrol
I
days.
promised
She
to
asked
send
her
copies of the story of the sinking in "Flying Minute Men."
I p h o t o c o p i e d t h e e n t i r e b o o k , " S a n k S a m e " a n d s e n t i t t o h e r.
A
short
Haggin's
time
secretary
spellbound
when
death,
had
heroics.
later
she
Their
received
again.
she
been
son
I
read
She
told
what
I
thrilled
was
another
also
to
me
had
read
that
sent.
about
fascinated.
phone
She
Mrs.
In
the
her
call.
It
was
Haggin
was
wake
late
informed
of
his
husband's
me
that
in gratitude, they were sending me some of Johnny's papers.
in hopes that it would be of some value in my research.
I had ants in the pants for days. When the package arrived,
my heart raced. I opened it up and found some letters, and
some of Johnny's military records (he had flown PBY's for the
Army Air Force after the coastal patrol had ended). There was
something else in the bottom of the box, hidden under the
Styrofoam shipping peanuts. My racing heart jumped into my
throat
when
I
realized
what
it
was.
In
my
hands
I
was
holding
the pilot log books of one Captain John Ben Ali Hagginl
The log books, four in all, began with Haggin's earliest
instructional flights in August of 1932. As I read on, flights
logged in the Spring of 1942 were noted as CAP Patrol at Atlantic
C i t y, b e g i n n i n g w i t h 2 6 M a r c h , 1 9 4 2 . F i n a l l y, I c o u l d n ' t w a i t
a n y l o n g e r a n d I fl i p p e d a h e a d t o t h e d a t e i n q u e s t i o n , 11 J u l y,
1942. I was disappointed.
Unlike it was suggested by William B. Mellor in his book,
"Sank Same," there was in fact no notation of "Sighted sub sank
same."
There
was
no
notation
of
any
sort
to
indicate
that
anything special had taken place on that date. I did consider
that security would not permit such a notation. None of the
other patrol flights logged, indicated where or what any of
those flights consisted of, or what happened on them either.
All other flights logged that were not anti-sub, were detailed
as
to
where
and
what
and
with
whom
he
had
flown.
What the entry did confirm was two things. As suggested by
"Flying Minute Men" the sighting and subsequent chase of the
submarine pushed the pursuing aircraft nearly to the limits
of its fuel range. "Flying Minute Men" also states that the
chase
went
account
during
is
for
from
the
" 11 : 0 0
flight
A.M.
time
until
to
the
attack,
or
the
unknown
whether
the
Widgeon
off.
It
must
also
be
the
return
considered
3:30
P. M . "
sighting,
flight
was
that
fully
to
This
the
aircraft
time
Bader
fueled
does
spent
Field.
when
was
not
it
It
took
lugging
a
pair of three hundred and twenty five pound aerial depth charges
the
whole
time
too.
lOS
eOOK
NO.
PERIOD.
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CERTIPICATION NUMBER AND RATING
i
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According to Haggin's log book, a Patrol flight of six hours
and
ten
minutes
not
concrete
was
proof,
flown
the
on
11
time
J u l y,
logged
1942.
Although
would
be
this
is
reasonably
consistent with "Flying Minute Men" and the other details that
I
had
considered.
The other important fact confirmed by the log books is of
great historical significance. The log book proves that on
I I J u l y, 1 9 4 2 , J o h n n y H a g g i n w a s i n d e e d fl y i n g a G r u m m a n W i d g e o n ,
tail
number
NC28674.
What did I have up to this point? A daughter's memories
o f h e r f a t h e r t e l l i n g h i s h e r o i c s t o r y. A c c o u n t s i n b o o k s t h a t
had been written nearly fifty years ago. Log books of the pilot
which provided information that was consistent with book
descriptions of the duration of the flight and the right type
of
aircraft
location
being
of
the
flown
initial
on
the
right
sighting,
d a y.
twenty
I
four
had
a
miles
vague
off
the
c o a s t o f A b s e c o n , N e w J e r s e y, a n d a n e v e n s k e t c h i e r d e s c r i p t i o n
of
the
chase.
Finding the submarine itself would be the best proof I could
possibly have. Even if I was rich and could afford to fund
such an expedition in an attempt to find it, where would we
look? According to "Flying Minute Men," the sub traveled,
"moving along in a straight line, parallel to shore." Was it
north or south? Was it exactly parallel, or was it drifting
gradually further east out to sea, or west, closet to shore?
At twenty four miles out, it is doubtful that Haggin and Farr
could
even
see
the
shoreline
to
reference
from.
Although
this
gave some possible indication, the area of probability was still
t r e m e n d o u s .
Ta k i n g f u r t h e r i n t o c o n s i d e r a t i o n t h e " F l y i n g M i n u t e M e n "
account that the sub was "loafing along at only about two knots
per hour" would help narrow down the probability zone, but
without
direction
find
no
a
more
of
precise
travel,
submarine.
an
starting
expedition
point
could
and
dive
a
more
for
definite
years
and
There is also nothing to indicate that the sub maintained
s p e e d o r d i r e c t i o n f o r t h a t m a t t e r. Wa s t h e C a p t a i n a w a r e t h a t
he had been sighted? Was he aware that Haggin and Farr
stubbornly continued the pursuit for hours? Was any evasive
action taken by the U-Boat? If the latter had occurred, then
innumerable changes in course, speed, and even depth might have
taken place during the chase. With these considerations, the
zone of probability would have to encompass almost the entire
offshore area of the New Jersey coastline.
I
consulted
with
some
area
divers
and
dive
shop
owners.
Based on the sketchy information that I had, I asked about the
likelihood of the submarine being found. They laughed. It
was
not
far
from
the
answer
that
I
expected,
but
not
being
a
d i v i n g e x p e r t I n e e d e d t o s a t i s f y m y o w n c u r i o s i t y.
By this time, I had to turn my attention to other things.
It was nearing the Civil Air Patrol's fiftieth anniversary and
I had to begin to support that. As a historian, I was being
counted
on
for
a
number
of
projects.
With
these
commitments
looming, I was going to have to put my research on hold for
a while. Then something unbelievable and amazing happened.
CHAPTER 3
1991
THE
DISCOVERY
I t w a s S e p t e m b e r 2 , 1 9 9 1 w h e n t h e c h a r t e r d i v e b o a t S e e k e r,
cast off its moorings at Brielle, New Jersey and headed through
the Manasquan Inlet and out to sea. Captained by Bill Nagle,
^
the
Seeker
one
carried
of
three
a
group
of
"undiscovered
divers
wrecks"
that
day
which
had
to
investigate
previously
been
located. Although Nagle knew something was down there, it would
be up to the divers to find out what it was.
Among the divers that day was Captain John B. Chatterton.
^ C h a t t e r t o n w a s a c o m m e r c i a l d i v e r, a s c u b a i n s t r u c t o r, a n d a n
experienced deep water diver. He dove on wrecks around the
world, including famous ones like the Andrea Doria.
After a five hour trip, the Seeker located the unidentified
lump on the ocean floor at a point about sixty five miles east
o f P t . P l e a s a n t , N e w J e r s e y. A g r a p p l i n g h o o k w a s d r o p p e d a n d
M
a
l
line
to
the
wreck
anchored
the
Seeker
above.
The
water
was
discovered to be deeper than anticipated, about two hundred
and seventy feet. For most sport divers, one hundred feet is
usually
about
the
limit.
Since
Chatterton
was
the
most
e x p e r i e n c e d d i v e r, i t w a s d e c i d e d t h a t h e w o u l d g o fi r s t .
Donning his gear Chatterton went over the side and followed
the
M
line
Visibility
of
down.
was
the
When
only
hull
and
ten
he
reached
to
followed
fifteen
its
the
wreck,
feet.
curve.
At
He
first
it
was
very
dark.
found
the
edge
he
was
confused.
The top of the hull curved inward to meet the deck area. If
it
were
a
ship,
there
would
be
a
gunwale
protruding
above
the
main deck. He began to think it was a barge.
He
^
one
quickly
changed
Unlike that which
was designed for
would
great
his
mind
when
he
next
found
be found on a ship or a
pressure. Continuing to
19
a
hatch.
barge,
survey
this
the
mysterious
Then
it
hulk,
hit
excitedly
The
his
him.
light
"Holy
shone
on
Smokes
I
a
high
This
pressure
is
a
cylinder.
submarine,"
he
realized.
accent
Chatterton
from
could
such
barely
a
deep
contain
depth
his
took
a
excitement
long
as
he
time.
slowly
decompressed. When he finally reached the surface and alerted
the other divers that the wreck was a sub, there was pandemonium
as the Seeker' s entire complement raced to suit up and see the
sub
for
themselves.
In
all
of
their
excitement,
nobody
recovered
anything from the wreck that would help identify it.
It was decided that the discovery would remain their secret
for
the
time
being.
Nagle
and
Chatterton
feared
that
other
boats and divers would descend on the wreck. The others might
bring up the artifacts that could identify the vessel and then
t h e y w o u l d g e t t h e c r e d i t f o r l e a r n i n g t h e w r e c k ' s i d e n t i t y.
The
second
trip
out
to
the
wreck
by
the
Seeker
also
failed
to recover any revealing artifacts. Worse, one diver was killed,
when for unknown reasons, he lost consciousness and was swept
away
by
currents.
Other
divers
in
the
party
tried
to
reach
him, but to no avail. His body was recovered by a fishing vessel
several
months
objects
to
its
from
origin
later.
the
or
sub,
even
Diver
but
John
none
of
Yurga
the
brought
items
held
up
any
several
clues
as
age.
In the meantime, John Chatterton attempted to discover the
mystery
sub's
indicated
site.
of
no
submarine
There
the
identity
was
early
an
part
of
through
wrecks
early
research.
within
theory
American
U.S.
hundreds
that
of
perhaps
involvement
in
Navy
records
miles
in
of
the
World
the
frenzy
War
II,
perhaps a sub had been sunk without the attacker's knowledge.
In
those
days,
available,
resembled
often
a
what
few
depth
Navy
and
charged
submarine. After
the
Coast
anything
war
was
Guard
that
over,
vessels
even
more
were
slightly
than
one
Civil Air Patrol crew for example had admitted to bombing whales
mistaken
for
U-Boats.
The third dive proved more fruitful. Divers Chatterton,
Steve Gato, and Dan Crowell each brought up relics that proved
the sub's origin and age. Among those items recovered was a
gun
on
sight,
the
and
backs
several
of
the
dishes
bowls
and
and
bowls.
dishes
Dates
ranging
from
were
193
stamped
6
to
1942.
In addition, the later dated ones also displayed the Nazi eagle
and swastika. A swastika also ornamented the gun sight. There
was
no
doubt
burning
now;
question
unexplainable;
it
was
now
how
did
a
World
which
was;
it
War
U-Boat
get
II
German
was
U-Boat.
it?
Even
The
more
there?
On September 29, the U-Boat was photographed and video taped.
The photos and video were shown by Chatterton to Professor Henry
Keatts.
Keatts,
a
professor
at
Suffolk
Community
College,
and
co-author of the book, "Dive into History; U-Boats," was also
at a loss to explain it. From the tapes, he was able to provide
one
important
piece
of
information.
The
U-Boat
was
a
Type
IX
long range model.
With
or
no
German
and
further
sources,
announce
the
wreck
on
October
were
made
it
was
U-Boat's
not
was
revealed,
18th,
it
with
caused
calls
information
and
coming
decided
the
deluged
offering
information
to
from
call
d i s c o v e r y.
but
a
from
when
The
the
sensation.
sailors
press
all
but
location
hit
Nagle
the
and
of
of
papers
Chatterton
kinds
none
American
conference
exact
story
and
explanations,
a
either
of
people
them
really
sense.
When the sub story hit the papers, I didn't see it. I had
committed to doing a huge uniform and insignia display for the
Northeast Region Conference. I had no time to read newspapers
or
even
watch
the
news
on
television.
I
was
totally
unaware
o f t h e U - B o a t * s d i s c o v e r y. O n t h e t w e n t y s e c o n d o f O c t o b e r,
I
got
a
phone
Region.
might
he
The
be
talked
call
thought
from
had
LT C
Dave
occurred
the
one
that
the
to
told
him
that
Civil
I
was
Polinger
to
Air
him
that
Patrol
the
of
the
had
expert
the
on
Northeast
mystery
sunk.
sub
Everyone
operations
out
of Atlantic City; thus he called me.
He
asked
me
if
I
had
heard
about
the
sunken
U-Boat
found
0
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&»
r t
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I 3
? 5
I n t h i s m a p , t h e p o s i t o n o f t h e w r e c k o f t h e G e r m a n Ty p e
IX U-Boat is shown. Discovered by Captians Bill Nagle and John
C h a t t e r t o n o n S e p t e m b e r 2 , 1 9 9 1 , o f t h e d i v e b o a t S e e k e r, t h e
wreck lies about sixty five miles southeast of Pt. Pleasant,
at a depth of about two hundred and seventy feet.
2 4
off
the
New
"What
Jersey
coast.
U-Boat?"
I
choked
out
as
I
tried
to
breath
again,
the impact of the question hitting me with full force. Dave
explained it to me. I heard his words, but I was struggling
to believe what I was hearing. Was this really happening?
Was it really possible after all of these years?
Then he asked me if I thought that this U-Boat could be
the one sunk by the Civil Air Patrol back during World War II.
I thought about it. So far, no one else could explain it.
The location, although I still didn't know exactly where it
was, was reasonably within my zone of probability I told him
yes, that it was possible, and that I was ready to put forth
in theory that this was the Haggin-Farr sub kill.
"Great! I was hoping that you would say that," Dave
responded. "If you can stay near the phone, I'm going to have
someone call you." Dave was a CAP Public Affairs advisor for
the region. He was a Senior Vice President at WPIX television
i n N e w Yo r k C i t y, a n d h e k n e w t h e r o p e s . H e s a w a g o l d e n
o p p o r t u n i t y f o r s o m e C i v i l A i r P a t r o l p u b l i c i t y. H e w o u l d g e t
it started, then it would be up to me.
F o r t u n a t e l y, I h a d b e e n a W i n g p u b l i c a f f a i r s o f fi c e r a n d
a q u a l i fi e d m i s s i o n PA O . I h a d d e a l t w i t h n e w s p a p e r s , r a d i o
stations, and television news people before. I knew what to
expect. I was ready for them, or at least I thought that I
w a s .
T h e p h o n e r a n g . I t w a s M e l J u f f e o f t h e N e w Yo r k P o s t .
I was surprised, but excited. The Post was one of the largest
n e w s p a p e r s i n t h e w o r l d ' s l a r g e s t c i t y. P o l i n g e r d i d n ' t f o o l
around. I went through the whole coastal patrol thing with
him, along with the story of Haggin and Farr's attack and
sinking. I gave him my reasons why I thought it was the same
sub.
Juffe
said
he'd
call
me
back.
Juffe called Bill Nagle, the Seeker' s Captain. When he first
t o l d h i m a b o u t m y s t o r y, N a g l e t h o u g h t t h a t t h i s w a s t h e fi r s t
explanation that made any sense to him. Juffe also contacted
professor Keatts. Keatts immediately supported my theory by
s a y i n g , " T h i s i s t h e m o s t r e a s o n a b l e a c c o u n t I ' v e h e a r d s o f a r.
It could easily be the same U-Boat." He also stated that, "The
action
took
place
in
the
right
area,
making
it
the
best
explanation to date." Further support came when he referred
to the "Flying Minutemen" account of the attack. Keatts said
that the CAP's description was, "Consistent with damage done
to
the
U-Boat."
The story made page five of the Wednesday Post, on October
twenty third. For the Post, page five is outstanding placement.
I was ecstatic. By this time, I had gotten the chance to call
Colonel Les Hopper, and let him in on it. He too was excited
and very pleased. I had no idea what I had gotten myself into.
I
was
unaware
that
after
the
story
appeared
in
the
Post,
it
w a s p i c k e d u p b y t h e A s s o c i a t e d P r e s s ( A P ) . N o w, " o n t h e w i r e , "
my theory about the submarine's sinking by the Civil Air Patrol
went
nation
wide!
My phone started ringing off the hook. The Philadelphia
Inquirer called. Then more papers called. I don't know how
t h e y f o u n d m e , I n e v e r g a v e a n y o n e t h e n u m b e r, b u t I s t a r t e d
g e t t i n g c a l l s a t w o r k t h e n e x t d a y. T h e y c a l l e d L e s H o p p e r
too. I patiently gave each reporter the information that they
wanted. I almost got in trouble at work for all the phone calls.
I
tried
to
explain,
but
my
boss
wouldn't
believe
me
until
fi n a l l y, I w e n t o u t t o t h e c a r a n d g o t a c o p y o f t h e P o s t a r t i c l e
with my name in it. That got me off the hook.
The
next
day
I
got
to
meet
with
Bill
Nagle
and
John
Chatterton. They showed me the plates and bowls with the Nazi
insignia on them. I couldn't believe what I was holding in
my hand. They showed me video tapes of the wreck. I was seeing
what
could
be
my
long
sought
after
submarine!
I
showed
them
t h e H a g g i n l o g b o o k , p i c t u r e s o f H a g g i n a n d F a r r, a n d a s m a l l
reprint of the painting of the Widgeon that the attack had been
made from. The painting had been done years earlier by aviation
artist, Keith Ferris. Everyone was very excited. Of course
tm
-
^
W E D N E S D A Y.
OCTOBER
23.
19V1
txpert says cmhan plane sank U-boat
By y
B MEl JUFFEE
M
l
J U lost F E 100 miles •of the site. " » off the Florida coast, e v e r i '
F within ' " «
«>
. ^ c r e n were never
The Civil Air Patrol yesterday account la the2 mostsoreasonable acknowledged by tho Navybehe Civil Air Patrol yesterday "This I've r heard
•oJnn^i
reaaonable acknowledged by the Navy be
far." said
claimed e d I t solution totthee
I m It han the h « « h
man U-boat recently found on
tory: U-boats."
M
w t h Harbor. 1 0 0
miles of New iYorki n
same U-boat," he said.
i
,
,
cause c a c e t ^ to v e
s o l u t i o n ? ^ h e " a r e l u of t Ita nreluctance g l give
Keatts. co author of "Dive In His
mystery of the unidentified Ger
Weidenfeld said the CAP Im
mediately claimed credit for the
submarine kill in 1M2 and waa
congratulated for It by Washing
ton a few days later.
The CAP — a force «>f civilian
twln-en^ne amphibian
airplane carrying a pair of depth
charges under Its wings sank a
Natl submarine In that area In
®
credit to civilians. Weidenfeld
"It could very easily be the
hlsto-
rlan MaJ Gregory Weldenfeld.
Weidenfeld said he believes
that sub Is the U-boat whose dis
volunteers flying private planes
— was organized In 1941 by New
York Mayor Plorello La Guardia
covery by divera waa announced
last week.
to help defend coastal shipping.
support by submarine expert
flying over water, the CAP apot-
His claim was promptly given
l h lU-boat discoveryb b e d
d u a "mys
the " 7 i
tery because naval records do
not record any Na*l sub being
In 24 million miles of wartime
ted 173 subs, dropped explosives
said.
Keats agreed that the Navy
"wouldn't have wanted to ac
knowledge civilians."
On July 11. 1942. a CAP plane
spotted a sub 40 miles off the
coast of Absecon. Just north of
Atlantic City, said Weidenfeld.
He gave this account;
The plane reported Its And by
radio to Its patrol base In Atlan
tic City nnd turned back because
it was low on fuel.
The base commander, MaJ.
Wynant Farr, summoned Capt
uncle o n
on 57— -sankvtwo.uaccording to u i i Johnny aHaggin, whose Widgeon,,
and - w . - v w . i i i u l o u donated a o r u m m a n W i d g e had
aicu
Grumman
claims It has made for th»» n«!it which hart » nair of pontoons and
Bu h t o k. I c d ^"A E P I D IYH W
^ U e w s nu I "- D L HA AL E S
li l
A clue offerGd
U-boat likel/fell victim to plane NqZB
nprniAn
eiihmar nA
fcAM
A German submarine ifrom World
%War II found in the Atlantic Ocean off
Point Pleasant may have been sunk by
charge from a civilian aircraft
*. Id July 1942, a professor said yesterday
.
itr
u
»>.
..
.
Divers pulled up two bowls and
tliree dishes, each with a 1942 stamp, a
Nazi eagle and swastika. They also
found a ^unsight with a swastika on it
Civil Air Patrol historian Maj.
Henry Keatts, professor of biology Gregory Weidenfeld said an Atlantic
',and oceanography at Suffolk Commu. City civil air base sent out a Grumman
Muty College in Long Island City N.Y Widgeon after a sub was spotted about
, .,
%said the theory advanced by a Civil Air
f? ?J*if City on July
^'Patrol historian appears plausible.
,' "I know of no other possibility,"
' 'peatls said. "It's roughly in the location I wed t e sub f r si hours and dropped
lo Jfu In othe plane folh
x
. that this U-boat was found."
oi slick
' 'fJ 5" ® ^'iving team found a depth charge that caused an dlsaid
to rise to the surface, Weidenfel
SW Nazi sub about 65 miles east of They dropped a second charge into thf
%Point Pleasant at a depth of 230 feet.
center of the slick.
Historians say sub was sunk
by a Civil Air Patrol plane
by Scott Flander
It had to be the one."
Both Weidenfeld and Col. Lester
£ Hopwr, the Civil Air Patrol's na
IJaity Neiva Staff Writer
Civil Air Patrol pomooa plane tional historian, said the U-boat was
armed with a pair of depth charges found in about the same area where
the sub was sunk.
hum^ and sank a Nazi sub off the
The Civil Air Patrol Is a civilian
New Jersey coast
Although It was one of the greats
^k!*?w fofcl the
awlliary of the U.& Air Force. Its
Dest-known function Is aiding in
search-and-rescue missions. Accord-
u-^t has never been found.
Or has it?
Is®pamphlet, during
TVo Civil Air Patrol historians
recently off the Jersey coast was the
An account of the sub kill off the
Included In the 1945
And both a U-boat expert and the
charter boat caotain who fnnnd iho book nylng Minute Men." a hls.W- ru.u^
■■
The Trentonian
i i e r v i - w sI
e
prud's account was .
i t e r v i e w ts
wi h
with
t th e
h
Thursday October 24, 1991 ynant Mirr Hopper
,
,
WWII U-boat found off Jersey coast
I July 1
1,1942. Hag-
may have been sunk by civilian plane
;hey saw "globs of
Acc/vlafoH
DrAce
POINT PLEASANT BEACH — A German
submarine from World War II found off the state's
also found a gunsight with a swastika on it.
d a v,
Hemy Keatts, professor of biology and oceano-
p^hy at Suffolk Community College in Long Island.
N.Y,, said the theoiy advanced by a Civil Air Patrol
historian appears plausible.
man Widgeon after a sub was spotted about 40 i^es
east of Atlantic City on July 11,1942.
hours and then dropped a depth charge that caused an
rou^v in the location that this U-boat was found."
On Labor Day, a diving team found the U-boat
about 65 miles east of Point Pleasant at a depth of ^0
feet.
!o patrol the coast.
■cen surface." and
■und a submarine,
!)ook. Because the
Divers pulled up two bowls and three dishes, each Iscopedepih, they
scape If the first
with a 1942 stamp, a Nazi eagle and swastika. They
coast may have been sunken by a depth charge from
a civilian aircraft in July 1942, a professor saidyester-
*I know or no other possibility," Keatts said. "It's
a Grumman Widly-supplled depth
from Rader Field
Civil air patrol historian Mcy. Gregory Weidenfeld
said an Atlantic City civil air base sent out a Grum
The two pilots in the plane followed the sub for six
oil slick to rise to the surface, Weidenfeld said. They
dropped a s^nd chai]|e into the center of the slick.
Keatts said the find is historically important. ■
**11 will add to World War II naval history," Keatts
said. "It's significant in that it has added i^ormation
we
didn't
have
before."
.
led.
for It to surface,
tore than three
ts oily wake.
• was getting low
rfaced. The Wld*
its charges, and
geyser of oil and
ie sub found off
tains. Although
l»en brought lo
ling dishes with
- Nagle, whose
b, stilt doesn't
there
were
more
reporters
there.
Later we went to see the Seeker. On board, Chatterton showed
me a yellow raincoat which had been taken from a canister located
on
it
the
had
sub's
been
deck.
under
It
wasn't
water
for
in
forty
bad
nine
shape
considering
that
years.
A few days later things had settled down a bit, or at least
I thought they did, as I packed up my exhibit and brought it
down to Cherry Hill, New Jersey for the Northeast Region's
fiftieth anniversary Region conference. I arrived to find out
that everyone was buzzing with excitement over the sub. How
could it have been timed more perfectly than to have this
discovery made in time for the fiftieth. I also became aware
of how widespread this whole thing had gotten when people from
all over my state, as well as some of the people from National
Headquarters and other states began congratulating me on the
stories they had read in their newspapers. "Heard your name
on television the other night." "Saw your story in the paper
y e s t e r d a y. " I t w a s a t t h e c o n f e r e n c e t h a t I f o u n d o u t t h a t
virtually every daily newspaper in the country had run the story;
at least a few paragraphs at the minimum. It also made
television
newscasts
in
most
major
cities
across
the
c o u n t r y.
It had been picked up with interest overseas as well.
Much to our amusement, it even made one of the supermarket
gossip tabloids when the Weekly World News claimed that a second
U-Boat
had
been
found
off
New
J e r s e y.
They
gave
this
story
the entire front page with the headline, "NAZI SUB CAPTURED
BY
U.S.
N AV Y
SHIP!
German
sailors
think
Hitler
is
alive—and
F r a n k l i n R o o s e v e l t i s p r e s i d e n t ! " N e e d l e s s t o s a y, t h e r e w a s
s o m e p r e t t y h e a r t y c h u c k l i n g w h e n t h a t s t o r y b r o k e i n N o v e m b e r,
about
I
a
month
was
still
later.
on
a
high
after
the
conference,
when
my
bubble
was partially burst. Two new claims to the sinking of the sub
had
been
made.
Both
claims
were
by
individuals
saying
that
they were involved in attacks on submarines in the same area
a s t h e S e e k e r. O n e w a s m a d e b y a w i d o w f r o m u p s t a t e N e w Yo r k ,
*^OT3
UT
:^o6
e z
SA0N
PT-IOM
uaAa
fi 1
iW AAn Tfl All
flimun SOS izm
• • J
\'4i^
iOOV S)I33M 33m
psiofins puo ^ZP6l »! BjnqmoHJfai tooq-/i ^MM
whose late husband had claimed that his Navy torpedo boat sank
a
U-Boat
in
in
Rhode
sub
from
those
Island,
his
US
waters
who
Navy
in
said
1943.
that
Another
he
was
dropped
made
depth
by
a
man
charges
on
a
blimp.
This was disturbing, but I hadn't proved my theory beyond
a
shadow
of
a
doubt,
so
how
could
I
deny
them
theirs?
It
was
up to me to do everything I could to establish the location
of the Haggin-Farr sub kill, while John Chatterton continued
to dive on the wreck and tried to identify precisely which U-Boat
was
out
there.
Chatterton, meanwhile, was having frustrations of his own.
Numerous
its
dives
i d e n t i t y.
on
The
the
U-Boat
conning
failed
tower
to
was
unlock
detached
the
secrets
from
the
of
hull
and lying on its side in the mud. There were no visible markings
on
it. A search
was
made
for
a
brass
plate
which
should
have
had the boat number engraved in it, and should have been mounted
on the periscope housing. It could not be found.
Some
former
German
sailors
with
whom
Chatterton
had
consulted, suggested looking for sets of tags which should have
been
on
the
contained
the
dogging
boat
hatch
number.
handles.
Several
One
sets
of
were
these
indeed
usually
located,
but in each set the critical tag was either absent or no longer
legible.
A knife with a wooden handle was brought up on one of the
dives. In the handle, some
initials were
carved. I passed
these on to Colonel Hopper, who in turn had his own connections
in Germany match them against rosters of crews who had sailed
o n Ty p e I X U - B o a t s . T h e i n i t i a l s d i d n ' t m a t c h a n y o n e .
C o l o n e l H o p p e r, a l o n g w i t h o t h e r s , p o u r e d o v e r r e c o r d s o f
U-Boat
IX
that
movements
was
and
reported
losses,
lost
in
and
tried
this
to
area.
account
There
for
were
a
type
some
possibilities, but nothing that fit like a glove. With the
winter weather of 1991 approaching, and the diving season closed,
John
Chatterton
headed
off
to
Germany
in
search
of
answers.
I was off to search for answers too, but my efforts would remain
here
in
New
Before
J e r s e y.
John
left,
I
told
him
that
I
was
going
to
try
to
pin down the exact location of the CAP's attack. It would help,
if
I
had
the
precise
coordinates
of
where
the
wreck
lied.
John
gave them to me. He was no longer worried about other divers.
I
thanked
him
and
wished
him
luck
on
his
trip.
Before
we
said
g o o d - b y e , J o h n t o l d m e s o m e t h i n g e l s e . H e h a d a t h e o r y.
First
we
discussed
the
other
two
As
claims
far
as
his
research had shown, no Navy torpedo boat had been credited with
a submarine sinking anywhere near the wreck. He had also spoken
to
the
airship
historian
at
Lakehurst
Naval
Air
Station.
According to him, it was very unlikely that the sub had been
sunk by a blimp. Like the torpedo boat, one had never been
credited
Neither
as
of
such
the
in
the
other
area
claims
where
could
be
the
wreck
completely
was
located.
discredited
at this point. Chatterton and I both felt that neither were
very
likely
either.
T h e n J o h n e x p l a i n e d h i s t h e o r y. W h a t i f i t w a s a U - B o a t
that was thought to have been sunk elsewhere, but had survived?
What if a boat had been attacked, hit, maybe even damaged; but
not sunk? It was an old ploy that the Germans had used, the
Japanese had used, and even the U.S. Navy had used. A submerged
boat under attack and desperate to get away would fake a sinking.
They would put some old clothes, pieces of cork overhead
insulation, and some used oil into the torpedo tube. This would
all be fired out of the tube by the torpedo crew who would
be sure to intentionally let plenty of air out to bubble up
to
the
surface.
The
attackers
would
see
bubbles,
oil,
and
"wreckage" float up to the surface, creating the illusion of
a
sunken
sub.
Letting
the
boat
rest
on
the
sea
bottom
with
all systems shut down, thus producing no sound, completed the
deception.
Now John applied this to "our" U-Boat. On 30 June, 1942,
the U-158 was attacked and supposedly sunk off Bermuda by US
planes. The wreck was never recovered. What if she was only
damaged,
pretended
to
be
sunk,
and
got
a w a y.
Being
cynically
persistent as many U-Boat captains were, she headed north again
in an attempt to use up her remaining torpedoes on targets prior
t o h e a d i n g h o m e t o G e r m a n y. I t w a s a s h a m e f u l d e e d i n H i t l e r ' s
Navy for a boat to return to port without having used up all
of
her
"fish."
Before
she
could
use
them
all
in
attacks
on
s h i p s , H a g g i n a n d F a r r c a u g h t h e r, a n d t h e i r a t t a c k w a s e n o u g h
to
finish
the
job.
T h i s w a s i n d e e d a n i n t e r e s t i n g t h e o r y. I f t h i s w a s i n f a c t
the
U-158,
the
time
frame
was
reasonable
for
her
to
still
be
o n t h e E a s t C o a s t o n J u l y 11 t h a f t e r b e i n g a t t a c k e d o f f B e r m u d a
on
June
30th.
The
wreck
does
contain
several
unused
torpedoes
clearly visible lying on the floor of the forward torpedo room.
F i n a l l y, t h e U - 1 5 8 , l i k e o u r m y s t e r y s u b m a r i n e , w a s i n f a c t
a Type IX. Were the pieces starting to fit, or was this just
a convenient coincidence? Also, I wanted to try to establish
from the Civil Air Patrol's point of view, where the attack
by Haggin and Farr had taken place.
The first thing that I had to do was plot the coordinates
that Chatterton had given me and look at where the sub actually
lay in relation to the original reported starting position of
t w e n t y f o u r m i l e s o f f A b s e c o n , N e w J e r s e y. T h i s w o u l d a t l e a s t
establish
the
starting
and
finishing
points
of
the
chase.
Using
an aeronautical sectional chart, I first marked off the position
of twenty four miles east of Absecon. Then I plotted the sub's
position at 39®-35' North, by 73®-03' West. These coordinates
indeed placed the wreck at a position of about sixty five miles
e a s t , o r a c t u a l l y s o u t h e a s t o f P t . P l e a s a n t N e w J e r s e y. I t
is actually due east of Tuckerton. This answered as well as
raised
The
some
interesting
distance
of
questions.
seventy
statuate
miles
between
the
1942
sighting point and the discovered wreck's position was well
within the Widgeon's range. According to information which
had been supplied to me by Grumman Corporation, the Widgeon
had a fuel capacity of one hundred and eight gallons, with a
thirty gallon reserve. This would place the chase within range
of the aircraft. When Haggin and Farr were running low on fuel,
they were probably switching to that thirty gallon reserve tank.
* * * S t i l l u n k n o w n h o w e v e r, i s w h e t h e r o r n o t t h e W i d g e o n w a s f u l l y
fueled
when
it
took
off.
A question raised here was if the distance between the two
points was within range of a submerged Type IX U-Boat to have
hBi traveled within the given time. I would have to spend some
time researching the capabilities of U-Boats to answer that
laH
question. I had little doubt about the Widgeon's range, but
I felt uncomfortable with the U-Boat's.
CHAPTER
4
1992
LOOKING
I
was
becoming
information
I
had
in
FOR
PROOF
frustrated
specific
at
detail
the
lack
about
the
of
available
whole
incident.
There were too many items that were vague descriptions. I didn't
think I could pin it down without any "real" information. Most
of
the
old
records
from
the
Civil
Air
Patrol
National
H e a d q u a r t e r s w e r e l o n g g o n e . S o m e h a d b e e n t h r o w n a w a y, a n d
some
had
been
lost
in
a
fire.
The
true
instinct
of
a
historian
told me not to give up hope. Enthusiasm and stubborn persistence
h a d p a i d o ff a n d b r o u g h t m e t h i s f a r. I t w a s t i m e t o l o o k a g a i n
where I had already looked before, to see what I might have
m i s s e d .
Once again I dumped a days worth of change into the parking
m e t e r a t t h e O c e a n C o u n t y L i b r a r y. T h a n k s t o a n a d v a n c e d c o p y
o f , " C i v i l A i r P a t r o l 1 9 4 1 - 1 9 9 1 A C h r o n o l o g i c a l B i b l i o g r a p h y. "
I
had
found
loads
of
information
that
was
useful
in
many
of
m y o t h e r C i v i l A i r P a t r o l r e s e a r c h p r o j e c t s . T h e b i b l i o g r a p h y,
which was eventually published by the National Historical
Committee as Historical Monograph number eight, had been written
by fellow historian, Lt. Colonel Donald Borton of the Maryland
Wing.
I had met Borton years earlier at a National Board meeting
in Washington, D.C. Knowing its value in my work, Don had
provided
me
much
CAP
in
information
hadn't
created
well
with
a
used
a
bright
and
preproduction
history
that
blazed
a
itself,
other
path
but
historians
for
light
battered
to
his
c o p y.
how
to
illuminate
copy
of
and
would
peers
his
His
work
where
need.
follow,
the
work
way
in
task of plowing through the microfilm again.
was
to
If
he
find
had
us.
I
at
so
the
Don's
for
hand,
not
work
least
With
began
a
the
After
hours
of
scouring
over
microfilms,
my
eyes
were
blurry
and I was seeing double. I needed a break. As my mind withdrew
from
my
1942
and
question
headed
off
the
floor
the
began
about
the
the
World
to
topic,
slowly
in
front
but
I
of
to
refocus
U-Boat's
War
the
II
1992,
underwater
section
shelves.
gradually
on
found
the
parked
were
focus
remembered
cruising
and
There
I
my
I
myself
on
books
many
of
speed.
on
interest
at
looking
at
the moment; the books on The Battle of the Atlantic.
I
the
leafed
index
through
at
the
a
back.
number
As
of
usual,
books,
I
found
always
no
listing
for
Civil
Air Patrol. With few exceptions, the authors of these books
were either totally unaware of the Civil Air Patrol's existence,
or
had
unwittingly
dismissed
its
contributions
to
the
war
as
insignificant and not worthy of mention. This point often brings
my blood to a boil and is one I hope to play a part in changing
through my work.
Te m p e r i n g m y p e r s o n a l a n g e r , I p i c k e d u p a b o o k c a l l e d
s i m p l y, " T h e B a t t l e o f t h e A t l a n t i c , S e p t e m b e r 1 9 3 9 - M a y 1 9 4 3 . "
To m y s u r p r i s e t h i s a u t h o r g a v e t r i b u t e t o b o t h t h e C i v i l A i r
Patrol
and
their
waterborne
counterpart,
the
Coast
Guard
A u x i l i a r y. A l t h o u g h t h i s d i d n ' t h e l p m e w i t h m y c u r r e n t p r o j e c t ,
it did provide me with some nice information and quotes for
my other work. It also settled me down enough to have the
patience to continue on. In the next book that I picked up,
I
struck
The
goldl
title
itself
EasternSeaFrontier
caught
January
my
to August,
attention;
1942."
The
"War
Diary
Eastern
Sea
Frontier, as I had learned, was the designation of military
operations in the Atlantic, along the American East Coast.
As I flipped open the book and began to read, I realized that
what I had was a general log of all reported incidents along
the east coast. This all took place during the height of CAP's
coastal patrol operations. The entries, as I read on, included:
sub sightings, survivor sightings, reports of torpedo attacks
and sinkings, and the positions of mines sighted. It didn't
take
long
for
me
to
flip
to
the
magic
d a y.
There
it
was,
on
J u l y 11 , 1 9 4 2 .
"13 07: CAP reported sighting submerged sub in (position).
Course 280®. This position is three miles west of the
wreck of the San Jose (US cargo) sunk in collision 17 Jan.
Blimp K-7 reported CG-464 dropped 5 DCs on (position) 6
miles
further
north.
Cape
May
reported
CG21
and
341
went
t o s c e n e f r o m A t l a n t i c C i t y, t o b e r e l i e v e d b y C G - 2 2 6 a n d
21 dropped all their DCs. Position reported at - . YP-341
dropped DCs in this position, bringing up wood and oil.
At 1730 2 planes dropped 2 DCs in (position). K-7
dropped 4 in (position) followed by four more from planes.
YP-341 reported to Atlantic City base with oil samples.
PC-507
and
CG-464
at
scene
at
2125
having
returned
with
more DCs."^
Now
I
was
getting
somewhereI
Although
action
taken
specifically by the CAP plane was not mentioned, this information
confirmed for me at last that an engagement between a German
U - B o a t a n d a C A P p l a n e h a d i n d e e d t a k e n p l a c e o n 11 J u l y, 1 9 4 2 .
I t w a s n o y a r n , n o h a n g a r s t o r y. I t h a d h a p p e n e d . I h a d J o h n n y
Haggin's pilot log books and the matching entry in the Eastern
Sea Frontier Diary to confirm it for me. In order to confirm
the sinking however, I needed more specific information. I
needed
the
Although
coordinates
copyrighted
information
that
the
that
in
U.S.
had
been
edited
1987,
the
book
Navy
felt
was
out
the
book.
apparently
used
still
of
important
to
national security and therefore still classified.
If I could get the coordinates that had been deleted, I
could at last establish the true point of contact at which Haggin
and Farr had first sighted the sub and hopefully pinpoint where
they had sunk it. My hopes were that the final coordinates
would match up with the final resting place of the wreck
d i s c o v e r e d b y t h e S e e k e r.
I got the number to call and try to find the information
I
needed
in
the
US
Naval
Archives.
I
was
referred
to
someone
e l s e , w h o i n t u r n r e f e r r e d m e t o s o m e o n e e l s e . Ty p i c a l o f a
government operation, after several more calls, and several
more referrals, I finally got the address that I could write
to and request the information that was required. I quickly
fired
off
a
letter
and
waited.
While I waited, I called John Chatterton, whom I hadn't
heard from in a long time. I found out that all had not been
going well for him. His trip to Germany had not uncovered any
clues. Worse a recent diving expedition on the Andrea Doria
had
turned
disastrous.
John had traveled all over Germany in search of clues as
to the identity of the sunken U-Boat. There didn't seem to
b e a n y Ty p e I X U - B o a t s t h a t w e r e u n a c c o u n t e d f o r. M a n y p e o p l e ,
including the German government, were interested in finding
o u t t h e b o a t ' s i d e n t i t y, b u t w e r e o n l y w i l l i n g t o h e l p u p t o
a c e r t a i n p o i n t . E v e n t o d a y, f o r m a n y p e o p l e o f G e r m a n y, t h e
rise of Adolph Hitler and The Third Riech, is a painful and
difficult
subject.
An added complication was a request that no further dives
on
the
wreck
be
made.
It
was
felt
by
some,
that
the
sub
was
a war grave, and should remain undisturbed. Chatterton had
been very careful to avoid disturbing any of the human remains
that he had encountered. He purposely avoided allowing them
to appear in any of the photographs or video tapes that had
been
shot.
The
fact
that
there
were
human
remains,
disproved
one U-Boat historians gruff dismissal that this wreck was merely
one that had been scuttled by the U.S. Navy after the war.
I was beginning to feel that neither Chatterton nor myself
would ever seem to find enough information to prove the U-Boat *s
identity and if in fact it was the Haggin-Farr sub-kill. When
I finally received the information that I was waiting for from
the U.S. Naval Archives in Washington D.C., it confirmed a great
deal of things. It also raised many new questions as well.
The
reported
position
of
the
original
sighting
of
the
U-
B o a t w a s 3 9 ° - 0 7 ' N ; 7 4 ® - 1 3 ' W, w i t h a c o u r s e h e a d i n g o f 2 8 0 ® .
This position is about twenty four nautical miles southeast
o f f A b s e c o n , N e w J e r s e y, T h i s i s c o n s i s t e n t w i t h t h e " F l y i n g
Minute Men" account of the action. Although it doesn't specify
their position as southeast of Absecon, and that they were more
d u e e a s t o f S e a I s l e C i t y, t h e y w e r e p r o b a b l y u s i n g A b s e c o n
Lighthouse as a reference point since it would probably have
been more visible to them from that distance out than any other
object on the shoreline.
The course heading puts the sub traveling west towards the
shore, not parallel. Even if I looked up the magnetic variation
for 1942, as much as ten degrees in either direction would still
have the U-Boat moving towards the shoreline. Although this
would put the sub in position to hit targets along the coast,
would they risk this position in daylight? A convoy would be
escorted by CAP planes or surface vessels. A single ship,
running the coast unescorted, as they sometimes did, would be
a more desirable target for a sub with only a few more torpedoes.
Was this another piece that fit into Chatterton's U-158 theory?
A second position report places the sub at 39°-07'N; 74°1 3 ' W. T h e r e p o r t d e s c r i b e s t h i s s e c o n d p o s i t i o n a s " p o s i t i o n
later changed to." It is unclear weather this was a new position
reported by Haggin and Farr or a correction of their initial
report. The second set of coordinates places the sub seven
miles further north; closer, but still southeast of Absecon.
This also brings the distance between the sighting and the city
to only seventeen miles, increasing the likelihood that Absecon
light was being used as a reference point.
This segment of the Eastern Sea Frontier diary also describes
"globs
of
oil
appearing
at
distances
of
fifteen
feet
and
spreading." This certainly matches the "Flying Minute Men"
account
of
the
engagement.
The remaining descriptions of action taken by the U.S. Navy
and
Coast
Guard
somewhat
demonstrate
the
confusion
and
pandemonium
attack.
It
low
that
fuel
on
quick
should
as
departure
making
the
bubbling
The
took
be
is
place
noted
the
observations
to
the
first
the
ensuing
that
if
they
would
believed,
from
in
sight
that
Haggin
after
they
hours
and
probably
circling
a
after
Farr
were
have
few
the
as
made
times
a
and
reported
of
wood
and
oil
dropping
of
depth
charges
surface.
action
described
is
the
by Coast Guard Cutter #464 at the coordinates of 39°-21'-5"N;
74°-13'W,
one
the
half
as
reported
miles
coordinates
by
Blimp
K-7.
further
north.
It
is
of
wreck
of
the
the
This
also
S.S.
position
six
and
that
these
are
Almirante,
which
was
noted
is
sunk in «a collision in 1918. In Gary Gentile's book, "Shipwrecks
of
New
J e r s e y, "
wreck
being
in
depth
the
the
spotted
charging
action
and
by
is
described
reported
CGC
as
a
as
the
possible
shape
sub,
of
the
resulting
464.
A Coast Guard Cutter drops depth charges on a position
off Atlantic City in the hours after Haggin and Farr's UBoat
encounter.
3 9
while
this
incident
seems
to
merely
prove
that
the
Navy
was chasing shadows in all of the confusion, it brings to light
a point that may explain some of the Navy's reluctance to credit
the
Civil
Air
Patrol
aircraft
with
a
kill.
Like
the
Blimp
K-
7 incorrectly identifying the Almirante as a submarine, the
second reported position coordinates of the CAP's sub sighting
are noted as being three miles west of the wreck of the S.S.
San Jose. The San Jose had sunk almost exactly six months prior
on January 17 as a result of a collision with the S.S. Santa
E l i s a .
Although the San Jose was a coal fueled, freighter-passenger
vessel, it is possible that items such as oil stored in barrels,
may have still been oozing from her hull. Navy officials may
have deduced that Haggin and Farr mistook the San Jose for a
sub and depth charged the wreck, resulting in the debris that
was seen rising to the surface. This could arguably be a valid
possible account except for one question. Why would Haggin
and Farr spend four hours chasing a wreck that wasn't going
anywhere?
Additional Coast Guard Cutters arrived on scene and dropped
depth charges as well. Three vessels dropped depth charges
a t 3 9 ° - 2 0 ' N ; 7 4 ° - 11 ' W. T h i s r e s u l t e d i n w o o d a n d o i l b e i n g
brought to the surface at a position one mile southeast of
the Almirante wreck. The attacks were still continuing at five
thirty that afternoon when two OS2U3 planes dropped depth charges
at yet another position, this one being about a mile south of
the Coast Guard depth charging. At six in the evening, two
planes dropped more depth charges under the direction of the
Blimp K-7 at a sight even further south, but much closer to
th e l a tte r C AP re p o rte d p o si ti o n . Ve sse l s re tu rn e d to Atl a n ti c
City with oil samples, but the results of this analysis are
unknown.
The
Eastern
Sea
Frontier
Diary
confirmed
some
of
t h e d e t a i l s o f t h e d e s c r i b e d C A P e n c o u n t e r. I t f u r t h e r d e t a i l e d
the action of the day taken by the U.S. Navy and Coast Guard
^ MAP OF ACTION TAKEN ON 11 JULY, 1942
"
Position
by
ii
A
C A P.
indicates
The
arrow
original
indicates
the
Position B indicates second CAP
as "position later changed to.
sighted
position
direction
of
reported
reported
travel.
position
described
^ Position C indicates position of CG # 464 when depth charges
were
••
by
dropped.
Position D indicates location of additional depth charging
three
Coast
Position
it
Guard
E
vessals.
indicates
position
of
charges
dropped
by
aircraft.
Position F is the final point of depth charging,
the blimp K-7, and aircraft directed by K-7.
from
both
O O '3 K" K*45* tif' 7S*lS ifti Ifn' wV M'lt' Tf««' 13'ii'
■
5'
as
a
not
result
of
provide
the
the
Haggin-Farr
concrete
attack.
proof
that
I
Unfortunately
had
been
it
hoping
did
for.
Instead, it provided a problem with connecting the Haggin-Farr
sub kill with the wreck discovered by the Seeker.
Despite
of
July
1
1
the
,
depth
1942,
charging
all
took
of
multiple
within
place
sights,
zone
a
the
action
about
fifteen
miles long by about two or three miles wide. The problem being
in
that
miles
this
the
wreck
slightly
U-Boat
is
discovered
north,
in
but
fact
by
the
very
one
the
far
sunk
Seeker,
east
by
lies
from
sixty
this
Haggin
and
four
zone.
If
Farr,
how
Haggin-Farr
sub
could it have possibly wound up so far away?
If
it
is
assumed
that
this
is
indeed
the
kill, then one possible explanation is that they did not sink
it when they depth charged it. Severely wounded, the stricken
U-Boat attempted to reach deep water to hide themselves from
further
attacking
aircraft.
Unable
to
repair
damage
that
was
more serious than originally thought, the sub sank.
The
there
in
problem
would
which
with
most
case
this
likely
there
theory
have
should
is
been
have
that
an
if
this
attempt
been
was
to
the
case,
abandon
survivors.
ship
According
to
John Chatterton, the escape hatches on the wreck are open, yet
German
records
indicate
no
such
survivors
of
a
scenario
as
d e s c r i b e d .
On the other hand, the records of the Eastern Sea Frontier
Diary only indicates the original reported position of the CAP
sighting. If Haggin and Farr chased it for over four hours
from that position, then the sinking could very well have taken
place where the U-Boat wreck was discovered. At this point,
n o e v i d e n c e e x i s t s t o e i t h e r p r o v e o r d i s p r o v e t h i s t h e o r y.
The next possibility to consider is that the U-Boat was
sunk
closer
to
Atlantic
C i t y,
where
all
of
the
surface
vessel
activity took place. If this is the case, then there may be
yet another wreck, waiting to be discovered. Finding a wreck
in
sub
M
d
this
location
kill.
would
be
the
ultimate
proof
of
the
Haggin-Farr
So
where
does
all
of
this
leave
me?
I
have
no
doubt
that
the engagement took place as described on July 1 1 , 1942. The
entrees in Haggin's log book and the Eastern Sea Frontier Diary
match up well enough with all of the written and verbal accounts
of
the
attack
comfortable
Even
of
his
that
the
have
ever
read
or
heard.
That
much
I
feel
with.
if
claim
still
I
John
Chatterton
discovered
proof
my
that
it
U-Boat
is
that
in
the
leading
wreck,
fact
the
it
mystery
may
still
of
sub
was
as
Haggin-Farr
sunk
Civil
to
how
by
the
the
sub
the
not
the
U-Boat
theory
solves
provide
kill.
Air
came
identity
to
the
Although
Patrol
rest
in
is
its
Atlantic grave off Pt. Pleasant, this is yet to be proved beyond
a
shadow
Of
by
of
would
Farr
doubt.
course
three
Since
a
mile
the
engagement
certainly
I
have
and
c o n t i n u e .
be
no
Captain
conclusion.
discovery
The
proof
reason
John
zone,
a
mistrust
Ben
Ali
for
U-Boat
off
enough,
to
search
of
the
but
shores
that
the
Haggin,
the
wreck
has
integrity
I
can
in
that
of Atlantic
yet
of
to
City
happen.
Major
Wynant
one
certain
draw
Haggin-Farr
fifteen
sub
kill
must
FOOTNOTES
M i c h a e l G a n n o n , O p e r a t i o n D r u m b e a t , ( N e w Yo r k , 1 9 9 1 ) ,
2 . Z a c k T. M o s e l y, B r a v e C o w a r d Z a c k , ( S t P e t e r s b u r g ,
FL), p 55.
3. Robert E. Neprud, Flying Minute Men, The Story of
C i v i l A i r P a t r o l , ( N e w Yo r k , 1 9 4 8 ) , p g s 1 8 - 1 9 ; F r a n k A . B u r n h a m ,
A e r i a l S e a r c h , T h e C A P S t o r y, ( F a l l b r o o k , C A . 1 9 7 4 ) , p 2 3 .
4 . I n t e r v i e w , M a j o r G r e g o r y F . W e i d e n f e l d , C A P, H i s t o r i a n ,
w i t h R u d y C h a l o w, J a n u a r y, 1 9 8 9 .
5 . R o b e r t H . F r e e m a n , Wa r D i a r y, E a s t e r n S e a F r o n t i e r,
J a n u a r y t o A u g u s t , 1 9 4 2 , ( Ve n t n e r, N J , 1 9 8 7 ) , p 4 5 7 ,
6.
Gary
Gentile,
C T, 1 9 8 8 ) , p 7 .
t
M
Shipwrecks
of
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HEADQUARTERS
N E W J E R S E Y W I N G , C I V I L A I R PAT R O L
United
States Air
Force Auxiliary
PO Box 16099, Building 34-34
McGuire Air Force Base, New Jersey 08641
Dear
Friend
of
Civil
Air
Patrol
History:
As
an
individual
who
h a s a g r e a t a p p r e c i a t i o n f o r C i v i l A i r P a t r o l h i s t o r y, i t i s
m y p l e a s u r e , o n b e h a l f o f C o l o n e l J o s e p h C o n v e r y, N e w J e r s e y
Wing Commander, and myself, to present you with this
complimentary copy of "The Search for the Haggin-Farr Sub Kill."
This is the first in what is hoped to become a series of
historical monographs produced by the New Jersey Wing Historical
P r o g r a m . C u r r e n t l y, t h e r e a r e fi v e m o r e t i t l e s i n t h e w o r k s ,
in various stages of completion, as well as an updated and
expanded edition of the history of the New Jersey Wing.
"The Search for the Haggin-Farr Sub Kill" takes a look at
the author's many years of research in an attempt to tell the
true
and
most
detailed
account
of
one
of
the
most
glorious
moments in not only the history of the New Jersey Wing, but
all
of
the
Civil
Air
Patrol.
Additional copies of this monograph may ♦be purchased for
$5.00 each at the New Jersey Wing bookstore, or by sending a
check made out to the "New Jersey Wing, Civil Air Patrol" for
$7.00
($5,00
+
$2.00
postage
and
handling)
to
the
address
provided below. Proceeds from the sale of New Jersey Wing
monographs will benefit the New Jersey Wing Historical and Cadet
Programs.
We
other
hope
releases
Sincerely
that
in
you
enjoy
the
your
copy
and
will
look
forward
future.
Yo u r s ,
^
^
/
p/7
G r e g o r y F. W e i d e n f e l d , L t . C o l o n e l , C A P
New
Former
Send
Jersey
Civil
your
Wing
Historian
Air
orders
Patrol
to:
National
Historian
Monographs
C / 0 L T C G r e g o r y F. W e i d e n f e l d , C A P
1402
Rustic
Ocean,
New
Drive
Jersey
APT
#2
07712-7427
to
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This monograph is dedicated to the memory of Lt. Colonel
H e r b e r t H , " Te x " R i c e , f o r m e r l y o f t h e N e w Yo r k W i n g , a n d t h e
Pineland Composite Squadron, New Jersey Wing, Civil Air Patrol.
Without his encouragement and support, I might never have become
a Civil Air Patrol historian; and then none of my achievements
a n d a c c o m p l i s h m e n t s w o u l d h a v e e v e r o c c u r r e d . T h a n k y o u Te x ,
FOREWORD
^ As I read Lt. Colonel Weidenfeld's account of this event
in the annals of the anti-submarine patrols,
the Civil Air Patrol's glorious past. From our
i n N e w J e r s e y, t h e C A P g r e w t o a t o t a l o f
f r o m M a i n e t o Te x a s . W e n o w h a v e g r o w n i n t o
Our
first
mission
was
to
hunt
for
enemy
it brought to mind
humble beginnings
twenty one bases,
fifty two Wings.
submarines.
Later,
w e w e r e a u t h o r i z e d t o c a r r y b o m b s , u n t i l u l t i m a t e l y, a G r u m m a n
M Widgeon carrying two, three hundred and twenty five pound depth
charges, sank a submarine twenty four miles off of Absecon,
N e w J e r s e y.
The C vi
Ai
ng
ay si
h
Our
^ m i s s i o n h a s e xi p al n d erd Pta t r ionl c lh adse ;c o m e r c h l oa n d wR e s c unec, e Ate reons. p a c e
o
u
Sea a
Education, and the Cadet Program.
As you read this Historical Monograph, it will bring to
your consciousness a motto that we use: "The mission above
all
else."
Colonel
Joseph
F.
C o n v e r y,
CAP
C o m m a n d e r, N e w J e r s e y W i n g
McGuire
Air
Force
Base,
New
Jersey
1 O c t o b e r, 1 9 9 7
M l
^
iv
w
PREFACE
This
is
the
first
in
what
is
hoped
to
be
a
series
of
m o n o g r a p h s a b o u t e v e n t s i n C i v i l A i r P a t r o l h i s t o r y, p a r t i c u l a r l y
those that took place in the New Jersey Wing. Civil Air Patrol
history is a personal passion of mine. I sincerely aspire that
this is evident in the style with which I portray the topics
and
in
events
that
I
write
about.
Although much has been written about the Civil Air Patrol
general, so little has been written about individual events
and people. This is especially true when the CAP as a whole
is broken down into its individual wings. Hopefully I can change
I that for the New Jersey Wing. Perhaps my work will inspire
others to do the same in other wings.
Over the years, there have been countless past and present
Civil Air Patrol members who have helped me in my research in
' a multitude of ways. From sharing stories and memories, to
the contribution of tons of photographs, documents, uniforms
and insignia, these people who are too numerous to mention all,
have enabled me to restore, recreate and preserve a vast and
rich heritage that we can all be proud of.
This monograph, and others to follow, is just a small way
^ forr emei nto i t a s thank you I to aall ofn j o y e d Iw rhope ithatT hyou i senjoy
say m u c h a s
you.
ad g
h ve e
iting t.
is
just
one of many parts of our history that can now be preserved for,
and enjoyed by generations of future Civil Air Patrol members.
Lt. Colonel Gregory F. Weidenfeld, CAP
Ocean, New Jersey
2 9 J u l y, 1 9 9 7
101
M
d
ACKNOWLEDGMENTS
t B l
Special thanks are in order for some of the people who played
^ an important role in helping me complete this monograph.
Captain John Chatterton, and Captain Bill Nagle of the
^
charter
dive
boat
Seeker,
for
openly
sharing
their
research
work and for providing me with video and sketches of the U-Boat
w r e c k .
^
Lt.
Colonel
Robert
L.
Rioux,
CAP
for
your
excellent
artwork.
Yo u r r e n d e r i n g s h a v e h e l p e d t o m a k e t h i s m o n o g r a p h t h a t m u c h
better. I value our growing friendship and hope that we have
much
success
in
the
future
on
all
of
the
Civil
Air
Patrol
projects that we are working together on.
Dav t, a
e Ea
W i ed r
" S h o p - R i tM s . w h ot y t o o k i s h e ft r m e d t o n d e lo - wm r k ep r o to ft h r e a d s ta n d n d s oi t
e, P a t
iien a h c p o e r a
my
manuscript.
Good
luck
in
your
future
graduate college, as a professional educator.
^
career
after
you
C a p t a i n L e s l i e W e i d e n f e l d , C A P, m y w i f e . T h a n k s f o r y o u r
patience all those nights I worked into the wee hours of the
morning,
researching
and
writing
this
monograph.
Yo u r
support
and
was
understanding
Colonel
Colonel
are
Lester
greatly
Hopper,
National
me
the
Emeritus.
w
photographs that were key in laying the foundation to my research
on not only the Haggin-Farr sub kill, but all of my research
i n t o t h e d a y s o f C o a s t a l P a t r o l o p e r a t i o n s o u t o f A t l a n t i c C i t y.
Sir
provided
Historian
It
Yo u
who
C A P,
^
Thank
Hopper
appreciated!
documents
and
I
C o l o n e l J o s e p h C o n v e r y , C A P, N e w J e r s e y W i n g C o m m a n d e r ,
who openly invited me to return to his staff as the New Jersey
Wing
Historian
after
I
completed
my
duties
at
National
Headquarters. Colonel Convery and his command staff have given
me their full support and encouragement in all of my proposed
historical
projects,
monograph
series.
including
Hopefully
my
the
establishment
current
efforts
will
of
this
help
make
up for all the aggravation I caused him all those years ago
when I was a cadet, and he was my Deputy Commander for Cadets;
a n d l a t e r m y S q u a d r o n C o m m a n d e r.
.1^
vi
TA B L E
Title
OF
CONTENTS
Page
Frontispiece
ii
Dedication
iii
F o r e w o r d
P r e f a c e
Acknowledgments
vi
Ta b l e
of
Contents
vii
I N T R O D U C T I O N
CHAPTER
CHAPTER
1
2
CHAPTER
CHAPTER
F o o t n o t e s
-
-
1975
3
4
J U LY
-
-
BEGINNING
1991
1992
11
THE
LOOKING
,
THE
1942
SEARCH
DISCOVERY
FOR
PROOF
3
10
19
34
I N T R O D U C T I O N
For
or
the
reader
perhaps
formative
who
not
just
years,
is
familiar
it
might
either
be
not
a
Civil
useful
member,
Civil
Air
Patrol's
take
to
Patrol
the
with
Air
a
moment
to
briefly
explain how and why the CAP came into existence. With this
bit of background information in mind, one might be able to
more
greatly
Farr
sub
appreciate
kill
really
what
was.
a
truly
Perhaps
amazing
it
will
feat
also
the
Haggin-
better
put
into
perspective the importance of this event, not in only in Civil
Air
Patrol
h i s t o r y,
but
the
small
yet
important
role
it
played
in the Battle of the Atlantic, during World War II.
The
Director
Civil
Air
Patrol
of Aviation,
Gill
was
Robb
the
creation
Wilson.
of
Wilson,
New
a
Jersey's
man
of
vision
and foresight, saw the potential danger of German U-Boats having
a
field
day
unprotected
foresaw
a
war
waters
the
that
sinking
of
american
the
United
of
private
grounding
he
felt
severe
damage
decades
to
was
to
recover
shipping
States'
american
general
the
east
aviation
inevitable. A war
in
of
coast.
for
the
length
aviation
virtually
that
He
also
duration
would
of
cause
might
take
from.
While pacifists and isolationists in Washington, D.C. stalled
the
United
both
States
Europe
organized
what
and
private
came
to
be
entry
into
Asia,
hostilities
Wilson
pilots
and
known
as
put
their
the
his
that
were
brewing
in
plans
into
action.
He
aircraft
New
in
Jersey
New
Civil
Jersey
Air
into
Defense
S e r v i c e .
The CADS would be used in a variety of ways including the
transport
of
people
and
light
cargo,
missing
aircraft
search,
and reconnaissance against sabotage of dams, reservoirs, power
lines
etc.
Wilson
also
envisioned
his
CADS
as
an
observation
force that could patrol for and spot enemy submarines intruding
in
U.S.
coastal
waters.
Wilson shared his feelings and ideas with his counterparts
i a m
in
other
states.
Soon
organizations
similar
to
New
Jersey's
CADS began to spring up all across America. The Aircraft Owners
a n d P i l o t s A s s o c i a t i o n ( A O PA ) b e g a n a p r o g r a m t o e n r o l l p r i v a t e
pilots
for
possible
organizations
geared
that
wartime
aviation
private
up,
it
activation.
became
could
be
clear
must
to
While
Wilson
these
and
effectively
others
used,
if
it
was mobilized under one single national organization.
Using
aviation
Aside
the
the
Jersey
leaders
from
head
aviation
New
being
of
the
brought
New
executive
1,
1941,
order
formed
blueprint,
ideas
to
of
newly
D.
formed
and
Civilian
was
also
Defense.
Wilson's
Air
An
plan.
On
signed
Roosevelt
Civil
other
LaGuardia.
LaGuardia
approved
Franklin
Wilson
Fiorello
mayor,
Office
he
President
the
a
feisty
himself,
creating
as
their
Yo r k ' s
newly
enthusiast
December
CADS
the
Patrol.
Only six days later on December 7th, Pearl Harbor was bombed
by the Japanese. Two days later Hitler's Nazi Germany declared
war on the United States. American private pilots were grounded.
German naval commanders began plans to put U-Boats into action
along
the
predictions
american
had
come
eastern
seaboard.
All
of
Gill
Robb
Wilson's
true.
Suddenly plunged into World War II, the United States hastily
prepared
the
to
go
fledgling
to
Civil
war.
Air
Growing
Patrol
larger
went
and
into
larger
operation
every
over
d a y,
night.
Preparing for whatever role they might be called upon to serve,
CAP
members
prepared
an
armada
of
light
aircraft.
Stinsons,
W a c o s , Ta y l o r c r a f t , B e l l a n c a s , E u r c o u p e s ; a n d e v e n P i p e r C u b s
soon became emblazoned with the blue disc, white triangle, and
red tri-bladed propeller emblem of the Civil Air Patrol.
CHAPTER
1
J U LY 11 , 1 9 4 2
It
a
was
month
East
in
January
old,
that
Coast.
Boats"
of
German
Sinking
were
1942,
U-Boats
only
already
with
their
the
Civil
arrived
second
operating
only
Air
on
Patrol
United
the
ship,
sixty
barely
State's
the
"Under
miles
off
Sea
shore.
Because of the isolationist and pacifist influences which had
powered
Washington
up
until
that
time, America
was
caught
off
guard.
For protection, only a destroyer, a few Coast Guard cutters,
a blimp, and a handful of outdated airplanes could be mustered.
Out
of
desperation,
anti-submarine
teak
wood
the
Coast
patrols.
decks,
other
With
Guard
depth
vessels
commandeered
charge
even
raised
cloth
for
mounted
racks
yachts
on
sails
and
set
out in a desperate attempt to stop the attacks. Private boaters
and fishermen set out in even smaller craft, forming what came
t o b e t h e C o a s t G u a r d A u x i l i a r y.
The best and fastest way to patrol for and spot enemy
submarines
creator.
was
Gill
from
Robb
the
air.
Wilson
With
the
leading
the
Civil
Air
the
w a y,
Patrol's
military
reluctantly gave the enthusiastic private pilots a chance to
show what they could do. A ninety day experiment was authorized,
with three bases being formed.
The value of the patrols was immediately seen after their
commencement
who
or
Were
or
what
they
in
these
armed?
destroyers?
The
March
tiny
of
planes
Were
sub
1942.
they
U-Boat
were,
in
or
Captains
where
contact
commanders
didn't
they
with
wait
had
no
came
larger
around
idea
from.
aircraft
to
find
out. Upon the arrival of Civil Air Patrol planes, which the
U-Boat commanders called "yellow bees," U-Boats dove for the
protective cover of the deep. Daring CAP pilots carried the
ploy one step further by diving at unsuspecting subs as though
they
were
really
armed.
T h e l a c k o f a r m s a l l o w e d t h e U - B o a t s s a f e e s c a p e . To o o f t e n ,
military
help
instance
patrol
and
By
summoned
off
lay
the
stuck
circled,
the
time
coast
in
the
calling
help
to
of
the
Florida,
mud.
out
arrived,
scene
U-Boat
H e l p l e s s l y,
over
the
a
arrived
the
the
radio
U-Boat
too
late.
spotted
CAP
by
plane
repeatedly
had
freed
In
itself
one
a
CAP
circled
for
help.
and
was
long gone. Upon learning of the incident, an exasperated General
"Hap"
Arnold,
blurted
out,
"I
commander
don't
care
of
if
the
United
those
pilots
States
have
Army
to
out the damned windows, they are going to be armedl
Air
throw
Corp.
bombs
2
This painting, done by aviation artist Keith Ferris, depicts
Major Wynant Farr and Captain Johnny Haggin, making an attack
r u n o n a G e r m a n U - B o a t o f f t h e N e w J e r s e y C o a s t i n J u l y, 1 9 4 2 .
Note the 325 lb. aerial depth charge dropping below the right
Wing.
4
Civil Air Patrol planes became armed in June. Some carried
one
hundred
pound
demolition
bombs
while
some
of
the
larger
planes lugged three hundred and twenty five pound aerial depth
charges aloft. The largest planes, the Grumman Widgeons, could
handle
two
depth
charges.
It
was
one
of
these
morning of July 1 1 , 1942, that brought
t h e m o s t g l o r i o u s m o m e n t s i n i t s h i s t o r y.
the
planes,
Civil
on
Air
the
Patrol
On that morning, an Atlantic City patrol spotted a U-Boat
cruising
J e r s e y.
return
near
The
to
the
surface,
aircraft
base.
was
Major
off
the
running
Wynant
coast
low
Farr
of
on
Absecon,
fuel,
grabbed
and
New
had
Captain
to
Johnny
Haggin and the two took off in Bill Zelcer's Grumman Widgeon,
which
cradled
charge
faint
a
under
trail
three
each
of
hundred
wing.
oil
and
twenty
Arriving
globs
rising
on
to
five
sight
the
pound
they
depth
found
surface.
As
a
the
submarine silently glided below, the two decided to shadow
it,
hoping
it
had
They
only
both
would
two
surface
least
and
they
to
periscope
a
nearly
deadly
game
four
of
agonizing
cat
and
wanted
hours,
mouse.
the
Soon
to
depth.
count.
For
charges,
at
make
Widgeon
they
were
them
played
running
l o w o n f u e l a n d w o u l d h a v e t o t u r n b a c k . S u d d e n l y, t h e
U-Boat made the fatal mistake that Haggin and Farr had hoped
for as it surfaced to periscope depth. Haggin swooped down
in front of the submarine and Farr released the first charge.
A s t h e y c l i m b e d a w a y, t h e e x p l o s i o n n e a r l y k n o c k e d t h e p l a n e
out
of
the
widening
s k y.
slick
Oil
began
began
to
rising
form
on
to
the
the
surface,
water.
The
and
a
widgeon
circled around again and Major Farr dropped the second charge
into
the
middle
of
explosion
sounded,
the
of
nose
below.
circled,
More
the
oil
broken
the
and
sub
float to the top.^
for
break
bubbled
deck
slick.
to
a
As
they
second,
the
the
planking
Farr
surface
surface
and
climbed
and
and
other
thought
as
out,
he
quickly
the
debris
the
saw,
slide
widgeon
began
to
In this rendering by New Jersey Wing artist, Lt. Colonel
Robert
their
the
L,
second
rear
breaking
of
Rioux,
oil
and
and
the
Haggin
depth
he
charge,
catches
surface
debris
and
on
as
the
Farr
Farr*s
a
ocean's
away
head
glimpse
bubbles
6
pull
of
churn
surface.
is
the
the
after
turned
dropping
towards
U-Boats
nose
widening
slick
Coast
scene
the
Guard
and
large
boats
dropped
oil
slick
out
of
Atlantic
additional
on
the
depth
surface
City
arrived
charges.
were
taken
on
Samples
and
tlie
of
brought
nshoro ((jr nnn lysis. Whon Unqqiii and Farr landed back at
their
base,
Patrol
They
they
National
got
Commander
a
rushed
get
Headquarters,
response
himself,
Captain
to
John
several
Earl
Ben
L.
a
letter
off
to
Civil
describing
their
heroic
days
from
the
later
deed.
National
Johnson:
Ali
Haggin
7
Major
Wynant
Air
Farr
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uosuqor -T aiJeg
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3sj.^3jaa NvniAiD ao aoujo
1
^
Because
great
of
national
accomplishment
likely
that
Atlantic
civilians
was
Admiral
Fleet,
had
in
no
made.
Ernest
was
done
s e c u r i t y,
J.
public
A d d i t i o n a l l y,
of
their
is
most
commander
King,
it
in
chief
no
hurry
to
his
what
mention
publicly
naval
forces
had
admit
little
that
success
in doing up to that point. Even many of the Civil Air Patrol
members who were at the base itself were unaware of Haggin
and
Farr's
v i c t o r y.
Captain
Rudy
Chalow,
the
base's
chief
maintenance officer admitted, "I didn't even know about
it
until
I
read
about
it
in
a
newspaper
almost
after
the
war was over."^
Although
history
were
the
became
the
Civil Air
of
this
l e g e n d a r y,
eventually
Headquarters
story
lost
over
over
the
the
war
day
actual
time.
years
Patrol's
great
time
a
Civil
records
Several
and
in
fire
Air
of
moves
the
by
destroyed
Patrol
event
National
much
of
documentation. A great
deal of this history was preserved only by books and magazine
articles
ensuing
be
which
have
generations
nearly
fifty
of
years
retold
CAP
later
the
story
members
before
and
the
would be pursued in any depth again.
over
the
years
historians.
details
of
to
It
would
this
event
CHAPTER
2
W
1 9 7 5
BEGINNING
THE
SEARCH
My personal interest in this particular event in Civil Air
Patrol history began many years ago in my cadet days, the middle
seventies to be specific. My first exposure to CAP history
of any type began as I poured over "Introduction to Civil Air
Patrol." My concern was more in passing the Curry Achievement
test and earning that first cadet stripe. Introduction to Civil
Air
Patrol
was
required
reading.
At
the
time,
I
did
not
appreciate what was written. CAP's past accomplishments were
not emphasized in my squadron. There was no emphasis at all
on history in my cadet training. We had no members in our
squadron that were from the "Old Patrol" and I doubt very much
if any of the members who were there were really conscious of
i t e i t h e r. M y w o r l d a s a C i v i l A i r P a t r o l c a d e t t h e n w a s l i m i t e d
to uniforms and earning those coveted blue and white cloth
stripes, marching, flying, and getting "mission qualified."
It
was
several
years
later
that
perchance,
I
went
into
a
local Army-Navy surplus store and asked about CAP insignia.
The clerk pulled out a dusty box and low and behold, he had
some.
There
strange
were
ones
a
that
number
I
did
of
not
items
that
I
recognize.
needed,
I
and
bought
a
some
few
of
everything and from that point on, I would always carry around
my little box and ask questions about my "goodies" whenever
I
encountered
around
By
into
one
of
those
"older
senior
members"
who
had
been
awhile.
luck,
my
it
was
squadron
one
from
of
New
those
Yo r k
old
Wing.
timers
Lt.
who
Colonel
transferred
Herbert
H.
" Te x " R i c e h a d b e e n a r o u n d s i n c e W o r l d W a r I I . H e h a d s t o r i e s ,
so
many
stories.
While
most
of
the
other
cadets
would
politely
find excuses to sidle away from "the tempermental fossil," I
cherished the man's memories and spent countless hours listening
to
his
tales
of
CAP's
yesteryear.
By
that
time
I
had
served
my term as cadet commander and had outlived my usefulness as
a part of the cadet command staff other than to serve as an
advisor. I had idle time to spend at unit meetings. My main
activity in the program was spent at the Group and Wing level.
I t w a s o n o n e o f m y n i g h t s w i t h Te x t h a t I h a p p e n e d t o
show him my box of "goodies." For every piece of insignia that
I h a d a c c u m u l a t e d o v e r t h e y e a r s , Te x h a d a s t o r y. T h e n e x t
week, he had a box for me, and he told me that the contents
were mine to keep. There was an old original senior member
officer's hat device, a few pairs of "droopy" command pilot's
wings, and some other odds and ends. It was that old hat device
that opened my eyes. I had never dreamed possible that such
things
could
still
exist.
Then he handed me some manuals, "The Civil Air Patrol Manual,
1 August, 1949." My heart raced. I couldn't believe what I
was
seeing.
historical
Pictures
information
of
old
about
uniforms
the
old
and
Civil
insignia,
Air
new
Patrol,
and
i n s i g h t . Va l u a b l e , p r e c i o u s i n s i g h t i n t o w h a t t h e o l d C i v i l
Air Patrol was really about. I began to understand the pride
and
the
sacrifice.
I
began
to
understand
that
there
was
more
to it than just earning those little plastic ribbons with the
funny pictures on them. There was more than just stripes and
shoulder boards, and encampments and special activities. There
w a s a s p e c i a l h e r i t a g e h e r e . O l d Te x p r o v i d e d t h e s p a r k t h a t
started the fire. I saw the gleam in his eye as he saw the
twinkle
in
mine.
I
wanted
to
know
so
much
more.
I
had
so
many
Te x
took
sick.
I
wasn't
able
questions.
I
never
got
to
ask
them.
to speak to him again. A few months later, he died.
Old
the
Te x
other
was
senior
gone.
That
members
to
kindly
old
remember
fellow
that
who
"this
is
harped
no
on
social
club." That crazy old guy who wasn't afraid to wear that old
CAP
uniform
and
tell
the
Wing
Commander,
"I
earned
it,
I'll
wear
it,
and
remember
that
I
was
a
Lt.
Colonel
in
CAP
before
you probably ever had enough sense not to stand near a turning
p r o p e l l e r. " H i s p a s s i n g w a s a l o s s , b u t p e r h a p s i t w a s a g r e a t e r
loss to me, than anyone else,
I
began
insignia,
to
seek
pictures,
out
the
old
newspaper
Civil
clippings,
Air
Patrol.
anything
Uniforms,
that
I
could
find. I don't know why it took me so long, but I finally bought
c o p i e s o f " F l y i n g M i n u t e M e n " a n d " H e r o N e x t D o o r, " f r o m t h e
CAP
Bookstore.
I
began
reading
and
Civil
Air
Patrol
history
became a passion.
As
stares
I
really
you
began
right
to
in
the
dive
into
face
it,
but
one
you
of
are
those
too
things
blind
to
that
see,
finally slapped me awake. It had all started here in New Jersey!
Right
smack
in
the
state
about
That
s t o r y,
the
one
read
about
all
those
that
the
years
I
lived
in,
submarine
ago
it
started
here.
sinking?
one
for
studying
The
first
cadet
that
I
s t r i p e ; i t t o o k p l a c e h e r e i n N e w J e r s e y.
I began to wonder. Could that submarine wreck be out there
somewhere, still on the bottom? What about the men at the base
who
sank
it?
Were
any
of
them
still
around?
Still
alive?
O r w e r e t h e y a l l g o n e l i k e Te x ? W a s t h e r e a n y w a y t o fi n d o u t ,
or was I grasping at straws? CAP's start, that New Jersey
Coastal Patrol base, and that submarine sinking became my pet
projects.
My insignia collecting led me to my next important discovery;
the
Civil
when
I
Louisa
Air
sent
Patrol
some
Morse,
of
National
insignia
Historical
to
Delaware.
a
really
She
in
Committee.
amazing
turn
got
me
It
started
woman;
in
Colonel
contact
with
L t . C o l o n e l L e e R a g a n , o f Te x a s . T h r o u g h L e e , I m e t L t . C o l o n e l
Len
Blaskovich
of
New
Yo r k ,
and
later,
Lt.
Colonel
Allan
P o g o r z e l s k i , a l s o o f N e w Yo r k . T h e s e p e o p l e i n t u r n , i n t r o d u c e d
me
to
Colonel
National
pioneers
an
Lester
Historian.
of
the
appointment
Civil
to
Hopper
of
Through
Air
the
the
Patrol
Civil
Louisiana,
Civil Air
recommendations
Historical
Air
the
Patrol
Program,
National
of
I
Patrol
these
received
Historical
C o m m i t t e e . M y a s s i g n m e n t : To r e s e a r c h a n d w r i t e t h e h i s t o r y
of
the
Civil
Air
Patrol's
formative
years
and
the
wartime
a c t i v i t i e s o f t h e C A P i n a n d a r o u n d N e w J e r s e y.
I
began
to
search.
As
any
historian
will
tell
you,
researching annals that have long been ignored is a monumental
task.
It
is
a
jigsaw
information
that
a
takes
s t o r y.
It
and
great
sure
and
and
puzzle
must
be
of
detective
of
work
Gill
This
verifying
took
Robb
area
patience
that
me
in
Wilson,
had
the
fitted
work
man
been
fitting
pieces
several
the
barely
in
bits
and
pieces
together
to
find
them
of
to
the
tell
pieces,
factual.
My
of
facts;
painstakingly
careful
amounts
of
placed
together
directions.
with
whom
touched
together;
I
before.
are
looked
it
had
I
making
correct
for
all
sought
traces
started.
to
write
the history of the New Jersey Wing, another area of history
left unrecorded since World War II. Within that New Jersey
H i s t o r y,
I
wished
to
research
and
tell
the
story
of
Coastal
Patrol One. Within this topic was yet another subdivision;
the Haggin-Farr sub kill.
Using "Flying Minute Men," I made a list of names of people
to try to seek out. One by one, I began to locate surviving
veterans
of
Coastal
Patrol
One.
I
visited
Bader
Field
in
Atlantic City where the base had been. Colonel Hopper provided
me with documents and photographs from his archives which not
only
provided
priceless
information
for
my
work,
but
also
more
leads and clues. Before long, I added recorded oral history
interviews
with
several
of
the
Patrol's
members.
I
traced
them
d o w n i n N e w J e r s e y, N e w Yo r k , I n d i a n a , F l o r i d a , S o u t h D a k o t a ,
and
California!
One of the most exciting interviews was when I found Wynant
F a r r ' s d a u g h t e r V i r g i n i a , l i v i n g i n N e w Yo r k . To m y d i s m a y,
I found out that Major Farr had passed away in 1 974. Virginia
had
been
at
the
base,
but
not
during
the
sub
attack.
She
was
able to recount the story of the sinking as she remembered her
father
telling
it.
It
was
much
the
same
as
I
had
read
it
in
"Flying
been
loaned
that
nor
Minute
I
by
really
had
I
Men,"
and
Rudy
gained
found
"Sank
Chalow.
no
any
new
Same,"
I
copy
a
little
information
about
tangible
was
a
evidence
to
of
which
I
had
disappointed
the
in
sub
attack,
it.
Overall
support
however, I was very pleased with the information about the base
that
I
had
gained
as
well
as
a
few
photos
and
artifacts
that
she had provided.
From
a
the
chilling
prospective
thought.
of
What
a
if
true
the
historian,
attack
I
had
had
to
never
consider
occurred?
What if it never really happened and the whole thing was a hangar
story; a hoax? I didn't want to believe that. In my heart
I c o u l d n ' t b e l i e v e t h a t , b u t i t w a s s o m e t h i n g I h a d t o c o n s i d e r.
My next breakthrough came when I traced down Johnny Haggin's
half brother in Manhattan. He gave me Johnny's address in
Florida.
for
a
I
tapped
return
off
r e p l y.
a
letter
It
and
didn't
paced
come.
I
the
floor
wrote
waiting
again.
Still
n o r e p l y. I t r i e d S o u t h e r n B e l l i n f o r m a t i o n . T h e n u m b e r w a s
unlisted.
I
couldn't
help
but
think
that
my
fears
of
a
hoax
were true. He was ignoring me because he didn't want to talk
about it; didn't want anyone to know.
I t r i e d w r i t i n g o n c e a g a i n . T h r e e d a y s l a t e r, I g o t a p h o n e
call. It was Johnny's secretary She told me that Mr. Haggin
had been very ill and was unable to read or answer my letters.
To m y d e v a s t a t i o n , s h e i n f o r m e d m e t h a t J o h n n y h a d d i e d . S h e
did tell me that Haggin had never told his second wife or anyone
else
me
in
to
his
family
explain
about
it
to
his
her,
Civil
and
I
Air
did.
Patrol
I
days.
promised
She
to
asked
send
her
copies of the story of the sinking in "Flying Minute Men."
I p h o t o c o p i e d t h e e n t i r e b o o k , " S a n k S a m e " a n d s e n t i t t o h e r.
A
short
Haggin's
time
secretary
spellbound
when
death,
had
heroics.
later
she
Their
received
again.
she
been
son
I
read
She
told
what
I
thrilled
was
another
also
to
me
had
read
that
sent.
about
fascinated.
phone
She
Mrs.
In
the
her
call.
It
was
Haggin
was
wake
late
informed
of
his
husband's
me
that
in gratitude, they were sending me some of Johnny's papers.
in hopes that it would be of some value in my research.
I had ants in the pants for days. When the package arrived,
my heart raced. I opened it up and found some letters, and
some of Johnny's military records (he had flown PBY's for the
Army Air Force after the coastal patrol had ended). There was
something else in the bottom of the box, hidden under the
Styrofoam shipping peanuts. My racing heart jumped into my
throat
when
I
realized
what
it
was.
In
my
hands
I
was
holding
the pilot log books of one Captain John Ben Ali Hagginl
The log books, four in all, began with Haggin's earliest
instructional flights in August of 1932. As I read on, flights
logged in the Spring of 1942 were noted as CAP Patrol at Atlantic
C i t y, b e g i n n i n g w i t h 2 6 M a r c h , 1 9 4 2 . F i n a l l y, I c o u l d n ' t w a i t
a n y l o n g e r a n d I fl i p p e d a h e a d t o t h e d a t e i n q u e s t i o n , 11 J u l y,
1942. I was disappointed.
Unlike it was suggested by William B. Mellor in his book,
"Sank Same," there was in fact no notation of "Sighted sub sank
same."
There
was
no
notation
of
any
sort
to
indicate
that
anything special had taken place on that date. I did consider
that security would not permit such a notation. None of the
other patrol flights logged, indicated where or what any of
those flights consisted of, or what happened on them either.
All other flights logged that were not anti-sub, were detailed
as
to
where
and
what
and
with
whom
he
had
flown.
What the entry did confirm was two things. As suggested by
"Flying Minute Men" the sighting and subsequent chase of the
submarine pushed the pursuing aircraft nearly to the limits
of its fuel range. "Flying Minute Men" also states that the
chase
went
account
during
is
for
from
the
" 11 : 0 0
flight
A.M.
time
until
to
the
attack,
or
the
unknown
whether
the
Widgeon
off.
It
must
also
be
the
return
considered
3:30
P. M . "
sighting,
flight
was
that
fully
to
This
the
aircraft
time
Bader
fueled
does
spent
Field.
when
was
not
it
It
took
lugging
a
pair of three hundred and twenty five pound aerial depth charges
the
whole
time
too.
lOS
eOOK
NO.
PERIOD.
DEPARTMENT OP COMMERCE REGULATIONS
COVERING PILOTS LOG BOOKS
lAHONAUTICi lUlLElm NO. I|
S . C . U f i l o l i - C « r t i r. . < l l . « t o o t i . p i t M i t e d , . P S . 0
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UCENSE nt I7mi^
"CENSE
NO
.CtASS
m
I,J
ISSUED
remarks or inspector s signature
CERTIPICATION NUMBER AND RATING
i
M
According to Haggin's log book, a Patrol flight of six hours
and
ten
minutes
not
concrete
was
proof,
flown
the
on
11
time
J u l y,
logged
1942.
Although
would
be
this
is
reasonably
consistent with "Flying Minute Men" and the other details that
I
had
considered.
The other important fact confirmed by the log books is of
great historical significance. The log book proves that on
I I J u l y, 1 9 4 2 , J o h n n y H a g g i n w a s i n d e e d fl y i n g a G r u m m a n W i d g e o n ,
tail
number
NC28674.
What did I have up to this point? A daughter's memories
o f h e r f a t h e r t e l l i n g h i s h e r o i c s t o r y. A c c o u n t s i n b o o k s t h a t
had been written nearly fifty years ago. Log books of the pilot
which provided information that was consistent with book
descriptions of the duration of the flight and the right type
of
aircraft
location
being
of
the
flown
initial
on
the
right
sighting,
d a y.
twenty
I
four
had
a
miles
vague
off
the
c o a s t o f A b s e c o n , N e w J e r s e y, a n d a n e v e n s k e t c h i e r d e s c r i p t i o n
of
the
chase.
Finding the submarine itself would be the best proof I could
possibly have. Even if I was rich and could afford to fund
such an expedition in an attempt to find it, where would we
look? According to "Flying Minute Men," the sub traveled,
"moving along in a straight line, parallel to shore." Was it
north or south? Was it exactly parallel, or was it drifting
gradually further east out to sea, or west, closet to shore?
At twenty four miles out, it is doubtful that Haggin and Farr
could
even
see
the
shoreline
to
reference
from.
Although
this
gave some possible indication, the area of probability was still
t r e m e n d o u s .
Ta k i n g f u r t h e r i n t o c o n s i d e r a t i o n t h e " F l y i n g M i n u t e M e n "
account that the sub was "loafing along at only about two knots
per hour" would help narrow down the probability zone, but
without
direction
find
no
a
more
of
precise
travel,
submarine.
an
starting
expedition
point
could
and
dive
a
more
for
definite
years
and
There is also nothing to indicate that the sub maintained
s p e e d o r d i r e c t i o n f o r t h a t m a t t e r. Wa s t h e C a p t a i n a w a r e t h a t
he had been sighted? Was he aware that Haggin and Farr
stubbornly continued the pursuit for hours? Was any evasive
action taken by the U-Boat? If the latter had occurred, then
innumerable changes in course, speed, and even depth might have
taken place during the chase. With these considerations, the
zone of probability would have to encompass almost the entire
offshore area of the New Jersey coastline.
I
consulted
with
some
area
divers
and
dive
shop
owners.
Based on the sketchy information that I had, I asked about the
likelihood of the submarine being found. They laughed. It
was
not
far
from
the
answer
that
I
expected,
but
not
being
a
d i v i n g e x p e r t I n e e d e d t o s a t i s f y m y o w n c u r i o s i t y.
By this time, I had to turn my attention to other things.
It was nearing the Civil Air Patrol's fiftieth anniversary and
I had to begin to support that. As a historian, I was being
counted
on
for
a
number
of
projects.
With
these
commitments
looming, I was going to have to put my research on hold for
a while. Then something unbelievable and amazing happened.
CHAPTER 3
1991
THE
DISCOVERY
I t w a s S e p t e m b e r 2 , 1 9 9 1 w h e n t h e c h a r t e r d i v e b o a t S e e k e r,
cast off its moorings at Brielle, New Jersey and headed through
the Manasquan Inlet and out to sea. Captained by Bill Nagle,
^
the
Seeker
one
carried
of
three
a
group
of
"undiscovered
divers
wrecks"
that
day
which
had
to
investigate
previously
been
located. Although Nagle knew something was down there, it would
be up to the divers to find out what it was.
Among the divers that day was Captain John B. Chatterton.
^ C h a t t e r t o n w a s a c o m m e r c i a l d i v e r, a s c u b a i n s t r u c t o r, a n d a n
experienced deep water diver. He dove on wrecks around the
world, including famous ones like the Andrea Doria.
After a five hour trip, the Seeker located the unidentified
lump on the ocean floor at a point about sixty five miles east
o f P t . P l e a s a n t , N e w J e r s e y. A g r a p p l i n g h o o k w a s d r o p p e d a n d
M
a
l
line
to
the
wreck
anchored
the
Seeker
above.
The
water
was
discovered to be deeper than anticipated, about two hundred
and seventy feet. For most sport divers, one hundred feet is
usually
about
the
limit.
Since
Chatterton
was
the
most
e x p e r i e n c e d d i v e r, i t w a s d e c i d e d t h a t h e w o u l d g o fi r s t .
Donning his gear Chatterton went over the side and followed
the
M
line
Visibility
of
down.
was
the
When
only
hull
and
ten
he
reached
to
followed
fifteen
its
the
wreck,
feet.
curve.
At
He
first
it
was
very
dark.
found
the
edge
he
was
confused.
The top of the hull curved inward to meet the deck area. If
it
were
a
ship,
there
would
be
a
gunwale
protruding
above
the
main deck. He began to think it was a barge.
He
^
one
quickly
changed
Unlike that which
was designed for
would
great
his
mind
when
he
next
found
be found on a ship or a
pressure. Continuing to
19
a
hatch.
barge,
survey
this
the
mysterious
Then
it
hulk,
hit
excitedly
The
his
him.
light
"Holy
shone
on
Smokes
I
a
high
This
pressure
is
a
cylinder.
submarine,"
he
realized.
accent
Chatterton
from
could
such
barely
a
deep
contain
depth
his
took
a
excitement
long
as
he
time.
slowly
decompressed. When he finally reached the surface and alerted
the other divers that the wreck was a sub, there was pandemonium
as the Seeker' s entire complement raced to suit up and see the
sub
for
themselves.
In
all
of
their
excitement,
nobody
recovered
anything from the wreck that would help identify it.
It was decided that the discovery would remain their secret
for
the
time
being.
Nagle
and
Chatterton
feared
that
other
boats and divers would descend on the wreck. The others might
bring up the artifacts that could identify the vessel and then
t h e y w o u l d g e t t h e c r e d i t f o r l e a r n i n g t h e w r e c k ' s i d e n t i t y.
The
second
trip
out
to
the
wreck
by
the
Seeker
also
failed
to recover any revealing artifacts. Worse, one diver was killed,
when for unknown reasons, he lost consciousness and was swept
away
by
currents.
Other
divers
in
the
party
tried
to
reach
him, but to no avail. His body was recovered by a fishing vessel
several
months
objects
to
its
from
origin
later.
the
or
sub,
even
Diver
but
John
none
of
Yurga
the
brought
items
held
up
any
several
clues
as
age.
In the meantime, John Chatterton attempted to discover the
mystery
sub's
indicated
site.
of
no
submarine
There
the
identity
was
early
an
part
of
through
wrecks
early
research.
within
theory
American
U.S.
hundreds
that
of
perhaps
involvement
in
Navy
records
miles
in
of
the
World
the
frenzy
War
II,
perhaps a sub had been sunk without the attacker's knowledge.
In
those
days,
available,
resembled
often
a
what
few
depth
Navy
and
charged
submarine. After
the
Coast
anything
war
was
Guard
that
over,
vessels
even
more
were
slightly
than
one
Civil Air Patrol crew for example had admitted to bombing whales
mistaken
for
U-Boats.
The third dive proved more fruitful. Divers Chatterton,
Steve Gato, and Dan Crowell each brought up relics that proved
the sub's origin and age. Among those items recovered was a
gun
on
sight,
the
and
backs
several
of
the
dishes
bowls
and
and
bowls.
dishes
Dates
ranging
from
were
193
stamped
6
to
1942.
In addition, the later dated ones also displayed the Nazi eagle
and swastika. A swastika also ornamented the gun sight. There
was
no
doubt
burning
now;
question
unexplainable;
it
was
now
how
did
a
World
which
was;
it
War
U-Boat
get
II
German
was
U-Boat.
it?
Even
The
more
there?
On September 29, the U-Boat was photographed and video taped.
The photos and video were shown by Chatterton to Professor Henry
Keatts.
Keatts,
a
professor
at
Suffolk
Community
College,
and
co-author of the book, "Dive into History; U-Boats," was also
at a loss to explain it. From the tapes, he was able to provide
one
important
piece
of
information.
The
U-Boat
was
a
Type
IX
long range model.
With
or
no
German
and
further
sources,
announce
the
wreck
on
October
were
made
it
was
U-Boat's
not
was
revealed,
18th,
it
with
caused
calls
information
and
coming
decided
the
deluged
offering
information
to
from
call
d i s c o v e r y.
but
a
from
when
The
the
sensation.
sailors
press
all
but
location
hit
Nagle
the
and
of
of
papers
Chatterton
kinds
none
American
conference
exact
story
and
explanations,
a
either
of
people
them
really
sense.
When the sub story hit the papers, I didn't see it. I had
committed to doing a huge uniform and insignia display for the
Northeast Region Conference. I had no time to read newspapers
or
even
watch
the
news
on
television.
I
was
totally
unaware
o f t h e U - B o a t * s d i s c o v e r y. O n t h e t w e n t y s e c o n d o f O c t o b e r,
I
got
a
phone
Region.
might
he
The
be
talked
call
thought
from
had
LT C
Dave
occurred
the
one
that
the
to
told
him
that
Civil
I
was
Polinger
to
Air
him
that
Patrol
the
of
the
had
expert
the
on
Northeast
mystery
sunk.
sub
Everyone
operations
out
of Atlantic City; thus he called me.
He
asked
me
if
I
had
heard
about
the
sunken
U-Boat
found
0
D
• i
r t
r r
&»
r t
f t
(D
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^3
O
D
p -
cu
0)
73
rt-
n
(D
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D
H i
0
ro
C
O
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l i
o
O
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H -
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r t
td
0
I
G
|-|
I-?
p i
l i
I 3
? 5
I n t h i s m a p , t h e p o s i t o n o f t h e w r e c k o f t h e G e r m a n Ty p e
IX U-Boat is shown. Discovered by Captians Bill Nagle and John
C h a t t e r t o n o n S e p t e m b e r 2 , 1 9 9 1 , o f t h e d i v e b o a t S e e k e r, t h e
wreck lies about sixty five miles southeast of Pt. Pleasant,
at a depth of about two hundred and seventy feet.
2 4
off
the
New
"What
Jersey
coast.
U-Boat?"
I
choked
out
as
I
tried
to
breath
again,
the impact of the question hitting me with full force. Dave
explained it to me. I heard his words, but I was struggling
to believe what I was hearing. Was this really happening?
Was it really possible after all of these years?
Then he asked me if I thought that this U-Boat could be
the one sunk by the Civil Air Patrol back during World War II.
I thought about it. So far, no one else could explain it.
The location, although I still didn't know exactly where it
was, was reasonably within my zone of probability I told him
yes, that it was possible, and that I was ready to put forth
in theory that this was the Haggin-Farr sub kill.
"Great! I was hoping that you would say that," Dave
responded. "If you can stay near the phone, I'm going to have
someone call you." Dave was a CAP Public Affairs advisor for
the region. He was a Senior Vice President at WPIX television
i n N e w Yo r k C i t y, a n d h e k n e w t h e r o p e s . H e s a w a g o l d e n
o p p o r t u n i t y f o r s o m e C i v i l A i r P a t r o l p u b l i c i t y. H e w o u l d g e t
it started, then it would be up to me.
F o r t u n a t e l y, I h a d b e e n a W i n g p u b l i c a f f a i r s o f fi c e r a n d
a q u a l i fi e d m i s s i o n PA O . I h a d d e a l t w i t h n e w s p a p e r s , r a d i o
stations, and television news people before. I knew what to
expect. I was ready for them, or at least I thought that I
w a s .
T h e p h o n e r a n g . I t w a s M e l J u f f e o f t h e N e w Yo r k P o s t .
I was surprised, but excited. The Post was one of the largest
n e w s p a p e r s i n t h e w o r l d ' s l a r g e s t c i t y. P o l i n g e r d i d n ' t f o o l
around. I went through the whole coastal patrol thing with
him, along with the story of Haggin and Farr's attack and
sinking. I gave him my reasons why I thought it was the same
sub.
Juffe
said
he'd
call
me
back.
Juffe called Bill Nagle, the Seeker' s Captain. When he first
t o l d h i m a b o u t m y s t o r y, N a g l e t h o u g h t t h a t t h i s w a s t h e fi r s t
explanation that made any sense to him. Juffe also contacted
professor Keatts. Keatts immediately supported my theory by
s a y i n g , " T h i s i s t h e m o s t r e a s o n a b l e a c c o u n t I ' v e h e a r d s o f a r.
It could easily be the same U-Boat." He also stated that, "The
action
took
place
in
the
right
area,
making
it
the
best
explanation to date." Further support came when he referred
to the "Flying Minutemen" account of the attack. Keatts said
that the CAP's description was, "Consistent with damage done
to
the
U-Boat."
The story made page five of the Wednesday Post, on October
twenty third. For the Post, page five is outstanding placement.
I was ecstatic. By this time, I had gotten the chance to call
Colonel Les Hopper, and let him in on it. He too was excited
and very pleased. I had no idea what I had gotten myself into.
I
was
unaware
that
after
the
story
appeared
in
the
Post,
it
w a s p i c k e d u p b y t h e A s s o c i a t e d P r e s s ( A P ) . N o w, " o n t h e w i r e , "
my theory about the submarine's sinking by the Civil Air Patrol
went
nation
wide!
My phone started ringing off the hook. The Philadelphia
Inquirer called. Then more papers called. I don't know how
t h e y f o u n d m e , I n e v e r g a v e a n y o n e t h e n u m b e r, b u t I s t a r t e d
g e t t i n g c a l l s a t w o r k t h e n e x t d a y. T h e y c a l l e d L e s H o p p e r
too. I patiently gave each reporter the information that they
wanted. I almost got in trouble at work for all the phone calls.
I
tried
to
explain,
but
my
boss
wouldn't
believe
me
until
fi n a l l y, I w e n t o u t t o t h e c a r a n d g o t a c o p y o f t h e P o s t a r t i c l e
with my name in it. That got me off the hook.
The
next
day
I
got
to
meet
with
Bill
Nagle
and
John
Chatterton. They showed me the plates and bowls with the Nazi
insignia on them. I couldn't believe what I was holding in
my hand. They showed me video tapes of the wreck. I was seeing
what
could
be
my
long
sought
after
submarine!
I
showed
them
t h e H a g g i n l o g b o o k , p i c t u r e s o f H a g g i n a n d F a r r, a n d a s m a l l
reprint of the painting of the Widgeon that the attack had been
made from. The painting had been done years earlier by aviation
artist, Keith Ferris. Everyone was very excited. Of course
tm
-
^
W E D N E S D A Y.
OCTOBER
23.
19V1
txpert says cmhan plane sank U-boat
By y
B MEl JUFFEE
M
l
J U lost F E 100 miles •of the site. " » off the Florida coast, e v e r i '
F within ' " «
«>
. ^ c r e n were never
The Civil Air Patrol yesterday account la the2 mostsoreasonable acknowledged by tho Navybehe Civil Air Patrol yesterday "This I've r heard
•oJnn^i
reaaonable acknowledged by the Navy be
far." said
claimed e d I t solution totthee
I m It han the h « « h
man U-boat recently found on
tory: U-boats."
M
w t h Harbor. 1 0 0
miles of New iYorki n
same U-boat," he said.
i
,
,
cause c a c e t ^ to v e
s o l u t i o n ? ^ h e " a r e l u of t Ita nreluctance g l give
Keatts. co author of "Dive In His
mystery of the unidentified Ger
Weidenfeld said the CAP Im
mediately claimed credit for the
submarine kill in 1M2 and waa
congratulated for It by Washing
ton a few days later.
The CAP — a force «>f civilian
twln-en^ne amphibian
airplane carrying a pair of depth
charges under Its wings sank a
Natl submarine In that area In
®
credit to civilians. Weidenfeld
"It could very easily be the
hlsto-
rlan MaJ Gregory Weldenfeld.
Weidenfeld said he believes
that sub Is the U-boat whose dis
volunteers flying private planes
— was organized In 1941 by New
York Mayor Plorello La Guardia
covery by divera waa announced
last week.
to help defend coastal shipping.
support by submarine expert
flying over water, the CAP apot-
His claim was promptly given
l h lU-boat discoveryb b e d
d u a "mys
the " 7 i
tery because naval records do
not record any Na*l sub being
In 24 million miles of wartime
ted 173 subs, dropped explosives
said.
Keats agreed that the Navy
"wouldn't have wanted to ac
knowledge civilians."
On July 11. 1942. a CAP plane
spotted a sub 40 miles off the
coast of Absecon. Just north of
Atlantic City, said Weidenfeld.
He gave this account;
The plane reported Its And by
radio to Its patrol base In Atlan
tic City nnd turned back because
it was low on fuel.
The base commander, MaJ.
Wynant Farr, summoned Capt
uncle o n
on 57— -sankvtwo.uaccording to u i i Johnny aHaggin, whose Widgeon,,
and - w . - v w . i i i u l o u donated a o r u m m a n W i d g e had
aicu
Grumman
claims It has made for th»» n«!it which hart » nair of pontoons and
Bu h t o k. I c d ^"A E P I D IYH W
^ U e w s nu I "- D L HA AL E S
li l
A clue offerGd
U-boat likel/fell victim to plane NqZB
nprniAn
eiihmar nA
fcAM
A German submarine ifrom World
%War II found in the Atlantic Ocean off
Point Pleasant may have been sunk by
charge from a civilian aircraft
*. Id July 1942, a professor said yesterday
.
itr
u
»>.
..
.
Divers pulled up two bowls and
tliree dishes, each with a 1942 stamp, a
Nazi eagle and swastika. They also
found a ^unsight with a swastika on it
Civil Air Patrol historian Maj.
Henry Keatts, professor of biology Gregory Weidenfeld said an Atlantic
',and oceanography at Suffolk Commu. City civil air base sent out a Grumman
Muty College in Long Island City N.Y Widgeon after a sub was spotted about
, .,
%said the theory advanced by a Civil Air
f? ?J*if City on July
^'Patrol historian appears plausible.
,' "I know of no other possibility,"
' 'peatls said. "It's roughly in the location I wed t e sub f r si hours and dropped
lo Jfu In othe plane folh
x
. that this U-boat was found."
oi slick
' 'fJ 5" ® ^'iving team found a depth charge that caused an dlsaid
to rise to the surface, Weidenfel
SW Nazi sub about 65 miles east of They dropped a second charge into thf
%Point Pleasant at a depth of 230 feet.
center of the slick.
Historians say sub was sunk
by a Civil Air Patrol plane
by Scott Flander
It had to be the one."
Both Weidenfeld and Col. Lester
£ Hopwr, the Civil Air Patrol's na
IJaity Neiva Staff Writer
Civil Air Patrol pomooa plane tional historian, said the U-boat was
armed with a pair of depth charges found in about the same area where
the sub was sunk.
hum^ and sank a Nazi sub off the
The Civil Air Patrol Is a civilian
New Jersey coast
Although It was one of the greats
^k!*?w fofcl the
awlliary of the U.& Air Force. Its
Dest-known function Is aiding in
search-and-rescue missions. Accord-
u-^t has never been found.
Or has it?
Is®pamphlet, during
TVo Civil Air Patrol historians
recently off the Jersey coast was the
An account of the sub kill off the
Included In the 1945
And both a U-boat expert and the
charter boat caotain who fnnnd iho book nylng Minute Men." a hls.W- ru.u^
■■
The Trentonian
i i e r v i - w sI
e
prud's account was .
i t e r v i e w ts
wi h
with
t th e
h
Thursday October 24, 1991 ynant Mirr Hopper
,
,
WWII U-boat found off Jersey coast
I July 1
1,1942. Hag-
may have been sunk by civilian plane
;hey saw "globs of
Acc/vlafoH
DrAce
POINT PLEASANT BEACH — A German
submarine from World War II found off the state's
also found a gunsight with a swastika on it.
d a v,
Hemy Keatts, professor of biology and oceano-
p^hy at Suffolk Community College in Long Island.
N.Y,, said the theoiy advanced by a Civil Air Patrol
historian appears plausible.
man Widgeon after a sub was spotted about 40 i^es
east of Atlantic City on July 11,1942.
hours and then dropped a depth charge that caused an
rou^v in the location that this U-boat was found."
On Labor Day, a diving team found the U-boat
about 65 miles east of Point Pleasant at a depth of ^0
feet.
!o patrol the coast.
■cen surface." and
■und a submarine,
!)ook. Because the
Divers pulled up two bowls and three dishes, each Iscopedepih, they
scape If the first
with a 1942 stamp, a Nazi eagle and swastika. They
coast may have been sunken by a depth charge from
a civilian aircraft in July 1942, a professor saidyester-
*I know or no other possibility," Keatts said. "It's
a Grumman Widly-supplled depth
from Rader Field
Civil air patrol historian Mcy. Gregory Weidenfeld
said an Atlantic City civil air base sent out a Grum
The two pilots in the plane followed the sub for six
oil slick to rise to the surface, Weidenfeld said. They
dropped a s^nd chai]|e into the center of the slick.
Keatts said the find is historically important. ■
**11 will add to World War II naval history," Keatts
said. "It's significant in that it has added i^ormation
we
didn't
have
before."
.
led.
for It to surface,
tore than three
ts oily wake.
• was getting low
rfaced. The Wld*
its charges, and
geyser of oil and
ie sub found off
tains. Although
l»en brought lo
ling dishes with
- Nagle, whose
b, stilt doesn't
there
were
more
reporters
there.
Later we went to see the Seeker. On board, Chatterton showed
me a yellow raincoat which had been taken from a canister located
on
it
the
had
sub's
been
deck.
under
It
wasn't
water
for
in
forty
bad
nine
shape
considering
that
years.
A few days later things had settled down a bit, or at least
I thought they did, as I packed up my exhibit and brought it
down to Cherry Hill, New Jersey for the Northeast Region's
fiftieth anniversary Region conference. I arrived to find out
that everyone was buzzing with excitement over the sub. How
could it have been timed more perfectly than to have this
discovery made in time for the fiftieth. I also became aware
of how widespread this whole thing had gotten when people from
all over my state, as well as some of the people from National
Headquarters and other states began congratulating me on the
stories they had read in their newspapers. "Heard your name
on television the other night." "Saw your story in the paper
y e s t e r d a y. " I t w a s a t t h e c o n f e r e n c e t h a t I f o u n d o u t t h a t
virtually every daily newspaper in the country had run the story;
at least a few paragraphs at the minimum. It also made
television
newscasts
in
most
major
cities
across
the
c o u n t r y.
It had been picked up with interest overseas as well.
Much to our amusement, it even made one of the supermarket
gossip tabloids when the Weekly World News claimed that a second
U-Boat
had
been
found
off
New
J e r s e y.
They
gave
this
story
the entire front page with the headline, "NAZI SUB CAPTURED
BY
U.S.
N AV Y
SHIP!
German
sailors
think
Hitler
is
alive—and
F r a n k l i n R o o s e v e l t i s p r e s i d e n t ! " N e e d l e s s t o s a y, t h e r e w a s
s o m e p r e t t y h e a r t y c h u c k l i n g w h e n t h a t s t o r y b r o k e i n N o v e m b e r,
about
I
a
month
was
still
later.
on
a
high
after
the
conference,
when
my
bubble
was partially burst. Two new claims to the sinking of the sub
had
been
made.
Both
claims
were
by
individuals
saying
that
they were involved in attacks on submarines in the same area
a s t h e S e e k e r. O n e w a s m a d e b y a w i d o w f r o m u p s t a t e N e w Yo r k ,
*^OT3
UT
:^o6
e z
SA0N
PT-IOM
uaAa
fi 1
iW AAn Tfl All
flimun SOS izm
• • J
\'4i^
iOOV S)I33M 33m
psiofins puo ^ZP6l »! BjnqmoHJfai tooq-/i ^MM
whose late husband had claimed that his Navy torpedo boat sank
a
U-Boat
in
in
Rhode
sub
from
those
Island,
his
US
waters
who
Navy
in
said
1943.
that
Another
he
was
dropped
made
depth
by
a
man
charges
on
a
blimp.
This was disturbing, but I hadn't proved my theory beyond
a
shadow
of
a
doubt,
so
how
could
I
deny
them
theirs?
It
was
up to me to do everything I could to establish the location
of the Haggin-Farr sub kill, while John Chatterton continued
to dive on the wreck and tried to identify precisely which U-Boat
was
out
there.
Chatterton, meanwhile, was having frustrations of his own.
Numerous
its
dives
i d e n t i t y.
on
The
the
U-Boat
conning
failed
tower
to
was
unlock
detached
the
secrets
from
the
of
hull
and lying on its side in the mud. There were no visible markings
on
it. A search
was
made
for
a
brass
plate
which
should
have
had the boat number engraved in it, and should have been mounted
on the periscope housing. It could not be found.
Some
former
German
sailors
with
whom
Chatterton
had
consulted, suggested looking for sets of tags which should have
been
on
the
contained
the
dogging
boat
hatch
number.
handles.
Several
One
sets
of
were
these
indeed
usually
located,
but in each set the critical tag was either absent or no longer
legible.
A knife with a wooden handle was brought up on one of the
dives. In the handle, some
initials were
carved. I passed
these on to Colonel Hopper, who in turn had his own connections
in Germany match them against rosters of crews who had sailed
o n Ty p e I X U - B o a t s . T h e i n i t i a l s d i d n ' t m a t c h a n y o n e .
C o l o n e l H o p p e r, a l o n g w i t h o t h e r s , p o u r e d o v e r r e c o r d s o f
U-Boat
IX
that
movements
was
and
reported
losses,
lost
in
and
tried
this
to
area.
account
There
for
were
a
type
some
possibilities, but nothing that fit like a glove. With the
winter weather of 1991 approaching, and the diving season closed,
John
Chatterton
headed
off
to
Germany
in
search
of
answers.
I was off to search for answers too, but my efforts would remain
here
in
New
Before
J e r s e y.
John
left,
I
told
him
that
I
was
going
to
try
to
pin down the exact location of the CAP's attack. It would help,
if
I
had
the
precise
coordinates
of
where
the
wreck
lied.
John
gave them to me. He was no longer worried about other divers.
I
thanked
him
and
wished
him
luck
on
his
trip.
Before
we
said
g o o d - b y e , J o h n t o l d m e s o m e t h i n g e l s e . H e h a d a t h e o r y.
First
we
discussed
the
other
two
As
claims
far
as
his
research had shown, no Navy torpedo boat had been credited with
a submarine sinking anywhere near the wreck. He had also spoken
to
the
airship
historian
at
Lakehurst
Naval
Air
Station.
According to him, it was very unlikely that the sub had been
sunk by a blimp. Like the torpedo boat, one had never been
credited
Neither
as
of
such
the
in
the
other
area
claims
where
could
be
the
wreck
completely
was
located.
discredited
at this point. Chatterton and I both felt that neither were
very
likely
either.
T h e n J o h n e x p l a i n e d h i s t h e o r y. W h a t i f i t w a s a U - B o a t
that was thought to have been sunk elsewhere, but had survived?
What if a boat had been attacked, hit, maybe even damaged; but
not sunk? It was an old ploy that the Germans had used, the
Japanese had used, and even the U.S. Navy had used. A submerged
boat under attack and desperate to get away would fake a sinking.
They would put some old clothes, pieces of cork overhead
insulation, and some used oil into the torpedo tube. This would
all be fired out of the tube by the torpedo crew who would
be sure to intentionally let plenty of air out to bubble up
to
the
surface.
The
attackers
would
see
bubbles,
oil,
and
"wreckage" float up to the surface, creating the illusion of
a
sunken
sub.
Letting
the
boat
rest
on
the
sea
bottom
with
all systems shut down, thus producing no sound, completed the
deception.
Now John applied this to "our" U-Boat. On 30 June, 1942,
the U-158 was attacked and supposedly sunk off Bermuda by US
planes. The wreck was never recovered. What if she was only
damaged,
pretended
to
be
sunk,
and
got
a w a y.
Being
cynically
persistent as many U-Boat captains were, she headed north again
in an attempt to use up her remaining torpedoes on targets prior
t o h e a d i n g h o m e t o G e r m a n y. I t w a s a s h a m e f u l d e e d i n H i t l e r ' s
Navy for a boat to return to port without having used up all
of
her
"fish."
Before
she
could
use
them
all
in
attacks
on
s h i p s , H a g g i n a n d F a r r c a u g h t h e r, a n d t h e i r a t t a c k w a s e n o u g h
to
finish
the
job.
T h i s w a s i n d e e d a n i n t e r e s t i n g t h e o r y. I f t h i s w a s i n f a c t
the
U-158,
the
time
frame
was
reasonable
for
her
to
still
be
o n t h e E a s t C o a s t o n J u l y 11 t h a f t e r b e i n g a t t a c k e d o f f B e r m u d a
on
June
30th.
The
wreck
does
contain
several
unused
torpedoes
clearly visible lying on the floor of the forward torpedo room.
F i n a l l y, t h e U - 1 5 8 , l i k e o u r m y s t e r y s u b m a r i n e , w a s i n f a c t
a Type IX. Were the pieces starting to fit, or was this just
a convenient coincidence? Also, I wanted to try to establish
from the Civil Air Patrol's point of view, where the attack
by Haggin and Farr had taken place.
The first thing that I had to do was plot the coordinates
that Chatterton had given me and look at where the sub actually
lay in relation to the original reported starting position of
t w e n t y f o u r m i l e s o f f A b s e c o n , N e w J e r s e y. T h i s w o u l d a t l e a s t
establish
the
starting
and
finishing
points
of
the
chase.
Using
an aeronautical sectional chart, I first marked off the position
of twenty four miles east of Absecon. Then I plotted the sub's
position at 39®-35' North, by 73®-03' West. These coordinates
indeed placed the wreck at a position of about sixty five miles
e a s t , o r a c t u a l l y s o u t h e a s t o f P t . P l e a s a n t N e w J e r s e y. I t
is actually due east of Tuckerton. This answered as well as
raised
The
some
interesting
distance
of
questions.
seventy
statuate
miles
between
the
1942
sighting point and the discovered wreck's position was well
within the Widgeon's range. According to information which
had been supplied to me by Grumman Corporation, the Widgeon
had a fuel capacity of one hundred and eight gallons, with a
thirty gallon reserve. This would place the chase within range
of the aircraft. When Haggin and Farr were running low on fuel,
they were probably switching to that thirty gallon reserve tank.
* * * S t i l l u n k n o w n h o w e v e r, i s w h e t h e r o r n o t t h e W i d g e o n w a s f u l l y
fueled
when
it
took
off.
A question raised here was if the distance between the two
points was within range of a submerged Type IX U-Boat to have
hBi traveled within the given time. I would have to spend some
time researching the capabilities of U-Boats to answer that
laH
question. I had little doubt about the Widgeon's range, but
I felt uncomfortable with the U-Boat's.
CHAPTER
4
1992
LOOKING
I
was
becoming
information
I
had
in
FOR
PROOF
frustrated
specific
at
detail
the
lack
about
the
of
available
whole
incident.
There were too many items that were vague descriptions. I didn't
think I could pin it down without any "real" information. Most
of
the
old
records
from
the
Civil
Air
Patrol
National
H e a d q u a r t e r s w e r e l o n g g o n e . S o m e h a d b e e n t h r o w n a w a y, a n d
some
had
been
lost
in
a
fire.
The
true
instinct
of
a
historian
told me not to give up hope. Enthusiasm and stubborn persistence
h a d p a i d o ff a n d b r o u g h t m e t h i s f a r. I t w a s t i m e t o l o o k a g a i n
where I had already looked before, to see what I might have
m i s s e d .
Once again I dumped a days worth of change into the parking
m e t e r a t t h e O c e a n C o u n t y L i b r a r y. T h a n k s t o a n a d v a n c e d c o p y
o f , " C i v i l A i r P a t r o l 1 9 4 1 - 1 9 9 1 A C h r o n o l o g i c a l B i b l i o g r a p h y. "
I
had
found
loads
of
information
that
was
useful
in
many
of
m y o t h e r C i v i l A i r P a t r o l r e s e a r c h p r o j e c t s . T h e b i b l i o g r a p h y,
which was eventually published by the National Historical
Committee as Historical Monograph number eight, had been written
by fellow historian, Lt. Colonel Donald Borton of the Maryland
Wing.
I had met Borton years earlier at a National Board meeting
in Washington, D.C. Knowing its value in my work, Don had
provided
me
much
CAP
in
information
hadn't
created
well
with
a
used
a
bright
and
preproduction
history
that
blazed
a
itself,
other
path
but
historians
for
light
battered
to
his
c o p y.
how
to
illuminate
copy
of
and
would
peers
his
His
work
where
need.
follow,
the
work
way
in
task of plowing through the microfilm again.
was
to
If
he
find
had
us.
I
at
so
the
Don's
for
hand,
not
work
least
With
began
a
the
After
hours
of
scouring
over
microfilms,
my
eyes
were
blurry
and I was seeing double. I needed a break. As my mind withdrew
from
my
1942
and
question
headed
off
the
floor
the
began
about
the
the
World
to
topic,
slowly
in
front
but
I
of
to
refocus
U-Boat's
War
the
II
1992,
underwater
section
shelves.
gradually
on
found
the
parked
were
focus
remembered
cruising
and
There
I
my
I
myself
on
books
many
of
speed.
on
interest
at
looking
at
the moment; the books on The Battle of the Atlantic.
I
the
leafed
index
through
at
the
a
back.
number
As
of
usual,
books,
I
found
always
no
listing
for
Civil
Air Patrol. With few exceptions, the authors of these books
were either totally unaware of the Civil Air Patrol's existence,
or
had
unwittingly
dismissed
its
contributions
to
the
war
as
insignificant and not worthy of mention. This point often brings
my blood to a boil and is one I hope to play a part in changing
through my work.
Te m p e r i n g m y p e r s o n a l a n g e r , I p i c k e d u p a b o o k c a l l e d
s i m p l y, " T h e B a t t l e o f t h e A t l a n t i c , S e p t e m b e r 1 9 3 9 - M a y 1 9 4 3 . "
To m y s u r p r i s e t h i s a u t h o r g a v e t r i b u t e t o b o t h t h e C i v i l A i r
Patrol
and
their
waterborne
counterpart,
the
Coast
Guard
A u x i l i a r y. A l t h o u g h t h i s d i d n ' t h e l p m e w i t h m y c u r r e n t p r o j e c t ,
it did provide me with some nice information and quotes for
my other work. It also settled me down enough to have the
patience to continue on. In the next book that I picked up,
I
struck
The
goldl
title
itself
EasternSeaFrontier
caught
January
my
to August,
attention;
1942."
The
"War
Diary
Eastern
Sea
Frontier, as I had learned, was the designation of military
operations in the Atlantic, along the American East Coast.
As I flipped open the book and began to read, I realized that
what I had was a general log of all reported incidents along
the east coast. This all took place during the height of CAP's
coastal patrol operations. The entries, as I read on, included:
sub sightings, survivor sightings, reports of torpedo attacks
and sinkings, and the positions of mines sighted. It didn't
take
long
for
me
to
flip
to
the
magic
d a y.
There
it
was,
on
J u l y 11 , 1 9 4 2 .
"13 07: CAP reported sighting submerged sub in (position).
Course 280®. This position is three miles west of the
wreck of the San Jose (US cargo) sunk in collision 17 Jan.
Blimp K-7 reported CG-464 dropped 5 DCs on (position) 6
miles
further
north.
Cape
May
reported
CG21
and
341
went
t o s c e n e f r o m A t l a n t i c C i t y, t o b e r e l i e v e d b y C G - 2 2 6 a n d
21 dropped all their DCs. Position reported at - . YP-341
dropped DCs in this position, bringing up wood and oil.
At 1730 2 planes dropped 2 DCs in (position). K-7
dropped 4 in (position) followed by four more from planes.
YP-341 reported to Atlantic City base with oil samples.
PC-507
and
CG-464
at
scene
at
2125
having
returned
with
more DCs."^
Now
I
was
getting
somewhereI
Although
action
taken
specifically by the CAP plane was not mentioned, this information
confirmed for me at last that an engagement between a German
U - B o a t a n d a C A P p l a n e h a d i n d e e d t a k e n p l a c e o n 11 J u l y, 1 9 4 2 .
I t w a s n o y a r n , n o h a n g a r s t o r y. I t h a d h a p p e n e d . I h a d J o h n n y
Haggin's pilot log books and the matching entry in the Eastern
Sea Frontier Diary to confirm it for me. In order to confirm
the sinking however, I needed more specific information. I
needed
the
Although
coordinates
copyrighted
information
that
the
that
in
U.S.
had
been
edited
1987,
the
book
Navy
felt
was
out
the
book.
apparently
used
still
of
important
to
national security and therefore still classified.
If I could get the coordinates that had been deleted, I
could at last establish the true point of contact at which Haggin
and Farr had first sighted the sub and hopefully pinpoint where
they had sunk it. My hopes were that the final coordinates
would match up with the final resting place of the wreck
d i s c o v e r e d b y t h e S e e k e r.
I got the number to call and try to find the information
I
needed
in
the
US
Naval
Archives.
I
was
referred
to
someone
e l s e , w h o i n t u r n r e f e r r e d m e t o s o m e o n e e l s e . Ty p i c a l o f a
government operation, after several more calls, and several
more referrals, I finally got the address that I could write
to and request the information that was required. I quickly
fired
off
a
letter
and
waited.
While I waited, I called John Chatterton, whom I hadn't
heard from in a long time. I found out that all had not been
going well for him. His trip to Germany had not uncovered any
clues. Worse a recent diving expedition on the Andrea Doria
had
turned
disastrous.
John had traveled all over Germany in search of clues as
to the identity of the sunken U-Boat. There didn't seem to
b e a n y Ty p e I X U - B o a t s t h a t w e r e u n a c c o u n t e d f o r. M a n y p e o p l e ,
including the German government, were interested in finding
o u t t h e b o a t ' s i d e n t i t y, b u t w e r e o n l y w i l l i n g t o h e l p u p t o
a c e r t a i n p o i n t . E v e n t o d a y, f o r m a n y p e o p l e o f G e r m a n y, t h e
rise of Adolph Hitler and The Third Riech, is a painful and
difficult
subject.
An added complication was a request that no further dives
on
the
wreck
be
made.
It
was
felt
by
some,
that
the
sub
was
a war grave, and should remain undisturbed. Chatterton had
been very careful to avoid disturbing any of the human remains
that he had encountered. He purposely avoided allowing them
to appear in any of the photographs or video tapes that had
been
shot.
The
fact
that
there
were
human
remains,
disproved
one U-Boat historians gruff dismissal that this wreck was merely
one that had been scuttled by the U.S. Navy after the war.
I was beginning to feel that neither Chatterton nor myself
would ever seem to find enough information to prove the U-Boat *s
identity and if in fact it was the Haggin-Farr sub-kill. When
I finally received the information that I was waiting for from
the U.S. Naval Archives in Washington D.C., it confirmed a great
deal of things. It also raised many new questions as well.
The
reported
position
of
the
original
sighting
of
the
U-
B o a t w a s 3 9 ° - 0 7 ' N ; 7 4 ® - 1 3 ' W, w i t h a c o u r s e h e a d i n g o f 2 8 0 ® .
This position is about twenty four nautical miles southeast
o f f A b s e c o n , N e w J e r s e y, T h i s i s c o n s i s t e n t w i t h t h e " F l y i n g
Minute Men" account of the action. Although it doesn't specify
their position as southeast of Absecon, and that they were more
d u e e a s t o f S e a I s l e C i t y, t h e y w e r e p r o b a b l y u s i n g A b s e c o n
Lighthouse as a reference point since it would probably have
been more visible to them from that distance out than any other
object on the shoreline.
The course heading puts the sub traveling west towards the
shore, not parallel. Even if I looked up the magnetic variation
for 1942, as much as ten degrees in either direction would still
have the U-Boat moving towards the shoreline. Although this
would put the sub in position to hit targets along the coast,
would they risk this position in daylight? A convoy would be
escorted by CAP planes or surface vessels. A single ship,
running the coast unescorted, as they sometimes did, would be
a more desirable target for a sub with only a few more torpedoes.
Was this another piece that fit into Chatterton's U-158 theory?
A second position report places the sub at 39°-07'N; 74°1 3 ' W. T h e r e p o r t d e s c r i b e s t h i s s e c o n d p o s i t i o n a s " p o s i t i o n
later changed to." It is unclear weather this was a new position
reported by Haggin and Farr or a correction of their initial
report. The second set of coordinates places the sub seven
miles further north; closer, but still southeast of Absecon.
This also brings the distance between the sighting and the city
to only seventeen miles, increasing the likelihood that Absecon
light was being used as a reference point.
This segment of the Eastern Sea Frontier diary also describes
"globs
of
oil
appearing
at
distances
of
fifteen
feet
and
spreading." This certainly matches the "Flying Minute Men"
account
of
the
engagement.
The remaining descriptions of action taken by the U.S. Navy
and
Coast
Guard
somewhat
demonstrate
the
confusion
and
pandemonium
attack.
It
low
that
fuel
on
quick
should
as
departure
making
the
bubbling
The
took
be
is
place
noted
the
observations
to
the
first
the
ensuing
that
if
they
would
believed,
from
in
sight
that
Haggin
after
they
hours
and
probably
circling
a
after
Farr
were
have
few
the
as
made
times
a
and
reported
of
wood
and
oil
dropping
of
depth
charges
surface.
action
described
is
the
by Coast Guard Cutter #464 at the coordinates of 39°-21'-5"N;
74°-13'W,
one
the
half
as
reported
miles
coordinates
by
Blimp
K-7.
further
north.
It
is
of
wreck
of
the
the
This
also
S.S.
position
six
and
that
these
are
Almirante,
which
was
noted
is
sunk in «a collision in 1918. In Gary Gentile's book, "Shipwrecks
of
New
J e r s e y, "
wreck
being
in
depth
the
the
spotted
charging
action
and
by
is
described
reported
CGC
as
a
as
the
possible
shape
sub,
of
the
resulting
464.
A Coast Guard Cutter drops depth charges on a position
off Atlantic City in the hours after Haggin and Farr's UBoat
encounter.
3 9
while
this
incident
seems
to
merely
prove
that
the
Navy
was chasing shadows in all of the confusion, it brings to light
a point that may explain some of the Navy's reluctance to credit
the
Civil
Air
Patrol
aircraft
with
a
kill.
Like
the
Blimp
K-
7 incorrectly identifying the Almirante as a submarine, the
second reported position coordinates of the CAP's sub sighting
are noted as being three miles west of the wreck of the S.S.
San Jose. The San Jose had sunk almost exactly six months prior
on January 17 as a result of a collision with the S.S. Santa
E l i s a .
Although the San Jose was a coal fueled, freighter-passenger
vessel, it is possible that items such as oil stored in barrels,
may have still been oozing from her hull. Navy officials may
have deduced that Haggin and Farr mistook the San Jose for a
sub and depth charged the wreck, resulting in the debris that
was seen rising to the surface. This could arguably be a valid
possible account except for one question. Why would Haggin
and Farr spend four hours chasing a wreck that wasn't going
anywhere?
Additional Coast Guard Cutters arrived on scene and dropped
depth charges as well. Three vessels dropped depth charges
a t 3 9 ° - 2 0 ' N ; 7 4 ° - 11 ' W. T h i s r e s u l t e d i n w o o d a n d o i l b e i n g
brought to the surface at a position one mile southeast of
the Almirante wreck. The attacks were still continuing at five
thirty that afternoon when two OS2U3 planes dropped depth charges
at yet another position, this one being about a mile south of
the Coast Guard depth charging. At six in the evening, two
planes dropped more depth charges under the direction of the
Blimp K-7 at a sight even further south, but much closer to
th e l a tte r C AP re p o rte d p o si ti o n . Ve sse l s re tu rn e d to Atl a n ti c
City with oil samples, but the results of this analysis are
unknown.
The
Eastern
Sea
Frontier
Diary
confirmed
some
of
t h e d e t a i l s o f t h e d e s c r i b e d C A P e n c o u n t e r. I t f u r t h e r d e t a i l e d
the action of the day taken by the U.S. Navy and Coast Guard
^ MAP OF ACTION TAKEN ON 11 JULY, 1942
"
Position
by
ii
A
C A P.
indicates
The
arrow
original
indicates
the
Position B indicates second CAP
as "position later changed to.
sighted
position
direction
of
reported
reported
travel.
position
described
^ Position C indicates position of CG # 464 when depth charges
were
••
by
dropped.
Position D indicates location of additional depth charging
three
Coast
Position
it
Guard
E
vessals.
indicates
position
of
charges
dropped
by
aircraft.
Position F is the final point of depth charging,
the blimp K-7, and aircraft directed by K-7.
from
both
O O '3 K" K*45* tif' 7S*lS ifti Ifn' wV M'lt' Tf««' 13'ii'
■
5'
as
a
not
result
of
provide
the
the
Haggin-Farr
concrete
attack.
proof
that
I
Unfortunately
had
been
it
hoping
did
for.
Instead, it provided a problem with connecting the Haggin-Farr
sub kill with the wreck discovered by the Seeker.
Despite
of
July
1
1
the
,
depth
1942,
charging
all
took
of
multiple
within
place
sights,
zone
a
the
action
about
fifteen
miles long by about two or three miles wide. The problem being
in
that
miles
this
the
wreck
slightly
U-Boat
is
discovered
north,
in
but
fact
by
the
very
one
the
far
sunk
Seeker,
east
by
lies
from
sixty
this
Haggin
and
four
zone.
If
Farr,
how
Haggin-Farr
sub
could it have possibly wound up so far away?
If
it
is
assumed
that
this
is
indeed
the
kill, then one possible explanation is that they did not sink
it when they depth charged it. Severely wounded, the stricken
U-Boat attempted to reach deep water to hide themselves from
further
attacking
aircraft.
Unable
to
repair
damage
that
was
more serious than originally thought, the sub sank.
The
there
in
problem
would
which
with
most
case
this
likely
there
theory
have
should
is
been
have
that
an
if
this
attempt
been
was
to
the
case,
abandon
survivors.
ship
According
to
John Chatterton, the escape hatches on the wreck are open, yet
German
records
indicate
no
such
survivors
of
a
scenario
as
d e s c r i b e d .
On the other hand, the records of the Eastern Sea Frontier
Diary only indicates the original reported position of the CAP
sighting. If Haggin and Farr chased it for over four hours
from that position, then the sinking could very well have taken
place where the U-Boat wreck was discovered. At this point,
n o e v i d e n c e e x i s t s t o e i t h e r p r o v e o r d i s p r o v e t h i s t h e o r y.
The next possibility to consider is that the U-Boat was
sunk
closer
to
Atlantic
C i t y,
where
all
of
the
surface
vessel
activity took place. If this is the case, then there may be
yet another wreck, waiting to be discovered. Finding a wreck
in
sub
M
d
this
location
kill.
would
be
the
ultimate
proof
of
the
Haggin-Farr
So
where
does
all
of
this
leave
me?
I
have
no
doubt
that
the engagement took place as described on July 1 1 , 1942. The
entrees in Haggin's log book and the Eastern Sea Frontier Diary
match up well enough with all of the written and verbal accounts
of
the
attack
comfortable
Even
of
his
that
the
have
ever
read
or
heard.
That
much
I
feel
with.
if
claim
still
I
John
Chatterton
discovered
proof
my
that
it
U-Boat
is
that
in
the
leading
wreck,
fact
the
it
mystery
may
still
of
sub
was
as
Haggin-Farr
sunk
Civil
to
how
by
the
the
sub
the
not
the
U-Boat
theory
solves
provide
kill.
Air
came
identity
to
the
Although
Patrol
rest
in
is
its
Atlantic grave off Pt. Pleasant, this is yet to be proved beyond
a
shadow
Of
by
of
would
Farr
doubt.
course
three
Since
a
mile
the
engagement
certainly
I
have
and
c o n t i n u e .
be
no
Captain
conclusion.
discovery
The
proof
reason
John
zone,
a
mistrust
Ben
Ali
for
U-Boat
off
enough,
to
search
of
the
but
shores
that
the
Haggin,
the
wreck
has
integrity
I
can
in
that
of Atlantic
yet
of
to
City
happen.
Major
Wynant
one
certain
draw
Haggin-Farr
fifteen
sub
kill
must
FOOTNOTES
M i c h a e l G a n n o n , O p e r a t i o n D r u m b e a t , ( N e w Yo r k , 1 9 9 1 ) ,
2 . Z a c k T. M o s e l y, B r a v e C o w a r d Z a c k , ( S t P e t e r s b u r g ,
FL), p 55.
3. Robert E. Neprud, Flying Minute Men, The Story of
C i v i l A i r P a t r o l , ( N e w Yo r k , 1 9 4 8 ) , p g s 1 8 - 1 9 ; F r a n k A . B u r n h a m ,
A e r i a l S e a r c h , T h e C A P S t o r y, ( F a l l b r o o k , C A . 1 9 7 4 ) , p 2 3 .
4 . I n t e r v i e w , M a j o r G r e g o r y F . W e i d e n f e l d , C A P, H i s t o r i a n ,
w i t h R u d y C h a l o w, J a n u a r y, 1 9 8 9 .
5 . R o b e r t H . F r e e m a n , Wa r D i a r y, E a s t e r n S e a F r o n t i e r,
J a n u a r y t o A u g u s t , 1 9 4 2 , ( Ve n t n e r, N J , 1 9 8 7 ) , p 4 5 7 ,
6.
Gary
Gentile,
C T, 1 9 8 8 ) , p 7 .
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