History | |
---|---|
Japan | |
Name: | I-58 |
Builder: | Yokosuka Naval Arsenal |
Laid down: | 26 December 1942 |
Launched: | 9 October 1943 |
Completed: | 7 September 1944 |
Fate: | Sunk as a target, 1 April 1946 |
General characteristics [1] | |
Class and type: | Type B3 submarine |
Displacement: |
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Length: | 108.7 m (357 ft) |
Beam: | 9.3 m (31 ft) |
Draft: | 5.19 m (17.0 ft) |
Propulsion: |
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Speed: |
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Range: |
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Test depth: | 100 m (330 ft) |
Boats & landing craft carried: | 6 × Kaiten manned torpedoes |
Complement: | 94 officers and men |
Armament: |
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Aircraft carried: | 2 × floatplanes later removed |
Aviation facilities: | Hangar and launching catapult for floatplane (removed May–June 1945) |
I-58 was a Japanese B3 typecruiser submarine[2] that served in the final year of World War II. Modified to carry Kaiten manned torpedoes, she damaged two enemy destroyers with them[dubious], but her most significant success was USS Indianapolis, sunk with conventional torpedoes on 30 July 1945. The submarine surrendered in September 1945, and was later scuttled by the United States Navy.
Service history[edit]
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The submarine was laid down on 26 December 1942 at the Yokosuka Naval Arsenal, and launched on 30 June 1943. During construction her 14 cm/40 11th Year Type naval gun[3] was removed, making room for four Kaiten manned suicide torpedoes. The submarine was completed on 7 September 1944 and command was given to Kaigun Shōsa (Lieutenant Commander) Mochitsura Hashimoto.[4]
I-58 was assigned to the Sixth Fleet's Submarine Squadron 11 for training in the Inland Sea before being assigned to the 15th Submarine Division on 4 December 1944. A few days later she was assigned to the Kongo ('Diamond') group, with I-36, I-47, I-48, I-53 and I-56, to launch Kaiten attacks on five U.S. fleet anchorages. I-58 was assigned to attack Apra Harbor, Guam.[4]
Attack on Guam[edit]
Tagr 5 1 0 6. After a week of exercises I-58 took on fuel, provisions and torpedoes, and embarked four Kaiten and their crews, before departing Kure with I-36 on 31 December 1944. Between 03:10 and 03:27 on 12 January 1945, eleven miles (18 km) west of Apra, she launched all four Kaiten. The last Kaiten detonated immediately after launching, but at 05:30, as I-58 was leaving the area, she observed two pillars of smoke. She arrived back at Kure on 22 January 1945 and was credited with sinking an escort carrier and a large oiler,[4] but the attack was not successful.[5][6]
Operation Tan No. 2[edit]
After the American invasion of Iwo Jima in February 1945, I-58 and I-36 joined the Shimbu group formed to counterattack American forces. She departed Kure on 1 March carrying four Kaiten. On the 7th the operation was cancelled, and two days later she was redirected to the area west of Okinotorishima to support Operation Tan No. 2, an air attack on the anchorage at Ulithi. The submarine jettisoned two Kaiten and proceeded at full speed. On 11 March I-58 was stationed off Okinotorishima to act as a radio relay ship for 24 Yokosuka P1Y 'Frances' twin-engined kamikaze bombers. Only six aircraft reached Ulithi, and one crashed into the aircraft carrierUSS Randolph.[4]
Operation Ten-Go[edit]
After returning to Kure for further training, I-58 was attached to the Tatara group, with I-44, I-47 and I-56, formed to attack American shipping anchored off Okinawa as part of Operation Ten-Go. I-58 was unable to penetrate the intense U.S. anti-submarine defences, and was forced to return to Kyushu on 10 April to recharge batteries. She made another attempt, but repeated attacks by enemy aircraft made any attack impossible. The submarine was ordered to an area between Okinawa and Guam on the 14th, but had no success. The operation was cancelled on the 17th, and I-58 returned to Kure on the 30th.[4]
In May 1945 the submarine was sent to Kure Navy Yard to refit. Her aircraft catapult and hangar were removed, enabling her to carry six Kaiten. She was also fitted with a snorkel. On 22 June 162 B-29s of the U.S. Twentieth Air Force bombed Kure. I-58 was undamaged, although there were several near-misses.[4]
Attack on Wild Hunter and Lowry[edit]
I-58 was then attached to the Tamon group with I-47, I-53, I-363, I-366 and I-367, and on the evening of 18 July she sailed for an area east of the Philippines. On 28 July, 300 miles north of Palau, I-58 sighted the 6,214-ton cargo ship Wild Hunter, escorted by the destroyer USS Lowry. Two Kaiten were launched, but Wild Hunter sighted a periscope, opened fire with her 3-inch gun, and the periscope disappeared. Lowry rammed and sank the other Kaiten, receiving minor damage. Aboard I-58, two explosions were heard, but a rain squall prevented any visual verification. The submarine eventually surfaced, but detected no ships on radar, and reported both as sunk.[4]
Sinking of Indianapolis[edit]
At 23:00 on 29 July 1945 I-58 surfaced 250 miles (400 km) north of Palau and headed south. Shortly afterwards the navigation officer Lt. Tanaka spotted a ship approaching from the east, making 12 knots (22 km/h; 14 mph) and not zigzagging. Lt. Cdr. Hashimoto incorrectly identified the target as an Idaho-classbattleship. She was in fact the heavy cruiserUSS Indianapolis, and had sailed from Guam for Leyte the previous day, after having delivered parts and nuclear material for the Hiroshima and Nagasaki atomic bombs to Tinian from San Francisco. Indianapolis was not equipped with sonar or hydrophones, or provided with an escort.[4]
I-58 submerged and prepared to attack with Type 95 torpedoes. After manoeuvering into position, at 23:26 (JST) the submarine fired a spread of six torpedoes at 2-second intervals. At 23:35, Lt. Cdr Hashimoto observed two equally spaced hits on the cruiser's starboard side. The ship stopped, listed to starboard, and was down by the bow, but Hashimoto decided to attack again and dived to 100 feet (30 m) to open the range and reload torpedo tubes. While the submarine was submerged, at 00:27 on 30 July, Indianapolis capsized and sank at 12°02′N134°48′E / 12.033°N 134.800°E. When I-58 made a periscope check, the target was gone. The submarine surfaced, and departed the area at full speed, heading north while recharging batteries.[4]
Attack on Task Group 75.19[edit]
Maxsnap 1 584
On the morning of 9 August, 260 miles north east of Aparri, Luzon, I-58 sighted a zigzagging 'convoy of ten transports' escorted by three destroyers, and Kaiten No.'s 4 and 5 were launched. Keepvid music tag editor 2 0 0 3. In fact the 'convoy' was the hunter-killer team Task Group 75.19 led by the escort carrier USS Salamaua, carrying out anti-submarine sweeps between Leyte and Okinawa. The destroyer escortUSS Johnnie Hutchins sighted and attacked Kaiten No.5 with her guns, and then attacked Kaiten No.4 with depth charges. Football manager 2016. Kaiten No.5 was sunk by fire from her 5-inch stern gun. Kaiten No.4 sighted again over an hour later and again attacked with depth charges which resulted in a violent explosion, throwing water 30 feet (9.1 m) into the air. I-58 came to periscope depth after her hydrophones reported a distant explosion. In Hashimoto's opinion, the previously sighted destroyer had disappeared. He headed northwards to evade pursuit. The crew of Johnnie Hutchins were later awarded the Navy Unit Commendation.[4]
Attack on Oak Hill and Thomas F. Nickel[edit]
The forward torpedo room of I-58 while at Sasebo in 1946 just before the submarine was scuttled.
Around 17:00 on 12 August 1945, 360 miles south-east of Okinawa, while I-58 was running northwards on the surface at 12 knots (22 km/h; 14 mph), her Type 3 radar detected multiple targets. Soon after ships were sighted on the horizon. The submarine dived, and at 17:16, the crew sighted what they believed to be a seaplane carrier escorted by a destroyer. In reality, the 'seaplane carrier' was the dock landing shipUSS Oak Hill, escorted by USS Thomas F. Nickel en route from Okinawa to Leyte. At 18:26, Oak Hill sighted a periscope, and Nickel attacked at flank speed. Nickel fired depth charges, and attempted to ram, sustaining minor damage to her hull. A Kaiten broke surface astern of Oak Hill and exploded. Half an hour later Nickel sighted another periscope astern of Oak Hill, and fired depth charges. An explosion followed, throwing a black geyser of oil and water 50 feet (15 m) into the air. An oil slick was also sighted.[4]
The end of the war[edit]
On 18 August I-58, arrived back at Kure. On 2 September Japan surrendered. On 1 April 1946 in 'Operation Road's End' I-58, stripped of all usable equipment and material, was towed from Sasebo to an area off the Gotō Islands by the submarine tender USS Nereus and scuttled at 32°37′N129°17′E / 32.617°N 129.283°ECoordinates: 32°37′N129°17′E / 32.617°N 129.283°E.[4]
Wreck discovery[edit]
On 25 May 2017, sonar images revealed the nearly 60-metre (200 ft)-long section of the submarine, vertically on the seafloor 200 metres (660 ft) deep. Plans called for a submersible to be deployed to confirm identity.[7] The submarine, heavily encrusted with marine life, was positively identified as I-58 on 7 September 2017, by its rudder.[8]
References[edit]
- ^'B3 type submarines (I54 class, 1944)'. navypedia.org. Retrieved 17 September 2010.
- ^Jentschura p. 176
- ^Campbell, John Naval Weapons of World War TwoISBN0-87021-459-4 p.191
- ^ abcdefghijklBob Hackett and Sander Kingsepp (2008). 'Submarine I-58 : Tabular Record of Movement'. combinedfleet.com. Retrieved 18 September 2010.
- ^'The Official Chronology of the U.S. Navy in World War II-1945'. Ibiblio.org. Retrieved 2013-07-01.
- ^'The Official Chronology of the U.S. Navy in World War II--1945'. www.ibiblio.org. Retrieved 15 April 2018.
- ^'Wartime sub stands tall on seabed off Nagasaki:The Asahi Shimbun'. Retrieved 15 April 2018.
- ^'Archived copy'. Archived from the original on 2017-09-09. Retrieved 2017-09-08.CS1 maint: archived copy as title (link)
Further reading[edit]
- Hashimoto, Mochitsura (1954). Sunk: The Story of the Japanese Submarine Fleet, 1941-1945. New York: Henry Holt; reprint. ISBN1-61577-581-1.
- Jentschura, Hansgeorg; Dieter Jung; Peter Mickel (1977). Warships of the Imperial Japanese Navy, 1869-1945. Annapolis, Maryland, USA: United States Naval Institute. ISBN0-87021-893-X.
- Stanton, Doug (2001), In Harm's Way : The Sinking of the USS Indianapolis and the extraordinary story of its survivors, New York: H. Holt, ISBN0-8050-6632-2
Maxsnap 1 58 Kg
External links[edit]
Maxsnap 1 589
Maxsnap 1 58 Cm
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Japanese_submarine_I-58_(1943)&oldid=980913571'
Turn Coordinator | 1 | Tells you how far you have turned horizontally. |
Airspeed Indicator | 2 | Tells you how fast you are flying relative to the air. |
Suction Gauge | 3 | Indicates the amount of pressure available to power the instruments. |
Directional Indicator | 4 | Like a compass, this you where you are headed but is much more stable. |
Attitude Indicator | 5 | A.k.a. Artificial Horizon. This one is handy if you are flying in cloud and you're not sure if the nose of the plane is pointing into the ground or up into the sky. |
Registration Number | 6 | The name of your plane, to be used when contacting Air Traffic Control. |
Vertical Speed Indicator | 7 | Tells whether you are climbing or descending, and at what speed. |
Altimeter | 8 | This tells you your altitude |
Clock | 9 | This tells the time to the minute, in Greenwich Mean Time. |
ILS Glide Slope Indicator | 10 | Some planes have this to help them land in cloudy conditions when electronic assistance is required. |
Transponder | 11 | An electronic identifier that tells the guys on the ground looking at their radar exactly which spot on their screen is you. |
ADF Radio | 12 | A navigational aid that gives you the angle between your plane, North and a radio station. This box enables you to find the radio station you want. |
Marker Beacon | 13 | Used to tell people landing in cloudy conditions that they are approaching the runway. |
Radio | 14 | This box controls who you talk to when speaking in the microphone. |
Audio Control Panel | 15 | This box controls outward messages on the microphones. It selects the receiving stations and headsets and also controls the volume. |
Flight Hour Recorder | 16 | This one tells you how much you owe the owner of the plane. |
Tachometer | 17 | Same thing, but this one records the time you use the plane from the moment you start the engine till you turn it off. |
EGT | 18 | Some planes have this to help smart pilots adjust the air/fuel mix for optimum performance as they climb in thin air. |
ADF Bearing Indicator | 19 | This gives your bearings according to #12: the ADF Radio. This box is old, tricky and unreliable but is still widely used. |
Accelerometer | 20 | In case you thought you were in the Navy, you can tell from this dial how many G's you and the plane are experiencing. Too high, too bad. |
Low-VoltageWarning Light | 21 | If the engine or the battery is not generating enough electricity, this one blinks. |
Ammeter | 22 | This one measures the current in the electric circuitry, but is it coming from the engine or the battery? |
Map Compartment | 23 | Where you put everything that might fly about in rough weather. |
Cabin Heat Control | 24 | If you're cold, the engine will lend you some hot air. |
Cabin Air Control | 25 | If you are talking too much or there's a bit of heavy breathing going on and you're fogging up the cabin, you can use this control to get some fresh air - the sort you get at 6000 feet. |
Circuit Breakers | 26 | You should check these - frequently - at the beginning of the flight to see if your smart boxes, at least, are correctly fed. |
Wing Flaps Controls and Indicators | 27 | These control the electric flaps. They're clever devices that increase the size and angle of your wings when necessary. |
Mixture Control | 28 | Use this to adjust the fuel/air mixture to provide the engine with optimal fuel. |
Throttle | 29 | This one is to go forward. |
Microphone | 30 | No comment. |
Carburetor Heat Control | 31 | This is a very important and rather complicated control. If you are flying in damp air, and if the air temperature is within a certain range, the carburetor (that piece of the engine that brings in the air needed to ignite the fuel) could FREEZE, and then you could crash and die. So in cold or wet conditions, you always have the option of warming the carburetor, however, this means you lose power and expose the engine to some additional troubles. |
Elevator Trim Control Wheel | 32 | This helps you to adjust the elevator (the thing that makes you go up and down) so that you can leave the control wheel alone instead of pulling on it like crazy. |
Electrical Switches | 33 | These turn various lights on and off. |
Oil Pressure Gauge | 34 | Like the one in you car. |
Oil Temperature Gauge | 35 | Same thing. |
Instrument Panel Lights | 36 | If you are flying at night, you need to see the control panel but you don't want it to dazzle you. This knob adjusts the light. |
Fuel Quantity Indicators | 37 | VERY important, these tell you very APPROXIMATELY how much fuel you still have, or how much was left by the last guy who flew the airplane. |
Ignition Switch | 38 | To start the engine, turn the key. |
Master Switch | 39 | This turns on all the electrical devices in the airplane. |
Primer | 40 | Use this to inject some fuel into the engine before starting it. |
Parking Brakes Control | 41 | This brakes the wheels while the plane is on the ground. Note that it can be deadly if you forget to release the brakes before landing the plane. Then you can blow the main tires on landing, leaving you to proceed on down the runway as best you can. |