USS F-1 (SS-20)

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USS F-1 (SS-20)

Fog is a common factor off the California coast in winter. The plan for the engineering run included contingency of turning to seaward in case of running into restricted visibility. The engineering run started on the morning of 17 December 1917. The first leg was a run to the south with a course reversal with La Jolla light abeam to port. The three ships formed a rough line abreast and started south. The engines were running smoothly at abour 292 RPM. The engines were direct drive to the screw and at this speed, the boats made about 10 knots. There was likely a current to the south of about two knots so the speed "over the ground" was nearer 12 knots. The run south was uneventful throughout the day and as the afternoon wore on, the line abreast was slightly ragged. F-2 was to seaward standing to the south on course 142°T about ten nautical miles off La Jolla light. F-3 was two point forward of the F-2's port beam at a range of about 7000 yards. F-1 was about 2000 yards astern of F-3 on a bearing of 007°T from F-3.

Sunset occured about 1630 the evening of 17 December 1917 and it was fully dark abour 1715. The orders to the flotilla were to maintain speed as per the engineering run plan on course 142°T until abeam of La Jolla light then to stand out to sea to avoid fog then toe come around to such a course that would bring them to San Pedro by about 1000 the next morning. The ships were, even though together, were operating independently, not in formation. Each ship was to inform the others of course changes and speed changes. Each of the ships cruised through the calm sea with running lights on.

The F-Class had been designed without a bridge as we see on later submarines. The crews had a pipe and rail rig made up to which a canvas screen was lashed. This provided some protection from the wind and occasional spray. The captain " " and the Officer of the Deck " " were on the bridge as well as two lookouts. "" was in the connning tower. Rudder orders and engine orders were shouted down the hatch to the connning tower. Air was being drawn into the ship for the engines through the air induction and through the conning tower hatch. All seemed routine but the Captain was aware of the impending danger of nightime maneuver near land in the fog and at night.

About 1830, the ships began to run into fog that soon became thick.. F-1 changed course to 165°T to stand away from La Jolla and Point Loma. Being the aft most ship, she would pass astern of F-3. A radio message was sent to indicate the course change but it was evidently not received by either of F-1's companions. The OOD of F-2 was mindful of the two ships on his port hand. At 1855 he turned F-2 to the west to clear the fog and to clear the area into which F-1 and F-3 would maneuver. F-2 would stand out to sea clear of the fog then turn north for the return trip along course 322° Just after 1900 F-3 put on 10° right rudder and began a turn to a recprocal course of 322°. The intention was to reverse course, run to the north out of the fog and back toward San Pedro. The assumption made was that F-1 was still to port and astern. F-3' s radio operator started to try to raise F-1 and F-2 on the radio to inform them of the course change and intentions.

F-3 was coming slowly about and was crossing 310° when, at about 1912, her lookouts and OOD sighted the masthead and port running light of another ship closing at a combined speed of nearly 20 knots. The OOD screamed for F-3's helmsman to put her rudder hard over to turn faster to starboard and for the engines to be reversed. The other ship was crossing F-3's bow from starboard to port. The other ship was F-1 running to the south on 165° Seeing the lights of F-3 looming out of the fog, F-1's skipper tried to come to starboard. The combination of effors was too slow to do anything but make the collision worse by placing the ships at more of a right angle. The resulting collision was deadly.

F-3 struck F-1 on the port side some 15' aft of the shears near the bulkhead between control and the engine room. The stiff stem of F-3 and the rounded torpedo tube bow cap punched a three foot wide by ten foot high hole in the upper hull of F-1 driving all the way into the superstructure. F-1 rolled to starboard throwing all four men who were on the small canvas and pipe bridge into the sea. F-3 pulled out of the hole with the screws reversed. Not being pushed anymore, F-1 rolled back to port and started to flood fast. The man in F-1's conning tower, seeing the water coming in below him climbed out and went overside. No one else escaped. Someone in the engine room tried to open the hatch to get out but the ship was sinking fast and water pressure on the outside kept it shut until it was too late. Those in the forward end of the boat had no chance. Nineteen men went down with the ship. The five in the water were picked up by F-3 and she made her way back to San Pedro.

In October, 1975, the USNS De Steiguer (T-AGOS-12) was using some new equipment to search for an F-4J aircraft known to have crashed in the sea off Point Loma. Her side scan sonar spotted what appeared to be a submarine in 635' of water. The hull was photographed by CURV II and again on 24 October 1975 by DSRV-2. It was positively identified as F-1. The boat is laying on its starboard side with the hole made by F-3 clearly visible. The hull is in amazingly good shape and serves as deep gravesite for the US Naval Submarine Force's first wartime submarine loss.