Ix the early hours of the morning of the 27th of November, 1954, the South Goodwin lightvessel began to drift. The first man on shore to have any suspicion that something might be amiss with the lightvessel was the Deal coastguard, who noticed that he could not see her light.

He telephoned the Ramsgate coastguard, and at 1.9 on the 27th of November the Ramsgate coastguard passed this message on to Coxswain Arthur Verrion of the Ramsgate lifeboat, Michael and Lily Davis, as the Ramsgate honorary secretary could not immediately be contacted. The Ramsgate coastguard by that time was unable to see either the South Goodwin or East Goodwin lights because misty rain made visibility extremely bad.

Gales of exceptional force had been blowing for some days, and it seemed likely that the South Goodwin lightvessel might be drifting. This suspicion was confirmed at 1.27, when the East Goodwin lightvessel reported by radio telephone that the drifting lightvessel was bearing north-westby- west from her. At Ramsgate the life-boat maroons were fired immediately, and the coxswain, all the boat's officers and the mechanic went to the life-boat. They boarded her and had the engines running at 1.40.

The wind was blowing so fiercely that the maroons could not be heard by the other men who normally form part of the crew, and the assistant mechanic went on his motor bicycle to knock them up.

Search Inside Goodwins 3Icanwhile the Walmer life-boat.

Charles Dibdin (Civil Service No. 2), had also been warned at 1.52. Maroons were fired and the crew assembled, but the sea had been running so heavily that a steep bank of fine shingle had been built up in front of the launching platform. The crew shovelled away the shingle as fast as they could, but it was an hour before the life-boat was ready for launching.

At 2.20 the coastguard asked if the Dover life-boat Southern Africa, could also be launched. This was done, and the Dover life-boat put to sea at 2.50 and was soon inside the Goodwins, where she searched for the drifting lightvessel.

"The United States Air Force 66th Air Rescue Squadron based at Manston had also been warned by the coastguard that the lightvessel was adrift, but at that hour of the night there was little which could immediately be done.

By 2.20 the Ramsgate life-boat had left her moorings and went to the pierhead, and at 2.42 she put out to sea with a full crew. A full south-southwest gale was blowing, the sea was breaking heavily on the sand banks, and the tide was half ebb. The Ramsgate life-boat went round the north end of the Goodwin Sands and steered towards the East Goodwin lightvessel. She then searched along the outside of the sands during the remaining hours of darkness, but found nothing.

Lightvessel Located Off the north end of the sands the Dover life-boat spoke the Ramsgate life-boat, and it was decided that Ramsgate should search to the south while Dover searched to the northeast.

As the two life-boats were both in the area, it was decided to hold the Walmer life-boat in reserve.

Shortly before seven o'clock the Dover life-boat, which was then near the South Knock buoy, learnt by radio telephone that the lightvessel had been located.

The coming of daylight had also meant that the position of the South Goodwin lightvessel could be seen from the shore at Walmer. She was lying on her beam ends on the Goodwins, the white letters on her side pointing to the sky. The Walmer life-boat was immediately launched at 7.30, and made for the Kellet Gut in order to approach the lightvessel from the west. The Walmer life-boat closed to within some 200-300 yards of the wreck, but no sign of life could be seen on board her. The Ramsgate lifeboat also found the South Goodwin lightvessel at daybreak and came as close as she could, but the heavybreaking seas on the sands made it impossible for her to come nearer than 150 yards. The Dover life-boat reached the position about 11 o'clock.

Aircraft Reconnaissance At 7.30, although the seas were as heavy as ever, the wind dropped slightly, and at the United States Air Rescue Squadron it was decided that an aircraft could be despatched to make a reconaissance. This was a SA-16 Albatross piloted by Captain Howard L. Richard. The aircraft made low passes over the lightvessel, but no sign of survivors could be seen.

By nine o'clock the wind, which in the early hours of the morning had been blowing at 60 knots, had subsided to about 35 knots, and it was decided to make a further reconnaissance with a helicopter. This was piloted by Captain Curtis E. Parkins.

The crew of the helicopter spotted a man huddled among the twisted wreckage, but strong, gusty surface winds and the tremendous seas made hovering extremely difficult.

The man who had been spotted from the aircraft was Mr. Ronald Murton, a 22-year-old bird-watcher of the Ministry of Agriculture and Fisheries.

Dressed only in pyjamas, a cardigan and an overcoat and with bare feet, he had made his way, when the lightvessel began to drift, to the deck rail about 1.30 in the morning. There he had managed to hang on among twisted pipes and girders. Helicopters do not normally operate less than 50 feet above the object, but the pilot brought his machine down to 30 feet, and in spite of the wreckage and spray the crew succeeded by means of the hoist in picking Mr.

Murton up.

Sole Survivor This remarkable rescue had been possible because the sole survivor had made his way on to the deck, but in the prevailing conditions it was impossible to do anything for the remaining seven men. The Ramsgate life-boat stayed close to the wrecked lightvessel until she had to return to refuel. After doing so she returned again to the scene, but all rescue attempts had to be abandoned.

The Ramsgate life-boat returned to her station at 6.40 in the evening.

The Walmer life-boat, which had stood by all afternoon, returned at 6.30, and the Dover life-boat eventually reached her station at 1.45 early on the morning of the 28th.

The Trinity House vessel Vestal had also been standing by, and after landing the survivor the helicopter took off again and dropped diving apparatus and oxy-acetylene equipment to one of the Vestal's boats, but no use could be made of this equipment until the next day.

On the 28th of November and again next day, naval frogmen went on board the lightship at low water but failed to find any trace of survivors.

The Ramsgate life-boat stood by the salvage vessels the whole time.

Medal for Pilot On the 3rd of December, when the storms had abated, a memorial service for the seven men of the lightship who had lost their lives was held near the Goodwin Sands, on board the Walmer and Ramsgate life-boats.

For the gallant rescue of the sole survivor Captain Curtis E. Parkins, U.S.A.F., was awarded the silver medal of the Institution. The thanks of the Institution inscribed on vellum were accorded to the three other members of the helicopter crew, Major Paul L. Park, Captain Willis R. Kusy and Airman 1st Class Elmer H.

Vollman.

Letters of thanks for their help and co-operation, not only on this but on many previous occasions, were sent to Lieut.-Colonel W. P. Gordon, Jnr., commanding No. 66 Air Rescue Squadron, and Major C. S. Lowe, Operations Officer No. 66 Air Rescue Squadron.

Scale rewards to the Ramsgate crew and helpers, £73 15s. Additional rewards to the crew, £18. Total rewards £91 15s. Scale rewards to the Dover crew, £42 5s. Additional rewards, £14. Total rewards, £56 5s. Scale rewards to the WTalmer crew and helpers, £85 165. Additional rewards to the crew, £20. Total rewards.

£105 16s. Rewards paid amounted to £253 16,9..