South Eastern Division Storm-disabled sloop THE DUTY OFFICER at the Needles Coastguard saw a red distress flare to westward, estimated two to three miles distant, at 0108 on Sunday, September 14, 1975. The honorary secretary of Yarmouth, Isle of Wight, lifeboat station was requested to launch, the assembly signal made, and at 0122 the 48' 6" Oakley The Earl and Countess Howe slipped her moorings.

Wind direction and force at the time of launching, as recorded by HM Coastguard, was 010°T, force 9. Tide was two hours flood setting 082°T at a rate of 1.2 knots. It was raining very heavily with visibility under one mile.

At 0147 further red flares were sighted by the Coastguard and it was noted from the bearing obtained that the casualty was drifting fast to the southThe lifeboat was advised, therefore, to set course 217°M once past the South West Shingles Buoy.

Meanwhile, The Earl and Countess Howe, under the command of-Coxswain/ Mechanic David Kennett, was making best possible speed through the Needles Channel in conditions which had worsened to force 10 wind with very rough confused seas and heavy swell.

Visibility continued to be reduced to under one mile by heavy rain. The lifeboat was shipping heavy seas, some filling the wheelhouse.

At 0212 the radar display aboard the lifeboat failed after an exceptionally large sea was taken aboard. At 0240 red flares, further south than previously, were sighted by Needles Coastguard. At 0256 HMS Solent, an RN minesweeper on passage, reported sighting a red flare seven miles to the south of her position and that she was heading towards it.

She sighted Yarmouth lifeboat at 0322, closed her and remained in company during the remainder of the service.

Despite torrential rain, at 0332 the lifeboat crew sighted a further flare almost dead ahead, distance about one mile. Parachute flares were set off tohelp find the casualty and at 0341 a 28' disabled sloop was seen under jib sail and making about 4 knots southward.

The wind had now backed to due north and continued to be Beaufort 10, storm force. The sea was very rough and confused with wave height estimated at 25 feet; the tide was setting 074T° at a rate of 1.0 knots.

Coxswain Kennett closed the moving yacht and quickly realised that, with a jammed sail and the violent motion of both boats, it would be too dangerous to use the breeches buoy, and there would be little likelihood of success. He would have, therefore, to lay the lifeboat alongside while underway in an attempt to transfer the yacht's crew of five.

One moment the yacht was towering above the lifeboat on the crest of a 25-foot wave; the next she was wallowing in a trough of equal depth. Thus at 0343, with superb timing and exceptional seamanship, Coxswain Kennett drove the lifeboat alongside the starboard side of the plunging yacht and maintained perfect position long enough for his crew to snatch and hoist in board three of the survivors. Going astern, the coxswain, again with excellent timing, waited until the yacht was on the crest of a wave and drove alongside a second time. Coxswain Kennett's superb boathandling made these manoeuvres appear relatively easy when, in fact, the aft conning position with 40' of boat ahead made the task of judging the correct time and laying alongside with little damage a very difficult one. On the second occasion the yacht's motion was too violent to avoid her stern damaging the port forward bulwark.

With considerable difficulty Coxswain Kennett again managed to hold the lifeboat alongside the yacht long enoughfor the two remaining survivors to be snatched from the yacht. One of them, who still had his lifeline attached to the yacht, fell between the two boats, but prompt and determined action by Assistant Mechanic Robert Cooke prevented this man from being crushed between the two hulls. Robert Cooke quickly cut through the lifeline with knife and, with what was clearly tremendous effort, hoisted the man right over the guardrail and on to the engineroom canopy.

At 0400 Coxswain Kennett advised Needles Coastguard that all the occupants had been taken off the yacht, Chayka of Ardgoiir, which was to be abandoned; the lifeboat was returning to station in company with HMS Solent.

Wind and sea did not abate on the return to station; thus it was a long haul back to Yarmouth against a big head sea with the five survivors and seven crew all exhausted, cold and soaked. Coxswain Kennett remained at the helm throughout. At 0645 The Earl and Countess Howe arrived back at Yarmouth and at 0730 was returned to her moorings, refuelled and ready for service.

For this service the silver medal for gallantry was awarded to Coxswain/ Mechanic David Kennett. The thanks of the Institution inscribed on vellum were accorded to Assistant Mechanics Robert Cooke and Nicholas Chandler and Crew Members Keith Hopkins, Stuart Pimm, Mark Rushton and Andries Postma. Letters of appreciation signed by Captain Nigel Dixon, the director, were sent to the Commanding Officers, HMS Solent and HM Coastguard, Needles.

Western Division Stranded on rocks ON HEARING FROM BARRY COASTGUARD, at 2220 on Saturday, September 13, 1975, that red flares had been reported to the west of Brean Down, the honorary secretary of Weston-super-Mare gave instructions for the maroons to be fired, and at 2231 the McLachlan ILB A504 was launched; her crew were Helmsman Julian Morris and Crew Members Bernard Watts and Ian Watts.

The wind was north by east force 9 and the sea rough. It was a very dark night with overcast sky and squally showers. The visibility was good but moderate in showers. It was three hours before high water and the tidal stream setting northwards at about 2 knots, aggravating the rough sea state with wind against tide.

Before launching, the honorary secretary had instructed the helmsman to go to a point mid-way along the north side of the Brean Down peninsula and search westward. The ILB set course down wind at maximum speed and wheii half a mile off the Down an irregular flashing light was sighted close inshore about one point on the port bow.The time was 2241. Course was altered and the ILB closed to within 60 to 70 yards and, with the aid of the Aldis lamp, it was established that the light was from a local motor boat stranded on rocks.

The boat was lying bows east with seas breaking over her. People could be seen standing in the water and on a rocky ledge 5 feet above sea level behind the boat, at the base of a sheer cliff. Using the Aldis lamp and a parachute flare it was seen that the boat was ashore in a small cove bounded by sheer cliffs that offered no escape route.

It was estimated that the tide would rise about 14 feet and that those ashore were in grave danger of being drowned.

Helmsman Morris decided to attempt a rescue The sea close inshore was rough and confused due to the backwash from the cliffs. An eddy tidal stream was running westwards at about 1 knot. The ILB was taken in to within 10 yards of the casualty; people ashore could be heard shouting for the boat to stand off because of submerged rocks and she frequently took the ground in the rough, confused breaking seas. The ILB was turned round and stood out to sea.

Helmsman Morris anchored the ILB 20 to 30 yards off the casualty, up-tide, and veered down with both engines raised but running. As the boat set too far westward, the anchor was recovered and dropped further to the east. The second attempt was more successful.

The ILB, felt to be striking the rocks quite frequently, was veered to within 20 feet of the casualty and a heaving line thrown ashore to the survivors. Instructions were passed for the line to be secured around the waist of a survivor and he was pulled into the water and taken aboard. Four men were rescued in this way; the fifth man, the owner of the boat, managed to wade out to the ILB.

All the survivors were safely on board by 2305. The boat was pulled out,engines lowered and anchor recovered, and Barry Coastguard were advised that the survivors would be landed at the Ferry Stage, Uphill. The ILB entered the River Axe and the five men were put f.shore at 2320; they were met by the local Coastguard. Five minutes later, after re-securing the boat's gear, the ILB set out, at reduced speed, into the rough seas and a strong head wind.

Difficulty was experienced in recovering the ILB because of the very rough weather and because direct communication was impossible between boat and shore helpers. It was unsafe for the helpers to stand on the slip, and messages had to be passed via Barry Coastguard to the boathouse. The ILB was eventually taken out of the water at 0020 and re-housed by 0035.

For this service the bronze medal for gallantry was awarded to Helmsman Julian Morris. The thanks of the Institution inscribed on vellum were accorded to Crew Members Bernard Watts and Ian Watts.

Eastern Division Fast on West Barrow A RED FLARE was sighted in the vicinity of South West Swin Buoy by MV Hounslow at 0110 on Saturday, August 16, 1975.

Two minutes later a second flare was seen and reported to Warden Point Coastguard via Warden Radio, the Port of London control station in the same building. A request to launch was telephoned to the honorary secretary of Sheerness lifeboat station; maroons were fired; and at 0128 the 44' Waveney lifeboat Helen Turnbull slipped her moorings.

The wind was south west force 6, with rough, short seas. The weather was fine with good visibility. High water at Sheerness was predicted at 0813 and low water at 0154.Once clear of Garrison Point Helen Turnbull set out at full speed down Medway Channel and headed for West Barrow Buoy, passing abeam at 0210.

Lights of a small vessel could be seen north-eastward and the GLC vessel Newham was stemming the tide at North East Mouse Buoy, ready to offer help if required. Firing a parachute flare to alert the casualty, Coxswain/Mechanic Charles Bowry manoeuvred the lifeboat close northward of her as she lay on her port bilge, fast on the West Barrow Bank with seas breaking over her stern.

By now the wind was gusting force 7, with confused rough seas and heavy broken water over the bank. Predicted depth of water on the bank at this state of tide was about one foot.

In her position athwart tide and wind, Helen Turnbull was rolling her wheelhouse deck edge under water and Coxswain Bowry realised that he could do little to assist in that state; and if he had placed the boat head to sea, she would have been parallel to the bank edge with little chance of maintaining her position safely close to the casualty, a 30' motor sailing yacht, Eladnid.

Coxswain Bowry therefore manoeuvred south-westward and anchored in 15' of water, veering the cable until Helen Turnbull was in a position some 65' north of the yacht, which Newham was illuminating by Aldis lamp.

A man was seen clinging precariously to the cabin top and, after conversation through the loudhailer, Coxswain Bowry understood that nine people were aboard. He realised that the man was in no situation to tend a gun line, so he shortened cable to westward and prepared the inflatable dinghy for launching.

Crew Members Malcolm Keen and Colin Washford boarded the dinghy, made fast lifelines and were veered downwind. At the first attempt they were carried out of reach of the yacht and had to be heaved back to the lifeboat.

After manoeuvring the lifeboat's engines to re-position the boat the dinghy was again veered astern and, although frequently filled by seas, reached the yacht safely and the two crew members scrambled aboard. They found that there were, in fact, five people on board; two were adults suffering from seasickness and two were children aged 8 and 12 years.

On receiving this information Coxswain Bowry was able to assess the dangers facing the survivors. Time was short as he could foresee Helen Turnbull being driven on to the bank once the flood tide gained strength. He decided that it was too dangerous to risk the children in a breeches buoy or the inflatable dinghy, and that his only course of action was to tow the yacht off the bank.

Instructing his two crew members to batten down the yacht as best they could, Coxswain Bowry passed a heavy towline attached to the veering line.When this was made fast he ordered Malcolm Keen and Colin Washford to check the yacht's bilges as soon as she cleared the bank and to see that all survivors were wearing lifejackets ready for immediate transfer to the lifeboat.

With the yacht lying stern to sea on her port side and shipping heavy water, the tow had to be made to the west to minimise the weight on the line and to avoid the possibility of the casualty being overturned by the weight of seas.

At about 0310, with the lifeboat's anchor still down, the yacht was towed clear at half throttle on the engines.

After Malcolm Keen and Colin Washford had quickly checked that the yacht appeared sound, the remaining three crew members on Helen Turnbull weighed anchor by hand while Coxswain Bowry moved the boat ahead to help and slackened the towline to allow lateral movement of the lifeboat's stern.

Once in deeper water, at 0320, the tow was shortened but, because of violent pitching and rolling, Coxswain Bowry waited some 15 minute's for a lull in the gusting wind and breaking seas before moving the lifeboat rapidly astern to place her starboard quarter on the yacht's port side. The five survivors were transferred to Helen Turnbull as quickly as possible and taken down to the forward cabin. Colin Washford also returned to the lifeboat while Malcolm Keen remained on board the yacht to tend her, and, at 0345, the tow was again lengthened to 15 fathoms.

The motor sailing yacht, which was the owner's home, had lost her rudder while on passage from Maylandsea to Benfleet and had been blown on to West Barrow Bank. The owner accepted that the tow might have to be cut if conditions proved too hazardous, but the return passage was made by East Spile Buoy to seek a lee as soon as possible and the tow entered Sheerness Great Basin safely at 0547. The lifeboat was refuelled and ready for service at 0700.

For this service the bronze medal for gallantry has been awarded to Coxswain/ Mechanic Charles Bowry. Medal service certificates were presented to Assistant Mechanic Roderick Underhill and Crew Members Malcolm Keen, Colin Washford, David Hargreaves and Barry Powell.

North Eastern Division Swimmers rescued MABLETHORPE iLB deputy launching authority was informed by a council lifeguard at 1458 on August 6, 1975, that there were two swimmers in difficulties off the 'pipe tunnel', an outfall pipe protected by a groyne, some quarter of a mile north of the station.

Maroons were fired immediately to assemble the crew. It was three hours to high water and the wind was southeasterly, force 2. However, despite the light wind, a moderate south-easterly swell was producing a heavy surf, complicated by an additional cross swell, resulting in a confused, boiling sea on the beach and on off-lying shoal ground.

The three helpers and crew were assisted by visitors in holding the boat head to sea before launching. While thelaunch was in progress there were more reports of swimmers in difficulties and at the launching site at least two people were dragged from the water by helpers.

The ILB, with Bernard Tuplin at the helm and John Mayfield and Michael Westfield as crew, launched at 1503.

Handling with superb skill a boat which was frequently being swept by breaking seas and could not in those conditions be effectively drained, Bernard Tuplin cleared the main surf on the beach and off-lying bank. Despite the state of the sea, the ILB then set course at full speed for a position offshore from the two swimmers and just outside the worst of the break on the bank.

The swimmers were in extreme difficulties in the worst of the surf and were about 10 feet apart. The situation was such that any attempt to manoeuvre the ILB to each individual casualty would have been impossible and probably would have resulted in the loss of both people; there would have also been a high risk of capsize. Any delay in picking up the swimmers could well have resulted in a fatality.

Bernard Tuplin realised that there was only one course of action, and that was to pick up both people 'on the run'. He and his crew were all aware of the urgency and the dangers involved—and also that they would probably only have the one chance of success.

Bernard Tuplin took a course running in with the surf that would bring a casualty to each sponson in turn. John Mayfield and Michael Westfield were to grasp a swimmer each and hold him to the sponson.

The determination, skill and good teamwork shown by this crew was well rewarded by a smooth and successful pick-up of both casualties, and the run was continued straight in to the beach; with the confused swell and the boat heavy with water, the ILB could at any time have broached and capsized.

The ILB was recovered and ready for service at 1520.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman Bernard Tuplin and Crew Members John Mayfield and Michael Westfield.

Eastern Division Phantom jet crew ON FRIDAY, December 5,1975, HM Coastguard informed the honorary secretary of Skegness lifeboat station at 1400 that an aircraft had crashed into the sea and that two parachutists had been seen.

The 37' Oakley lifeboat Charles Fred Grant ham launched at 1418 and set out in a light breeze and slight sea. It was one hour before low water; visibility was poor.

The lifeboat quickly reached the two men 2J miles north east of Skegness and took them aboard. It was discoveredthat their atrcraft was a Phantom jet and that fortunately they were the only occupants. The lifeboat returned to station at 1455 and the two men were taken by helicopter to RAF Coningsby.

Subsequently a letter of appreciation was received from RAF Coningsby and also a donation to the Institution's funds.

North Eastern Division Man clinging to cliff A MAN CUT OFF by the tide at Saltwick Nab was reported to the honorary secretary of Whitby lifeboat station by the Coastguard at 1805 on Friday, July 25, 1975. It was high water and in normal circumstances, with a falling tide, anyone cut off at that time would be safe. As a precautionary measure, however, the honorary secretary fired the assembly signal at 1806 while the situation was clarified by the Coastguard.

On investigation it was clear that the man was in trouble on the cliff. The ILB launched at 1820. The wind was northerly, force 1 to 2, the sea smooth at launching with a moderate northerly swell.

On arrival at Saltwick Nab it was apparent that the swell was producing heavy breaking surf on the shoal ground off the point and the sea was right up to the cliffs. The man was sighted clinging to the cliff, some 12 feet up, slowly slipping down as the handholds crumbled.

He had apparently been there for some time and had slowly slipped from much higher up. At the foot of the cliff immediately below him was 4eep water confused by the breaking surf and rise and fall of the swell.

Helmsman Michael Coates took the ILB in a wide sweep over the bank and below the cliff continuing out over the bank to assess the situation. There was no hope of laying the ILB alongside the cliff long enough to persuade the man to drop down, so it was decided to anchor the boat and veer down to a position below him.

A second run in was made, the ILB anchored head to the breaking surf and the cable veered out until the boat was close to the cliff, abreast of the man.

Leaving his crew, David Wharton, to tend the line, Michael Coates attached the inboard end of the anchor warp to his lifejacket and swam to the foot of the cliff, where he was able to cling to the rocks immediately below the man.

From this precarious position he was able to convince him that he would be safe to slide to the bottom of the cliff.

Although boat and rocks were being swept by surf, Michael Coates managed to hold the casualty until they were both pulled back aboard the ILB.

By 1843 the operation was completed and the ILB hauled clear on the anchor warp before recovering the anchor and heading back to Whitby. The survivor was landed at Scotch Head at 1855 and the ILB was rehoused and ready for service at 1910.

For this service the bronze medal for gallantry was awarded to Helmsman Michael Coates and the thanks of the Institution inscribed on vellum were accorded to Crew Member David Wharton.

North Eastern Division Small boat swamped ON MONDAY EVENING, AugUSt 18, 1975, the honorary secretary of Whitby lifeboat station was informed by Whitby Coastguard that a small boat which they had had under observation had been swamped a quarter of a mile to seaward of the Metropole Hotel and that the two crew had been thrown into the water.

Five minutes later, at 1825, the ILB, manned by Helmsman Brian Hodgson, Barry Mason and David Wharton, was launched and heading out of the harbour at full speed. It was four hours after high water. The wind was northerly, force 3.

Outside the harbour the sea was moderately rough with a moderate swell.

After an uncomfortable passage between the piers the ILB set course for the position off the Metropole. Inshore of this position very heavy surf was breaking on the beach. By 1830 the ILB was in the area of the casualty but, with the sun shining brightly from the direction of Sandsend, more or less straight into the eyes of the crew, visibility for conducting a search from the direction of the harbour was bad.Having sighted nothing on the first search, therefore, the ILB ran off seaward to a position abeam the bar buoy, ready to start a creeping search across the area, thus lessening the effect of the sunlight.

Although the sea was moderately rough and there was a moderate swell, the ILB was still outside the breaking surf. On her first run in towards the beach the first survivor was spotted a short distance outside the main breaking surf line. As she closed him the second survivor was sighted some 50 yards away and almost in the surf.

Because of the critical conditions, and knowing that both men would soon be in the breaking surf, Brian Hodgson entered the water to support the first survivor, well knowing that he himself might be carried into the heavy surf, so that the ILB could go directly to the other survivor who was in the greater danger.

Having picked up this survivor just as he was about to be engulfed in the surf, the ILB returned to recover both the other survivor and Brian Hodgson.

By this time they, too, were right on the edge of the surf line.

The ILB then returned to Whitby Harbour, arriving at 1850. Both survivors were landed; the second was taken home by David Wharton and put to bed for two hours to recover. The ILB was rehoused and ready for service at 2001.

For this service the bronze medal for gallantry was awarded to Crew Member Brian Hodgson. Medal service certificates were presented to Crew Members Barry Mason and David Wharton.

North Western Division Yachts on a lee shore A YACHT, Westralia, dragging her anchor in Forth Wen Bay and in danger of going on to rocks was reported to the honorary secretary of Moelfre lifeboat station by Cemaes Bay Coastguard at 2009 on August 30, 1975. Maroons were fired and at 2022 Watkin Williams, Moelfre's 42'Watson lifeboat, launched on service.

The wind was north north west force 6 to 7, sea rough with a heavy northwest swell: the state of tide was 4 hours ebb.

Coxswain William Roberts steered a course to a position half a mile north east of Lynas Point and thence to Forth Wen Bay, a total distance of 9 miles.

While on passage information was received that two yachts were in difficulties and that a helicopter from RAF Valley was on her way. She arrived at about 2050 and then stood by, as the crews of the yachts had decided to await the arrival of the lifeboat rather than be lifted into the helicopter.

On arrival at Forth Wen Bay, at 2130, the lifeboat found both yachts on the western side of the bay: Westralia, having parted her anchor cable, was hove to under power, pitching and rolling heavily about 1 cable from the rocky shore; while the other yacht, Heracles, was anchored with full scope of cable (120') out, pitching heavily in heavy surf about 50' from the shore.

The wind was now northerly force 6 to 7, gusting 8 in squalls, with a very rough sea and northerly swell.It was obvious to Coxswain Roberts that Heracles was in the greater danger, and a first approach, to assess the situation, was made with the lifeboat's bow towards the yacht. In view of the very rough seas and very heavy swell, together with the awkward and dangerous position of the yacht, Coxswain Roberts decided it would be necessary to veer down on her and tow her out into deeper water.

First he manoeuvred the lifeboat stern first seaward to gain sea room. He then anchored, and using helm and engines together with the advantage of sea and wind brought her head to sea. She was then veered down to Heracles so that a heaving line and towing line could be passed, but, within a boat's length of the yacht, a large sea and swell hit the lifeboat, broaching her starboard side to and dragging the anchor. However, she was now abeam of the yacht and a towline was passed and made fast. With extreme difficulty the lifeboat was manoeuvred head to sea again, anchor weighed, the cable of the yacht slipped and the tow begun at 2205. The operation had taken 35 minutes.

With Heracles in tow it was agreed between Coxswain Roberts and the skipper of Westralia, still hove to, that Westralia should be escorted under her own power to Moelfre Bay in company with the tow.

On arrival in the comparative shelter of Moelfre Bay two lifeboat crew members were put aboard each of the yachts to secure them to buoys. The crew of Westralia stayed aboard their yacht while the crew of Heracles were landed at 0110. The honorary medical adviser, Dr Parry Jones, was waiting to attend them and they were taken to Bangor Hospital where they remained overnight.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain William Roberts.

Vellum service certificates were presented to Second Coxswain David Owen, Motor Mechanic Evan Jones, Acting Assistant Mechanic Eifion Jones and Crew Members William Rowlands, Dewi Parry and Kenneth Roberts.

Eastern Division High and dry on the Goodwins RAMSGATE HONORARY SECRETARY Was informed by Dover Straits Coastguard at 2025 on Thursday, September 11, 1975, that, following a number of reports of red flares sighted over the Goodwin Sands, Walmer lifeboat had been launched; as further reports were received it appeared that the casualty was further northward, and it was requested that Ramsgate lifeboat should launch.

Maroons were fired and at 2040 the 46' 9" Watson lifeboat Michael and LilyDavis, built in 1953, slipped her moorings in the outer harbour and set a south-easterly course towards the regularly sighted red and green flares.

The weather was fine with good visibility. The wind was south west force 4 in the lee of Ramsgate cliffs, increasing to force 6 as the lifeboat cleared the land.

High water Ramsgate was predicted at 1610.

Although both Walmer and Ramsgate lifeboats are fitted with radar, the exact position of the casualty was not seen due to excessive clutter on the screens in the vicinity of Goodwin Knoll shoal. Flares continued to be sighted and Walmer lifeboat was trying to close the casualty from the south of the shoal area when, at 2115, she ran hard aground. (Lifeboats are designed to take the ground and this is often necessary on a service in areas where there are widespread sandbanks.) Her coxswain immediately warned the Ramsgate coxswain, Herbert Goldfinch, and suggested an approach from the north west of the shoal would be safer.

Michael and Lily Davis closed the shoal area to the north east of North Goodwin Buoy and both lifeboats fired parachute flares to establish the casualty's position. At 2132 Coxswain Goldfinch requested the attendance of the Ramsgate McLachlan ILB, but, on closer sight of the heavy surf breaking across the bank, he cancelled his request at 2140.

The wind was now south south west force 6, gusting 7, with heavy broken water over the drying sandbanks of the North Sands area.

At 2145 Coxswain Herbert Goldfinch grounded the forward part of the lifeboat on the sands and, by the light of parachute flares, a yacht was sighted, high and dry, some 4| cables eastward. People were seen on the sands and two lifeboat crew members, Michael Pett and Timothy Hurst, immediately volunteered to go overside to escort them to safety.

Michael Pett and Tim Hurst are well acquainted with the irregular swatchways in the area but were at times waist high in water between the dry sandbanks.

They were attached by lifeline to the lifeboat for part of the journey, but the line was not long enough and they met the four survivors from the yacht, three men and a woman, escorting them back to the lifeboat at 2158. This was clearly seen on radar by the Walmer coxswain a mile to the south.

The casualty, Albas, was a Dutch built yacht, German owned and on passage from Ostend to Dover. Her owner, his wife and two friends neither spoke nor understood English well, but implied that they had been grounded earlier and were making water before drifting ashore about two hours previously. They had loaded an inflatable dinghy with a liferaft, flares and stores, abandoned the fully-rigged yacht and were walking towards the lights of the lifeboat, towing the dinghy behind them, when met by Michael Pett and Tim Hurst. They were all wearing lifejackets.

Coxswain Goldfinch rigged the scrambling net forward and the survivors were taken aboard and down to the cabin; blankets and hot drinks were provided and, once warm and dry, all appeared in good health.

Michael Pett and Tim Hurst, using a gun line as a guide, then returned to the yacht to ensure no one else was aboard and to run out an anchor since the owner had said that, as the yacht was on her maiden voyage, he would appreciate any effort to save her.

At 2215, with the two crew members safely back aboard, Michael and Lily Davis cleared the bank and steamed around the northern edge of North Sand Head to an anchorage position on the eastern side. The Coastguard were advised that the lifeboat would await the rising tide, but that she was available for service if required.

At 0100 Walmer lifeboat re-floated and, after receiving confirmation that her help was no longer needed, returned to station; she was beached and ready for service at 0150.

The yacht started to float shortly after 0130 and Coxswain Goldfinch weighed anchor and closed the bank eastward of the yacht. Michael Pett and Tim Hurst went on board to make fast a 10 fathom tow, which parted the main cleat from the deck. After re-securing around the mast they remained aboard, baling, as the tow started at 0230. The tide was now setting southward against the southsouth- west force 6 wind, causing steep, confused, and broken seas around North Sand Head.

At 0300, as the water in the yacht's cabin had risen to 3' 6" deep, the lifeboat closed her to put Assistant Mechanic William Davies aboard to try to start the motor pump and help with baling; both Michael Pett and Tim Hurst were by now getting very tired.

When about 1| miles east of Ramsgate, at 0330, the yacht lurched violently, taking on more water, and she settled by the stern heeling quickly to port. All three crew members were thrown into the water. Coxswain Goldfinch brought the lifeboat full astern, and by the light of the searchlight Crew Member Derek Pegdon threw a breeches buoy to Michael Pett while Tim Hurst and William Davies used the slack towline to climb aboard.

With all the crew safely aboard Coxswain Goldfinch told the Coastguard that he would attempt to continue the tow as far as possible to clear the shipping lane, and although the yacht was waterlogged and on her beam ends, the tow entered Ramsgate Harbour at 0445. The yacht was secured on the disused hovercraft slipway at 0515 and the survivors taken to a local hotel. The lifeboat was refuelled and ready for service at 0600.

For this service the thanks of the Institution inscribed on vellum were accorded to Crew Members Michael Pett and Timothy Hurst. Vellum service certificates were presented to Coxswain Herbert Goldfinch, Acting Second Coxswain David Aves, Motor Mechanic Robert Cannon, Assistant Mechanic William Davies and Crew Member Derek Pegdon.

Ireland Division Fishing boat with engine trouble A MEMBER OF BALTIMORE, Co. Cork, lifeboat crew informed the deputy launching authority at about 1310 on Tuesday, November 11, 1975, that the fishing boat Dun Na Ri was in difficulty with engine trouble east of Bird Island. The 46' Watson lifeboat Henry Blogg, built in 1945, on temporary duty at the station, was launched at 1320 in a moderate easterly wind and a slight sea.

The tide was ebbing.

Henry Blogg came up with the fishing boat, with a crew of three, at 1405 and took her in tow. The lifeboat arrived back at her station an hour later, at 1505.

Western Division Sunken speed boat WHILE FISHING with rods and lines from a 14' Dejon motor cruiser, Sandpiper, anchored 150 yards off Tan-y-Bwlch beach, about half a mile south of Aberystwyth Harbour, on Sunday, July 6, 1975, Richard Wheeler and John Wall saw a speed boat towing a small pram dinghy approaching fast from the south; she appeared to be in difficulty.

The time was 1710. The wind was off shore, north-east force 2, and the sea very slight with a slight ground swell.

It was a fine day with cloudless sky and good visibility. The tide was about 1| hours before high water, and the tidal stream was setting northward at about half a knot.

As the speed boat closed with Sandpiper the helmsman shouted for help, and the boat was seen to be settling by the stern. When about 30 yards off, the speed boat sank by the stern, leaving two adults, three children and a large dog in the water.

A man without a lifejacket was seen to be helping a boy and girl, both wearing lifejackets, towards Sandpiper.

Another young girl wearing a lifejacket was swimming towards the anchored boat without too much difficulty. The fifth member of the crew, a woman, could be seen struggling in the water about 10 feet from the partly submerged boat. She was not wearing a buoyancy aid and appeared to be unable to swim.

Richard Wheeler removed his (continued on page 141).