141 hour service in severe gale A MESSAGE FROM THE YACHT Coronade to the Sunk Pilot Cutter, saying that a red flare had been sighted southward, in the direction of the Long Sand, was intercepted by Walton Coastguard at 1621 on Sunday, September 14, 1975. Sightings followed from the radio ship Mi Amiga in position 5r42.5'N,01°35'E, and at 1628 the deputy launching authority of Walton and Frinton station was requested to launch the lifeboat. The maroons were fired at 1630 and at 1642 the 46' 9" Watson lifeboat Edian Courtauld slipped her moorings off Walton Pier and set out on a southeasterly course.

The weather was overcast with rain, and the wind was north north east, force 7. High water Harwich was predicted at 1948.

HM Coastguard diverted the Mansion RAF helicopter from another casualty to confirm the yacht's position, and at 1655 it was clarified that Coronade, to the east of the radio ship, was firing flares to attract attention to a second yacht in distress some 1$ miles to the north of Mi Amiga. The DLA and the Coastguard agreed that the lifeboat should be directed to the radio ship's position to assess the casualty's actual position in relation to Long Sand.

By 1719 the lifeboat had reached Wallet No. 2 Buoy and, with all shelter from the land now lost, was rolling heavily in a rough beam sea. Coxswain Frank Bloom had decided that despite the severity of the weather he would go directly across the top of Gunfleet Sand and thence to the westward side of Long Sand. Crossing Gunfleet Sand in confused breaking seas, he instructed Crew Members Jack Barrett, Brian Oxley and Owen Bloom to keep lookout on the foredeck; the lifeboat reached Black Deep No. 2 Buoy at 1810.

It was getting dark, but helped by directions from the helicopter overhead, lights from the casualty were soon seen two miles eastward; taking over the helm from Second Coxswain Dennis Finch, Coxswain Bloom ordered the lookouts to clear the foredeck and reduced speedto three-quarter throttle before attempting to cross Long Sand on an easterly course; he was well aware of the risk of grounding, for although it was now high water the area was a mass of white water with heavy 12' waves breaking irregularly, but with deteriorating weather he decided that time was short if the crew were to be taken off the yacht.

When half a mile east of Black Deep No. 2 Buoy the lifeboat took a heavy roll to port, and through the wheelhouse skylight Coxswain Bloom saw a secondary wave rising above the boat; shouting a warning to all crew, he put the port engine half ahead and swung the wheel hard to starboard as the lifeboat rolled to starboard under the crest of the secondary wave. The three lookouts had moved aft and were abreast the starboard wheelhouse door as the lifeboat rolled to an estimated 70° to starboard. Motor Mechanic Bryan Ward, in his position to starboard of the coxswain, managed to brace himself against the door sill, taking the combined weights of the coxswain and second coxswain on his back as water filled the wheelhouse through the lee door and after wheelhouse opening.

For a few seconds the boat was completely covered as the wave broke over her and Jack Barrett and the two younger crew members on the lee rail were submerged in heavy water.

Momentarily Coxswain Bloom felt that a capsize was inevitable, " . . . as it went completely dark . . .', but the boat swung downwind as intended and drained rapidly. No crew members had suffered more than bruising as they were thrown to starboard and, in an effort to avert a similar situation, Coxswain Bloom ordered Bowman Robert Kemp and Jack Barrett to stream the drogue to 8 fathoms; this was no easy task in the violently moving boat, but was safely achieved. Course was then altered southeastward to run on a quartering sea.

The weather remained overcast with heavy rain squalls and the wind had increased to north east by north force 9, with heavy seas accentuated by the beginning of the north-north-east ebb tide. Visibility varied, reducing to one mile in squalls.

Once clear of the heavy surf area the drogue was recovered and the lifeboat altered course northward, coming up on the casualty at 1852. The 30' yacht, Tsunami, was lying to anchor, flying a flag distress signal, under bare spars.

The heavy seas were causing her to veer excessively but the lifeboat was taken to within hailing distance to ascertain that the crew would leave the yacht: the answer received was that they would do so.

Placing all fenders on the starboard side, Coxswain Bloom took the lifeboat upwind until abreast of the yacht at a distance of some 40 feet and met the yacht as she veered towards him. The crew were spaced along the lifeboat's side deck and although two of the yacht's crew were helped across without serious difficulty, the third man had to be grabbed quickly and hauled aboard as a sea lifted the lifeboat away from the yacht in a violent movement.

As Coxswain Bloom manoeuvred to re-position the lifeboat to take off the two remaining men, one of those already on board told him that the owner andone other would not leave the yacht. The coxswain quickly decided that the only course of action was to try to tow the yacht into deeper open water before the full ebb tide made conditions untenable.

The second approach was made in a similar manner and the end of a 1\" nylon towline passed from the bow to the yacht owner, being cleared along the lifeboat's side by all available crew members until, at 20 fathoms, it was made fast aft and secured around the yacht's mast, backed up to a cleat. The yacht's anchor cable was then cut.

Towing began towards North Knock Buoy. Coxswain Bloom's first intention, having been told again that the owner was determined to remain on board, was to attempt the 25-mile downwind passage to Ramsgate. However, one of the yacht's crew told him that Tsunami's rudder was jammed hard a'starboard and that the keel had apparently fractured upon grounding earlier; some water was reported to be entering the hull. With the yacht in that condition Coxswain Bloom rightly considered that a long downwind tow was too hazardous; there was a real danger of broaching, and if the yacht lost her keel and capsized it might be impossible to rescue the two yachtsmen should they be in the cabin.

At 1900, therefore, Coxswain Bloom turned lifeboat and tow on to a northerly course to clear Long Sand Head, maintaining the wind on the bow for as long as possible; the tow was lengthened to 60 fathoms and the owner and his crew member battened themselves into the yacht's cabin to man the pump.

At 2112 Long Sand Head Buoy was abeam and course eased to westward.

At 2341, abeam of Sunk Lightvessel, course was again altered to port, with the tow passing Cork Spit Buoy at 0142 and Rolling Ground Buoy at 0210.

From this point an increasing lee was afforded, although the shallow water effect still caused continual rolling. The helm was shared by the more experienced crew members during the homeward tow, which required continuous observation of the yacht and close attention to the towline. Tsunami was towed up the Walton River and secured on a mooring at 0400; the return tow had been made at a speed of just over 2 knots.

All five members of the yacht's crew were taken ashore and returned home in transport arranged by Coxswain Bloom.

At 0425 Edian Courtauld left the river and returned to her moorings; she was reported refuelled and ready for service at 0710.

For this service the silver medal for gallantry was awarded to Coxswain Frank Bloom. The thanks of the Institution inscribed on vellum were accorded to Second Coxswain Dennis Finch, Motor Mechanic Bryan Ward, Bowman Robert Kemp, Assistant Mechanic Keith Richardson and Crew Members Jack Barrett, Brian Oxley and Owen Bloom..