South Western Division Storm search A PROLONGED SEARCH was made by Padstow, St Ives and Clovelly lifeboats in a south-westerly storm for the Danish coaster Lady Kamilla, which foundered off Trevose Head on Christmas Eve, December 24, 1977, and for her crew of nine. In addition to the three lifeboats, HMS Sherington, Nimrod aircraft, Wessex and Sea King helicopters and various merchant vessels which were in the vicinity also took part. HM Coastguard rescue teams also carried out a shore search. Lady Kamilla, which had originally reported taking water in her hatches, foundered and sank before help arrived. The crew abandoned ship and two survivors were picked up from a liferaft by helicopter. No other survivors were found, although wreckage identified as coming from Lady Kamilla was sighted.

Padstow lifeboat, the 48ft 6in Oakley James and Catherine Macfarlane, was at sea searching for 14 hours 42 minutes; Clovelly lifeboat, the 71ft Clyde City of Bristol, for 14 hours 45 minutes; and St Ives lifeboat, the 37ft Oakley Frank Pen/old Marshall, which suffered damage when hit by an exceptionally large sea, for 6 hours 16 minutes.

At 0003 the honorary secretary of Padstow lifeboat station was informed by Trevose Head Coastguard that Lady Kamilla, 15 to 20 miles west of Trevose Head, was taking water. Maroons were fired and at 0030 James and Catherine Macfarlane launched on service with eight crew aboard, Coxswain Antony Warnock taking an extra crew member because of the severe weather.

At 0010 the honorary secretary of St Ives lifeboat station heard a 'mayday' call from Lady Kamilla and telephoned to the Coastguard to discuss launching.

Maroons were fired and at 0044 Frank Penfold Marshall launched on service.

The weather was very bad with winds south west strong gale to storm, force 9 to 10, poor visibility and a phenomenally high sea. Tide was 2 hours flood.

Padstow lifeboat headed for the position of the casualty and at 0215 Coxswain Warnock fired a parachute flare.

This was not seen by the casualty, but was reported by St Ives lifeboat and by HMS Sherington. Lady Kamilla was then asked to fire a red flare, but this was not seen by the lifeboat and Lady Kamilla's captain reported that it was not a good flare and that conditions aboard were now very bad. At 0218 he informed Trevose Head Coastguard that he was having to abandon ship.

St Ives lifeboat had been heading north towards the reported position of the casualty. At 0225, when she was 14 miles north of St Ives Head, a message was received from the Coastguard that red flares had been reported off Portreath/Porthtowan and the lifeboat was asked to investigate. Coxswain Thomas Cocking altered course to the south east. At 0255, the lifeboat was on a south east heading at full speed when Assistant Mechanic David Smith, standing on the coxswain's right, suddenly saw a 'wall of water' to starboard and shouted, 'Look out!'. Coxswain Cocking looked up through the top of the canopy and saw the wave breaking.

He estimated its height at 30 to 35 feet.

He shouted to the crew, 'Hold on!' and immediately put his arms through the spokes of the wheel and held on to the binnacle, in a semi-crouched position, to lock his hold on the wheel. His right leg was hooked between the legs of his stool.

The wave broke down on to the starboard side of the lifeboat, rolling her to port. Second Coxswain John Perkin, standing on the coxswain's left, remained jammed against the port side of the cockpit. Emergency Mechanic John Thomas, standing behind the coxswain, remained jammed between the coxswain's seat and the after end box.

David Smith, was wrenched off the starboard guardrail, to which he was holding, and thrown to port. Motor Mechanic Philip Penberthy remained in the radar seat. Both Signalman Eric Ward, who had been standing behind John Perkin to port, and Assistant Mechanic Smith found themselves 'floating' and thought they had been thrown out of the lifeboat. David Smith felt John Thomas and the coxswain beneath him. Radio Operator Thomas Cocking, Jnr, on the starboard seat under the canopy, stood on the side of the battery box cover, jammed his head and shoulders under the starboard deckhead of the canopy and held on to the handrail. From this position he saw the entire cockpit fill with water except for a small air pocket, in which was his own head.

The boat seemed to hang in this position, which is thought to have been approaching a 90 degree roll. As Coxswain Cocking's eyes cleared he looked forward and realised the port navigation light was submerged. He left the throttles at full speed and the boat seemed to slide down the back of the wave in this attitude before righting herself. Both side-dodgers had been carried away inboard and the boat quickly drained the top four feet of water. The remainder took a little longer.

The wind was estimated by Coxswain Cocking at west south west force 9 to 10, which corresponds with recorded anemometer readings at Isles of Scilly, Lands End and St Mawgan. It had been blowing steadily from the south west at force 5 to 8 since December 21 and had gradually increased throughout December 23.

The tide at this point should have been running against the wind 230° at 0.8 knots. The depth of water would have been about 55 metres and there were no significant fluctuations in the bottom in that area, the shallowest patch being about 49 metres.

The radar and MF radio were swamped and put out of action but the VHP remained working and Coxswain Cocking continued searching off Porthtowan until 0630, when the search in this area was called off and concentrated in the area of the original position given. In view of the damage she had sustained to her electronic equipment, St Ives lifeboat was recalled to station. Frank Penfold Marshall entered harbour at 0700 and was re-carriaged and placed on restricted service at 0800.

Meanwhile, Padstow lifeboat had arrived at the search area at 0320 and started a box search to the north and north east.

At 0610 the staff coxswain in command of Clovelly lifeboat, Michael Houchen, was requested by Hartland Coastguard to search three to five miles offshore from Hartland Point down to Pentire Point to look for survivors from Lady Kamilla. City of Bristol left her moorings five minutes later and searched the coast area until 1130 when she was directed to carry out a box search off Trevose Head. At 1224 a Nimrod aircraft sighted wreckage 24 miles west north west of Trevose Head and City of Bristol was diverted to investigate. At 1347 the coxswain sighted wreckage about four miles east of the position given and picked up a number of gas cylinders which were identified as belonging to the casualty.

Coxswain Warnock, in Padstow lifeboat, was continuing his search under very difficult conditions. At 1430 it was reported that two survivors had been picked up from a liferaft by a helicopter in a position about 20 miles to the north. As Padstow lifeboat could not arrive at this new search area before dark she was recalled by the Coastguard. She arrived back at station at 1512 and was rehoused and ready for service at 1600.

Clovelly lifeboat was diverted at 1530 to the position where the two survivors were found in the dinghy and continued to search this area, together with a helicopter, until 1715 when the search was called off because of darkness.

City of Bristol, after sheltering for the night in Lundy Island Roads, returned to her moorings at Clovelly the following morning at 0810.

For this service the silver medal for gallantry has been awarded to Coxswain Thomas Cocking of St Ives and the thanks of the Institution inscribed on vellum have been accorded to Second Coxswain John N. Perkin, Motor Mechanic Philip P. Penberthy, Assistant Mechanic David L. Smith, Emergency Mechanic John B. Thomas, Signalman Eric T. Ward and Radio Operator Thomas Cocking, Jnr. In the highest traditions of the RNLI, their devotion to duty was such that they refrained from advising either the Coastguard or the honorary secretary of the degree of roll they had experienced or of their subsequent discomfort and exhaustion, but had continued with the service. All that was really appreciated on shore was the damage to equipment. Letters of appreciation signed by the director, Captain Nigel Dixon, RN, have been sent to the honorary secretary Coxswain Antony Warnock and his crew of Padstow, and Staff Coxswain Michael Houchen of Clovelly lifeboat and his crew.

South Western Division Union Crystal sinks JUST BEFORE 1915 on Wednesday, November 16, 1977, the honorary secretaries of both Sennen Cove and St Ives lifeboat stations were informed by Lands End Coastguard that the 499-ton coaster Union Crystal was in trouble 12 miles north of Cape Cornwall. Her cargo of rock salt had shifted and she was listing. She carried a crew of six.

The wind was onshore, from the north west, strong gale to storm force 9 to 10, with rain squalls, and the sea was very high; these conditions remained throughout the seven hours of the service.

At St IveS the tide was setting north east across the wind at about 1 knot. It slowly decreased and turned southwards, finally ebbing at about the same speed south west by the end of the service.

St Ives lifeboat, the 37ft Oakley Frank Pen/old Marshall, was launched off her carriage into the harbour at 1931 and set course 315°M from St Ives Head at 1937.

At Sennen Cove a heavy swell running in from the same direction as the wind, north west, was breaking across the area of rocks known as the Cowloes, which lie less than 200 yards north to north west of the slipway. The tide was in the fifth hour of flood and running in an easterly direction at about 4 knots through the narrow passage between the lifeboat slipway and the Cowloe rocks, The Tribbens. The honorary secretary was most concerned about the state of the sea off the slipway and had doubts about the ability of the lifeboat to launch safely.

However, after having heard from Lands End Coastguard that, at 1919, a final message from Union Crystal indicated that she was sinking, the honorary secretary, Captain Ewan Watson, and Coxswain/Mechanic Eric Pengilly fired the maroons and opened the boathouse doors to make a closer assessment of the conditions off the slipway.

To the east of the Cowloes lie more submerged rocks and the lifeboat has to follow an accurate course between these two hazards when going to sea, using leading marks astern which are illuminated at night. Even the small 14 ft local fishing boats take great care to follow the leading marks closely as the gap between the rocks is only about 150 yards. To bring these leading marks in line the lifeboat must turn to starboard after launching and thence to port on to her north west course seawards.

The scene from the top of the slipway was formidable at best. The heavy north west swell, breaking over the Cowloes and reinforced by the storm force winds, was falling heavily into the area across the lifeboat's launch path.

It was here joined by the swell and tide running eastwards through the narrow neck of The Tribbens, and the result was a sea described as 'mad' and a 'maelstrom' by launchers and local residents. The general consensus of opinion was that the last time the sea was even comparable for launching the lifeboat was in 1953 for the service to Liberty, and those who witnessed both launches feel that, on November 16, 1977, conditions were worse.

Although the state of the sea in the harbour on the night of November 16 clearly exceeded that which has always been recognised in the past as the limit for launching. Nevertheless, by 1930, Coxswain Eric Pengilly had decided that they must try, and he climbed aboard. He was immediately followed by his crew, each man making a positive decision to go; it was a calculated risk which was undertaken purely out of a supreme sense of duty.

At 1933 the lifeboat, the 37ft 6in Rother Diana White, was lowered down the slipway, clear of the boathouse doors, where she was held to allow Coxswain Pengilly time to observe the behaviour of the sea and try to establish some sort of pattern wherein a relatively safe period could be predicted in which to launch. After ten minutes it became apparent that no such period was likely to occur, so, at 1943, the coxswain gave the order to slip and Diana White was launched.

Immediately on entering the water, the lifeboat was hit by short, steep waves as she began her turn to starboard.

Her green light became fully open to onlookers on the slipway, so that it appeared that she must be thrown on to the rocky shore by the continuous pounding of seas which observers described as 'mountainous'.

Many of these people, who were standing at the top of the slipway, rushed up through the boathouse to the road and thence along to the beach because they were certain the boat would be driven ashore.

At this point Coxswain Pengilly was struggling hard to control his boat.

More than one reliable eyewitness stated that during this time the lifeboat 'stood on end'. Acting Second Coxswain Maurice Hutchens and Crew Member Phillip Shannon were standing on either side of the coxswain helping him to keep his position behind the wheel and to get the wheel over as rapidly as possible, while, as Captain Watson described it, the lifeboat 'reared, plunged and twisted', so that, at one moment she was actually heading for the Cowloe rocks. But the tide swept her eastwards and, with Crew Members John Chope and John Fender looking aft and reporting the leading marks, Emergency Mechanic Hedley Hutchings looking out ahead and the one non-regular volunteer crew member, Cedric Johnson, in the radar seat, the three men behind the wheel finally succeeded in bringing her head to sea and she gained her leading marks. From then on, as Captain Watson put it, she 'ploughed through the surf on the bar and then set off on her mission with nothing more than the comparative luxury of a force 10 to contend with'.

At 2000 St Ives lifeboat, Frank Penfold Marshall, on her way to the area of search encountered an exceptionally heavy sea which threw Motor Mechanic Philip Penberthy across the cockpit, striking his head and giving him considerable discomfort and headache for the rest of the service.

At about this time the Coastguard had asked the tanker Texaco Great Britain to co-ordinate the surface search. St Ives lifeboat made for the original position given and then searched westwards towards Texaco Great Britain. Both lifeboats then searched under her direction, together with other ships, illuminating the area from time to time with parachute flares, searchlight, a new quartz-iodine handlight and Aldis lamp.

HMS Penelope arrived at about 2130 and was designated 'on scene commander'.

Six ships, St Ives and Sennen Cove lifeboats and two helicopters were now engaged. At 2200 they were joined by a Nimrod aircraft which began a creeping line ahead search south westwards from the north east, and at 2226 the lifeboats were requested to search downwind.

At 2234 the Nimrod sighted a liferaft containing one survivor, who was then picked up by helicopter. Thirteen minutes later a report from this helicopter stated that although six people had left the ship and all had been wearing lifejackets, only one liferaft had been launched.

A quarter of an hour later the fishing vessel Pathfinder found wreckage in position 50°22'N 05°31'w and the search area was moved north eastwards.

Sennen Cove lifeboat was then recalled at 2317; from the information received, there was virtually no hope of finding more survivors and the area was now well saturated with search craft. Diana White could not, of course, be recovered at Sennen and so she made for Newlyn, arriving at 0120.

At midnight Texaco Great Britain was given permission to go on her way.

HMS Diomede joined at about that time, becoming 'on scene commander', and asking St Ives lifeboat to follow Penelope and work with her, picking up all possible wreckage. This the lifeboat did with great efficiency. Two men were stationed in the forward well deck with the hand light. Three were looking out on the main deck, port and starboard, using the searchlight and Aldis lamp, while Motor Mechanic Penberthy operated the radar and radio and stood beside Coxswain Thomas Cocking on the wheel. The lifeboat stationed herself a hundred yards astern of the naval ship, and while Penelope illuminated wreckage with her 20in searchlight, port and starboard, the lifeboat crossed her stern to retrieve it. To do this, the lifeboatmen had to lie on the deck, held by other crew members, and any who were not already thoroughly wet were soon made so.

Frank Pen/old Marshall had recovered four lifepreservers plus wreckage by the time she was finally stood down, at 0200, and told to return to station.

The merchant ships had been released an hour earlier.

The lifeboat was not rehoused until 0400, but she launched in response to another request for assistance from HMS Diomede at 0900 to recover a body close inshore down the coast. The lifeboat suffered damage to both propellers and her port shaft by striking submerged wreckage in heavy swells on this occasion, necessitating immediate repairs. These, in turn, necessitated a further launch for engine trials the following day, during which the lifeboat found and recovered another body. The sole survivor was, in fact, the master and he made a personal visit to both St Ives and Sennen Cove lifeboat stations to thank the coxswains concerned.

For this service the silver medal for gallantry was awarded to Eric Pengilly, Coxswain/Mechanic of Sennen Cove lifeboat, who sadly died in January, a few weeks after this service. The thanks of the Institution inscribed on vellum were accorded to Acting Second Coxswain Maurice Hutchens, Emergency Mechanic Hedley Hutchings and Crew Members Phillip Shannon, John Chope, John Fender and Cedric Johnson. The thanks of the Institution inscribed on vellum were also accorded to Coxswain Thomas Cocking, Snr, of St Ives lifeboat and vellum service certificates have been presented to Acting Second Coxswain/Assistant Mechanic David L. Smith, Motor Mechanic Philip P.

Penberthy, Acting Assistant Mechanic John B. Thomas, Signalman Eric T.

Ward and Crew Members William Benney and William Cocking.

Among letters received following this service was one from Captain James Summerlee, British Airways (Helicopters), who wrote of the Sennen Cove launch: 'May I, as a private individual, commend the integrity, skill and utmost bravery of those that took part . . . conditions for a Sennen launch could not have been more hazardous. Having crossed that particular piece of sea some 20,000 times in the laft 13 years I can say I have never seen more violent weather and sea condition. To decide to launch in those conditions because of the peril of other mariners takes incredible courage. To step aboard a lifeboat and go into such a sea requires even greater courage.

And the officer commanding HMS Penelope wrote to Coxswain Cocking of St Ives expressing the admiration of himself and his ship's company for the coxswain's 'superb handling of the lifeboat and the devotion to duty' of the crew, adding '. . .we watched you in detail for some considerable time and found your performance to be outstanding'.

South Western Division Surf ski rider HM COASTGUARD informed the deputy launching authority of St Agnes ILB station at 1626 on Sunday, July 17, 1977, that a surf ski rider was in difficulties off Porthtowan, about 3'/4 miles south west from St Agnes. The DLA fired the maroons and, at 1630, the 16ft inflatable ILB Blue Peter IV was launched with helmsman David Bliss in command; Barry Garland and Roger Radcliffe were his crew.

The wind was westerly fresh to strong, force 5 to 6, with mist and rain, and a heavy surf running. The tide was in the fourth hour of flood.

Because of the urgency of the situation the ILB was driven at maximum speed and, in spite of the prevailing sea conditions, averaged 13 knots over the ground against a strong stream. Radio contact was made en route with St Agnes Coastguard mobile who advised that the surfer had been located in Flat Rocks Cove, a quarter of a mile north of Porthtowan beach.

The stranded casualty was a surf life saver. There being no members of the public on Porthtowan beach that day due to the weather, he had gone into the sea in a wet suit on a wave-rider ski for practice exercise. After about 20 minutes in the water he had then been taken unawares by a sudden increase in surf height from 2 to 3 feet to 7 to 8 feet accompanied by a proportionate increase in the undertow and a fierce northwards current. This swept him helplessly up the coast until a particularly large wave washed him into Flat Rocks Cove. He bounced off rocks on the way in and landed on shingle at the head of the cove.

The cove was surrounded by sheer 150ft cliffs with an overhang at the top.

The skier knew that the tide was only a little past half flood and the waves were already reaching the base of the cliffs where he stood. He therefore attempted to climb to safety, but a piece of rock came away in his hand and he fell 30 feet, breaking his wrist and landing in about a foot of water. He next tried to paddle the ski out and then tried swimming. Both proved impossible, however, and he then heard his colleagues shouting from the cliff top that the ILB was on her way.

The surf started at about the 10 fathom line over half a mile off shore.

The ILB's shortest course was inside this line and soon after passing Chapel Porth observers on the cliff top saw an exceptionally large wave of about 9 to 10 feet begin to break on to the ILB.

The helmsman immediately turned hard-a-starboard and the ILB dug into the bottom of the white water and emerged safely on the other side. One more similar wave had to be negotiated in the same way before the ILB could continue. On each occasion the two crew members, Barry Garland and Roger Radcliffe, moved as far forward as possible before entering the breaking waves, and then immediately moved aft again to help the boat to regain her planing attitude.

The ILB was directed to the cove by the casualty's colleagues on the cliff top and the helmsman stood off the entrance assessing the chances of a successful entry and exit by the ILB, as opposed to rescue by other means. He knew that there were many rocks just below the surface inside the cove as well as those that were showing, and that the passage between them was as narrow as 9 or 10 feet. He also knew that the heavy surf would be much worse as it funnelled into the cove and there would be no turning back once approaching the entrance. He would also have to keep going fast if he was to keep enough control of his boat in the narrow channel, so use of anchor was going to be out of the question. Having capsized in surf in the past due to the engine having stalled at the wrong moment, he knew that everything depended upon the continued performance of the engine. If it failed for any reason inside the cove it was doubtful whether anyone would survive.

On the other hand, the casualty's position obviously did not allow enough time for the assembly of the cliff rescue team and their apparatus, while the overhang of the 150ft cliffs made the chances of rescue by helicopter highly unlikely. Helmsman Bliss decided that the ILB represented the casualty's best hope and he headed for the cove.

So skilful was his control of the boat and so extensive was his experience of operating in surf that he chose the right moment between two waves and the right speeds and avoided all the rocks in his path throughout the entire 50 yard length of the cove. He beached the ILB close to the injured man, who was standing at the base of the cliff against which the waves were already washing up to three feet deep.

The ILB crew immediately turned the boat head-to-sea again, put a survivor's lifejacket on the casualty, embarked him and re-launched into the waves.

David Bliss told Barry Garland and Roger Radcliffe to lie on the forward canopy, which they unhesitatingly did, and told the survivor to hold tight in the bottom of the boat. Then, using half to three-quarters throttle, he successfully picked his way once more between the rocks and through surf averaging 10 feet in height. It was a heavy, churning surf, with some tops reaching 14 feet as it was magnified by the narrowness of the cove. The maximum distance between crests in the cove was only 10 yards, for much of the time the intervals were only a few feet, and there were times when it was continuous.

The boat filled with water, inevitably, and the helmsman says that, but for the self-bailers the engine would have been swamped.

Observers on the cliff saw the ILB completely engulfed by many 10 feet dumping waves, with the two crewmen prostrate on the forward canopy to prevent the boat from capsizing end-over-end. They also saw the boat become airborne on the far side of the waves, in spite of the very reduced throttle.

As soon as he was clear of the worst of the surf, Helmsman Bliss turned the ILB southwards and eventually rode the back of a wave on to Porthtowan Beach, where the casualty was safely disembarked and taken to hospital.

The ILB was re-launched at 1820 and as the weather had deteriorated still further, returned to St Agnes at much reduced throttle, arriving at 1845.

For this service the silver medal for gallantry has been awarded to Helmsman P. David Bliss. The thanks of the Institution inscribed on vellum have been accorded to Crew Members Barry Garland and Roger Radcliffe.

South Western Division Oil rig aground ST PETER PORT SIGNALS STATION received an 'all ships' warning at about 1900 on Wednesday, February 1, 1978, saying that, at 1850, Orion had parted from the German tug Seefalke in position 49°39'N, 03°08'w, and was drifting.

The honorary secretary of the lifeboat station was informed and he alerted the crew who assembled in the boathouse.

The St John Ambulance mobile radar was despatched to Pleinmont Point to plot bearings and positions. The honorary secretary and Coxswain John Petit went to the Port Signals Station to monitor the situation on VHP and plot the casualty.

Strong efforts were being made to reconnect the tow and it was expected for a long time that they would succeed.

The rate of drift of the casualty, which was an oil rig being towed from Rotterdam to Brazil, had been given as 1 V: knots, and it was not clear whether she would pass north or south of Guernsey. By about 2040, however, it had become apparent from Decca positions given by the tug that the rig had been drifting much faster, and VHF/DF bearings confirmed that she was in fact heading for the north west shore. Coxswain Petit therefore decided to intercept her by passing round the north end of the island, and he went to the boathouse.

At 2100 the 52ft Barnett relief lifeboat The John Gellatly Hyndman, on temporary duty at St Peter Port, slipped from her moorings in the harbour with Coxswain Petit in command.

The wind was west north west, strong gale to storm force 9 to 10, the night was dark, visibility was fair with rain showers, and the tide was at half flood.

The lifeboat steamed at her full speed of 9 knots and encountered high seas as soon as she was clear of the lee of the north end of the island. The numerous lights of the oil rig were sighted about 6'/2 miles ahead at about 2205.

The four legs and platform of Orion were mounted on a tanker hull, with the legs extending to about 250 feet above the waterline. The wind was now gusting to violent storm, force 11, and driving the rig before it at 6 knots. The fore and aft line of the hull was in line with the wind, stern to the wind, and leaving such a wake that she appeared to be under way. At 2230 her skipper asked how long it would be before he was aground and, on being told 'half an hour' replied that he wished to evacuate the rig.

The lifeboat fell in astern of her at 2235 but it was ten minutes before she was able to make radio contact with the casualty to inform her that the lifeboat was now on her port quarter ready to take off survivors. Meanwhile Coxswain Petit feared that the rig would strike the rocks of the North West Grunes and capsize. She in fact just missed them but the tug Seefalke, only 200 yards on the lifeboat's port beam, did touch them. The coxswain took the lifeboat in for as close a look as possible at means of getting the crew off the rig and experienced loss of control at a critical moment when both engines stalled as he put them astern.

Fortunately, Assistant Mechanic Robert Vowles restarted them immediately, which was in time to prevent the lifeboat from over-running the low stern of the tanker hull, over which seas were washing completely at times.

When the lifeboat was finally able to advise Orion of her presence on her quarter the skipper replied that he would lower a scrambling net from his helicopter landing platform, which projected about 50 feet clear of the port side of the hull. It was supported beneath by numerous struts, and, from its outboard end, about 30 feet above the waterline, the scrambling net was lowered. This net was designed for use from the platform when raised in its usual position up the legs of the rig.

Now 60 feet of it trailed in the sea, beside the lifeboat, threatening her propellers.

Two men crawled out across the platform and began to descend on the inside of the scrambling net, presenting the lifeboat with a seemingly impossible manoeuvring problem to get at them. Coxswain Petit, with only a 3 knot advantage over the casualty but with very little time left to effect a rescue, closed the net as it fortuitously twisted sideways so that four lifeboatmen could drag one man aboard. As they did so, the net caught on the lifeboat's anchor fluke and guardrails just as the lifeboat dipped into a trough.

The net snapped taut catapulting the other man into the sea. The fouled net swung the lifeboat in towards the tanker hull. Fortunately a lifeboatman managed to free the net and the coxswain was able to go full ahead and hard-a-port to avoid hitting the casualty's side. At the same moment, however, the lifeboat lifted on a wave, her mast hit the underside of the platform, breaking off at its base and crashing on top of the starboard side of the wheelhouse, missing everyone on deck. The MF aerials stopped the radar scanner, breaking its belt drive and damaging its forward fairing so that it filled with water. The net tangled in the DF loop as it passed aft, carrying the loop away.

Coxswain Petit stopped the lifeboat as soon as she was clear, going astern while the crew threw a line to the man in the water and dragged him aboard with great difficulty. Fortunately he was not a big man. The rig had drifted on and the lifeboat now saw it bounce over an offshore rock and then run hard aground a minute later, remaining level. It was just after 2300.

There was no means of identifying the exact position at this time and the lifeboat crew in fact thought the rig was half a mile further south than it eventually proved to be. It was not until police car lights on shore illuminated some familiar landmarks that Coxswain Petit was able to establish the exact position among the rocks of this most hazardous lee shore. He could see, however, that with the casualty now apparently aground on a fairly even keel, the immediate danger to the crew was over. When, therefore, St Peter Port Signals Station reported that a Sea King helicopter was expecting to arrive at 2340, Coxswain Petit advised Orion not to attempt more evacuation by sea.

The lifeboat's VHF was still working and she used it to report the rig's exact location. She then received instructions to guide the helicopters in with parachute flares and this was duly done at about 2350.

It was impossible for the helicopters to land on the platform and the lifeboat stood by for three more hours while a most hazardous series of lifts was carried out by the Sea Kings. Their rotor blades were seemingly within a few feet of the rig's legs in the gusting winds, while the winchmen swung the width of the platform. The survivors could not stand but had to crawl out on to the platform, as the casualty had developed a 9 degree list before once more becoming steady.

At 0245. after they had taken 25 survivors off, the helicopters decided that lifting conditions had become so dangerous that, with Orion now safely jammed into the rocks, the evacuation of the remaining six men should be deferred until conditions improved.

The lifeboat then departed for St Peter Port with her two survivors.

Her VHF now failed, so that she was without any radio communications or radar for the difficult passage out from shore and around the north coast.

Communication with St Peter Port was faintly re-established at 0350, using a jury-rigged MF aerial, and hospital transport was requested on arrival for the man who had been in the water.

The lifeboat landed her survivors at about 0420 and returned to her moorings at 0430.

For this service the silver medal for gallantry has been awarded to Coxswain John H. Petit. The thanks of the Institution inscribed on vellum have been accorded to Deputy Coxswain Lloyd de Mouilpied, Motor Mechanic Eric C. Pattimore, Assistant Mechanic Robert Vowles and Crew Members Michael Scales, Robert Hamon, John Webster and John Robilliard.

South Western Division Storm tow TORBAY DEPUTY LAUNCHING AUTHORITY saw the 35ft pilot cutter Leslie H leaving Brixham Harbour at 1145 on Sunday, February 19, 1978. The weather was so bad that he immediately became concerned for her safety and alerted the Coastguard and the lifeboat coxswain, who summoned a crew by telephone to stand by in the boathouse.

The wind was east south east force 9 to 10. It had been blowing from an easterly direction at gale or severe gale force, gusting to storm force, for more than 30 hours. Visibility was poor, with rain, and the tide was in the third hour of flood.

At 1230 a 'mayday' was received from Leslie H saying her steering was jammed, she was drifting southwards 1 '/4 miles east of Berry Head and required the lifeboat. The Coastguard rang the boathouse.

Three minutes later the 54ft Arun lifeboat Edward Bridges (Civil Service No. 37) slipped from her moorings in Brixham Harbour with Coxswain George Dyer in command.

On clearing the breakwater, the seas were such that the lifeboat could average only 10 knots. Her tall orange superstructure became visible to the casualty long before the dark low profile of Leslie H could be seen from the lifeboat and the captain of the stricken vessel was able to con his rescuers towards himself.

Coxswain George Dyer brought the lifeboat alongside the pilot cutter at 1250 on the first attempt, in 30ft waves with breaking crests, and immediately her two crewmen were safely taken aboard over the lifeboat's port side, the captain preferring to remain and secure a tow line from the lifeboat. The pilot cutter's rudders were jammed hard-a-starboard and her position was now about one mile south east of Berry Head. Fifty-six fathoms of 3'/2Jn nylon tow rope was veered out and a slow tow was begun on a course of north by east to gain an offing around Berry Head.

The tow proved very difficult and erratic, with the casualty's jammed rudders constantly yawing her to starboard so that the lifeboat's throttles had frequently to be put into neutral to reduce the speed of tow.

It was necessary to control the lifeboat from the upper conning position (UCP) on the flying bridge while towing and, after the towing procedure had been established, Coxswain George Dyer handed the wheel to Second Coxswain Keith Bower with Deputy Coxswain Arthur Curnow on his starboard hand to attend to the throttles. Coxswain Dyer returned to the flying bridge two minutes later and stood on its port side, next to the second coxswain, to give a course alteration to north by west at 1302, as the tow was now clear of Berry Head. The intention was to make gradual alterations in a long sweeping arc to port in order to coax the erratic tow slowly round for a southerly approach course into Brixham Harbour, using the deepest part of the bay in which to turn.

After about eight minutes on this course the lifeboat was approaching the 20 metre line. Apart from the three on the flying bridge, there were two other men on deck. Crew Member John Ashford was immediately aft of the flying bridge standing between the handrails of the walkway leading aft on top of the superstructure, while Crew Member Ron Bradford was on the after deck, to port of the watertight door to the radio cabin (which was shut) and holding the starboard handrail of the ladder leading to the upper walkway and UCP.

Acting Motor Mechanic John Hunkin and Acting Assistant Mechanic Brian Caunter were both inside the radio cabin with the two men already taken off the casualty. All crew members were wearing lifejackets and crash helmets.

At 1310 Coxswain Dyer ordered both engines into neutral as the pilot cutter sheered once more to starboard. The lifeboat lost way and the wind immediately veered her beam-on to the sea. A moment later, a freak wave of 30 to 35 feet with an additional 12 feet breaking to top. suddenly appeared on the starboard beam of the lifeboat.

John Ashford saw it coming, turned to face it and ducked down with his arms locked under the handrail in front of him and his back braced against the handrail behind him.

All crew members say that the wave seemed to push the lifeboat slowly over to port and laterally through the water as it hit and broke on to her beam. The coxswain on the port side of the UCP, just abaft the helmsman's position, glimpsed the radar scanner turning in the water before he himself was completely submerged for two or three seconds.

Second Coxswain Bower, behind the wheel, stood on the port bulkhead of the UCP and was partially in the water. He estimates that the water came within a foot of the centreline of the UCP. Deputy Coxswain Curnow on the starboard side looked down from a braced horizontal position.

Ron Bradford held hard on to the after ladder and met the sea a few inches from his face, while John Ashford found himself floating astern.

In the after cabin, Acting Motor Mechanic Hunkin remained in his seat and Acting Assistant Mechanic Caunter was thrown back against the port bulkhead with one of the survivors landing on top of him.

All agreed that the lifeboat seemed to stay in that position for a few seconds before coming up again. This impression was also confirmed by another crew member, who, having arrived at the boathouse as the lifeboat slipped, had gone to watch the operation from the top of Berry Head. He had in fact seen from this vantage point the approach of the exceptional wave and had just remarked to a companion that it would do some damage to the lifeboat. He then saw the lifeboat's orange superstructure completely disappear and a column of spray rising 90 feet from where she had been. He estimates it was almost five seconds before the lifeboat's orange top reappeared.

The captain of the casualty saw the entire keel of the lifeboat and both her screws.

As the lifeboat righted herself, Coxswain Dyer found that his glasses and one seaboot had been washed away.

He heard the shout of 'man overboard!' and immediately dashed aft, kicking off his other seaboot as he went.

The tow rope had slackened and John Ashford had managed to grab it.

Then it was wrenched from his grasp as the sea snapped it taught again. As soon as it again slackened, the coxswain seized it and flicked it back towards John Ashford, who this time was able to hold on. Then George Dyer, Ron Bradford and Arthur Curnow pulled him alongside and it took their combined strengths to hoist him on board, although he is only an average sized man.

Second Coxswain Bower, meanwhile, had been trying to move the lifeboat astern to assist in recovering John Ashford, but, unrealised by anyone, the mercury cut-out switches for the fuel pumps had been activated and the engines were reduced to idling speed and would not respond to any throttle movements. He shouted to the coxswain on the after deck who immediately opened the after door and informed John Hunkin, who, realising what had happened, went forward into the wheelhouse to operate the re-set switch for the mercury cut-outs on the fuel pumps.

As soon as full operation of the engines was restored Coxswain Dyer decided that the captain of the cutter must be transferred to the lifeboat. The lifeboat was therefore taken astern and the skipper taken off his bow on to the lifeboat's port quarter.

The tow was resumed but shortly afterwards, at 1320, it parted and Coxswain Dyer wisely decided the derelict should be abandoned. She later capsized and sank under the cliffs of Berry Head.

The lifeboat was now able to increase speed to 12 knots and landed the three survivors unharmed at Brixham at 1330. John Ashford was taken to hospital suffering from shock, exposure and strained arm muscles, but was allowed home five hours later.

A consensus of crew and outside observer opinions, combined with a consideration of the parts of the lifeboat's superstructure immersed in the sea on the port side, place the best estimate of the maximum roll at 110 degrees.

The pilot cutter had intended to try to take a Channel pilot off a westbound container ship. The pilot was obliged to continue to New York, all other pilot stations being closed.

For this service the bronze medal has been awarded to Coxswain George Dyer and medal service certificates have been presented to Second Coxswain Keith Bower, Deputy Coxswain Arthur Curnow, Acting Motor Mechanic John Hunkin, Acting Assistant Mechanic Brian Caunter and Crew Members Ronald Bradford and John Ashford.

South Western Division Jack-up barge AN 'ADVISE LAUNCH' from HM Coastguard was received by the honorary secretary of Falmouth lifeboat station at 2128 on Monday, November 28, 1977, to take off the six-man crew of the jack-up barge Mer d'Iroise, in tow of the tug Englishman about 11 miles east of the Lizard. The tow was on passage from Le Havre to the Menai Strait and the tugmaster had become concerned for the stability of the oblong-shaped jack-up barge under the existing weather conditions; it had four legs extending 70 feet above deck level, one at each corner.

At 2145 the 50ft Thames class relief lifeboat Rotary Service, on temporary duty at Falmouth, slipped from her moorings with Coxswain Arthur West in command.

The wind was north east near gale to gale, force 7 to 8, visibility was good and the tide was at half ebb.

Lizard Coastguard could now see the lights of the casualty and Falmouth Coastguard gave the lifeboat an interception course of 170°M.

The lifeboat set course at her full speed of 17 knots and VHP communication on Channel 16 was established between the casualty and the lifeboat at about 2155. Lights and radar contacts were picked up soon afterwards, about nine miles ahead, and the tugmaster eventually reported that he could see the lifeboat's blue flashing light. There being more than two vessels ahead of the lifeboat, and Coxswain West not being certain of which heading the tow was now on, the tug was requested to identify herself by illumination, which she duly did. After being once misled by the lights of another vessel, the lifeboat was eventually able to home in on the tow and make rendezvous with the barge at 2230 about eight miles east of the Lizard.

The tow was making about 5 to 6 knots on a south west heading, the tugmaster being unwilling to expose the barge to a beam sea while her crew were still on board as it was feared she might then capsize.

The barge was roughly 110ft long by 70ft wide, and her four legs extended 40 feet below the surface as well as 70 feet above, although this fact was not known to the lifeboat at the time. The heavy following seas were breaking over the stern of the barge so that her decks were awash.

Coxswain West took the lifeboat around the stern of the tow and came in on her port side amidships. The barge was pitching quite heavily so that her legs were moving through an arc of about 30 degrees. She was also yawing considerably, and keeping the lifeboat held fast alongside was a difficult task of co-ordination complicated still further by the lifeboat's frequent tendency to surf in the following seas.

The casualty's crew were all wearing lifejackets and ready to abandon. The lifeboat crew waited for the appropriate moments and then told them when to jump. Each man was safely pulled aboard in turn by the lifeboat crew in an operation lasting a number of minutes without either damage to the lifeboat or injury to any of the six evacuees. In the prevailing wind and sea conditions, with the barge pitching, rolling and yawing quite dangerously, this was a considerable feat of seamanship and determination.

Transfer of the men to the tug was considered but it was decided that it would be too hazardous to attempt.

The lifeboat therefore returned with them to Falmouth and the tug with her tow waited off Falmouth to pick them up again next day.

The barge crew all were landed at Falmouth at midnight and one sick man was transferred to hospital. The lifeboat returned to her mooring at 0024.

For this service the bronze medal has been awarded to Coxswain Arthur C.

West and medal service certificates have been presented to Assistant Mechanic Ronald F. Twydle and Crew Members J. H. Mitchell, R. Prynn, R.

Andrew and A. Barnes.

South Western Division Sails blown out RED FLARES SIGHTED in the vicinity of Les Hanois Lighthouse were reported to the honorary secretary of St Peter Port lifeboat station at 2215 on Friday, November 11, 1977. A quarter of an hour later the 52ft Arun lifeboat Sir William Arnold slipped her moorings in St Peter Port Harbour.

The wind was west south west, strong gale force 9, gusting to violent storm force 11, with heavy rain squalls.

The spring tide was in the fourth hour of ebb.

Sir William Arnold maintained her full speed of 19 knots until she rounded St Martins Point. Then, with the tide ebbing directly against the wind at 5 knots, very rough seas were encountered, so that Coxswain John Petit found it frequently necessary to ease the throttles to about 9 knots when cresting the larger waves. Visibility became so restricted by driving spray that navigation was mainly dependent upon radar and the Decca Navigator.

The Port Signal Station told the lifeboat at 2244 that a police car at Pleinmont Point had reported red flares fairly close to that position. Coxswain Petit therefore kept as close to the shore as possible on his approach and the lifeboat had even heavier breaking seas to negotiate as she crossed the numerous shoals in the area. The police car then reported that they could see a small light about a mile south of Pleinmont Point, and a French naval vessel, Detroyat, said she had seen red flares and was going in their direction.

At 2317 the lifeboat saw a red flare ahead. Soon afterwards a small white light could be seen to the south and the lifeboat altered course towards it. It was visible only from time to time between the swells and, a few minutes later, the lifeboat found that it was the cabin light of the 25ft sloop-rigged yacht Cunopns. Her position was immediately south east of Pleinmont Ledge, about half a mile offshore, and she was wallowing, bows south, without power. Her mainsail was gone and her jib was shortened to about three feet. Coxswain Petit went to the upper conning position and he noted that the wind had veered to west by south but its force was being maintained.

The lifeboat approached the yacht's port side and could then see that those on board were sheltering in the cabin.

There were three men and one woman, who was the only one who could speak some English. They were asked to put their lifejackets on before an attempt was made to take them on board the lifeboat.

Deputy Coxswain Peter Bougourd and Crew Member Robert Hamon stationed themselves in the starboard waist to receive the survivors, while Assistant Mechanic Bob Vowles and Crew Member John Webster prepared to take them inboard and Motor Mechanic Eric Pattimore manned the radio and radar.

The sea condition here was even worse than elsewhere because of the proximity of Pleinmont Ledge over which the seas were lifting and breaking.

The yacht was being tossed in all directions by the heavy breaking seas and by the wind, and it was a most exacting task to bring the two vessels safely together.

Nevertheless the casualty's occupants were successfully evacuated, one at a time, in four successive alongsides, each lasting only seconds before the yacht bounced clear 20 to 30 feet on each occasion. It took all the strength that Peter Bougourd and Robert Hamon could muster to pull the largest of the men aboard and the two lifeboatmen were themselves in danger of being pulled over the side during these operations.

All four survivors were taken below and given dry blankets in place of their wet clothes, while the lifeboatmen on deck threw a grapnel aboard the yacht in an attempt to tow her to St Peter Port. The grapnel soon pulled out, however, and Coxswain Petit wisely abandoned her and returned as fast as possible with the survivors, who were in complete agreement with his decision.

They had been bound for St Peter Port from St Malo and had almost reached the lee of St Martins Point when the storm blew their sails out and the strong spring ebb carried them westwards.

On arrival at St Peter Port at 0037, the survivors were landed in care of the St John Ambulance and The Shipwrecked Mariners' Society, the lifeboat returning to her moorings by 0115.

For this service a second bar to the bronze medal has been awarded to Coxswain John H. Petit and the thanks of the Institution inscribed on vellum have been accorded to Deputy Coxswain Peter N. Bougourd and Crew Member Robert Hamon. Medal service certificates have been presented to Motor Mechanic Eric Pattimore, Assistant Mechanic Robert Vowles and Crew Member John Webster.

Eastern Division Four calls SHOEBURYNESS COASTGUARD sighted a fishing boat off West Shoebury Beacon exhibiting a distress signal at 1550 on Monday, June 6, 1977. The auto-klaxon to Southend-on-Sea ILB boathouse was sounded and the duty crew prepared to launch. Meanwhile the Coastguard telephoned the honorary secretary of the station, who agreed to the launch and made his way to the boathouse on the pier.

The wind was southerly, strong gale force 9, with a short, heavy sea. High water Southend was predicted at 1743.

The afternoon was overcast with poor visibility in rain showers.

Southend's Atlantic 21, Percy Garon, launched at 1552 and headed eastward for Shoebury Beacon where a 19ft open boat, Kelly, was found at anchor at 1606. The three-mile passage was made in appalling conditions, with throttles having to be eased at nearly every sea. The three fishermen told the crew that their engine had broken down and that water was being taken over the gunwales, but they did not want to leave their boat.

The ILB was now in open waters in the full weight of the gale, recorded at the boathouse as gusting to 45 knots, and the crew agreed to attempt a tow into the shore. A line was passed and the tow began towards Shoebury east beach. Although the sea moderated in the shallower water, there was still a heavy ground swell. The boat was moored some half mile offshore and the three men transferred to the ILB. The HMCG mobile reported heavy onshore surf and Helmsman Robert Fossett asked that the beach area be cleared: he then beached the Atlantic 21 at half speed, landing the survivors safely at 1648. The ILB was turned and refloated with some difficulty, the crew being soaked through by this time, and course was set for station.

At 1700 the Coastguard requested that the ILB pick up the ex-lifeboat coxswain, Peter Gilson, and two fishermen, at the pier and take them to the Leigh Ray where the fishing boat Anja was seen to have parted one of her mooring warps in the gale. The men were aboard at 1730, after one ILB crew member had been changed at the pier.

The ILB intended to stand by the fishing boat but at 1753 the Coastguard reported red flares at Sea Reach No. 1 Buoy and the ILB immediately set course eastward, arriving on scene at 1809. Sheerness lifeboat, the 44ft Waveney Helen Titrnbiill, had also been launched to this casualty, a 28ft sloop which was undamaged but incapable of weathering the severe conditions.

All six people on board were wet and exhausted and the Southend crew transferred four young boys to the ILB for safety. Sheerness lifeboat arrived at 1812 and took all survivors aboard: a tow was passed with the help of a Southend crew member placed aboard the yacht, and the tow began to Sheerness.

The ILB retrieved her third crew member and stood by the tow until, at 1840, another yacht fired red flares near East Cant Buoy.

Cogneto, a 26ft yacht, had run out of fuel and, being single-handed, could not be successfully sailed in the gale force winds. One ILB crew member was put aboard to help the owner, who was very tired, a towline was made fast and the ILB stemmed wind and tide until Sheerness lifeboat returned at 1945 to take over the casualty.

At 2000 the ILB headed east again to take off the crew of Anja but was diverted to a cabin yacht in Leigh Ray which had split her storm jib and had no engine. She was anchored by the ILB crew and her three people were taken aboard the ILB at 2100.

The ILB returned to Southend boathouse at 2145 after being continuously at sea for six hours. Only then did Helmsman Fossett say that he had been having difficulty with engine controls.

Although the crew had just returned from a long service they worked with the shore party to make sure that the defect was remedied before they left the boathouse: the ILB was reported ready for service at 2300.

The radio handset had been continually wet and reception was poor, but after drying out, it was in full working order.

For this service the thanks of the Institution inscribed on vellum have been accorded to Helmsman Robert Fossett and vellum service certificates have been presented to Crew Members Paul Gilson, Stewart Green and Michael Green.

North Western Division Saved yacht BEAUMARIS HONORARY SECRETARY was informed by Penmon Coastguard at 0943 on Saturday, July 23, 1977, that the skipper of Rossekop, on passage from Glasson Dock to Amsterdam and now 20 miles north east of Point Lynas, was injured and that the remaining six crew members were suffering from seasickness. Maroons were fired and at continued on page 33.