Loss of power A GERMAN SHIP, Sunnanhav, broken down eight miles north east of Flamborough Head, was reported to the honorary secretary of Bridlington lifeboat station by HM Coastguard at 0900 on Thursday February 15. She was being storm-driven in a blizzard towards the headland at about l'/2 knots. At first the lifeboat was asked to stand by; shortly afterwards came the request to launch. Humber lifeboat might be required for a service well to the south (see below) and Flamborough lifeboat, although the closest, was instructed by the divisional inspector of lifeboats (North East) not to launch as she had no radar and the weather was directly into North Landing.

In blizzard conditions with falling snow and ice re-forming as quickly as it was cleared the 37ft Oakley William Henry and Mary King had to be lowered down both slipways on a check rope. At 0945 she launched into heavy breaking seas, with visibility only a few yards making it impossible to see the next breaker. A storm to violent storm, force 10 to 11, was blowing from the north east. The tide was three hours ebb; the temperature was — 4°c.

Coxswain Fred Walkingon decided that it would be better to leave Bridlington Bay by the south end of Smithic Sands thus avoiding the extra large shallow water waves between the north end of the sand and Flamborough Head. The lifeboat was struck constantly by large seas and Coxswain Walkington instructed his crew to clip on their lifelines inside the cockpit.

Smithic Buoy was left to port and course set to the north east. The sea was white over with drift and the lifeboat was heading into driven snow squalls during which the wind became even stronger and visibility was reduced. The main sea was easterly with a cross sea breaking from the north. The throttles had to be easedand the bows squared towards the frequent breaking waves. The boat was twice lifted and tossed round 40 degrees to starboard.

Shortly after the lifeboat left Bridlington Bay she was informed that Sunnanhav had regained limited power and was now four to five miles north east of Flamborough Head but still being driven south west. A mile or so further on, Bridlington lifeboat was lifted by a big sea which filled the cockpit with water (this had already happened on a number of occasions previously) and the radar went dead.

Coxswain Walkington continued towards the last known position of the casualty. A few minutes later the Coastguard informed him that Sunnanhav had regained full power and was making for Humber for shelter from the still worsening seas, which were now breaking at 30 foot. Visibility was about 50 yards and the ship could not pick up the lifeboat on her radar.

Coxswain Walkington decided to turn west hoping to make a landfall on the high cliffs to the north of Flamborough Head; if he had gone into Bridlington Bay in the prevailing conditons without radar there would have been the possibility of arriving in very shallow water without a positive indication of position, thus not knowing whether to turn north or south to return to station.

After about 2'/2 hours running with the drogue streamed and being constantly pooped, cliffs were glimpsed through the snow at a distance of about half a mile. They were soon identified as the cliffs north of Filey Brig, a notorious outcrop of rocks; at almost the same time Second Coxswain Denis Atkins shouted a warning that he had sighted Filey Brig ahead at about 100 yards. Coxswain Walkington put the wheel hard over to port. As the boat presented her beam to the sea she was struck and knocked over to starboard.

The engine cut-out operated and the engines stopped. Coxswain Walkington put his engines to neutral and ordered Assistant Mechanic John Sharp to make the 'capsize switches' and restart. The engines fired first time.

Filey Brig Buoy was sighted to port after the coxswain had brought the lifeboat round head to sea. It was now 1510. The crew, who had all been 'hooked on' and braced against the heavy movement, confirmed that they were well and course was set for Flamborough Head.

Motor Mechanic Roderick Stott had been constantly trying to regain a radar picture; it gradually improved after the knockdown and helped with the return passage to harbour. The Coastguard manned both piers with lifesaving equipment until the boat had entered safely.

The lifeboat returned to harbour and refuelled at 1700, though with great difficulty as the fuel was freezing in the funnel. So that she should not go 'off service' inside the harbour at lowwater, the crew decided to have a hot drink, change into dry clothing and then sail again to rehouse, which was just possible with great care. They mustered again two hours later and sailed, eventually rehousing at 2200 after considerable problems negotiating the slip in the icy conditions. It was 13 hours since they were first called.

Bridlington lifeboat was reported ready for service at 2225.

For this service the bronze medal was awarded to Coxswain Fred Walkington.

Medal service certificates were presented to Second Coxswain Denis Atkins, Motor Mechanic Roderick W.

Stott, Assistant Mechanic John C.

Sharp and Crew Members Anthony J.

Ayre, R. W. Stork and Paul A.

Staveley..