Scotland South Division Two lifeboats capsize and right A DANISH CARGO VESSEL, Lone Diinia, in distress six miles north west of Skerryvore Lighthouse was reported by HM Coastguard to the honorary secretary of Barra Island lifeboat station at 2355 on Saturday November 17, 1979, and to the honorary secretary of Islay lifeboat station at 0015 on Sunday November 18. Lone Dania's cargo of marble chips had shifted causing a heavy list. Islay's 50ft Thames lifeboat Helmut Schroder of Dunlossit, under the command of Coxswain Alastair Campbell, slipped her moorings at 0035 and Barra's 52ft Barnett lifeboat R. A.

Colby Cubbin No. 3, under the command of Coxswain/Mechanic John Macneil, slipped her moorings at 0058. The weather at Castlebay, Barra, was so severe that two separate trips had to be made in the boarding boat to embark the crew of eight.

The wind was predominantly from the south west, veering to north west during the frequent heavy rain squalls which reduced visibility to no more than 15 to 20 yards. The wind strength varied from strong gale, force 9, to violent storm and hurricane, force 11 to 12, in the squalls; gusts of up to 59 knots were recorded at the meteorological office at Tiree Airport and of up to 65 knots at Benbecula Airport.

The swell was very high and the sea very rough and confused. Coxswain Macneil of Barra has said that the weather was as bad as he had experienced in 17 years in the lifeboat service and previously as a merchant seaman and deck officer sailing those same waters off the west coast of Scotland.

Once clear of her berth, Islay lifeboat made full speed on a northerly course to clear the Sound of Islay. The tide was two hours flood and running north through the sound at 4 knots. On approaching Rubha A'Mhail Lighthouse Coxswain Campbell left the upper conning position, checked that all equipment and hatches were secure and took the helm in the wheelhouse.

The full force of the very rough seas, storm force winds and heavy rain squalls was met as soon as the lifeboat cleared the lee of Islay. At 0058 course was changed to west by north to pass three miles south west of Oronsay before heading north for Skerryvore.

On approaching the shallower water between Oronsay and Islay speed was reduced to 10 knots because of severe pounding in the heavy south-westerly swell and very rough, confused seas.

The tide was now setting east north east at 2 knots.

At 0130 Islay lifeboat drove through a particularly large sea, falling about 25 feet into the following trough. Crew Member Iain Spears, who was standing and bracing himself in the after port corner of the wheelhouse, landed heavily on his right foot, twisting his ankle; it was found when he came ashore that the ankle was in fact broken. Shortly after this incident the seas eased slightly and, once Oronsay was abaft the starboard beam, Coxswain Campbell was able to increase speed to 12 knots.

Islay lifeboat was three miles south west of Oronsay when, at 0143, Coxswain Campbell momentarily saw a very steep breaking sea, about 30 feet high, on the starboard bow. The sea was at right angles to the general run of the seas (it was thought that it could have rebounded from the reef lying 1 '/2 miles south west of Oronsay) and it laid the lifeboat over 45 degrees to port.

The lifeboat momentarily hung in this position and then slid down the face of the approaching wave into a deep trough. The wave then broke aboard on the starboard side capsizing the lifeboat to port. The lifeboat 'settled' upside down for about five seconds before righting port side first. Afterwards, crew members commented on the gentleness of the capsize and righting motions and apart from Assistant Mechanic Norman Campbell, who suffered some bruising, there were no injuries. Once righted, the lifeboat cleared herself of water and the engines were found in gear but idling; the solenoid capsize 'switches' had operated correctly.

Coxswain Campbell immediately checked that all crew members were safe and Motor Mechanic Archibald Campbell returned both throttles to idling before operating the capsize cancel switch to restore wheelhouse control.

Coxswain Campbell then altered course to starboard to bring the wind and sea astern while the lifeboat was given an internal inspection for damage; he decided against sending any one on deck in the prevailing conditions to make an external inspection.

Only superficial internal damage was revealed.

It was at this time that the port throttle was found to be unresponsive and, although Motor Mechanic Archie Campbell and Assistant Mechanic Norman Campbell immediately went below to investigate, the violent motion and conditions in the engine room made it impossible for them to rectify the fault. It was also found that the radar and windscreen wipers were unserviceable, making visual navigation almost impossible. Having one engine out of action, no radar and very little vision, and knowing that Barra Island lifeboat was on her way to the casualty. Coxswain Campbell decided to return to station to effect repairs before continuing with the service. An easterly course was set, to give Post Rocks a wide berth, and a moderate speed maintained.

At 0212 Coxswain Campbell reported that the steering had jammed with 20 degrees of port helm on. Motor Mechanic Archie Campbell and Assistant Mechanic Norman Campbell went aft through the engine room emergency hatch and found that the locking bar for the oil drum stowage in the tiller flat had worked loose and jammed the steering in way of the port rudder crosshead. The bar was resecured and the coxswain informed by intercom from the after cabin. Course was then resumed to clear Rubha A'Mhail before turning south into Islay Sound at 0255.

Although the seas eased considerably once the lifeboat was under the lee of Islay, frequent heavy rain squalls, sometimes reducing visibility to a few yards, made the passage up the sound slow and difficult.

Islay lifeboat reberthed alongside the new ferry pier at Port Askaig at 0355 and, while Assistant Mechanic Norman Campbell and Crew Member Iain Spears received medical attention.

Coxswain Campbell and the other crew members began preparing the lifeboat for service again. It was then that the full damage sustained during the capsize was found, and it was also discovered that the liferaft was missing.

Meanwhile Barra lifeboat, which had set out at 0058, cleared Castlebay and then set course for Lone Dania, 37 miles away. Although the bearing was south by east. Coxswain Macneil steered south by west to make good his course, so that the wind was on the starboard beam while the sea and swell tended to be more on the starboard quarter. He expected to reach the casualty sometime after 0500. During the frequent heavy squalls the lifeboat's speed was reduced but at other times her full speed of about 9 knots was maintained.

At about 0346 Barra lifeboat was 11 miles south east of Barra Head Lighthouse, almost on the 100 fathom line which marks the eastern edge of one of the deep 'trenches' which exist in this area; it is an area where unusually heavy seas can be experienced. There was, however, a comparative lull between squalls at this time and the lifeboat was at full speed.

Coxswain Macneil had just lowered the port wheelhouse door window to have a look around and see if Skerryvore Light was visible over the port bow, when, while his head was still out of the window, the lifeboat seemed suddenly to pitch down by the bow andstart rolling to port all in the same instant, the whole port bow back to the anchor stowage dipping under the sea.

Glancing back over the starboard quarter he saw a breaking sea of between 30 to 40 feet towering over the boat. It seemed to present a vertical face of water. Before he could shout a warning the lifeboat slewed violently to starboard, broached and rolled over to port.

There was an immediate inrush of water into the wheelhouse and cabin.

The Barnett's emergency air-bag inflated, and the effect of the bag inflating together with the power engendered by the breaking sea rolled the boat straight through 360 degrees without pause, so that she righted almost instantly. Water almost filled the wheelhouse and after cabin, but it escaped relatively quickly.

Once the lifeboat had righted Coxswain Macneil's first recollection was of seeing the entire port side hinged window with its clear-view screen broken and forced outwards. Then, almost immediately, the port engine stalled followed closely by the star- board engine. The propellers had been fouled by the drogue with its ropes and securing line which had all been swept overboard, the synthetic drogue rope becoming compacted round the shafts.

Coxswain Macneil first made sure that all his crew were safe; slight head injuries had been suffered by four crew members, who were given first aid. The mizzen mast was damaged and the MF aerials had been carried away, but a six-inch stub of the VHP aerial remained and the coxswain had no difficulty in reporting to the Coastguard.

He then organised his crew into watches of two men who were detailed to try to free the ropes around the propellers. Although the boat remainedlying comparatively comfortably head to wind and weather, with the air-bag acting rather like a steadying sail, the constant movement made working in the after cockpit extremely difficult and they were unable to clear the propellers.

The coaster Sapphire, which was making for Lone Dania, was diverted to help Barra lifeboat and HMS Herald, a survey vessel, and an RN helicopter from Prestwick were asked to stand by.

At about 0730 Barra lifeboat fired a red flare to help Sapphire to find her and, with the aid of a cross-bearing from an Esso tanker in the area, the lifeboat's position was established as 16 miles bearing 117° from Barra Head Lighthouse. Sapphire arrived alongside at 0840 and after considerable difficulty a tow was connected. HMS Herald came up with Sapphire and her tow at 1030 and stood by until their arrival at Barra. At 1107 Coxswain Macneil decided that four of his crew should be sent ashore in the Sea King helicopter.

They were landed safely at Castlebay and examined by Barra honorary medical adviser before being sent home.

The helicopter then returned to Prestwick after refuelling at Tiree.

The tow parted at about 1200 but was successfully reconnected about threequarters of an hour later. At 1430 the Castlebay fishing boat Notre Dame met up with the tow off Barra. Because of the severe weather a landfall was made to the north and east of Castlebay and it was decided that the lifeboat should go direct to a convenient fish factory pier at North Bay, about nine miles north of Castlebay. Notre Dame took over the tow just outside the entrance to North Bay and, while Sapphire and HMS Herald returned to their respective passages, brought the lifeboat safely to a berth alongside the pier at 1540.

The remaining four members of the crew were taken by car to Castlebay where they were also checked by the HMA before returning home.

The casualty, Lone Dania, which had refused help from a helicopter, returned to Barra under escort of another Danish coaster just after 1100.

A generous donation to the RNLI was later received from her underwriters and owners.

Immediately following the return to station of Islay and Barra lifeboats the divisional inspector for lifeboats for South Scotland and his coast officials went to Islay, while the staff officer operations from HQ Poole, together with the district engineer and district surveyor of lifeboats for North Scotland and the electronics engineer (maintenance), went to Barra. With the able help of the lifeboatmen themselves, other branch members and local people, both lifeboats were repaired at station. Islay's 50ft Thames class lifeboat was back on restricted serviced by 1906 on Sunday November 18 and was placed on full service at 2100 on Friday November 23. Barra's 52ft BarnettBarnett lifeboat was placed on restricted service at 1800 on Wednesday November 21 and on full service at 1530 on Thursday November 22.

Both crews have expressed praise for the performance of their lifeboats.

Ireland, South Western and Western Divisions Fastnet storm THIRTEEN LIFEBOATS took part in the combined SAR operation to yachts of the Fastnet Race fleet between August 13 and 16, 1979, a report of which appeared in the winter issue of the journal. The fleet of 303 yachts was strung out across the south Irish Sea when a depression, deepening unexpectedly rapidly, swept into the south western approaches bringing with it storm force winds gusting up to hurricane force and treacherously high and confused seas. Fifteen yachtsmen lost their lives during the storm.

Between them, the 13 lifeboats were on service for nearly 187 hours, rescuing 60 people and towing in or escorting 20 yachts.

For these services a special framed certificate signed by the Duke of Atholl, chairman of the Institution, has been awarded to each of the following stations: Angle, Ballycotton, Baltimore, Clovelly, Courtmacsherry Harbour, Dunmore East, Falmouth, The Lizard-Cadgwith, Padstow, Penlee, St Ives, St Mary's and Sennen Cove.

North Western Division Catamaran caught out A BOAT SIGHTED in exceptionally heavy seas on the south west part of West Hoyle Bank and needing help was reported to the honorary secretary of Hoylake lifeboat station at 0845 on Thursday September 20, 1979, by Coxswain T. H. 'Harry' Jones. Maroons were fired, a message passed to Liverpool Coastguard and at 0900 the 37ft Oakley relief lifeboat The Will and Fanny Kirby, on temporary duty at Hoylake, left the boathouse on her carriage.

She was towed across the East Hoyle Bank to a position just north of Hilbre Island and was launched at 0926.

The wind was westerly strong gale force 9, gusting to storm force 10. The sea was very rough and broken, with waves estimated to be 10 feet high. It was two hours before high water and the flood stream was setting southerly into the River Dee at about 2 knots.

The sky was cloudy and visibility good.

The rough seas made launching extremely difficult. Solid water was breaking over the boat and tractor and at times the boat and carriage were being lifted from the sea bed. Just before launching all that could be seen of the tractor from the boat were the air vents, exhaust pipes and the driver and his assistant. The driving cab had completely filled with water.

Once into the comparatively deepwater of Hilbre Swash the lifeboat was able to make full speed leaving HE 5 Buoy to starboard and keeping close to the eastern edge of West Hoyle Bank for protection. Welshman Buoy was left to port as Coxswain Jones took the lifeboat across the south-east corner of the bank, entering Welshman's Gut at about 0940. At 0958, when just over half way between SE Hoyle Buoy and Dee Buoy, the masts of the casualty were sighted about one mile on the starboard bow; she was on West Hoyle Bank half a mile north of Dee Buoy. At the same time a very weak mayday signal was picked up on 2182 kHz but the callsign could not be identified.

As the lifeboat approached, the casualty was seen to be a white hulled, ketch rigged catamaran about 40 feet in length. She was anchored, bows west, but rolling, pitching and veering violently and taking solid water over her bows. The sails were furled and lashed and there was no sign of damage. No one could be seen on deck.

The wind was still westerly force 9, gusting force 10, and the seas around the casualty, Truganini, were estimated to be 15 feet high; because the water was shallow the waves were confused and broken. Further to the east, huge waves could be seen breaking over the higher part of West Hoyle Bank. The tidal stream was now setting to the south east at about two knots.

By 1005 the lifeboat was within 60 feet of Truganini's port quarter and attempts were made to attract attention with loud hailer and horn. There was no response, however, so Coxswain Jones manoeuvred his boat slowly ahead until she was abreast of the catamaran's port beam, then turned in a circle to port until he was lying off her port quarter once more. There was still no sign of life and it was decided to try to put Second Coxswain John McDermott aboard to search. As the lifeboat was closing the casualty a man appeared on deck from the starboard cabin and shouted across, asking that his two women crew members be taken aboard the lifeboat and that the catamaran be taken in tow; he also said that he would be unable to recover his anchors.

Coxswain Jones told the skipper that it might prove too rough for towing and that he was going to try to take off the whole crew. Second Coxswain McDermott and Crew Member David Dodd were detailed off to board the casualty and help with the transfer. The violent movement of the anchored catamaran made going alongside both difficult and dangerous, so the lifeboat lay off the port side and the second coxswain succeeded in getting aboard as the two vessels came together. The boats quickly separated and the lifeboat came astern to clear the danger. The manoeuvre was repeated and David Dodd managed to get aboard. The time was 1017.

Once aboard the catamaran Second Coxswain McDermott found that the crew were too exhausted to be transferred safely in the very rough seas, and so, realising that, if her anchor cables parted, the boat would be blown at great speed into the huge seas on the high part of the bank and wrecked, Coxswain Jones agreed to take her in tow.

While the lifeboat was manoeuvred into position on the port side of Truganini, Second Coxswain McDermott and Crew Member Dodd buoyed the anchor ropes and made ready for slipping, both men hanging on as best they could as solid water crashed over the foredecks where they were working.

The tow line was passed by heaving line and the lifeboat moved up wind on the port bow. The anchor ropes were slipped and the tow line secured at the same time with both men lying flat on the decks, the seas breaking over them.

On starting the tow, Coxswain Jones found that the lifeboat did not have enough power to drive up wind so he allowed the bow to pay off to port and headed across the sea towards Welsh Channel and Mostyn Harbour. It was now 1030.

On entering Welsh Channel course was directed towards Mostyn Deep, bringing the weather round on to the starboard quarter. Great difficulty was experienced in maintaining the tow because the catamaran was continuously surfing down wind and overtaking the lifeboat to starboard. A plastic dustbin, carried aboard the sailing boat as a rope stowage, was streamed astern as a drogue and a heavy shackle was placed on the tow line to weigh it down and form a spring. The temporary drogue reduced speed enough to allow the lifeboat to get down wind and to starboard and, before it carried away, the 'drogue' had lasted just long enough for the protective lee of the Point of Air to be reached.

Keeping along the edge of Mostyn Bank to get as much shelter as possible, SE Air, NE Mostyn and Mostyn Buoys were all left to port. Mostyn Harbour was reached at 1055 and the catamaran secured alongside the west wall at 1100.

Having satisfied himself that Truganini s crew needed no further help, Coxswain Jones sailed from Mostyn at 1115 for Hoylake via Salisbury Deep, Hilbre Swash, East Hoyle Spit and Spencers Spit. The 12 miles to Hoylake took !3/4 hours through the very rough, storm-driven seas. The lifeboat was beached at 1300 and recarriaged; she was ready for service at 1330.

For this service the bronze medal was awarded to Coxswain Thomas H.

'Harry' Jones and the thanks of the Institution inscribed on vellum to Second Coxswain John McDermott and Crew Member David A. Dodd. Medal service certificates were awarded to Acting Motor Mechanic Peter J. Jones, Acting Assistant Mechanic Alan R.

Tolley and Crew Members Geoffrey Ormrod and Gordon J. Bird. Framed letters of thanks signed by the Duke of Atholl, the chairman of the Institution, were sent to Acting Tractor Driver Jeffrey W. Kernigham and Acting Assistant Tractor Driver Helper Jesse S. Bird.

South Western Division Five saved RED FLARES fired by a yacht off Beer Head were reported by HM Coastguard to the honorary secretary of Lyme Regis ILB station at 1942 on Monday August 13, 1979. Five minutes later, Lyme Regis Atlantic 21 ILB was launched manned by Helmsman John Hodder with Crew Members Paul Wason, Graham Turner and Colin Jones; the additional crew member was taken to give extra weight in the heavy weather.

A strong breeze to near gale, force 6 to 7, was blowing from the south west and the tide was in the third hour of flood, setting west south west at about 0.7 knots. With the wind against tide the seas were short and steep, about 8 to 11 feet in height. It was raining heavily and visibility was about half a mile.

As the ILB set course west south west for the yacht, Crew Members Wason and Jones went as far forward as possible to keep the bows down, but after a little while bruising forced them to retreat further aft. Speed then had to be reduced to less than 12 knots.

The yacht. White Kitten, was sighted about half a mile ahead at 2015; her mainsail was set and she was lying at anchor, head to wind. Two men, two women and a five-year-old boy were on board. After leaving Torquay 51 hours previously they had crossed the Channel twice in thick fog and, not having slept, they were all exhausted. They did not realise that their anchor was dragging and that they would soon be aground on a lee shore.

Helmsman Hodder decided that the two women and the boy, who were very cold and wet, must be taken off immediately; they were taken on board the ILB and wrapped in polythene sheeting. The men were reluctant to leave their yacht so Crew Member Jones, who is a sailing instructor, joined them on board White Kitten to sail her to Lyme Regis. He reefed the mainsail, started the engine, cut the anchor chain, hoisted the jib and set the yawl on a south-easterly course to gain an offing before running for Lyme, thus clearing the broken water which was extending nearly a mile from shore.

Having satisfied himself that all was under control on board the yacht, Helmsman Hodder set out for Lyme.

By now the weather was deteriorating rapidly, with the wind increasing to gale force 8 gusting to storm force 10.

Despite the difficult passage, however, the Atlantic 21 managed to make goodabout 17 knots with the sea on her starboard quarter and the two women and the boy were landed safely at Lyme.

They were given hot tea and dry clothes and cared for by Mrs Brian Miller, a qualified nurse and the wife of a crew member.

At 2050, as soon as the survivors were safely disembarked. Helmsman Hodder put to sea again to find the yawl and escort her to harbour. It was now dark, so the ILB carried an Aldis lamp as well as powerful hand lamps and torches.

Crew Member Jones had lost sight of land almost immediately after setting course south east. The waves were becoming very high and he was thrown off the tiller several times. When he reckoned he had made good about two miles, the reefed mainsail was lowered and course altered to east north east on jib and engine only.

Meanwhile, the ILB was meeting head seas of 15 to 20 feet with breaking tops. In the darkness these very large waves could often not be seen until they were too close for avoiding action to be taken and the crew found themselves falling off the crests. Speed often had to be reduced to the minimum for steerage way, so that only about 4'/2 knots could be made good on the south-westerly course Helmsman Hodder calculated would intercept the yacht.

In fact White Kitten was making good a slightly more easterly course than had been thought and when the ILB sighted her masthead light at about 2145 she was about half a mile to the south. Having taken more than an hour to gain the two miles to seaward, the yawl was now making up to 7 knots before the wind on jib only and a faltering engine. She was shipping a great deal of water.

When Crew Member Jones sighted the ILB's lights he shone his Aldis lamp to guide her in. Helmsman Hodder, who had himself been out of sight of land for 50 minutes, estimated that they were now almost four miles south west of Lyme and heading too far to the east. As soon as he could bring the ILB within hailing distance he therefore told Colin Jones to steer north east. He then tried to keep station abeam of the casualty to be ready to help immediately if she were overwhelmed.

The ILB herself was as vulnerable as the yacht to the high and breaking following seas and passing course instructions was extremely difficult, so Helmsman Hodder stationed himself ahead of the yawl to lead her in until the shore lights became visible.

Back at Lyme Regis, Crew Member Brian Miller and two auxiliary coastguards had gone along outside the harbour wall to places from where, although very exposed and repeatedly covered by spray, they could shine hand lamps to guide in the two boats.

Brian Miller fired two parachute flares which were seen with great gratitudeby the ILB and the yawl when they were about three-quarters of a mile off the harbour entrance.

As soon as the lights of Lyme could be seen by White Kitten, Helmsman Hodder took station on her bow and used the ILB searchlights to illuminate the numerous lobster pots which had to be avoided on the way in. Just as she was being brought alongside the yawl failed to respond to her helm as the two bolts securing her pintles sheared; she was berthed safely, however, with the help of the ILB. The two men were landed, given first aid treatment and reunited with the women and the boy.

Following the rescue White Kitten's people gave donations and wrote to praise the bravery and skill of the ILB crew.

For this service a bar to his bronze medal was awarded to Helmsman John L. Hodder and the bronze medal to Crew Member Colin I. Jones. Medal service certificates were presented to Crew Members Paul Wason and Graham C. A. Turner.

North Eastern Division Home made raft TWO YOUTHS, aged 15 and 17 launched a home made raft from the slipway at Robin Hood's Bay, North Yorkshire, at about 1510 on Sunday June 10. 1979.

It was nearly high water and a moderate breeze was blowing from the south east. Breaking seas, sweeping across with considerable force, washed the raft off the slipway and very quickly round towards Gunney Hole, and the raft, made of drums and a cargo pallet, started to break up.

The younger of the two boys.

Stephen, jumped into the sea and tried to swim to safety but was soon in difficulties and unable to keep his head clear of the water. He shouted for help to people on the sea wall, but the wall is sheer and some 50ft high with no steps, ladders or breaks. It curves outwards at the bottom causing waves to turn back on themselves and the sea close to the wall is confused. A line with a bicycle wheel attached was lowered down the wall, but Stephen was unable to reach it.

At this point the attention of Simon Hall, a 16-year-old boy, was called to the incident. He ran down the slipway and started launching a flat-bottomed 8ft pram dinghy through the breaking seas. A man tried to get into the tiny dinghy with him. but Simon told him to get out as the boat was too small to carry them both safely.

Simon rowed the intervening 80 yards and then, handling the dinghy with great skill, put her head to sea and back-watered down to the boy in the water; had he gone in bows first he would without doubt have broached to and might well have been smashed into the wall. Stephen was able to grab the handholds at the stern of the dinghy and then Simon pulled hard through the backwash and incoming waves towards some small fishing boats at moorings.

Once in less confused water Simon pulled the exhausted and shivering Stephen into the dinghy. He then pulled alongside a fishing boat and both boys climbed into it. Simon took off his sweater and gave it to Stephen and they both put on oilskins they found on board.

Whitby ILB was informed of the incident at 1610 and launched at 1630.

While waiting for the ILB to make her passage, Stephen kept nodding off, but Simon insisted on talking to him to keep him awake. The ILB came alongside the moored coble at 1650. took offthe two boys and landed them shore in the lee at Gunney Hole where coastguards helped them up the cliff. The second boy on the raft had managed to swim ashore safely.

For this service the bronze medal was awarded to Simon Peter Hall, to whom an inscribed wrist watch will also be presented.

Eastern Division Ten small boats WEST MERSEA deputy launching authority was informed by HM Coastguard at 1652 on Saturday May 26, 1979, that an upturned sailing dinghy had been sighted l'/2 miles east of Shinglehead Point. Maroons were fired and at 1700 West Mersea Atlantic 21 ILB launched on service manned by Helmsman James Clarke and Crew Members Jonathan French and Graham Knott.

It was a fine, clear evening but a strong gale, force 9, was blowing from the south. It was two hours before low water springs. The sea was only slight at the launching position and the ILB set out at full speed for the casualty, l'/2 miles from the station. As soon as the shelter of Cobmarsh Island was cleared, however, she met the full force of the winds and steep, breaking seas of eight to ten feet. Continuous blown spray reduced visibility.

The ILB and Bradwell Coastguard GP boat reached the capsized dinghy at the same time, 1710. No survivors could be seen in the water and Crew Member French went overside and under the upturned hull to see if anyone were trapped inside. No one was found, the dinghy was righted and then, with great difficulty, Crew Member French was brought back on board.

A search was started for the missing dinghy sailors, the ILB heading down tide and the Coastguard boat heading down wind. Meanwhile an RAF helicopter had been scrambled from Mansion.

At 1718 it was confirmed that the two missing men had swum ashore and were safe, and the ILB escorted the Coastguard boat to the lee of Bradwell, arriving at 1728.

West Mersea ILB, joined by the helicopter, then continued searching for, checking and escorting the many small boats in the area caught out by the bad weather. At 1740 Stone Sailing Club rescue boat was in trouble with one of her crew in the water off Thirslet Spit; the ILB stood by while the man was lifted by helicopter and flown to Southend Hospital.

The task of shepherding was continued and at 1807 Crew Member Knott was landed near Mill Creek to check a casualty on the mud flats. After warning the boat's single-handed crew not to try to launch again, he was lifted back on to the ILB by the helicopter.

At 1835 the helicopter returned to base and at 1850, after the crew had assured themselves that no small boats were in any possible danger, the ILB returned to station, arriving at 1910.

She was refuelled and once again ready for service at 1925. In the two hours and ten minutes she had been on service in severe gale force winds gusting to 50 knots and steep seas of up to 12 feet, she had given help to about ten boats.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman James A.

Clarke and Crew Member Jonathan P.

French. A vellum service certificate was presented to Crew Member Graham M. Knott.

South Eastern Division Capsized coaster IN THE EARLY MORNING of Tuesday November 6, 1979, Niton Radio, Isle of Wight received a mayday call from the coaster Pool Fisher: 'We are going over, position south west of St Catherine's Point'. Nothing more was heard. The mayday was broadcast immediately, at 0549, and a major search was set in operation in which naval ships from Great Britain and the Netherlands, merchant ships, RN Wessex and Sea King helicopters and RNLI lifeboats all took part. The wind was north westerly, near gale force 7 to strong gale force 9 and the seas very rough. Visibility was fair.

Solent Coastguard telephoned the honorary secretary of Yarmouth lifeboat station at 1553 and Yarmouth's 52ft Arun Joy and John Wade slipped her mooring 15 minutes later under the command of Second Coxswain David J. Lemonius, the coxswain being on leave. The Needles were passed at 0635 and the search area, four miles south west of St Catherine's, reached at 0718; the lifeboat was asked to continue to 15 miles south west of the point.

Meanwhile, Solent Coastguard had telephoned the honorary secretary of Bembridge lifeboat station at 0620 and the 48ft 6in Solent HfeboatJacA: Shayler and the Lees launched at 0635 under the commander of Coxswain Peter Smith and was also on her way.

HMS Cardiff was designated on scene commander at 0720 and started assembling the various craft for a coordinated search of the area. The search was made more difficult by the great amount of wreckage in the area from the Aeolian Sky, which had foundered three days previously. It was learnt that Pool Fisher had been on passage from Hamburg to Merseyside with a cargo of potash; there were 15 people on board.

At 0730 Crew Member Keith Hopkins, who was navigating on board Yarmouth lifeboat, was thrown across the wheelhouse and knocked unconscious for a little while. From that time Acting Coxswain Lemonius took over navigation and radio communications with Acting Second Coxswain Richard Downes at the helm. The injured lifeboatman was later taken off by helicopter and flown to hospital.

Yarmouth lifeboat reported sighting a slick of what looked like diesel oil at 0908 and HMS Cardiff shifted the search to seven miles south of St Catherine's.

At 0932 the Netherlands warship HNMS Amsterdam and MV Navajo sighted a body and an upturned ship's lifeboat in the water. Cardiff had just reported picking up two bodies, at 0955, when a helicopter spotted two survivors 12 miles south east by east of St Catherine's; they were lifted to safety and flown straight to hospital.

Although the search was continued all day, only being called off when darkness fell, no more survivors were found. The two lifeboats returned to their stations, arriving at about 1845, after being at sea for more than 12 hours.

For this service letters signed by John Atterton, deputy director, expressing the Institution's thanks to Coxswain Peter Smith, BEM, and Acting Coxswain David Lemonius were sent to Arthur P. Weaver, BEM, honorary secretary of Bembridge lifeboat station, and L. W. Noton, honorary secretary of Yarmouth lifeboat station.

South Western Division Ex pilot cutter HARTLAND COASTGUARD received a message from the British coaster Candourity at 0255 on Monday September 3, 1979, reporting the sighting of a red flare and a flashing light from a yacht some 13 miles north by east of Trevose Head. The wind was westerly, near gale force 7, and the sea rough with a moderate swell. The night was overcast with heavy showers.

Padstow lifeboat was alerted and at 0319 came a message that Candourity had now reached the yacht, Peggy, an ex Bristol Channel pilot cutter. Wreckage of the yacht's bowsprit, topmast, rigging and sails were over her starboard side; two inflatable dinghies were over her port side and the people on board were waving. Candourity was unable to go alongside but she was standing by.

Padstow lifeboat, the 48ft 6in Oakley James and Catherine Macfarlane, launched at 0355 under the command of Coxswain Trevor England and headed for the casualty. By 0448 she could see Candourity ahead and by 0535 she was alongside Peggy. There, were nine people on board. With considerable difficulty in the rough seas and swell an injured women and four children were transferred to the lifeboat; three men and a woman remained on board the yacht.

It appeared that Peggy had collided with a radar buoy. She was takingwater and her pumps were out of action so, during what proved to be a very slow tow, the four people on board formed a bucket chain to bail.

Arrangements were made for medical assistance to be available on arrival at Padstow and for a pump to be brought out to meet the two boats at Stepper Point.

Anchorage under Stepper Point was reached at 0751. The pump was put aboard and, after the survivors were landed into the care of those ashore, the yacht was put in tow again at 1203 and moored safely at the station by 1305. The lifeboat was rehoused and ready for service at 1600. A large donation to the Institution's funds was received from Peggy's crew.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation to Coxswain Trevor England and his crew, was sent to Lt-Cdr J. W.

Hamilton. Padstow station honorary secretary.

South Western Division Trapped by tide A LIFEGUARD telephoned the deputy launching authority of Newquay, Cornwall, ILB station at 1555 on Wednesday August 8, 1979, to tell him that two girls were trapped by the tide at Lamorna Cove. The ILB, manned by Helmsman Norman Bailey and Crew Members Martin Burt and Robert Stokes, was launched within five minutes. A moderate north-westerly wind was blowing on shore so that waves of four to five feet were breaking along the shoreline. It was 2'/2 hours before high water.

Arriving off the cove, the crew could see the two girls on rocks at its head.

Although the girls could climb clear of the waves, it was apparent that they would be trapped for at least six hours, by which time darkness would have fallen, so Helmsman Bailey decided to go straight into the cove and take them off.

Newquay ILB is frequently called to Lamorna Cove, so the crew know it well and did not expect any great difficulty, even though there is no beach but only the boulder strewn cove. Once disembarked, however, it proved very hard to turn the boat head to sea for relaunching while standing among the boulders with the seas, more difficult than had been thought, breaking over boat and crew.

As soon as the two girls were embarked the engine was restarted, but when gear was engaged it was discovered that the drive pin had sheared.

The crew rowed the boat away from the shore while the helmsman tried to fit a new shear pin, but, when clear of the cove, the starboard oar, being pulled by a particularly strong man. broke and immediately carried away. The ILB was swept along the shoreline by a flood tide of 4 to 5 knots. The anchor was let go but failed to hold. The crew radioed for helicopter help but could get no response from the radio because they were so close under the 100ft cliffs. They shouted to an auxiliary coastguard on the cliff top, but in fact a Royal Naval helicopter which had been in the area was already on her way to help.

As the boat was carried into a gully.

Crew Member Stokes jumped out on to a rock taking one girl with him. Crew Member Burt threw him a painter, but as soon as Robert Stokes had made it fast to a rock a heavy sea broke through the boat, tearing out the painter and that portion of the bow fabric to which it was secured.

The ILB was carried up to the top of the boulder strewn gully. Crew Member Burt and Helmsman Bailey both got out to steady the boat, but they were washed from one side of the gully to the other before they managed to get the remaining girl on to a reef of rocks and eventually out to a position from which she could be lifted off by helicopter.

The helicopter arrived within minutes and lifted both girls to the safety of the cliff top. Crew Member Stokes tried to work his way along the ledge to reach the ILB. now being battered against rocks, but it was impossible, so the ILB had to be abandoned and the three men lifted to the cliff top by helicopter.

The crew later joined a salvage party of 19 volunteers organised by the honorary secretary. Leaving the boathouse at 2230 with the trailer and lights they eventually managed to recover the boat, her engine and radio and returned with them to the boathouse. A replacement boat was sent to the station while repairs were made.

It was subsequently found that Crew Member Burt had broken his wrist on this service and Helmsman Bailey had cuts and abrasions on both feet.

For this service letters of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, were sent to Helmsman Norman Bailey and Crew Members Martin Burt and Robert Stokes.

Western Division Injured boy A MESSAGE from a doctor was received by Criccieth ILB station at 1135 on Tuesday July 31, 1979. asking that a 12-year-old boy, injured when he fell from the rocks at Black Rock, should be taken off by inshore lifeboat.

A fresh to strong breeze was blowing from the south west; it was high water and the sea was rough.

Criccieth D class ILB launched at 1146 and beached at Black Rock through heavy surf at 1151. The boy was found to have a suspected broken leg. He was placed in a stretcher but it was decided that it would be dangerous to try to launch the ILB with the casualty on board through the heavy surf running on to the beach. The crew, therefore carried him up the rocks and to an ambulance about three-quarters of a mile away.

As the weather continued to deteriorate the ILB was recovered by tractor and trailer along the shingle beach. She was back at station and rehoused at 1610.

For this service a letter signed by Cdr Bruce Cairns expressing the Institution's appreciation to Helmsman James Owen and Crew Members Griffith D. Owen and George Povey was sent to Glyn Humphreys, Criccieth honorary secretary.

South Eastern Division Skipper taken ill THE YACHT Minuet, crossing the Channel from France with a crew of four on board on Thursday August 23, 1979, was making heavy weather and sent out a distress call; she was about eight miles east by north of Dover. HM Coastguard informed the deputy launching authority of Dover lifeboat station of the situation at 1247 and within eight minutes the 44ft Waveney lifeboat Faithful Forester was on her way.

It was an overcast day and the weather was deteriorating. A strong breeze, force 6, gusting to gale force 8 was blowing from the south west and the sea was becoming very rough. It was one hour before high water.

Minuet was found about two miles east of her original position. Her skipper, who was himself unwell and whose crew were suffering from sea sickness, was having great difficulty in handling the yacht, so, at 1335, two members of the lifeboat crew were put aboard. The yacht was taken in tow and. in view of the deteriorating weather. Coxswain Hawkins decided to cross the Goodwin Sands and approach Dover under the shelter of the cliffs.

After about an hour Minuet's skipper became so seriously ill that, as there was helicopter assistance at hand, it was decided he should be lifted off and taken straight to hospital. In those rough seas, however, it was decided he should first be transferred to the lifeboat so that the lift would be less hazardous. The transfer and lift were accomplished safely and the tow was then resumed to Dover.

Before harbour was reached, just after 1600. the south-westerly wind had risen to gale force 8 gusting to strong gale force 9. Once at Dover, the three remaining crew were landed and the yacht moored. Faithful Forester was refuelled and back on her own moorings at 1631.

For this service letters of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution.

continued on page 33.