South Western Division Stood by in storm ON SATURDAY December 15, 1979, HM Coastguard informed the honorary secretary of Padstow lifeboat station that a vessel three miles north west of Trevose Head had transmitted a mayday distress signal and needed immediate help. In view of the extreme weather conditions the honorary secretary decided to go to the boathouse before authorising a launch. Here he learned that the vessel was the 2,800-ton Greek freighter Skopelos Sky, now 2'/2 miles north of Padstow Bay steering 035° at 7 knots with 15 crew on board. At 1944 a mayday relay from Land's End Radio stated that Skopelos Sky had a dangerous list and required helicopter assistance.The wind had been blowing up to violent storm, force 11, from a generally westerly direction since the previous day and by 0600 had reached force 14 on the anemometer at RAF St Mawgan.

Widespread damage had been caused in Cornwall. It was now north west storm, force 10, gusting to hurricane, force 12, with rain squalls, and the tide was in the second hour of flood. The seas were by far the worst any of the lifeboat crew had ever contemplated.

Coxswain Trevor England had all stowages checked for security should the lifeboat be capsized and ordered all lifejacket light plugs removed and all personal safety lines to be worn. Then, after consultation between the coxswain and the honorary secretary, the 48ft 6in Oakley lifeboat James and Catherine Macfarlane was launched at 0952.

Within a minute of leaving the slip the lifeboat was clear of any lee and Coxswain England shouted the first of his customary warnings to the crew in the after cabin on the approach of an extra heavy sea. After a few minutes, however, he ceased shouting warnings because extraordinary seas were continuous.

He set course 055°M to clear Newland Island and found himself having repeatedly to ease the throttles as enormous seas were encountered.

Even so, the lifeboat achieved only one knot less than her maximum speed and, with nearly half a knot of flood tide helping her, she rounded Newland at 1020. Skopelos Sky was 1 !/2 miles offshore in Portquin Bay with a starboard list.

Coxswain England's first thoughts were to ask her to anchor, but neither the lifeboat nor coastguards could obtain any reply from Skopelos Sky, which was now on a south-west course.

The Coastguard designated helicopter Rescue 69 'on scene commander'. At 1035 the lifeboat prepared to approach the freighter's port quarter, and Second Coxswain Richard Tummon took charge on deck, putting fenders out on the lifeboat's starboard side. The casualty then altered course north east and the lifeboat's fenders had to be changed to the port side. During this operation one fender was lost overboard and Coxswain England decided to retrieve it in order to see if it would be possible to rescue survivors from the water.

Helicopter Rescue 69 told the lifeboat on VHP radio that he had no communication with the casualty and asked the lifeboat to stand by while he attempted to lift the crew. An additional helicopter then arrived on scene.

He, too, reported no communication with the casualty, but the lifeboat had now established communication with Skopelos Sky on 2182 kHz and this proved to be the only means of contact.

Coxswain England asked the master if he could anchor and received the reply that it was too rough to send a man on to the fo'c'sle. IlfracombeRadio asked the lifeboat to obtain the intentions and full description of the casualty, while the Coastguard asked the lifeboat to obtain details of the cargo and bunkers carried because they were now unable to raise her on MF.

The lifeboat was able to pass the information that Skopelos Sky was 105 metres long, 17 feet draught and intended to keep five men on board to try to save the vessel. She carried drums of lubricating oil and 90 tons of bunkers.

After three men had been lifted off, the helicopter's winchman hit the freighter's superstructure three times and the pilot suggested the lifeboat go in for the remainder. The casualty steamed head to sea and the survivors were gathered aft, but the height of decks was such that it depended on the arrival of the right sea at the appropriate moment to carry the lifeboat high enough to get the men off. The lifeboat was ranging between the level of the casualty's propeller boss and her main deck.

Coxswain England used all his very considerable boat-handing skill and the full power of his engines. Even so the lifeboat's forward fairlead was badly damaged when Skopelos Sky rolled heavily on to the lifeboat. After five alongside attempts, during which one man threw his suitcase down on to the lifeboat, the freighter's crew waved the lifeboat away indicating that they would only abandon ship by helicopter.

Throughout the five attempts to get alongside Second Coxswain Tummon and his deck party were on the foredeck of the lifeboat ready to receive the survivors.

Coxswain England had by now concluded that rescue by lifeboat was impossible, except perhaps from the sea itself, and so he asked the helicopter to try again. The lifeboat then stood by the casualty's stern while seven more men were lifted. It was just after 1100 and the 'on scene commander' asked the lifeboat to remain standing by until further notice.

Skopelos Sky now began steaming east-west in a figure-of-eight pattern across Portquin Bay at 5 to 6 knots, with the wind and sea mainly on alternate beams, still with her starboard list due to the shift of cargo.

At 1400 the wind was still gusting to force 12 and the state of the sea in Portquin Bay was awesome. Close inshore nothing could survive. People watching from the cliffs 200 feet high at Doyden Point were losing sight of the lifeboat completely for many seconds at a time although she was no more than a quarter of a mile off shore. Coxswain England afterwards said he felt like 'an insect in a ploughed field'.

The lifeboat kept constant station on the casualty's quarter, taking every possible advantage of whatever lee the freighter herself afforded but being dangerously exposed every time Skopelos Sky reversed her course; then it was only the most skilful handling by the coxswain in meeting the worst of the waves which was preventing a capsize.

Arrangements were being made for Clovelly's 71ft Clyde class lifeboat City of Bristol to take over from Padstow lifeboat at dusk with Padstow relieving again in the morning. Clovelly lifeboat had to be diverted to answer another call, however, and Coxswain England said he would be willing to remain with Skopelos Sky all night if necessary.

By 1500 it was apparent that it would be dark before long and helicopter rescue might be impossible. Coxswain England advised the master of the casualty to steam to seaward and drop both anchors and all the cable he had in an attempt to save the ship, but the master was unwilling to take this action because of the heavy seas being shipped over the fo'c'sle.

In the next hour the lifeboat relayed three messages from the Coastguard to the master of Skopelos Sky advising helicopter lift, which could no longer be delayed. As the last message came through at 1555 the helicopter Rescue 21 asked the lifeboat to inform the casualty that he would now fly over him and advised him that the remaining crew should come off now. At about 1600 the master said he would head into wind to drop anchor and then he would be ready to be lifted off in about 15 minutes. He asked the lifeboat to stand close by while he sent a man forward to let go anchor in case the man should be washed overboard. The lifeboat came in as close as possible to the freighter's side and the anchor was dropped at about 1620. However, not enough cable was veered and it simply hung up and down. Rescue 21 lifted off three more men by 1635 and it was then dark.

The master and one oiler were still on board and they shut down Skopelos Sky's engines and switched off all her lights as she lay bows south west and began drifting in with the lifeboat still between her and the shore. By 1700 only the master remained to be lifted.

Rescue 21 had departed and a Sea King, Rescue 90, using her searchlight, was trying to lift the master from the after end of the ship.

At 1710 Coxswain England reported that he estimated the casualty would be ashore in about 15 minutes. Soon afterwards the people on the cliffs lost sight of the lifeboat as she disappeared under the headland over which spray was still flying. Five minutes later the coxswain reported that he was now pulling out from between the casualty and the shore.

The Sea King was still trying to rescue the last man as Skopelos Sky grounded below Doyden Point at 1723.

Then he was lifted clear and seconds later the entire freighter was obliterated in spray as she was hit by an enormous breaker. As the spray cleared, what had been a list to starboard, that is to seaward, had been transformed into a 45 degrees list to port, hard among the rocks. The lifeboat congratulated the Sea King.

With the tide now at half ebb, it would be eight hours before it would be possible to enter Padstow. The crew were already suffering from their long ordeal with the sea and so Coxswain England decided to try to rehouse.

There was a certain amount of shelter from the north west at the foot of the slip and the wind had moderated to gale, force 8, to strong gale, force 9, by the time the lifeboat arrived at 1810, but there was still a heavy run on the boathouse slipway. Coxswain England found the keelway on his first attempt but the lifeboat ranged 30 feet up and down the slipway and the haul-up span was damaged by the keel. The lifeboat was then held clear on her engines and breasting ropes for 30 minutes while the spare span was fitted and the winch wire re-flaked by the launchers who were at times being submerged up to their necks. Coxswain England put her back on the slipway, again at the first attempt and, though ranging and thumping very hard, she was hauled clear at 1900. No damage had been sustained except that to her bow when alongside the casualty and she was reported ready for service again at 2000.

For this service a bar to his silver medal was awarded to Coxswain Trevor R. England and the thanks of the Institution inscribed on vellum were accorded to Second Coxswain/ Assistant Mechanic Richard J.

Tummon, Motor Mechanic Horace E.

Murt, Emergency Mechanics Arthur J.

May and Peter J. Poole and Crew Members Sidney P. Porter, Allan C.

Tarby and Edward L. Hicks. The thanks of the Institution inscribed on vellum were also accorded to each of the slipway helpers: Head Launcher Patrick N. Rabey, Shore Attendant John W. S. Thomas, Assistant Winchman William J. Tucker and Shore Helpers Ian W. Macer, Timothy P. Lloyd, Ian G. Kendall, Stewart Porter and Frederick W. Norfolk. A vellum service certificate was presented to Winchman Ernest R. Bennett.

One onlooker, Air Commodore A. E.

Clouston, RAF (Retd), later wrote to Coxswain England to congratulate him and his crew. In his letter he said: 'Local old timers and seafarers agree the storm was the worst in living memory.

From my house I overlook Constantine Bay Trevose Head and I have never seen such seas in Cornwall or in over 40 years of flying over most oceans in all parts of the world.

'When the radio announced a ship was in distress and the Padstow lifeboat had been called out, considering the hurricane conditions prevailing I gave you small chance of surviving. The fact you and your crew launched, gave assistance and returned safely speaks volumes for your capability as seamen. Furthermore, this was the most outstanding act ofunselfish courage and seamanship that I have known in my lifetime . . . All due credit to the excellent work of your shore based launching and recovery crew who made your trip possible.

'The country should be proud to possess such outstandingly courageous seamen as you and your crew . . . Good luck.' South Eastern Division Twenty-six rescued HM COASTGUARD at Shoreham MRSC telephoned the honorary secretary of Shoreham Harbour lifeboat station at 0817 on Monday January 21 asking that the lifeboat be placed on standby; a merchant vessel, the 3,500-ton Greek freighter A thina B, loaded with pumice from the Azores and bound for Shoreham, was in difficulties some mile and a half off the harbour.

A strong gale, force 9, was blowing from the south east giving a very rough sea and heavy swell. Visibility, generally good, was reduced to poor in rain squalls. It was low water with the tide setting east north east at one knot and there was some 8 foot of water over the harbour bar.

Annual clearing of the shingle from the lifeboat slipway toe was in progress, so the 42ft Watson Dorothy and Philip Constant was lying afloat.

At 0827 Athina B asked for lifeboat assistance, the maroons were fired and at 0840 Dorothy and Philip Constant, under the command of Coxswain Kenneth Voice, slipped her temporary moorings and headed across the bar and out of harbour at half speed.

Once over the bar, speed was increased to full and by 0848 the lifeboat was off the casualty. Athina B was lying head to wind almost beam on to the tide and seas with her anchor out and her engines going slow ahead. Seas were breaking continuously over her starboard side and, with a draught of some 19 feet, she was alternately taking the ground and floating.

Coxswain Voice had the lifeboat bows heavily fendered; he then ordered his crew to the port side of the deck before going alongside the port side of the casualty, keeping the lifeboat's stern clear to prevent rudder damage.

Continually manoeuvering forward and astern, Coxswain Voice managed to maintain station despite the very rough seas which were carrying the lifeboat some 15 feet up and down the freighter's side. With excellent timing, the deck crew managed to snatch the captain's wife, young daughter and sixyear- old child from Athina B's side deck on to the lifeboat. Nobody else could at that time be persuaded to leave, so the lifeboat steamed clear.

By now the wind had increased to storm force 10, still from the south east, and the very rough seas had risen to 20 feet high with spray reducing visibility.Following radio discussions with the casualty, it was agreed that another attempt should be made to take off the remaining woman and anybody else wanting to leave the ship. The lifeboat was moving into position for a second run in when she was picked up and overwhelmed by a very large wave which flooded the cockpit, breaking three guardrail stanchions with its force.

While the cockpit drained through the scuppers, the lifeboat was successfully brought alongside the ship's port side but before anyone could be transferred she was again lifted bodily by a huge wave and her bows came crashing down on to the ship's gunwale. She pulled clear and came alongside Athina B's port side amidships where one woman was safely taken off on to the lifeboat. It was now about 0910.

By 0930 Coxswain Voice was becoming concerned about the health of the second woman survivor, who was suffering from shock, seasickness and hypothermia. Motor Mechanic Jack Silverson, a first aider, had wrapped her in blankets and reassured her but he thought she should have medical treatment as soon as possible. So the lifeboat made for Shoreham, asking to be met on arrival by an ambulance.

Ten minutes later, with drogue streamed, the lifeboat was picked up by a large sea just off the harbour entrance; she was pooped and took a sheer hard aport. However, the drogue quickly brought the stern round to the sea, the freeing ports rapidly drained the cockpit and without further incident the lifeboat entered harbour to land the four survivors. One crew member was also landed while two extra crew members were embarked before the lifeboat left harbour again at 1022 to return to the casualty.

By 1032 Shoreham lifeboat was once again off Athina B and Coxswain Voice asked that her crew should be ready on deck wearing lifejackets before he started the run in. The freighter had swung round and was heading south south west, so Coxswain Voice decided to go alongside her starboard side where there was some lee from the storm even though waves were now breaking over the freighter from the south east.

Coxswain Voice manoeuvred the lifeboat alongside Athina B amidships where, despite the violent pitching, good station was maintained while 11 of the crew jumped into the waiting arms of the lifeboat crew.

By now, 1052, the Newhaven tug Meeching had arrived and, as the master of Athina B, who was in communication with the tugmaster, told the lifeboat that he wished to keep the remaining crew on board, Coxswain Voice set course for Shoreham to land the 11 survivors. Again the drogue was streamed entering harbour as there was no abatement of the storm.

After the survivors had been landed, at 1125, the damage to the lifeboat was inspected by the district surveyor of lifeboats (SE), who had come from Osborne's boatyard at Littlehampton.

Damage was found to be basically superficial and at 1140 the lifeboat returned to sea to stand by Athina B. By 1219, however, the freighter had refloated and was out of immediate danger and as at that time none of her remaining crew wanted to abandon her and she was close to Shoreham Harbour, it was agreed that the lifeboat should return to station and stand by there.

After another run into harbour with the drogue streamed, the crew returned home for dry clothes and food, to remuster at 1500. Then, at near high water, Dorothy and Philip Constant was hauled up into the boathouse sothat her hull could be inspected more thoroughly. No serious damage was found and she was returned to her temporary mooring where her stanchions were repaired. It was expected that she would be needed again as Athina B, which was attempting to claw off the shore, had radioed that she had only enough fuel for three more hours, but in the meantime the crew dispersed to stand by at their own homes.

At 2015 Shoreham Coastguard asked that the crew be reassembled and half an hour later Athina B, now half a mile south west of Brighton Marina, put out a mayday distress call asking for lifeboat assistance. Dorothy and Philip Constant, after crossing the bar, set a south-easterly course for this new position at full speed.

The tide was again near low water and setting east north east at one knot.

The wind had veered to the south west and eased slightly to gale force 8 to 9.

Visibility was good.

At 2050 the launch of Newhaven lifeboat was requested by the Coastguard and at 2105 the 44ft Waveney Louis Marches! of Round Table slipped her moorings with Coxswain/Mechanic Leonard Patten in command. Once clear of the very rough seas at the entrance to Newhaven Harbour she set out to the west at 10 knots. Before long, however, she had to reduce speed when a large sea hit her, spinning her through 90 degrees. Course was resumed at 8 knots but at 2115 a sea about 15 to 20 feet high hit the lifeboat which corkscrewed up the side of the wave, then lay over on her beam ends.

The capsize lights operated as she was laid over with the wheelhouse flooded, but the capsize switches were cancelled and the lifeboat resumed her westerly heading. One crew member washed overside but still attached by his lifeline was brought back inboard and Second Coxswain Alan Boyle was given first aid for a head wound he had sustained.

Newhaven lifeboat continued westward for a further three miles until, at 2145, Shoreham Coastguard told her that everyone had been rescued from Athina B, whereupon she returned to station. She arrived at 2230 and Second Coxswain Boyle was taken to hospital for medical treatment.

Meanwhile, at 2109, Athina B reported that she was lying beam to the seas, her no. 1 hatch cover was stove in, and she was unable to get crew forward to let go the anchor as she was being swept overall by seas and spray.

Coxswain Voice asked her to identify herself by switching on her decklights.

This she did and when Shoreham lifeboat was abeam Brighton Palace Pier, at 2135, the casualty could be seen by the lifeboat crew.

The south-westerly wind had arisen once more to strong gale, force 9. gusting to storm, force 10. Shoreham lifeboat continued her passage towards Brighton Marina in the very rough fol-lowing and quartering seas, some of which filled the cockpit. Athina B was found heading east north east with seas breaking over her but well aground in heavy surf some 250 yards off the beach and about 400 yards east of the Palace Pier.

Coxswain Voice approached the casualty in the surf at slow speed, illuminating her with a parachute flare.

Once abreast of Athina B's stern he started to put on port helm to bring the lifeboat along her lee side, but the lifeboat was suddenly hit by a large sea on the port quarter which picked her up and turned her through 90 degrees so that she was heading straight for Athina B's quarter and being swept inshore.

Coxswain Voice increased speed to full on both engines but in the surf this had less than the usual effect and it was impossible to prevent the stern of the lifeboat hitting the starboard quarter of Athina B and scraping down her starboard side until just forward of her bridge.

While the lifeboat was ranging some 12 to 15 feet up and down Athina B's side, ten of her crew threw themselves and their suitcases at the lifeboat's deck, where the lifeboatmen were waiting to catch them. It was thought that this accounted for the entire's ship complement until another man was seen standing on the bridge. He was finally persuaded to climb down from the bridge, but mistimed his jump and landed in the water close to the lifeboat's port quarter. Coxswain Voice immediately stopped the port propeller and put the starboard engine to ahead to prevent the man being crushed between the two boats. Second Coxswain Kenneth Everard helped by Assistant Mechanic Michal Fox and Emergency Mechanic Geoff Tugwell quickly pulled the last survivor out of the water to safety. It was now 2141.

The lifeboat rounded Athina B's bows, cleared the Palace Pier and set course for Shoreham. She entered harbour with her drogue streamed at 2245.

The 11 survivors were landed and taken into council care while crew members made the lifeboat ready for service; she was back on her temporary moorings at 2350. In all, 26 people had been rescued.

For this service the silver medal was awarded to Coxswain Kenneth F. D.

Voice of Shoreham Harbour and the thanks of the Institution inscribed on vellum were accorded to Second Coxswain Kenneth L. Everard. Motor Mechanic Jack Silverson. Assistant Mechanic Michael J. Fox. Emergency Mechanics Geoff Tugwell and John Landale and Crew Member Peter R.

Huxtable. Letters of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, were sent to Crew Members Peter Everard and Derek J. Silverson. who were aboard for only part of these services.

South Western Division Coaster on rocks A VESSEL on the rocks at Prawle Point was reported to the honorary secretary of Salcombe lifeboat station by Prawle Point Coastguard at 2233 on Sunday December 16, 1979. Less than ten minutes later Salcombe's 47ft Watson lifeboat. The Baltic Exchange, under the command of Coxswain John Graham Griffiths, slipped her moorings and set out at full speed.

The wind at Salcombe Harbour Bar was south west strong breeze to near gale, force 6 to 7, but increasing. Visibility was good but decreasing. Thetide was in the first hour of flood.

By 2307 when the lifeboat reached Prawle Point the wind had increased to strong gale, force 9, and she was experiencing very rough seas, estimated at between 30 to 40 feet high; they had been building up before the south-westerly gales which had been blowing for the past week.

Up till this time the Coastguard did not know the identity of the stranded vessel, but Coxswain Griffiths was able to report by VHP radio that she was the coaster Heye P of Ramsey. At first there was no sign of life on board, but then the coxswain reported that there were people in the wheelhouse.

The coaster had gone ashore on Sea Gull Rock, an island separated from Prawle Point by a gully about 80 feet wide through which thundering seas were sluicing from both ends. The Coastguard rescue team on shore was unable to cross the gully and had to set up their lights and equipment on the mainland.

As the coastguards were finding it difficult to get a rocket line across to the casualty. Coxswain Griffiths ordered a line to be fired from the lifeboat. He realised that in the prevailing conditions he would not be able to make a rescue by breeches buoy but hoped that, as he was firing down wind, he would be able to reach the coastguards ashore and haul out their jackstay to the ship. Both Coastguard and lifeboat rocket lines straddled the coaster's wheelhouse, but the wheelhouse was being swept, and occasionally buried, by huge seas and the crew could make no attempt to secure the lines. They indicated that they would like to be taken off by helicopter.

At 2330 the lifeboat anchored and tried to veer down close to the coaster's side, but with the anchor down the lifeboat was pitching violently, shipping very heavy seas forward and snatching at the line. So close was she to dangerous rocks that the anchor was hove in to recover it, but it had to be cut away with an axe by Second Coxswain/ Mechanic Edward Hannaford.

Meanwhile, at 2333, a Sea King helicopter took off from RNAS Culdrose, arriving on scene at 0014. The wind had veered westerly force 9 and seas were breaking over the coaster.

On her first approach, while hovering at about 30 feet, the helicopter was engulfed in dense spray, but with great skill the pilot pulled clear and made another approach.

The Coastguard light was too far from the coaster to give enough help so the casualty was illuminated by the lifeboat searchlight, manned from the foredeck by Assistant Mechanic Brian Cater and Crew Member Frank Smith.

Supporting each other across the rope stowage bin, on the port side forward, they were continually swept by seas.

The position of the lifeboat, very close to the rocks, was maintained by Coxswain Griffiths on helm and engines.

All three of the coaster's crew were lifted off safely one at a time, even though the winch wire became entangled with a signal mast during the second operation.

At 0033 Salcombe lifeboat left the scene and returned to station at 0055.

After refuelling and washing down, she was remoored at 0131.

Before daylight the wheelhouse had been swept from the coaster, which was a total wreck.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain John Graham Griffiths and vellum service certificates were presented to Second Coxswain/ Mechanic Edward Hannaford, Assistant Mechanic Brian Cater and Crew Members Frank Smith, Peter Taylor, Brian Cooper and David Gibbens.

A letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Captain W. A. Tofts, RN, commanding officer, RNAS Culdrose.South Western Division Catamaran in distress THE HONORARY SECRETARY of Lyme Regis inshore lifeboat station was informed by Portland Coastguard at 1135 on Monday May 28, 1979, that a red flare had been fired from a white boat about l'/2 miles south of Beer Head, about 6'/2 miles west south west of Lyme Regis.

The day was squally, with a near gale, force 7, blowing from south south west and the forecast was that the wind would increase to full gale, force 8. The tide was at half ebb and it was apparent that the sea condition was bad, particularly in the shallows off Lyme Regis where the steep, breaking waves were 10 to 15 feet high. Continuous heavy rain was reducing visibility to less than half a mile.

The honorary secretary told the Coastguard that he would only consider launching if his most experienced helmsman was available. Within minutes the senior helmsman, John Hodder, arrived at the boathouse.

After due consideration of the situation he told the honorary secretary he felt the boat would be capable of coping with the conditions and it was agreed that she should launch on the strict understanding that she must return to station if the weather deteriorated further.

Maroons were fired and at 1150 the Atlantic 21 was launched, manned by Helmsman John Hodder and three experienced crew members, Paul Wason, Graham Turner and Tim Zair.

Helmsman Hodder took the exceptional precaution of instructing all his crew to inflate their lifejackets before the lifeboat left harbour.

On rounding Beacon Post off the harbour entrance the worst of the sea was encountered and Helmsman Hodder asked Paul Wason to lie in the bows of the boat to help keep them down. He did so, using the inflatable stretcher as a mattress. Once clear of the shallows and rocks in this area the seas lessened to about 12 feet, breaking forward of the port beam, but the Atlantic 21 was able to make good no more than 13 knots.

When off Culverhole Point, about 2'/2 miles from Beer Head, the ILB learned from the Coastguard that a fishing boat had launched off a lee shore, reached the casualty, a catamaran, and taken her in tow towards Beer Roads.

The Atlantic 21 altered course to starboard to intercept.

The 24ft fishing boat, Pearl was under the command of her skipper, David Newton, who is an auxiliary coastguard, with Norman Jackson, Keith Turner and David Driver as his crew.

The wind was now gusting well over force 8 in the squalls and visibility in the continuous heavy rain was such that the tow was not sighted until aboutHaifa mile away, when it was quarter of a mile east of Beer Head.

The Atlantic 21 came up with the two boats at about 1220 and escorted them to Beer Roads. On arriving at a mooring just off the beach, Pearl passed the tow line through the ring of the buoy and then went ahead slowly until the catamaran reached the mooring and her crew could make her fast. The mooring was, however, in broken water and, as no one thought the casualty would last long, Pearl asked the ILB to take off her two crew. The catamaran, tiderode, was lying beam on to the sea making it very difficult for the lifeboat to approach; but, waiting for lulls between the waves. Helmsman Hodder twice brought his boat alongside so skilfully that he was able to take one man off each time without mishap either to them or to the Atlantic 21.

Then, while Pearl steamed into the sea, Helmsman Hodder brought his boat alongside the fishing boat and put the two men on board.

The fishing boat indicated that she intended returning to the beach whence she launched, so the Atlantic 21 stood by. Pearl was heeled right over by an exceptionally large breaker while she turned for the run in, but all was well and she successfully beached a few minutes later at 1243.

The Atlantic 21 then returned to station, making good about 15 knots with the sea on her starboard quarter and calling the Coastguard to give her position every five minutes en route as there was concern for her safety. She eventually rehoused at 1330.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were sent to Helmsman John Hodder and to David Newton, Pearl's skipper.

North Western Division Trapped in mud TWO YOUNG GIRLS, Mandy Warren and Katie Flowers, were walking near Benarth Point on Conwy Estuary on Saturday morning, January 19, when, at about 0915, they heard shouts for help in the distance and shots being fired. They ran to the shore and saw a man trapped on the mud bank by the rising spring tide which was coming in fast. Realising the danger he was in, Mandy remained on the shore to keep him in sight, while Katie ran to the nearest telephone to raise the alarm.

On receiving the call, Conwy Police immediately informed the deputy launching authority of Conwy inshore lifeboat station, who fired the maroons.

The crew assembled within minutes and the D class inflatable lifeboat was launched at 0920. Reaching the man a few minutes later, Helmsman John F.

Smith and Crew Member Trevor Jones found him trapped chest high in the mud with the flood tide rising rapidly.He was taken aboard the inflatable lifeboat and brought ashore; the ILB was rehoused and once again ready for service at 0940.

The man had been out wild-fowling on the estuary mud flats and had been trapped in an exceptionally dangerous area of deep soft mud gullies some of which are as much as 9 feet deep. But for the prompt and correct action of the two girls he might have lost his life and letters of appreciation signed by Cdr Bruce Cairns, RNLI chief of operations, were sent to Mandy Warren and Katie Flowers.

South Western Division Mainsail jammed A MAYDAY distress signal was received by Portland Coastguard at 1709 on Tuesday April 1 from the yacht Fair Festina whose mainsail was jammed.

There was a gale, force 8, blowing from the west and the sea was very rough.

The yacht had eight people on board, five of them aged between ten and nineteen years, and some of them were suffering from severe seasickness. Several vessels in the immediate area heard the call and said they would go to the yacht.

At 1754 Fair Festina reported that one of her crew had a fractured finger.

An attempt to take him off by helicopter proved impossible because the yacht could not lower her mainsail.

Weymouth lifeboat was requested to launch and at 1830 the 52ft Barnett relief lifeboat Euphrosyne Kendal, on temporary duty at the station, slipped her moorings and set course for Fair Festina, 13'/2 miles to the south east.

Several attempts were made to take off the yacht's crew by the vessels City of Florence and Univenture, but it was not possible in the high seas. They were asked to stand by until the arrival of the lifeboat.

Euphrosyne Kendal reached the continued on page 69.