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.'.