Eastern Division Three rescued THE WARDEN of Burnham Overy Yacht Club, Peter Beck, was told at 1100 on Thursday April 17, 1980, that someone was shouting for help in Overy Staithe Harbour. Mr Beck, who is also an auxiliary coastguard, launched the club's 12ft inflatable dinghy, which is powered by a 20hp outboard engine, and taking 16-year-old Robert Archer with him as crew started down the channel.

It was a fine, clear morning but a moderate breeze, force 4, was blowing from the north and the spring tide had been ebbing for two hours.

On his way down channel, Peter Beck saw two people on Overy Marsh who told him that a boat had overturned off the harbour. He continued on his way at full speed and then started to search inside the bar, not thinking that anyone would go outside in the prevailing conditions. The force 4 northerly wind was meeting a 6 knot ebb tide and there was a long northwesterly swell, so that a heavy, confused sea had built up around the shallow bar. However, seeing two children on the east side of Scole Head Island, pointing outside, Peter Beck headed over the bar. Continuing his search, he sighted the casualty, a sailing dinghy, upright but dismasted and waterlogged, drifting about a mile out to sea. He made for the spot, manoeuvred alongside and took off three children who were on board; they were all wearing lifejackets. They told him that their father had been swept away some time before, but, although Peter Beck made several sweeps of the area down tide, he could find nothing.

At about midday, and with the tide still ebbing, he decided that, as the children were very cold and shocked, he should re-enter the harbour while there was still enough depth of water over the bar. On his way back he picked up the two children from Scole Head Island and took them all to Overy Quay. Half an hour later a Sea King helicopter, which had been alerted by Great Yarmouth Coastguard after Peter Beck had telephoned them, found and recovered the body of the missing father.

The accident had happened after two men and five children had set out thatmorning aboard an 11 foot dinghy under sail from Overy Staithe Quay.

After landing one adult and two younger children aged nine and eleven on Scole Head Island, the other man set out over the bar with the three teenagers (two 13 year olds and a 15 year old). The conditions were worse than expected and they were on their way back when they got into difficulties.

The boat capsized and was righted by her crew four or five times before the owner, wearing no lifejacket, drifted away from his dinghy.

The other man had managed to raise the alarm by getting a rower to take him across Overy Cockle Strand and he then ran across Overy Marsh and shouted to the quay for help.

For this service the thanks of the Institution inscribed on vellum were accorded to Peter D. Beck and a vellum service certificate was presented to Robert Archer.

Scotland South Division Patrol vessel holed IN EASTERLY GALES early on Thursday January 31, 1980, fishery patrol vessel Switha, bound for Leith, ran aground on the rocks near Herwit Buoy in the Firth of Forth, a mile south east of Inchkeith Island. She was holed and ranging badly in heavy swell.

The honorary secretaries of Queensferry and Anstruther lifeboat stations were informed of the situation by Forth Coastguard just before 0500. The honorary secretary of Queensferry went to the boathouse to assess the state of the weather and then called three of his most experienced helmsmen by telephone to man the station's Atlantic 21 rigid inflatable lifeboat: Thomas Robertson, Owen Roberts and Donald Quate. The wind at South Queensferry at that time was easterly near gale, force 7, but during the 11 hours of the whole service it was to reach full gale, force 8, and strong gale, force 9.

Queensferry Atlantic 21 launched at 0530 with Helmsman Thomas Robertson in command.

At just about the same time, 0526, Anstruther lifeboat, the 37ft Oakley The Doctors, was launched under the command of Coxswain Peter Murray; she had to make an 18'/2 mile passage before the gale to reach the casualty.

An RAF helicopter was also put on stand by.

Helmsman Robertson reported rough, high and breaking seas but, at slow to half speed, the Atlantic 21 headed into them well until she was within sight of Switha. Then, passing Oxcars Lighthouse, with a half spring ebb tide running against the easterly gale, she encountered very short, steep seas. The Atlantic went through the crest of one particularly large breaking sea at a steep bow-up angle, because of the short distance between crests, and even though Helmsman Robertson increased to full power to maintain headway, the Atlantic was set back into the following trough, submerging the stern of the boat and both outboard engines to a depth of about two feet.

The port engine stopped immediately.

Helmsman Robertson turned to run back to the lee of Inchcoln to make repairs, but before the lee was gained the starboard engine also stopped. The sea anchor was streamed so that the boat could be controlled. The plugs were then changed and the engines examined, but the outboards could not be re-started. The Atlantic, now in the shelter of Inchcoln, asked for help.

James Christie, the skipper of Hound Ferry, a 40ft steel service launch, offered help and at 0645 set out from Port Edgar with Frank Rodgers and Alastair Liddle, one of the Queensferry shore party, as his crew. The Atlantic 21 was successfully taken in tow back to Port Edgar by 0810 and she finally returned to station at 1500.

Meanwhile, Switha had reported three to four feet of water in her engine room. A helicopter from RAF Leuchars had been scrambled at 0622 to lift ashore non-essential crew from Switha and Anstruther lifeboat was making her way to the casualty at best possible speed. Running up river before the strong gale in very rough seas, The Doctors was at one time pooped by a sea which flooded her after compartment. As she is virtually an open boat, most of the crew were wet through for most of the service; and the temperature that morning was near freezing.

The Doctors arrived on scene at 0733 but with the ebbing tide there was not enough water for her to approach Switha where she lay on the rocks. So the lifeboat stood by until all the casualty's crew had been lifted safely ashore by helicopter.

In three trips, the first in total darkness, the RAF helicopter from Leucars lifted off the first 13 of Switha's crew, landing them at the Naval Dockyard, Rosyth. A salvage officer was brought back and put aboard the casualty to assess the situation. After some deliberation it was agreed that she was fast on the rocks and could not be moved and at 1058 a helicopter from RAF Boulmer was scrambled to take off the fishing patrol vessel's remaining 13 crew members together with the salvage officer.

While the helicopter was on her way, Anstruther lifeboat put into Leith for a short time to disembark a sick crew member, but she was back, standing by, at 1200. The lift began just after 1300 and was completed by 1320. At 1325 Anstruther lifeboat was recalled to station. Arriving back in harbour at 1615, she was moored alongside to wait for the surge of sea on her slipway to abate. She was finally rehoused and once again ready for service at 1730.

For this service letters of appreciation signed by Commander BruceCairns, chief of operations RNLI, were sent to James Christie, skipper of Hound Ferry, and his crew, Frank Rodgers and Alastair Liddle. Letters also signed by Commander Cairns expressing appreciation to Helmsman Thomas Robertson and Crew Members Owen Roberts and Donald Quate of Queensferry, and Coxswain Peter Murray and his crew of Anstruther, were sent to the honorary secretaries of the two stations, Captain J. F. Kersley and William L. Muir.

South Eastern Division Two yachts ON SUNDAY June 1, 1980, at 1732, Portland Coastguard reported to a deputy launching authority of Swanage lifeboat station that red flares from one or two yachts had been sighted about five miles south of St Alban's Head.

Maroons were fired and at 1740 the 37ft 6in Rother lifeboat J. Reginald Corah was launched under the command of Coxswain/Mechanic Victor Marsh.

The weather was fine but the tide, in the last hour of the ebb, was setting to the south west at about 4 knots while there was a strong westerly breeze gusting up to near gale, force 7, so that the lifeboat met some very big seas when passing Durlston Head. On the very rough and wet eight-mile passage to the casualties the sea was on her starboard beam.

A helicopter reached the yachts first but, finding that no one on board was injured, left again after guiding the lifeboat in. It was 1840 when J.

Reginald Corah reached the yachts, the 22ft Belle Souris and the 20ft Kaloma.

Belle Souris had a broken rudder and she was shipping a lot of water; with Kaloma standing by, her crew had been trying to make repairs for some time before firing flares. As she had no steerage, it was impossible for Belle Souris to be brought head to sea, but after several attempts, Crew Member Christopher Haw managed to jump aboard her as the yacht came up on the same sea as the lifeboat. While a towline was got aboard and made fast, seas were breaking over both boats.

Kaloma, which had been standing by, was now in difficulties herself because her engine had failed. She, too, was taken in tow, astern of Belle Souris, and the lifeboat headed back for Swanage. The tow was very difficult, calling for considerable skill and ingenuity. Belle Souris, the first of the two boats in the tow, with no rudder, was yawing badly in the rough, following seas. Crew Member Haw tried to bring her under control, first by streaming as many ropes as he could find and then, as that was not effective, by streaming the jib astern to act as a drogue; with the help of this jury drogue, towing became much easier.

All was now under control. And then, when some distance had been covered, Kaloma's towline parted. J.

Reginald Corah went about and suggested that the yacht should hoist her storm jib and run in company with the lifeboat. The tide was now turning and the tow continued at about 3 knots with Kaloma coming up about half a mile astern.

Belle Souris was brought safely to moorings at Swanage and then the lifeboat went back and towed Kaloma in too. J. Reginald Corah was rehoused and once more ready for service at 2137.

For this service a letter expressing appreciation to Coxswain/Mechanic Victor Marsh, Crew Member Christopher Haw and other members of the crew and signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Swanage station honorary secretary, Captain D. A. N.

Aldridge.

Eastern Division Carried out to sea IN THE EARLY HOURS of Thursday August 14, 1980, a 999 call to Great Yarmouth Coastguard reported a woman calling for help from the river near the North Pier opposite the Coastguard lookout. Great Yarmouth and Gorleston lifeboat station and the Police were alerted immediately. It was dark and the tide was ebbing, and although coastguards scanned the water with an Aldis lamp right away, they could not see anyone.

The lifeboat station's Atlantic 21 rigid inflatable lifeboat was launched at 0310 under the command of Helmsman H. E. 'Dilly' Appleton; his crew were Paul Mitchell and Richard Bell. It was a clear night with a gentle breeze blowing from the south west and a slight sea.

Low water would be at 0536.

Initially the Atlantic 21 was asked to search the river in the area of the Coastguard lookout, but almost immediately she was asked to return up river to Spending Beach to search and to meet an informant. Then someone on the quay told the lifeboat crew that cries for help had been heard 15 to 20 minutes earlier in the river. As the tide was ebbing the Atlantic 21 searched downstream to the harbour entrance on the west side of the river before returning to Spending Beach on the east side, but nothing was found.

Helmsman Appleton returned to the harbour entrance and, using parachute flares to illuminate the water, carried out a zigzag search three quarters of a mile north of the harbour, but nothing was found. He made a similar search back to the harbour entrance; still nothing. The search north of the harbour mouth was repeated further off shore, but still there was no sign of the missing woman.

The lifeboat crew decided to extend the search area and returned north along the beach, where they saw a Police car which attracted their attention to tell them that cries had been heard earlier off shore.

In view of this report and the falling tide, the search area was extended even further. All the lifeboat's available parachute flares had been used by now, and so the search continued in the dark, the engines being stopped intermittently while the crew hailed and listened.

Ultimately, an hour after the search was started, the woman was heard and found about 1 'A miles north of the harbour entrance and a quarter of a mile off the beach. She was taken on board, a request was made for an ambulance and the woman was given first aid for exposure as the Atlantic headed for station.

She was landed at 0420 and the lifeboat was back on station and once more ready for service at 0430.

For this service a letter expressing appreciation to Helmsman H. E. 'Dilly' Appleton and Crew Members Paul M.

Mitchell and Richard F. Bell and signed by Commander Bruce Cairns, chief of operations RNLI, was sent to Dr C. H.

Brookings, the station administration officer of Great Yarmouth and Gorleston.

Scotland North Division Ditched helicopter WHEN ON THURSDAY July 31, 1980, Aberdeen Coastguard heard at 1213 that a British Airways helicopter returning from an oil rig in the Clyde Field with 15 people on board had ditched in the sea a 'mayday' relay was broadcast on VHP channel 16 alerting all shipping in the area. Two RAF helicopters were scrambled and Aberdeen lifeboat, the 54ft ArunBP Forties, had slipped her moorings by 1225 under the command of Acting Coxswain James Dickson.

It was a quiet day but foggy, with visibility varying from two miles to nil.

With lookouts posted, BP Forties set course for the casualty, 17 miles east by north of Aberdeen,. making best possible speed. When she arrived on scene at 1333, eight of the survivors had been lifted off by helicopter and the remaining seven had been taken aboard the research vessel Corrella from a liferaft. These seven men were put aboard the lifeboat and, using BP Forties' 'daughter' inflatable boat, the ditched helicopter was taken in tow.

The weather had now cleared and the lifeboat with the helicopter in tow set out slowly for Aberdeen, maintaining a speed of about 3 knots. During the tow, a Bristow helicopter winched down two flotation bags for the helicopter and two engineers to the rig supply vessel Edith Viking, which was acting as escort; she then took off the seven survivors from the lifeboat, flying them ashore. The inflatable dinghy was usedto take people to and from the helicopter as necessary and the tow continued without incident. Both craft arrived safely in Aberdeen at 1920 and BP Forties was back on her moorings by 1945.

For this service a letter expressing appreciation to Acting Coxswain James T. Dickson and his crew, signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Captain B. Atkinson, Aberdeen station honorary secretary.

Western Division Stuck in mud A MAN stuck in the mud at the mouth of the River Taff was reported to Swansea Coastguard by Cardiff Police at 2322 on Sunday August 24, 1980. Three men had been in a boat that sank. Two had managed to reach shore, but the third was in soft, deep mud about 200 yards out. It was a fine, clear and calm night with little wind, but the tide which had been ebbing for about five hours was still falling.

While the honorary secretary of the newly opened Penarth lifeboat station was informed an attempt was being made to reach the man with a rocket line, but the attempt failed. Maroons were fired at 2345 and at 0002 on Monday August 25 Penarth's D class inflatable lifeboat launched on her first night service. She was manned by Helmsman Frederick Minchin and Crew Members Richard Minchin and Robert Ryan.

The River Taff was entered at about 0020, but there was very little water; even the channel was obstructed in places. When the depth became too shallow for the outboard engine, the lifeboat was paddled up river. A small dinghy was passed on the west mud flats, and when a white parachute flare was fired, the Coastguard confirmed that it was over the casualty.

By now the current was too strong for rowing and the water too shallow for the engine to be used, so the crew disembarked and continued up river for about another 150 yards pulling the inflatable lifeboat; then they saw the waving arms of the man on the mud.

The lifeboat was anchored and while Crew Member Ryan remained behind to tend the boat and man the radio, Helmsman Minchin and Crew Member Minchin crawled across the mud. Finding the man naked to the waist, very cold and exhausted, they gave him an RNLI jacket and got him back to the boat where he was wrapped in a space blanket for warmth. A radio message was sent asking that an ambulance should come to the lifeboat slipway, and that crew members ashore should illuminate the beach with their car headlights.

The lifeboat was then paddled down river until the water was deep enough for the outboard engine to be started.

On the return run the lifeboat struck an obstruction off Penarth Head, damaging her propeller, but she reached her station safely at 0110. The ambulance arrived to take the casualty to hospital and the lifeboat was washed down, rehoused and once again ready for service by 0215.For this service a letter expressing appreciation to Helmsman Frederick J.

Minchin and Crew Members Richard J.

Minchin and Robert J. Ryan, signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Captain Graham Sommerfield, Penarth station honorary secretary.

South Western Division One cat twice HM COASTGUARD informed Coxswain Thomas Cocking of St Ives lifeboat station at noon on Saturday August 16, 1980, that a small catamaran being sailed singlehanded had capsized two miles east of the station. Coxswain Cocking made the assembly signal for the D class inflatable lifeboat and informed the honorary secretary.

Within minutes the inflatable lifeboat Lion Cub I was launched, manned by Helmsman Eric Ward and Crew Members Philip Allen and Simon Oliver.

It was a cloudy day, but fine and clear, with a fresh to strong breeze, force 5 to 6, blowing from the south and a moderate sea. It was three hours after high water.

Coming alongside the catamaran at 1206 the lifeboatmen helped to right her and then, as the wind was freshening, Helmsman Ward suggested that one of his crew members should help to sail her home. The singlehanded sailor at first thought this would not be necessary, but after he had capsized twice more, at 1212 and 1215, Crew Member Oliver joined him on board. Even with a crew of two the catamaran capsized twice more before she reached the safety of St Ives Harbour at 1235. The inflatable lifeboat was rehoused by 1245.

A fortnight later, on Saturday August 30, the same catamaran, out sailing with a crew of three, was dismasted two miles north east of St Ives station.

A moderate to fresh breeze, force 4 to 5, was blowing on shore from the west and the sea was rough with a heavy ground swell; the tide was in the first hour of the flood, just after springs.

The D class inflatable lifeboat was launched at 1651 with William Bunn as helmsman for the first time; his crew were Simon Oliver and Anthony Carter.

The station's 37ft Oakley lifeboat Frank Pen/old Marshall was put on stand by.

By the time the inflatable lifeboat reached the casualty nine minutes later the dismasted catamaran had been carried within 50 yards of Hevah Rock, an area of heavy overfalls. The mast and sails were lashed on and the boat taken in tow by 1720. Ten minutes later two of the catamaran's crew were taken aboard the inflatable lifeboat. Then, a few minutes later it was reported that the tow was not making headway in the heavy ground swell but was beingswept by the tide towards Godrevy Island.

The hydrofoil Yizdiz Bez was by this time standing by and Frank Penfold Marshall, the 37ft Oakley lifeboat, was launched. However, by 1755 the inflatable lifeboat with her tow had managed to get clear of the main flooding tidal stream and was making progress towards harbour. Yizbiz Bez was released and the tow was escorted in by Frank Penfold Marshall; by 1824 the inflatable lifeboat had brought the catamaran safely to harbour.

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

Graham, director of the Institution, was sent to Helmsman William Bunn.

North Western Division Injured girl RAMSEY COASTGUARD asked Peel lifeboat station honorary secretary at 1520 on Monday August 25, 1980, if the lifeboat would launch immediately to go to the help of a girl who had fallen off the cliffs between Niarbyl and White Beach; her injuries were not known.

With the Neils Robertson stretcher on board, Peel's Atlantic 21 rigid inflatable lifeboat launched at 1529 and set out at full speed. Helmsman George Havercroft was in command with Pat Biggane and Colin Makin as his crew.

It was a fine, calm day.

The girl had been walking along a cliff path with a companion and three dogs when, going to the help of one of the dogs stranded on a ledge, she fell.

Although visibility was excellent, her exact position among the rocky outcrops would not have been easy to find had the lifeboat not been guided in by George Grady. Mr Grady, a visitor from the Wirral, had been on shore in the area when he was told of the accident by someone who had seen the girl fall. He immediately launched his inflatable dinghy, found the girl and helped and comforted her until the lifeboat arrived at 1543.

Because of the rock outcrops under the water, and the ebbing tide, Helmsman Havercroft detailed Crew Member Makin to remain with the Atlantic 21 and keep her from grounding while he and Crew Member Biggane made their way across the rocks to the 22-year-old girl. A broken pelvis and broken legs were suspected, and she was placed in the stretcher. Her companion, a boy, had by now found his way down to the rocks on a steep, narrow cliff path, with the three dogs.

Helped by George Grady, the lifeboatmen carried the stretcher to the waterline, which had receded considerably with Crew Member Makin continually paddling the Atlantic 21 into deeper water to keep her afloat and clear of the rocky sea bed. George Grady offered his inflatable dinghy as the easiest means of ferrying the injured girl and the boy, who was suffering from shock, out to the lifeboat.

Although wearing ordinary clothes, Mr Grady did not hesitate to wade out waist deep with the lifeboatmen to help them embark the two people and their dogs.

Once the casualties were safely aboard, the Atlantic 21 set out at slow speed. When she arrived at the boathouse, at 1635, a doctor was waiting to supervise the transfer of the injured girl to a waiting ambulance. The lifeboat was rehoused, refuelled and ready for service at 1655.

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

Graham, director of the Institution, was sent to George Grady.

North Eastern Division Search in fog A MEMBER OF THE PUBLIC reported to Tynemouth Coastguard on Saturday June 14, 1980, that a ship's foghorn had been heard east of Berwick Lighthouse.

Berwick lifeboat station was informed at 1310 and five minutes later the station's Atlantic 21 rigid inflatable lifeboat was launched into dense fog.

Helmsman William Shearer was in command with Michael Ross, E. Dixon and Brian Cowan as crew.

Visibility was 50ft at best. There was a gentle to moderate breeze from the north east, force 3 to 4, and the sea was moderate. It was two hours after low water.

After searching and listening for about 15 minutes a quarter of a mile south east of the lighthouse, the Atlantic 21 was told by the Coastguard Land Rover that the ship's horn seemed to be louder north of Berwick. She put about and immediately came across two yachts, Echteen and Scotch Mist, which had been sounding their foghorns to warn other shipping of their presence but which were not in distress. They asked to be guided into harbour and a local fishing boat that was entering port escorted them in.

The yachtsmen had said that there were other boats in the area so the search was continued north of Berwick. At about 1350, after following the shore line, the Atlantic 21 came across a stranded, holed yacht, Havoc, and then heard her crew sounding a horn from nearby rocks. The lifeboat anchored and veered down, using one engine to inch her way towards the survivors. Then Crew Member Brian Cowan, a swimmer, went over the side to help the three men and one woman through the three to four foot swell andinto the lifeboat. They were taken back to Berwick and landed to a waiting ambulance.

Meanwhile, Berwick Coastguard and a naval ship fixed the position of the yacht Kermit and gave her a course to Berwick Pier, where she was picked up by the lifeboat with bearings from the warship and brought into harbour. The same procedure was followed for another yacht, Guilding Star, and she, too, was escorted safely into port.

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

Graham, director of the Institution, was sent to Helmsman William R.

Shearer, and Crew Members W.

Michael Ross, E. Dixon and Brian Cowan. A letter of thanks received from Havoc's owner was published in the last issue of THE LIFEBOAT.

Scotland North Division Cruiser foundered ON THE NIGHT of Saturday June 21, 1980, the motor cruiser Bay Monarch with four people on board ran aground on rocks and sank south of Swordale on the Eye Peninsula, Isle of Lewis.

The four survivors scrambled ashore on a ledge at the base of 200ft cliffs where they were stranded but safe. All attempts to climb the cliffs were unsuccessful until one man eventually managed to swim round a headland to a place where the cliff could be scaled.

He made his way to Swordale village from where he telephoned the Coastguard, just before 0800 on Monday June 23, 36 hours after the shipwreck.

The honorary secretary of Stornoway lifeboat station was informed immediately and by 0824 the 48ft 6in Solent lifeboat Hugh William Viscount Gough had left her moorings under the command of Coxswain/Mechanic Malcolm Mac Donald. The morning was fine with a gentle southerly breeze and a moderate to choppy sea; it was four hours after high water.

The lifeboat picked up an inflatable dinghy on passage and at 0915 came in sight of the three survivors stranded below the cliffs. Using the dinghy she was able to take them off and bring them aboard. Although the three men had felt the cold, they were all well. By 1000 they were safely ashore at the station and by 1030 the lifeboat was back on her moorings and once again ready for service.

North Western Division Disabled yacht A YACHT AT ANCHOR near Lune No 1 Buoy, Morecambe Bay, but having a rough time was reported to Fleetwood Coastguard by an auxiliary coastguard at Knott End at 1525 on Wednesday September 10, 1980. It was learned that the yacht Water Baby had sailed from Glasson Dock for Ireland the previous day with a crew of four but had been anchored about three quarters of a mile inside Lune No 1 Buoy, at the mouth of the River Lune, since the previous night; she had a rope round her propeller and a mast stay had parted, so that she could not move under her own power. Her crew were waiting for the weather to moderate.

About an hour and a half later, however, at 1650, Water Baby called up on VHP Channel 16, asking for lifeboat help; the weather was already bad with an onshore gale, force 8, blowing from the west, rough seas and squally showers, and the forecast was that worse was to come. It was four hours after high water.

The honorary secretary of Fleetwood lifeboat station was informed at 1652 and the 44ft Waveney lifeboat Lady of Lancashire slipped her moorings at 1702 under the command of Coxswain William Fairclough.The lifeboat saw the yacht in broken water but could not get within three quarters of a mile to seaward, where she was in 10 feet of water. Called up on VHP, Water Baby said she was in 14 feet; she had been anchored in the same position for 24 hours and at low water she was in a lagoon. So the lifeboat then felt her way in through the shallow waters, the least depth being eight feet.

The yacht was told to buoy and slip her anchor and was then taken in tow.

Towing was slow in the high seas and considerable difficulty was experienced in shortening in the tow to make the turn at the entrance to the channel.Wave-smoothing oil was tried with little effect, but eventually the turn was made and the yacht was finally berthed at Fleetwood at 1915.

The lifeboat was moored in her pen and once again ready for service by 2130.

For this service a letter expressing appreciation to Coxswain William I.

Fairclough and his crew and signed by Commander Bruce Cairns, chief of operations RNLI, was sent to Richard T. Willoughby, Fleetwood station honorary secretary.

North Eastern Division Two calls A RED FLARE was sighted off shore by the honorary secretary of Withernsea lifeboat station and a shore helper at 2025 on Sunday July 27, 1980. Maroons were fired and while the two men were preparing the D class inflatable lifeboat for launching two crew members arrived. Within three minutes of the first sighting the lifeboat had launched with Graham White as helmsman and Sydney Megson as his crew.

It was a clear, quiet evening but the tide was ebbing. The casualty was found to be a small boat from which four men had been diving on the Canada wreck. When they had returned to their boat at 1830 they had not been able to start the engine. They had set out to 'swim' the boat back the three miles to Withernsea but when, two hours later, they were no nearer the beach and it was beginning to get dark they decided to fire a flare.

Withernsea inflatable lifeboat had towed the boat, with her four divers, back to the beach by 2110 and was rehoused by 2145.

Three days later, on Wednesday July 30, a message came to the honorary secretary from the Coastguard at 1400 that a bather was in difficulties off Cowden, eight miles to the north. The D class inflatable lifeboat was launched by 1413, manned by Helmsman Thomas L. Wallis and Crew Member Graham White; by 1440 she had joined an RAF helicopter from Leconfield, an RN survey vessel and a Coastguard boat from Hornsea in a search for a 15-year-old boy, Paul Ripley, who hadgone to the help of a girl swimmer in difficulties. The girl had been rescued by people on the beach, but the boy was missing.

The search continued until about 1700 but nothing was found. The lifeboat was back on station at 1750 and rehoused, once again ready for service, at 1815.

South Eastern Division Dinghy capsized A SMALL SAILING DINGHY capsized by the Mulberry harbour, Littlestone, was reported to Dover Coastguard at 1103 on Saturday September 6, 1980. Her crew, two young boys, were signalling for help and it was later learned that the capsize had been caused by a rigging failure. It was a fine morning with a slight sea, but a moderate breeze, force 4, was blowing from the south west.

The tide was in the first hour of ebb.

Littlestone-on-Sea lifeboat station honorary secretary, who was at the boathouse, was informed at 1108, and told that the report was being investigated.

It was confirmed that help was needed and the Atlantic 21 rigid inflatable lifeboat was launched at 1115 manned by Helmsman Gerald Ellse and Crew Members Charles P. Reed and John Snoad.

The lifeboat reached the casualty within minutes and found the two boys, aged 10 and 14, sitting on the capsized hull. They were taken on board the Atlantic, their dinghy was righted and the mast and rigging unshipped and secured. The lifeboat then returned to station with the dinghy in tow, arriving at 1148. The boys, both very cold, were dried and given warm clothing and hot drinks. The Atlantic 21 was rehoused and again ready for service at 1215.Service to Cape Coast Selsey lifeboat, the 48ft 6in Oakley Charles Henry, launched at 0410 on January 10, 1979, to go to the help of Cape Coast, a Panamanian cargo vessel with 20 people aboard in distress and taking water in her engine room two miles from Nab Tower off the Isle of Wight. While making her way to the casualty in a violent southerly storm, force 11, the lifeboat was hit by huge breaking seas and, arriving on scene, she found that Cape Coast's decks were being swept by heavy waves. The cargo vessel was dragging her anchor and two inflated liferafts were blowing around the rigging like kites.

The crew were advised to stay aboard until daylight, with the lifeboat standing by. At first light, with an easing of the wind to severe gale, force 9, the lifeboat was taken head to Cape Coast's starboard quarter three times so that the 20 people on board could be snatched, one at a time, from a pilot ladder. It was a very difficult operation with the cargo vessel rolling and pitching heavily and on several occasions large seas picked up the lifeboat and drove her hard against the casualty's plating. For this service Coxswain Michael Grant was awarded the silver medal. (Full report, THE LIFEBOAT autumn 1979.) Service to Truganini The 37ft Oakley relief lifeboat The Will and Fanny Kirby, on temporary duty at Hoylake, Mersey side, launched at 0926 on September 20, 1979, to go to the help of the 40ft catamaran Truganini. A westerly severe gale, gusting to storm force 10, was causing very rough seas and Truganini, anchored on West Hoyle Bank in shallow water on a lee shore, was rolling and pitching violently in confused and breaking 15-foot waves. As it was too hazardous to try to take off the crew of three, the lifeboat was taken alongside the catamaran twice so that two lifeboat crew members could be put on board. Despite heavy seas breaking over the catamaran's bows, the lifeboatmen managed to secure a tow line, then buoy and slip the anchor as Coxswain Harry Jones positioned his boat to start towing. Course was set for Mostyn Harbour but, until the comparative shelter of Point of Air was reached, it was a very difficult passage with the casualty continuously surfing down wind and overtaking the lifeboat. Harbour was reached safely, however, at 1055. For this service the bronze medal was awarded to Coxswain T. H.

'Harry' Jones. (Full report, THE LIFEBOAT spring 1980.) Service to Skopelos Sky Padstow's 48ft 6in lifeboat James and Catherine Macfarlane launched at 0952 on December 15, 1979, to go to the help of the Greek freighter, Skopelos Sky, listing dangerously in an onshore north-westerly storm gusting to hurricane, force 12. Mountainous seas were met as the lifeboat set course for Newland Island and then, rounding Newland, she found Skopelos Sky l'/2 miles offshore in Portquin Bay. Helicopters already on scene lifted off three of the crew of 15 before a winchman hit the freighter's superstructure three times and the lifeboat was asked to take off the remainder of the men. So high were the seas that, although by now no more than a quarter of a mile off shore, the lifeboat was lost to sight of watchers on the cliffs for many seconds at a time. Coxswain Trevor England succeeded in taking her in to the casualty's stern five times, but the freighter's crew could not be taken off, and on one occasion Skopelos Sky rolled heavily on to the lifeboat. The lifeboat then stood by while helicopters lifted off the rest of the survivors, the last man being lifted clear as darkness fell and just before the freighter was driven hard on rocks.

Throughout this nine-hour service Coxswain England provided the only communications link for the Coastguard and helicopters with Skopelos Sky. For this service a bar to the silver medal was awarded to Coxswain Trevor England. (Full report, THE LIFEBOAT summer 1980.) Service to Athina B Shoreham Harbour lifeboat, the 42ft Watson Dorothy and Philip Constant, launched at 0840 on January 21, 1980, to go to the help of the Greek cargo vessel Athina B, with 26 people on board, in difficulties on a lee shore in a south-easterly severe gale which was to rise to storm force 10; violent seas were breaking over her as she lay almost beam on to tide and sea with her anchor out and her engines going slow ahead, alternately taking the ground and floating. The lifeboat, on two approaches, took off two women and two children, who were taken back to Shoreham. Returning to the scene, 11 more of the crew were taken off and put ashore. When the request came for the rest of the crew to be taken off night had fallen and Athina B was well aground in heavy surf some 250 yards off the beach. Although the lifeboat was rising and falling 12 to 15 feet in the surf, Coxswain Ken Voice held her alongside the cargo vessel while ten men jumped to safety. The last man jumped into the sea and only prompt action by coxswain and crew saved him. Each time the lifeboat returned to Shoreham with survivors great skill was needed to navigate, with drogue streamed, into the harbour entrance. For this service the silver medal was awarded to Coxswain Kenneth Voice. (Full report, THE LIFEBOAT summer 1980.).