Scotland North Division Twenty-nine rescued JUST AFTER MIDNIGHT on Monday September 29, 1980, the deputy launching authority of Stornoway lifeboat station was informed by HM Coastguard that the 1,615 gross ton motor fishing vessel Junella was aground off Eilean Trodday, Isle of Skye, about 27 miles south of the station; there were 29 men on board. The crew were alerted and at 0012 Stornoway's 48ft 6in Solent class lifeboat, Hugh William Viscount Gough, slipped her moorings under the command of Coxswain/Mechanic Malcolm Macdonald.

A gale to strong gale, force 8 to 9, was blowing from the south and the seas were rough with a heavy swell.

The sky was heavily overcast and in the frequent rain, squalls visibility was reduced to less than a mile. The tide was in the first hour of the ebb.

A few minutes after the lifeboat had left her moorings the master of Junella told Stornoway Coastguard that two inflatable liferafts had been made ready alongside, but he was instructed not to abandon ship. At 0143 the Coastguard informed the lifeboat that helicopter assistance had been requested and at 0238 that a Sea King helicopter from RAF Lossiemouth was airborne.

Although heading into wind and sea, with waves continuously breaking right over her, the lifeboat maintained full speed for the entire passage and arrived on scene at 0318. It was known that Northella, a sister ship to Junella, was standing by about three quarters of a mile east of the casualty and, unable to spot her in the heavy rain of this pitchblack night, the lifeboat asked her to indicate her position by flashing her searchlight.

The lifeboat sighted Northella's light at 0319 and a minute later made her first radio contact with Junella. She learned that Junella was aground on Sgeir nam Maol Rock, at the north end of the shoal, with the unlit beacon marking the rock plainly visible on her port shoulder. The fishing vessel reported that she was lying west by north, hard and fast aground from amidships forward; her bow was dried out but there was about 10 metres of water below her stern.

Junella was completely blacked out but at 0330 Northella, sighting the lifeboat, illuminated the area of the casualty with her searchlights.

The situation was both difficult and dangerous as Coxswain Macdonald made a very cautious approach to the casualty. His intention was to bring the lifeboat port side to, alongside the pilot ladder which had been rigged on Junella's starboard side, 30 feet from her stern, but heavy seas breaking around the casualty slewed the lifeboat's stern around dangerously close to the rocks. So, 'feeling' the way that the lifeboat wanted to head, Coxswain Macdonald decided to turn the lifeboat short around and come alongside starboard side to. Although he had little more than the length of his own boat in which to manoeuvre, the coxswain, making full use of his engines, successfully executed this turn and managed to bring the starboard shoulder of the lifeboat alongside the ladder.

Then, displaying superb seamanship, he maintained this position for about 40 minutes while the 29 survivors disembarked.

It was a hazardous operation, with the lifeboat rising and falling 9 to 12 feet in the swell and in the breaking seas around Junella's stern. Assistant Mechanic George Smith, Emergency Mechanic John Maclennan and Crew Member Kenneth Macdonald were stationed forward while Crew Member Malcolm Maclean escorted the survivors to the cabins. Many of the survivors had to be pulled to safety from the pilot ladder and, with the rapid rise and fall, frequently both survivor and lifeboatmen were thrown bodily to thedeck; fortunately no one was injured.

Just after the sixth man had been safely transferred to the lifeboat the Sea King helicopter arrived and gave Coxswain Macdonald and his crew great help by illuminating the area with her powerful floodlights. Up till then, with Junella herself blacked out and the glare from the lifeboat's own searchlight hindering rather than helping, the only light relieving the pitch black had been from Northella, stationed three quarters of a mile away.

At 0410 the lifeboat informed Stornoway Coastguard that all 29 survivors were safely on board and that her expected time of arrival at Stornoway would be 0730. Junella's crew, ten in the forward cabin, 15 in the aft cabin and four in the wheelhouse, were made as comfortable as possible.

Coxswain Macdonald remained at the wheel throughout the entire service.

The return passage, which took about 3'/2 hours, was made before the southerly gale, which was still blowing up to force 9; maintaining course was both difficult and arduous in the rough following seas, heavy following swell and with the increased weight now aboard slowing down the lifeboat's response to the helm. There was no lightening of the heavily overcast sky and frequent rain squalls continued to reduce visibility.

On arrival at Stornoway Junella's crew were taken into the care of the Mission to Seamen. The lifeboat was refuelled and back on her mooring, ready for service, at 0825.

For this service the silver medal was awarded to Coxswain/Mechanic Malcolm Macdonald. The thanks of the Institution inscribed on vellum were accorded to Assistant Mechanic George F. Smith, Emergency Mechanic John J. Maclennan and Crew Members Kenneth I. Macdonald and Malcolm Maclean.

Scotland South Division Dutch dredger THE DEPUTY LAUNCHING AUTHORITY of Troon lifeboat station was told by Clyde Coastguard at 1345 on Friday September 12, 1980, that the Dutch dredger Holland I working off Irvine Harbour was breaking her moorings in severe weather and in danger of being drive ashore. Realising how dangerous was her position, the master of the dredger had asked that the entire crew of five be taken off. He also reported that seas of up to 20 feet were sweeping across the dredger's main deck and that he doubted whether a lifeboat could get alongside. Maroons were fired and at 1355 Troon's 44ft Waveney lifeboat Connel Elizabeth Cargill slipped her moorings under the command of Coxswain/ Mechanic Ian Johnson.

A force 8 gale was blowing from the west with gusts up to storm force 10 inthe frequent squalls. In continuous rain and with heavy spray, visibility was poor. The tide was in the last hour of flood and setting north at 0.2 knots.

Troon Harbour entrance, across which heavy breaking seas were running, was cleared with some difficulty at 1358. Once outside Coxswain Johnson set a course of 300°M to clear the very confused seas being reflected by the west pier and shortly afterwards altered to 350°M to make directly for the reported position of the dredger. At this time, even though she was only 3V: miles away, the dredger could not be seen through the rain and spray. On his way to her Coxswain Johnson frequently had to alter course and speed in heavy beam seas of anything from 15 to 20 feet. The lifeboat was laid over on her beam ends several times and while crossing the shoal patch to the south west of Lappock Rock a particularly large sea broke aboard rolling the lifeboat so violently to starboard that the side of the wheelhouse was nearly in the water.

The lifeboat arrived on scene at 1420 and the dredger was found to be lying west by north a little less than a mile from Irvine Harbour Fairway Beacon.

She was on the edge of the surf line some half mile from the shore in a depth of 40 feet of water. The dredger was anchored fore and aft, but the port cables and the main stern anchor cable were slack so that the full weight of the dredger was being taken by the remaining stern mooring on the starboard quarter.

The dredger was stern to the weather and ranging about 15 feet with the main deck frequently awash to a depth of four to five feet. The dredger crew could be seen sheltering in the control house which was raised above the main deck near the starboard bow.

The wind, now west to west north west, had risen to strong gale force 9 gusting to storm force 10; very rough seas, some of them higher than 20 feet, were being thrown up by the rapidly shelving seabed. Tidal effect was negligible as it was nearly high water, but visibility, particularly on deck, was severely restricted by rain and the driving spray being taken overall.

Having quickly assessed the situation, Coxswain Johnson decided to approach the dredger's starboard side and take the crew off one at a time as near to the control house as possible to reduce the danger of their being washed off the main deck. His intentions were passed to the dredger's master by VHP.

Second Coxswain/Assistant Mechanic Thomas Devenny and Emergency Mechanic David Seaward were instructed to go forward while Emergency Mechanic Peter McClure and Crew Member Robert Hannah were stationed amidships to help the survivors during the transfer. All crew members were secured by their lifelines with lifejackets partiallyinflated and all were wearing protective headgear.

During the first approach the lifeboat was thrown heavily against the dredger striking a large sampson post set well inboard of the deck edge; the Waveney's shell plating was slightly damaged on the starboard shoulder.

Nevertheless, with well-timed instructions from Second Coxswain Devenny, one man was successfully taken off.

Coxswain Johnson made four more approaches taking off one man each time. Because of the violent motion of the lifeboat alongside the dredger it was essential that the survivors should jump when instructed to do so by the second coxswain. On the final approach the last man 'froze' when told to jump and had to be pulled aboard.

The lifeboat was thrown against the dredger three times during the various approaches and the foredeck crew were constantly exposed to the full force of the wind and sea. If the casualty's stern mooring had parted while the lifeboat was going alongside the lifeboat's crew would have been in a very vulnerable position; the lifeboat could also have been trapped between the dredger and her bow mooring as she was blown ashore through the surf.

At 1445, as the last man was being taken off, a Sea King helicopter from HMS Gannet arrived on scene, and the coxswain told her that all the dredger's crew were now safe. Afterwards, the pilot of the Sea King said that had an airlift been necessary it would have been both difficult and hazardous in the prevailing conditions.

Because such rough seas had been experienced on the way to the casualty, for the return passage Coxswain Johnson set a course of 195°M to clear the shallower water near Lappock Rock.

When a position two miles west by north of Troon Harbour was reached, course was altered to 115°M and the lifeboat ran before the weather. The survivors were all in the forecabin with Crew Member Roy Trewern looking after them. One man had been slightly injured before the lifeboat's arrival when a large sea had swept him against a bulkhead on the dredger's main deck.

Full power was required to drive through the heavy confused seas off the harbour entrance and the lifeboat passed between the piers at 1520. The five survivors were landed at the lifeboat station and a waiting ambulance took the injured man to hospital for a check-up. The lifeboat was then refuelled and was back on her moorings ready for service by 1545.

For this service the silver medal was awarded to Coxswain/ Mechanic Ian J. Johnson. Medal service certificates were awarded to Second Coxswain/ Assistant Mechanic Thomas L. Devenny, Emergency Mechanics Peter McC. McClure and David Seaward, and Crew Members Robert Hannah and Roy W. A. Trewern. water with the help of the crew and shore party.

For this service the bronze medal was awarded to Helmsman Robert G. Reynolds and the thanks of the Institution inscribed on vellum were accorded to Crew Members Vernon S. Evans and Charles T. Sharp.

North Eastern Division Open fishing boats FLAMBOROUGH COASTGUARD informed the honorary secretary of Bridlington lifeboat station at 0918 on Thursday January 31, 1980, that the coble Renown was in difficulties one mile east of Rolston and some 13 miles south of the lifeboat station; a net was fouling her propeller.

Bridlington's 37ft Oakley lifeboat William Henry and Mary King, under the command of Coxswain Fred Walkington, launched through heavy surf and set course south. It was low water and a gale force 8 was blowing from the south east. In driving sleet visibility was poor.

On launching, the lifeboat established radio communications with the coble Betty A and was told she had managed to get a line aboard Renown, that she was holding the crippled coble off the lee shore and that she was trying to gain deeper water. The wind was backing and by the time the lifeboat arrived at the casualty the gale was from south east by east and snow was falling. In these conditions the difficulties for any cobles entering Bridlington Harbour would be increasing because, as the harbour mouth faces towards the south, in east to south east gales these open fishing boats have to turn broadside on to the heavy seas just before entry; and when the tide is low the heavy seas become surf.

A third coble was located on radar and she decided to return to harbour while the lifeboat remained to escort Betty A and her tow, now making good about 4 knots.

The wind was still backing and increasing and it had risen to strong gale force 9 by the time the lifeboat and the two cobles were approaching harbour at 1245. During the passage Renown had managed partially to free the net and was now able to re-start her engine, though still with minimum power. It was decided, therefore, that the tow should be slipped and Betty A was asked to enter harbour first and wait just inside the entrance, bow to sea, ready to help if needed. Although struck by two heavy breaking seas, she entered harbour safely and turned into position. The lifeboat then took up station on Renown's port quarter and lines were made ready so that the lifeboat could close rapidly and pull the coble head to sea if her engine lost power.

Just at this time, 1255, the coble Three Fevers was seen, about 75 yards from the harbour entrance, steaming over the Canch, a notorious sandbank.

The lifeboat had just told Betty A that Three Fevers was coming in when the approaching coble was struck by a sea, estimated at 12 to 13 feet high, which broke from astern and immediately filled the boat; two of her crew of three were washed over the side.

Coxswain Walkington told Renown to turn head to sea and 'dodge' and asked Betty A to leave harbour and stand by Renown while he took the lifeboat at full speed to the help of Three Fevers.

Two of the fishermen were in the water. The coble was either aground or just being kept afloat by the air trapped in her wheelhouse, on top of which was the third member of the crew. The first man was approached and pulled on board the lifeboat just as he was going under. The second man, separated by about 30 feet from his mate by the seas, was being kept afloat by fish boxes to which he was clinging; he also was pulled on board.

The third man was still on the wheelhouse top, just above water, but the area around the coble was littered with ropes and wreckage. Second Coxswain Denis Atkins was just signalling to him to get into the water when he was washed off and clear of the boat. A lifeboatman threw him a rope which he grabbed, but before he could be pulled alongside another heavy sea swept him under. He managed, nevertheless, to retain his grip on the rope and when he surfaced was immediately pulled on board. The lifeboat then returned to harbour to land the survivors.

As soon as the three fishermen had been handed into the care of an ambulance crew the lifeboat took up station in the harbour mouth as Betty A escorted Renown into harbour.

The lifeboat then sailed immediately to escort another coble, Sincerity, which was reported ten miles south of Bridlington returning through heavy head seas, the strong gale having now backed to north east. While escorting Sincerity a number of seas broke into the lifeboat, one of which tore the fire extinguisher and its stowage from the bulkhead, and both boats had to turn and 'stem' many of the large seas.

Sincerity was safely escorted into harbour at 1532. By now, with the tide high, there was not enough beach to recarriage the lifeboat in the heavy surf, so the lifeboat remained in harbour to await the fall of the tide. After having a meal and changing into dry clothes the crew reassembled and sailed again to recarriage, still through heavy surf, at 2030.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Fred Walkington and vellum service certificates were presented to Second Coxswain Denis Atkins, Motor Mechanic Roderick W. Stott and Crew Members Claud Sharp, Anthony J. Ayre, Paul A. Staveley and Harry T. Wood. A letter of thanks was sent to Arthur Dick, Bridlington station honorary secretary, commending the efficiency of the shore helpers when launching and recovering the lifeboat in the very bad conditions which prevailed.

North Eastern Division Three rescued RED FLARES sighted off Saltfleet Haven were reported to the honorary secretary of Mablethorpe lifeboat station by Humber Coastguard at 1940 on Sunday August 24, 1980, and, with the assistance of shore helpers, the station's D class inflatable lifeboat launched through heavy surf at 1953; she was manned by Helmsman Bernard Tuplin and Crew Member John Mayfield. A moderate breeze, force 4, was blowing from the north east and it was two hours after high water.

The casualty, six miles north of the station, was reached at 2015 and found to be a coble which had suffered engine failure after being swamped while trying to cross the bar; she had a crew of three. A fishing boat out of Saltfleet, Billy Witch, had managed to take off one man but, as by that time the 14ft open coble was inside the surf linevthe state of the sea prevented Billy Witch from taking off the other two.

The inflatable lifeboat made two runs into the surf, taking off the two men on board and also a line from the coble to take her in tow. So heavy was the surf that, with no helpers on shore, it was impossible to land at Saltfleet. Outside the surf line there was only a medium swell, so it was decided to tow the coble back to Mablethorpe.

By the time the lifeboat and her tow arrived back at Mablethorpe it was dark. The shore was illuminated by parachute flares and a searchlight and, with the assistance of all spare crew and helpers, who worked chest high in very dangerous surf, the two boats were beached at 2215. The lifeboat was rehoused at 2230.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was sent to the crew and shore helpers of Mablethorpe lifeboat station.

Scotland North Division Fishing boat aground AT 2319 on Saturday September 20, 1980, Shetland Coastguard informed Coxswain/Mechanic Hewitt Clark of Lerwick lifeboat station that the fishing vessel Maverick was aground on the east side of Fair Isle; she was listing badly and making water. The maroons were fired, the deputy launching authority authorised the launch and at 2326 Lerwick's 52ft Arun lifeboat Soldian slipped her moorings.It was a fine evening, the wind variable force 2 to 3, the sea slight and visibility three miles under an overcast sky.

Course was set to pass to the east of Fair Isle and the 43-mile passage was made in 2'/2 hours. Arriving at the scene of the casualty at 0200, Maverick was found to be at the south end of the island at the entrance to South Harbour.

She was aground about 200 yards south south west of The Keels, with her bows heading south south west; she was rolling heavily and bumping badly.

A strong westerly tide of 4 to 5 knots and the easterly ground swell breaking over the dangerous rocks made the approach hazardous.

Before the arrival of the lifeboat, MFV Responsive and the inter-island ferry Good Shepherd had made several attempts to pass a towline to the stricken trawler, but, in the very strong tide, without success.

Judging the seven fishermen on board Maverick to be in danger, Coxswain Clark suggested by radio that they abandon the vessel. This was agreed. By this time the water had risen halfway up the casualty's engine and her hold was completely flooded.

Coxswain Clark decided that the safest method of transferring the fishermen would be by the Arun's Y class inflatable dinghy, and so the lifeboat took up position about 200 yards east south east of the casualty and the inflatable dinghy, manned by Assistant Mechanic Andrew Leask and Emergency Mechanic Ian Newlands, was launched. Just as she was going alongside Maverick the dinghy's engine mounting bracket fractured making manoeuvering very difficult. Sh& was recalled by the coxswain because it would have been too great a risk to take survivors on board. An attempt was then made, by means of the inflatable dinghy, to run a veering line across to the casualty's own liferaft which had already been put in the water, but the strong tide took the bight of the line, making the manoeuvre very difficult.

Eventually the propeller pin sheared and the dinghy was pulled back to the lifeboat and taken aboard.

Coxswain Clark asked the skipper of Maverick to have his men ready in the liferaft. He then very cautiously steamed in close enough for a heaving line to be passed and the liferaft with the seven men aboard was pulled to safety. The crew were helped on to the lifeboat and the liferaft stowed on deck.

Course was set for Lerwick at about 0250. At 0450, however, Shetland Coastguard informed the lifeboat that Maverick was afloat and drifting half a mile off shore. Coxswain Clark turned back to investigate, but at 0540 another message came from the Coastguard to say that the trawler had sunk. Course was resumed for Lerwick and the lifeboat arrived at 0735. The survivors were disembarked. The lifeboat was refuelled and was back at her mooring, once again ready for service, at 0825.

For this service a letter of appreciation, signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Coxswain P. Hewitt P. Clark and his crew.

South Eastern Division Stranded in cave THREE CLIFF CLIMBERS, missing west of Anvil Point, were reported to Swanage lifeboat station by HM Coastguard at 1733 on Saturday November 29, 1980; the station's 37ft 6in Rother lifeboat J. Reginald Corah, was launched at 1746 under the command of Coxswain/Mechanic Victor Marsh.

A fresh to strong breeze, force 5 to 6, was blowing from the north and, except in the- shelter of the cliffs, the sea was choppy. High water had been at 1515.

Visibility was good, but it was a freezing cold evening.

The lifeboat reached the search area at about 1800. She was three quarters of a mile west of Anvil Point when she had to stop her starboard engine to deal with overheating of the exhaust manifold.

While she continued her search on her port engine, voices were heard and a man was seen on the rocks in the narrow Zawn Cave.

J. Reginald Corah was anchored at 1814 and two of her crew, Second Coxswain/ Assistant Mechanic Philip Dorey and Crew Member Ian Marsh, went in with the lifeboat's inflatable dinghy. A second man was a few feet up in the cave, and the third about 12 feet up.

Only the first man could be seen from the sea and none of them would have been visible from the air or the cliffs. If they had not been found, when the next flood tide had refilled the cave they would have been partially submerged.

By 1834 two of the climbers were on board the lifeboat, and a light was being shone in the cave so that the third man could climb down to the dinghy. The rescue trips were made through smooth water but in a strong tide. As it was more than three hours after high water, rocks in the floor of the cave were showing above sea level and the dinghy could not be rowed, but only paddled among the rocks. All three men were safely on board the lifeboat by 1839 and, cold, wet and exhausted, they were wrapped in blankets. Ten minutes later J. Reginald Corah had recovered her dinghy and her anchor and set course for station.

The climbers were landed at the lifeboat slip at 1910 and all three were examined by the honorary medical adviser. After getting warm and dry in the boathouse and having a cup of hot tea they were taken into the care of friends.

The lifeboat was rehoused and once again ready for service at 1945.

For this service a letter signed by Rear Admiral W. J. Graham, director of the Institution, expressing the Institution's appreciation to Swanage lifeboat crew, and in particular to Second Coxswain/Assistant Mechanic Philip Dorey and Crew Member Ian Marsh, was sent to Captain D. A. N. Aldridge, station honorary secretary.

South Western Division Escort LAND'S END COASTGUARD informed the honorary secretary of Padstow lifeboat station at 0150 on Thursday October 16, 1980, that the fishing vessel Girl Christian was reported to be in difficulties four miles north of Trevose Head.

Padstow's 48ft 6in Oakley lifeboat James and Catherine Macfarlane launched at 0218 under the command of Coxswain Trevor England.

It was an overcast night with steady rain and frequent heavy squalls. A fresh to strong breeze, force 5 to 6, was blowing from the north east and the sea was rough.

At 0240 it was learnt that Girl Christian, with two men on board, was in tow of another fishing vessel, Minehead Angler, with three on board. The two boats were heading south. The lifeboat came up with them at 0253 and a few minutes later reported that she would escort them to Newquay. The tow was making about three knots.

By 0330 the north-easterly wind was gusting to near gale, force 7, and just after 0400 there was a gale warning.

Half an hour later Girl Christian and Minehead Angler dropped anchor in the shelter of Porth Island to await the tide before entering Newquay. As both of the fishing boats were now suffering engine trouble and because of the deteriorating weather it was decided that the lifeboat should stand by until they had entered harbour; she, too, was anchored by 0500.

At 0717 the lifeboat weighed anchor and made for Newquay to see what conditions were like, but finding that seas were breaking heavily at the harbour entrance, she advised the fishing boats to remain at anchor. At 0808 the lifeboat entered Newquay and at 0840, with the sea quietening somewhat although there were still occasional breaking waves, it was agreed that the two fishing boats should weigh anchor and try to enter harbour. They would come in one at a time as Girl Christian had managed to get her engine going and Minehead Angler had engine trouble of her own; a shore crew would be standing by on the quay with ropes. If entry was not possible, the two fishing boats would make for ,the River Gannel.

Padstow lifeboat then left harbour and escorted in first Girl Christian and then Minehead Angler and by 0912 both were safely moored alongside the quay.

The lifeboat crew were given breakfast at Newquay and set out on the return passage to Padstow soon after1000. Reaching station, recovery was difficult, but James and Catherine Macfarlane was rehoused at 1230.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing appreciation to Coxswain Trevor England and his crew was sent to Lt Cdr J. W. Hamilton, Padstow station honorary secretary.

South Western Division Car over cliff IN THE EARLY HOURS of Wednesday October 22, 1980, Paignton Police informed Brixham Coastguard that a car was over the cliff three miles from Torbay lifeboat station. The Police, Fire and Ambulance services were alerted and Torbay lifeboat, the 54ft Arun Edward Bridges (Civil Service No. 37) was launched at 0035 under the command of Coxswain Arthur Curnow.

The car, badly damaged with a severely injured man inside, was found about 100 feet above the waterline. The cliff face was illuminated by searchlights from three fire engines and from the lifeboat and, while firemen, police and coastguard climbed down the cliff, the lifeboat's inflatable dinghy was launched manned by Assistant Mechanic John Hunkin, Crew Member Derek Winning and Crew Member John Ashford, who is also an ambulance driver. A fresh to strong breeze, force 5 to 6, was blowing from the south west, and the approach to the rocky shore had to be made through rough seas and a ten-foot swell.

John Ashford, with the help of the coastguard and firemen, managed to get the man out of the car and lower him in a stretcher to the inflatable dinghy.

Attended by John Ashford the injured man was transferred to the lifeboat and taken to Torquay where an ambulance was waiting. The other helpers were also put ashore. The lifeboat then returned to the scene to recover her inflatable dinghy before returning to station at 0248.

For this service a letter signed by Rear Admiral W. J. Graham, director of the Institution, expressing theInstitution's appreciation to the lifeboat crew, and in particular to Crew Member John Ashford, was sent to Captain B. J. Anderson, Torbay station honorary secretary.

Western Division Capsized dinghy TWO MEN visiting Tenby by yacht on Sunday September 28, 1980, were returning by dinghy from shore to their yacht in the late evening when their dinghy capsized. One man managed to cling to a rock but the other, who could not swim, was swept out towards Caldy Sound. His cries were heard by Second Coxswain Alan Thomas who immediately ran down to the lifeboathouse and raised the alarm. He was joined straight away by the honorary secretary, a crew was assembled very quickly and at 2345 Tenby's 46ft 9in Watson lifeboat Henry Comber Brown launched under the command of Coxswain Joshua Richards.

The weather was good with a gentle north-westerly breeze, force 3, and a slight sea; although it was dark, visibility was good.

The searchlight picked up the man on a rock off St Catherine's Island and he was taken aboard the lifeboat, but the other man was going out with the strong ebb tide. He was just about to sink below the surface when Crew Member Johnny John jumped overboard and held him up until the crew could get a line to him to pull the man in. He was hauled aboard and given artificial resuscitation.

Both men were landed at Tenby Harbour at midnight, just a quarter of an hour after the lifeboat had launched; they were taken to the Cottage Hospital for observation. The lifeboat was rehoused and once again ready for service at 0100.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing appreciation to Coxswain Joshua Richards and his crew, and in particular to Second Coxswain W. Alan Thomas and Crew Member John John, was sent to Mr E. W. Bancroft, Tenby station honorary secretary.South Eastern Division Propeller fouled LENA B, a 32ft beam trawler, 2'/2 miles south east of Hastings with her propeller fouled by a fishing net, was reported to the honorary secretary of Hastings lifeboat station by HM Coastguard at 0700 on Sunday October 12, 1980. Only one man was on board.

At first it was thought that a shoreboat might be able to help Lena B, but because of the low state of the tide, no shoreboat was available. So, at 0755, Hasting's 37ft Oakley lifeboat Fairlight was launched under the command of Coxswain John 'Joe' Martin.

It was a difficult low water launch, made very awkward because a second high-water bank of shingle had built up overnight, but Tractor Driver John Hamilton dealt with all the problems quietly and efficiently and the lifeboat was launched safely.

A fresh breeze, force 5, rising to strong breeze, force 6, was blowing from the north east with a slight to moderate sea. The morning was hazy, but visibility was improving.

Fairlight set course south east but Lena B was not in the reported position, nor could she be picked up on the lifeboat's radar (it was later learnt that her radar reflector was away' for repair). Dover Coastguard arranged for Lena B to make a long VHP transmission from which a fix was gained and the lifeboat intercepted the trawler 9.3 miles south of the station at 1005. Two lifeboatmen were put aboard the casualty which was taken in tow and berthed safely in Rye Harbour.

The lifeboat was rehoused and once again ready for service at 1430.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation to Tractor Driver John G. Hamilton was sent to Mr J. J. Adams, Hastings station honorary secretary.