West Division Knockdown JUST AS Lytham-St Anne's lifeboat was being moored after returning from exercise at sea on Saturday afternoon, June 6, 1981, Liverpool Coastguard informed the station honorary secretary that an unconfirmed report had been received of a red flare sighted off South Shore, Blackpool. The time was 1520. Coxswain Arthur Wignall was asked to keep his crew aboard on standby. A quarter of an hour later a further message came that a 25ft yacht in difficulties had been sighted close inshore; the 46ft 9in Watson lifeboat City of Bradford III slipped her moorings immediately.

A near gale to gale, force 7 to 8, was blowing from south west by west and the sea was very rough. It was about half an hour after high water and a strong ebb tidal stream was setting westwards at about 5 to 6 knots. Although it was a cloudy afternoon visibility was good.

The lifeboat headed down channel at full speed and the end of the north training wall to Sailer's Bank was rounded at 1555. Coxswain Wignall then steered north by east towards South Shore. In the very rough, short seas which were breaking in the shallow waters on Salter's Bank the lifeboat was being rolled so heavily that at times her gunwales were rolled right under. Solid water was breaking over her the whole time and visibility was reduced to about a mile.At about 1607 a mast was sighted fine on the starboard bow and course was altered directly towards it. Soon afterwards, a sail was seen on the mast and the boat appeared to be sailing south in dangerous waters and heading towards even further danger.

A few minutes later, when about half a mile off, the mast and sail were seen to roll to port and disappear for about a minute before rising again. As the lifeboat approached, the yacht, later identified as Morag, was seen to be a small clinker-built, green-hulled sloop; she was under full mainsail and jib, towing an inflatable dinghy very close astern and she was rolling very heavily as though she had taken a lot of water.

Heavy seas were breaking over her and her sails and gear were slamming from side to side. There was no sign of life on the yacht and Coxswain Wignall thought she had been abandoned. She was about a quarter of a mile offshore on the Crusader Bank, three-quarters of a mile north west by north of St Anne's Pier.

The gale was still blowing, the sea was very rough and there was a considerable amount of surf in the shallow water. It was about one hour after high water and the ebb stream was setting to the north west.. Visibility was down to just under a mile in the heavy spray.

Coxswain Wignall left the yacht to starboard, turned and brought the lifeboat back close to starboard of the inflatable dinghy. A man was then seen in the water apparently clinging to the stern of the yacht. As the port bow of the lifeboat came close. Assistant Mechanic Brian Pearson leaped into the inflatable dinghy, which was only about two to three feet from the yacht. The man in the water was found to be hanging to the stern by his own lifeline which had become fouled in some way.

As Brian Pearson shouted for an axe to cut the man free he saw that the bow of the lifeboat was coming between the yacht and the dinghy. Realising the trapped man was close to being crushed by the bow of the lifeboat rising and falling above them, Brian Pearson leapt into the water, grabbed the stern of the yacht and dragged the man round on tothe port quarter clear of the lifeboat's bow.

The yacht swung round alongside the starboard side of the lifeboat while the dinghy was trapped under the port bow.

Brian Pearson climbed aboard the yacht and went forward to secure a line from the lifeboat as Crew Member Robert Kennedy jumped on to the yacht and was passed an axe. Robert Kennedy made his way aft, cut the fouled lifeline, releasing the dinghy, and, helped by the movement of the waves, pulled the man into the cockpit. The man was helped on to the cabin top where he could hang on to the mast as the yacht had parted from the lifeboat. Brian Pearson had been trying to secure a line to the mast but had been ordered back on board the lifeboat by Coxswain Wignall because the boats were slamming into each other causing damage, particularly to the yacht. As Brian Pearson tried to get back, the yacht's pulpit carried away and he was trapped by the anchor rope.

He was pulled aboard the lifeboat by Crew Member Harry Bamber.

All this action took place in appalling conditions, in very shallow water, with the casualty being rapidly blown on to a lee shore.

As Coxswain Wignall was manoeuvring the lifeboat astern clear of the yacht the port engine suddenly stopped and it was found that the port propeller had become fouled by a line from the casualty. As there was little time left before the yacht went ashore and there would probably only be one chance to close Morag, Coxswain Wignall headed the lifeboat south, on the starboard engine, and then turned to starboard until he had the yacht right ahead port side on.

Manoeuvring with great difficulty, stern to sea, he drove the lifeboat straight on to the port side of the yacht amidships between the man holding on to the mast and Crew Member Kennedy. The man grabbed the starboard guardrails and was pulled aboard, and Robert Kennedy, having seen the survivor aboard, grabbed the port guardrails and was helped into the lifeboat. As the lifeboat cleared. Morag began to sink. It was 1620.

Coxswain Wignall tried to manoeuvre his lifeboat astern into the wind and sea to find deeper water but it could not be done with only one engine. With great apprehension, therefore, he went ahead and hard to port. The lifeboat, touching bottom, came slowly round into the sea and headed westwards into deeper water.

At about 1625 the port propeller scuttle was lifted in an attempt to clear the fouled propeller, but water flooded into the after cabin to a depth of a foot putting the radar out of action. The scuttle was quickly replaced. The yacht's skipper was treated for hypothermia and shock during the return passage which followed the outward track. The north training wall was rounded at about 1640 and the lifeboat was secured to the reserve mooring at1715 to dry out. The survivor was transferred to the station's D class inflatable lifeboat and landed ashore where he was taken by ambulance to hospital; he was discharged on the following day.

The lifeboat dried out at low water when the port propeller was cleared.

The starboard propeller was also found to have a small length of line round it but not enough to stop the engine. The lifeboat was placed on her main mooring at 1400 on the following day.

Morag had been on passage from the Isle of Man to Birkenhead and had been driven too far to the east in the gales.

Her skipper had been thrown out of the cockpit during the knockdown.

For this service the bronze medal was awarded to Coxswain Arthur R.

Wignall and Assistant Mechanic Brian Pearson and the thanks of the Institution inscribed on vellum were accorded to Crew Member Robert B. K.

Kennedy. Medal service certificates were presented to Motor Mechanic Tony West, and Crew Members Harry Bamber, David Topping, Russel Wignail, Gary Miller, Daniel I. Chester and Paul Francis.

East Division Crab boat swamped THE KLAXON at the boathouse of Cromer's D class inflatable lifeboat was set off by Great Yarmouth Coastguard at 1213 on Friday May 1, 1981. "and the station honorary secretary and lifeboat crew, going immediately to the boathouse, were informed that the crab boat George William had been swamped and sunk off East Runton; her crew, two men, were in the water. The inflatable lifeboat was launched from Cromer beach at 1219 manned by Helmsman Clive Rayment and Crew Members Frank Muirhead and Christopher Craske.

The weather was fine with good visibility but a fresh to strong breeze, force 5 to 6, was blowing from north north east and there was a moderate to rough onshore sea with a moderate to heavy onshore swell. It was five hours before high water.

Working out through the surf the outboard engine was tilted to clear the ground, but even so the propeller still touched the bottom in the troughs.

Once clear of the surf, however, course was set for the casualty, a mile and a half to the west. Although maximum speed was maintained as far as possible, the engine had to be eased back on the bigger seas.

As she neared the casualty the lifeboat was informed by the Coastguard Land Rover on shore that the two fishermen were in the water 150 yards north east of East Runton beach.

Approach was made from the north through seas breaking in shallows over an offshore bank; the lifeboat then had to round the capsized crab boat and herfloating debris before heading back north, head to sea. to come up with the men in the water. One fisherman was hanging on to a lifebuoy, the other to a crab pot marker buoy. The lifeboat's engine was stopped and, by 1230, the two men had been brought safely aboard.

Both survivors were very cold and suffering from hypothermia, but Helmsman Rayment did not know East Runton beach and conditions were by nowdeteriorating; the breeze had risen to force 6 and the onshore sea and swell had both increased. So, rather than try to put the two men ashore at East Runton, Helmsman Rayment headed as fast as possible for Cromer's Fishermen's Beach while Crew Members Muirhead and Craske tended the survivors.

At 1237, following a large swell, the inflatable lifeboat was beached at Cromer where the two survivors were carried to a waiting ambulance. The lifeboat was refuelled and was once more ready for service at 1318.

For this service the bronze medal was awarded to Helmsman Clive R. Rayment and medal service certificates were presented to Crew Members Frank H. Muirhead and Christopher B.

Craske.

East Division Rowing dinghy WHILE SAILING his lift 6in Laser dinghy off Thorpe Bay Yacht Club at 1555 on Friday February 27. 1981, 16-year-old Carl Palmby saw someone on the beach waving to alert him to a casualty. He immediately headed for the position indicated to try to help.It was an overcast but clear afternoon with a fresh to strong breeze, force 5 to 6, blowing from the south east. The seas were short and rough and it was two hours before high water.

Seeing an overturned 8ft rowing dinghy with someone clinging to it. Carl Palmby gybed and made for the capsizedcapsized boat. As he approached he shouted to the man in the icy water, a fisherman, to let go of the dinghy and come aboard the Laser on her starboard side. The man was too cold and exhausted, however, to help himself so Carl tried to lift him on board. Before he could pull the fisherman in, the Laser capsized throwing both of them into the water.

Carl immediately righted the boat, grabbed the fisherman again and pulled him aboard over the stern. He then tried to tack in to the beach but, with the survivor on board, there was not enough room in the little single-handed racing dinghy for the helmsman to be able to sail his boat effectively and no ground could be made. He therefore waved his lifejacket to people on the beach to indicate that further help was needed, then sat with the survivor, taking care of him.

At 1615 Southend-on-Sea lifeboat station was alerted; the station's Atlantic 21 rigid inflatable lifeboat launched at 1619 under the command of Helmsman Glyn Gilson. The Laser was quickly reached and the fisherman transferred to the lifeboat but, because of his condition, helicopter assistance was requested.

He was lifted off at 1622 by a helicopter from RAF Mansion and taken to Southend Hospital. Carl Palmby sailed back to Thorpe Bay Yacht Club and the Atlantic 21 returned to station, arriving at 1648.

For this service Carl J. Palmby was awarded the thanks of the Institution inscribed on vellum together with an inscribed wristwatch.

West Division Ketch founders RAMSEY COASTGUARD informed the honorary secretary of Port St Mary lifeboat station at 0846 on Sunday May 17, 1981.

that a yacht was aground at Derby Haven, east of Castletown; she was on the seaward side of the breakwater and it was anticipated that the lifeboat might be needed.

At 0858 the honorary secretary was told that Castletown Coastguard rocket brigade was preparing to try to take off the two crew of the yacht, a 42ft ketch, and the lifeboat was asked to launch.

Maroons were fired and Port St Mary's 54ft Arun lifeboat The Cough Ritchie slipped her moorings at 0910 under the command of Coxswain Mechanic Arthur Norman Quillin.

A strong breeze, force 6, was blowing from east south east, gusting to near gale, force 7, and the sea was rough. It was almost 2'/2 hours before high water and the flood tidal stream was setting north east at about 2 to 3 knots.

Coxswain Quillin set course across Bay ny Carrickey and Castletown Bay for Langness Point, heading into the wind. The lifeboat was abeam of Scarlet Point at 0920 and rounded Langness ata distance of a quarter of a mile at 0925.

A northerly course was then set to run parallel with the shore and St Michaels Island was rounded at 0932.

On entering Derby Haven speed was reduced. A white-hulled, ketch-rigged yacht, later identified as Melfort. was seen aground on rocks on the north side of the haven about 80 yards on the seaward side of the breakwater. She was lying on her port bilge, bows pointing north west, rising and falling on the rocks with water breaking around and over her. Two people wearing protective clothing could be seen standing on the starboard side of the deck.

The wind was still from the east south east, force 6 to 7, and the sea in Derby Haven was rough. It was just under two hours before high water.

As Coxswain/Mechanic Quillin was approaching the yacht at slow speed to assess the situation a message was received from the Coastguard on the north side of the haven asking the lifeboat to stand off as a breeches buoy was being rigged from the shore to the casualty. Coxswain Quillin gave orders for the Y class inflatable dinghy carried on board the Arun to be launched to give help if it was needed and the Coastguard was informed. He took the Arun towards the shelter of the breakwater, where the dinghy was launched, and then the Arun was made fast alongside the breakwater.

Manned by Crew Member Eric Quillin.

as helmsman, and Crew Member William Halsall. the inflatable dinghy was taken in sheltered water towards the northern end of the breakwater and stood by while, at about 1010. one man was rescued by breeches buoy. Three other people could be seen on board the yacht and it was thought that it would be possible for them all to be taken off by the coastguards ashore in the same way.

Then, at about 1015, the casualty, still pounding on the rocks, began to break up. Her wheelhouse was carried away and the breeches buoy lines became fouled in the wreckage. From their position off the northern end of the breakwater. Helmsman Eric Quillin and Crew Member Halsall decided that the three people still on board, who were standing in the after part of the yacht, were in extreme peril and needed immediate help.

In an attempt to reach the stricken vessel and effect a rescue, Helsman Quillin took the inflatable dinghy towards the yacht. Picking up the floating breeches buoy lines, still attached to the wreck, the little boat approached Melfort under power with Crew Member Halsall helping by pulling hand over hand on both parts ot tbe nes,. Aboard the casualty a man was seen to be making his way forward. As the inflatable dinghy came nearer, seas started to break over and into her. Once alongside Crew Member Halsall tried to help the man in the bows into the inflatable, butthe man's legs had become trapped by wreckage and he appeared to be too weak to help himself.

As William Halsall was trying to free the man's legs a heavy sea pushed the inflatable away from Melfori throwing both the lifeboatman and the yachtsman into the sea. Helmsman Quillin, trying to hold the boat alongside, ended up half in the water and half in the boat.

Crew Member Halsall, still holding on to the other man, was fouled by the breeches buoy lines, and while trying to clear the lines the man he was attempting to rescue was wrenched from his grasp and disappeared.

Helmsman Quillin, having recovered his position in the boat, saw William Halsall in the water between the two parts of the breeches buoy line drifting towards him. Reaching for the line, Eric Quillin pulled the inflatable towards William Halsall and dragged him on board. By this time the little boat was about two-thirds full of water. No sign could be seen of the other man in the water.

Almost immediately another large wave hit the inflatable boat, capsizing her port bow over starboard quarter and throwing both lifeboatmen into the water. They could not regain their upturned boat which was being blown quickly away from them and. because they had swallowed so much seawater.

could not inflate their lifejackets for extra buoyancy. Both men were swept down on to the seaward side of thebreakwater where they were rescued by the crew of the lifeboat. Coxswain Quillin had seen the inflatable boat capsize and had landed Second Coxswain John Williams and Assistant Mechanic Derrick McCutcheon on the breakwater.

By means of a line with a bight at the end, William Halsull was the first man to be pulled clear of the water, followed by Helmsman Eric Quillin.

Immediately following the rescue of the crew of the inflatable dinghy, a man was seen clinging to a lifebuoy and being swept down to the breakwater.

Coxswain Quillin, with great presence of mind, grabbed a boathook and jumped on to the breakwater as the man in the water was swept in, striking his head on the wall. Coxswain Quillin was able to catch the man at the back of his jacket with the boathook and haul him high enough out of the water to be grabbed by the others and pulled to safety. He was taken aboard the lifeboat and given first aid treatment.

Meanwhile out at the wreck, which by now had completely broken up, a man could be seen clinging to a spar.

Using hand signals and shouting, the lifeboatmen tried to persuade him to let himself go and be swept down by the seas on to the breakwater. The man, however, continued to cling to the spar, so Coxswain Quillin decided to try to reach him by taking the Arun out to sea and approaching down wind. It was now only about 45 minutes before high water and there was a greater depth of water on the seaward side of the wreck.

Helmsman Eric Quillin was left on the breakwater, ready to help should the man still on the wreck be swept down that way, or should the missing man appear.

The Arun left the breakwater at about 1040, headed up wind and sea of the casualty and then made a slow down wind approach towards it. Coxswain Quillin was able to bring his lifeboat, stern to sea, just short of the partially submerged wreck. With the lifeboat touching the rocks. Assistant Mechanic McCutcheon threw a line with a bight at its end to the man in the water who passed it round his body. Coxswain Quillin put the lifeboat slowly astern to clear the rocks and the man in the water was pulled from the wreck to the port waist of the lifeboat. Once alongside it was seen that he would not be able to help himself; he later said that the last thing he remembered before being rescued was passing the bight of the line thrown to him over his shoulders. In trying to pull the man aboard Assistant Mechanic McCutcheon lost his balance and fell into the water with him but he was able to get back aboard virtually unaided by grabbing the side of the boat as she rolled heavily to port. The man in the water was pulled aboard and immediately treated for hypothermia, shock and superficial injuries.

The lifeboat returned to the shelter of the breakwater and made fast alongside at about 1050, when it was confirmed with the Coastguard that one man was still missing. Coxswain Quillin posted lookouts and within a few minutes a Wessex helicopter from RAF Valley arrived overhead and started to search the area. At 1111 the helicopter recovered a body from the sea between the southern end of the breakwater and the perch.

The body was landed on the breakwater at 1119 and taken aboard the lifeboat.

The Arun left Derby Haven breakwater at 1124 and made for Castletown, arriving at 1150. The two survivors and the body were landed into the care of the police and a doctor. Port St Mary lifeboat then returned to station; she arrived at 1240 and was made ready for further service.

Melfort had sailed to Derby Haven from Glasson Dock, Preston, on Saturday May 16 and had picked up a mooring on the southern side of the haven.

At about midnight the mooring chain had parted and the yacht went ashore on to rocks on the falling tide. A kedge anchor had been laid at low water but it had not been possible to kedge off as the tide rose on Sunday morning and so distress flares had been fired.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain/Mechanic Arthur Norman Quillin and Crew Members Eric Quillin and William H. Halsall.

Vellum service certificates were presented to Second Coxswain John R.

Williams, Assistant Mechanic Derrick McCutcheon and Crew Members Derek R. Cregeen and Stephen R. Cregeen.

East Division Broken steering gear THE DEPUTY LAUNCHING AUTHORITY of Whitstable lifeboat station was told by Thames Coastguard at 1930 on Sunday April 19, 1981, that the catamaran Rumpleteazer had broken her steering gear and needed help; she was two miles north of Herne Bay Coastguard Station. It was an overcast evening with a strong breeze to near gale, force 6 to 7, blowing on shore from the north east.

The sea was moderate to rough and visibility was reduced by squalls of rain. It was four hours after high water.

Whitstable's Atlantic 21 rigid inflatable lifeboat launched at 1940 from her beach trailer with Helmsman Michael Judge in command; Brian Hadler and Nigel Scammell were his crew.

Once clear of Whitstable breakwater the lifeboat had to reduce speed to half as she headed into very short, heavy seas. Best course was made towards the casualty in the prevailing conditions and at 2000, in deteriorating weather and failing light, a red flare was sighted, pinpointing the catamaran. As the lifeboat approach it was learned that Riunpleteazer was making water in her forward compartments and, although her engine was running, she was unable either to steer or make headway.

Helmsman Judge asked her skipper to lower his sail and by 2010 the Atlantic was lashed alongside the catamaran, providing both power and steerage.

By this time the north-easterly wind had risen to gale force 8, with heavy rain squalls and short, steep breaking seas.

The two boats headed downwind towards the shore and at 2040 they were approaching Herne Bay small boat anchorage guided by the headlights andblue flashing light of the Whitstable Coastguard Mobile. At 2100, after waiting for a heavy squall to pass through, the catamaran was anchored and her three crew taken aboard the Atlantic 21. It was then that fatigue and hypothermia began to take their toll of the skipper and he was tended throughout the return passage by Crew Member Hadler.

Passage back to station was made at two-thirds speed in the very rough wind and sea and the port outboard engine was overheating. On arrival at Whitstable, at 2133, all three of the catamaran's crew were treated by the honorary medical adviser before being taken to Canterbury hospital by ambulance. The Atlantic 21 was refuelled and ready for restricted service at 2218. Her port engine was replaced the next day.

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

Judge and vellum service certificates were presented to Crew Members Brian G. Hadler and Nigel D. Scammell.

Ireland Divison On rocks BELFAST COASTGUARD informed the honorary secretary of Donaghadee lifeboat station at 2355 on Thursday May 21, 1981, that a motor cruiser with three people on board was aground near the entrance to Copelands Marina, south of the harbour; she was pounding badly and in danger of breaking up.

Maroons were fired at midnight and at 0007 on Friday May 22 Donaghadee lifeboat, the 44ft Waveney Arthur and Blanche Harris, under the command of Coxswain James Bunting, slipped her moorings.

The night was clouded with a fresh southerly breeze, force 5, and a moderate south-easterly sea running against the tide. High water was at 0200.

Arriving off the marina at 0012, Coxswain Bunting found the motor cruiser Rosita aground about 50 metres from the shore and surrounded by isolated rocks. A crowd had gathered ashore so that it would not have been safe to fire a rocket line from the lifeboat.

As he considered the men on the cruiser were in serious danger Coxswain Bunting took the lifeboat in through a passage between the rocks to pass a line. The first tow pulled out a cleat from the motor cruiser and two more runs were made between the rocks before a line was firmly secured and the lifeboat reversed towing the casualty clear.

Once in deep water the cruiser settled by the head and the lifeboat was brought alongside to take off the three people on board. A line was secured aft and Rosita was towed into Donaghadee Harbour and made fast alongside at 0040. She sank shortly afterwards but it was possible to lift her out by crane later.

The lifeboat was back on her moorings and ready for service at 0050.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain/Assistant Mechanic James Bunting.

South West Division Prince Ivanhoe THE PLEASURE STEAMER Prince Ivanhoe with a crew of 18 and 450 passengers was on a cruise from Minehead to the Welsh Coast on Monday August 3, 1981, when, at 1536. she struck anunderwater obstruction off Port Eynon.

The vessel immediately began to make water, so her captain decided that the best course of action would be to beach her on the gently sloping sandbottomed beach off Horton. This manoeuvre was successfully negotiated and the vessel was grounded 100 yards from the water's edge. It was a calm day with light north-westerly airs; high water would be at 2123.

The station honorary secretaries of The Mumbles, Tenby and Horton and Port Eynon lifeboat stations were all informed during the next ten minutes.

From The Mumbles, the 47ft Watson lifeboat Pentland (Civil Service No. 31) and the D class inflatable were both launched at 1551; Tenby's 46ft 9in Watson lifeboat Henrv Comber Brown launched at 1556; and Horton and Port Eynon D class inflatable launched at 1558.

Horton and Port Eynon lifeboat manned by the Honorary Secretary Walter Grove and Crew Member Christopher Talbot came alongside Prince Ivanhoe at 1600 and Walter Grove went aboard to discuss the rescue operation with the captain. He found that all the passengers were equipped with lifejackets and that ship's lifeboats and liferafts were prepared and ready for use. A number of small commercial pleasure boats were also at hand and they helped with the landing operation.

Landing quickly began, Horton and Port Eynon lifeboat towing liferafts and ship's lifeboats ashore as well as ferrying passengers. In a little under two hours it was estimated that she had landed 123 passengers.

The Mumbles D class inflatable lifeboat manned by Helmsman Anthony Lewis and Crew Member Michael Blewett arrived at 1616 and, ferrying passengers and towing liferafts, landed 75 people. Helmsman Lewis boarded Prince Ivanhoe to help organise the evacuation of passengers during the later stages when the tide was rising dangerously close to deck level.

When The Mumbles 47ft Watson Pentland under the command of Coxswain Derek Scott arrived at 1655 most passengers were safely ashore, and the lifeboat moored alongside the port side of Prince Ivanhoe. While alongside it was learned that a passenger, now ashore, had suffered a heart attack. Dr P. Lloyd-Jones, the honorary medical adviser who was in the crew, was taken ashore in the inflatable lifeboat to attend the patient. The sick man, together with Dr Lloyd-Jones, was transferred to hospital by RAF helicopter, but unfortunately his life could not be saved. Dr Lloyd-Jones was brought back by helicopter and winched down to the lifeboat to give further help.

Pentland remained alongside Prince Ivanhoe and the crew helped in retrieving her valuable navigational equipment, bonded stores and ship's papers.

At 1900 the remaining crew fromPrince Ivanhoe were taken aboard Pentland, the inflatable liferafts and ship's lifeboats were taken in tow and passage began back to The Mumbles. Both Mumbles lifeboats, which between them had landed 93 people, arrived at station at 2127. Horton and Port Eynon D class inflatable lifeboat, which from 1800 had been manned by Helmsman Lawrence Grove and Crew Members Stephen Sullivan and Keith Moffat, had returned to station at 1935 taking ashore Prince Ivanhoe's captain and one of her crew. Tenby lifeboat, coming from 20 miles to the west under the command of Coxswain Joshua Richards, had been recalled by the Coastguard when it was apparent everyone could be taken off Prince Ivanhoe safely by the other boats.

For this service, letters of appreciation of the service given by the various lifeboats and signed by Rear Admiral W. J. Graham, director of the Institution, were sent to Mr J. W. Grove, honorary secretary of Horton and Port Eynon lifeboat station and to Mr E. G.

Beynon, honorary secretary of The Mumbles. A special letter of appreciation signed by Professor Sir George Smart, chairman of the RNLI's Medical and Survival Committee, was sent to Dr P. Lloyd-Jones, HMA of The Mumbles.

West Divison Catamaran aground THE DEPUTY LAUNCHING AUTHORITY of Morecambe lifeboat station was told by Helmsman Keith Willacy at 1515 on Saturday June 6, 1981, that a catamaran aground in the bay had been reported to him; her crew had not been accounted for. Morecambe's D class inflatable lifeboat manned by Helmsman Willacy and Crew Members Robert Haworth and Mark Baxter was launched five minutes later to investigate.

A fresh breeze, force 5, was blowing from the south west. Sea and swell together were 7ft high and the tide, just starting to ebb. was against the wind.

Waves were breaking up the launching slipway and so the inflatable lifeboat was launched over the side of the slip.

Approaching a moored catamaran.

Helmsman Willacy asked her skipper if he knew what had happened to the crew of the beached catamaran, and he was told that the one person on board had walked ashore before the tide came in.

The lifeboat had started to return to station when, as she crested a wave, her crew sighted an inflatable dinghy with two men on board on the crest of another wave 20 yards away; had the two boats been in the troughs they would not have seen each other. The crew of the inflatable dinghy, which had no engine and was being rowed, told the lifeboatmen that they were trying to rescue a yacht which had broken free of her moorings and was being driven towards the sea wall and groynes beneath Morecambe eolf course.

Although with waves breaking over the D class lifeboat radio communication was difficult, the Coastguard were told of the situation regarding both the catamaran and the inflatable dinghy.

The lifeboatmen strongly advised the other two men against continuing and offered to take them aboard the lifeboat, but they were determined to keep going. Helmsman Willacy refused to put them aboard the yacht because he thought it an unacceptable risk for his own crew, for the two men and for the lifeboat herself.

By this time the yacht had driven over the first groyne and was hard against the second groyne with her bow against the sea wall. The men rowing the infatable dinghy still wanted to try to save her, so Helmsman Willacy took the lifeboat behind the first groyne to await the other boat.

As the inflatable dinghy cleared the groyne she was broadside on to the sea and she was immediately filled by a breaking wave, the two men nearly being thrown out. Helmsman Willacy brought the lifeboat alongside, took the men aboard and the inflatable in tow.

The seas between the groynes were very confused, with wind against the tide and the waves rebounding off the sea wall. The lifeboat was filled level with the transom as she took the men on board. Helmsman Willacy headed off shore but even then, with the self bailers working, breaking seas kept the floor of the inflatable lifeboat continually awash. One of the rescued men started to show signs of shock and exposure and after five minutes his condition gave such cause for concern that the inflatable dinghy was slipped and the lifeboat headed straight for the beach; as she approached she sent a radio message ahead for an ambulance to meet her. Riding a wave ashore the lifeboat was safely beached and the two men were taken to hospital. The lifeboat returned to station by road at 1700 and was rehoused at 1720.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Helmsman Keith Willacv.

South West Division Two calls IN GALE AND STORM force winds, Torbay lifeboat, the 54ft Arun Edward Bridges (Civil Service No. 37) was launched on service twice on Friday November 14, 1980. The first call came from Brixham Coastguard at 1045: the crabbing trawler Marie des Isles, 20 miles south east of Berry Head, was taking in water and was unable to pump it out. Torbay lifeboat, with a portable pump on board, slipped her moorings at 1103 and headed at full speed for the casualty; she was under the command of Coxswain Arthur Curnow.

It was raining and misty with poor visibility and, with a southerly near gale, force 9, the sea was very rough. It was IV2 hours after high water neaps, the tidal stream setting north east at three quarters of a knot.

By the time the lifeboat reached the scene, at 1220, the trawler Big Cat One had Marie des Isles under tow and was making for the lee of the land before heading into the wind for Brixham. The wind has risen to storm force 10, driving spray 40 yards to leeward of the crests.

Big Cat One was rolling heavily and the crabber was low in the water and down by the stern.

It would have entailed unacceptable risks to try to transfer the pump to the crabber and the skipper of Marie des Isles radioed that as the water was above the engine and waist deep in the cabin he would like to have his crew taken off. In one well-planned manoeuvre, the lifeboat came alongside and took off all five men. She then returned to Brixham. arriving at 1440 to land the survivors. She was refuelled and once again ready for service at 1500. The crabber sank while under tow.

Not long after the lifeboat had returned, at 1815. a message came to Torbay station honorary secretary from Brixham Coastguard that something was amiss in mid channel. Coxswain Curnow and Motor Mechanic Stephen Bower were alerted and at 1914 came a report that MV C/ymene had picked up three men from a liferaft belonging to the fishing vessel Pietje Antje which had foundered in heavy seas 20 miles south south east of Start Point nine hours previously.

Five other men were missing.

Torbay lifeboat slipped her moorings at 1926. ' It was still raining and misty with a near gale, force 7 blowing from north west. The sea was very rough with a long swell from the recent storm force winds so that, once clear of the harbour.

Coxswain Curnow had to tack across the swells to maintain full speed. The area of search was reached at 2055.

A helicopter had located another liferaft but was having difficulty in rescuing the two men on board because her down draught was blowing the liferaft across the sea surface. The lifeboat, therefore, made for the position as quickly as possible, picked up the two men and also took the raft on board.

From one of these survivors it was learned that Pietje Antje had been capsized by two freak seas while she was recovering her beam trawls after receiving warning of the storm. Of the missing men, one had been trapped below when the trawler sank, one had been seen swimming and one hanging on to a marker buoy. The liferaft from which the two men were rescued had 'turned over' twice in the gales.

RFA Fort Grange then arrived and, assuming the responsibilities of 'on scene commander', organised a search plan for the seven ships and two heliconiinued on page 32.