Scotland South Division Fourteen rescued A TRAWLER, Erlo Hills, ashore north west of the Mull of Kintyre, Argyllshire, was reported by Clyde Coastguard to the honorary secretary of Campbeltown lifeboat station at 0655 on Friday October 2, 1981. Maroons were fired at 0700 and six minutes later Campbeltown's 52ft Arun lifeboat Walter and Margaret Couper slipped from her pontoon berth under the command of Coxswain/Mechanic Alexander Gilchrist.

Once clear of Campbeltown Loch a series of southerly courses were set towards the Mull of Kintyre. At this time there was a fresh breeze, force 5, blowing from the north with a moderate sea.

Visibility was good except in intermittent rain showers. The tide was four hours ebb running south at about half a knot.

During the passage south an amended position for the casualty was received from Clyde Coastguard. Erlo Hills was then thought to be on Paterson's Rock or the Boiler Reef, both in the vicinity of Sanda Island. At 0757 Coxswain Gilchrist reported that both positions had been thoroughly searched and that there was no sign of the trawler in that area.

Shortly afterwards, at 0807, Clyde Coastguard reported that the correct position of Erlo Hills was off the east coast of Rathlin Island, Co Antrim, Northern Ireland. A British coaster, Ceol Mor, had reported seeing the trawler while passing through Rathlin Sound on passage from Rathmullan, in the Republic of Ireland, to Cairnryan.

Ceol Mor was asked to investigate and stand by until the lifeboat arrived.

Clyde Coastguard now handed over communications to Belfast Coastguard, who were able to confirm that Erlo Hills, 120ft LOA, was nearly two miles south of Altacarry Head on the east coast of Rathlin. She had a crew of 14, all of whom but the skipper were Spanish.

Portriish lifeboat had been asked to launch, but the request had been canceiled by Belfast Coastguard as Campbeltown lifeboat was already at sea and now heading for Rathlin.

By the time Campbeltown lifeboat had cleared the lee of the Mull, at 0850, the northerly wind had increased tonear gale, force 7. The sea was rough with a low north-westerly swell and visibility was reduced to poor in the heavy rain squalls. At this time the radar failed and from then on navigation was entirely by Decca Navigator.

Campbeltown lifeboat arrived off Rathlin at 0925 to find the trawler aground forward, heading south west, with her stern still afloat in about 12 feet of water. The wind was now gusting to strong gale, force 9. Although the sea was rough, it was not too bad close to the trawler because of the lee provided by the reef on which she was aground.

Ceol Mor was standing by and at her request the lifeboat passed a towline to the casualty so that an attempt could be made to refloat her on the rising tide.

First, however. Captain S. Hamilton Nixon, master of Ceol Mor, asked the lifeboat to take a line from the coaster's port bow to hold her head up into the weather while she was towing the trawler off, because Ceol Mor was low powered and she was also light ship.

After one line had been passed but had parted under the strain, a second line was passed successfully. It was found, however, that the lifeboat did not have enough power to keep the coaster's head up into the weather. At about 1040 Captain Nixon decided to slip the line from the lifeboat and also slacken the towline to the trawler.

Then, displaying considerable shiphandling ability in the strong gale force winds and rough seas, he steamed round in a circle over the towline to get back up to windward of the casualty.

During this manoeuvre Ceol Mor passed within feet of the reef on which the trawler was aground.

At about 1100 Erlo Hills was successfully refloated and towed offshore to the north east for almost a mile. By 1130 the trawler's skipper had completed an inspection of his vessel and confirmed he had power, so it was agreed that Ceol Mor should slip the tow and continue her passage to Cairnryan; the lifeboat would escort the trawler to Campbeltown for repairs.

The wind was still northerly force 9 with short, steep breaking seas thrown up by the strong tidal eddies of the area.

Shortly after Ceol Mor had departed it became apparent that all was not well aboard Erlo Hills', once underway she started going round in circles, her steering gear jammed, and as the lifeboat approached to investigate the trawler's main engine broke down. Wind and tide immediately started to set the casualty back towards the shore. The skipper refused Coxswain Gilchrist's offer to take off the crew, so it was agreed that the lifeboat should try to tow the trawler back into deeper water.

On the second attempt, with the casualty only 200 yards from the shore, a towline was passed and secured and at 1220 the lifeboat started to tow the trawler out to sea. Both vessels were constantly being struck by large breaking beam seas up to 15 feet high, and.

with the yawing of the trawler due to her damaged steering gear, the lifeboat was having considerable difficulty in making any headway at all.

Realising that the situation was becoming serious, and as the casualty's crew were unwilling to abandon ship.

Coxswain Gilchrist asked Ceol Mor to put about and return to help.

After towing Erlo Hills about a mile offshore Coxswain Gilchrist ordered the towline to be slipped because the casualty was no longer in immediate danger and the risk of the lifeboat capsizing due to the effect of the tow was too great. At about this time Campbeltown lifeboat's Y class inflatable dinghy was dislodged by a particularly heavy sea, but she was quickly re-secured by Crew Members John Stewart and Arthur Gillies.

Coel Mor arrived back on scene at 1300 and asked the lifeboat to go in and pick up a tow line from the casualty.

The trawler's skipper, however, had been making radio link calls to Spain and the South of England, and refused to pass a tow.

The radio link calls continued and at 1442, Captain Nixon decided that Ceol Mor would have to make for Campbeltown because her fuel was running very low. The honorary secretary of Portrush lifeboat station was alerted again, and the 52ft Arun Richard Evans Civil Service No. 39) slipped her moorings and set out under the command of Coxswain James Stewart to take over from Campbeltown lifeboat, still standing by the drifting trawler.

At 1510 the skipper of Erlo Hills reported that his owners had instructed him to obey all instructions from the lifeboat. Once again Coxswain Gilchrist asked that Ceol Mor return to take the casualty in tow. Captain Nixon agreed, but said he could only tow the casualty round into the lee of Church Bay on the south side of Rathlin because of the state of his bunkers.

By about 1530 the wind had increased to storm force 10 with very rough confused seas estimated to be 25 feet high.

Erlo Hills was on the edge of Macdonnell Race which runs off Altacarry Head, with the wind over tide. Coxswain Gilchrist manoeuvred the lifeboat across the bows of the trawler and the Spanish crew passed the towline. This was then taken to the coaster and transferred under extremely difficult conditions.

The two vessels were only feet apart and the coaster's stern was. at times, high above the lifeboat with her propeller thrashing out of the water.

Several waves broke across the after deck of the lifeboat engulfing the crew as they passed the line to the coaster.

Unfortunately once the tow was secured the line parted and the whole manoeuvre had to be repeated. Once again the towline parted. As it was now thought to be too dangerous to try to pass the towline this way, several attempts were made to pass it by rocket line. Each time, the towline parted. BySeptember 19 and 20, 1981: Thirty-one lifeboats launched on service, some of them more than once, during this weekend of gales, when 28 lives were rescued and five boats saved. The services are listed opposite and three of them, for which awards were made, are reported in these pages. The following notes on the weather system of these two days were kindly prepared for THE LIFEBOAT by Mr B. Laird of Southampton Weather Centre: After the first ten days September 1981 became very unsettled with rain and strong winds crossing the British Isles on many days.

On the night of September 17/18 a small depression was first identified over the Western Atlantic near St Johns in Newfound/and. This new low, called low Y on our charts, moved rapidly eastwards in the strong westerly flow on the southern flank of a large depression which was almost stationary to the south of Iceland. Low moved some 1,200 miles in the next 24 hours with central pressure falling from 1018 mbs to 1002 mbs. Twenty-four hours further development brought the rapidly deepening low Y to a position some 300 miles west of Land's End, central pressure 980 mbs by midday on Saturday September 19. Pressure falls ahead of the low exceeded 3 mbs per hour as it moved north-eastwards during the evening and night.Rain reached Cornwall in the early afternoon on Saturday September 19 and extended rapidly north-eastwards to reach all parts of the country with the exception of north-east Scotland by midnight. Most of the rain was heavy and driven by gale or severe gale force winds which left a trail of damage across the land. The main marquee at Southampton Boat Show was blown down in the early evening and about that time a maximum gust of 52 knots was recorded by the anemograph at Calshot on Southampton Water. At Prestatyn in North Wales a block of 12 holiday chalets was wrecked by the very strong winds.

By dusk on Saturday the low, now with a central pressure of 972 mbs, was in St George's Channel and by midnight it was some 4 mbs deeper close to the Isle of Man.

The low achieved its lowest pressure of 964 mbs over the Moray Firth at dawn on Sunday and was still encircled by extremely strong winds. The low moved northwards and started to fill later on Sitndav as it passed between Orknev and Shetland. By Monday gales were confined to the Northern Isles. The low, having spent most of its energy, was then slow moving to the north of Shetland, with a central pressure of 974 mbs.about 1710 Ceol Mor was so low on fuel that she could remain no longer and she set out for Campbeltown leaving the lifeboat standing by.

Once the coaster had departed the skipper of Erlo Hills told the lifeboat that his crew were ready to abandon ship. On Coxswain Gilchrist's instructions, they mustered on the starboard side of the casualty while his own crew took up their position along the starboard side of the lifeboat attaching their lifelines so that they would have both hands free. Then, with the lifeboat's shoulder heavily fendered, the coxswain made his first approach.

As she was set north along the east coast of Rathlin Erlo Hills had been carried into the Macdonnell tide race. With the northerly storm over a spring ebb tide the breaking waves were up to 30 feet high at times.

With great skill and determination Coxswain Gilchrist drove the lifeboat's starboard shoulder alongside the waist of the heavily-rolling trawler and his crew managed to pluck one of the Spanish crew off as the foredeck came level with the trawler's bulwark. Five times more Coxswain Gilchrist manoeuvred alongside and, under the direction of Second Coxswain Robert Scally, the trawler's crew were pulled aboard the lifeboat in twos and threes. All 14 were safely aboard by 1730 and Erlo Hills was abondoned 1'/: miles north of Altachuile Bay. It was just after this that Portrush lifeboat arrived after a very rough passage and search; as all the trawlermen had been taken off, she set course for station, and she was back on her moorings at 2045.

With all the survivors safelv below, Campbeltown lifeboat made her return passage to station at reduced speed, with the boat frequently being laid over by the heavy breaking beam seas. Visibility throughout was less than three miles, but a good landfall was made using the Decca Navigator. She arrived at station at 2030, where the survivors .were landed and provided with accommodation for the night. After refuelling the lifeboat was back on her moorings, ready for service, at 2130.

The trawler, Erlo Hills, eventually came out of the tide race and was blown ashore at Farganlack Point.

For this service the silver medal was awarded to Coxswain/Mechanic Alexander Gilchrist and the thanks of the Institution inscribed on vellum were accorded to Second Coxswain Robert Scally, Assistant Mechanic Samuel B.

Brodie, Second Assistant Mechanic Lawrence Ferguson and Crew Members John D. Stewart and Arthur Gillies.

The thanks of the Institution inscribed on vellum were also accorded to Captain S. Hamilton Nixon, owner/master of the British coaster Ceol Mor, and vellum certificates were presented to members of his crew, Captain George A.

Hamilton, Nigel A. K. MacKenzie and Lewis A. MacLellan.

South West Division Coaster founders AN ICELANDIC COASTER, Tungufoss, in distress four miles south of Longships Lighthouse, was reported by Land's End Coastguard to the deputy launching authority of Sennen Cove lifeboat station at 2027 on Saturday September 19, 1981; the coaster was heeled over and there were 11 men on board.

Maroons were fired at 2035 and ten minutes later Sennen's 37ft 6in Rother lifeboat Diana While launched on service under the command of Coxswain/ Mechanic Maurice Hutchens. A period of prolonged heavy rain had ended within the past hour, leaving in its wake heavy squalls carried along by the gale to strong gale, force 8 to 9, blowing from west south west. It was a moonlit night, however, and between the squalls visibility was good. The seas and the swell were heavy and it was one hour before high water, three days after spring tides.

When the wind is from the south west, Sennen Cove lifeboat slipway is given a little protection by a short pier, but at the time of launching each swell was being thrown skywards as it hit the pier and passed over it. Some of this water was carried by the wind to fall as very heavy spray. Once launched, the lifeboat's first leg, parallel to the beach, was down wind, but severe motion was experienced as the boat turned to port and steamed at full speed across the wind making her seaward course down the leading marks.

After rounding Cowloe Rocks, a south-westerly course was set and as soon as Land's End was cleared Tungufoss could be seen. Her lights were still on and two other vessels, the coaster Kilkenny and the Norwegian tanker Fiordshell, were standing by.

The Sea King helicopter scrambled from RNAS Culdrose arrived over the casualty at 2117 and, flying at 100 feet with the wind averaging 55 to 60 knotsbut gusting to 70 knots, she started the difficult and hazardous task of trying to lift off the crew from the coaster's stern.

Although the helicopter's winchman was injured while bringing up his first survivor, two more men were picked up by flying the strop into the hands of the men waiting on the casualty.

When the lifeboat arrived, at 2139, she found Tungufoss, whose cargo of maize had shifted, heeled some 45 degrees to port and lying on a northeasterly heading. Coxswain Hutchens took his lifeboat round the coaster to assess the situation, first going to leeward along her starboard side, then round her bows and back down her port side. Two liferafts were seen lashed together with one made fast to the casualty's stern; they were lying to starboard across the wind and sea. While manoeuvring to approach these liferafts the stern of the lifeboat was overwhelmed by a wave which washed through her cockpit, putting the radar out of action.

Coxswain Hutchens' first attempts to approach the liferafts were unsuccessful and each time he had to go astern to prevent the lifeboat being carried dangerously close to the coaster's starboard quarter and propeller. Then.

coming in from a different angle and keeping the lifeboat's bows to the wind and sea. Coxswain Hutchens succeeded in making a satisfactory approach and he let the waiting crew aboard Tungufoss know that he was ready to take them off.

The crew were assembled in the outside alleyway on the starboard quarter.

A man jumped into the first liferaft. His companions slackened the painter of the rafts to allow them to ride clear of the stern. The lifeboat came in and snatched the man from the rafts. The rafts were then pulled back to the coaster's stern. In this way three men weresuccessfully taken aboard the lifeboat, but the liferafts were full of water and, with fewer men to help each time, the task of heaving them back to the stern became increasingly difficult. Two men tried to leap into trie rafts, missed their footing and fell into the sea. The lights of the casualty herself had just gone out but, aided by the lights of the helicopter.

Coxswain Hutchens was able to drop down wind and retrieve both men from the water.

There were still three men on Tungufoss, which had now taken a list of 60 degrees. Coxswain Hutchens brought the lifeboat close in to the transom of the casualty using great skill in avoiding the rudder as the lifeboat rose and fell 20 feet on the seas. One of the men slid down from the starboard alleyway, where he had been standing on the casing, and jumped on to the foredeck of the lifeboat to be received by her crew.

A second man was taken off in the same manner as the lifeboat made another run in to the coaster's transom. All together the lifeboat had made about 20 approaches to the casualty as she heeled over further and further.

By now the coaster was almost on her beam ends and as Coxswain Hutchens started his final approach the last man aboard, the master, climbed clear of the superstructure. It looked as though the vessel was about to founder and the Sea King helicopter, moving in ahead of the lifeboat, flew her lifting strop within reach of the waiting master; he managed to grab it and was lifted clear as the sea started to engulf him.

It was now confirmed that all 11 men who had been aboard Tungufoss were safe and at 2303 the lifeboat began her return passage to Sennen Cove.

Although Longships Lighthouse and the lights of Land's End Hotel were both visible. Coxswain Hutchens set a course east north east to sight the loom of the land and to avoid the greatest effects of the tide. While heading in through the quartering sea a check was made to make sure that none of the survivors needed first aid; with their chief officer translating, it was found that all was well.

Having established his position from the land, Coxswain Hutchens shaped his course to the north and, despite very long following seas experienced in the gap between Longships and Land's End, he made a good passage arriving on the slipway at 2315. After refuelling and an inspection of the slight damage incurred, the lifeboat was once again ready for service at 0015 on Sunday September 20.

Tungufoss was reported later to have sunk 2'/2 miles south of Gwennap Head.

Both the high degree of co-ordination between the helicopter and the lifeboat crews and also the fine discipline shown by those who were rescued contributed to the successful completion of this operation, despite the severe conditions, in the limited time available. The master, chief officer and some of the crewof the coaster came down to the lifeboathouse the next day to thank the coxswain and crew personally and a telegram of thanks to all who had taken part in the rescue was received from the Iceland Steamship Company. In a letter to the RNLI, Mr G. Fridriksson, director of the National Lifesaving Association of Iceland, wrote: 'The whole Icelandic people is full of admiration for the heroic and daring rescue action by which the lives of the Tungufoss crew were so miraculously saved, and we are all deeplv grateful to the helicopter and lifeboat crews who, at the risk of their own lives, participated in the operation.

'On behalf of the Icelandic National Lifesaving Association I would like YOU to convey our deepfelt thanks to all those who made the rescue possible.' For this service the silver medal for gallantry was awarded to Coxswain/ Mechanic Maurice Hutchens and medal service certificates were presented to Second Coxswain John Fender and Crew Members Cedric V. Johnson, Timothy M. George, Derek Angove, Phillip C. Shannon and Terence W.

Greene. A letter signed by Rear Admiral W. J. Graham, director of the Institution, and addressed to Captain R. C.

Dimmock, the commanding officer of the Royal Naval Air Station. Culdrose, expressed the RNLI's appreciation to the helicopter pilot and his crew. (See also page 39.)Date and time of service 19.9.1981 0030 0203 0213 0709 1(X)5 1450 1500 1555 1610 1625 1627 1635 1730 1730 1740 1849 1942 1955 2(X)2 2110 2045 2330 20.9.1981 0105 0330 0333 0338 0421 0430 0435 0600 1030 1126 1 135 1359 1455 1705 1722 1745 STATION Great Yarmouth and Gorleston Cullcrcoats Shorcham Harbour Walmcr Sheerncss Holyhcad Barrow Swanage Hayling Island Fowey Portsmouth (Lungstone Harbour) Calshot Calshot Poole Littlehampton Southend-on-Sea Bembridge Yarmouth (loW) Lizard/Cadgwith Poole Sennen Cove Fraserburgh West Mersca Selsey Holyhcad Angle Humbcr Lvtham-St Anne's Troon Fraserburgh Penarth Tenby Barry Dock Llandudno Troon Holvhcad Conwy Southend-on-Sea TYPE OF LIFEBOAT CASUALTY 44ft Waveney Motor cruiser Albert Edward D class inflatable Woman in sea D class inflatable Swimmer 37ft 6in Rothcr Cargo vessel Sanaa of of Saudi Arabia 44ft Waveney Cabin cruiser Danellan 52ft Barnctt Sick man on board yacht Simark D class inflatable Motorboat 37ft 6in Rother Motor fishing vessel Outlaw Atlantic 21 Two sailboards Yacht Boy on breakwater Cabin cruiser Yacht Catamaran Trimaran 46ft Watson Yacht Anna Purna Atlantic 21 Sailboards Two youths 40ft Keith Nelson Sailing dinghy 40ft Keith Nelson Sailing dinghy in tow of ** rubber dinghy- Trimaran Brittany Ferries GB Rowing boat Dell Quay Dory Motorboat Atlantic 21 Sailing dinghy Trimaran Lara of Bosham _, Atlantic 21 Motor fishing vessel 48ft 6in Solent Flare 52ft Arun Yacht King of Hearts Yacht Turtle Bogle 52ft Barnett Catamaran Iroise of France 44ft Waveney Flare 37ft 6in Rothcr Cargo vessel Tungufoss of Iceland 48ft 6in Solent Yacht Catherine of Fraserburgh Atlantic 21 Rubber dinghy 48ft 6in Oaklcv Yacht Joint Venture 52ft Barnett Yacht Eleanor 46ft 9in Watson Dinghy 54ft Arun Yacht 'Sally-O-Mally D class inflatable Yacht Coral 44ft Wavency Two yachts 48ft 6in Solent Yacht Catherine of Fraserburgh D class inflatable Sailing dinghy D class inflatable Swimmer 52ft Arun Yacht Kes 37ft Oakley Sailing dinghv 44ft Waveney Yacht Julene D class inflatable Sailboard D class inflatable Flares D class inflatable Dinghv Hours at Lives People Vessels Vessels Services rendered sea rescued landed saved helped 4.50 — — — 1 Gave help 0.25 — — — — No service 0.35 1 — — — Rescued 1 4.65 — — — 1 Gave help 2.50 — — — 1 Gave help 1 .90 — — — 1 Gave help 0.50 — — — 1 Gave help 2.90 1 — — — Rescued 1 2 — 2 — Rescued 2 and saved 2 sailboards — — — 1 Gave help 1 — — — Rescued 1 3.66 — — — 1 Escorted boat 4 — — — Rescued 4 1 — — — Rescued 1 — 3 — — Landed 3 2.85 — — — 1 Escorted boats -,90 — — — — No service 1 — — — — Stood bv 0.50 _ _ _ i Gave help — — — 2 Escorted boat 3.66 — — — 1 Gave help — — — — No service 1.50 — — — 1 Gave help — 4 — — Landed 4 2.00 — — — 1 Escorted vessel 2.10 — — — 1 Gave help 2.75 — — — — No service , ,j,j — — — 1 Escorted boat 1 — — — 1 Gave help 5.05 — — — — No service 1.66 — — — — No service 3.10 7 — — — Rescued 7 4.00 — — — — No service 1.25 - — — — — No service 4.85 2 — 1 — Rescued 2 and saved boat 1.66 — — — — No service 4.55 — — — — No service 1.15 — — — 1 Escorted boat 0.50 4 — — — Rescued 4 0.45 — — — — No service 6.00 — — 1 — Saved boat 1.00 2 — — — Rescued 2 1.15 — — — — No service 1.35 3 — I — Rescued 3 and saved boat 0.75 — — — — No service 0.55 — — — — No service 0.15 — — — — No service 0.30 — — — — No service 0.25 — — — — No service 83.19 28 7 5 18South East Division An afternoon's work A SOUTH-EASTERLY NEAR GALE, force 7.

deteriorating to gale force 8 with heavy rain squalls was blowing at Hayling Island during the afternoon of Saturday September 19, 1981. The tide was ebbing so that with wind against tide the seas were rough at Chichester Bar, in the main fairway close to Sandy Point and up Emsworth Channel.

The honorary secretary of Hayling Island lifeboat station and members of the crew had gathered at the boathouse, ready should the lifeboat be neededin the bad weather. Following a 999 telephone call to Solent Coastguard reporting red flares in Hayling Bay, the station's Atlantic 21 rigid inflatable lifeboat was first launched at 1610 manned by Helmsman Frank Dunster and Crew Members Roderick James and Graham Raines. An exhausted windsurfer together with his sailboard was picked up and landed at Hayling Island Sailing Club at 1630.

Just at that time Solent Coastguard received another 999 call. The Atlantic 21 was re-directed up Emsworth Channel to Marker Point where a second exhausted windsurfer was found and pulled aboard the lifeboat together with his sailboard.

While on the way north to Marker Point, at 1650, the Atlantic 21 was told by the Coastguard of another 999 call reporting a capsized dinghy at Hayling Island Bridge. She headed on up channel but on arrival her crew saw that the dinghy had been landed ashore by Langstone Sailing Club's rescue boat.

The Atlantic 21 was returning down Emsworth Channel, intending to land the windsurfer still on board, when just south of Marker Point, with the wind increasing to strong gale, force 9, an 18ft yacht was seen being blown on to a lee shore on the saltings north of Verner Beacon. The lifeboat closed the yacht and passed a towline at 1719.

A minute later, the Atlantic 21 crew heard on the VHP radio that Solent Coastguard had received another 999 call reporting someone clinging to a breakwater off Sandy Point. Helmsman Dunster immediately ordered the towline to be slipped and told the yacht to anchor until the lifeboat could return.

By 1722 the Atlantic 21 was heading at full speed in the rough sea and driving rain towards Sandy Point. The rescued windsurfer was still aboard as there was no time to land him.

The Sandy Point area was reached by 1725, but on a first search no one could be found. Then Shore Helper Trevor Pearce, who is also an auxiliary coastguard, called up on VHP radio to say that he could see someone on a groyne on the south shore almost opposite theGolden Nugget Cafe and he asked for immediate help. Helmsman Dunster took the Atlantic 21 past Eaststoke Beacon at full speed and, to save time, rounded Eaststoke Point directly across West Pole Sands. During this crossing through very rough, confused seas and driving rain, several people ashore saw the lifeboat come near vertical and at times she was totally obscured from view by sea and spray.

At 1728 the lifeboat had safely crossed West Pole Sands and, through the spray and driving rain, her crew saw a teenage boy some 20 yards out from the sea wall with his arms and legs entwined around one of the posts on a groyne.

The very rough seas, confused by the reflection of the waves off the sea wall, were breaking over the youth; he was in fact covered by waves more often than he was visible.

Shore Helper Pearce had tied a rope around his waist and, with Shore Helper Bill Langford tending the rope, had tried valiantly to reach the terrified boy from ashore, but he could not get close enough through the breaking seas.

Helmsman Dunster brought the Atlantic 21 close in on the east side of the groyne, turning hard to port just inthe surf line ready to come in close alongside the post. The Atlantic 21 was caught by an incoming wave; she broached to and both engines failed.

The two outboards were restarted in gear at the first push of the starter buttons.

Immediately the engines had been restarted a second large incoming wave hit the lifeboat, turning her broadside on and rolling her on to her sponson.

The same wave thrown back from the sea wall and now travelling out to sea caught the Atlantic for a second time and again rolled her on to her sponson.

Taking the boat clear, Helmsman Dunster tried a stern-first approach, but the backwash of waves from the sea wall prevented him from bringing the lifeboat near the boy. Another attempt bow first also failed and the Atlantic 21 was picked up by a curling wave and flung over, but clear of, the groyne.

An approach was then made on the west side of the groyne but for a second time both engines stalled; they were immediately restarted, in gear astern, quickly enough to prevent the lifeboat being hurled into the sea wall. While trying to gain sea room a large wave broke right over the Atlantic.

Once out to sea and clear of the surf the three lifeboatmen discussed the situation. It was clear that the Atlantic 21 could not be taken close enough to the breakwater to snatch the boy off without great risk to the boy himself, the lifeboat and her crew, so it was agreed that the lifeboat should be taken in as close as possible and that one of the crew should try to swim to the boy.

Both crew members were willing to go but Helmsman Dunster asked Roderick James to make the attempt.

Just before this plan could be put intoaction, however, the crew saw another brave attempt being made to rescue the boy from the shore. Shore Helper Nigel Roper, wearing a dry suit and with a rope around his waist tended by people on the sea wall, entered the water, but he could make no headway against the sea; caught by incoming rolling surf, he was flung, fortunately without serious injury, against the sea wall.

Helmsman Dunster then brought the Atlantic 21 as close as he could to the figure clinging to the post and Crew Member James entered the water and began a slow but firm swim of some 30 feet to the boy. When about 10 feet from the post Roderick James saw the boy let go and disappear beneath the waves. He stopped swimming immediately to concentrate on searching for a glimpse of the boy and several seconds later saw his head bob up six or seven feet away. Roderick James struck out and quickly reached the inert body, grabbed the youth, turned him on to his back in the lifesaving towing position and started to swim to the shore. After one or two more strokes both Roderick James and the boy were picked up by a large wave and landed ashore on the concrete works joining the sea wall to the breakwater. The lifeboatman recalls seeing an outstretched arm which he was unable to reach, but the next wave washed him and the boy further ashore where they were safely grabbed by Nigel Roper and Trevor Pearce.

Roderick James managed to lift the youth the six feet from the beach to the waiting arms of Shore Helper Bill Langford on the sea wall, and Bill Langford also helped the other three men up from the beach. The boy, a pupil of Roderick James who is a schoolmaster, was found to be suffering badly from hypothermia and from many abrasions on his chest and arms. He was helped into the Coastguard Landrover and wrapped in blankets until an ambulance arrived to take him to hospital.

At 1745, once the boy was safe.

Helmsman Dunster set off on a southeasterly course to round Chichester Bar Beacon, avoiding the worsening seas over West Pole Sands, before turning to re-enter the harbour. While on the way, five minutes later, a 30ft cabin cruiser was seen heading north west from Chichester Bar Beacon towards West Pole Sands, instead of for the harbour entrance. The lifeboat made for the cruiser at full speed, gave her a safe course and escorted her into the harbour through the very rough following seas.

Back at the lifeboat station, at 1800, Roderick James rejoined the Atlantic 21 and the windsurfer, still aboard, was landed together with his craft at Hayling Island Sailing Club. The lifeboat then returned to the 18ft yacht left earlier at anchor north of Verner Beacon.

The yacht's anchor had not held and she had been blown hard aground on to a reed bank just off the main Emsworth Channel. The Atlantic 21 was broughtalongside but, as she was passing a tow line to the yacht, she too went aground.

All three of her crew entered the water to pull both boats off. When in four feet of water the crew reboarded the lifeboat, her engines were restarted and the tow began.

Six to eight foot head seas and driving rain were met off Mill Rythe and the towline parted. A second line was passed and the tow was once again under way when, at 1827, another yacht was seen in difficulties on the nearby Pilsey Sands. The yacht in tow was secured to a mooring and the lifeboat made at full speed for the second yacht; she had been blown on to the sands after her engine had failed. Her crew were advised to lay out an anchor and that they would then be taken off. In the rough confused seas several attempts had to be made to get alongside the yacht. On one approach, after grasping the yacht's guardrail Crew Member James was tossed into the sea between the two boats by the rolling action of the beam sea. Before the two boats could roll together, however, he had been pulled back into the lifeboat by Crew Member Raines.

Once the four people from the yacht were safely on board the Atlantic 21, she returned to the 18ft yacht, took her to a safer mooring and then took off her crew. At 1845, the Atlantic 21 headed back for station, where she arrived at 1900 to land the six extra people on board.

Ten minutes later, after embarking two additional crew members, Simon Wilson and Albert Kirby, Hayling Island Atlantic 21 went to a catamaran reported in trouble off Pilsey Island and took off her lone crew. Lastly, at 1930, the lifeboat embarked three people from a trimaran moored off Hayling Island Sailing Club who could not reach shore because the yacht's two tenders had both capsized. All the people taken off were landed at the sailing club.

The Atlantic 21 returned to station at 1950, was refuelled and at 2000 was once again ready for service.

For this series of services, but especially for the rescue of the boy from the groyne, the silver medal was awarded to Crew Member Roderick H. James and a bar to his bronze medal to Helmsman Frank S. Dunster. The thanks of the Institution inscribed on vellum were accorded to Crew Member Graham A.

Raines and Shore Helpers Trevor M.

Pearce and Nigel F. Roper.

South East Division Dragging anchor PORTLAND COASTGUARD received a call at 1530 on Saturday September 19, 1981, from the motor fishing vessel Outlaw saying that her engine had failed and she was dragging her anchor three miles west of St Albans Head. There was no other vessel in the area able to offer assistance, so Swanage lifeboat was asked to launch. Maroons were fired at 1547 and at 1555 Swanage lifeboat, the 37ft 6in Rother7. Reginald Corah, launched under the command of Second Coxswain Philip Dorey; Coxswain/ Mechanic Victor Marsh was on leave but nevertheless he joined the crew as assistant mechanic.

A strong breeze to near gale, force 6 to 7, was blowing from south south west, with moderate seas in Swanage Bay. Heavy rain squalls restricted visibility and the tide was half ebb.

The lifeboat headed south south west from Peveril Point at full speed until, abeam of Anvil Point she altered course to the west. With wind against tide, rough seas were encountered steaming through the tidal race off St Albans before course was altered to run abeam of Kimmeridge Ledges.

By 1645 Outlaw was in sight aground on the western end of the ledges, and VHP radio communication was established between the two boats. There was only one man on board Outlaw and he was told to put on a lifejacket and prepare to take a towline.

The wind had now backed to south south east and increased to gale force 8, gusting to strong gale force 9. The sea was very rough with rain and spray reducing visibility to 100 yards.

Acting Coxswain Dorey noted that Outlaw's anchor warp was leading eastward and holding her head to wind, but he decided to approach on a northwesterly course along the line of the ledges, passing the casualty's port side.

Rounding under the stern the lifeboat approached the fishing vessel's starboard bow, but, just as the towline was thrown aboard, heavy confused seas swept Outlaw against the lifeboat's port bow, causing some damage. Rather than go forward to secure the line to a suitable towing point, the man on board made it fast to a bulwark cleat. It was obviously inadequate, so Acting Coxswain Dorey ran the lifeboat ahead, calling for the tow to be let go. He stayed clear of the casualty while a severe squall passed before, at 1652, turning shorewards to her starboard side.

With about 80 feet between Outlaw and the next ledge outcrop, Acting Coxswain Dorey turned the lifeboat head to sea and laid close against the casualty's starboard bow, giving Acting Second Coxswain Christopher Haw and Crew Member John Corben time to haul the man inboard from the starboard shoulder.

Crew Member Corben helped the man into a survivor's lifejacket and wrapped him in blankets as Acting Coxswain Dorey headed south east, clearing the ledges. Turning east, the lifeboat passed one mile south of St Albans Head at 1744. Speed had to be reduced in very heavy seas off Durlston Head but the lifeboat returned to station at 1853. The survivor was landed and the lifeboat was rehoused and once again ready for service at 1915.

For this service the thanks of the Institution inscribed on vellum were accorded to Acting Coxswain Philip J.

Dorey. Vellum service certificates were presented to Acting Second Coxswain T. Christopher Haw, Acting Motor Mechanic John Corben, Acting Assistant Mechanic Victor A. C. Marsh and Crew Members Terry R. Dyke, Anthony C. Higgins and Neville J.

Legg.

West Division Capsized inflatable THE HONORARY SECRETARY of Porthdinllaen lifeboat station was informed by HM Coastguard at 1522 on Saturday April 25, 1981, that an inflatable dinghy had capsized in Porthdinllaen Bay, throwing two people into the water. Maroons were fired immediately and at 1542 Porthdinllaen's lifeboat, the 47ft Watson Kathleen Mary, launched on service under the command of Second Coxswain Michael Massarelli.

A force 8 gale was blowing from the north east and the sea was very rough with a medium swell. It was two hours after high water and the tide was ebbing almost directly into the wind. Visibility was fair but the weather was extremely cold.

After launching, Acting Coxswain Massarelli headed for the casualty, an 8ft inflatable dinghy with a small outboard engine. After she had capsized her anchor had run out and had finally caught, holding the boat, still upside down, about 120 yards off the beach.

One man was on top of the inflatable, clinging on; the other man was in the water holding on to the boat's side.

Arriving at 1547, Acting Coxswain Massarelli found that, with the casualty being so close to the beach and with submerged rocks and a half submerged 18ft dory to seaward, there was little choice of approach open to him. The seas in the area were estimated to be ten feet high with occasional waves up to 15 feet, and the average depth of the water near the capsized dinghy was about ten feet; moreover, the waves were breaking and the surf was increased by the ebbing tide. The broken seas affected both the lifeboat's rudder and propellers, making manoeuvring extremely difficult.

With waves breaking over the lifeboat and into her wheelhouse, Acting Coxswain Massarelli manoeuvred the boat between the casualty and the beach and a line was thrown to the man on top of the inflatable dinghy; as the man caught it he was washed off and down towards the lifeboat, where he was quickly hauled aboard. So great was the lifeboat's roll that at least twice people on shore caught sight of her keel. Once the man was on board the lifeboat went astern, up into the seas.

On her second approach the lifeboat was knocked away from the casualty butas she approached for the third time the man still in the water, unable to hold on any longer, let go of the inflatable dinghy and was washed down to the lifeboat and pulled aboard.

At 1558 the lifeboat withdrew, once again stern first, and headed for the moorings off the lifeboat slip. Throughout the service it had been necessary to keep putting the lifeboat's engines astern to hold her stern up into the seas.

Waves were breaking over her continuously and she had touched bottom once.

The two survivors were suffering from exposure so they were lifted off the lifeboat and taken to Bangor Hospital by a helicopter from RAF Valley which arrived overhead after completing a service in Snowdonia. As conditions on the slip were too bad for her to be rehoused, the lifeboat was safely moored to await an improvement in the weather and, as it was too rough to use the boarding boat, her crew were eventually landed by the helicopter when she returned from Bangor.

For this service the bronze medal was awarded to Acting Coxswain Michael Massarelli. Medal service certificates were presented to Motor Mechanic Kenneth Fitzpatrick, Assistant Mechanic Ivor H. Griffiths and Crew Members James P. Bentley, Owie Roberts, John I. Griffiths, Keith B. Jones and Geraint Wyn Davies.

South West Division Saved from drowning IN THE EARLY EVENING of Saturday September 12, 1981, two girls, Leanne aged 10 and Lorna aged 8, were playing near the water's edge at Splash Point, to the east of Watchet Harbour mouth.

The weather was fair with a moderate breeze, force 4, blowing from the west, but although the sea was slight the swell was moderate to heavy. It was about half an hour after high water.

While the girls were playing a particularly heavy wave swept Leanne into the water. She could not swim and being unable to stay afloat, she called for help. Lorna immediately entered the water but although she managed to C O swim to Leanne her attempts to rescue her were unsuccessful. Realising that the waves of the heavy swell were too much for her, she swam ashore again to summon more help.

Meanwhile several anglers, fishing from the west breakwater, had seen the plight of the girls and had beckoned to 14-year-old Daniel Norman who was aboard his father's boat, Linbar Dan, inside the harbour. Daniel steered Linbar Dan, a ship's converted steel lifeboat, the 100 yards to the breakwater, where the anglers directed him to the girl in the water.

Daniel immediately headed out of the harbour and along the east breakwater.

He found Leanne floating face downabout 30 yards from where she had been swept into the sea. There was not enough water for him to bring his boat alongside the girl, so stopping ten feet to seaward of her he removed his shoes and pullover, threw over a lifebelt and swam towards her.

Using the lifebelt for extra buoyancy, Daniel was able to return with Leanne to the boat. Linbar Dan has a freeboard of 2'/2 feet; nevertheless, Daniel managed to clamber over the gunwale himself and then, with great difficulty, pull Leanne into the boat. As soon as she was on board Daniel started mouth to mouth resuscitation.

Daniel's father had heard what was happening and, with another man, rowed out in another boat to help.

Boarding Linbar Dan he brought her back into harbour. Leanne's breathing had been revived by the time she was landed into the care of the Coastguard.

She was taken by ambulance to hospital and was released three days later fully recovered.

For this service Daniel Norman was accorded the thanks of the Institution inscribed on vellum and he will also be presented with an inscribed wrist watch. In addition the Royal Humane Society has awarded Daniel its testimonial on parchment combined with a resuscitation certificate. A letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Lorna Webber.

East Division Lee shore FOLLOWING THE SIGHTING of a red flare in Dovercourt Bay by the BR sea freight liner. Thames Coastguard telephoned the honorary secretary of Walton and Frinton lifeboat station and the deputy launching authority of Harwich lifeboat station just after 2200 on Friday April 17, 1981. Maroons were fired immediately at both stations and Harwich's Atlantic 21 rigid inflatable lifeboat launched at 2213 manned by Helmsman Robert Ramplin and Crew Members Peter Brand and Peter Dawson. Walton and Frinton's 48ft 6in Oakley lifeboat The Earl and Countess Howe slipped her mooring at 2223 under the command of Coxswain Frank Bloom to back up the Atlantic.

The evening was overcast but clear with a strong breeze to near gale, force 6 to 7, blowing from the north east and moderate seas. It was two hours before high water.

After setting out at full speed the Atlantic had to ease down to half speed when, after clearing Landguard Point to head for Pye Sands, she met the full force of the weather. At 2220 the pounding of the boat sheared the pin holding the mast, so a screwdriver was fitted in the pin's place to keep the mast in its position. A search was begun in the Pye Sands area but at first no casualty could be seen through the driven spray in the rough, confused seas.

Then, at 2225, a parachute flare was put up and by its light the casualty was sighted near an old blockhouse on the shore.

An approach was made to within 40 yards, when the casualty could be seen by the white water breaking over her.

As this area has a bottom of mud with deep rills and many ex-wartime underwater obstructions. Helmsman Ramplin could not get alongside the casualty, in the rough breaking seas, to check her crew. Instead, he turned the Atlantic's bows into the sea and allowed her to betaken in by the wind and waves until she just touched, when Crew Member Peter Brand, who had volunteered to investigate, swam and waded to the casualty.

The Atlantic was held off with her searchlight trained on Peter Brand.

The casualty, the 24ft yacht Dunkit.

was about 20ft from the shore and when Crew Member Brand reached her he found that there were two people on board but that a third had waded ashore through the surf to seek help; it was not known where he was now.

As the shore at this point is formed of marshes and streams. Crew Member Brand decided that they should radio for more shore assistance. He waded out and signalled to the Atlantic 21 to come in. Again, Helmsman Ramplin put the Atlantic 21 bows to sea and let her drift in but, just as Crew Member Brand boarded, a large breaking wave lifted the lifeboat and stalled her port engine as it touched bottom. She was driven beam on and then ashore.

Several attempts were made to relaunch the Atlantic lifeboat by the three crew members but although the three together could at times hold the boat into the onshore seas, as soon as Helmsman Ramplin boarded to re-start the engines the weight proved too much for the other two men to hold and the boat was again driven ashore.

By 2250 Walton and Frinton's Oakley lifeboat had arrived and she helped the Atlantic's crew by illuminating the area with her searchlight. At 2257. after ten unsuccessful attempts with all three crew members at times being swept off their feet, the Atlantic was launched with Helmsman Ramplin on the controls leaving the other two crew members on the shore.

The Atlantic headed for the Oakley lifeboat, to go alongside, but just as she approached a large wave lifted her bows on to the lifeboat as she could not go astern with her engines not 'on lock'. At 2303 a crew member from The Earl and Countess Howe went aboard the Atlantic as crew and she returned to Harwich.

She was refuelled and once again ready for service at 2326.

Ashore, the man who had first waded through the surf had returned and he remained at the casualty while Crew Members Brand and Dawson helped the other two people through the marshes, being met by the police. The Earl and Countess Howe stood by until everyone was safely ashore before returning to station. On her way she was diverted to investigate an object in the water which turned out to be a floating anchor light. She was back on her moorings, ready for service, at 0210.

All the people on shore were picked up by car. The yacht was towed off the beach the next day.

For this service framed letters of thanks signed by the Duke of Atholl.

chairman of the Institution, were presented to Helmsman Robert A. Ramplin and Crew Members Peter E. Brand and Peter R. Dawson of Harwich.

Ireland Division Tender capsizes EIGHT PEOPLE set out in a yacht tender from Donaghadee in the early evening of Monday July 13, 1981, to return to a motor cruiser anchored just outside the harbour. As the tender, which had very little freeboard, left the harbour and turned towards her parent yacht a tide rip disturbance slopped water over one side and with movement of the people on board the boat was upset.

Eric Reynolds had been watching the tender, and when he saw her capsize he raced to the bottom of his garden and set off in his 19ft dory, Puffin.

The first man he pulled aboard was obviously in a bad way and Mr Reynolds immediately started to give him mouth to mouth resuscitation, with brief intervals as he recovered five more people over the side and into his boat; one of these five was a woman who had been on board the motor cruiser and who had dived overboard to help the people in the water. The three other people managed to swim to the cruiser and climb aboard.

In less than a quarter of an hour from the time the tender had upset, Mr Reynolds had brought ashore the six people he had recovered, but although he and other Donaghadee lifeboat station members continued to give mouth to mouth resuscitation, the first man he had pulled aboard his boat could not be revived. An ambulance had been called and two of the rescued were taken to hospital for a check up.

For this service a letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to D. Eric Reynolds who is a member of Donaghadee station branch committee and had previously been a reserve crew member at Pwllheli and then at Donaghadee.

Ireland Division Drifting dinghy ON THE EVENING of Monday June 29, 1981, John McAllister was working at Garron Point, east of Red Bay lifeboat station, when he saw people waving in a small dinghy off the point. He telephoned the station's deputy launching authority at 1905 and five minutes later Red Bay's D class inflatable lifeboat launched on service; she was manned by Helmsman Donal McAlister and Crew Member Tom McLaughlin. There was a gentle to moderate breeze blowing from the north west and the sea was choppy.

It was about two and a half hours before high water.

On reaching the search area, no sign could be found of the casualty, so the lifeboat rendezvoused with Mr McAllister at Garron Point. He told the crew where the dinghy had been when he last saw her and the lifeboat continued her search in the area he indicated. At 1940 the dinghy, an 8ft boat with a small outboard engine, was found three miles north east of Glenarm Head. Three children and a man were transferred to the lifeboat and the dinghy taken in tow back to the station slipway. By 2030 the lifeboat was rehoused and once again ready for service.

For his help with this service a letter of appreciation signed by Rear Admiral W. J. Graham, the director of the Institution, was sent to John McAllister.

West Division Man in sea DURING THE EVENING of Tuesday July 28, 1981, Blackpool's D class inflatable lifeboat had been out on service, searching for what a man on shore had reported might be an upturned boat out to sea.

Nothing had been found except for a fishing boat which needed no help but which could have been what the man ashore had sighted.

Just after the inflatable lifeboat had been rehoused, at 2310, a man, fully clothed, was reported to be lying in the sea about 50 yards out. He was rescued by the lifeboatmen at the boathouse, Crew Members P. Canham and P. Parton, and Shore Helpers B. Pickard and A. McGeever, and taken to a waiting ambulance. A letter signed by John Atterton, then deputy director, expressing the Institution's appreciation to these four lifeboatmen was sent to Blackpool station honorary secretary, Mr R. W. Darbyshire.

Ireland Division Knocked head A FISHERMAN was sorting fish on Courtmacsherry Pier on the afternoon of Tuesday June 30, 1981, when he lost his footing and fell into the river, hitting his head on the sloping stone face on the way down and losing consciousness.

Although it was a fine, calm day a strong tidal stream was swirling round the pier.

Two young men, Larry Dineen and Donal Traynor, immediately jumped into the water but they were unable to hold the fisherman up and themselves go into difficulties.

Second Coxswain/Mechanic Brendan Madden was on board the relief 46ft 9in Watson lifeboat William Gammon, on temporary duty at Courtmacsherry, occupied on routine cleaning and maintenance duties. He heard shouts and came on deck to see what was happening.

He immediately sprang into the boarding boat and rowed rapidly across to find the fisherman floating face down close to the pier. Unable to pull him right into the boat, Brendan Madden dragged him half over the transom and continued on page 69.