A MAYDAY RELAY message from the Danish motor vessel Charlottenburg was heard by St Peter Port Signal Station at 1323 on Sunday December 13, 1981.

Charlottenburg was going to the assistance of Bonita, an Ecuadorian motor vessel in distress in the English Channel in position 50°00'N, 02°54'w. Bonita had developed a list of 40 degrees to starboard. She had 36 people on board including women and children.

St Peter Port crew had assembled aboard the 52ft Arun lifeboat Sir William Arnold some time earlier because a vessel was adrift in the harbour and was in danger of fouling the lifeboat. A message was radioed to her by the station honorary secretary and, while she was carefully checked for a prolonged service in heavy weather, the honorary secretary gathered further information regarding the casualty. He could not contact Brixham Coastguards, who were suffering a temporary power failure caused by the storm, but learned from Portland Coastguard that helicopters were not available at Portland and that Torbay lifeboat was already going to the help of a yacht. The honorary secretary immediately instructed St Peter Port lifeboat to launch on service; Sir William Arnold slipped her moorings at 1400 under the command of Coxswain Michael Scales and set out at full speed.

The wind from the south was blowing a storm force 10 and gusting to hurricane force 12. Driving snow and sea spray had reduced visibility to 200 yards. The sea was extremely rough and confused with overfalls. Low water, spring tide, coincided with the lifeboat's departure.

Course was set north through Little Russel Channel, but the radar was blanked out by heavy snow showers and the boat was navigated by Decca. Near Brehon Tower Sir William Arnold broached for the first time but full speed was resumed immediately. On clearing Little Russel Channel, abeam of Platte Fougere Lighthouse, a course of 310°M was set, allowing 20 degrees for leeway.

Approaching the traffic separation zone about threequarters of an hour later, the lifeboat broached again; she was to broach six more times on passage to the casualty but full speed was maintained throughout.

At about 1553 St Peter Port lifeboat passed within two miles to the east of Channel Lightvessel, adjusted her course to 305°M and confirmed her expected time of arrival as 1620. From information received by radio, it was apparent to Coxswain Scales that Bonita was drifting 280°T at 2.5 knots. At 1621 he had five targets on his radar and had 3V2 miles to go.

At 1630 the lifeboat arrived on scene.

It was dusk. The wind, from south south east, was still blowing at force 11 and this violent storm had created a sea of 15 metres. Visibility had improved and Coxswain Scales was able to see two helicopters and also four large vessels round the casualty, all well lit by deck lights. He knew that four people had been lifted off by a Sea King helicopter from RNAS Culdrose in daylight and flown to RNAS Portland, but all subsequent attempts at rescue had failed.

Bonita was lying on a heading of 250°T, listing 45 degrees to starboard, presenting her high side to the wind and rolling heavily. Her lee rails and stanchions were well in the water, as was the starboard wing of her bridge, and some seas were sweeping right over her decks. Several mooring ropes, drums and large pieces of timber were floating, trapped on her lee side.

St Peter Port lifeboat approached the starboard midship area of the casualty and saw a man at the wheelhouse window.

She then manoeuvred round the stern and found the crew of Bonita assembled on the high side of the ship, beneath the bridge. A pilot ladder was rigged near the crew. Coxswain Scales recognised that he could not effect a rescue from either side of the vessel and so indicated to the crew that they must make their way to the stern.

One man attempted to move aft inboard of the rails. He fell, breaking his leg. His companions could do no more than lash him to the hatch to prevent his being swept overboard. The remainder moved aft clambering along the outboard, high side of the rails.

At the stern Coxswain Scales found that his lifeboat was rising level with Bonita's after deck on each crest and falling below the bottom edge of her rudder in the troughs, a distance of 50 feet. He could not lie alongside the transom because the rudder projected beyond it and so he ran in, presenting his port side to the transom. Three men jumped to the lifeboat but their timing was poor and they fell some 25 feet to the deck. One man struck the lifeboat's stanchions and deckhouse and was badly injured. The lifeboat was swept round the stern into the debris but, by using his outboard, starboard, engine only, Coxswain Scales was able to come clear without fouling his propellers and lie off down wind of the casualty.

Coxswain Scales now approached head-on to the transom. Second Coxswain Peter Bougourd was stationed forward and the crew were stationed down the port side, all secured by their lifelines. While the lifeboat was held under helm and engines, some four to six feet from the transom, Second Coxswain Bougourd threw the heaving line aboard Bonita; the wind prevented the line being passed from a greater distance.

The run of the swell was trying to carry the stern of the lifeboat round the stern of the ship into the debris and the surge was trying to sweep her on to the deck of the casualty. Two women attached the heaving line around themselves.

As they jumped into the sea, the lifeboat came gently astern on her engines until she was two boat lengths from Bonita. The survivors were then pulled to the lifeboat and recovered from the lower side deck aft. They were taken to the deckhouse where Motor Mechanic Robert Vowles attended to them. From a distance of five boat lengths the next approach was made.

Five people were rescued in this way.

Twice survivors let go of the line when they were in the water and then swam clear of the casualty. The lifeboat crew picked them up from the water when they came clear of the debris.

At this time, about 1715, the wind shifted to the north west and increased slightly. This further confused the sea at the stern of the casualty. One man, without a lifejacket, fell from the stern of Bonita while the lifeboat was recovering the next survivor. He was swept into the debris and down the starboard side of the motor vessel. Having recovered the survivor in hand, the lifeboat made off to search for the man who had fallen but Charlottenburg reported that she could see him and he appeared to be dead. Coxswain Scales returned to the casualty to take off more survivors.

In the confused sea at the stern of the casualty the lifeboat continued to rescue survivors using the heaving line method. It was now imperative that the lifeboat was held with her bow at right angles to the centre of the transom, otherwise the wind or swell would have carried her round on to Bonita's quarters.

Some runs in had to be abandoned in order to avoid severe damage to the lifeboat and during one violent astern manoeuvre first one engine, then the other, failed. Although both were restarted quickly, the bow of the lifeboat was trapped under the chine of Bonita's transom until the lifeboat's engines pulled her astern. Second Coxswain Bougourd remained in his very dangerous position forward.

From an estimated total of 50 runs in to the transom, ten runs had to be made to take off one man. He sat without a lifejacket and with his legs over the side. Each time he caught the heaving line, but could not hold on to it. The second coxswain finally persuaded him to wrap the line around his hands and then pulled him into the sea. Having recovered 16 survivors, Coxswain Scales took his lifeboat upwind of Bonita while he gave his crew a respite for a few minutes, in good view of the casualty. In the freezing temperature and constant heavy spray, circulation was restored, aching muscles were eased and lifelines were adjusted. Then the lifeboat once again approached Bonita's transom. During the respite, a helicopter made several attempted rescues and succeeded in lifting off one man.

Using the heaving line method, the lifeboat crew continued to recover survivors, although frequently engulfed by seas coming aboard. One man was not breathing when he was lifted aboard.

Crew Member John Webster took instant action to expel water from his mouth before passing him into the wheelhouse. In the wheelhouse Motor Mechanic Vowles was helping the survivors out of wet clothes and then helping them down into the forward and after cabins, where the heaters were full on.

The captain of Bonita was the last man to be recovered by the lifeboat. He confirmed that only one man remained on board. As he had a broken leg, he could not be moved to the transom.

Royal Fleet Auxiliary Olna, which had accepted the duties of on scene commander on her arrival at 1706, told Coxswain Scales that a helicopter was returning, having refuelled, and would try to lift off the one remaining man. Coxswain Scales asked Brixham Coastguard that Torbay lifeboat, already nearing the scene, should continue coming to give the helicopter help. In view of the serious condition of his severely-injured survivor, Coxswain Scales then set course for Brixham.

Torbay lifeboat, the 54ft Arun Edward Bridges (Civil Service No. 37) had, in the meantime, launched on service to go to the help of the yacht Talvez and her crew of five. The first call came at 1347 when Coxswain Arthur Curnow heard the yacht calling Brixham Coastguard but getting no response. Discovering that this was due to the power failure, Coxswain Curnow went to the harbour and called Talvez on a local trawler's radio. Talvez was unsure of her position east of Berry Head in the terrible weather and needed help. Coxswain Curnow informed the Coastguard and Torbay station honorary secretary, who authorised an immediate launch, and Edward Bridges slipped her moorings at 1414. She headed for the area six miles east of Berry Head given by Talvez, but while on passage heard from Brixham Coastguard, whose power had been restored. The Coastguard were now able to give the yacht's bearing, so the lifeboat altered course to search a new area south south east of Berry Head. She eventually came up with Talvez at 1545. The yacht, which had lowered her sails, was motoring but running out of fuel; there were rock shoals l'/2 miles to leeward. A heaving line was used to pass a tow, the towline was se-cured to the yacht's mast and course was set for Brixham. Both vessels were surfing in the huge following swell and seas which made progress difficult and erratic and at one stage the tow had to be slipped, cleared and passed again.

When, at 1700, Torbay honorary secretary was informed of the plight of Bonita, and the help of Torbay lifeboat was requested, Edward Bridges and her tow still had some way to go to harbour.

No other vessel was available to take over the tow, so Edward Bridges continued to Brixham with Talvez. The yacht was safely moored at 1745 and her crew landed. Torbay lifeboat then took on three additional crew, dry oilskins and provisions and at 1800 set out to help St Peter Port lifeboat.

It was 1954 when St Peter Port lifeboat set course for Brixham. Only minutes after leaving Bonita, the lifeboat fell into a deep trough while steaming into a force 10 to 11 head wind and head seas. Speed was reduced to make the best possible progress while preventing further injury to the survivors.

Torbay lifeboat continued on her way, but when about a mile from Bonita she heard that the one injured man remaining on board had been rescued by the French tug Abeille Languedoc, which had been standing by. At 2010, the injured man was seen to slip from his position on the stern hatch cover, regain a handhold, and finally fall into the sea. Captain Claude Jouin, master of Abeille Languedoc, waited until the man was clear of Bonita's masts and then moved in and rescued him from the water. As she was, therefore, no longer needed, Torbay lifeboat was released and started her return passage to her station.

St Peter Port lifeboat arrived at Brixham at 2313, where she was met by members of Torbay station; Coxswain Scales kept the survivors on board until blankets had been provided to ease the shock of emerging into the bitterly cold night air. The crew of St Peter Port lifeboat, by now exhausted, spent the night at Brixham; they sailed for their home port at 1030 the following day, with only minimal damage to their lifeboat. At 1430 that day, Monday December 14, Sir William Arnold was again on station and at 1500 she was ready for service.

Meanwhile, Torbay lifeboat had arrived back at Brixham at 0400 on December 14.

The injured survivor died two days later. Bonita was last seen at 0500 on December 14 and it was later confirmed that she had sunk in position 50°04.4N, 02°30.2'w.

For this service the gold medal for conspicuous gallantry was awarded to Coxswain Michael J. Scales of St Peter Port lifeboat and the bronze medal was awarded to each of his crew: Second Coxswain Peter N. Bougourd, Motor Mechanic Robert L. Vowles, Assistant Mechanic Alan F. Martel and Crew Members John Webster, John P.

Bougourd, Peter J. Bisson and Richard J. Hamon. A framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was sent to Captain Claude Jouin, master of the French tug Abeille Languedoc and letters of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, were sent to the commanding officers of Royal Naval Air Stations Portland and Culdrose and to the masters of RFA Olna and MV Charlottenburg. Letters signed by Rear Admiral Graham were also sent to Captain B. J. Anderson, Torbay station honorary secretary, expressing the Institution's appreciation to Coxswain Arthur Curnow and his crew for the service to Talvez and for the help given by members of the station to the crew of St Peter Port lifeboat and the survivors of Bonita, and to Inspector R. Willcox of Paignton, expressing appreciation for the support of the Police. East Division Listing coaster HUMBER COASTGUARD informed Superintendent Coxswain Brian Bevan of Humber lifeboat station at 2256 on Sunday December 13, 1981, that the coaster Harry Mitchell was north of Humber Lightvessel with her cargo shifted and a list of 30 degrees. By 2304 the crew were mustered and at the same time the Coastguard told Coxswain Bevan that the coaster had five crew on board, her radar was not working and communications had been lost.

Humber lifeboat, the 54ft Arun City of Bradford IV, slipped her moorings at Spurn Point at 2318 and set out on service. It was a heavily overcast night with continuous snow; visibility was l'/2 miles. A storm, force 10, was blowing from south east. It was 4V2 hours after high water.

Within five minutes of leaving her moorings the lifeboat felt the full force of the south-easterly storm against the spring ebb. Speed had to be reduced to avoid excessive pounding in rolling head seas. Communications had been re-established between Harry Mitchell and the Coastguard, who reported her position as 4.4 miles north north east of Humber Lightvessel. A north-northeasterly course was set for this position, and now the weather was on the lifeboat's beam. Heavy breaking seas constantly knocked her down the swell side, but a speed of 14 knots was maintained.

Information came from the Coastguard that an RAF Wessex helicopter had been requested from Leconfield and an RAF Sea King helicopter from Boulmer. At 0020 the lifeboat made radio contact with Harry Mitchell and at 0039 she sighted the casualty.

The south-easterly storm was now gusting to violent storm, force 11, with heavy breaking seas and a 20ft swell, Harry Mitchell was trying to hold her head up into wind and sea but she was having great difficulty as her rudder and propeller were often clear of the water.

She was listing 30 degrees to port with baulks of timber hanging over her port side and, as she rolled, her port side up to the middle of her deck hatches was at times submerged. Her captain asked for his crew to be taken off and, to make this possible, Coxswain Bevan asked him to turn to port and take up a north-westerly heading.

The Wessex helicopter, which had had to put down at Easington to clear snow from her engine intakes, arrived overhead at 0102. However, because of the ferocity of the weather and the violent movement of the cargo vessel, winching would have been hazardous.

In preparation for going alongside Harry Mitchell's starboard quarter, the lifeboat's port bow was fendered and three crew members took up positions on the starboard bow ready to grab survivors. Assistant Mechanic Peter Thorpe operated the searchlight.

The first approach was made at 0105, but it had to be broken off and the lifeboat's engines put full astern as a heavy breaking sea hit the casualty exposing her propeller and rudder Three men could be seen in the stern sheltering from the breaking seas. A second approach also had to be abandoned as a heavy sea pushed the lifeboat towards Harry Mitchell's stern.

Then, as both vessels bottomed in a trough, the lifeboat was edged alongside and one survivor jumped; he landed on the lifeboat's stem and hung on to the stem fairlead, where he was grabbed by the lifeboatmen and dragged inboard.

The lifeboat cleared astern.

On the next approach, as the two vessels came close together, a large sea lifted the lifeboat stern and Harry Mitchell started to fall down on to her; the lifeboat engines were put full astern and such was the angle of the two boats that the side of the casualty scraped paint off and slightly damaged the top of the lifeboat pulpit rail.

A second survivor was taken off successfully at the next attempt, but three more approaches had to be made before the third survivor was taken off, at 0114. Harry Mitchell's captain now said he and the mate would remain on board and try to take his vessel to the Humber. The Wessex helicopter pilot congratulated the lifeboat and said he would return to base. The Sea King helicopter had by this time reached Flamborough Head, flying at 140 knots but only making 50 knots over the ground in the prevailing conditions; she also was released.

Harry Mitchell was now six miles north north east of Humber Lightvessel and her captain managed to turn her head to sea. Then, with the lifeboat as escort, she started to creep towards the Humber. At 0542, in moderating conditions in the River Humber, a pilot boarded and the lifeboat put the three men they had taken off back on the cargo vessel. The lifeboat returned to station at 0600 and by 0623 was remoored and ready for service.

For this service a bar to his bronze medal was awarded to Superintendent Coxswain Brian W. Bevan, and medal service certificates were presented to Second Coxswain Dennis Bailey, Motor Mechanic Robert S. White, Assistant Mechanic Peter Thorpe and Crew Members Sydney Rollinson and Jack Essex. West Division Angling launch THE HONORARY SECRETARY of Beaumaris lifeboat station was informed by Penmon Coastguard at 1220 on Sunday December 13, 1981, that the 35ft angling launch Wygyr was in difficulties and needed urgent assistance off Puffin Island in the approaches to the Menai Straits.

A strong gale, force 9, was blowing from south south east, there was driving snow and it was freezing. Conditions on land were severe. An exceptionally high tide combined with the gales had flooded a large proportion of the town.

Seas were breaking freely over the sea wall.

Maroons were fired at 1230 and because the honorary secretary was cut off, the deputy launching authority went to the Atlantic 21 lifeboathouse and acted as launching authority throughout the service. A Land Rover belonging to one of the lifeboatmen took most of the crew to the station, sometimes ploughing through two feet of water. Motor Mechanic Eric Jones was helped by a Police patrol but their vehicle stalled in deep water and he finished the journey to the boathouse in a fire engine which had been engaged in pumping out flooded buildings.

Gaining access to the boathouse posed a further problem. The seas were breaking over the catwalk and spending themselves on the beach. Having passed this hazard and gained the comparative safety of the catwalk the crew found themselves facing the crests of seas which were rolling along the catwalk to a depth of some two to three feet on the lower section. By the time the crew gained the shelter of the boathouse they were all thoroughly drenched and bitterly cold.

Nevertheless, at 1245, the 46ft 9in Watson lifeboat Greater London II (Civil Service No 30) launched into the blizzard on service under the command of Coxswain David Gallichan. It was just after high water and the sea was very rough with breaking crests some three metres high. Because of the seas and the height of the tide it had been necessary to launch from the top of the slipway inside the boathouse, so that masts and aerials could not be raised until the lifeboat was afloat. With great difficulty the crew raised the mast but it proved too hazardous to attempt to raise the radar scanner or radio aerials.

Shortly after launching the windscreen wiper failed, causing severe visibility problems for Coxswain Gallichan.

A course was set down the straits towards Puffin Sound, with lookouts posted not only to look for the casualty but to act as 'eyes' for the coxswain.

Throughout this passage the lifeboat was pitching and rolling violently in a corkscrew motion. Eyewitnesses on shore soon lost sight of the lifeboat in the atrocious conditions, and although distress flares were fired from the casualty, they could not be seen by the lifeboat.

The VHP radio has a low profile emergency aerial, but a fault developed in the radio itself so that, until Puffin Sound was negotiated and Coxswain Gallichan could heave to in the comparative calm of the lee of the island to enable the crew to erect the aerials, communications were nil. Then, at 1320, once again in touch with Anglesey Radio on MF 2182 kHz, Coxswain Gallichan continued to search round the end of Puffin Island and to the south.

Nothing was seen. The lifeboat was continually being swept by breaking seas and she was rolling heavily. The radar operator only had one fleeting echo from Puffin Island because of the sea clutter and snow.

From information relayed from Penmon Coastguard through Anglesey Radio it was clear that Wygyr was being carried out through the Sound. The lifeboat returned back round the island and approached the sound from the north and, at 1353, the casualty was sighted near Perch Rock. At this time VHP communications were established with Penmon Coastguard.

The rising wind, now from the south east, was in excess of storm force and visibility remained poor. With the sea very rough and both boats pitching and rolling very heavily, Coxswain Gallichan considered it too dangerous to try to go alongside and take off Wygyr's crew. He therefore decided to try to tow the fishing boat to safety.

The lifeboat's windscreen was completely covered by a thick build up of snow and ice. Coxswain and crew, soaked before launching, were now feeling the effects of extreme cold.

Coxswain Gallichan took the lifeboat close alongside Wygyr, a heaving line was thrown and a tow line passed. The two anglers made fast the tow, but such was the rate of drift that both boats were by this time clear of Dinmor Buoy.

The tow began to the south, passing to the west of Dinmor Buoy and then east south east into the Sound. Wygyr was ranging heavily, placing considerably strain on the towing warp. It was decided to pass a second line and, after several attempts, this was finally achieved by floating the line down to the casualty. The tow was resumed and the lifeboat reported approaching the Sound at 1427. Very slow progress was being made as the effects of wind, sea and tide became more severe in the shallow water and constricted channel.

At 1517, when just past B2 Buoy, one of the tow lines chafed through and parted. Realising the serious risk of losing the tow altogether in the restricted sea room and very rough waters, Coxswain Gallichan decided that the two men must be taken off the casualty and that the only chance of achieving this end safely would be to head up into wind and sea and, with astern movements, gradually shorten in the tow bringing the boat up to the lifeboat's stern. This was an arduous manoeuvre calling for great skill and control from the coxswain and considerable efforts from the crew. Wygyr ranged alarmingly as the tow was taken in. At one time she ranged up alongside the lifeboat to starboard, rolling heavily so that the turn of her bilge crashed against the lifeboat damaging guardrail and fender. Then she came clear astern and took a sheer, coming up on the lifeboat's port side, stern to. As she came close both anglers took the opportunity to jump aboard the lifeboat. It was now 1535.

Although Coxswain Gallichan tried to resume the tow up the straits, it was only two minutes before the remaining warp parted and the casualty was quickly blown ashore at Trwyn Du, where she started to break up.

The lifeboat continued up the straits to Menai Bridge. Visibility was so poor that the manager of the Gazelle Hotel was asked to put the hotel's lights on to assist navigation. The lifeboat berthed at Menai to land the two men at 1640 and returned to her mooring at 1730.

Because of the weather she was unable to rehouse until 1400 on Tuesday December 15.

For this service the bronze medal was awarded to Coxswain David W. Gallichan and medal service certificates were presented to Second Coxswain David Wynne Jones, Motor Mechanic Eric F. Jones, Emergency Mechanics David A. Cooke and John G. L. Parry and Crew Members Michael Witkowski, John Latchem, Brian J. Roberts and Joseph P. Kopyto. Letters of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, were sent to Shore Helpers Stanley Zalot, John M. Stone, David E. Jones and Peter Dickie.

West Division On a lee shore INFORMATION from Ministry of Defence Police that a catamaran, Helen M, was anchored in a dangerous position off Pendine was received by Tenby Coastguard at 2110 on Wednesday October 7, 1981. Two of the catamaran's crew members had rowed ashore to obtain fuel, leaving the owner on board, and then conditions had become such that they were unable to return to the boat.

A message was passed to the honorary secretary of Tenby lifeboat station at 2128, maroons were fired and within minutes the 46ft 9in Watson lifeboat Henry Comber Brown was launched on service under the command of Coxswain Joshua Richards.

The south-westerly wind was gusting to strong gale, force 9, and the sea was very rough with a heavy swell. It was two hours after low water.

The lifeboat headed at full speed towards the position of Helen M, a quarter of a mile off the beach just inside Oilman Point, about half a mile from Pendine. Good time was made, running before the swells, and Henry Comber Brown arrived in the vicinity of Helen M at 2218.

The catamaran was seen to be at anchor in about seven feet of water. She was being swept by heavy breaking seas and she was pitching and shearing in an alarming manner. Conditions were deteriorating and it was clear that her position was critical. There was no sign of life on deck and it was assumed that the owner had sensibly stayed below to avoid the risk of being swept overboard.

Realising that any attempt to go alongside would incur the risk of damage to the casualty, perhaps resulting in her foundering and the loss of her skipper, and that to try to put a crew member on board would also be hazardous, Coxswain Richards anchored ahead of Helen M and slightly to the east. Then, with skilful use of the engines, he veered the lifeboat down towards her in an attempt to pick up her anchor cable and then tow her clear of the shoal water. Great care was needed to make sure that the anchor cable did not foul the lifeboat's propellers.

While some of the lifeboatmen took hold of the anchor cable, Crew Members John John and Michael Wilson managed to scramble aboard Helen M.

The crew aboard the lifeboat were just starting to recover the cable, before towing the catamaran clear, when the cable parted and the catamaran began to be driven towards the shore.

Coxswain Richards, knowing how little time there was, immediately ordered the lifeboat's own anchor cable to be slipped; to recover the anchor would have taken too long. Meanwhile, on board Helen M, Crew Members John and Wilson found a spare anchor, secured it to a nylon rope and threw it over the side, hoping to check the drift towards the beach. Fortunately, this anchor took hold and Coxswain Richards was able to take the lifeboat in a wide sweep round and close enough to the catamaran's port beam to pass a line to the crew on board. The line was secured and Coxswain Richards took up the strain with the lifeboat and began to tow the boat into deeper water.

Throughout these manoeuvres both boats, pitching and rolling heavily, had been continually swept by the seas which were estimated by eye witnesses to be 12 to 15 feet high.

The passage back to Tenby meant steaming into wind and sea and great care had to be taken to maintain the tow; despite the efforts of the two crew members on board, the casualty was yawing badly. Nevertheless, by 2330 the lifeboat and her tow had arrived back at Tenby. Helen M was safely secured to a mooring and her owner chose to remain on board. After recovering his two crew members, Coxswain Richards returned to station, the lifeboat being rehoused and ready for service at 0130 on Thursday October 8.

For this service a bar to his bronze medal was awarded to Coxswain Joshua W. Richards and the thanks of the Institution inscribed on vellum were accorded to Crew Members John John and Michael Wilson. Medal service certificates were presented to Second Coxswain William A. Thomas, Assistant Mechanic Roy Young, Emergency Mechanic Denny R. Young and Crew Members Michael Crockford and Roger Crockford.

West Division Tugs aground ST ANNE'S COASTGUARD informed the honorary secretary of St David's lifeboat station at 2020 on Sunday October 18, 1981, that the tug Vernicos Giorgos, with two other tugs in tow, had a rope round her propeller and was dragging her anchors in the northern part of St Brides Bay. By 2134 the tugs were close to the rocks and the Coastguard requested the launch of St David's lifeboat.

Maroons were fired and the 46ft 9in Watson relief lifeboat Charles Henry Ashley, on temporary service at St David's, launched at 2156 under the command of Coxswain/Mechanic Frederick John.

A south-westerly gale force 8 was blowing and the combined sea and swell was about seven feet high. It was slack water, 45 minutes before high water.

Visibility was five miles.

After launching, Coxswain John set a southerly course through Ramsay Sound and then turned east into St Brides Bay. By 2254 the lifeboat was 4Vs. miles south west of Green Scar. The tug master was instructed by the Coast-guard to fire a red flare and the exact position of the tugs was fixed as 51°52'N, 05°13'w.

The lifeboat arrived at this position at 2316. The two tugs being towed were already on the rocks, but the towing tug, Vernicos Giorgos, was still afloat.

She was riding to two anchors which were slowly dragging, taking the tug remorselessly on to the rocks. The crews of all three tugs, eight men, were aboard Vernicos Giorgos. Waves were breaking over all three tugs and Vernicos Giorgos, at anchor, was entirely at the mercy of the sea.

The south-westerly gale was gusting up to force 9 and the seas were estimated from on shore to be 15 to 20 feet high. The water was so shallow that Vernicos Giorgos was hitting the bottom in every trough and every wave was breaking over her. The tide was now ebbing to the west at about 2 knots, making the confused seas worse, with wind against tide.

By 2316 the lifeboat had approached Vernicos Giorgos. To avoid the anchors lying out over the port bow of the tug, Coxswain John decided to come alongside her starboard bow, thus putting himself between the weather and the casualty. The position was further complicated by the tow rope from the tug; it was difficult in the darkness to see how it lay. The whole rescue took place using the searchlight to illuminate the scene.

Coxswain John made five approaches to the tug, on each occasion clearing her again by going astern into the sea, with waves breaking over the lifeboat. The first two and the fourth approaches had to be abandoned, but two men were taken off at the third approach and one more man was taken off at the fifth approach. Throughout this manoeuvre the lifeboat was pitching almost uncontrollably and great skill was needed to hold her in position.

The tug master had decided to remain on board with the four remaining members of the crew, hoping that a salvage tug he had ordered from Milford Haven might still arrive in time to pull him clear. Coxswain John warned him by VHP that, as the tide was falling, before long the lifeboat would be unable to reach him. Just after midnight Vernicos Giorgos grounded and the tug master then requested that he and his crew be taken off. St David's lifeboat could not now approach because there was not enough water, so, while the lifeboat and the local cliff rescue company illuminated the scene a helicopter from RAF Brawdy carried out an extremely skilful rescue of the remaining five men. The lifeboat then returned to station; she was rehoused and ready for service at 0200 on Monday October 19.

For this service the bronze medal was awarded to Coxswain/Mechanic Frederick G. John and medal service certificates were presented to Acting Second Coxswain John H. Phillips, Acting Assistant Mechanic David J. Bateman and Crew Members Michael J. Morris, Norman Rowley, Keith Jones and David J. O. Chant.

East Division Engine room flooded THE COXSWAIN of Wells lifeboat was informed by HM Coastguard at 1412 on Friday November 20, 1981, that there was a possible casualty 2Vi miles north of Brancaster, and the coxswain immediately passed on to the station honorary secretary a request to anticipate a call. At 1425 the Coastguard confirmed that there was a definite sighting and asked that the lifeboat should launch. Maroons were fired and at 1439 Wells lifeboat, the 37ft Oakley Ernest Tom Neathercoat, launched from her carriage into the harbour under the command of Coxswain David Cox.

The afternoon was overcast and, in the rain, visibility was only moderate, A gale, force 8, was blowing from the north west. It was high water.

Ten minutes later the lifeboat cleared the bar and turned west, leaving the rough seas and heavy swell on her starboard bow as she set out at full speed, keeping inshore to reduce the effects of the adverse tide.

At 1510 an RAF Sea King helicopter reported that she was with the casualty, the motor fishing vessel Sarah K, whose engine room was flooded. The lifeboat continued on her course until she was off Scolt Head, at 1530, when she headed west north west for the fishing vessel's position off Woolpack Buoy.

Sarah K was sighted at 1542 and reached at 1613.

The wind was now north west, gale to strong gale, force 8 to 9, with rough short seas over the shoals. It was still raining with moderate visibility. Sarah K was lying bows south with her starboard quarter to the seas.

The lifeboat stood off as a second RAF Sea King helicopter lowered a pump on to Sarah K. At 1630, in the failing light, Coxswain Cox approached the fishing vessel to discuss the position with her skipper, who asked to be towed to King's Lynn. In the very rough weather, Coxswain Cox considered the casualty to be too large for the lifeboat to tow.

At 1724 Sarah K's large foremast broke and fell to starboard. As the helicopters had withdrawn, Coxswain Cox decided to go in and take off the crew. An attempt was made to go alongside the fishing vessel's port bow but, close to, the bow sheer was seen to be too great and the lifeboat stood off.

The next approach was made starboard side to the casualty's port midships, and it was made at a steep angle to avoid the trawl doors on the after port quarter. In the now total darkness two fishermen were snatched off as the boats rolled together and then the lifeboat cleared the casualty going full astern. Another approach was made and a third man taken aboard. Again the lifeboat pulled astern and waited for the skipper to check the pumps. At 1737 the skipper signalled that he was ready and the lifeboat again went alongside and took him off.

As soon as the skipper was on board, Coxswain Cox informed the Coastguard that Sarah K was adrift, so that she was a possible danger to navigation.

At 1815, with the wind moderating to force 6, the skipper was put back aboard Sarah K to try to put down the anchor. By 1838 the crippled fishing vessel was anchored !3/4 miles west of Bridgirdle and her skipper back on board the lifeboat. About a quarter of an hour later Sarah K's after mast split and the lifeboat decided to return to station.

Passage was made back to Holkham Bay but, on arrival at 1931, the launching tractor broke down. The lifeboat lay off until repairs had been made at 2113.

By 2204 she was recarriaged and by 2305 she was rehoused and once again ready for service.

For this service the bronze medal was awarded to Coxswain David J. Cox, BEM. Medal service certificates were presented to Second Coxswain Anthony T. Jordan, Motor Mechanic Albert Court, Assistant Mechanic Alan M.

Cox and Crew Members Albert Warner, Graham B. Walker, John R.

Nudds and John Belts.

South East Division Four people landed A SUDDEN DETERIORATION in the weather on the afternoon of Saturday September 19, 1981, caught out a fleet of Fireball sailing dinghies at a meeting off Felpharn, and at 1730 HM Coastguard informed the honorary secretary of Littlehampton lifeboat station that the sailing club's safety boats needed help.

Maroons were fired and at 1740 the station's Atlantic 21 rigid inflatable lifeboat launched on service. Manned by Helmsman David Woollven and Crew Members Geoffrey Warminger and Michael McCartain, she set out at full speed for the harbour mouth.

The south-south-easterly wind, which had been force 4 to 5, had increased to gale force 8, with heavy rain restricting visibility. It was about two hours after high water.

Speed was reduced as heavy seas were met on the harbour bar and, once the bar was crossed, a variable course was steered to ease the effect of the beam sea. When the Atlantic 21 arrived in the search area, 21/2 miles to the west of the harbour mouth and ll/2 miles south of Middleton, her crew were told by the Coastguard mobile that, although all the sailing dinghies were accounted for, a safety boat was missing.

Then, at 1805, it was reported that this boat also was safely ashore. The Atlantic approached the committee boat, the 40ft trimaran Lara of Bosham, to check the situation and found that she had a Fireball dinghy in tow but was making little headway. In going alongside, a heavy sea drove the lifeboat against Lara of Bosham, holing her and damaging the lifeboat's bow sponson. Despite heavy seas, the dinghy's crew of two, who were suffering from exposure, were transferred to the lifeboat and placed in survivor bags.

The dinghy was then cast adrift and the lifeboat set out for Littlehampton. She was 'driven' eastward, each heavy sea calling for special care with helm and engines because Crew Member McCartain was lying on the foredeck cradling the heads of the dinghy sailors to avoid injury in the pounding, particularly over the harbour bar.

After landing the dinghy sailors to a waiting ambulance, the Atlantic returned to the harbour entrance ready, at her skipper's request, to escort Lara of Bosham in over the bar. However, at 1850 the trimaran asked for immediate help as she was being driven on to a lee shore by the increasing gale force wind.

Helmsman Woollven took the Atlantic 21 over the bar, now covered by very heavy confused seas up to 12 feet high, and the trimaran was reached at 1900 just west of the harbour entrance. Two of her women crew, suffering severe seasickness, were safely taken off and placed in survivor bags; by 1915 the lifeboat had again returned in over the bar to land them.

In almost total darkness, Helmsman Woollven immediately took the Atlantic back to sea for a third time to stand by the trimaran. The wind had veered to south west, gusting up to storm force 10, and Lara of Bosham was able to make better headway. The falling tide made the passage over the bar extremely hazardous, but by 1940 the trimaran had been safely escorted into harbour and had been moored. The Atlantic 21 returned to her station and by 2015 she was refuelled and ready for service.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman David W.

Woollven. Framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Crew Members Geoffrey J. Warminger and Michael B. W. McCartain.

South East Division Injured crew DURING THE AFTERNOON of Friday OctOber 9, 1981, the 38,000 ton Danish container vessel Drag0r Maersk, on passage from Hamburg to Port Said, told east coast radio stations that a crew member with a fractured hip needed to be taken ashore. South-westerly gales, force 8 to 9, and high seas ruled out a helicopter service in daylight and, while Drag0r Maersk gave her expected time of arrival off Dover as midnight, her exact position was not known. At 2102 Dover Coastguard telephoned Dover station honorary secretary, explaining earlier events and amending the container vessel's ETA off Dover to 0100 on Saturday October 10. After discussion with Coxswain Anthony Hawkins it was agreed that the injured man should be taken off by lifeboat and that the lifeboatmen, together with Dr Peter Welch, the honorary medical adviser, should muster to consider a plan of action for an evacuation from such a large vessel.

The crew assembled at 2300 and a full 'dry' exercise was carried out with a patient in the Neil Robertson stretcher, lashed into the rigid cot stretcher, to find the correct point of balance for lifting the combined unit.

At 0014 on Saturday October 10 Dover's 50ft Thames class lifeboat Rotary Service slipped her moorings and set out at full speed carrying a complement of ten; she was under the command of Coxswain Hawkins. The east pierhead was cleared and as course was set eastward to the agreed rendezvous l!/2 miles south west of South Goodwin Lightship very heavy seas and a quartering swell were encountered.

Arriving at the rendezvous at 0200, the lifeboat was taken to Drag0r Maersk's port side as she lay heading south east to provide a lee. Dr Welch, Second Coxswain/Mechanic Roy Couzens and Crew Member/First Aider Garth James, activated their lifejacket lights before preparing to go aboard the container vessel. Coxswain Hawkins placed the lifeboat's starboard bow alongside Drag0r Maersk and Second Coxswain Couzens stepped on to her power assisted pilot ladder; after climbing the first six feet, the mechanical hoist lifted him the remaining 30 feet to deck level. Dr Welch and Crew Member James boarded separately in the same way. Despite the lee offered by the container vessel, Coxswain Hawkins had difficulty holding the lifeboat in position alongside in the heavy seas.

On reaching the deck the medical party were met by the chief engineer and, while Dr Welch and Crew Member James were taken by lift through the accommodation to the injured man.

Second Coxswain Couzens supervised the lifting aboard of the first aid bags, stretchers and portable VHP radio by a stores derrick two decks above on the after deck; he decided that the derrick wire and hook were too heavy and uncontrollable for the lowering of the stretcher and arranged for a hand line to be rigged through the derrick head lead.

The lifeboat meanwhile was lying off and Coxswain Hawkins noticed that the container vessel was being driven up tide by the gale. He advised the master to re-position as Drag0r Maersk was only one mile from South Goodwin Lightvessel.

By 0230 Dr Welch had examined the patient and had diagnosed a fractured pelvis. The man was placed in a survivor's lifejacket and bump hat before being secured in the Neil Robertson stretcher, which in turn was then securely lashed within the cot stretcher.

The medical party had great difficulty in moving the patient through the vessel's alleyways to the after deck, but at 0240 all was ready.

Dr Welch wished to be taken off first, to receive the patient on board the lifeboat. He was lowered on the pilot hoist and climbed down the fixed part of the ladder, waiting there, holding on, until Coxswain Hawkins could bring the lifeboat's foredeck under the hoist and he was told to jump. A crew member grabbed the doctor's lifejacket straps and held him safely on board.

After this transfer and one unsuccessful attempt to close the vessel again, Coxswain Hawkins asked the master to steam slowly ahead because Drag0r Maersk's drift against the ebb tide was causing six foot seas, even on her lee side. At the second attempt the lifeboat was held firmly alongside, starboard bow to, and, with the lifeboat searchlight and the ship's deck lights illuminating the area well, the transfer of the stretcher began.

Five crew members stood by on the foredeck while Second Coxswain Couzens and Crew Member James lowered the stretcher the 45 feet by hand, with turns on the container vessel's rail.

The derrick held the stretcher about five feet outboard and Drag0r Maersk's crew tended two heaving lines to steady the load. As the stretcher reached the foredeck, the lifeboat crew held it and immediately cut all lines before the rise and fall of the two vessels could cause trouble. Second Coxswain Couzens and Crew Member James were then taken off by way of the pilot hoist.

At 0315 the lifeboat began her passage to Dover across very heavy seas.

Many times Coxswain Hawkins had to use his throttles to reduce as far as possible the violent motion of the boat, and one crew member, thrown against the midships anchor stowage, injured his ankle. By 0345 the lifeboat had landed the patient to a waiting ambulance at the harbour steps, and by 0415 she was refuelled and once again ready for service.

A telegram was later received by the crew of Dover lifeboat from the master of Drag0r Maersk which need: 'Please receive my heartfelt thanks for your brilliant assistance rendered my injured crew member. We/I done folks. Best regards.' For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain/Assistant Mechanic Anthony G. Hawkins and a special doctor's vellum to Dr Peter S. Welch.

Vellum service certificates were presented to Second Coxswain/Mechanic Roy W. Couzens, Second Assistant Mechanic Michael F. Abbot and Crew Members Geoffrey I. Buckland, Robert J. Bruce, Alan G. Barker, Alan K. Perkins, Garth V. James and Kenneth W. Miles.

South East Division Rising winds RYE AUXILIARY COASTGUARD requested the launch of Rye Harbour lifeboat at 1350 on Saturday October 3 following reports that the 24ft ketch Midley Belle was heading out to sea. It was a squally afternoon with moderate confused seas over Rye Bar. At 1354 Rye Harbour's D class inflatable lifeboat was launched manned by Helmsman Richard Tollett and Crew Members Colin James and Jeffrey Robus. While the lifeboat was still within the river, however, she was recalled because the yacht cleared the bar safely.

The lifeboat was rehoused at 1420 but the deputy launching authority and auxiliary coastguard remained at the harbour mouth keeping watch. When, at 1516 as Midley Belle was trying to return to harbour, she was seen to lose her main sheet, the lifeboat was asked to launch again; the yacht had also suffered engine failure and was now in a dangerous position in the bar surf.

The lifeboat launched on service at 1519 manned by Helmsman Keith Downey and Crew Members Richard Tollett and Philip Jones.

The wind, which had been westerly moderate to fresh, was rising and the seas over the bar were eight feet high; it was almost one hour after high water.

With great skill Helmsman Downey took the inflatable lifeboat safely through the 50 yard passage over the bar. The yacht had by now been carried a mile eastward towards Camber Sands and as the lifeboat reached her at 1525 her skipper indicated that three of the seven people on board needed to be taken off.

Three approaches were made, each run being timed to coincide with a wave trough. Each time the lifeboat drew alongside, one of the three people waiting, two women and a boy, jumped into the boat on the helmsman's order.

Up to this point Midlev Belle had been in extremely shallow water but when, at 1530, Rye lifeboat cleared the yacht her skipper thought he could get his boat under command and steer off the land. The help of Dungeness lifeboat, the 37ft 6in Rother Alice Upjohn, was now requested by the Coastguard; she launched on service at 1538 under the command of Coxswain William Richardson and set out at full speed.

Helmsman Downey landed the two women and the boy immediately inside the harbour mouth, from where they were driven to an ambulance.

By 1550 Rye D class inflatable lifeboat was once again on her way out over the bar. The wind was still rising and twelve feet seas covered the area.

Helmsman Downey cleared the bar and after some ten minutes in the open sea sighted Midley Belle sailing on a safe course to the south south east, where Dungeness Rother lifeboat would meet her in some 40 minutes.

After two very heavy seas had filled the Rye inflatable lifeboat, Helmsman Downey decided it would be prudent to return to station. The wind was now gale force 8 gusting to strong gale force 9 against a full ebb tide and, with only three feet of water on the bar, the homeward passage was extremely hazardous; continual changes of course and speed had to be made to counter the seas. Rye Harbour lifeboat returned to station at 1605 and was once again ready for service at 1630.

Dungeness lifeboat came up with Midley Belle at 1705 and as the wind, now south westerly, was gusting to storm force 10 with heavy rain it was decided that it would be safer to take off her crew in the shelter of Dungeness.

The yacht was therefore taken in tow to a safe anchorage 2'/2 miles north east by north of Dungeness Lighthouse. Her four remaining crew were transferred to the lifeboat and brought ashore.

Dungeness lifeboat returned to station at 1845 and she was rehoused and once again ready for service at 1910.

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

Letters of appreciation signed by Rear Admiral W. J. Graham, director, were sent to Crew Members Richard Tollett and Philip A. Jones of Rye Harbour lifeboat station. A letter signed by Admiral Graham expressing the Institu- • lion's appreciation to Coxswain William Richardson and his crew was sent to Mr W. J. Oilier, Dungeness station honorary secretary.

East Division Pounding on bank GREAT YARMOUTH Coastguard informed the honorary secretary of Lowestoft lifeboat station at 0215 on Thursday April 16, 1981, that the Panamanian coaster Avenir was aground l'/2 miles north east of Lowestoft and bouncing on the banks. Lowestoft lifeboat, the 47ft Watson Frederick Edward Crick, slipped her mooring at 0237 and, under the command of Second Coxswain John Catchpole, set out on service.

It was an overcast night with moderate visibility. A strong breeze, force 6, was blowing from the north east and the sea was very rough. It was half an hour after low water.

On clearing harbour full speed was made towards the casualty, which could be seen stranded on Holm Sand. As the lifeboat approached, Avenir could be seen pounding on the bottom in the heavy breaking seas being driven over the bank. The master asked that he and his four crew should be taken off.

Acting Coxswain Catchpole decided to go straight in to the coaster's starboard side. A first attempt to get alongside was made at 0300 but there was not enough water; the lifeboat herself was pounding on the bank and she could not get close to the casualty.

Pulling off astern, she tried two more approaches from other angles, hoping to find enough water, but each time she had to clear astern. On a fourth attempt, however, although still hitting bottom, the lifeboat was driven alongside and all five men were taken off before, at 0320, she pulled off again stern first.

Passage was made back to Lowestoft and the five men were landed at 0355.

The lifeboat was refuelled, back on her mooring and ready for service at 0410.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Second Coxswain John W.

Catchpole.

Ireland Division Two medical calls BELFAST COASTGUARD informed the honorary secretary of Portrush lifeboat station at 1505 on Sunday November 15, 1981, that a seaman was critically ill aboard the fishing trawler Junella, nine miles north east of Portrush; he needed urgent medical attention. Ten minutes later Portrush lifeboat, the 52ft Arun Richard Evans (Civil Service No 39), slipped her mooring and set out on service under the command of Coxswain James Stewart and with Dr William Hill, the honorary medical adviser, on board.

The south-easterly winds were up to gale force 8 and a moderate sea was running. Visibility was poor in almost continuous rain and the tide was in the first hour of flood.

On clearing harbour Coxswain Stewart headed north of the Skerries to rendezvous with Junella, which was steaming south west. At 1537 course was adjusted for an amended position five miles north of the Skerries. Junella was identified on radar shortly before 1600 and her skipper was asked to make a lee on his starboard side. At 1610 the lifeboat was made fast port side to the trawler and both boats steamed slowly south west to maintain steerage.

Dr Hill boarded Junella together with Crew Member Albert McQuilken, who is a first aider, and diagnosed a brain haemorrhage. At 1612 a Wessex helicopter arrived overhead and stood by, but the HMA decided that the patient should be taken ashore by lifeboat to save undue stress. At 1626 the helicopter was diverted to a second medical casualty.

Dr Hill and Crew Member McQuilken secured the unconscious patient into a Neil Robertson stretcher and at 1640 he was transferred to the medical cot aboard the lifeboat. Ten minutes later the trawler was cleared and Coxswain Stewart headed for Portrush at half speed until, with moderating conditions approaching land, he was able to increase speed once more.

During the passage back to station another message came from Belfast Coastguard to say that a seaman aboard the fishing trawler St Jasper needed urgent medical attention. A Wessex helicopter was standing by but would be withdrawn at dusk.

Richard Evans was alongside at Portrush at 1727 and the first patient was taken to hospital by ambulance. Ten minutes later the lifeboat set out again, once more with the honorary medical adviser, Dr Hill, aboard.

By this time the wind had backed to north west and moderated to a fresh to strong breeze, force 5 to 6. A moderate sea continued to run and the evening was overcast with occasional rain.

On clearing harbour the lifeboat headed for Inishowen Head at full speed. St Jasper was sighted at 1807 and, following the same plan as before, Coxswain Stewart asked her skipper to make a lee on his starboard side. At 1816 the lifeboat made fast port side to the trawler and both vessels steamed slowly north east to maintain steerage.

Dr Hill boarded with Crew Member McQuilken and another first aider to find the patient had recovered consciousness after accidentally inhaling fumes. A Sea King helicopter arrived overhead and stood by, but once again Dr Hill decided the patient should be taken ashore by lifeboat and the helicopter was released. The patient was helped aboard the lifeboat together with the medical party and the lifeboat cleared the trawler at 1830.

The weather continued to moderate, the wind now being north west force 5, but a moderate confused sea was still running. The lifeboat returned to Portrush at full speed and was made fast alongside at 1905. The patient was taken to hospital by the honorary secretary.

The lifeboat was refuelled and by 1930 she was back on her moorings and ready for service.

For this service a special doctor's vellum was accorded to Dr William J. C.

Hill, the honorary medical adviser, and a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Crew Member Albert McQuilken.

Scotland South Division Ebb tide A GIRL was playing at the water's edge of Irvine Beach, near the mouth of the River Irvine, on Sunday evening August 30, 1981, when she realised that she was being washed away from the shore and out to sea. She tried to paddle back with her hands, but the ebb tide was too.