Twenty-nine rescued 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 RichardJ. 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..