ON THURSDAY April 8, the honorary secretary of St Ives lifeboat station was down at the boathouse in the late afternoon when, at 1628, he saw a 16ft sailing dinghy leave harbour with two young men and two youths on board.

After watching her for a little while, and seeing the distance decreasing between her and Hayle Bar, an area to the south east where the seas were likely to be very dangerous, he became concerned for the safety of those on board.

At 1633 he telephoned St Ives Coastguard and agreed to launch the D class inflatable lifeboat. By this time the sailing dinghy was a mile clear of St Ives Harbour entrance heading in the direction of Hayle Bar.

Although the day was fine and clear, there was a fresh to strong breeze, force 5 to 6, blowing from the north, the sea was rough with waves about seven to eight feet high and there was a moderate to heavy swell. It was about three hours before high water. The assembly klaxon was sounded and at 1635 the D class lifeboat was launched from the harbour into sheltered waters; she was manned by Helmsman Eric Ward and Crew Members William Thomas and Philip Allen.

Course was set for Hayle Bar and full speed maintained. The sea was on the port quarter, and it was an uncomfortable, wet passage. At first the mast of the dinghy could be seen occasionally between the troughs. Then it disappeared from sight and the Coastguard confirmed that the dinghy had capsized in the surf on the bar; her four crew, one without a lifejacket, were reported to be clinging to the upturned dinghy.

There was a heavy ground swell on the bar which, with the strong onshore wind, was causing heavy breaking seas which extended 500 yards off shore.

Reaching these breaking seas at 1637, the urgency of the call dictated that Helmsman Ward should continue at full speed into the surf line. Once inside the surf line the upturned dinghy was quickly seen 50 yards off the port bow; her four crew were clinging to her.

Such were the conditions on the bar that even at that distance the casualty was frequently obscured by breaking waves. Helmsman Ward continued his approach at reduced speed, with the lifeboat now taking on more water than the self bailers could clear. Nevertheless, choosing his moment carefully between breaking waves. Helmsman Ward made a sharp turn to port and successfully brought the lifeboat port side to the upturned dinghy, which was held fast by her mast submerged in the sand.

Working together the crew first pulled in the survivor who was not wearing a lifejacket and then the remaining three. Within a minute the lifeboat reported that all four were on board.

The water in the lifeboat was now level with the top of the sponsons, running over the transom as the lifeboat was lifted by the heavy seas.

While trying to clear the casualty, the lifeboat's outboard engine propeller was fouled by a halyard from the dinghy.

Crew Member Allen instantly entered the water to try to hold the bow head to sea, while Crew Member Thomas also tried to hold the bow up by means of an oar shipped over the starboard side and Helmsman Ward tried to clear the propeller. The propeller was entangled with four full turns of polypropylene rope, the standing part of the rope still made fast to the dinghy thus effectively anchoring the lifeboat by her stern. This made it impossible for Helmsman Ward to gain enough slack on the rope to free it.

Meanwhile, Crew Member Allen, stationed at the bow with water at chest height but frequently being lifted six feet with the boat, realised he was fighting a losing battle trying to keep the boat head to sea. So, seeing the obvious difficulty Helmsman Ward was experiencing in freeing the propeller, he decided to join him at the stern. He made his way aft between lifeboat and dinghy.

At 1640 the Coastguard lookout, seeing the lifeboat to be in serious trouble, alerted RNAS Culdrose.

By now the lifeboat had slewed around on the halyard which was holding the propeller fast. Crew Member Thomas was still trying to hold her head up into the wind, but she was practically beam on to the sea and continually shipping water. Helmsman Ward passed the boat's knife to Crew Member Allen who cut the offending halyard, the helmsman was then able to disentangle the rope, and with this sudden release the lifeboat came back head to sea. Crew Member Allen, who had sustained a rib injury during his efforts in the water, was by this time extremely cold; he was unable to help himself, so Crew Member Thomas seized him and hauled him on board.

Restarting the engine first time.

Helmsman Ward thought of making an emergency landing on the beach 400 yards away but, with the lifeboat so heavily laden, there was no response to the helm and with a maximum speed of only 8 knots he was committed to going in the direction he was heading, out to sea.

With his two crew throwing their weight forward to combat the force of the breaking waves, therefore. Helmsman Ward set to the task of getting the lifeboat out beyond the surf line. He successfully negotiated ten six-foot breaking waves before finally coming clear of the surf. At first the lifeboat simply drove through the oncoming waves with heavy water breaking overall; as speed increased between the waves, however, the water within the boat cleared through the self bailers, allowing her enough power to take on the waves.

By 1643 the lifeboat was clear of the broken water and course was set for St Ives Harbour. The Coastguard now cancelled the helicopter.

On the return passage, with the rough seas on the starboard bow, speed was at first kept down to 12 knots. Crew Member Thomas treated the four survivors, who were suffering from hypothermia, but during the course of the passage he became particularly concerned about one of them who appeared to be concussed. At his request, Helmsman Ward increased to full speed. Crew Member Allen, who was operating the radio, did not realise there was to be a change of speed; his weakened state preventing him from taking a proper hold meant that he fell overboard. He was, however, promptly picked up and St Ives Harbour was reached at 1654. The four dinghy sailors and Crew Member Allen were taken to hospital by waiting Police cars. The lifeboat, which had been damaged, was rehoused at 1710 and taken off service for repair; the next day, Friday April 9, she was temporarily replaced with a relief D class lifeboat.

For this service the bronze medal was awarded to Helmsman Eric T. Ward and the thanks of the Institution inscribed on vellum were accorded to Crew Members William J. Thomas and Philip Allen.

Ireland Division Sinking trawler DUNMORE EAST PILOT STATION informed the deputy launching authority of Dunmore East lifeboat station at 1035 on Monday October 12, 1981, that the trawler Wheal Geavor, with a crew of three, was disabled and making water; she was 19 miles south east of Hook Head and in urgent need of help.

Maroons were fired and the lifeboat crew collected a portable salvage pump from the harbour before boarding. At 1050 Dunmore East 44ft Waveney lifeboat St Patrick slipped her moorings and set out on service under the command of Coxswain/Mechanic Stephen Whittle.

It was a fine morning with a fresh breeze, force 5, blowing from the north west and a moderate sea running. High water had been at 0520.

On clearing harbour. Coxswain Whittle headed towards the casualty at full speed and, with following seas, a good passage was made. At 1120 the Irish naval patrol boat LE Aisling reported that she had a sent a boarding party to the trawler with a salvage pump and that she was passing a tow. The position of the casualty was 21 miles off Hook Head.

St Patrick arrived on scene at 1230 together with a small coastal tanker MV Banwell. She was asked to stand by while Banwell placed a salvage pipe aboard Wheal Geavor. LE Aisling continued to tow the trawler towards Waterford at about three knots.

At 1240 the tanker adjusted speed alongside the trawler's port side and passed a suction hose aboard. Attempts to pump, however, were not successful and at 1305 the lifeboat crew noted an appreciable settlement of the casualty.

St Patrick moved in close and advised 'abandon ship'. By 1312 it was obvious that the trawler was sinking and she was listing to starboard. Six men jumped to safety aboard Banwell but Cadet Foskin remained to let go the tow.

The trawler's list was increasing rapidly and Coxswain Whittle decided to go in and rescue the cadet without delay. With his crew ready on the foredeck, and remaining there despite the danger from the casualty's listing mast and gallows, the coxswain brought the lifeboat alongside the trawler's starboard side and held her bow hard against the trawler while Assistant Mechanic Sean Kearns and Crew Member Patrick Glody snatched the cadet from the well deck and pulled him aboard. He then drove the lifeboat full ahead clear of the trawler just before she sank. At 1315 St Patrick went alongside Banwell and took off the three fishermen. LE Aisling sent a launch to collect her boarding party.

St Patrick arrived at Dunmore at 1510, landed the three survivors and was refuelled, remoored and ready for service at 1600.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Coxswain/Mechanic Stephen Whittle, Assistant Mechanic Sean Kearns and Crew Member Patrick Glody.

South East Division Tug on fire THAMES COASTGUARD informed Southend- on-Sea lifeboat station at 1130 on Saturday March 21, 1981. that the tug Laity Fwas on fire near No 3 Sea Reach Buoy. The crew assembled and took the transport down Southend Pier and at 1148 Southend's Atlantic 21 rigid inflatable lifeboat launched on service; she was manned by Helmsman Paul Gilson and Crew Members Glyn Gilson and Paul Manners.

It was an overcast morning but with good visibility. A force 8 gale was blowing from the south west. It was two hours before high water.

The Atlantic's speed had to be kept down to about three-quarters because of short, rough seas and heavy spray, and on her way she was informed that the Sheerness 44ft Waveney lifeboat Helen Turnbull had launched and an RAF Wessex helicopter had been scrambled from Mansion. As the Atlantic approached the tug, at 1154, three men could be seen on deck wearing lifejackets. The heat could be felt from the side of the tug and the men shouted that the fire was in the engine room and it had been battened in. As there was a risk of explosion, Helmsman Gilson immediately took the Atlantic alongside the tug's starboard side, to leeward, and two men were taken off, one a river pilot and one a crew member. The master refused to leave and the Atlantic pulled clear to a safe distance.

The tug was making considerable leeway, so the Atlantic approached again and a rope was put on to the casualty's bow in an attempt to hold her head up to weather. It proved impossible for the Atlantic to hold her, however, and the tow was slipped.

The pilot was not a young man and, as he was getting very wet and being thrown about, the Atlantic asked the helicopter to lift him off; the lift was safely accomplished at 1206.

Sheerness 44ft Waveney lifeboat, under the command of Coxswain/ Mechanic Charles Bowry arrived at 1210. She took the tug in tow and, escorted by Southend's Atlantic 21, made for Leigh River. At 1214 the fire was seen to have burnt itself out and at 1240, in the lee of Marsh End Sands, the tow was passed to the tug Eugenia and Laity's crew member was put back on board!. Both lifeboats returned to their stations.

Southend's Atlantic 21 arrived at 1255 and was rehoused and ready for service at 1310; Sheerness's Waveney arrived back at 1503.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Helmsman Paul D. Gilson and Crew Members Glyn D. Gilson and Paul W. Manners.

South West Division Capsized tender ON THE AFTERNOON of Tuesday December 22, 1981, Derek Scott, coxswain of The Mumbles lifeboat, was at his home overlooking the seafront when, at 1555, he heard cries for help. Scanning the bay with his binoculars he saw two men clinging to an upturned tender about 350 metres offshore; they had been returning from their yacht in the tender when they had lost an oar and capsized trying to retrieve it.

Coxswain Scott immediately telephoned Swansea Coastguard to tell them he was going to the aid of the two men. With the help of Second Coxswain/ Mechanic Alan Jones, who just happened to be at hand. Coxswain Scott launched his own 10ft clinker built dinghy from the promenade of Southend Beach. Because of the small size of the boat he thought it best to row out alone and began with powerful strokes to cover the 350 metre distance.

The afternoon was freezing with a gentle breeze, force 3, blowing from the east. The slight to moderate sea was short and choppy and it was just after high water.

Coxswain Scott reached the capsized tender at 1606. The two men, weighed down by heavy clothing and suffering from the severe cold, were unable to help themselves. By great physical effort and skilful rocking of his boat.

Coxswain Scott managed to haul the more seriously distressed of the survivors aboard. Despite several exhausting efforts it proved impossible, however, to pull the other man into the boat, so Coxswain Scott told him to cling on to the stern while, as a precaution, he first passed a rope round him and secured it and then rowed for the shore as quickly as possible. With the ebb tide pushing against him, the extreme cold, and the toll of his previous efforts, it was a very arduous row. but the shore was reached at 1621. The two survivors were landed and taken by a waiting ambulance to hospital where they were treated for hypothermia and later discharged.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain L. Derek Scott, BEM.

South West Division Fall from cliff INFORMATION that a man had fallen over the cliff near the Western Carricks was given to St Ives station honorary secretary by Land's End Coastguard at 1351 on Wednesday August 26, 1981, and he was asked to launch the D class inflatable lifeboat. Knowing that a crew was available within the immediate harbour area, the honorary secretary sounded the klaxon at the boathouse.

St Ives D class inflatable lifeboat launched at 1357, manned by Helmsman Philip Allen and Crew Members Ian Tanner and Ian Lowe, and set out for the casualty. It was a fine, sunny day with a light variable wind. With only one hour to go before high tide. Helmsman Allen was able to keep close inshore, sometimes passing between the land and the rockheads. The 3'/t miles to the reported position of the casualty was covered in the shortest possible time, and the lifeboat arrived at 1409.

From radio reports received from the Coastguard, Helmsman Allen knew that a man walking along the Coastal Path had seen another man, in swimming trunks, stumble down a steep, grassy slope and then disappear from sight. The inflatable lifeboat searched from east to west, then back eastwards, stopping once to consult a man on the shore, but he had seen nothing.

The lifeboat was again sweeping west when a Wessex helicopter from RNAS Culdrose arrived overhead. Both lifeboat and helicopter continued the search and then the helicopter asked the lifeboat to follow her into a cove. The man had fallen down a blow hole, at Trevail Bottoms, into which water from a stream was flowing and the entrance of which was obscured by large rocks.

Only a helicopter could have seen the man, but although she hovered off the entrance and lowered her winchman and stretcher, the blow hole was too narrow to accommodate either, and they had to be lowered outside.

The lifeboat followed the helicopter into the rock-strewn cove. Helmsman Allen put Crew Members Tanner and Lowe ashore as close to the entrance of the blow hole as he could without endangering the boat, and then waited in the lee of a large rock.

Within the cove, a low ground swell was creating four to five feet waves, which demanded great care on the part of the two lifeboatmen and slowed down their progress. Seeing that the winchman needed immediate help.

Helmsman Allen secured the inflatable lifeboat in the lee of the large rock and then swam to the entrance of the blow hole.

The casualty, a heavy man, had massive head injuries as he had fallen and tumbled a total of 80 feet, landing on rock. Winchman and helmsman placed him in the stretcher and secured him carefully. Crew Members Tanner and Lowe, by a combination of climbing, scrambling and swimming, now arrived to help the winchman. so Helmsman Allen swam back out to the lifeboat to prepare, if necessary, for embarking the stretcher.

The helicopter, meanwhile, returned to the entrance of the blow hole, hovering very close indeed to the rock face. The winch wire was lowered, then manoeuvred so that it could be reached and hooked on to the stretcher. The two lifeboat crew and the winchman guided the stretcher some eight feet to seaward and then winchman and stretcher were lifted in one rapid movement. The helicopter set off immediately to Trellisk Hospital, Truro.

Helmsman Allen brought the lifeboat towards the entrance of the blow hole and Crew Members Tanner and Lowe loaded the helicopter strop, blanket and first aid kit and climbed back on board.

At 1425 the lifeboat cleared the cove.

She returned to station at 1445 and was once again ready for service at 1500.

The hospital staff needed to identify the casualty so that next of kin could be asked whether there were any medical characteristics or allergies about which they should know. A cliff rescue team had searched the cliff path for anything belonging to the man, but nothing could be found. As it was a matter of vital importance, at 1646 St Ives was asked to launch the D class lifeboat again.

Helmsman Allen was in command as before but this time with Anthony Carter and James Stevens as crew.

At 1700 the three men landed at Trevail Bottoms and searched extensively both in the gully and along the surrounding shoreline. Then, after estimating the set and drift of the tidal stream since the man fell over the cliff, the lifeboat started a sweeping search seawards. Despite the chop which had now developed on the sea, the lifeboatmen found a shirt and a camera case awash some six or seven cables north of Trevail Bottoms. A tiny tube of ointment bearing a dispenser's label was found in the camera case from which the Police were able to gain a full identification of the casualty.

The D class lifeboat returned to St Ives at 1820 and was rehoused by 1830.

It had been a rescue which neither the helicopter nor the lifeboat could have achieved alone, but working together they had been able to bring a difficult task to a successful conclusion.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Helmsman Philip Allen and letters of appreciation signed by Rear Admiral W. J Graham, director, were sent to Crew Members Ian Lowe and Ian J. Tanner. A letter signed by Admiral Graham was also sent to Captain R. C. Dimmock, commanding officer of RNAS Culdrose, expressing the Institution's appreciation to the helicopter pilot, Lt K. Wyman, and the winchman, Petty Officer Aircrewman M. Cockerill.

Ireland Division Storm search THE STATION HONORARY SECRETARY of Courtmacsherry Harbour lifeboat station was informed at 1428 on Saturday December 19, 1981, that a fishing boat had been seen to capsize and sink off Barry's Point. Maroons were fired and at 1445 Courtmacsherry lifeboat, the 47ft Watson Helen Wycherley slipped her moorings and set out on service under the command of Second Coxswain/ Mechanic Brendan Madden.

A fresh to strong south-easterly breeze, force 5 to 6, was blowing in the river, with a moderate sea running.

Visibility was poor in the continuous heavy rain. High water was at 1130.

Acting Coxswain/Mechanic Madden pressed on at full speed but had to reduce speed at the bar where conditions were exceptional, with a heavy onshore sea running against the ebb tide. The lifeboat pounded heavily several times and shipped heavy water aboard. With storm force 10 southeasterly winds clear of the land, the seas in Courtmacsherry Bay were violent.

Acting Coxswain Madden set a course for Barry's Point at half speed, but he used full power at times to maintain course. Visibility was severely affected by spray and heavy rain.

The lifeboat arrived off Barry's Point at 1520 and began searching for survivors; such were the conditions that it was not possible to distinguish the dangerous low reef around Horse Rock 3'/2 cables off the point. Weak RT communications were established with Milford Haven Coastguard at 1525, and they reported that a helicopter had been requested.

The search was continued north of Barry's Point and the lifeboat established good RT communications with Ballycotton Lighthouse from 1605 onwards.

Meanwhile, a shore search was organised by Noble Ruddock, a former RNLI Irish district engineer, and the lifeboat was directed towards wreckage sighted on the surface. At 1620 a sleeping bag was recovered about three cables north of Barry's Point and the lifeboat checked flotsam and oil, but found no sign of survivors.

At 1701 Ballycotton Lighthouse relayed confirmation of the position where the casualty was seen to sink, and at 1720 a Sea King helicopter from RAF Brawdy arrived on scene and began a search. The lifeboat continued to search the area between Barry's Point and the approaches to Courtmacsherry Harbour.

At about 1900, while heading south at slow speed, the lifeboat fell off a heavy wave on to her starboard shoulder and heeled over almost 90 degrees. Except for a lookout, the crew were either in the wheelhouse or cabin, the lifeboat recovered and no one was hurt.

By 2000 it was considered that there was no chance of recovering survivors alive and at 2010 Acting Coxswain Madden was advised by the honorary secretary to cease searching and seek shelter. Shortly afterwards the helicopter abandoned the search.

Acting Coxswain Madden headed for Broadstrand Bay and anchored close north west of Quarry Point; he and Acting Second Coxswain/Assistant Mechanic Jeremiah O'Mahony took it in turns to stay at the wheel and engines were used to reduce the strain on the anchor cable. The wind gradually veered south and by 2300 had dropped to a moderate southerly breeze, force 4.

An hourly call was made to Ballycotton Lighthouse.

Anchor was weighed at 0730 the next day, Sunday December 20, and the search resumed between Barry's Point and Courtmacsherry Harbour bar. The wind was now south westerly force 2 or 3 but a heavy sea was still running and visibility was poor.

At 0830 the Irish warship LE Emer arrived and began to search, and at 0855 Acting Coxswain Madden streamed the drogue, crossed the bar and returned to station, securing alongside the Town Pier at 0900. The lifeboat was refuelled and back on her mooring, ready for service, at 1130.

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

Brendan Madden. A letter of appreciation signed by Rear Admiral W. J.

Graham, director, was sent to Noble Ruddock.

East Division Two calls NEWTON AUXILIARY COASTGUARD informed the honorary secretary of Craster lifeboat station at 1100 on Saturday May 1 that three men had moored their fishing boat at Newton Haven, a few miles to the north of Craster, and, trying to row ashore, had been blown on to rocks. Maroons were fired and the D class inflatable lifeboat was launched on service at 1110.

It was an overcast, gusty, morning with sleet showers and a near gale, force 7, blowing from north west. It was one hour after high water.

The inflatable lifeboat left harbour and headed north with Crew Member Keith Williams on the helm. Once Castle Point had been cleared the full weight of the wind was felt and in seas which were rough, short and broken speed had to be reduced to half. As the lifeboat approached Newton Haven, Crew Member Neil Robson, the more senior man with greater local knowledge of the outlying rocks, took over the helm. The three fishermen were sighted, stranded on the rocks, and by 1120 the lifeboat was being taken in towards them.

Just at that time an RAF Sea King helicopter arrived overhead and the lifeboat held off while a winchman was put down to check the situation; it was decided that the lifeboat should take off the fishermen. So, unlocking the outboard engine and holding it in position to reduce the danger of damage among the rocks, Helmsman Neil Robson approached from the lee side and, by 1140, the three fishermen had been safely taken aboard the lifeboat. The seas at this time were five to six feet high.

The survivors were landed in Newton Haven Bay and the lifeboat returned to station, arriving at 1230. She was rehoused, refuelled and ready for service by 1240.

A quarter of an hour later Newton Auxiliary Coastguard reported to Craster honorary secretary that a dinghy had capsized off Newton Haven after hitting a submerged rock and a man had been thrown into the water. Manned by the same crew as before, Craster's D class inflatable lifeboat was launched on service again within minutes.

With the wind still north west force 7 and the seas rough, the lifeboat once again made the passage to Newton Haven, arriving at 1310. She started a search of the area but, finding no one, beached at 1330 for further information.

A woman who had seen the incident told the lifeboatmen that the man from the dinghy had managed to get ashore.

By 1400 the inflatable lifeboat was back at station and by 1430 she was rehoused. As, on the return passage, loss of engine power had been experienced, the boat was put off service until repairs could be made. She was back on service again by 1600 the following day.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Helmsman A. Neil Robson and Crew Member J. Keith Williams.

Scotland South Division Dinghy capsize A LIFEBOATMAN, John Strachan, who is skipper of a ferry running from Largs Pier to Cumbrae, and Matthew Ramsay and Donald McMillan, skippers of fishing vessels Sea Nymph and Mhari Bhan, who were mooring their boats at Largs Pier, heard shouts at about 1755 on Wednesday October 7, 1981, and saw that an 8ft dinghy had capsized between the pier and the lifeboat slipslipway; the dinghy had just left the 30ft motor vessel Sea Witch which was moored about 150 metres from the shore. It was a squally afternoon with a fresh to strong breeze, force 5 to 6, blowing from north west. The sea was rough.

The skippers of the two fishing vessels immediately put to sea while John Strachan and another lifeboatman, Henry Crawford, ran to Largs lifeboathouse and fired the maroons. The station honorary secretary arrived and within minutes the Atlantic 21 rigid inflatable lifeboat was launched manned by Helmsman Henry Crawford and Crew Members John Strachan, Ronald Forrest and Alan Currie.

The Atlantic 21 had reached the area by 1802 and one man was rescued almost immediately with help from Mhari Bhan. Another man was clinging to the rudder of a moored boat; the lifeboat could not get close enough to grab him, so Crew Member Strachan, seeing that the man was exhausted, immediately jumped into the water with a lifeline and supported him until they were both picked up by the lifeboat.

The two survivors were landed on the beach, but John Strachan, although wet and cold, remained aboard the lifeboat until the end of the service.

A third survivor was picked up by Sea Nymph and the Atlantic 21 took this man aboard and landed him on the beach. A doctor and ambulance were standing by and all three survivors were taken to hospital.

There had been a fourth man in the capsized dinghy but nothing had been seen of him. The Atlantic 21 returned to the area to search together with MFVS Mhari Bhan, Sea Nymph and Girl Jean and pilot cutter Ganstock. A helicopter, scrambled from HMS Gannett at 1829, arrived overhead at 1856; Ardrossan Coastguard mobile arrived at 1843 and organised shore parties; the fire service arrived at 1915 and set up lights on the beach; Largs Pier staff and many others were helping. Despite a thorough search from sea, air and land, however, no sign could be found of the missing man and at 2022 all services were stood down and the search called off.

The Atlantic 21 returned to station at 2025. Throughout the service Helmsman Crawford had had some difficulty in manoeuvring in the rough weather as the port engine of the lifeboat had seized on launching because of gearbox failure. On the lifeboat's return, Fleet Mechanic George Miller fitted a new gearbox and tested it. The lifeboat was then refuelled, washed down and rehoused.

For this service a letter of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, was sent to Crew Member John Strachan. In another letter, addressed to Mr J. Duffield, Largs honorary secretary. Admiral Graham expressed the Institution's appreciation to Helmsman Henry Crawford and Crew Members Ronald Forrest and Alan Currie and all members of the team who had helped in the search.

The next day, Thursday October 8, the Atlantic 21 launched again at 0800 manned by Helmsman Henry Crawford and Crew Members Colin Grant and William Anderson; they took out Crew Members John Strachan and Stewart Smith, both of whom are qualified divers, with their diving equipment.

The body of the missing man was found and recovered. The lifeboat returned to station at 0910 and was rehoused at 0915.

East Division RSPCA award ON WEDNESDAY AugUSt 12, 1981, Hlinstanton's D class inflatable lifeboat was called to a speedboat which, unoccupied except for a dog, was spinning round and round out of control off South Beach. The man who had been driving it had fallen over the stern after the water skier he had been towing had also fallen; both had been recovered from the water before the lifeboat arrived. With great difficulty. Crew Member Arthur Osborne was put aboard the speedboat, brought it under control and landed both the boat and the dog, a spaniel, safely on the beach.

For this service, which was reported in the spring 1982 issue of the THE LIFEBOAT, the Royal Society for the Prevention of Cruelty to Animals has awarded a certificate of merit to Helmsman Alan J. Clarke and Crew Members Arthur E. Osborne and John Connors.

Scotland South Division In rock cleft WHILE ON PASSAGE from Carrick Fergus to Portpatrick on Monday August 3, 1981, the 32ft motor sailer Maureen II suffered engine failure. She continued under sail but, trying to enter harbour, she ran into difficulties and was carried on to rocks a quarter of a mile to the north.

Clyde Coastguard informed the deputy launching authority of Portpatrick lifeboat station of the situation at 0615.

Maroons were fired and Portpatrick's 47ft Watson lifeboat The Jeanie slipped her moorings at 0632 under the command of Staff Coxswain Tom Beattie. A cliff rescue team was also called out and approached the casualty from the cliff top.

There was a gentle breeze, force 3.

blowing from the south west but the sea was moderate with a fair swell running.

The tide was on the ebb.

When the lifeboat reached the scene, at 0650, she found that Maureen II was in a rocky cleft, being thrown on the rocks either side by the sea, and it would be impossible for The Jeanie to approach her. Rocket lines were tried but failed, so Robert Tyson, who had gone out with the lifeboat crew, volunteered to take a line across. He swam the 100 yards to the yacht with a line and passed it to a member of the cliff rescue team who was already on board; he himself was helped ashore and up the cliff by the CRE team. The line was made fast, the yacht pulled off the rocks to safety and then taken in tow by the lifeboat back to Portpatrick. The two boats arrived at 0710 and the three adults and two children on board were taken ashore. The lifeboat was back on her moorings, ready for service, at 0722.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation to Robert Tyson was sent to Portpatrick station honorary secretary. Mr D. P.

Brookes.

West Division Yacht aground HEARING, just after 1700 on Sunday September 13, 1981. that a yacht had grounded on the training bank off Buoy C6. Helmsman Edward Brown telephoned the honorary secretary of New Brighton lifeboat station. Almost immediately, as preparation was being made to fire the maroons, a request came from Liverpool Coastguard to launch to the aid of the 28ft steel hulled yacht Blue Tango.

At 1712 New Brighton's Atlantic 21 rigid inflatable lifeboat was' launched manned by Helmsman Brown and Crew Members Anthony Clare and Robert Robertson. It was a fine, clear evening but with a fresh to strong breeze, force 5 to 6, blowing from west south west and gusting to near gale, force 7. The sea was moderate to rough and there was a moderate west-south-westerly swell.

The forecast was that the weather would deteriorate.

Blue Tango was hard aground on the west training bank, seven miles north north west of the lifeboat station. On arrival, the Atlantic 21 ran the yacht's kedge anchor out into deeper water to the west to prevent her drifting further ashore as the tide rose, and shipping was asked to ease speed in passing.

At 1900. after a good deal of bumping and surfing in the heavy sea and swell in the making tide, the yacht came afloat.

The anchor held at first but then started to drag and the yacht knocked across the training bank to the east. The Atlantic 21 lifeboat went round the end of the bank to meet her and escort her into the channel. In view of the deteriorating weather, however, and the yacht's slow progress, the lifeboat towed her to Alfred Basin. The lifeboat returned to station at 2100 and was rehoused and once again ready for service by 2130.

For this service a letter signed by Commander Bruce Cairns. RNLI chief of operations, was sent to Captain J. A.

Billington, New Brighton station honorary secretary, expressing the Institution's appreciation to Helmsman Edward B. Brown and Crew Members Anthony G. Clare and Robert F.

Robertson.

Scotland South Division Rising tide RAMSEY COASTGUARD informed the honorary secretary of Silloth lifeboat station at 1255 on Thursday February 11 that a man was stuck in the salmon nets at Dornock, two miles east of the River Annan, on the north side of the Solway Firth. At 1310 Silloth's Atlantic 21 rigid inflatable lifeboat launched on service manned by Helmsman Colin Akitt and Crew Members Ashley Litt and Philip Satterthwaite.

The weather was fair with a moderate to fresh breeze, force 4 to 5, blowing from west south west. The sea was choppy with a heavy swell. It was two hours before high water.

The casualty was one of the three wildfowlers who had walked out to examine the terrain. The tide was rising and the man and his pointer dog were stranded when a gully filled with water.

His friends advised him to go to the T section of a salmon net while one of them went to dial 999. At this time it was estimated that there was about six feet of water below him. As the sea gradually deepened he climbed towards the top of the post, eventually having to release his dog. which swam ashore. He clung to the post for almost an hour.

When the lifeboat arrived, at 1336 the wildfowler was clinging to the top of the T section of the post in about 30 feet of water and about 60 yards from the shore. The tide was extremely fast running and the nearest the lifeboat could be brought to the post was 10 to 12 feet; by this time the man was also suffering from the effects of exposure.

Crew Member Litt climbed along the top rope of the salmon net through a current described as ferocious and brought the man safely to the lifeboat; during the passage to Annan, where he was transferred to an ambulance, the wildfowler was treated for exposure and hypothermia. The lifeboat was back on station at 1442.

For this service a letter of appreciation signed by Commander Bruce Cairns, chief of operations, was sent to Crew Member Ashley Litt. In a letter to George G. Egdell. Silloth honorary secretary, which was accompanied by a donation to the Institution, the survivor wrote; T suppose it was a routine job for the crew, but I can assure you for myself it was the opposite. I will not forget sighting the boat on the horizon and landing in the bottom of the lifeboat freezing with cold . . . Once again will you express my sincere thanks to all your lads at Silloth and throughout the RNLI.' West Division Running into danger ON THE AFTERNOON of Friday September 11, 1981, the 26ft yacht Kerry left Douglas, Isle of Man, bound for Glasson Dock, Lancaster, crewed by two men.

Although the weather and visibility were good, there was a fresh to strong breeze, force 5 to 6, blowing from the south west and the sea was rough and one of the crew became badly affected by sea sickness. The yacht's owner tried to start the boat's engine but could not do so.

At 1927 Kerry called Ramsey Coastguard on VHP Channel 16 and was given a course to sail for Douglas, but as she approached land it became clear that her single-handed skipper would be running into difficulties and would need help. At 2015, when the yacht was some three or four miles off Douglas, Ramsey Coastguard telephoned the honorary secretary of Douglas lifeboat station, and at 2034 the 46ft 9in Watson R. A.

Colby Cubbin No. 1 launched on service under the command of Coxswain Robert J. Corran.

The lifeboat came up with Kerry, still under sail, at 2130 and with some difficulty because of the considerable movement of the two boats in the swell, Crew Member Steven Unsworth boarded the yacht to help. He lowered the sails, a tow line was passed and the yacht was taken to Laxey, where a doctor was waiting. The lifeboat returned to Douglas and was once again housed and ready for service at 2300.

For this service a letter of appreciation signed by Cdr Bruce Cairns, chief of operations, was sent to Crew Member Steven Unsworth. South West Division Fishing boat capsized A TELEPHONE CALL was received by the honorary secretary of Penarth lifeboat station at 1311 on Friday September 18, 1981, from The Mumbles Coastguard requesting the launch of the lifeboat: a message had come on VHP Channel 16 from the sand dredger Bowqueen reporting the sighting of two people clinging to an upturned boat (later found to be an 18ft GRP fishing boat) half a mile west of Ranie Buoy off Lavernock Point. Maroons were fired and at 1321 Penarth's D class inflatable lifeboat was launched manned by Helmsman Callum Couper and Crew Members Robert Ryan and Michael Hill.

It was an overcast afternoon, but clear, and a fresh breeze, force 5, was blowing from the south west. It was nearly three hours after high water.

The passage south to Ranie Buoy, in sheltered waters, was made at full speed. At the Ranie, however, the sea state was more severe, with wind against tide causing a rough, confused sea. Speed was reduced to enable a proper lookout to be maintained and to ensure that no unnecessary stress was placed on either the boat or the crew.

While searching off the Ranie, the lifeboat was told by the Coastguard that Bowqueen was alongside the casualty.

The sand dredger was sighted about two miles to the south west; course was set for her and despite the moderate to rough short, steep head seas, up to five feet high, full speed was maintained throughout the passage.

When the lifeboat arrived at the casualty she found that there had in fact been three men aboard the fishing boat.

Bowqueen had recovered one of them but the other two men, too cold to help themselves, were clinging on, head and shoulders above water, to a safety net which had been hung down over Bowqueen's port side.

Bowqueen was stopped in the water heading east north east so that, as the lifeboat came alongside the safety net, she was in the sand dredger's lee. The two survivors were extricated from the net, not without difficulty, and taken on board the lifeboat. Each was helped into a survivor's lifejacket, positioned low in the boat and covered with an exposure sheet to prevent further heat loss.

Helmsman Couper was intending to land the two fishermen on Sully Beach, to the north, but while on the way there a helicopter from RAF Chivenor arrived overhead. While Helmsman Couper maintained steerage way into the wind, the two men were quickly lifted into the helicopter. The third man was lifted off Bowqueen and all three were landed at Cardiff Royal Infirmary.

The rescue completed, Penarth D class lifeboat returned to station at full speed, but giving the confused waters of Ranie Race a wide berth. She arrived at 1400 and a quarter of an hour later had been refuelled, washed down and rehoused ready once again for service.

For this service letters of appreciation signed by Cdr Bruce Cairns, chief of operations, were sent to Helmsman Callum Couper and Crew Members Robert Ryan and Michael Hill.

South West Division Injured boy IN THE EARLY EVENING of Monday May 10, a skin diver, David Morrison, was ashore at Bovisand Beach, 2!/2 miles south east of Plymouth lifeboat station, when he saw a boy trying to attract attention on the opposite side of the bay. Telling a girl who was with him that if he waved, help was needed, Mr Morrison swam across the bay and found that the boy was injured; he had fallen from the cliffs and was cut off by the tide. On seeing a wave the girl went for help while Mr Morrison made the boy comfortable, removed some of his wet clothes and put his own wet suit top on him.

At 1803 Brixham Coastguard telephoned the honorary secretary of Plymouth lifeboat station. The crew of the 18ft 6in McLachlan lifeboat on duty at the boathouse prepared to launch immediately and the lifeboat slipped her mooring at 1809; Emergency Mechanic Keith Rimmer was in command with Crew Member George Parker as his crew.

It was a fine evening with a moderate to fresh, force 4 to 5, south-easterly wind. The sea was choppy with a slight swell; it was about two hours before high water.

Arriving off Bovisand Beach at 1820 Helmsman Rimmer went ashore, leaving Crew Member Parker to look after the boat. He dressed the boy's injured knee, used a boathook as a splint for his leg and wrapped him in a survival blanket. Plymouth and Yealm Coastguard cliff rescue team then arrived.

With the help of Helmsman Rimmer and Mr Morrison, they strapped the boy into their Neil Robertson stretcher and hauled him up the cliff to a waiting ambulance.

Helmsman Rimmer rejoined the McLachlan lifeboat at Bovisand Fort at 1921 and by 1930 the lifeboat was back on her mooring and once again ready for service.

For this service a letter of appreciation signed by Commander Bruce Cairns, chief of operations, was sent to David Morrison.

West and South West Division Snow IN THE SEVERE SNOW STORMS last January lifeboatmen from several stations in Wales played an important part in helping to get medical supplies and food through to villages which were cut off by deep snow drifts and impassable roads and could only be reached by sea.

At 0700 on Monday January 11 the honorary secretary of New Quay (Dyfed) lifeboat station was asked by the Coastguard and by the honorary medical adviser for help in taking urgent medical supplies for children stranded in camp near Llangranog, seven miles south west of the lifeboat station, and also medical supplies and bread for villages along the route.

New Quay's 37ft Oakley lifeboat Bird's Eye launched at 0720 under the command of Second Coxswain Idris Evans. Coxswain David Evans was already making similar supply runs to the north east of the town in his own fishing boat. Bird's Eye took with her the coxswain's outboard dinghy to help with landing the supplies and three extra crew members, David Holeyman, Mark Rees and Roger Davies. were embarked to man this boat.

It was a fine day with good visibility and a gentle north-easterly breeze. The sea was moderate.

On the way along the coast a man was seen waving frantically on a cliff top.

Acting Coxswain Evans investigated and found that the man's six-month-old baby had no baby food. This was obtained in Aberporth and landed by the dinghy, together with medical supplies and bread, on the open beach at Llangranog. It was 1630 by the time the lifeboat was back on station.

The next day, Tuesday January 12.

Bird's Eye had launched by 0840, and once again worked to the south west of New Quay under the command of Second Coxswain Idris Evans while Coxswain David Evans worked to the north east in his own boat. There was a moderate sea with a heavy swell running and while ferrying food and medical supplies ashore at Llangranog Beach the dinghy was swamped and her three crew that day, David Holeyman, David Williams and Daniel Potter, were thrown into the surf. A helicopter returning from another urgent supply mission later picked up the three men from the beach and landed them back aboard the lifeboat, after first helping to land supplies at Tresaith Beach. In the meantime, however, Bird's Eye had gone on down the coast to Aberporth and brought back another dinghy manned by three Aberporth men. Waves also broke over this dinghy on her way to Llangranog Beach with supplies from the lifeboat, but she reached the beach safely.

It was 1845 by the time Bird's Eye returned to New Quay and was rehoused.

The next morning, Wednesday January 13, she was out again from 0830 to noon, taking food and medical supplies to Llangranog and Cwmtudu. The coxswain's dinghy was also recovered.

Coxswain David Evans himself took his fishing boat to Aberaeron to pick up a surgeon who was to operate on a patient in Aberystwyth.

Aberystwyth D class inflatable lifeboat was launched on the morning of Tuesday January 12 to go out to meet a fishing boat bringing in people from New Quay and taking back medical supplies and yeast. There were breaking seas on the harbour bar and the skipper of the fishing boat had no knowledge of the area. The inflatable lifeboat, manned by Helmsman Thomas Ridgeway and Crew Members David Davies and Peter Heading, launched at 0900 and had returned to station by 1000.

On the South Wales coast, Porthcawl was isolated by an extremely heavy snow fall on Friday January 8 and the roads in the surrounding area were blocked by deep drifts for six days. By Tuesday January 12 the local chemist was out of a number of drugs urgently needed and Porthcawl station honorary secretary was asked to help. Arrangements were made with the berthing master at Swansea for the necessary drugs to be available for loading at Swansea Dock entrance, and at 1400 the station's D class inflatable lifeboat" set out, manned by Helmsman Alan Edwards and Crew Members Philip Missen and Victor Davies. She returned with the drugs at 1630. The Town Mayor of Porthcawl wrote to thank Mr R. D. Howell-Jones, station honorary secretary, and the lifeboat crew for their help and a donation to the station was received from the chemist.

South West Division Outboard failed A SMALL BOAT which had fired a hand flare off Crackington Haven was reported to the honorary secretary of Bude lifeboat station by Hartland Coastguard at 1500 on Saturday May 29. Maroons were fired and at 1505 the D class inflatable lifeboat, manned by Helmsman Jonathan Ball and Crew Members Timothy Marshall and William Cook, was launched into high surf.

It was a fine afternoon but a fresh breeze was blowing from the south east.

The sea was slight but there was a swell and the tide was ebbina so that at the harbour entrance the waves were rougher and the ground swell heavy.

Once out of the harbour the lifeboat made for the casualty, eight miles west south west of Bude, at full speed. The small boat was found, with her crew of two, drifting towards Pencannow Point; her outboard engine had failed, the sheer pin broken.

The casualty was towed out of immediate danger and then, because of the ground swell on Bude Harbour bar and the ebbing tide, she was brought alongside the lifeboat, made fast and towed the five miles to the nearest harbour, at Boscastle. When they arrived, Boscastle Harbour had dried out, so the casualty was beached and her crew landed.

The lifeboat returned to station at 1715 and, as Bude Harbour had also dried out by that time, she was recovered by Land Rover. She was rehoused by 1750.

East Division Dinghy and canoe A SAILING DINGHY with two boys on board capsized in a fresh south westerly breeze, force 5, about three miles west north west of Redcar lifeboat station on Saturday May 22. The D class lifeboat launched at 1612 manned by Helmsman Paul Wilson and Crew Member David Cocks. They found that one boy had been helped ashore by a canoeist; the other had righted the dinghy but could not sail it in the increasing wind. The.

boy was taken aboard the lifeboat and the boat taken in tow. It was then found that the canoeist was also having difficulty making headway, so this boy and his canoe were taken into the lifeboat.

The two boys were safely landed, with their boats, at 1630 and the lifeboat was rehoused by 1715..