East Division MFV on lee shore THE LAUNCHING AUTHORITY Of Whitby lifeboat station was informed by Tees Coastguard at 0725 on Thursday April 8, 1982, that the coaster Nesam had observed the 60ft fishing vessel Rayella broken down in an onshore gale three to four miles east of Whitby; it was requested that the lifeboat should prepare for a call. The crew assembled at the boathouse and after discussion between Coxswain/Mechanic Peter Thomson and the launching authority it was decided that the lifeboat should launch to stand by the fishing boat. At 0815, therefore, Whitby's 44ft Waveney lifeboat The White Rose of Yorkshire slipped her moorings and set out on service.

It was an overcast morning but visibility was good. A force 8 gale was blowing from north north west and it was three hours after high water.

By 0820 the lifeboat was clearing Whitby Harbour and speed had to be reduced as she met the rough seas and heavy swell caused by the ebb tide meeting the full force of the northerly gale. Once past Whitby Bar Buoy a coaster thought to be in the vicinity of the fishing vessel was sighted three miles north east of Whitby High Light and at first the lifeboat headed for her.

At 0900, however, it was learned that Rayella was further south, so the lifeboat changed course to south east by south and, a quarter of an hour later, came up with the fishing vessel. Rayella had dropped anchor about IVi miles east north east of North Cheek and was lying head to the rough seas and heavy swell; she was arranging a tow from a sister ship in the Tyne.

The gale was still blowing from north north west and there were occasional flurries of snow. By 1000 it could be seen from the lifeboat that Rayella was dragging her anchor down towards a lee shore, so Coxswain Thomson decided to take her in tow. He manoeuvred the lifeboat's starboard quarter close to Rayella's port bow, taking care to clear her anchor warp in the heavy seas, and a line was passed. The fishing vessel slipped her anchor and, with the full length of the towline paid out. the tow was started heading into the seas and away from the coast.

Because of the size of the casualty and the rough seas and heavy swell there was no question of trying to turn and run down wind to Scarborough with the tow; it was also impossible to enter Whitby. So, as a sister fishing vessel, Nimrod, was on her way from the Tyne to take over the tow, the lifeboat continued to tow the casualty away from danger, heading into wind and seas and using helm and engines to ease the surge on the towline. For the next five hours a speed of IVi knots over the ground was made good.

At 1500, five miles north of Whitby, Nimrod was sighted and a quarter of an hour later the lifeboat slipped her tow and stood by while a towline was passed between Nimrod and Rayella. At 1530 Nimrod and her tow were under way; they arrived in the Tyne, a distance of 34 miles, 12 2 hours later. The lifeboat, meanwhile, turned for home.

By now the gale was gusting up to force 9, giving a very rough sea and a heavy short swell near the land, and there were still occasional flurries of snow. Knowing that the sea would be very confused at the entrance to Whitby Harbour, Coxswain Thomson asked for a report both on the bar and at the entrance. Although the bar looked bad it was thought that it might be possible for the lifeboat to keep to the west and wait for a 'smooth' to slip into harbour.

At 1600 the lifeboat was approaching Whitby Piers, but after ten minutes Coxswain Thomson decided that conditions were too bad to try to enter harbour and he started back out towards the Bar Buoy to make for Scarborough.

As the lifeboat was heading out, however, a very large sea, estimated to be about 25 feet high, lifted about ten degrees on her port bow. The coxswain put on full throttle to climb the wave (see cover picture), but it started to break and the lifeboat, as she cleared the top, corkscrewed to port and fell down into the following trough at an angle of 45 degrees, striking the bottom. The impact was severe and all the crew were thrown across towards the starboard side of the wheelhouse.

Crew Member Alfred Headlam fractured three ribs as he struck the coxswain's chair, which was bent by the force of the blow. Crew Member Brian Hodgson broke an arm and Second Assistant Mechanic Keith Stuart received facial cuts. Fortunately the crew were all wearing their protective headgear, which prevented more serious injury.

The three injured crew members were made comfortable and course was set for Scarborough at reduced speed.

After a service lasting more than nine hours the lifeboat was moored alongside at Scarborough at 1735 and the injured crew were taken to hospital by ambulance. The lifeboat returned to Whitby at 1700 on Friday April 9.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain/Mechanic Peter N. Thomson and vellum service certificates were presented to Second Coxswain/ Assistant Mechanic Michael R.

Coates, Second Assistant Mechanic Keith G. Stuart and Crew Members Alfred Headlam and Brian W.

Hodgson.

East Division Nine rescued TYNEMOUTH COASTGUARD telephoned the honorary secretary of Tynemouth lifeboat station at 1511 on Sunday April 11, 1982. to tell him that the angling boat Blue Fin appeared to be in distress south of Tyne Piers. Eleven minutes later Tynemouth's D class inflatable lifeboat was launched on service manned by Helmsman Trevor Fryer and Crew Member Stuart Brown.

It was a cold, cloudy afternoon, but clear. A strong breeze, force 6, was blowing from the north. It was three hours before high water.

Full speed was made to clear Tyne Piers, where the full force of the northerly wind was causing a rough, breaking sea. The lifeboat turned south towards Herd Wreck Buoy and, as spray was reducing visibility, a check on the angling boat's position was requested from the Coastguard; South Shields Coastguard mobile reported her to be off Trow Point. Because the casualty was not far off rocks, the inflatable lifeboat, as she continued on her way, asked for the help of Tynemouth's 52ft Arun lifeboat George and Olive Turner.

Crew members were already assembled and the Arun slipped her moorings at 1540 under the command of Second Coxswain Martin Kenny.

Meanwhile, the D class inflatable lifeboat had sighted the casualty, a cabin cruiser about 25 feet overall; her anchor was down but apparently dragging.

Four people could be seen in her after well.

The strong northerly breeze was still blowing and there was a moderate swell with rough breaking seas up to 12 feet high. Because of the rocks near by, it was decided to take off the anglers.

Helmsman Trevor Fryer immediately ran down Blue Fin's port side, rounded her stern and came alongside her starboard side. Five more people appeared from the cabin and all nine jumped into the inflatable lifeboat; the lifeboat cleared the casualty at 1532 and started towards the Tyne.

With nine survivors and two crew members aboard the inflatable lifeboat started shipping the rough head seas and filling with water; nor could her self bailers clear the water coming aboard because, with the extra weight she was carrying, the lifeboat could make only slow speed through the water. Climbing the seas was difficult and to stop solid water being shipped Helmsman Fryer got Crew Member Stuart Brown and the nine anglers to sit round the sponsons, facing inboard, to break the weight of the seas.

At 1552 the inflatable lifeboat entered the sheltered waters of the Tyne passing the Arun on her way out, and the anglers were landed at Tynemouth station three minutes later.

The Arun continued out to the abandoned boat but could do nothing to help her. Blue Fin's anchor warp finally parted and she drove ashore and broke up on the rocks. The Arun returned to station and was back on her moorings, once again ready for service, at 1640.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman Trevor Fryer and a vellum service certificate was presented to Crew Member Stuart Brown.

West Division Canoeists capsize A GROUP OF YOUTHS aged about 14 or 15 from an outdoor pursuit centre, together with an instructor, set out from Garth Point on Sunday November 1, 1981, with the intention of canoeing off Port Penrhyn in the Menai Straits. The tide was half ebb with a south-southwesterly wind gusting up to gale force 7 to 8 and light rain. The sea was rough in" the Straits and very rough, short and steep over the shoal areas.

The strong ebb tide and the wind soon carried the canoes clear of the comparative shelter of the shore and at about 1430 a particularly strong gust of wind capsized several of them, throwing their occupants into the water. They were seen by a motorist who called to Robert Chamberlain, working on his own boat in the harbour, telling him what had happened and asking for directions to the nearest telephone.

While the motorist went to telephone Bangor Police, Mr Chamberlain ran to the offshore side of the harbour wall and saw two of the canoeists in the water; they were apparently hanging on to their boats.

As soon as a Police patrol car arrived, Mr Chamberlain asked that one of the policemen should go out with him in his boat, a 29ft ex fleet auxiliary launch now used for fishing. Police Constable Reginald Ham volunteered to go, and the two men boarded the boat. They left harbour at full speed and once clear of the harbour entrance saw the two casualties. One was some four cables north of the jetty being rapidly carried further seawards by wind and tide. The other was closer inshore. Robert Chamberlain decided to make for the more distant canoeist as his plight appeared to be urgent.

As the fishing boat approached it could be seen that the canoe was still upright with one canoeist on board and another clinging on to the bow. The man on board, who was found to be the instructor, was obviously exhausted and was making no headway against wind and tide.

Going straight across Bangor Flats, Robert Chamberlain rounded up head to wind and kept station alongside the canoe while Constable Ham grabbed the youth clinging on to the bow; between them the two men pulled first the boy and then the instructor aboard.

Both survivors were completely exhausted, wet and extremely cold, and, as the youth was showing signs of exposure, Robert Chamberlain made back for Port Penrhyn at full speed. The youth was taken immediately to hospital.

By this time the other casualties had managed to gain the shore, and two more of the boys were also taken to hospital for treatment.

For this service, framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Robert Chamberlain and Police Constable Reginald D. J. Ham.

South East Division Tiger Moth THE HONORARY SECRETARY of Rye Harbour lifeboat station, Humphrey Lestocq, was at the first floor window of his home on the afternoon of Friday August 27, 1982, watching the flight of a red Tiger Moth fitted with floats, a familiar sight in local skies. After watching the aeroplane do a turn to starboard followed by a roll to port, Mr Lestocq looked down for a moment to remove his cat which was climbing up his leg and as he looked back up he saw the Tiger Moth's nose drop and the aeroplane plummetted straight down behind the sand dunes.

Mr Lestocq waited for a few seconds expecting to see a plume of smoke; when none appeared he knew that the aeroplane must have come down in the sea and not on land, and he ran downstairs to alert Dover Coastguard and the lifeboat crew. It was 1613.

At 1617 Rye's D class inflatable lifeboat launched on service manned by Helmsman Teddy Caister and Crew Members Jeffrey Robus and Keith Robus. She had cleared the harbour mouth by 1622. A breeze gusting up to fresh, force 5, was blowing from the west. The sea was moderate but with heavy surf. It was about an hour and a half before high water.

The woman pilot of the Tiger Moth and her male passenger had managed to climb out on to the floats, which had broken away from the fusilage. By 1625 Rye lifeboat had them both aboard.

While sending a radio message to say that the man had a back injury and needed medical attention the lifeboat headed back for the beach.

At first the intention was to wait for an RAF helicopter from Mansion but both pilot and passenger were suffering from shock and, to save time, they were taken to the slipway in the harbour and transferred to an ambulance. It was now 1645. Within half an hour of the maroons going up the two rescued people were on their way to hospital.

South East Division French trawler DOVER COASTGUARD received information from Cap Gris Nez at 1315 on Tuesday June 29, 1982, that the 50ft French trawler Armandeche was aground on the Goodwin Sands, north north east of South Goodwin Lightvessel.

At 1325 the honorary secretary of Dover lifeboat station was requested to launch the lifeboat and the maroons were fired immediately. The weather was bad, with heavy rain and lightning. There was a strong breeze, force 6, blowing from the south west and the seas were heavy. It was five hours before high water.

Rotary Service, Dover's 50ft Thames lifeboat, slipped her moorings at 1334 and headed out to sea under the command of Coxswain/Assistant Mechanic Anthony Hawkins. By now a message had come from the Coastguard to say that the casualty was about 4Vi miles north east by north of South Goodwin Lightvessel, for which course was set.

Passing the lightvessel at 1355, the lifeboat bore away to port to head for South Goodwin Buoy. With wind against tide, the seas were very rough in the shoal waters.

At 1407 the French trawler was sighted aground in very shallow water on the east side of South Calliper Bank.

Approaching to one cable, Coxswain Hawkins decided to launch the lifeboat's Y class inflatable dinghy. Manned by Crew Members Robert Bruce and Alan Perkins, the dinghy was veered in to the casualty, taking with her a line as a messenger for a tow rope.

At first there was lack of understanding because of the language difference, but then Cap Griz Nez helped by translating messages over the VHP radio.

The lifeboat towing warp was passed and at 1459 the tow began. As the five trawlermen refused to abandon ship, despite the pounding taken by the trawler since grounding, Crew Member Perkins went aboard to see how effectively her pumps were dealing with the water she was making.

Arrangements were made to receive the casualty in Dover and then, at 1527, the trawler's pumps failed. Two of her crew were immediately transferred to the inflatable dinghy for safety. The water level was rising in the stricken vessel and by 1534 her three remaining crew members had put on lifejackets and now wished to abandon ship. The towline was cut, the lifeboat approached the trawler and all five of her crew were safely transferred to the lifeboat by the inflatable dinghy. During this operation, a large sea lifted the casualty's quarter on to the lifeboat, the trawling davit landing heavily on her port quarter and damaging her rail and fendering. Coxswain Hawkins could make no attempt to avoid the danger because there was not a moment to lose. Within minutes of the transfer the trawler settled, rolled over and sank, 2.8 miles north north east of South Goodwin Lightvessel. The time was 1538.

The lifeboat remained on scene for ten minutes so that, should the trawler's liferaft break free and surface, she could try to save it; if she could pick it up it would avoid possible later reports of a liferaft adrift from other shipping and a consequent further search. The liferaft did not surface, however, so the lifeboat set course for Dover, heading into the heavy seas. She arrived on station at 1552, the survivors were landed to return to Boulogne and the lifeboat was refuelled and back on her mooring, once again ready for service, at 1620.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain/Assistant Mechanic Anthony G. Hawkins, Second Coxswain/ Mechanic Roy W. Couzens, Second Assistant Mechanic Michael F.

Abbott and Crew Members Geoffrey Buckland, David McHugh, Robert Bruce, Alan Perkins and Colin Stroud.

Following the service letters of thanks were received from the owner/skipper of Armandeche and from the French Marine Department.

West Division Injured boy RAMSEY COASTGUARD telephoned Peel lifeboat station at 1943 on Tuesday April 20, 1982, asking for immediate help for a boy who had fallen over the cliffs at Eairy Cushlin. Maroons were fired and the crew assembled. The Neil Robertson stretcher was put aboard before, at 1950, the station's Atlantic 21 rigid inflatable lifeboat launched on service; she was manned by Helmsman Brian Maddrell and Crew Members Edward Allen and Colin Makin and Dr Keith Jones also embarked with the crew. It was a calm evening with light winds from the south west. High tide was at 2206.

Once clear of the breakwater lighthouse, at 1954, course was set for Eairy Cushlin, 300ft cliffs some seven miles south west of Peel. As they approached, at 2015, the crew could see the 15-year-old boy at the water's edge; two men were with him. As soon as the lifeboat was close enough. Helmsman Maddrell asked Crew Member Allen to swim ashore to assess the situation.

Reaching the shore, Crew Member Allen found that the boy, who had fallen some 30 feet, was very severely injured and he indicated that the doctor was needed immediately. Helmsman Maddrell manoeuvred the lifeboat between rocks to within ten feet of the shore and Dr Jones, accompanied by Edward Allen, who had come to meet him, swam to the casualty.

Port Erin Coastguard cliff rescue team was ready to give help if needed and a helicopter, scrambled from RAF Valley, was on her way.

Crew Member Allen swam back to the lifeboat, which acted as radio link throughout, to report to Helmsman Maddrell that Dr Jones thought the injured boy should be air lifted to hospital; he then swam back to shore, first with a red parachute flare to be fired when the helicopter was sighted, then with a survival sheet; one hand had to be kept free to combat the severe swell and undertow on the rocks.

One of the boy's friends was sent to a vantange point to watch for the helicopter; as soon as she was sighted, Crew Member Allen fired the flare. The helicopter homed in on the flare and, with directions from the lifeboatman at the mouth of the cleft in the rocks, lowered a para medic and a stretcher.

About a quarter of an hour later, following a message brought out by Crew Member Allen and transmitted by the lifeboat, more medical supplies were lowered. After further treatment the boy was placed in a stretcher and lifted into the helicopter, followed by the doctor, to be flown to Nobles Hospital.

By now seven of the boy's friends had gathered. As the light was failing.

Helmsman Maddrell thought it would be too dangerous for them to go back up the cliff, so he arranged to take them in the lifeboat to Peel. With the tide making all the time he was able to go in bow first over rocks to the cliff face.

Three approaches were made to embark first the seven men, helped by Crew Member Allen, once again in the water, and finally Edward Allen himself with the lifeboat's stretcher.

Helmsman Maddrell then manoeuvred the lifeboat into deeper water and headed back for Peel; a radio call was made for dry clothing to be waiting for the two men who had been with the injured boy most of the time.

The lifeboat arrived back on station at 2145; she was rehoused and once again ready for service at 2205.

The injured boy was transferred to a Liverpool Hospital the following morning by helicopter but sadly, despite all attempts to save his life, he died later that day.

For this service letters of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, were sent to Dr Keith Jones, Helmsman Brian Maddrell and Crew Members Edward Allen and Colin Makin.

South West Division Rock pool FALMOUTH COASTGUARD telephoned the deputy launching authority of St Agnes lifeboat station at 1817 on Friday August 6, 1982, reporting a youth trapped on rocks at Porthtowan swimming pool, about 3'/2 miles south west of St Agnes.

Maroons were fired and at 1824 the D class inflatable lifeboat was launched on service manned by Helmsman Peter Bliss and Crew Members Paul Gamble and Andrew Beckett.

It was an overcast evening, but clear, with a fresh breeze, force 5, blowing from the north. The sea was rough and it was an hour before high water.

At first the lifeboat's course took her through rough beam seas; speed had to be reduced and the boat frequently had to be brought head to sea to meet the nine foot breaking waves. However, once round St Agnes Head and running before the following sea full speed was maintained; altogether the passage to Porthtowan took about 13 minutes.

When they arrived off the swimming pool the lifeboatmen could not at first see the youth. Then they spotted him, stranded on a 20 foot high rock some 30 feet from the shore; his path to safety was completely covered by a mass of turbulent water which extended across the entire area of the pool. The rock on which he was stranded afforded him some protection against the waves which were frequently breaking over all.

Helmsman Bliss spent several minutes assessing the situation before deciding to try to effect a rescue. He knew that a helicopter had been alerted but considered that the youth was in imminent danger of being swept into the sea and that there was no time to lose.

Porthtowan swimming pool has been made among the rocks making use of their natural formation. On one side is the cliff face and on the other the line of rocks on one of which the youth was stranded. A man-made concrete wall completes the seaward side of the pool.

An approach to the casualty from the sea was out of the question because of the heavy breaking waves and the rocks. The only possible way of approach was from within the pool, which meant taking the lifeboat over the concrete wall, at that time just awash.

The lifeboat's painter was freed in readiness and the outboard engine tilted. While waiting for a wave large enough to carry the boat in over the wall, a particularly heavy series of breaking seas made it necessary for Helmsman Bliss to steer back head to sea until the danger had passed. When the right moment came, however, Helmsman Bliss steered for the narrow entrance to the pool and, keeping close up to the cliff face, he managed to clear the wall. On the way over, the engine skeg struck the wall but although the engine was knocked up it continued to run normally. It was later found that the hull had been damaged by iron pieces protruding above the concrete wall.

The pool itself was rough and confused, the seas sweeping in around the rocks whipping up a caldron of white water. Helmsman Bliss made his approach from directly behind the rock on which the youth was stranded, seeking the only lee available. Crew Members Gamble and Beckett were landed on the rock to see the boy safely into the lifeboat. He was immediately helped into a lifejacket and covered by a survival sheet.

It was extremely difficult to control the lifeboat in the turbulent seas and she was making water. Helmsman Bliss told Crew Member Beckett to remain on the rock and steady the boat with the painter and he called for the Coastguard ashore to throw him a cliff rescue line. The line was attached and the many helpers ashore were able to pull the lifeboat in so that the youth could be landed. Before the lifeboat could return for Crew Member Beckett, however, another series of large waves forced him to release his hold on the painter. The lifeboat was swept round on to the rocks. Crew Member Gamble tried to row clear but both oars snapped, so Helmsman Bliss told Andrew Beckett to wait to be airlifted from the rock while he ran the lifeboat ashore to await the falling tide. The time was about 1913.

A Wessex helicopter from RNAS Culdrose was now overhead and Crew Member Beckett was winched to safety.

The youth was taken to hospital where he was treated for shock and cold before being released later. The lifeboat was returned to station by road and, as examination revealed several tears in the hull, she was taken off service.

For this service a letter signed by Rear Admiral W. J. Graham, director of the Institution, and expressing appreciation to Helmsman Bliss was sent to Mr R. C. Thomas, honorary secretary of St Agnes lifeboat station. A letter signed by Admiral Graham was also sent to the commanding officer of RNAS Culdrose expressing the Institution's appreciation to Lt Ross Waddams, the pilot of the helicopter, and his crew.

South East Division Plastic sheeting HM COASTGUARD informed the deputy launching authority of Dover lifeboat station at 0452 on Saturday October 17, 1981, that the Dutch yacht Midnight Marauder, being sailed singlehanded, was in difficulty with a fouled propeller and rudder about three miles east of East Goodwin Lightvessel, 17 miles north east of the station. The DLA agreed to launch and maroons were fired immediately. Meanwhile, another yacht. Westerly Star, on passage from Chatham to Calais with seven trainee yacht masters on board, had intercepted the original PAN message from Midnight Marauder and she headed for her.

Although not large enough to undertake the tow in the deteriorating weather.

Westerly Star stood by Midnight Marauder until the lifeboat arrived and had her in tow.

It was an overcast morning with a moderate to fresh breeze, force 4 to 5, blowing from the north east and a moderate sea, but gales were forecast.

Dover's 50ft Thames lifeboat Rotary Service slipped her moorings at 0505 under the command of Coxswain/Assistant Mechanic Anthony Hawkins and set out at full speed. She came up with Midnight Marauder at 0601 and was approaching the casualty when the drive belt on her hydraulic steering broke; while the emergency steering was rigged the lifeboat, steered by her engines, was brought alongside the casualty.

Midnight Marauder was found to have about 100 square feet of plastic tarpaulin round her screws. While manoeuvring to pass a tow rope aboard, the lifeboat picked up some of the plastic sheeting in her port propeller, which was then also fouled by the towing warp. The warp was cut, the port engine stopped and locked off. The warp was passed again and made fast and the passage to Dover with Midnight Marauder in tow was made under one engine and with emergency steering.

Westerly Star, meanwhile, continued her passage to Calais.

On arrival at Dover, at 0850, the lifeboat's inflatable dinghy was put in the water as a diving tender while the propellers of both yacht and lifeboat were cleared. Work had also started on fitting a new belt for the hydraulic steering when, at 0908, the Coastguard called up the lifeboat on VHP requesting an immediate launch to go to the aid of two fishermen whose 14ft outboard dinghy had capsized off Shakespeare Cliff, two miles west of Dover, and who were in the water.

By now the north-easterly gale was gusting to near gale, force 7. The lifeboat set out immediately at best possible speed on one engine and using her emergency steering. The Port Signal Station was asked for help and a harbour patrol launch already at sea, manned by Harbour Patrol Officer A.

Carpenter and Crewman K. Heath, was diverted to the scene.

The two fishermen were close to the shore and within 20 feet of rocks. The swell was confused in the shallow water and surf was breaking. Nevertheless, with great skill, the launch was brought alongside one of the men in the water and he was helped aboard up the stern diving ladder.

Meanwhile, the lifeboat approached the other fisherman, who was in a collapsed state. Crew Member Garth James entered the water with a lifeline and helped the man alongside the boat where he was recovered by the rest of the crew. Both survivors were landed in Dover and taken to hospital.

For the rescue of the two fishermen letters of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, were sent to Coxswain/ Assistant Mechanic Anthony G. Hawkins and Crew Member Garth V. James of Dover lifeboat, and also to Harbour Patrol Officer A. Carpenter and Crewman K. Heath of Dover Harbour Board.

Scotland South Division Brede on service THE FIRST SERVICE performed by the 33ft Brede class lifeboat Ann Ritchie while she was on operational evaluation trials at Oban was to go to the aid of the 55ft MFV Cawsand Bay. The fishing vessel, on passage to fishing grounds on the night of Monday June 28, 1982, ran aground nearly three miles south west of Oban. Another fishing vessel, Alert, tried to tow her off, but without success.

At 0018 on Tuesday June 29 a request for help came to the honorary secretary of Oban lifeboat station from the Coastguard and Ann Ritchie launched on service at 0030 under the command of Coxswain/Mechanic John Maclean. It was a fine night with occasional showers.

A gentle breeze, force 3, was blowing from the south west and the sea was slight. High tide was at 2353. Cawsand Bay was reached at 0035 and a towline passed. By 0117 the fishing vessel had been refloated and the lifeboat then took her in tow back to Oban; she was moored alongside North Pier by 0152. The lifeboat was refuelled and once more ready for service at 0230.

Following the successful completion of her evaluation trials, Ann Ritchie was placed on service at Oban lifeboat station on Monday October 25, 1982.

Scotland South Division Stranded BELFAST COASTGUARD reported to the honorary secretary of Portpatrick lifeboat station at 0355 on Friday February 26, 1982, that Craigantlet, a merchant vessel on passage from Belfast to Liverpool, laden, had gone ashore off Killantringan, 1% miles to the north of the station. There were 11 people on board. The 46ft 9in Watson relief lifeboat Lady Scott (Civil Service No 4), on temporary duty at Portpatrick, launched at 0420 under the command of Coxswain/Mechanic Charles Bowry.

The night was overcast and it was raining; visibility was at best fair. A near gale, force 7, gusting to gale force 8 was blowing from the south west and the sea was very rough. It was three hours after high water.

Craigantlet was sighted just west of Killantringan Lighthouse at 0435. Five minutes later the lifeboat was taken down wind on her first approach so that Coxswain Bowry could assess the situation.

Coming within 300 yards, it could be seen that the vessel was aground with her whole port side to the shore and her whole starboard side presented to the full force of the wind. Two gaps of about 80ft were seen between rocks ahead and astern of the stranded vessel.

The sea height was about 20 feet.

The lifeboat turned west, clear of Craigantlet and radio communications were established both with her and with the Coastguard mobile ashore.

Craigantlet's master thought an approach could be made through the forward gap between the vessel and the rocks, rounding up on her port bow.

The lifeboat made a second approach, this time to within 150 yards of the casualty, but crew members stationed each side of the wheelhouse shouted to say that they could see a line of rocks directly ahead. It could also then be seen that the lifeboat would not have room to turn once she had passed between the rocks, so she was taken out again to the west.

Coxswain Bowry was on his way to look at the possibilities of passing between the rocks at the casualty's stern when the lifeboat was struck by a very heavy sea which filled the wheelhouse, damaging the port door and lifting the deck tracking in several places on the port side. It was apparent that there was no possibility of approaching the merchant vessel from astern and it would have been equally impossible to take off her crew from the weather side.

It was now about 50 minutes before dawn and Coxswain Bowry reported to Belfast Coastguard that Craigantlet looked stable; none of her deck cargo containers had shifted. Although seas were breaking over the vessel, he thought it would be prudent to await first light.

The Coastguard mobile ashore then reported that some of Craigantlet's crew were trying to abandon ship by means of a liferaft launched on the vessel's port side. At Coxswain Bowry's request, the crew were asked to stand fast and remain on board. At this time a rocket was successfully fired from the merchant vessel to the Coastguard and a light line between ship and shore was established. However, information came from Belfast Coastguard that a helicopter was on her way from RNAS Prestwick and the lifeboat was asked to stand by.

All 11 people were safely airlifted from Craigantlet by 0700. The lifeboat returned to station and was once again ready for service by 0735.

East Division Motorboat aground ON THE EVENING of Saturday April 24, 1982, the small fishing boat Lona M ran aground on the rocks of North Wamses Island, about four miles east of North Sunderland lifeboat station. Mr Hawkey, warden for the Fame Islands Reserve, informed Tyne Coastguard and then, while enquiries were being made, Lona M herself called up on VHP Channel 16 to tell the Coastguard that she was aground but expected to float clear on the next flood tide, early on Sunday morning. Of the seven people on board, however, two were children and two were women; it was asked if they could be taken off.

A telephone call was made to the honorary secretary of North Sunderland lifeboat station at 2030 and at 2045 the station's D class inflatable lifeboat was launched, manned by Coxswain Robert Douglas and Motor Mechanic Alan Hogg.

It was a quiet, cloudy evening with a light breeze, force 2, blowing from the south east. The inflatable lifeboat made the passage to Lona M, and took off the women and children; they were landed and taken home by car. Then, as there was a real danger that the fishing boat might be holed as she floated off the rocks, it was agreed that the D class lifeboat should return to the casualty after the tide turned and that North Sunderland's 37ft Oakley lifeboat The Edward and Mary Lester should also launch to stand by.

Both lifeboats were launched at about 2320, The Edward and Mary Lester under the command of Coxswain Robert Douglas and the D class inflatable lifeboat manned by Helmsman Kevin Mole and Crew Member John Hanvey, Jnr. At 2350 crew members were put ashore and stood by until the rising tide had floated the fishing boat clear. After it had been established that no damage had been done to her hull, Lona M returned to her home port at Holy Island while the lifeboats returned to North Sunderland. The inflatable lifeboat was rehoused at 0340, but, the tide being now too high for the Oakley lifeboat to be put on to her carriage, The Edward and Mary Lester was moored in the harbour until 0830, when she was recarriaged and rehoused.

West Division Yacht knocked down AFTER FINISHING a cruiser race in gale force winds, the 25ft yacht Setantii set out from Port St Mary on the morning of Monday August 30, 1982, to return to her home port of Fleetwood; she had a crew of three. Gale force winds, force 7 to 8, were still blowing from the north west and the seas were rough, but the passage was expected to be a fast run.

The yacht was reefed, all safety equipment was in place and the three men had their lifelines attached.

At 1800 Setantii sighted Blackpool Tower and realised that she was being set too far to the south. It was a squally evening and as she tried to reach back to Lune Deeps across shallow water, where the seas were short and steep, she was knocked down by an unusually large wave. One of her crew was thrown in the water but his lifeline held and the skipper managed to pull him back on board.

Setantii's rudder had also been damaged and, unable to steer, she was rolling badly in the rough seas and was knocked down twice more. Red flares were fired and at 1930 Fleetwood's 44ft Waveney lifeboat Lady of Lancashire launched under the command of Coxswain William Fairclough. Off King Scar another yacht was passed, inward bound for Fleetwood, which indicated that the casualty was to the south and west of her.

Shortly after, Setantii was sighted.

Her reefed main and small jib were still up. The yacht's crew, by now very wet, cold and tired, managed to lower the main. Coxswain Fairclough then brought the lifeboat alongside long enough for Crew Member David Bolland to jump aboard the yacht, and he managed to get the jib down.

A tow was passed and the yacht pulled head to sea. She was then handed alongside the lifeboat so that her crew could be taken off. Before Crew Member Bolland reboarded the lifeboat he secured the tow line through the pulpit, round both sheet winches and securing it finally round the mast. The tow was begun dead slow, but after about ten minutes the pulpit carried away; the rope swept across the forestay, which parted, and yacht's mast and rigging collapsed into the water.

Because of the wires in the water, Coxswain Fairclough did not want to go alongside again, so he tried to tow the yacht stern first, keeping down to three knots. This manoeuvre was successful until about half a mile from Wyre Light, when the tow parted.

Second Coxswain Stephen Musgrave was put aboard the yacht to make the tow fast again. Once he was back on board the lifeboat, the tow was resumed.

By 2320 the three men had been landed safely, the yacht secured and the lifeboat back in her pen, once again ready for service.

In a circular sent out later to his fellow yacht club members, the owner of Setantii wrote: 'It is difficult to express adequately our gratitude to the crew of Fleetwood lifeboat and I hope that all club members will vigorously support the annual lifeboat regatta at the club . . .' West Division Four boys LIVERPOOL COASTGUARD informed Flint lifeboat station at 1225 on Sunday April 25, 1982, that four boys were stranded 500 yards off the shore in the River Dee. They had gone to fish from a bank off the Cob at Bagillt and had been cut by the fast-rising tide.

Three members of Flint lifeboat crew were already at the boathouse checking the D class inflatable lifeboat so, as maroons were fired, they were already getting out the boat. She was launched down the slipway at Flint at 1235, manned by Helmsman Terence Jacklin and Crew Members David Moore and Robert Forrester. She headed down river while Flint Coastguard mobile travelled by road to a vantage point at Bagillt.

When the lifeboat reached the boys, now waist deep, very cold and frightened, Crew Member Forrester entered the water to help them into the boat.

They were wrapped in survival sheets and landed on the slipway at Flint at 1300.

East Division Two calls ON THE MORNING of Friday August 13, 1982, a message came at 1148 from Thames Coastguard informing Aideburgh lifeboat station of a fishing vessel, Cachalot, which had broken down; she was anchored between Orfordness and Weir Point but, with a strong breeze, force 6 and freshening, blowing from the south south west and rough seas, she was in danger of dragging ashore.

Aldeburgh's 37ft 6in Rother lifeboat James Cable launched at 1158 under the command of Coxswain William Burrell, BEM, and set out on a southerly course.

Cachalot was reached at 1248 and found to have a crew of two. By that time the wind had increased to near gale, force 7. The fishing vessel weighed anchor, a tow rope was passed and the lifeboat towed her into the River Ore, leaving her safely moored alongside another fishing vessel at 1340.

James Cable had just started on her return passage to Aldeburgh when, at 1345, a radio message was received from Thames Coastguard reporting that the yacht Wombat was in difficulties five miles south east of Sizewell. The lifeboat altered course and about an hour and a half later came up with Wombat; she was found to be a 19ft yacht, disabled, with a crew of three and she was being escorted by the 24ft yacht Mako. The gale had now increased to force 8 and the sea was very rough.

Wombat, which was on passage from Holland to Orford, had been in difficulties since about midnight. Her standing rigging had been damaged so that she had had to make temporary repairs, and she had been uncertain of her position.

Another yacht which had been in company with Wombat had had to go on ahead when her own navigation lights failed, to avoid collision. Mako, however, had kept company with the limping yacht, helping her with navigation.

It had been a prolonged and testing escort because, in order to maintain enough speed to manoeuvre in the waves, Mako had had to keep circling round Wombat. When, during the hours of darkness, Wombat's navigation lights also failed, keeping station with her had proved very difficult.

By midmorning, with the wind rising, the repairs to Wombat's standing rigging were beginning to fail, and Mako's crew were worried that if the smaller yacht's mast did come down they might lose track of her in the rough seas; there was also the worry that, although a well maintained yacht, in that weather and with contant gybing and tacking to keep station, Mako herself might well break some gear.

When the lifeboat arrived she went alongside Wombat, took off the three crew and then took the yacht in tow to the River Ore and up to Orford Quay, arriving at 1700, Mako's crew were now able to increase sail to get full control of their yacht and continue at their own speed. James Cable was back on station at 1934 and once again ready for service at 2010.

A few days after this service the following letter, very much appreciated, was received by Coxswain Burrell from Mako's owner: 'You may remember the incident off Orfordness Lighthouse . . . This letter is merely to express my admiration to you and your crew, making difficult conditions look like a Sunday walk. I would like to stress that the very presence of the lifeboat gave a tremendous amount of reassurance to all who saw her, inspiring confidence even in those not needing help . . . By midmorning Wombat was in trouble . . . her makeshift repairs to the standing rigging were beginning to fail for the second time: however, the courage of the girl on board her astounded Mako's crew. She was under water, feet above her back lying on the cabin roof, constantly swept by green water as she worked on the foredeck changing foresails and yet she went back again several times to crawl over the cabin to complete the work as best she could . . .

'When you and your crew of brave gentlemen arrived, the relief with which Mako's crew were able to shed the responsibility was enormous. Suddenly we could look to ourselves, put up the sail we needed to control the boat and start trying to avoid the breakers instead of just having to do the best we could (Mako is a very light 24ft racing keelboat).

'The waves in the overfalls off Orfordness were quite large for Mako, in wind against tide conditions, but we had to use the favourable tide to best advantage, so we had to go through them. But now the :hip had speed up she could be made to dodge the worst of them. Your presence up wind was most reassuring.

'So, I have to buy a new Shoreline flag, as my old Yachtsmen's Lifeboat Supporters ' Association one got rather shredded in that wind! I cannot thank you enough for being around, and I am very aware that whereas the seas built up gradually for us, you are always suddenly thrown into the middle of it. Please accept the enclosed cheque—and it comes with great respect from the crew of Mako.'.