West Division Steering failure LIVERPOOL COASTGUARD informed the honorary secretary of New Brighton lifeboat station at 1400 on Sunday August 29, 1982, that the yacht Ocea was acting in an erratic manner and appeared to be in difficulties just north of Great Burbo Bank. The Coastguard had been alerted by another yacht, Whiteout, which was standing by, maintaining communications on VHP radio and sending regular reports. Maroons were fired and at 1410 New Brighton's Atlantic 21 rigid inflatable lifeboat Blenwatch was launched on service manned by Helmsman Edward 'Bev' Brown and Crew Members Michael Jones, Dale Kaye and Tom Baker.

A fresh breeze, force 5, was blowing from the south south west. The sea was slight with waves of three to four feet; it was three-quarters of an hour before low water and there was a small ebb running. Visibility was five miles.

After launching, Helmsman Brown set course to pass west of Great Burbo Bank so that he could approach Ocea from the seaward end of the main channel.

The Coastguard were now told by Whiteout that Ocea was in the main channel and that, although the Coastguard had asked that she return to the River Mersey in company with Whiteout, she appeared to be continuing her sail. Nevertheless, with the wind freshening and the tide starting to flood, Helmsman Brown decided to make sure that all was well.

On seeing the Atlantic 21 lifeboat approaching the scene of action, Whiteout headed back down the main channel to make for shelter. The breeze, still from south south west, had increased to strong, force 6, gusting to near gale, force 7. Generally the seas were eight to ten foot high but in the shallow water over the banks wind and tide were building up waves of 12 to 15 feet. The tide was now flooding to the south east at about 2 to 3 knots.

Ocea was sighted across the other side of the main channel over the revetment wall, heading east towards Taylors Bank and some very rough water.

Helmsman Brown knew that she was running into trouble and headed straight across to warn her; in this crossing through rough water Crew Member Jones fell on to the port lifting eye and was slightly injured. Before the Atlantic 21 could reach Ocea, however, the yacht broached in a large sea, gybed violently and appeared to lose control.

It was 1445 when the Atlantic came up with Ocea. There were two men on board, the elder of whom was exhausted, and, in the prevailing conditions Helmsman Brown thought it would be too dangerous to try to take them off. He took the lifeboat in and on the second approach Crew Member Jones managed to jump on to Ocea. He found that the yacht was indeed not answering her helm; her steering gear had failed and so it was decided to take her in tow. Survivor lifejackets were passed over for the yachtsmen and then two paddles to help steer Ocea.

With the yacht in tow, Helmsman Brown did not think it wise either to cross Taylors Bank or to head into the seas to try to go round the bank. He decided to keep the sea on his quarter and head for Southport. A bucket was streamed from the yacht as a makeshift sea anchor to prevent a tendency to sheer to port and the tow started at 1450. A Coastguard mobile followed the progress of the tow from the shore and recommended that Hoylake lifeboat be launched to stand by. So, at 1550, Hoylake's 37ft 6in Rother lifeboat Mary Gabriel was launched on service under the command of Coxswain John McDermott and course was shaped for the position of the tow.

Meanwhile, New Brighton Atlantic, with Ocea in tow, was heading towards Southport at about 2 to 3 knots, with the wind freshening all the time. Opposite Birkdale a large cresting wave knocked the yacht on to her beam ends.

The sea anchor made with a bucket was lost and another had to be contrived before the tow could continue.

Hearing from the Coastguard that conditions at Southport were impossible, Helmsman Brown decided to head for the estuary of the Ribble. Even then, he thought that the seas would be too bad for the Atlantic to attempt the river entrance with her tow, and so he asked that Lytham-St Annes lifeboat should launch.

The relief 46ft 9in Watson lifeboat Sir Godfrey Baring, on temporary duty at Lytham-St Annes, slipped her moorings at 1714 under the command of Coxswain Arthur Wignall and set out to rendezvous with New Brighton Atlantic off Wall End Buoy at the entrance to the Ribble. While waiting for Sir Godfrey Baring, Helmsman Brown maintained steerage way heading into the seas. The waves were now 15 to 20 feet high and some of them were breaking.

Lifeboat and tow were dropped heavily into several troughs and at times the lifeboat crew could see right under Ocea's hull.

Sir Godfrey Baring arrived off Wall End Buoy at 1730 and, manoeuvring with great skill in the large, breaking seas, Helmsman Brown passed the tow across to the Watson lifeboat. During the tow the elder of the two yachtsmen had recovered and so it was decided to transfer them both to Lytham-St Annes lifeboat for the difficult passage into the Ribble. It took seven approaches by New Brighton Atlantic before the two yachtsmen and Crew Member Jones were all taken off Ocea. Then, after two attempts, the two yachtsmen were safely transferred to Lytham lifeboat; it was an operation which called for great skill from both crews.

The whole manoeuvre was completed by 1800. The Watson lifeboat Sir Godfrey Baring then took Ocea into the Ribble and placed her on moorings and put her crew ashore; she was back on her moorings and once again ready for service by 1945. New Brighton Atlantic 21 lifeboat Blenwatch rendezvoused with Hoylake's Rother lifeboat Mary Gabriel at 1815 and was escorted back to the main channel leading into the River Mersey. Mary Gabriel then returned to Hoylake and was recovered and once again ready for service at 2115. Blenwatch returned to New Brighton and was rehoused and ready for service at 2035.

For this service the bronze medal was awarded to Helmsman Edward B.

Brown of New Brighton and the thanks of the Institution inscribed on vellum were accorded to Crew Member Michael Jones; medal service certificates were presented to Crew Members Dale Kaye and Tom Baker. Letters signed by Lt-Cdr Brian Miles, deputy director, expressing the Institution's appreciation to the crews of Hoylake and Lytham-St Annes lifeboats were sent respectively to Coxswain John McDermott and Coxswain Arthur Wignall.

South West Division Yacht on rocks A RADIO MESSAGE at 0924 on Thursday July 15, 1982, reported that a yacht was aground in the area of the Western Carracks, three miles west of St Ives. The honorary secretary of St Ives lifeboat station immediately assembled crew for the D class inflatable lifeboat and put the 37ft Oakley lifeboat on standby.

The morning was overcast with a light to gentle breeze, force 2 to 3, blowing from the north west. It was 2V2 hours before high water neaps.

The D class lifeboat launched on service at 0927, manned by Helmsman Eric Ward and Crew Members Thomas Cocking, Jnr, and John Stevens, and course was set close inshore so that the casualty would be reached as quickly as possible. While on passage Helmsman Ward spoke by radio with St Ives fishing vessels in the area and was told that a liferaft, which appeared to be occupied, could be seen inshore of the yacht. Arriving at 0952, the inflatable lifeboat found the yacht Ladybird just west of Whicker Point; she was broadside to the shore and aground, bows westward, with only her foresail still hoisted. Her liferaft was lying close by to the south east, hard into the steep, rocky shoreline and being pounded by rough seas. The low ground swell, hardly noticeable in deeper water, was accentuated over the shallow rock-strewn area around the yacht; there was a ten foot rise and fall and constant white water.

At just about the same time that the D class inflatable lifeboat arrived on the scene, St Ives 37ft Oakley lifeboat Frank Penfold Marshall was launched on service. She was under command of Coxswain Thomas Cocking.

The yacht's hull was only visible between crests. She appeared to be empty but, from movement of its canopy, it looked as though there could be someone inside the liferaft. An attempted approach between the shore and the stern of the yacht had to be abandoned because it was too dangerous.

Helmsman Ward immediately decided that the only safe method of reaching the liferaft would be to anchor and veer down. The anchor was dropped at the edge of the surf line and the anchor line was paid out as the inflatable lifeboat came astern under her outboard engine. As each crest approached, the anchor line was held secure so that the lifeboat remained stationary, head to sea. Each time the boat took heavy water aboard, but she quickly cleared herself.

Twice the lifeboat was lifted on to a rock, but the helmsman put the engine out of gear, waited for the boat to be carried clear and then re-engaged the engine to continue the astern approach to the yacht. On the second occasion Helmsman Ward was knocked from his controls and almost overboard by a heavy sea and the boat heeled right over. However, he quickly regained control and then brought the boat stern first to the yacht. While the lifeboat lay alongside Ladybird''-, deckhouse, which was awash, it was established that there was no one on board.

The liferaft was about 25 feet further inshore. As the inflatable lifeboat left the yacht, she was again lifted on to a rock by a huge crest. The backwash did not carry her clear and she was left high and dry for about two minutes. The engine was out of gear but it could not be tilted because its skeg was jammed into a rock crevice. Crew Member Hocking hung over the bow and heaved on the anchor line as a crest approached. The boat came clear and once again approached the yacht. Another attempt was made to reach the liferaft but the boat would not manoeuvre because the propeller blades were badly damaged.

At this time a Wessex helicopter from RNAS Culdrose arrived and hovered a little to the west while the inflatable lifeboat was heaved seaward on her anchor line so that her propeller could be changed. The anchor had dragged inside the surf line but was holding.

Although the boat was swamped three times during the propeller change, the task was successfully completed. With her new propeller, the inflatable lifeboat could only attain about three knots, so she was driven seaward, the anchor was recovered and she cleared the surf line.

The helicopter used her downdraft to blow the liferaft clear of the rocks before a diver was lowered into it; he found it was empty. The diver was then lowered into the inflatable lifeboat to make sure that all was well with the crew.

Until St Ives 37ft Oakley lifeboat Frank Penfold Marshall arrived, at 1010, the inflatable lifeboat searched to west and east of the casualty, outside the surf line. With the arrival of Frank Penfold Marshall to take up the search, the D class lifeboat accepted a tow to St Ives from FV Josephine. The tow started at 1035 and St Ives was reached at 1110.

A spare engine was fitted to the lifeboat, the crew put on dry clothing and dry suits and re-launched at 1142. From 1201 to 1235 the inflatable lifeboat renewed her search along the coastline in company with the Oakley lifeboat, fishing vessels and a Sea King helicopter which had taken over from the Wessex.

Nothing was found, however, and the search was called off. Both lifeboats returned to St Ives, arriving at 1315.

The body of the yachtsman was washed up a fortnight later.

For this service a bar to his bronze medal was awarded to Helmsman Eric T. Ward and the thanks of the Institution inscribed on vellum were accorded to Crew Members Thomas Cocking, Jnr, and John Stevens.

Scotland North Division Dragging in storm A YACHT DRAGGING her anchor in North Mouth, Out Skerries, 20 miles north east of Lerwick lifeboat station, in Shetland, was reported to the deputy launching authority by Lerwick Coastguard at 0051 on Tuesday September 21, 1982. The crew were assembled and at 0110 Lerwick's 52ft Arun lifeboat Soldian slipped her moorings and cleared the harbour with Coxswain/ Mechanic Hewitt Clark in command.

It was a very black night with visibility poor in torrential rain. A storm, force 10, was blowing from the south west and the sea was rough. It was about half an hour before high water springs.

The lifeboat set out at full speed.

Reaching Hoo Stack, however, speed was reduced to 14 knots in the very rough seas. On clearing the north of Moul of Eswick a lee was obtained and full speed was resumed. When south of Sybister Ness Light, speed was reduced until clear through Linga Sound, a difficult passage in the prevailing weather.

Once again speed was increased to full. A course was steered through the passage between Muckle Skerry and Little Skerry where broken confused seas were met. The passage between Little Skerry and Out Skerry would be the normal route but sea conditions that night dictated the route to be taken.

When passing Muckle Skerry Soldian spoke with the yacht, Hermes of Lune, to find out her exact position; she was inside Northeast Mouth. Her owner/ skipper asked that the lifeboat take off his two crew upon arrival.

By the time Soldian arrived at the entrance to Northeast Mouth the southwesterly storm was gusting up to hurricane force 12. Such was the force of the wind that the sea was blown flat but the surface was completely white. The rain was still torrential.

Soldian has two searchlights, one portable and the other fitted on the top of the wheelhouse. Coxswain Clark told his crew to illuminate the entrance to Northeast Mouth by training one searchlight over the port bow and one over the starboard bow. Visibility was very restricted because of the overcast sky and very heavy rain. There are no shorelights in this area.

Hermes of Lune had anchored well up the sound on the north side, close to the island of Bruray, but had been dragging back down the sound towards open water. Her anchor was now over rocks and still dragging, with the possibility that the yacht would finish up on rocks astern of her. She was lying with her bows south west, so the lifeboat was taken alongside her port side and her two crew taken off; her skipper remained on board. The force of the wind funnelling through the sound was such that full engine power was needed to turn the lifeboat so that she could remake the entrance.

Throughout the remainder of the night, Coxswain Clark used his engines continually to hold a position at the entrance to Northeast Sound from which he would be well placed to bring the lifeboat in to take off the yacht's skipper, if required.

At 0630, by which time the wind had eased to strong gale, force 9, and daylight was returning, the skipper asked the lifeboat to run a line ashore from the yacht. As the weather was very near the limit, in his judgement, for operating the lifeboat's Y class inflatable dinghy, Coxswain Clark decided to enter the sound, head up wind of Hermes of Lune and put the inflatable dinghy in the water where she would only have to travel down wind and sea to reach the yacht. This manoeuvre was carried out and the dinghy was successfully launched; she was manned by Assistant Mechanic Andrew Leask as helmsman and Emergency Mechanic Ian Newlands as crew.

The inflatable dinghy was taken down sea and wind to the yacht, passing under her stern to round up and come alongside her starboard side. Hermes of Lune's skipper passed a line into the dinghy and it was taken ashore. The shore itself was about 200 feet away but rocks extended out from it. Helmsman Leask drove the Y class dinghy on to a flat rock and Crew Member Newlands jumped ashore. Magnus Williamson, the auxiliary coastguard on the island, helped to secure the line to a rock and the inflatable dinghy was then relaunched. As she made her way back to the yacht, the line was paid out and the end was eventually passed inboard to the skipper. During the passage to and from the rock, Crew Member Newlands lay on the bow to counteract, with his weight, any tendency of the boat to flip over; there was the danger that she might be capsized.

Meanwhile, Coxswain Clark had brought the Arun to the entrance of the sound and had prepared for the recovery of the Y class dinghy. Once again, the dinghy had only to run down wind and sea and she was recovered safely and secured inboard.

By 0720 the wind had again eased. It was now down to near gale, force 7, gusting to gale force 8, and the yacht was no longer in danger. One of the yacht's crew was put back on board Hermes of Lune, to join the skipper; the other member of her crew remained with the lifeboat.

The return passage to Lerwick was made at full speed. Soldian arrived at 0935 and was back on her moorings, refuelled and once again ready for service, at 1000.

For this service the bronze medal was awarded to Coxswain/Mechanic P.

Hewitt P. Clark and the thanks of the Institution inscribed on vellum were accorded to Assistant Mechanic Andrew J. N. Leask and Emergency- Mechanic Ian G. I. Newlands. Medal service certificates were presented to Second Coxswain Peter Leith and Crew Members Ian Fraser and Magnus Grant. A letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was also sent to Auxiliary Coastguard Magnus Williamson.

South East Division MFV broken down HM COASTGUARD reported to the deputy launching authority of Southend-on-Sea lifeboat station at 1706 on Sunday May 2, 1982, that MFV Mary had broken down and had asked for immediate help; she was about 15 miles east of the lifeboat station, due west of Maplin Edge Buoy. The fishing vessel Costalot had tried to take off Mary''-, two crew but had been unable to get alongside.

The relief Atlantic 21 rigid inflatable lifeboat on temporary duty at Southend was launched on service at 1712 manned by Helmsman Robert Fossett with Crew Members Mark Fossett and Simon Spratt. A strong breeze, force 6. which was increasing and which was to reach gale force 8, was blowing from west south west. The tide was in the third hour of flood so that, with wind against tide, there were heavy and confused seas in the Leigh Channel and The Warp. Visibility was good.

At 1742 Helmsman Fossett reported to Thames Coastguard that he had reduced speed because of the deteriorating weather and because wind and spray were reducing visibility. As by this time the wind had risen to gale force, Thames Coastguard began radio checks with the Atlantic every five minutes and advised the launch of Sheerness lifeboat to help Southend lifeboat if required; Sheerness 44ft Waveney lifeboat Helen Turnbull slipped her moorings at 1803 under the command of Coxswain/ Mechanic Robin W. Castle and set out across the Thames Estuary making good speed.

Meanwhile. Southend Atlantic continued to make best possible speed to the casualty and at 1759 Mary was sighted at anchor in a narrow gut to the west of Maplin Edge Buoy. She was being tossed about in the breaking seas and grounding in the troughs, and she was taking a lot of water on board. Helmsman Fossett, realising the danger of any delay, spoke with her crew by radio and asked them to be ready to abandon ship immediately.

As Helmsman Robert Fossett made his approach towards Mary the Atlantic was broached by the seas and laid over on her starboard sponson several times.

However, Crew Members Mark Fossett and Simon Spratt managed to snatch the two fishermen from Mary at the first attempt. The lifeboat was then driven clear of the casualty into deeper water and at 1808 Thames Coastguard were informed that both men were safely aboard the Atlantic.

The return passage to Southend was head to sea and, in the heavy breaking waves, the lifeboat was pitching severely.

Concerned that there might be the possibility of capsizing. Helmsman Fossett stationed Crew Members Fossett and Spratt in the bows to distribute the weight more evenly. However, this proved to be extremely punishing for the lifeboatmen and, as one of the fishermen, suffering from seasickness and hypothermia, was becoming very weak, the engines were throttled back until there was just enough speed to give steerage way while Crew Members Fossett and Spratt sheltered the two fishermen from the wind and spray.

In view of the worsening weather and the state of the survivors. Helmsman Fossett decided that the two men should be transferred from Southend Atlantic to Sheerness Waveney lifeboat. At 1825 the Atlantic, continuing to make headway, was informed that Helen Turnbull would reach her position in about 30 to 40 minutes and the two lifeboats rendezvoused at South West Swin Buoy at 1855. As there was no shelter from wind or sea which could be gained, it was decided to make the transfer immediately.

Sheerness lifeboat ran down sea, the Atlantic 21 was driven alongside and one man was taken aboard Helen Turnbull: the manoeuvre was repeated for the transfer of the second survivor.

At 1900 both lifeboats set course for Southend Pier at reduced speed. The return passage was made in extremely rough conditions, taking nearly two hours, with the Sheerness Waveney escorting the Southend Atlantic 21.

Both lifeboats reached Southend Pier at 2048 and the two fishermen were landed to a waiting ambulance. Southend Atlantic 21 was rehoused and once again ready for service by 2107 and Sheerness Waveney lifeboat returned to station; she arrived at Sheerness at 2146 and was refuelled and back on her moorings by 2215.

For this service the bronze medal was awarded to Helmsman Robert T. Fossett of Southend-on-Sea lifeboat and framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Crew Members Simon P. Spratt and Mark A. Fossett.

A letter signed by Lt-Cdr Brian Miles, deputy director, expressing the Institution's appreciation to Coxswain/Mechanic Robin W. Castle and his crew was sent to Captain William I. Patterson, honorary secretary of Sheerness lifeboat station.

East Division Damaged steering YARMOUTH COASTGUARD informed the honorary secretary of Great Yarmouth and Gorleston lifeboat station at 0236 on Monday May 3, 1982, that the yacht Seamist of Rhu had sustained damage to her steering gear two hours earlier on Scroby Sands, breaking her tiller. A jury rig had been set up and the yacht's crew of two had thought that they could ride it out until the tide turned. However, they were now beginning to be affected by fatigue and the weather was deteriorating.

It was a clear night, although the sky was overcast. A gale, force 8, was blowing from north north east and the sea was very rough. It was three hours before high water.

The crew was assembled and at 0249 Great Yarmouth and Gorleston's 44ft Waveney lifeboat Barham slipped her moorings and set out on service under the command of Coxswain/Mechanic Richard Hawkins. The lifeboat cleared the harbour piers at 0256 and headed at full speed out through the Hewett Channel. Then, changing to a northeasterly course to make for Seamist, which was in the vicinity of Cross Sands Buoy, she met the full strength of the gale force winds head on and had to reduce speed in the rough, short head seas and swell. The dredger Marine Stone was watching the yacht on her radar but kept losing radar 'sight' of her because of the prevailing conditions.

At 0340 the lifeboat neared the casualty. Seamist, a yacht of about 24ft overall, was two miles north north west of Cross Sands Buoy lying under a storm jib with her head about south east; the wind and sea were on her port quarter.

The lifeboat circled around Seamist, shining the searchlight on her to assess the situation. The yacht was seen to be rolling violently in the rough seas so Coxswain Hawkins, worried about the damage he could cause the smaller, lively boat, decided to pass a tow without going alongside. The yachtsmen were asked to try to pull inboard the sails and any trailing rope ends. The lifeboat then approached from the starboard quarter and passed down the starboard side taking care to clear the gyrating mast.

Three times this manoeuvre was repeated; on each occasion a heaving line was thrown aboard but the two yachtsmen, now very tired, were unable to get hold of it. A fourth attempt was made but one of the men went overboard as the yacht rolled and her handrails parted; he climbed back aboard as the scene was lit by parachute flares.

At 0412 Coxswain Hawkins decided that a lifeboatman would have to be put aboard the yacht to help. A fifth, and closer, approach was made and as the two boats came together Crew Member Paul Carter jumped aboard; the two boats rolled and he was pinned momentarily between the quarter rubber of the lifeboat and the cabin of the yacht, bruising his shoulder, before the lifeboat pulled clear. A sixth approach was made, the heaving line taken by Crew Member Carter, and then a tow line was passed and made fast.

The tow began, at dead slow speed, at 0445 and the lifeboat and yacht entered Yarmouth Harbour at 0730. The yacht was moored and her crew landed ashore. The lifeboat was back on her moorings, once again ready for service, at 0915.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain/Mechanic Richard J. Hawkins and a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Crew Member Paul H. Carter.

Vellum service certificates were also presented to Acting Second Coxswain John R. Baker, Emergency Mechanic Leander Wells and Crew Members David V. Mason and Peter M. Collins.

South West Division Propeller fouled NUMEROUS TELEPHONE CALLS were received by Brixham Coastguard at about 0120 on Wednesday August 18, 1982, reporting the sighting of red flares off Teignmouth Pier. Teignmouth Coastguard rescue company were immediately alerted and John Hook, auxiliary coastguard in charge, prepared to undertake the rescue. He telephoned Sydney Hook, coxswain of the Trinity House pilot cutter, and asked him to go to the cutter and await instructions; then he himself went to the promenade to assess the situation.

It was quickly established that a yacht. Albatross, was aground very close to Teignmouth Pier and that the only way of effecting a rescue would be from seaward. So John Hook, together with William Hook and Andrew Burton, hurried to join Coxswain Hook aboard the pilot cutter Storm Siren in Teignmouth Harbour; moorings were slipped at 0143. Storm Siren, a 41ft Watson ex-lifeboat originally stationed at Moelfre, took out with her her 14ft dinghy.

The night was overcast with rain squalls. A near gale, force 7, was blowing from the south west and the sea was rough. It was about four hours before high water. In view of the rough weather, Brixham Coastguard called the deputy launching authority of Torbay lifeboat station at 0125 and at 0142 Torbay's 54ft Arun lifeboat Edward Bridges (Civil Service No 37) slipped her moorings under the command of Coxswain Arthur Curnow and headed for Teignmouth Pier, to stand by.

Clearing Teignmouth river mouth, Coxswain Hook expertly negotiated the narrow channel between Pole Sand and East Pole Sand and then turned to port to head for the casualty; in all, the one mile passage from the mooring took about 12 minutes. On arrival. Albatross a 28ft steel hulled yacht, was seen to be aground about 15 feet south of Teignmouth Pier. She had been on passage from Weymouth when, off Teignmouth, a rope had become fouled around her propeller. Unable to clear the rope, the owner, who was sailing singlehanded, had dropped anchor and fired distress flares.

The south-westerly near gale off th.e land, gusting in the rain squalls, was in conflict with the incoming tide, so that in the shallow waters the sea was rough and confused. Albatross now had two anchors out, but could be seen to be dragging slowly in towards the pier.

Taking advantage of the fact that, being an ex-Watson lifeboat, Storm Siren's propeller is protected, Coxswain Hook brought the pilot cutter round in a sweep towards Albatross, coming up head to sea to stem the waves and tide.

While Storm Siren was making this sweep, John Hook and Andrew Burton boarded the 14ft dinghy and cast off to pass a towline to the yacht. With Andrew Burton at the oars and John Hook tending the 2 Vim nylon towline, the dinghy headed for Albatross. The weight of the line and the rough seas made it a very hard row, but it was successfully accomplished and the dinghy came safely alongside the starboard side of the yacht.

John Hook boarded Albatross to help her singlehanded skipper and to make the towline fast. Andrew Burton returned to Storm Siren, rowing powerfully.

By now the yacht was within a few feet of the pier and in imminent danger of being dismasted and wrecked as she was carried under it.

As soon as the yacht's anchors were clear, Coxswain Hook began the tow.

He was able to bring the yacht head to sea and set course to return by the same way he had come on the outward passage. Because of the darkness of the morning and the rain, visibility was poor, so members of the Coastguard rescue company ashore fired parachute flares over the narrow entrance to Teignmouth to help Coxswain Hook to negotiate the channel safely.

Once Storm Siren and her tow were safely inside the bar, Torbay lifeboat returned to station; she was back on her moorings and again ready for service at 0315. Albatross was moored inside the harbour at Teignmouth and Teignmouth rescue company were stood down at 0238.

For this service the thanks of the Institution inscribed on vellum were accorded to John F. Hook and framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Andrew M. Burton and Sydney C. Hook. A letter of thanks signed by Rear Admiral W. J. Graham, director of the Institution, was sent to William E. Hook.

South West Division Broken rudder THE YACHT Concerto, in difficulties ten miles north of Round Island, was reported to the honorary secretary of St Mary's, Isles of Scilly, lifeboat station by Falmouth Coastguard at 1618 on Tuesday June 22, 1982. Maroons were fired and at 1635 St Mary's 52ft Arun lifeboat Robert Edgar slipped her moorings and, under the command of Coxswain Matthew Lethbridge, set out on service.

In St Mary's harbour a fresh breeze, force 5, was blowing from south south west. It was three hours before high water, some two days after spring tides.

The sky was overcast with visibility three to four miles between rain squalls.

Tresco Channel, navigable by the lifeboat from 2'/2 hours' flood on a spring tide, was negotiated at full speed and at 1650, with Round Island abeam, a course of 025°M was set. From information received from the Coastguard, from DF bearings and from vessels in the area, it was established that the position of the yacht was 50°19'N, 06°11.5'w. Once clear of the land, the wind was near gale, force 7, to gale, force 8 and the passage north in high following seas demanded great concentration and a high standard of boat handling from Coxswain Matt Lethbridge to prevent the lifeboat broaching. The engines were kept at full ahead throughout.

At 1800 the lifeboat arrived at the position given for Concerto, adjusted for tidal set and the yacht's drift. HMS Pollington was also on the scene and it was agreed that the lifeboat and warship should search downwind in company.

At a speed of 10 knots, Coxswain Lethbridge kept station on the starboard beam of the warship, maintaining visual contact at a quarter of a mile to half a mile depending on visibility in the very heavy rain squalls.

At about 1845 the warship obtained a VHP DF bearing of the casualty; she was lying to the south west. Course was altered to that heading and the lifeboat, increasing her speed to 12 knots, drew ahead of the warship. After 15 minutes the lifeboat fired a white flare. Concerto reported by radio that she could see the flare on bearing 030°. Coxswain Lethbridge increased to full speed and found the yacht at 1915.

Concerto was heading south south east, wallowing in the high seas and shipping heavy spray. Her sails were stowed and she appeared in good order apart from her rudder, which was hanging askew. Two men could be seen in her cockpit.

The wind was still from the south south west but by now it had risen to storm force 10. The tide flowing across the wind was creating a sea estimated at 20 feet high, 100 feet between crests, reminiscent of that experienced during the Fastnet Race storm of 1979. The lifeboat was shipping green water as the approach was made.

At 1930, while a large Finnish tanker, ss Tervi, steamed into a position a quarter of a mile away to create a lee, Coxswain Lethbridge rigged a towline, heavily fendered the lifeboat's port side and then manoeuvred alongside the yacht. His intention was to secure a tow line and then take off the two crew, but he was forced to drive clear of the casualty to avoid damage while the tow line was secured. With the two men still aboard their yacht, therefore, the tow was taken up at 1935 on a course of 212°M.

On 100 fathoms of towline, suitably weighted, a towing speed of 3 to 4 knots was achieved. However, with the onset of darkness and the continuing severe weather, Coxswain Lethbridge decided to take off the yachtsmen. It was a difficult operation. While trying to bring the yacht alongside, her stern was carried into the lifeboat's port quarter by a large sea; narrowly avoiding two crew members, it struck the deckhouse above their heads, bent a stanchion and marked the belting. Despite this incident, by waiting for instructions from Second Coxswain Roy Guy, the transfer was made without further damage or injury.

The tow was resumed at 2110 at a speed of 4 knots, but about 20 minutes later the towline parted.

HMS Pollington had already departed to help search for a yacht reported in difficulties off Seven Stones, north east of the Isles of Scilly. Coxswain Lethbridge immediately informed the yachtsmen and Falmouth Coastguard of his intention to abandon his tow to go to the aid of this second casualty, the French yacht Martez. A course was set at 185°M and full speed was then maintained with only brief reductions to meet particularly heavy seas. At about 2230 St Mary's Arun lifeboat, four miles north on Seven Stones Lightvessel, began a downwind search in company with HMS Pollington, Sennen Cove's 37ft 6in Rother Diana White and a Sea King helicopter from RNAS Culdrose. Diana White had launched on service at 1914 under the command of Coxswain/Mechanic Maurice Hutchens.

When, however, a yacht answering the description of Martez was found close ashore near Penzance Harbour, the search was called off and the 46ft 9in Watson relief lifeboat Guy and Clare Hunter, on temporary station duty at Penlee, was launched at 2353 to go to the French yacht's help. Soon after Guy and Clare Hunter had launched, under the command of Coxswain Kenneth Thomas, Martez was reported to have come ashore and her crew of two to be safely on the beach in the care of the Police.

St Mary's lifeboat arrived back at station at 0055 on Wednesday June 23; the crew of Concerto were landed at 0110 and the lifeboat was refuelled and back on her moorings ready for service at 0230. The abandoned yacht was found later that day by the Dutch coaster Inga, off the North Cornwall coast, and towed to St Ives.

Coxswain Matthew Lethbridge later received letters of thanks from Concerto's skipper, who wrote: ' . . . / am writing to express my appreciation for the skill and dedication of the St Mary's lifeboat crew. . . Words, particularly on paper, are always inadequate vehicles to express these feelings. . . ' and his crew: " . . . Having felt guilty in the first place that we had got into the difficulties we did and that we had to ask for help, I found all that followed a most exciting experience and I feel privileged to have been able to see at first hand both the caring and the professionalism of you and your lifeboat crew and I thank you all very much indeed for it all. . . ' For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Matthew Lethbridge, BEM, of St Mary's lifeboat and vellum service certificates were presented to Second Coxswain Ernest Roy Guy, Motor Mechanic William R. Burrow, Emergency Mechanic Ritchie Christopher and Crew Members Rodney J. Terry, Roy Duncan, Brian Jenkins and Stuart J. Thomas. A letter, signed by Rear Admiral W. J. Graham, director, expressing the appreciation of the Institution to the master of the Finnish tanker Tervi, was sent to the ship's owners, Neste O/Y.

Scotland North Division Making water WICK COASTGUARD informed the honorary secretary of Thurso lifeboat station at 1355 on Tuesday September 7,1982, that the fishing vessel Coronella was making water off Duncansby Head and the lifeboat was asked to launch with pumps. At 1410 Thurso's 48ft 6in Solent lifeboat The Three Sisters launched on service under the command of Second Coxswain John Manson and headed into harbour to embark pumps held in the harbour oil depot. Kenneth Mac- Kenzie of the oil depot, who is also the engineer of the RNAF tender Loyal Proctor which is based in Scrabster, joined the crew to supervise the pumps.

HMS Stubbington, a minesweeper seconded to fishery protection duties which was in Scrabster Harbour, sailed at 1429 to help the casualty.

Coronella was 12 miles east north east of the lifeboat station and The Three Sisters maintained full speed to her position. During the passage HMS Stubbington established that there were 11 men on board the fishing vessel.

It was an overcast day with frequent rain squalls passing through, reducing visibility. There was a strong breeze, force 6, blowing from the west and the sea was rough. High water springs had been at 1153.

HMS Stubbington arrived on scene at about 1512; she lowered a boat to take a pump across to Coronella, but unfortunately the pump's handle was lost overboard so that it could not be used. The fishing vessel was anchored slightly to the west of the rocks known as the Men of Mey and the minesweeper could not approach close enough to pass a tow line. The strong westerly breeze was blowing across the overfalls in the area giving a very confused sea and the broken water disguised the exact position of the rocks.

By this time Coronella was well down by the stern and had only three foot clearance left in her engine room above the waterline. There was concern that the bulkhead might give and she had lost all power. Her own lifeboat was turned out ready for her crew to abandon ship.

Thurso lifeboat arrived at 1550 and went alongside the casualty to transfer the pumps. Two lifeboatmen together with Kenneth MacKenzie were also put on board to help. Acting Coxswain John Manson is a Stroma man and, having fished the area since a young boy, knew exactly where the rocks were in relation to the casualty.

There was some difficulty in getting the pumps started and The Three Sisters lay off ready to take off all the men on board Coronella if necessary; unless the pumps had contained the inflow of water the fishing vessel would without doubt have sunk. However, the two pumps were eventually started and the water level held.

At about 1700 Coronella cut her anchor line and she was immediately swept into the overfalls and carried west north west. As she drifted along the overfalls Acting Coxswain Manson took the lifeboat alongside and re-embarked his two crew members and Kenneth MacKenzie. HMS Stubbington fired two lines across and a tow was connected; it parted but another tow was successfully passed.

HMS Stubbington took Coronella in tow to Thurso Bay where the lifeboat took over and, at 2145, berthed the disabled fishing vessel alongside, with the help of the pilot cutter and Loyal Proctor. Thurso lifeboat was rehoused and ready for service at 2200.

Coronella had grounded on rocks to the west of Duncansby Head and drifted to St John's Point, a notorious area of the Pentland Firth. In grounding her transducer was torn out, leaving a hole in her bottom. She remained in Scrabster Harbour for two days where the Fire Brigade kept her afloat until a diver could make temporary repairs.

For this service the thanks of the Institution inscribed on vellum were accorded to Second Coxswain John D.

Manson, acting coxswain. Vellum service certificates were presented to Motor Mechanic Angus M. Reid, Emergency Mechanic Brian Williams, acting assistant mechanic, and Crew Members Ian McMillan and Jay Scott MacKay and also to Kenneth Ross MacKenzie.

West Division Disabled A FISHING VESSEL, Gardelwen, suffering engine and steering failure was reported to the honorary secretary of Barmouth lifeboat station at 0330 on Sunday October 31, 1982. She was 17'/2 miles bearing 265°M from Barmouth and needed urgent help. Maroons were fired and at 0345 the 42ft Watson relief lifeboat Dorothy and Philip Constant, on temporary duty at Barmouth, slipped her moorings under the command of Second Coxswain Leonard Vaughan.

The coxswain and several crew members were away on passage with the station boat.

The sky was overcast, a near gale, force 7, was blowing from the south and the seas were rough. It was one hour after low water. In that state of tide and weather it was necessary to use the searchlight to ensure a safe passage across the bar. Once clear of the bar, however, at about 0405, the lifeboat set course for the disabled fishing vessel at full speed.

The true force of the near gale was now experienced. The sea was very rough and there was a 10 to 14 foot swell. The lifeboat was rolling heavily in the beam seas and shipping water.

While on her way, she received a radio message from the Coastguard to say that Gardelwen was making water and in danger of foundering.

The seas were getting worse. At about 0515, estimating that he was some four miles from the fishing vessel, Acting Coxswain Vaughan instructed the lifeboat's searchlight to be switched on and Gardelwen was asked to fire a red flare when she sighted the light. Within ten minutes a red flare was observed right ahead at three to four miles distance. Course and speed were maintained and at about 0545 the lifeboat arrived at the casualty.

Gardelwen was lying north-south and had been trying to lie to an anchor. On the approach of the lifeboat she weighed her anchor and, as her crew of three did not want to leave their boat, Acting Coxswain Vaughan decided to try to tow her to Barmouth. He took the lifeboat up along the starboard side of the fishing vessel and the lifeboatmen succeeded in passing a heaving line which was used as a messenger by the fishermen to send back a tow line to the lifeboat. This line, however, was far too short for a tow in the gales and very rough seas, so the lifeboat was taken up along the fishing boat again to pass across her own line, which the fishermen made fast on board Gardelwen.

Acting Coxswain Vaughan had decided to run before the sea while the towlines were being passed in order to give some protection to his crew working forward, and seas were breaking over the stern of both lifeboat and fishing boat the whole time.

The weather had deteriorated still further and a force 8 gale was now blowing from south to south west. The sea was very rough with a 15 foot swell.

Gardelwen, with no steering, was yawing and rolling violently and it was with great skill and difficulty that the tow was rounded up and course set for the return to Barmouth. As well as yawing, the fishing boat frequently tended to over run the lifeboat and, to try to avoid excessive snatch on the tow the lifeboatmen were continually taking in and paying out the slack on the towlines; it was an arduous task but it was accomplished despite the heavy rolling seas which frequently broke aboard.

In spite of these efforts, however, the towline parted. Acting Coxswain Vaughan came about to reconnect the tow. This time he asked Gardelwen to make the fishing boat's own line fast to one side of one of her tyre fenders and to make the lifeboat's line fast to the other side of the fender so that there would be some weight part way along the towline to give it some spring to ease the snatching. This was done and the tow resumed.

After about half an hour at threequarter throttle the tyre tore apart with such violence that the half attached to the lifeboat's line whipped back aboard, travelling the full length of the lifeboat and hitting the two foremost stanchions with such force that they were bent.

Fortunately the crew had all ducked in time and no one was hurt.

With great difficulty the tow was reconnected, this time with two fenders between the two parts of the line. The tow was resumed without further mishap, though both boats continued to roll heavily and the casualty to yaw violentlv. It was four hours after high water when the lifeboat and tow arrived off Barmouth Bar. The south-westerly wind had eased to force 6 but it could be seen that there was a heavy run of breaking sea. Gardelwen was by this time 'half full of water' and Acting Coxswain Leonard Vaughan realised that if he was to have a chance of negotiating the bar with the casualty, he must make the crossing right away, before, on the ebbing tide, there was any further fall in the depth of the water. He therefore headed in towards Barmouth over the bar.

The long run in, successfully achieved, was made over one vast area of white breaking running seas. Towing a disabled vessel in such conditions required both courage and ability and all who witnessed the approach of lifeboat and tow expressed great admiration.

Gardelwen was safely moored at about 1150 and the lifeboat was refuelled and back on her moorings ready for service at 1230.

For this service the thanks of the Institution inscribed on vellum were accorded to Second Coxswain Edward Leonard Vaughan, acting coxswain, and vellum service certificates were presented to Boat Mechanic Kenneth Ingram, Crew Member Harry Allday, acting second coxswain, and Crew Members Robert A. Buckley, John H.

Stockford and Llewelyn W. Griffin.

Scotland North Division Broken adrift THE STATION HONORARY SECRETARY of Thurso was informed by Wick Coastguard at 2105 on Tuesday November 16 1982, that the trawler Arctic Crusader had broken adrift in Scrabster Harbour, close by the lifeboat station, and he was asked to place the lifeboat on standby.

The crew were assembled and at 2120 the lifeboat was asked to launch.

Within five minutes Thurso's 48ft 6in Solent lifeboat The Three Sisters had launched under the command of Coxswain William Farquhar and was on her way to the casualty. The night was very dark with an overcast sky and it was raining. A strong gale, force 9, gusting to storm force 10 was blowing from the north west and the sea was very rough.

It was half an hour after high water.

Arctic Crusader had been blown clear of the harbour and was in broken water drifting down on to the beach. Another fishing trawler, Donwood, had her anchor down and a line across to Arctic Crusader, but this anchor was dragging.

Since launching. Coxswain Farquhar had been assessing the situation and concluded that if Arctic Crusader continued her rapid drifting she would be in shallow water beyond the reach of the lifeboat and he asked that a helicopter should standy by.

Arctic Crusader asked the lifeboat to pass a second tow rope to Donwood.

The lifeboat, however, could not carry out this manoeuvre between the two fishing vessels without the strong possibility of being severely damaged herself, so Donwood floated a second line down to Arctic Crusader. Once the second towline was made fast, Arctic Crusader asked that the helicopter be cancelled; her skipper also asked that, should the tow part, the lifeboat should come alongside and take off his crew.

With the two towlines secured, Donwood tried to take up the tow, but as soon as the weight was taken on the ropes they both parted. Coxswain Farquhar had positioned the lifeboat ready to go in alongside Arctic Crusader if necessary. The weather had not moderated and the casualty was now well inside the surf line among high breaking seas. Waves were continually breaking right over the lifeboat and the coxswain had time for only one attempt to get alongside before Arctic Crusader would be in water so shallow she would be beyond the lifeboat's reach.

Coxswain Farquhar took the lifeboat in alongside Arctic Crusader's port side and, finding no one on deck, held her there. Within a minute or two the trawler's engines started and she headed back for Scrabster Harbour.

Apparently there were only three men on the disabled trawler, not five as reported. Two were engineers who were down in the engine room working on the engines. As the lifeboat approached, the skipper had gone below to tell them to abandon ship, but just at that moment they had succeeded in getting the engines started.

The lifeboat escorted Arctic Crusader back into harbour but the trawler's engines, already damaged, seized ahead and her bow struck the jetty. The lifeboat was rehoused and once again ready for service at 2300.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain William Ross Farquhar and vellum service certificates were presented to Second Coxswain John D. Manson, Motor Mechanic Angus M. Reid. Assistant Mechanic Edward Fraser and Crew Members Neil MacDonald Farquhar, William Munro and Brian Williams.

South West Division Fishing boat sinks WEYMOUTH LIFEBOAT was asked to launch by Portland Coastguard at 0945 on Monday November 15. 1982, to go to the help of the fishing boat Amirante reported to be taking water four miles south of Portland Bill.

It was a fine morning with a fresh breeze, force 5, blowing from the north west and a moderate sea. It was three hours after high water.

Weymouth's 54ft Arun lifeboat Tony Vandervell slipped her moorings at 1003 with Second Coxswain/Mechanic Derek Sargent in command. When she arrived on scene she found that another fishing vessel had taken Amirante in tow. Both vessels said that they were happy to continue the tow and that the lifeboat crew's offer of help in pumping out was not needed. A little while later, however, Amirante slipped the tow and the lifeboat was again offering help when the casualty suddenly began to founder.

Acting Coxswain Sargent moved in swiftly and picked up her crew safely.

The three men were landed at Weymouth and one of them was taken to hospital for examination. The lifeboat was back on her moorings and once again ready for service at 1140.

For this service a letter of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, was sent to Second Coxswain/Mechanic Derek J. Sargent, acting coxswain.

East Division Powered bathtub THREE MEN who had set out to cross the Inner Wash from the River Nene to Hunstanton in a bathtub on Monday September 13, 1982, were reported overdue at 2115; the tub was lashed to inner tubes and an inflatable dinghy and powered by an outboard engine. Yarmouth Coastguard informed the honorary secretary of Hunstanton lifeboat station and at 2128 the relief Atlantic 21 rigid inflatable lifeboat on temporary duty at Hunstanton launched on service manned by Helmsman Alan Clarke and Crew Members Gerald Wase. Victor Dade and Michael Wallace.

It was a fine night with a light breeze blowing from the south and the sea was calm. The Coastguard had been told that the three men had intended to keep inshore on their passage, so the Atlantic set out to search up to King's Lynn.

First she searched across Stubborn Sand to Cork Hole. By now it was low water neaps. At No 3 Buoy a parachute flare was fired, but nothing was seen. The boat's searchlight then failed so she continued all the way to King's Lynn Docks using hand lamps and parachute flares.

Meanwhile, an SAR helicopter was searching the marshes and banks and Hunstanton Coastguard CRC were searching on foot across the mud flats.

Nothing was seen, so at 2355 the Atlantic 21 returned slowly from King's Lynn to Hunstanton; the lifeboat was recovered at 0130 on Tuesday September 14 with the intention of resuming the search at daybreak.

Four hours later, at 0530, the crew reassembled, but as very thick fog had now formed the Atlantic 21 did not launch until 0710. With Helmsman Alan Clarke were now Crew Members Charles Groundsell, Arthur Osborne and John Hawkes.

Searching started inshore at a quarter ebb from Hunstanton to south west of Heacham. At 0914 the Atlantic crossed the sands to Cork Hole. Visibility was still down to 30 yards and, overrunning the channel, the lifeboat grounded on Styeman's Middle Sand; she worked off again and then returned to Hunstanton as it was thought unwise to continue until visibility had opened out. At 1014, with visibility up to half a mile, the Atlantic set out again, re-crossing the sands to Cork Hole and then heading up channel. An SAR helicopter took off at 1055, having been unable to do so before because of the fog.

The lifeboat sighted an object on Peter Black Sand; Crew Members Groundsell and Osborne went to investigate, but it was only a packing case.

Several fishing boats were met, including one by Lynn Barrier Wall which had run aground on Breast Sand, but none of them had seen anything of the missing men. The Atlantic tried to get through to the old Lynn Channel at 13A Buoy, but with the tide ebbing there was not enough water. Her fuel running low, the Atlantic returned to Hunstanton at 1130 to refuel and change crews.

Helmsman Clarke went through the charts with Helmsman Rodney Hicks, who was going to take over from him, to decide the best way of covering the area not already searched and then the Atlantic 21 relaunched at 1230; her crew members were now Arthur Osborne, Gerald Wase and Michael Wallace.

The lifeboat set course for Roaring Middle, passing Lynn No 3 and Lynn No 1 Buoys on the way. The intention was to search down Roaring Middle Ridge and then on down into Lynn Channel. When approaching Roaring Middle No 2 Buoy, however, an object was sighted in the water l'/2 cables to starboard. The Atlantic changed courseand as she came nearer she saw a man waving an oar. It was the missing bathtub.

Its outboard engine had run out of fuel and there was no anchor on board; the three men had no food or drink.

They were taken aboard the lifeboat and treated for exposure. The bath and its fittings were also taken on board and the lifeboat returned to station where the three men were seen by the honorary medical adviser. The lifeboat was rehoused and once again ready for service at 1430.

For this service a letter signed by Rear Admiral W. J. Graham, director, expressing the Institution's appreciation to Helmsmen Alan J. Clarke and Rodney W. F. Hicks and their crews, was sent to Mr J. T. Day, Hunstanton station honorary secretary. South West Division End of voyage A MEMBER OF THE PUBLIC made a 999 call to the Police early on the morning of Saturday October 16, 1982, reporting a catamaran flashing a white light about 100 yards off Sidmouth Beach, 9Vz miles east north east of Exmouth lifeboat station.

A strong gale, force 9, gusting to storm force 10 was blowing from south south east and the seas were very rough.

HM Coastguard was informed immediately, Beer Coastguard coast rescue company was alerted and, at 0655, the launch of Exmouth lifeboat was requested.

The 46ft 9in Watson relief lifeboat Winston Churchill (Civil Service No 8), on temporary duty at Exmouth, slipped her moorings at 0710 under the command of Coxswain Geoffrey Mears and headed for Sidmouth. Also at 0710 a helicopter was asked to scramble.

By this time the catamaran, Hongi, had been driven on to the rocks at the eastern end of Sidmouth. She had been on passage from Poole to the Mediterranean crewed by a man and his wife who had jumped into the sea together just before the yacht was driven ashore. The man had been helped ashore by the police but his wife was still in the water.

The helicopter arrived on the scene at 0733 to start the search at sea and Beer Coastguard CRC arrived to start the search along the coastline ten minutes later. At 0800 Exmouth lifeboat reported her expected time of arrival off Sidmouth as 0815. At 0805, however, the helicopter reported the sighting of the woman in the water; she was lifted within minutes and artificial respiration attempted, but when, at 0813, she was lowered to the ambulance waiting on the beach she was found to be dead.

The man, severely injured, was taken to hospital but died a few days later.

The lifeboat arrived at Exmouth at 0947 and was once again ready for service, at 1005.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation was sent to Coxswain Geoffrey B.

Mears, Second Coxswain Keith R. Graham, Assistant Mechanic Timothy R.

Mock and Crew Members Reginald Mogridge, Roy Richards and Geoffrey Ingram. East Division Four rescued EARLY ON FRIDAY, November 12, 1982, the 17ft 6in fishing boat Lady Theresa was seen leaving Redcar and, as it was a rough morning, a watch was kept on her from the lifeboathouse. At 1213 a passer by informed Coxswain David Buckworth that a small boat looking as though she needed help had been sighted about a mile north east of the lifeboat station. The coxswain informed Tees Coastguard and the station honorary secretary and at 1221 Redcar's 37ft Oakley lifeboat Sir James Knott was launched from her carriage.

By now a gale to strong gale, force 8 to 9, gusting at times to storm force 10 was blowing from the south west and the sea was rough. It was one hour after high water.

Coxswain Buckworth brought the lifeboat alongside the fishing boat at 1233 and her four occupants were transferred to the lifeboat. A tow was then rigged and the lifeboat and Lady Theresa reached Redcar at 1250. The lifeboat was rehoused and once again ready for service at 1335.

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

Graham, director of the Institution, was sent to Coxswain David Buckworth and his crew.

East Division Outboard failure A RED HANDFLARE from a cabin cruiser about two miles east of Cullercoats Harbour was sighted by Tyne Coastguard at 1232 on Sunday September 26, 1982.

Cullercoats lifeboat station was informed and at 1239 the D class inflatable lifeboat launched on service manned by Helmsman David Blackman and Crew Members W. Sneddon and Michael Smith.

It was a fine day with good visibility but the strong southerly breeze, force 6, was gusting to near gale, force 7. The sea was rough and it was nearly two hours after high water.

The lifeboat ran off to the east but was told by a fishing vessel that the casualty was not in her area. At this time another flare fired by the cabin cruiser was seen to the north east.

When the lifeboat reached the casualty, at 1250, she found that she was lying at anchor and that her outboard engine had failed; she had five people on board. The lifeboat took the boat in tow but, in the freshening wind, all attempts to free her anchor failed and it eventually had to be cut away.

The tow back to Cullercoats Harbour was made at slow speed with both boats taking on a good deal of water. They arrived at 1330. The cabin cruiser was beached; her crew, all very wet, were landed and helped to get warm and dry before they returned home. The lifeboat was rehoused and once again ready for service at 1340..