West Division Breeches buoy HOLYHEAD COASTGUARD informed the honorary secretary of Moelfre lifeboat station at 0945 on Sunday August 29, 1982, that a distress call had been received from a small boat aground on rocks at Dulas Island, two miles north north west of the station. Maroons were fired and at 0958 the 37ft Oakley relief lifeboat The Vincent Nesfield, on temporary duty at Moelfre, was launched on service under the command of Coxswain William Roberts.

The morning was overcast and heavy rain driven by a south-south-westerly gale, force 8, was reducing visibility. It was 2'/2 hours after high water.

The sea in the lee of the land was moderate and Coxswain Roberts set a north-westerly course towards Dulas Island at full speed. No radio communications were possible with Holyhead Coastguard, so Ramsey Coastguard acted as co-ordinating authority for this service. With the wind on the quarter, a moderate quartering sea and a favourable tide, good progress was made.

Arriving off Dulas Island at 1015, Coxswain Roberts took the lifeboat to the west of its southern end where he could see the casualty, the 42ft trimaran Triple Jack., with two people on board. The boat was hard aground on the Garnog, a reef of rocks that extends to the south of the island.

Triple Jack had been at anchor sheltering from the weather in the entrance to Traeth Dulas, on Anglesey, but with the strong ebb tide that sweeps out of the estuary and the gale, she had dragged her anchor to the north east; she had grounded, heading south south west, on a rock which dries out. She already had a slight list to starboard developing and was in danger of capsizing as the tide fell.

The wind, now from south west, had freshened and was gusting to strong gale, force 9. In the more open waters of the bay the sea was moderate to rough. A strong ebb tide was running and on the shoal ground near the trimaran the sea was confused. The wind was taking the tops off the waves and the almost continuous spray, coupled with the heavy rain, was reducing visibility considerably.

Coxswain Roberts realised that there was no possibility of taking the lifeboat alongside the trimaran, so he told the Coastguard that he would try to take off her people by breeches buoy. He took the lifeboat to the south south east of Triple Jack and anchored, but, as he veered down, it was soon clear that the wind and tide were taking him in too close to the trimaran and the dangerous rocks. He weighed anchor and made a second attempt further east, but had to move still further to the east and anchor a third time before the lifeboat was successfully veered down to a position about 20 yards south of the trimaran.

The breeches buoy equipment was prepared on deck and, on the second attempt, a line was passed by rocket.

Block and veering lines were then hauled across and made fast by the trimaran's crew. It was now 1045. The two people on board, father and son, were successfully pulled to, and taken aboard, the lifeboat, where they were made warm and comfortable by the crew. This operation, carried out in driving spray and rain, was completed at 1102.

While pulling the survivors through the water, the additional strain on the lines tended to pull the lifeboat towards the dangers, but although the boat touched submerged rocks three times she was not damaged.

On recovery of the breeches buoy and veering lines, Coxswain Roberts weighed anchor and set course for Moelfre. For the return passage wind and sea were on the bow, with heavy spray driving overall. The lifeboat came alongside her slip at Moelfre and landed the two men at 1125. Both were cold and wet but after warm drinks, a warm bath and a change of clothing they showed no ill effects from their ordeal.

The lifeboat was rehoused and once again ready for service at 1200. For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain William J.

Roberts and vellum service certificates were presented to Second Coxswain John M. Thomas, Motor Mechanic Evan O. Jones and Crew Members Hefin Rowlands, Rodney Pace and Roy Thomas.

East Division Barge aground THE STATION HONORARY SECRETARY Of Mablethorpe lifeboat station was informed by Humber Coastguard at 1030 on Tuesday October 12, 1982, that the barge Almeco had grounded overnight.

An attempt was to be made to refloat her, so it was agreed that the lifeboat crew should be alerted. At 1350 the Coastguard telephoned a stand down but five minutes later came a request for an immediate launch because two of the three men aboard the barge had been injured. Mablethorpe's D class inflatable lifeboat was launched from the beach into the surf at 1400 manned by Helmsman William Tuplin and Crew Members John Mayfield and Wayne Docking.

It was a cloudy afternoon, but clear, with a moderate breeze, force 4, blowing from south south west and a heavy onshore swell. It was three quarters of an hour before high water.

Once clear of the surf full speed was made towards the barge, l'/2 miles to the north, and the lifeboat reached her at 1410. Almeco was aground about a quarter of a mile off the beach in surf on the outer side of a bank; her head was lying to the south east but being knocked back towards the south. Apparently she had grounded during the night on a falling tide. At low water her crew had carried out a kedge anchor to seaward; then, as the barge started to lift about an hour before high water, the crew had started to heave on the hand windlass.

The rise and fall of the bows in the surf had been too great for the windlass and it had sheered, injuring the skipper and one of his crew.

The inflatable lifeboat was taken round the barge's stern, through the surf and alongside her starboard side, forward, as she lay beam on to the six-foot breaking surf, rolling heavily.

The lifeboat's painter was thrown up to her uninjured crew member, but he did not manage to make it fast and the inflatable lifeboat was thrown off.

A second approach was made and Crew Member Docking, a tall and very strong young man, held the lifeboat alongside against a tyre fender while Crew Member Mayfield climbed aboard the barge taking the painter with him; he made the line fast to the barge and it was then taken back and made fast to the inflatable lifeboat's forward portside grab handle. The outboard engine was stopped and Crew Member Mayfield started to check the two injured men.

The barge's rise and fall was causing the lifeboat to pitch and toss and the grab handle parted. The painter was let go, the engine restarted and the lifeboat was held alongside by her engine and the strength of Crew Member Docking.

Crew Member Mayfield was tending the injured men when the barge rolled heavily in a large swell throwing him overboard clear of the lifeboat's stern.

He climbed back on to the inflatable and then back on to the barge to carry on with his task. The barge's skipper was unconscious and appeared to have a broken arm; the second injured man also appeared to have a broken and badly injured arm.

While Helmsman Tuplin held the lifeboat alongside Crew Member Mayfield handed the two injured men down to Crew Member Docking. Crew Member Mayfield stayed aboard the barge with the remaining member of her crew. The inflatable lifeboat was beached and the two injured men taken ashore to an ambulance. It was 1440.

Meanwhile Humber's 54ft Arun lifeboat City of Bradford IV had slipped her moorings at 1425 under the command of Superintendent Coxswain Brian Bevan; it was decided that she should continue to Almeco to try to refloat her. Mablethorpe's inflatable lifeboat headed back to the barge, picked up Crew Member Mayfield and stood by outside the surfline. Humber lifeboat arrived at 1506 just after high water and a tow was connected. By this time, however, the barge was hard aground again and could not be moved.

By 1550 the attempt to haul her clear was abandoned. Mablethorpe inflatable lifeboat made another run in close to the barge's starboard side so that the third bargeman could jump aboard, to be landed on the beach. Mablethorpe lifeboat then returned to station. She was beached at 1615 and was rehoused at 1645. Humber lifeboat was back on her moorings at 1655.

Both Humber and Mablethorpe lifeboats launched again when, on the following day, October 13, it was learnt that an attempt was to be made to refloat Almeco. The barge was refloated safely, however, without further assistance. She got under way south while the two lifeboats returned to station.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Helmsman William Tuplin and Crew Members John Mayfield and Wayne Docking.

Scotland North Division MFV sinks MFV GRATITUDE, on passage from Lerwick to Macduff, sent a MAYDAY distress call at 0133 on Sunday April 24 to say that she had struck rock at Sumburgh Head; she was still afloat but needed immediate help. Shetland Coastguard informed the honorary secretary of Lerwick lifeboat station and by 0145, just 12 minutes later, the 52ft Arun lifeboat Soldian had slipped her moorings and was on her way under the command of Coxswain/Mechanic Hewitt Clark.

It was a very cold, dark night with low cloud. A fresh breeze, force 5, was blowing from east north east and the sea was moderate.

When the lifeboat set out on the 20-mile passage south nothing more had been heard from Gratitude and it was assumed that she had sunk. From a VHF/DF bearing received the Coastguard thought she might be one mile east of Sumburgh Head, although there was no cross bearing available to fix the position.

At 0155 the lifeboat reported a red flare sighted ahead. A bearing was taken by the Coastguard which, when transcribed on to the chart, intersected the original DF bearing at a point half a mile south east of the light on Mousa Island, off the east coast of Shetland Mainland and about ten miles south of Lerwick. Lerwick honorary secretary also reported to the Coastguard a red flare which he had seen from his house on Bressay Isle the bearing of which indicated that the casualty was east of Mousa.

As the lifeboat came round the south of Mousa she was seen by the three survivors from Gratitude, her whole crew; they were in a liferaft and they set off hand flares. By 0225 the three fishermen were safely aboard the lifeboat but two were reported to be suffering from hypothermia. When the fishing vessel had sunk the rope holding the liferaft had not detached itself so one of the men had had to dive below the surface to cut it free. By the time the liferaft came to the surface they were very cold and exhausted and had great difficulty in climbing aboard.

Once in the lifeboat, one man was put in the hypothermal bag while Crew Member Ian Fraser, a first aider, lay wrapped up in a blanket with the man who had dived to cut the rope, to try to get warmth back into his body.

An ambulance and a doctor were waiting at Lerwick when the lifeboat arrived back on station at 0315 and took the three fishermen into their care.

Soldian was refuelled and back on her moorings at 0330.

For this service a letter signed by Rear Admiral W. J. Graham, director of the RNLI, expressing the Institution's appreciation to Coxswain/Mechanic Hewitt Clark and his crew was sent to Mr M. M. Shearer, Lerwick station honorary secretary. Mr Shearer also received a letter of thanks from L.H.D.

Ltd, the largest fish selling organisation in Shetland, on behalf of the three fishermen.

Scotland South Division Adrift OBAN COASTGUARD picked up a distress call in the early hours of Tuesday June 14 from the 20ft yacht Wigeon with an elderly couple on board. Wigeon had broken adrift from a mooring in Craignure Bay, Isle of Mull, her outboard engine had failed and she was being driven towards the steep-to shores of the Isle of Bernera and the nearby reef of Liath Sgeir. The honorary secretary of Oban lifeboat station was informed at 0103, maroons were fired and the 33ft Brede lifeboat Ann Ritchie slipped her mooring at 0115 under the command of Second Coxswain Douglas Craig.

Course was set for the estimated position of the casualty and full speed maintained.

The night was overcast with a westnorth- west near gale, force 7, gusting to gale force 8. The sea was moderate but rough in the tidal race and overfalls off Lismore Point.

Assistant Mechanic Malcolm Robertson and Oban Coastguard tried to maintain radio contact with the yacht to reassure her crew and so that the lifeboat, with her VHP direction finding equipment, could establish Wigeon's bearing. By 0135 Ann Ritchie had Lismore Point abeam and sighted a light which her VHF/DF confirmed was likely to be Wigeon. Course was altered towards her. Radio messages from the yacht indicated that she was rolling heavily. The wind, by now, had backed more to the west and was against the new flood tide.

At 0140 Acting Coxswain Craig approached the yacht on a parallel course as closely as the conditions would allow and checked by searchlight that the sea-anchor and warp which it was understood had earlier been streamed had been taken back on board. The yacht was making an estimated 3 knots under bare poles and she was rolling and yawing violently. A second approach was made and the two people on board asked to be taken off, declining the lifeboat's offer to try to secure a tow.

Crew Members Sydney Thomson and Willie Melville, their lifelines securely attached, therefore took up position six feet apart on the port side deck and instructed the woman aboard Wigeon to come to the outside of the yacht's guardrails and jump when told. At the second attempt she was pulled aboard and the lifeboat lay off while she was taken aft into the wheelhouse. The lifeboat then repeated the run in and the husband was pulled to safety. Before he could be helped aft, however, the lifeboat, in turning away from the casualty, rolled heavily for a short time during which the three men had to cling tightly to the guardrail.

By this time the lifeboat and Wigeon were about a third of a mile from Bernera Island and the lifeboat stood by while MFV Lilacina secured a tow on the abandoned yacht. When Acting Coxswain Craig was satisfied that lives were no longer at risk he set course for Oban.

On arrival, at 0405, the husband and wife were landed at North Pier into the care of the station honorary secretary.

The Brede was refuelled and was back on her moorings once again ready for service at 0430. For this service a letter of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, was sent to Second Coxswain Douglas Craig, acting coxswain, and his crew: Assistant Mechanic Malcolm K.

Robertson and Crew Members William Melville and Sydney J. Thomson.

Scotland South Division Airbed A BOY AND A GIRL being blown out to sea on an airbed off Ardrossan were reported to the honorary secretary of Troon lifeboat station by HM Coastguard at 1525 on Tuesday June 21. Five minutes later Troon's 44ft Waveney lifeboat Connel Elizabeth Cargill slipped her mooring under the command of Coxswain/Mechanic Ian Johnson and set out for Ardrossan, some ten miles to the north west.

It was a sunny afternoon with good visibility and a slight sea, but a moderate to fresh north-easterly breeze, force 4 to 5, was blowing off shore.

Arriving off Saltcoats Beach at 1600, the lifeboat asked Ardrossan Coastguard Mobile if they could see the airbed; she was told to hold her present course and that a small boat had picked up one person. By 1601 the lifeboat was alongside the dinghy in the bottom of which the girl was lying. Crew Members Robert Hannah and Roy Trewern quickly boarded the dinghy to start mouth to mouth resuscitation right away as the girl was lifted into the lifeboat; the boy was brought aboard and taken down below.

An RN helicopter arrived overhead at 1604 and a paramedic was lowered on to the lifeboat to help the crew working to revive the girl. Although every effort was continued while the lifeboat made for Ardrossan Harbour, the girl did not respond.

Ardrossan was reached at 1612 and within a few minutes the girl had been transferred to an ambulance and was on her way to hospital; sadly, however, she did not recover.

The boy was landed into the care of the shore authorities and the lifeboat returned to station, re-entering Troon Harbour at 1718.

For this service a letter signed by Cdr Bruce Cairns, chief of operations, expressing the Institution's appreciation to Crew Members Robert Hannah and Roy Trewern was sent to Mr J. Manson, Troon station honorary secretary.

South West Division On trials and passage EVEN BEFORE a new lifeboat reaches her station she is very likely to have started her service to seafarers. The 33ft Brede lifeboat Caroline Finch, which was placed on service at Exmouth lifeboat station on August 4, performed one such service while on trials earlier in the summer and another on passage to station.

On Sunday June 5, a day of rain and thunder squalls, Caroline Finch, returning to Poole from engine trials under the command of Staff Coxswain Edward Mallinson, was half a mile south of St Albans Head when, at 1520, HM Coastguard informed her of a yacht firing distress flares further south of the headland. A near gale, force 7, was blowing from the north east, backing to west north west and gusting up to strong gale, force 9, in the thunder squalls.

The sea was moderate to rough.

The Brede immediately headed south at full speed. When the yacht was sighted on her starboard bow, Caroline Finch altered course and she arrived alongside the 33ft sloop Junio, four miles south south west of St Albans Head, at 1535. The yacht's mainsail slides had pulled out and her jib was split, although still sheeted; she was heading south under her engine.

There were only two people on board the yacht, a man and his wife, and as the owner asked for help it was decided to put one of the lifeboat crew aboard.

First, however, the yacht was asked to follow the lifeboat towards land and out of the overfalls on St Albans Ledge.

Another severe squall was approaching from the west as Exmouth Assistant Mechanic Timothy Mock was put aboard. He handed and stowed all sails and then took over the helm from the owner just before the squall struck with force 9 westerly winds, hail and nil visibility. Both boats maintained steerage way until the squall had moderated and then the lifeboat escorted the yacht in to Poole Harbour, arriving at 1900.

About a fortnight later, on Saturday June 18, Caroline Finch was on passage to St Helier, in Jersey, on one leg of her extended crew training passage to station; she was under the command of Christopher Price, deputy divisional inspector of lifeboats for the South West.

A light breeze was blowing from the east and the sea was slight.

At 1220, while passing the Casquets, a group of rocks seven miles west of Alderney Breakwater, the Brede received a message by VHP radio from the trawler Lady Crab, which was within sight, to say that her engines had broken down. As there was no other vessel available to help, and as the tide would have carried the trawler on to the Casquets, the lifeboat took her in tow to St Peter Port, Guernsey, arriving at 1530, before continuing her passage to St Helier.

East Division Helicopter crash A MAYDAY distress call from the cockle boat Vallan reporting seeing a helicopter crash on Gat Sand, in the Wash, was intercepted by Yarmouth Coastguard at 1424 on Sunday June 26. A helicopter from RAF Coltishall just airborne on exercise was immediately diverted to the scene of the casualty while Skegness lifeboats, 15 miles to the north of Gat Sand, and Hunstanton lifeboat, ten miles to the east, were asked to launch.

It was a fine day, though misty at Hunstanton. The north-westerly breeze was gentle to moderate, force 3 to 4, and the sea choppy.

Skegness D class inflatable lifeboat launched at 1435 manned by Helmsman Ray Chapman and Crew Member Brian Porter; Hunstanton Atlantic 21 rigid inflatable lifeboat Spirit of America launched at 1438 manned by Helmsman Rodney Hicks and Crew Member Gerald Wase, Victor Dade and Michael Wallace; and Skegness 37ft Oakley lifeboat Charles Fred Grantham was launched from her carriage at 1450 under the command of Coxswain/ Mechanic Kenneth Holland.

As it was low water springs, Hunstanton Atlantic 21 had to head north through The Bays before rounding the north end of Sunk Sand and altering course to the south west. Full speed was then maintained to Roaring Middle Buoy and on to Bar Flat Buoy. On approaching Gat Sand wreckage could be seen with the RAF helicopter winchman standing beside it. Helmsman Hicks ran the Atlantic up on to the edge of the sands and anchored at 1515. He found that the pilot and three marine biologists who had been in the crashed charter helicopter had all been killed.

At this point the RAF helicopter landed on the sand and the lifeboat crew, two of the RAF crew and two fishermen from the cockle boat Vallan were able to lift the wreckage enough to free the bodies of three men who had been trapped inside the helicopter; the fourth man had been thrown clear.

Both Skegness lifeboats were recalled by 1547; the D class lifeboat was beached at 1615 and the Oakley lifeboat at 1710.

The four bodies were taken by Hunstanton lifeboat to Kings Lynn, arriving at 1650, where ambulances and the Police were waiting. Helmsman Alan Clarke and Crew Members John Hawkes and Raymond Athow had also come from Hunstanton to help and after the lifeboat was released they refuelled her and took her back to station. The Atlantic 21 Spirit of America arrived at Hunstanton at 1730 and was rehoused and once again ready for service at 1815. For this service a letter signed by Cdr Bruce Cairns, chief of operations, and expressing the Institution's appreciation to all who took part was sent to Mr J. T.

Day, Hunstanton station honorary secretary.

Ireland and Scotland South Divisions Overdue THE REPUBLIC OF IRELAND motor fishing vessel Ard Carna put out from Greencastle, Lough Foyle, on Thursday April 28 to fish white fish. She had a crew of five and was expected back on the Friday or Saturday. At 2200 on Saturday April 30, when she had not returned and nothing had been heard of her, a PAN broadcast was made by Malin Head Radio for Ard Carna and at 0130 on Sunday May 1 Shannon MRCC requested Clyde Coastguard to take over as co-ordinating authority as the last known position of the missing boat, at 0740 on Friday April 29, had been 56°N, 7°15'w, some 40 nautical miles north by east of Malin Head.

Portpatrick and Malin Head Coast Radio Stations were asked to take broadcast action on all frequencies and coastal checks were made by local coastguards.

An extensive search started at first light. By 0730 on Sunday May 1 an RAF Nimrod aircraft was searching in the area of the fishing vessel's last known position. Portrush's 52ft Arun lifeboat Richard Evans (Civil Service No 39) had slipped her moorings at 0530 and, under the command of Coxswain Robert McMullan, set out to search towards Ard Carna's last known position. More than 20 fishing vessels, Irish and British, were also searching.

A helicopter was making a coastal search from Malin Head to Lough Foyle.

It was a calm day with light to gentle breezes, force 2 to 3, from the north east and a slight sea.

When Portrush lifeboat arrived in the search area she made a series of box searches working eastwards and then was asked to steam eastwards for 45 minutes before making a further series of box searches. Nothing was found, and on completion of this second group of box searches she had to return to Portrush Harbour to refuel.

At 1630 Arranmore's 52ft Barnett lifeboat Claude Cecil Staniforth slipped her moorings, under the command of Coxswain/Assistant Mechanic Bernard Byrne, to search north and east towards Troy Island while Portrush's Arun lifeboat left harbour to search north and west along the Inishowen coast. The two lifeboats, which were in direct radio contact with the Irish naval vessel Aoife, also searching in the area, met in Sheep Haven Bay and it was agreed that they should both search eastwards, Arranmore lifeboat searching inshore while Portrush lifeboat searched further offshore.

At 2204 all boats and aircraft were stood down until first light, Portrush lifeboat arriving back at station at 2331 and Arranmore at 0030.

At first light next morning, Monday May 2, the search was resumed over a wider area, extending further north because the sighting of a possible liferaft had been reported and fish boxes of the type normally carried by Ard Carna had been found. A Nimrod aircraft was again searching out at sea and two Irish helicopters started a coastal search from Donegal Bay to Arran Island.

Islay's 50ft Thames lifeboat Helmut Schroder of Dunlossit slipped her moor-ings at 0405, under the command of Coxswain Donald Boardman, and Mallaig's 52ft Arun lifeboat The Davina •and Charles Matthews Hunter slipped her moorings at 0550, under the command of Coxswain David McMinn.

While Mallaig lifeboat searched the south east coasts of the islands Coll and Tiree, Islay lifeboat headed for the original search area to execute an expanding square search. At 1120 Islay lifeboat was instructed that she should leave this area at 1200 to execute a similar search further east in the area of Dubh Artach.

At 1145, however, one of the Irish helicopters, while returning to base to refuel, intercepted weak transmissions on VHP channel 16 from Ard Carna, saying that she was drifting with no fuel and no idea of her position; her crew were all well. The helicopter told Ard Carna to conserve her batteries until 1205 and then to transmit for 30 seconds every two minutes so that the Nimrod aircraft could begin an electronic search. At 1312 Ard Carna was thought to be 25 miles from Aran and Arranmore lifeboat set out from station at 1430. However, the fishing vessel was much further off shore and Arranmore lifeboat was recalled, arriving back at 1530. Mallaig lifeboat was back on station at 1525 and Islay lifeboat at 1700.

The position of Ard Carna was established at 1332 at 116 miles west of Bloody Foreland, on the Donegal coast; the Irish naval vessel Aoife and the Irish fishing vessels Brendelin and Father Makee all headed for her. An Irish Air Corp helicopter also set out to find out the state of Ard Carna's crew.

Because of the casualty's position, Shannon MRCC took over the coordination of the operation. At 2340 Ard Carna was under tow of Brendelin and Father Makee. The helicopter had dropped food and fuel and Aoife was standing by. At 1045 on Tuesday May 3, Ard Carna was brought in to Killybegs, Co Donegal.

Scotland North Division MFV founders THE DEPUTY LAUNCHING AUTHORITY of Lochinver lifeboat station received a call from Stornoway Coastguard at 1633 on Thursday June 16, asking him to stand by because Lochinver police had just reported that an unknown vessel had gone on to the rocks at Stoer Head, about seven or eight miles north west of the lifeboat station. Three minutes later came the request to launch. The crew were alerted and by 1700 the 52ft Barnett lifeboat Ramsay Dyce had slipped her mooring and set out on service under the command of Acting Coxswain Stuart McClelland. It was a clear afternoon with good visibility, a gentle breeze blowing from the south west and a choppy sea. The tide was flooding.

At 1730 a message came from the Coastguard to say that the casualty was the motor fishing vessel Arcadia of Inverness and that there had probably been five men on board. The lifeboat, together with a helicopter, made a thorough search of the area continuing until 2215 when she sent a message to say that one body had been recovered from the fishing vessel's wreckage and that she expected to arrive at Lochinver at 2250.

When the search was resumed early next morning, Friday June 17, divers were called in and the Ramsay Dyce was at sea from 0730 until 1520. Four bodies were recovered by the divers and brought back to Lochinver aboard the lifeboat.

South East Division Capsized dinghy A SAILING DINGHY which had capsized against Brighton eastern marina breakwater was reported by the marina security to the deputy launching authority of Brighton lifeboat station at 1758 on Sunday June 19. The station's Atlantic 21 rigid inflatable lifeboat Lions International —District 105SE launched a minute later manned by Helmsman Mark Tyler and Crew Members Anthony Crawford and Roger Cohen.

The evening was fine with a fresh breeze, force 4, blowing from east north east. The sea was slight and it was about l/2 hours before high water. Arriving at the casualty at 1805 the lifeboat found that a man and a youth were in the water against the breakwater.

They were quickly pulled aboard and the boy was placed in a survival bag for the return passage. The two people were landed at the marina where an ambulance was waiting and then the lifeboat returned to recover the dinghy because if left where she was she would have been a hazard to navigation.

The Atlantic 21 was back on station at 1833 and was refuelled, rehoused and once again ready for service by 1850..