South West Division Among rocks A YACHT firing red flares near Green Island was reported by Police HQ at 0326 on Saturday September 3, 1983, to the deputy assistant harbour master at St Helier, who is also deputy launching authority of St Helier lifeboat station.

The lifeboat crew were immediately alerted and at 0339 St Helier's 44ft Waveney lifeboat, Thomas James King, slipped her mooring and set out on service at full speed under the command of Coxswain Michael Berry. An intense low, centred in the Bristol Channel, had created a strengthening south-westerly wind during the previous 18 hours. At St Helier Harbour entrance the wind was now west south west gale force 8 gusting to strong gale force 9. Visibility of lights was estimated at four miles but the night was pitch black, with wind-driven drizzle. It was half an hour after high water neaps.

A 'Wave Rider' buoy positioned clear of the entrance channel was registering 21 feet between crests and troughs.

Full speed was maintained through Small Road and then, when clear of East Rock Buoy, on a course of 145°M.

Confirmation of the yacht's position in St Clement's Bay was received and at 0347, from a position one cable north west of Demie de Pas light tower, course was altered to 080°M. Coxswain Berry asked that a shore party be assembled at Plat Rocque Point to give the position of the casualty, possibly to illuminate the scene and to receive any people washed ashore.

Approaching Round Rouget Islet Coxswain Berry reduced to half speed so that, as he detoured northwards to avoid rocks, he could place a man forward with a searchlight in some degree of safety. Passing 800 feet north of La Sambue, he further reduced speed to 6 knots, feeling his way by the light of the searchlight and flares into waters unknown to him or his crew. The casualty had not been sighted.

When south east of the Le Nez Point, a flare was seen behind a rock, bearing north east. Coxswain Berry maintained his course of about 080°M so that when the yacht came into sight there would be open water between her and the lifeboat.

He was faced with the dilemma of going slow enough to avoid damage if the lifeboat struck the rocks, but fast enough to overtake the yacht, which, the shore party informed him, was drifting quickly. A speed of 6 knots was maintained.

By the time the casualty was plainly seen the lifeboat was running short of illuminating flares. With the remains of her mainsail and jib still hoisted the French yacht Cythara lay on an easterly heading, rolling and pitching heavily in the west-south-west gale, now strong force 9; her keel was probably aground on rock. Three people could be seen on deck.

At this time, 0400, the 'Wave Rider' buoy off St Helier was still registering 21 feet. The sea within the rock strewn area was of less height, but still high, confused and breaking. Coxswain Mike Berry, with the complete silent assent of his crew, had steamed almost three miles between rocks, in the dark, on a falling tide in high following seas.

The lifeboat was turned hard to starboard to bring her port side to the yacht, now heading south east. The lifeboatmen grabbed Cythara's crew, two men and a woman, pulled them aboard and took them down into the after cabin. As soon as they were safely aboard Coxswain Berry started to manoeuvre clear of the yacht. The lifeboat, however, having lain across the wind, had been carried into shallow water and she struck a rock amidships. Ahead movements of the engines carried her clear on a wave crest.

At a speed of four to five knots, Coxswain Berry steamed south west, intending to pick his way between La Sambue and La Motte. The radar was working well but rocks could not be identified in the considerable sea clutter.

In the prevailing conditions reference to any chart was impossible. The lifeboat had, in fact, been set further to the east than had been realised and she struck bottom again at 0421. Both ahead and astern movements of the engines were needed to bring her clear, as she was stuck fast and her propellers were not continuously covered by water.

Having cleared this rock, Coxswain Berry, unable to establish his exact position and concerned about further damage to the lifeboat, cast around for some relatively deep water. With 35 feet showing on the echo sounder the anchor was let go, the intention being to await daylight. Only 15 fathoms of anchor line were paid out when the crew reported rocks to port and astern.

The motion was most uncomfortable, across wind and tide, and the tide was falling fast. While at anchor the opportunity was taken to check on the survivors in the after cabin. The two men were still strapped in, on the starboard side. The woman, who had injured her mouth coming aboard, was lying along the port side bench being held in position by Crew Member John Gray.

A careful study of the radar while the lifeboat was relatively stationary at anchor had indicated there was a route seaward. At 0440 the anchor was cut clear and after heading west for a short way, a west-south-west course was steered at slow speed. When seven cables south south east of Demie de Pas, clearing bearings were obtained.

The time was 0451. Acting Motor Mechanic Patrick Attenborough checked the principal compartments of the boat and reported all was well. Coxswain Berry thanked the shore party and invited them to stand down.

Course was set for harbour at about ten knots. At 0510 the lifeboat entered harbour and headed straight for her mooring, where the yacht's crew were transferred to an ambulance. The lifeboat was placed off service pending an inspection of her hull for damage. The yacht Cythara was eventually washed ashore on the beach.

For this service a bar to his silver medal was awarded to Coxswain Michael E. Berry. The thanks of the Institution inscribed on vellum were accorded to Crew Member David Aubert, acting second coxswain, Emergency Mechanic Patrick S. Attenborough, acting motor mechanic, Emergency Mechanic David G. Mills, acting assistant mechanic, and Crew Members William Hibbs and John C.

Gray.

Scotland South Division Girl trapped RED FLARES off Fairhaven, on the east side of Great Cumbrae Island, were sighted from • Largs lifeboathouse at 1938 on Sunday July 24, 1983. Maroons were fired; an attempt was made to ring the honorary secretary's telephone number but the line was engaged as Clyde Coastguard was at that moment requesting the lifeboat be launched to the same incident following a 999 call from a member of the public.

At 1944 Largs Atlantic 21 rigid inflatable lifeboat Independent Forester Liberty was launched down the slipway and set out on service manned by Helmsman John Strachan and Crew Members Arthur Hill and David Hewitt. Once clear of the slipway VHP radio contact was established with Clyde Coastguard. The wind was variable force 1 and the sea slight. It was ll/2 hours after low water and visibility was good.

A direct course was set to the casualty which could be seen surrounded by several other boats about l'/2 miles away. Full speed was maintained and by 1947 the lifeboat was approaching the casualty. The crew could see that a motor cruiser had capsized; only her bow was showing above the water. A yacht was close to the upturned hull and a man could be seen knocking on the outside of the hull. Two motor boats and several inflatable dinghies were also standing by.

One of the men in the yacht, Silver Wing, told Helmsman Strachan that they had picked up two men from the water, while another man, who was unconscious, had been recovered by the motor boat Atina. However, a young girl was still trapped in the cabin of the capsized boat.

Realising that there was no hope of righting the boat, which was about 14ft long and well down by the stern, Helmsman Strachan asked Crew Member Hill to enter the water and investigate the hull. Arthur Hill, who was wearing a dry suit, removed his lifejacket and bump cap. It was decided not to use a lifeline, which might have caught on an obstruction and which could not have been used to pull him back once he was under the hull. While Crew Member Hill was getting ready, Helmsman Strachan considered putting Crew Member Hewitt aboard the motor boat to help with the resuscitation of the unconscious man. He was told, however, by a doctor aboard one of the attending boats that the man was dead.

Crew Member Hill, having been briefed by Helmsman Strachan, entered the water at 1953. After three attempts he managed to duck down about three feet and get under the cabin top of the upturned boat. Entering the hull he found the young girl trapped forward in a small airpocket. She was wearing a lifejacket and was up to her neck in the water. There was enough light coming through the glass fibre hull to be able to see quite well, but it was difficult to breath because of fuel fumes; the air was very stale.

Arthur Hill talked to the girl, who was obviously frightened, reassured her and coaxed her aft, explaining that he was going to try to push her down under the coaming to get her clear of the boat.

Meanwhile, Helmsman Strachan was getting concerned for Arthur Hill's safety.

After allowing him 90 seconds to investigate the hull, he handed over command of the lifeboat to Crew Member Hewitt and dived into the water and under the hull himself.

' Coming up under the hull, Helmsman Strachan could see Arthur Hill's back and hear him talking calmly to the girl, but there was not enough room for him to surface with them. He ducked back outside the hull and, satisfied that Crew Member Hill was all right, got back aboard the Atlantic.

On his first attempt to push the girl down and under the coaming, Arthur Hill did not manage to push her deep enough. She resurfaced inside the hull and she was very disorientated. Arthur Hill calmed her and, deciding that it was probably her lifejacket which had prevented him from getting her deep enough to clear the coaming the first time, he tried to take it off. The knots were too tight, however, and there was too little space for movement.

At about this time, Arthur Hill sensed that the hull was being turned and a change of trim made it necessary for him and the girl to angle their heads to keep their mouths out of the water.

What was left of the air was very stale and he realised that his next attempt had to be successful. Helmsman Strachan had re-entered the water and managed to push up on one side of the hull. He could see the girl's legs hanging below the coaming and as Arthur Hill pushed her down he grabbed her legs and managed to pull her clear. She was taken aboard the lifeboat by Crew Member Hewitt.

Arthur Hill managed to get out from under the hull unaided but he was now very white and suffering from lack of oxygen. He was helped into the Atlantic where he quickly recovered his colour and alertness. By this time, the other two survivors had been transferred from Silver Wing to the Atlantic.

Helmsman Strachan asked that an ambulance should meet the lifeboat and then made a quick passage back to the station, arriving shortly after 2000. The girl was landed into the care of a waiting doctor and ambulance and taken to hospital; she was later released. The other two men were also seen by the doctor.

The Atlantic was recovered, refuelled and once again ready for service at 2020.

For this service the silver medal was awarded to Crew Member Arthur Maclean Hill who had shown great courage and remarkable determination and coolness in a very difficult situation.

The thanks of the Institution inscribed on vellum were accorded to Helmsman John W. Strachan and a medal service certificate was presented to Crew Member David Hewitt. Letters of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, were sent to Mr D. Fraser, owner of the 28ft yacht Silver Wing, who had arrived on scene before the lifeboat, fired flares to attract attention, recovered two men from the water and given the lifeboatmen information and help; to Mr L.

Hughes, owner of the 26ft motor boat Atina, who recovered the dead man from the water before the lifeboat arrived, later taking the body to Largs Pier, well away from the lifeboat station where the girl, who was his daughter, was being landed, and who had given what other help he could; and to Mr. H.

Maclean, chief instructor at Inverclyde Water Sports Centre, who had reported the capsize to the Coastguards and then sent out an Avon Searider from the centre to help and, later, a workboat to tow in the upturned motor boat.

Ireland Division Overdue BELFAST COASTGUARD informed the honorary secretary of Portaferry lifeboat station at 1815 on Sunday December 19, 1982, that the yacht Frieda, on passage in Strangford Lough betweeen Killyleagh and Ringshaddy, had been reported overdue. The lifeboat was asked to stand by and several crew members assembled at the boathouse while local enquiries were made. The station honorary secretary and senior helmsman discussed the matter and decided to launch. The weather was considered and a search route planned northwards from Killyleagh which would make use of all available shelter. Meanwhile it was learnt that a yacht from Ringshaddy was searching southwards towards Killyleagh.

The weather was poor with a strong breeze, force 6, blowing from the south west and a moderate sea running. It was, of course, dark but visibility was good. Low water was at 2140. After informing Belfast Coastguard of the situation, Portaferry's 17ft 6in Zodiac Mk IV D class inflatable lifeboat launched on service at 1841 manned by Helmsman John Rogers and Crew Members William Ellison and Francis Rogers.

On clearing the slipway Helmsman Rogers first headed along the southern shore, to keep in the lee, before making for Killyleagh to search the mooring and confirm that Frieda had not returned.

He then headed north to search Holm Bay. Dunnyneill Island and, continuing northwards, the pladdies, or shoals, by Island Taggart, Brown Rock and Pawle Island were searched using a searchlight and firing an occasional white parachute flare. All this time the south west breeze was freshening, with gusts up to gale force.

At about 1950 the lifeboat's searchlight picked up the 35ft yacht Frieda on the west side of Janes Rock, at the north end. She was wedged upright with her keel between two rocks, stranded by the falling tide.

Helmsman Rogers reported to Belfast Coastguard by VHP radio and at 1954 a helicopter arrived overhead to provide illumination. By now a force 8 gale was blowing from the south west with gusts up to storm force; visibility was becoming affected by spray. As it was too dangerous to land near the yacht, Helmsman Rogers turned back to a more sheltered gully on the east side of the pladdy and landed. Crew Member Francis Rogers was sent to investigate.

Frieda's owner was found aboard but he reported that his uncle had been swept away in the dinghy after trying to lay a kedge anchor. After reporting to the Coastguard the lifeboat laid an anchor from the yacht. At 2030 the helicopter was withdrawn because of the severe weather. The Coastguard was asked to arrange a relief crew for the lifeboat at Ringshaddy, on the west shore of the lough, but, concerned for the missing yachtsman, the duty coastguard asked the lifeboat to search downwind towards Kircubbin on the east shore of the lough, where a relief crew would be arranged. The yacht's owner was helped into a lifejacket and taken aboard. The crew pushed off and Helmsman Rogers cleared Janes Rock at 2115, setting course for Bird Island Passage.

The wind was now almost continuous storm force 10 and the seas so high that the lifeboat was both hidden and sheltered in the troughs. Visibility was severely affected and Helmsman Rogers had to navigate with extreme caution using his extensive local knowledge of the area, his experience and his wits to make safe progress; the lifeboat was continuously awash. The crew kept lookout and used parachute flares to find Bird Island Passage and help the helmsman to negotiate it.

The lifeboat arrived off Kircubbin at 2145 but, as it was found too dangerous to make a landing at the harbour, the relief crew were asked to illuminate Kircubbin Sailing Club slipway. The lifeboat stood off to await their arrival at the club.

The shore party, including a Coastguard mobile, reached the slip and illuminated it at about 2200, when the lifeboat was landed and recovered. The yachtsman was landed into the care of the Coastguard.

The missing man was recovered safely the next morning from Dunsy Island, on which he had managed to land; he had sheltered under his dinghy through the night.

The lifeboat was taken back to Portaferry by road and was refuelled and made ready for further service at 2300.

For this service the bronze medal was awarded to Helmsman John D. Rogers and the thanks of the Institution inscribed on vellum were accorded to Crew Members William Ellison and Francis Rogers.

South West Division Salcombe lifeboat THE HONORARY SECRETARY of SalCOmbe lifeboat station was informed by Brixham Coastguard at 1313 on Sunday April 10, 1983, that an inflatable dinghy had capsized on the Skerries Bank at the southern end of Start Bay: two divers were hanging on to the upturned boat and possibly two more divers were missing. Maroons were fired and Salcombe lifeboat, the 47ft Watson The Baltic Exchange, slipped her moorings at 1327 and set out under the command of Coxswain John Griffiths. Torbay lifeboat was also alerted.

A strong gale, force 9, was blowing from the south directly up Salcombe Harbour and very rough seas were breaking on the harbour bar. The sky was cloudy but visibility was good. It was 3'/2 hours ebb and the flooding tide was streaming westward at about one knot.

Heading down harbour at full speed, Coxswain Griffiths kept in the deeper water on the western side of the bar, but even there the seas were so rough that solid water was breaking over the lifeboat.

The bar was cleared at 1340 and a south-easterly course set to pass half a mile south of Prawle Point. Once in open water the lifeboat started to roll heavily in the very rough seas and she was shipping water continuously. The force 9 southerly wind was gusting up to violent storm, force 11, at times.

Prawle Point was abeam at 1357 and course was altered to east north east, towards the Black Stone and Start Point. Two minutes later Prawle Point Coastguard mobile reported that a diver had been sighted half a mile south of the Black Stone. At 1404, when the lifeboat was one mile abeam of Lannacombe Bay, the CG mobile told her that the last known position of the capsized inflatable dinghy was half a mile south west of Black Stone and that there was another inflatable dinghy further to the east; it was later learned that this second diving boat had put to sea in an attempt to rescue the divers from the capsized dinghy. At 1408 the position of the secondy dinghy was given by the Coastguard mobile, up on the cliffs, as half a mile south of the Black Stone, and within minutes this information had been confirmed by Prawle Auxiliary Coastguard, who added that the dinghy was heading east.

At 1414, when the lifeboat was one mile south of Peartree Rock, information came from Prawle Point mobile that the second inflatable dinghy, with four people on board, was l'/2 miles south east of Start Point. A few minutes later the mobile sighted the lifeboat and told her to 'keep going eastwards. You are on course. Casualty V/2 to two miles ahead'. At this time, visibility was estimated to be about three miles.

Hearing from Prawle Point mobile, at 1428, that the casualty was inshore of the lifeboat's track. Coxswain Griffiths brought The Baltic Exchange round to a north-westerly heading. He spotted a black dinghy about l'/2 miles ahead, apparently under way and heading west towards Hallsands, and at 1430 he told the Coastguard mobile that the casualty was within sight.

At this time the lifeboat was approaching the southern end of the Skerries Bank at full speed. Acting Second Coxswain Brian Cater was making his way aft towards the starboard wheelhouse door when suddenly he saw a huge wall of water, about 50 feet high and breaking at the top, about three to four boat lengths away, coming in on the port quarter. He shouted, 'Look out—big one coming!' and entered the wheelhouse just before the lifeboat was caught by two exceptionally large seas, one after the other. The first rogue wave rolled the lifeboat heavily to starboard, lifting Crew Member Michael Hicks, who was on the starboard sidedeck, holding on but not attached by a lifeline, over the guardrail and into the water; the lifeboat came upright again from this knockdown but then the second enormous wave capsized her.

Acting Second Coxswain Cater saw Crew Member Hicks in the water and shouted, 'Man overboard.'' just before the capsize. For the four men in the wheelhouse. Coxswain Griffiths, Motor Mechanic Frank Smith, Acting Second Coxswain Cater and Crew Member Stan Turns, everything went black.

Water filled the wheelhouse and they clung on to whatever they could as they were washed around by its turbulence; the motor mechanic remembers suddenly seeing the coxswain's face underwater.

Then a glow of daylight appeared, growing bigger and bigger as the boat righted herself and the water drained quickly away.

As designed, the emergency air bag, which is fitted to starboard on this 47ft Watson's after cabin top, had inflated as the lifeboat heeled over beyond the point of no return and had initiated her righting: all according to the book.* Crew Member Roger Evans and Crew Member David Lamble had been standing to port and starboard in the bows, on lookout, each with his lifeline clipped on to the guardrail. Both were wearing lifejackets the buoyancy of which pressed them up on to the inverted deck of the lifeboat as she came upside down. Both managed to unclip their lines to try to get clear, but by that time the boat was already coming up again. As she righted, Crew Member Evans found himself clinging to the starboard guardrail. Crew Member Lamble had been trying to pull himself down under the inverted rail to clear the boat when he was struck in the chest by an object on to which he held; as the boat righted he found himself clinging to the top of the mast, near the radar reflector, and slid down safely on to the deck. David Lamble heard Roger Evans say, 'All is OK in the wheelhouse', and then he saw, and pointed to, Michael Hicks to give a bearing of the man in the water to the coxswain.

Michael Hicks had clung to the guardrail for a very brief time before he was forced to let go and went under the water. He swam to the surface and saw the lifeboat upside down in the sea . . .

7 could see the starboard screw turning high in the air. The vessel was bow under and turning to starboard. I could not believe what I was seeing. The lifeboat came upright, flopped around low in the • water, lifted and assumed a normal attitude and proceeded away from me . . .' No more than a minute had elapsed from the time of the lifeboat's last message to the Coastguard mobile. It was still only 1431 when Coxswain Griffiths found that his lifeboat was heading about north north west at full speed having rolled through 360 degrees; the engine controls had been at full ahead throughout the capsize and righting. Satisfying himself that those on board were all right, he turned the lifeboat to starboard and headed back to the south towards Crew Member Hicks. On the first approach the man in the water was slightly too far off, the attempt failing probably due to the staysail effect of the inflated air bag, so Coxswain Griffiths circled round again to starboard, making a successful recovery on the starboard side.

Immediately Michael Hicks was back on the lifeboat a report was passed to Prawle Point Coastguard mobile to say that all the crew were safely on board.

The time was 1437.

Although Brixham Coastguard told Salcombe lifeboat to abandon the search and that Torbay lifeboat was being launched. Coxswain Griffiths directed his course towards the last known position of the casualty. Ten minutes later, however, at 1447, he told Prawle Point mobile that he was heading for Hallsands, under the lee of Start Point, so that water which could be seen in the engine room up to the level of the propeller shafts could be pumped out; he considered it would have been too dangerous in the circumstances to have opened the engine room door to get to the pump controls out in the rough seas clear of the land. He knew that an RNAS helicopter had already been scrambled, but the lifeboat continued to search for the capsized dinghy on her way to Hallsands.

Torbay's 54ft Arun lifeboat Edward Bridges (Civil Service No 37) had slipped her moorings at 1444 and was already on her way under the command of Coxswain Arthur Curnow.

By about 1450 Salcombe lifeboat was within about half a mile of Hallsands, in relative shelter, where she remained for about 15 minutes while the engine room was pumped out. While this operation was in progress, the motor fishing vessel Harm Johannes came alongside but was reassured that all was well.

At about this time it was learned that the second inflatable dinghy had got safely ashore with the two missing divers. The helicopter found the remaining two divers clinging to their capsized dinghy i'/2 miles north north east of Start Point at 1458, lifted them from the sea and landed them at Start Point. At 1510 it was confirmed that all the divers were accounted for and safely ashore.

Once the water had been pumped out of the engine room, Coxswain Griffiths decided to make for Brixham. He set out at full speed for Berry Head, keeping about l'/2 miles off the coast.

The wind was still southerly, force 9, and the seas very rough.

At 1528 Brixham Coastguard received a message from MFV Harm Johannes saying that she was following Salcombe lifeboat two miles astern. A minute later Torbay lifeboat approached Salcombe lifeboat; they were about l'/2 miles south of Stoke Fleming Tower. After a brief exchange to ascertain that all was well, Torbay lifeboat turned to escort Salcombe lifeboat.

However, at 1540, just off the Mew Stone, Torbay lifeboat was asked by Brixham Coastguard to search for a dory about 400 yards east of Slapton Sands; Harm Johannes told the Coastguard she would escort Salcombe lifeboat into Brixham.

The Baltic Exchange rounded Berry Head and entered Torbay at 1613 and 17 minutes later, at 1630, she picked up a mooring in Brixham Harbour. Her crew were taken ashore in a pilot vessel and landed at the lifeboat station into the care of local lifeboat officers; each member of the crew was examined by Torbay honorary medical adviser and found to be in good health. A party of Salcombe branch officials, led by the station honorary secretary, arrived with changes of clothing and the seven men eventually arrived back at Salcombe at about 1840.

Torbay lifeboat and the helicopter continued the search for a dory off Slapton Sands until 1715 when, nothing having been found, the search was called off. Torbay lifeboat was back on her mooring in Brixham Harbour and once again ready for service at 1805.

Following the capsize, the coxswain and crew of Salcombe lifeboat had displayed a remarkable degree of fortitude and determination, in the highest traditions of the Institution. As soon as The Baltic Exchange had righted and drained, they had pressed on with the next most important task of recovering the man in the water. Having made the recovery, Coxswain Griffiths had headed north west once more in the general direction of where the capsized inflatable dinghy had last been sighted.

The righting bag equipment on The Baltic Exchange had operated as it was designed to do. The lifeboat herself, a very well maintained boat on which all equipment was properly stowed and secured, had suffered only minimal damage, mainly to electric or electronic equipment; her engines, steering gear, compass and both clocks were all working and communication by radio was still possible. She was, nevertheless, taken off service for a complete survey and overhaul, for which, in fact, she was almost due in the natural order of events. The relief 52ft Barnett lifeboat St Cybi (Civil Service No 9) was placed on temporary duty at Salcombe.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain John G. Griffiths and his crew: Assistant Mechanic Brian Cater, acting second coxswain, Motor Mechanic Frank Y. Smith and Crew Members Stanley Turns, Roger Evans, Michael Hicks and David Lamble.

Ireland Division Shore boat rescue THE FISHING BOAT Ard Croine was out in Killala Bay, on the west coast of Ireland, on Wednesday February 17, 1982, when, at about 1730, she saw another fishing boat, White Rose, aground on St Patrick Rocks and in danger of sinking.

The evening was fresh with a strong south-easterly breeze, force 6, gusting to near gale, force 7. It was five hours after high water and a rough sea was running. Visibility was moderate in slight haze.

Patrick O'Donnell, skipper and owner of Ard Croine, consulted with several other boats standing off the reef and learnt that their attempts to float or pass a line to the casualty had all failed. He immediately decided to anchor and veer down close to windward of White Rose.

After several attempts the correct anchorage was found and the skipper veered his boat close enough to the casualty to be able to float a line to her down wind so that Ard Croine's crew were then able to pass their inflated liferaft to White Rose.

The first group of survivors were hauled across in the liferaft and helped to safety aboard Ard Croine at about 1800 and the second party were recovered shortly afterwards. All five fisherman were landed safely at Killala. For this service the thanks of the Institution inscribed on vellum were accorded to Patrick O'Donnell, skipper of Ard Croine, and vellum service certificates were presented to his crew: Anthony O'Donnell, brother of the skipper, Anthony Gallagher, Lawrence Gallagher and Anthony O'Donnell, unrelated to the two brothers.

West Division Cut off by tide TENBY COASTGUARD informed the deputy launching authority of Tenby lifeboat station at 1945 on Sunday May 15,1983, that two people were cut off by the tide at Freshwater East, westward along the coast. Five minutes later the relief D class inflatable lifeboat temporarily on duty at Tenby launched on service manned by Coxswain Alan Thomas as helmsman and Motor Mechanic Charles Crockford as his crew.

A gentle breeze, force 3, gusting to moderate, force 4, was blowing from the south west and once outside the harbour area the sea was moderate. It was an hour before high water.

The lifeboat maintained full speed for Freshwater East Bay, some eight miles west of Caldy Island. On arrival, at 2015, two young boys were seen sheltering in a gully at the foot of high cliffs.

By now the wind had backed to the south east and freshened to a moderate breeze, force 4, while a moderate southwesterly swell was building up a five to six foot surge at the foot of the cliffs and into the gully. The two boys had retreated back up the gully where there was a small shingle beach.

There were several large, flat rocks to seaward of the shingle beach and, realising that it would be impossible to take the inflatable lifeboat round them, Coxswain Thomas decided to run her up against the outermost rock and try to hold her there while Motor Mechanic Crockford scrambled over the rocks to bring the boys back to the boat.

On leaping ashore Charles Crockford missed his footing and fell into the sea, but he climbed back up and by leaping from rock to rock reached the boys at the head of the gully. Alan Thomas, meanwhile, jumped ashore on to the outer rock to fend off the inflatable lifeboat: there was the ever-present danger that the boat might be swept over the top as the water surged in and out of the gully.

Charles Crockford escorted and helped the boys, one at a time, from the shingle out across the rocks to Alan Thomas, who managed to get them into the lifeboat. The rise and fall of the surge was increasing all the time and the second boy was just safely in the boat when the lifeboatmen saw a very large wave, which would certainly have swept the crew and the boys over the rocks and probably have damaged the boat, building up out to sea. Both lifeboat-men leapt into the inflatable boat and they succeeded in clearing the gully before it was too late.

The two boys were landed into the care of the Coastguard at Freshwater East beach and the lifeboat then headed back to station. With the wind, which had continued to rise, now a fresh breeze, force 5, and the sea rough, the return trip took nearly an hour. It was 2125 when the inflatable lifeboat arrived; by 2130 she was refuelled and once again ready for service.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain W. Alan Thomas and Motor Mechanic Charles H. Crockford.

Both the boys rescued wrote to Coxswain Thomas, each boy sending his pocket money for ten weeks, £5, for the lifeboat service.

South East Division Capsized dinghy ON THE AFTERNOON of Wednesday May 11, 1983, both lifeboats stationed at Eastbourne were launched to help the fishing vessel Dawn Anne, in difficulties with a broken fuel line 1 '/2 miles east of the lifeboat station; she had two people on board. A message came from Eastbourne Coastguard to the honorary secretary at 1550.

A fresh breeze, force 5, gusting to strong breeze, force 6, was blowing from the south west, with a moderate to rough sea causing a steady surf on the beach edge. High water had passed at 1058 and there was negligible tidal stream.

The relief D class inflatable lifeboat temporarily stationed at Eastbourne was called out first; she was launched from the beach, out through the surf, at 1600 manned by Helmsman Paul Metcalfe and Crew Members John Cooper and Ian Stringer. Eastbourne's 37ft 6in Rother lifeboat Duke of Kent launched at 1701 under the command of Coxswain/ Mechanic Ronald Wheeler.

After passing a towline from Dawn Anne to Duke of Kent, the D class inflatable lifeboat remained in the area, being later asked by Coxswain Wheeler to check a number of small boats and sailboards about half a mile further east.

Returning at about 1800 to Dawn Anne, now under tow of the Rother, the inflatable lifeboat helmsman and crew kept a weather eye open for any other small boats. The wind had by now increased to strong breeze, force 6, gusting to near gale, force 7, and the four to five feet seas were breaking. At about 1825 Helmsman Metcalfe sighted a small capsized dinghy to westward, about half a mile off Eastbourne Pier.

Leaving the tow, the inflatable dinghy headed into the sea at best speed.

On arrival near the capsized dinghy, the lifeboatmen saw a woman and a child, aged 12, clinging to the keel; the woman was holding a second child. aged 10. Crew Member Cooper entered the water, at the helmsman's request, righted the dinghy without difficulty and helped the three people back on board. The dinghy was waterlogged, however, and immediately capsized again, throwing the woman and one child back into the water; the second child went over with the dinghy but did not emerge, having become entangled in the halyards beneath the sail. Crew Member Cooper immediately swam under the sail and released the child.

Helmsman Metcalfe then drove the inflatable lifeboat against the dinghy and he and Crew Member Stringer recovered the woman and two children from the water, wrapping one child in a survivor's sheet. Crew Member Cooper was then helped back aboard. All three dinghy sailors were now very cold, the woman was exhausted and the children frightened. They were safely landed at the lifeboat slipway to a waiting ambulance.

They were taken to hospital where they were found to be suffering mild hypothermia, but they were discharged the next day.

At 1905 the inflatable lifeboat relaunched to resume her original escort of Dawn Anne. The Rother lifeboat had towed the fishing vessel slowly westward towards the fishing beach, but arriving there had had to heave to off the shore to await enough water, with the rising tide, to beach the casualty.

When it was possible to beach the fishing vessel safely, the inflatable lifeboat took the towline from the Rother and passed it to the shore party.

The D class inflatable lifeboat was rehoused, refuelled and once more ready for service at 1950. The 37ft 6in Rother Duke of Kent was rehoused and ready for service at 2017.

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

Cooper. Framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Helmsman Paul S. Metcalfe, and Crew Member Ian L. Stringer.

South West Division Crashed helicopter FALMOUTH COASTGUARD informed the deputy launching authority of St Mary's lifeboat station. Isles of Scilly, at 1250 on Saturday July 16. 1983, that the British Airways helicopter G-BEON was overdue at St Mary's airport with 26 people on board. Her last known position was two miles east of the airport.

The DLA immediately telephoned Coxswain Matthew Lethbridge who, pausing only to ask his wife to telephone the crew, went as quickly as possible to the boathouse. The crew arrived immediately after the maroons were fired and, at 1300, just ten minutes after the original call, the 52ft Arun relief lifeboat Sir Max Aitken, on temporary duty at St Mary's, had slipped her moorings.She set out on service at full speed.

Helicopters had been called out from RNAS Culdrose.

With a light north-westerly breeze, force 2, the sea was calm in St Mary's Harbour, but dense fog had reduced visibility to between 20 to 40 yards. It was 21A hours after high water, some three days after spring tides.

Coxswain Lethbridge steered from the upper steering position, on the flying bridge, until Cam Morval Point was abeam. He then asked Second Coxswain Roy Guy to take over on the bridge while he himself went down into the wheelhouse to give his orders from the radar position. A large number of yachts and other boats were encountered in the narrow channel around Bar Point but full speed was maintained throughout. During the passage the crew prepared the Y class inflatable dinghy for launching.

Falmouth Coastguard asked the lifeboat to search an area three quarters of a mile south east of Porth Hellick, where a radar sighting had been reported.

Steering south east from Bar Point towards the position given. Coxswain Lethbridge could see two targets on his radar and altered course towards the largest. At 1321 the lifeboat found a large yacht becalmed. The second target was found to be another yacht.

The coxswain then set course for the original datum position, realising for the first time that the missing helicopter might not be on the surface.

On the l'/2 mile radar range Coxswain Lethbridge detected what he could only describe as a 'shimmer' and altered course towards it, assuming that it could be wreckage. From the foredeck the lookouts reported, 'We can smell paraffin'. Coxswain Lethbridge took over the upper steering position again in time to hear from the foredeck, 'We can hear shouting!' Only then was speed reduced. Two boat lengths ahead people were seen in the water. The engines were stopped, then put astern, but the response was poor and Coxswain Lethbridge realised that the port engine had not engaged astern. He had to make another turn, to starboard, to get near the survivors.

Sir Max Aitken was stopped alongside a young girl and boy, and. while they were being helped aboard the Arun. the Y class inflatable dinghy was launched.

The dinghy first picked up two women, one of whom had supported her friend until the two helicopter pilots had been able to come to her assistance and to that of the children. The dinghy then picked up the pilots themselves. The four adults were taken safely aboard the lifeboat and, with the two children, were cared for in the wheelhouse; questioned by the crew they said that, as far as they knew, they were the only survivors.

Meanwhile, Motor Mechanic William Burrow had been able to investigate the engine problem, and the lifeboat and her inflatable dinahv then continued to search the immediate area in company.

Visibility was still only 40 yards at best when Coxswain Lethbridge guided in a Sea King helicopter by sound and radio. A doctor was lowered on to the lifeboat. After a brief examination he advised the coxswain that the survivors should go to hospital.

By now Coxswain Lethbridge felt that there were probably no other survivors to be found. Local boats had started to arrive and he arranged for Swan Dancer to drop a dan buoy in the position in which the survivors had been found, a little west south west of the original datum position. Falmouth Coastguard was informed that Silver Cloud would take over as co-ordinator of surface search.

At 1524 the relief Arun lifeboat Sir Max Aitken set off for St Mary's at full speed. A few minutes earlier, Penlee lifeboat had been asked to launch; Penlee crew had already been prepared for action and the station's 52ft Arun Mabel Alice launched at 1527 under the command of Coxswain Kenneth Thomas and headed for the search area.

Having landed six survivors and the doctor at St Mary's, Sir Max Aitken at once returned to the search area to resume her duties of co-ordinator of surface search. Visibility had now improved to a quarter of a mile. Coxswain Lethbridge called upon all the local boats to help in the search. Nine boats were drawn up in line abreast, a quarter of a mile apart so that visual contact was maintained with flanking boats. The boat with the least draught was on the inshore end of the line, within sight of the rocks and islands, and the boats fitted with radar were on the offshore end. A down-tide search was then made on an average course of 240°M. When Penlee's Arun arrived she was positioned to seaward of the other search vessels. In this manner the whole area from the datum position to Bishops Rock, south west of the Isles of Scilly, was very thoroughly searched. Nothing was found. The nine local boats were released and the two lifeboats returned to the datum position. On the arrival of the warship HMS St David, the lifeboats were instructed to return to harbour. Sir Max Aitken arrived back at St Mary's at 2007; after refuelling she was moored, ready for service, at 2115.

During the passage back to Newlyn, Penlee's Arun, Mabel Alice was diverted to help search for a 15ft speedboat believed lost in Mounts Bay.

Mabel Alice had searched along the coastline as far as Penzance when, at 2035, she was informed that the casualty had been found and that she should return to station. She had refuelled and remoored and was once again ready for service at 2130.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Matthew Lethbridge, BEM. Vellum service certificates were presented to Second Coxswain E.

Roy Guy, Motor Mechanic William R. Burrow, Assistant Mechanic William Harry Lethbridge, Emergency Mechanics Rodney J. Terry and Ritchie C.

Christopher, and Crew Member James C. Terry.

Among messages of congratulations received by Coxswain Lethbridge and his crew was one from HRH The Duchess of Kent, who had been present at the dedication of St Mary's own Arun lifeboat, Robert Edgar, in 1981; one from Lord and Lady Wilson, signed Mary and Harold Wilson, who have spent much time on the Isles of Scilly; and one from Captain P. K. C. Harris, RN (Rtd), HM Coastguard regional controller at Falmouth.

Ireland Division Washed off rocks VALENTIA COAST RADIO STATION made a general broadcast at 1119 on Thursday August 26, 1982, requesting assistance for an angler who had been washed off rocks at 1000 close by Culoo Head, westward along the north coast of Valentia Island; the man was in danger of drowning.

Joseph Houlihan, motor mechanic of Valentia lifeboat who was on leave, was demonstrating a local fishing boat to a prospective buyer off the Coastguard Patch, north of the island. He intercepted the call on VHP and offered his help.

A strong breeze, force 6, gusting to near gale, force 7, was blowing from the west; a very rough sea was running and there was a heavy north-westerly swell.

High water was at 1040.

Joseph Houlihan drove his Fastworker boat, a 150hp flat bottom motor fishing vessel, at best speed to Culoo Head. Arriving at about 1140, he was directed by onlookers towards the angler who was swimming about 25 metres from the shore. The sea was very confused with considerable backwash and surge from the swell, estimated at five to six metres high.

The Fastworker was manoeuvred alongside the man in the water, who was recovered aboard by Michael O'Connor, a crew member, and John O'Connor, the client. After clearing the shoreline Joseph Houlihan stopped the boat, satisfied himself that all was well with the angler and found warm clothing for him.

While returning to Valentia Harbour, Mr Houlihan told the radio station and Valentia lifeboat, which had launched on service at 1130, that all was well, and asked that a doctor and ambulance should meet the boat as a precaution.

The angler was landed into the care of a doctor at Reenard Point Quay at about 1215 and was taken to hospital for a check up.

For this service the thanks of the Institution inscribed on vellum were accorded to Motor Mechanic J. Joseph Houlihan and vellum service certificates were presented to Michael O'Connor and John O'Connor.

East Division Escort THE DEPUTY LAUNCHING AUTHORITY of Southwold lifeboat station received a request at 1335 on Monday January 31, 1983, for the lifeboat to escort MFV Ecstasy and MFV Broadside to Lowestoft; the weather was too bad for the fishing vessels to enter Southwold and one of them, MFV Broadside, had a small leak. Maroons were fired and at 1355 Southwold's Atlantic 21 rigid inflatable lifeboat Sole Bay launched on service manned by Helmsman Roger Trigg and Crew Members Jonathan Adnams and Nicholas Westwood.

The day was heavily overcast with occasional showers of rain and hail so that visibility was poor. The southsouth- westerly wind was gusting to strong gale, force 9, and it was two hours after high water at very high springs.

The Atlantic 21 approached the harbour entrance where with wind against ebb tide, the seas were breaking. After a brief pause to find a suitable lull in the waves, she left harbour at 1358 by going close to the north pier, inside the Hale and then across the Inner Shoal. A north-north-easterly course was then set to rendezvous with the two fishing vessels which were l'/2 miles south east of Covehithe Church heading for Lowestoft. As the Atlantic came up astern of the two boats she found that Broadside was further out to sea than Ecstasy and some three-quarters of a mile ahead. Both fishing vessels were making steady progress down sea.

Then, at 1415 when she was half a mile east of Benacre Ness, Ecstasy's engine failed. It would have been unsafe for Broadside to try to turn in the heavy following seas, so she continued to run towards Lowestoft via East Barnard Buoy and Pakefield Channel.

The wind, still south south west, had by now reached strong gale, force 9.

The ebb was flowing north at three knots. Because of the shallow water around Benacre Ness the seas in that area were particularly steep, up to 15 to 20 feet high, and breaking. With waves often approaching at varying angles to the swell, the waters were confused.

The afternoon was still heavily overcast with rain and hail squalls.

Southwold Atlantic 21 approached Ecstasy from the south; she went round her bow and circled to port intending to drive along the fishing vessel's port side to pass a tow and pull her clear of the very bad seas close to Benacre Ness. As the lifeboat was making her approach, however, Ecstasy radioed that she had restarted her engine. The Atlantic 21 then led Ecstasy out to sea, clear of Benacre Ness and towards East Barnard Buoy. After passing 100 yards to the west of East Barnard Buoy, the Atlantic led Ecstasy into Pakefield Channel. Broadside, now in sight of Lowestoft Harbour entrance, asked the Atlantic to stand by when she entered harbour; on the lifeboat's suggestion, her skipper agreed to wait for the other two boats to catch up with her. At 1435, however, when the lifeboat and Ecstasy were still half a mile south of the harbour, Broadside radioed to say that she was only a quarter of a mile from the entrance and, if she delayed any longer, she would be swept past.

Southwold Atlantic 21 left MFV Ecstasy and headed for Lowestoft, but MFV Broadside entered Lowestoft Harbour at 1438, before the lifeboat could reach her. The Atlantic was returning to Ecstasy, now east of Claremont Pier, when the fishing vessel radioed to say that she had not entered Lowestoft before. The lifeboat passed to her information on tidal directions at the entrance and the best course to steer in the prevailing conditions, and then escorted the fishing vessel into harbour.

Ecstasy was moored with Broadside in Waveney Dock before, at 1455, the Atlantic herself was secured alongside Lowestoft lifeboat.

As the wind was now gusting to storm force 10, the tide was at full ebb and darkness was approaching, it was decided that Southwold Atlantic 21 should remain at Lowestoft overnight. She made the passage back to station on Tuesday morning, February 1, arriving at 1150. During this passage, the wind was still force 9, but it had by now gone round to the west so that, under the lee of the land, the seas were moderate.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution was presented to Helmsman Roger Trigg.

East Division Tug escorted YARMOUTH COASTGUARD informed the honorary secretary of Wells lifeboat station at 1245 on Monday April 11, 1983, that Dockman, a 70ft ex-river tug which had been on passage from London to Newcastle but whose radar and compass were unserviceable, was being escorted to Wells by MFV Isabelle Kathleen.

Skipper John Nudds had left Wells in Isabelle Kathleen on the morning tide for whelk fishing in the vicinity of Dudgeon Lightvessel. At that time the winds were gentle and the sea slight.

The weather began to deteriorate rapidly, however, and he had just decided to return to harbour when he sighted Dockman in difficulties and offered to guide her to Wells.

At 1525 it was reported that Isabelle Kathleen had lost contact with Dockman in heavy rain squalls and lifeboat help was requested. Maroons were fired and at 1538 the 37ft Oakley relief lifeboat, Calouste Gulbenkian, on temporary duty at Wells, was launched and set out on service under the command of Coxswain David Cox.

By now the north-easterly wind had risen to strong gale, force 9. There was very low cloud with constant drizzle and in some rain squalls visibility was reduced to 500 yards. It was three hours before high water, two days before spring tides.

The lifeboat made for the harbour mouth and stood by, inside the bar, while Isabelle Kathleen entered harbour, the weather having deteriorated to the point where it was unsafe for her to remain at sea. By 1607 Isabelle Kathleen was safely in harbour and the lifeboat put to sea.

The heavy north-easterly ground swell was producing high steep seas with broken water everywhere, so Coxswain Cox took the lifeboat out of harbour head to sea, passing directly over the bar, and then held a northeasterly course for Vi miles before he considered it prudent to alter course to the north west to approach the tug Dockman, now in the vicinity of Bridgirdle Buoy. Because of the weather, the lifeboat was down to half speed and constantly had to turn head to sea.

The tug was sighted at 1638 but two minutes later the lifeboat was hit by a very large sea on the starboard bow which swamped her and filled the cockpit with water up to the necks of those sitting down. The radar failed and VHF radio communication became difficult.

Nevertheless, at 1650 the lifeboat reached Dockman, which was slowly circling around Bridgirdle Buoy waiting for her.

The wind, still north east, had by now risen to storm force 10 and there was a strong flood tide flowing eastwards at 3'/2 knots. With wind against tide, in the shallow water in the vicinity of Bridgirdle Buoy the seas were about 20 feet high and very steep with the crests constantly breaking. With low cloud and drizzle, visibility was no more than l'/2 miles.

Coxswain Cox immediately advised the tug to follow the lifeboat, with the intention of escorting her to King's Lynn because it was considered too dangerous to try to enter Wells in the prevailing weather. However, the tug replied that she was short of fuel and that her crew were suffering badly from seasickness. Coxswain Cox then altered course to the south west for Brancaster Roads, where the seas might be easier, to assess the position. During the course of communication, the tug told the lifeboat that she would be unable to put out an anchor, so Coxswain Cox asked that Brancaster fishermen should be consulted about the possibility of entering Brancaster Harbour. The tug continued to follow the lifeboat on a south-westerly course.

Cyril Southerland, skipper of the Brancaster MFV Isabel Deborah, volunteered to take his boat out to assess the situation at the entrance to the harbour; Richard Southerland and James Petchey went out with him as crew. At 1754 he informed Wells lifeboat that there was adequate water for the tug to enter harbour and that he would stand by to act as guide. The lifeboat then told the tug to follow her into Brancaster and to listen out for Isabel Deborah who would guide them both in.

At 1805 the lifeboat was approaching harbour and at 1821 she crossed the bar closely followed by the tug. They then followed Isabel Deborah along the shore towards Brancaster Harbour in heavy beam seas and at 1842 they were in the harbour under the lee of Scolt Head. As the tug crew were exhausted and her engines, belching black smoke, were failing, the lifeboat went alongside and her crew helped the master to anchor his vessel. The lifeboat was then placed on a safe mooring for the night, it being imprudent to return to Wells through the storm with darkness falling.

Passage back to Wells was made on Tuesday April 12, the lifeboat arriving at 1830. Repairs having been made to her radar and VHF radio, she was once again on full service on April 13.

For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain David Cox, BEM.

Letters of appreciation signed by Rear Admiral W. J. Graham, director, were sent to John R. Nudds, skipper of MFV Isabelle Kathleen and Cyril A. R.

Southerland, skipper of MFV Isabel Deborah. "The air bag system is simple in theory. If the lifeboat rolls past the point of no return, about 120-degree heel, a weighted lever, responding to the force of gravity, falls. A valve is opened. Compressed air is re/eased and, so quickly that it is a/most instantaneous, inflates a large fore and aft cylindrical bag secured asymmetrically to the after cabin top. This 'lopsided' buoyancy, by making the capsized boat unstable in her unaccustomed inverted position and bv exerting a positive upward push, initiates righting. Once the upward roll begins, the reducing negative righting lever of the boat adds to the momentum and at about the 120-degree point the positive righting lever takes over and the boat returns to her normal trim.

It takes about 30 seconds to read that last paragraph. It takes only half that time, or less, from the moment the gravity lever falls to the time the boat lifts her submerged deck, shaking herself free of the sea. Some 10 to 15 seconds..