South East Division Off Selsey Bill A YACHT AGROUND in the Looe Channel and needing help was reported by Solent Coastguard to the honorary secretary of Selsey lifeboat station at 1910 on Friday September 9, 1983. Maroons were fired and at 1920 the 48ft 6in Oakley Charles Henry, at that time Selsey's station lifeboat, launched on service under the command of Coxswain Michael Grant.

A strong breeze to near gale, force 6 to 7, gusting to gale force 8, was blowing from the south and the seas were very rough. Visibility was poor. High water Portsmouth had passed at 1401 so that the launch was into shallow water off Selsey slipway; the lifeboat maintained two-thirds speed to reduce squat and crew members stood on deck forward to lessen the after draught, but even so the boat was bottoming in the heavy seas for the first half mile southward.

The exact position of the yacht, the 33ft sloop Enchantress of Hamble, was at first uncertain, but after further VHP communication with the sloop a new position, some half a mile south west of Selsey Bill, was confirmed. The lifeboat then headed west, to seaward of The Mixon and Head Rocks. A second yacht, Spellbinder, which had been in company with Enchantress of Hamble, was advised to remain well clear of the area and she later returned to Portsmouth.

Very heavy seas were met west of Head Rocks. At 1945, when close to the western end of The Streets, two ledges of rock running out south and then south west from the shore for about l*/2 miles, a light was seen inshore. A parachute flare was fired from the lifeboat, by the light of which it was established that the casualty was lying between The Streets, her bows to the north east.

The whole area was a mass of white water. Realising that, on a falling tide, he could not approach the sloop from his present position, Coxswain Grant turned to starboard and retraced his track eastward until he was able to head through The Hole of The Dries, a narrow passage between Head Rocks and The Mixon. In daylight, shore leading marks are used to make this passage, but at night and in breaking surf the only reference was the coast on radar. Coxswain Grant used this radar information and his local knowledge to find the passage. Throughout this period the lifeboat was in regular VHP radio contact with the yacht.

As the lifeboat worked slowly across the inner face of Head Rocks, continuous heavy and irregular breaking seas, up to ten feet high, aggravated the situation and the lifeboat was bottoming regularly. When close to the yacht it could be seen that an anchor warp streamed from her stern lay well to the south west and that she had moved north east, clear of The Streets; she was reported to be afloat and sound but dragging her anchor.

Coxswain Grant swung the lifeboat to starboard to round on to the yacht, but as he came back hard to port, heading west, to make his approach a large sea struck the lifeboat. Crew members were just moving from the wheelhouse out to the deck and the sea passed through the doors from port to starboard, filling the cockpit to waist height.

After confirming by VHP that the six people on board the yacht wished to be taken off, a first approach was made but breaking seas knocked the bow to starboard. In the full knowledge of how close behind him were Hook Sands, Coxswain Grant moved astern in the confined space to prepare for a second approach. This time the lifeboat's starboard bow was brought hard on to the sloop's starboard shoulder and pinned there by constant use of the engines.

Two women and two men were taken aboard by the crew standing along the rails and it was then agreed to pass a towline to the two remaining yachtsmen.

After the line had been secured forward and the anchor warp cut at the stern the last two men also came aboard the lifeboat. It was now 2055.

Coxswain Grant steamed ahead and to port to clear Hook Sands and then, at half speed, turned on to an easterly course; this was the only way of clearing the rocks before, half a mile east of The Mixon, he could head south for open water and then turn westwards for Portsmouth with his tow. It was known that it was too rough to make Chichester Bar or to re-house the lifeboat at Selsey. However, one of the women crew of the sloop was becoming very ill from seasickness and so, passing south of Kirk Arrow Bank, course was set for Selsey lifeboathouse and, at 2100, a request was made that the station's D class inflatable lifeboat should be launched to land both the women.

The inflatable, manned by Helmsman Mark Donald and Crew Member Anthony Delahunty, who were already in the boathouse standing by as shore helpers, rendezvoused with the Oakley lifeboat at 2110 in the lee north east of the slipway. The two women were taken off and landed safely ashore at 2120; both were cared for at a crew member's home overnight.

Passage with the tow was now resumed for Portsmouth, through the Looe Channel. Once in deeper water progress was good and by 0030 on Saturday September 10 the lifeboat was entering Portsmouth Harbour. By 0111 the sloop had been moored in Camper and Nicholson's marina.

After the crew had taken refreshment ashore, Charles Henry left Portsmouth at 0257. She arrived off Selsey at 0520, by which time the weather had eased, and was rehoused and once again ready for service at 0556.

In a letter bringing the thanks of the crew of Enchantress of Hamble to Coxswain Grant and his crew, and everyone in the RNLI, the yacht's skipper said how impressed he had been both with the rescue and with the considerate way in which he and his crew had been looked after.

For this service a bar to his silver medal has been awarded to Coxswain Michael J. Grant. Medal service certificates have been presented to Second Coxswain George E. Woodland, Assistant Mechanic Terence A. P. Wood, acting motor mechanic, Crew Member Donald E. Lawrence, acting assistant mechanic, and Crew Members Martin J. Rudwick, David F. Munday, Keith W. R. Lintott and Nigel L. Osbourn.

South East Division Breaking up SOLENT COASTGUARD informed the honorary secretary of Selsey lifeboat station at 2051 on Wednesday October 5, 1983, that red flares had been sighted close inshore off Selsey Bill and requested that the 15ft 6in D class inflatable lifeboat be launched. When the position of the casualty was confirmed by Selsey Coastguard mobile it was obvious that the station's 48ft 6in Oakley lifeboat could not get near the shoal area and so, although it was dark and the weather heavy, the honorary secretary agreed to launch the D class boat, after he had conferred with Helmsman David Munday; he himself then went by car to the scene of the incident and remained there throughout with Selsey CG mobile. The crew for the Oakley lifeboat also stood by in the boathouse throughout the service.

A strong breeze, force 6, was blowing from the south west and there were heavy confused seas in the area of the off-lying shoals and rocks. Although there was no moon, visibility was generally good. It was about 2Vi hours before high water.

Manned by a very experienced crew, Helmsman Munday together with Crew Members Anthony Delahunty and Nigel Osbourn, the D class inflatable lifeboat was launched from her trolley on the east side of the lifeboat causeway at 2100. With four to five feet high seas it was a hazardous launch, but it was achieved without flooding the boat.

Heading south and west round Selsey Bill, Helmsman Munday drove the in-flatable lifeboat at half speed to navigate the confused seas on the lee side of Kirk Arrow Bank. The casualty, the 54ft motor cruiser Joan Maureen, was sighted at 2115 in the lights of the Selsey CG mobile stationed on the sea wall.

The boat, heading south west, was lying close against the seaward end of a timber groyne, some 40 yards out from the wall.

In the darkness and spray, Helmsman Munday had difficulty in locating the groyne end. He first tried an approach from the east but had to abandon that because of the waves rebounding from the ten foot sea wall and the nearness of the groyne. He circled round to starboard and headed south west. Then, altering course to the north west, Helmsman Munday headed parallel to the inner edge of Hook Sands, where irregular seas up to eight feet high were met. By now it could be seen that the motor cruiser was breaking up and, as her crew's chances in the water would be minimal, speed was essential.

As the lifeboat was brought in towards the port shoulder of the motor cruiser, Helmsman Munday saw that she had an anchor cable leading out from her port bow. He was just changing his heading to clear it when a very heavy breaking sea was sighted on the lifeboat's port quarter; as the boat lifted to an alarming angle and filled with water, Crew Member Osbourn threw himself aft and across the port sponson to counteract the force of the sea with his weight. A capsize to starboard was averted and the inflatable lifeboat was driven hard against the casualty's port side. The time was 2120.

Crew Member Delahunty, taking the lifeboat's painter with him, leapt aboard the cruiser and told the three young men on board to jump. Helmsman Munday and Crew Member Osbourn held the inflatable boat alongside, grasping the cruiser's port stanchions, but these snapped off progressively under the strain. Crew Member Osbourn grabbed one of the three men and pulled him aboard and the other two followed. As Crew Member Delahunty reboarded the lifeboat, Helmsman Munday came slightly astern and then quickly full ahead to clear the casualty to the south west; he was concerned that the flooded inflatable boat with six people on board might be driven on to the groyne and that flotsam from the wrecked boat, which was breaking up, might foul his propeller.

The inflatable lifeboat returned to station at slow speed. While for the passage the extra weight she was carrying added to her stability it would have increased the risks of beaching in the surf. Helmsman Munday therefore landed the three young men on the east side of the lifeboat slipway before, at 2150, beaching the boat. She was refuelled and was once again ready for service at 2200.

For this service the bronze medal was awarded to Helmsman David F. Munday.

Framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Crew Members Anthony P. Delahunty and Nigel L. Osbourn.

South West Division Aground in gully THE DUTY ASSISTANT HARBOUR MASTER at St Peter Port, who is a deputy launching authority (DLA) of the lifeboat station, was informed by the Signal Station at 0428 on Tuesday October 11, 1983, that the French yacht Wild Rocket was aground on rocks off St Martin's Point; she had sent out a MAYDAY distress call which had been heard by Jersey Radio.

The crew were assembled immediately and, on arrival, Coxswain Michael Scales and the DLA discussed the likely position of the yacht. Police Officers who had gone to St Martin's Point had not found the yacht; her radio messages could be heard by Jersey Radio but not by listeners at St Peter Port. It was concluded, therefore, that the casualty was further to the west of St Martin's.

At 0454 St Peter Port's 52ft Arun lifeboat Sir William Arnold slipped her moorings and set out on service at full speed. It was an overcast morning with a strong breeze, force 6, blowing from west north west. St Peter Port lies on the eastern side of Guernsey and so, with the wind in that direction, on the lee side of the island, and at the entrance to the harbour the swell was low and the sea moderate. The tide had reached low water at 0428.

Once the lifeboat had cleared the harbour she headed south until, at about 0502 when six cables south east of St Martin's Point, she turned on to a more south-westerly course; here the full force of the wind, now gale force, was experienced. Having passed three cables south of Gran Grune, Coxswain Scales piloted the lifeboat into Petit Port Bay, the latest assumed position of the casualty. Sir William Arnold was stopped and a parachute flare fired, but nothing was found. At a speed of 8 knots the Arun first steamed south west and then west north west to pass north of Baleine Rock and, at 0518, the stranded yacht's mast was seen, illuminated by a Police searchlight from the shore.

Wild Rocket, her bows heading south east into a gully, was alongside the cliff on the west side of Icart Point. Rocks could be seen near her starboard quarter and near her stern in the breaking seas. Her port side was almost against the cliff. She was upright on each crest of the swell but falling 3& degrees from the cliff in each trough, and she was pounding heavily. Her skipper had been able to stow his sails despite the gale, force 8, which was blowing from west north west over the cliffs and downdraughting on to the yacht. The tide, one hour of flood, was setting parallel to the cliff at an estimated speed of 2 to 3 knots.

Coxswain Scales ordered the Arun's Y class inflatable dinghy to be launched; she was manned by Second Coxswain Peter Bougourd with Assistant Mechanic Alan Martel as helmsman.

The second coxswain, chosen for his great strength and his ability to speak French, scrambled aboard the casualty with considerable difficulty, taking with him the end of a veering line. Assistant Mechanic Martel, who had handled the Y boat with great skill during the 100 yards passage from the lifeboat, was carried under the quarter of the yacht but managed to get clear and then stand off; the relative rise and fall of the two boats was exaggerated because the yacht only rose about one foot off the bottom on each swell crest before crashing down again, whereas the Y boat was subjected to the full rise and fall of the seven to nine foot swell.

While Coxswain Scales held the lifeboat in position on her helm and engines to avoid being swept on to the rocks, which were awash, Second Coxswain Bougourd, using the veering line as a messenger, hauled a towline across and made it fast to the starboard quarter of the yacht. Going astern, Coxswain Scales tried to tow the yacht off in a west-north-westerly direction but, after moving a little way, Wild Rocket came up against a rock and was stopped, the towline parting.

Coxswain Scales instructed Assistant Mechanic Martel, aboard the Y boat, to take everyone off the yacht but, being told of this decision by VHP radio, Second Coxswain Bougourd said that there would be considerable risk in such a manoeuvre; few of the seven people on board the yacht were seamen, most of them were old and one was totally blind. So another towline was passed by the assistant mechanic in the inflatable boat and, with the second coxswain advising on the direction of the tow, the yacht was brought off parallel to the cliff. She grounded on the rock astern of her but on the rising swell and tide was pulled clear into deep water.

On the lifeboat the towline was transferred from bows to stern, and on Wild Rocket from stern to bows; Assistant Mechanic Martel boarded the yacht and secured the Y boat astern of her as the tow was taken up. Wild Rocket's rudder had jammed hard to port so that she persistently lay on the port beam of the lifeboat, making it difficult to manoeuvre her. At a speed of 7 knots, Coxswain Scales gave Baleine Rock and St Martin's Point a wide berth.

The yacht was towed into St Peter Port Harbour at 0657. She was safely berthed alongside and her crew were taken into the care of St John Ambulance officers. The lifeboat was refuelled and back on her moorings, once again ready for service, at 0800.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Michael J.

Scales, Second Coxswain Peter N.

Bougourd and Assistant Mechanic Alan F. Martel. Vellum service certificates were presented to Motor Mechanic Robert L. Vowles and Crew Members John Webster, Peter J. Bisson, Michael Guille, Nicholas Bougourd and Martin Seabrook.

South West Division Fire A CABIN CRUISER on fire with two men and a boy on board was reported to the honorary secretary of The Mumbles lifeboat station by Swansea Coastguard at 1614 on Sunday August 21, 1983.

Maroons were fired and at 1618 The Mumbles 15ft 6in D class inflatable lifeboat, manned by Helmsman Arthur Eynon and Crew Members Michael Jeffries and Huw Mathias, was launched from her slipway.

The 18ft GRP cabin cruiser was moored about 40 metres due north of the Watson lifeboat's slipway. It was later learnt that she had caught fire when her owner tried to start her engines. By the time the D class lifeboat arrived the cruiser was burning ferociously and belching out thick clouds of black smoke. All three of her crew, two of whom had been thrown into the water by the force of two explosions on board, had been picked up by a nearby speedboat.

The weather throughout this service was fine and clear. There was only a light south-easterly breeze, force 2, and a slight sea, so that the inflatable lifeboat was able to cover the quarter of a mile to the casualty at full speed. It was two hours before high water and the tide was setting south by east at l'/2 knots.

Having quickly established that everyone on board the speedboat was safe and well, the lifeboat returned to the Watson lifeboat slipway and moored. Dr P. Lloyd Jones, honorary medical adviser and also a crew member, was on the slipway. He thought that the three people who had been aboard the burning boat should be examined and so the inflatable returned to the speedboat, taking out the doctor.

Anthony Lewis, a first aider, was at the helm, and Huw Mathias was the third member of the crew. Apart from slight singes to the owner's hair and eyebrows, none of the cruiser's people had suffered any ill effects; as no further treatment was needed, the D class lifeboat returned alongside the Watson's slipway and Dr Lloyd Jones was landed. Arthur Eynon returned to the lifeboat as a crew member, leaving Anthony Lewis as helmsman.

The lifeboat left the slipway again but kept a safe distance from the still burning craft. It was expected that she would burn out at her mooring, but before this could happen the mooring line itself burnt through; with a IVi knot tide threatening to carry the boat directly to the underside of The Mumbles Pier a potentially dangerous situation had thus been created.

The crew members on board the D class lifeboat knew that two explosions had already taken place aboard the burning boat, but, fearful of the consequences should the drifting boat reach the pier, they decided to try to avert the danger. Anthony Lewis quickly stripped off all his outer clothing and entered the water. Keeping a careful eye on the burning cruiser he swam the ten metres distance separating the two boats. Despite the choking black smoke and occasional spitting out of molten glass fibre which caused burns to his hands and shoulders, he quickly made fast a heaving line to the only accessible point, the propeller shaft of the outboard engine. Returning on board the lifeboat, Anthony Lewis resumed the helm and, with Arthur Eynon tending the line, he towed the cruiser quietly in an arc, taking advantage of the tide, to a position about 200 metres east of the pier. Here speed was increased in order to sink what was left of the burning boat. The manoeuvre was successful, the boat sinking in deep water well clear of anything to which she could have caused danger. The lifeboat returned to station at 1645 and by 1715 was once again ready for service.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman Anthony D.

Lewis. Vellum service certificates and letters of appreciation signed by Rear Admiral W. J. Graham, director of the Institution, were sent to Crew Members Arthur G. Eynon and Huw Mathias.

East Division Search for swimmer FOR WHITBY'S 1983 lifeboat day, Saturday August 6, the weather was fine and clear with little wind and calm water.

Just before 1500 the lifeboat crew were assembling aboard the 44ft Waveney relief lifeboat Wavy Line, on temporary duty at Whitby, in preparation for a rescue demonstration launch, when a man wearing sub-aqua gear asked if he might walk over the stern of the lifeboat to enter the water to swim to a yacht moored nearby. Permission was given and the man jumped in, surfaced and began to swim. It was just after high water.

A few minutes later a sudden cry for help was heard and the man was seen to disappear beneath the water; bubbles which at first appeared on the surface ceased. Coxswain Peter Thomson and Crew Member Brian Hodgson immediately stripped to their trousers and dived off the lifeboat to try to find the swimmer. The water was about 25 feet deep and, with suspended river silt, visibility was almost nil. After two dives Coxswain Thomson put on a pair of goggles passed to him from the lifeboat and dived again with his vision now improved to between two to three feet.

Staithes and Runswick Atlantic 21 rigid inflatable lifeboat and Whitby's D class inflatable lifeboat, both afloat in the harbour for Lifeboat Day, arrived on scene at about 1515 and Second Coxswain/Assistant Mechanic Michael Coates was taken by Staithes Atlantic (with Iain Baxter at her helm) to try to get help from some sub-aqua divers operating outside the harbour. Crew Member David Smith, from the Whitby D class boat, had dived to help with the search.

Coxswain Thomson, with the aid of the goggles, sighted something on the bottom at a depth of about 25 feet but was unable to reach it. He surfaced and dived again in the same position; although he saw what appeared to be an air bottle he was unable to reach it. He surfaced and indicated the place to Crew Member Smith, who took a deep breath and dived down. David Smith managed to reach the missing man and with great difficulty swam with him to the surface. Even then he was being pulled under by the weight, but helped by Coxswain Thomson, Crew Member Hodgson and Second Coxswain Coates (who had just returned in the Atlantic with two sub-aqua divers and who jumped in when he saw the difficulty), he managed to swim to the Waveney lifeboat. The weight was pulling all four men under. A heaving line was passed from the lifeboat and made fast to the swimmer's tank harness, but the man slipped from the harness and again sank to the bottom.

Repeated attempts were made by the now exhausted lifeboatmen and the sub-aqua divers to find the body again, all unsuccessful because of poor visibility.

Police frogmen joined the search and the body was eventually found at 1843 and brought ashore at 2000.

The remainder of the Lifeboat Day activities were cancelled.

For their selfless and courageous efforts framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were presented to Coxswain/ Mechanic Peter N. Thomson, Second Coxswain/Assistant Mechanic Michael R. Coates and Crew Members Brian W. Hodgson and David Smith. A letter signed by Rear-Admiral W. J.

Graham, director, was sent to Mr J. C.

James, honorary secretary of Staithes and Runswick, expressing appreciation for the help given by the crew of the station's Atlantic 21.

Scotland South Division Long tow FORTH COASTGUARD informed the honorary secretary of Eyemouth lifeboat station at about 1235 on Friday March 25, 1983, that MFV Hatdiffe had broken down and was anchored 4V2 miles north east of St Abbs Head, seven miles north north east of the station. With a fresh north-north-westerly breeze, force 5, she was in no immediate danger and another motor fishing vessel, Heather Joy, was making for her.

The wind was freshening all the time, however, so Shore Second Coxswain/ Mechanic James Tarvit was asked to stand by the telephone at the lifeboat station. At about 1319 Forth Coastguard told the honorary secretary that the skipper of Hatdiffe was now getting very concerned for her safety in the worsening weather and asked that the lifeboat should launch. The maroons were fired and the 44ft Waveney relief lifeboat Wavy Line, on temporary duty at Eyemouth, slipped her moorings at 1325 under the command of Coxswain Alexander Dougal.

By now the wind had gone round to north north east and had risen to gale force 8, gusting to strong gale, force 9.

The sea was very rough.

Full speed was maintained until the comparative shelter of St Abbs Head was lost, when the lifeboat had to throttle back because of severe pounding.

Hatdiffe was sighted at about 1350 with Heather Joy trying to pass a towline to her. Five minutes later the lifeboat reached the two vessels and stood by while Heather Joy made several more attempts to get the towline aboard Hatdiffe, but without success.

Hatdiffe was now adrift and her skipper asked if the lifeboat would try to take her in tow. Wavy Line approached, passed her heavy nylon tow rope at the first attempt, and learned that the fishing vessel's engine starter motor had burnt out; it was hoped that the engine could be started by engaging ahead gear while under tow, but the propeller shaft would not turn.

The tide had been ebbing for three hours. The casualty's draught was more than nine feet and, with the heavy swell which was building up, it was decided that Eyemouth Roadstead would be too dangerous to approach. A message from the St Abbs MFV Favourite said that at that time it might be possible to enter St Abbs Harbour, so, after lengthening the tow rope to ease the strain, a course was set for St Abbs.

The lifeboat and her tow were approaching St Abbs, about half an hour later, when another message was received from Favourite to say that the conditions at the harbour entrance were now getting very bad and the water was ebbing away fast. St Abbs Harbour was therefore abandoned, and after some discussion it was decided not to try to enter any harbour until the next tide.

When the wind is north to north east Burnmouth, south of Eyemouth, is the safest harbour to enter, but the entrance is very restricted with very limited room between the rocks at its approaches for a vessel under tow.

Coxswain Dougal decided, therefore, to run down further south for Berwickupon- Tweed, to see what conditions were like there.

After a long and arduous tow the lifeboat and Hatdiffe were off Berwick at about 1830. It was obvious that the swell was even worse here; William Shearer, a senior member of Berwickupon- Tweed lifeboat crew, reported that the swell was very heavy at the harbour entrance and advised that Eyemouth lifeboat should not try to enter with her tow. A message came at about the same time that Eyemouth Harbour was now closed because of the very rough conditions. The weather forecast was for north-north-easterly gales gusting to storm force 10, decreasing later to force 5 to 6.

There were three options left: to make for Burnmouth, to tow the casualty all night until the weather improved or to make for the Firth of Forth in the teeth of the gale. All three options were fully discussed and it was decided to make for Burnmouth.

Darkness now added to the problem.

Both boats had to be brought round to head north again, and at times both of them were knocked over on to their beam ends. Slow progress was made north through wind and tide, arriving off Burnmouth at 2035. Then the towline parted. It took the combined efforts of the lifeboat crew to haul the very long towline aboard and keep her propellers clear. Once the line had, with difficulty, been brought in, the lifeboat, with skilful handling, was brought close to the casualty and the towline passed again.

A message was then received from the Coastguard mobile, which had arrived at Burnmouth, that although conditions there had improved, no approach should be attempted until after 2100 because of lack of water. The lifeboat reported that she would not arrive on the leading lights until after that time and asked that the Coastguard should stand by on Burnmouth Pier end to help, if necessary, to check the casualty into harbour.

Burnmouth leading lights were in transit at 2105. Hatcliffe's skipper was told what manoeuvres would be made and the crew of the lifeboat, under the leadership of Shore Second Coxswain/ Mechanic Tarvit, got ready to shorten the towline as quickly as possible to prevent the fishing vessel blowing down on to the rocks; the approach to harbour was then begun. Coxswain Dougal kept both boats slightly to the north of the lights as the wind tried to drive them south. When about a quarter of a mile from the entrance, where the sea was not so rough, Coxswain Dougal ordered the towline to be shortened; as the crew hauled it in, the lifeboat came astern and in about 30 seconds she had taken the weight of the casualty again and they were under way once more. This manoeuvre was repeated right at the harbour entrance and the lifeboat managed without assistance to bring the fishing vessel into harbour at 2115.

Hatcliffe immediately grounded in the outer basin. The towrope was passed to the coastguards on the pier who hauled her to the quayside as the tide filled.

The lifeboat was moored in the outer basin.

Because of the bad weather it was decided that the lifeboat should remain at Burnmouth overnight and that, because the outer basin is not a good place in which to lie when the swell makes, she should be moved to the inner basin.

As she was being manoeuvred a rope caught in her port propeller, so she was moored where the bottom would dry at low water. The crew were then taken back to Eyemouth, arriving at 2230, but Coxswain Dougal, Shore Second Coxswain/ Mechanic Tarvit, Assistant Mechanic James Dougal and Fleet Mechanic Cameron Waugh, who volunteered to help, returned at 0500 the next morning, when the tide was low, and freed the propeller. Although one blade was slightly damaged, Wavy Line had returned to station by 1140 and was refuelled and once again ready for service at 1145. For this service a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was presented to Coxswain Alexander W.

Dougal and his crew: Second Coxswain John Aitchison, Shore Second Coxswain/ Mechanic James Tarvit, Assistant Mechanic James Dougal and Crew Members Andrew Redden, John Buchan, John Purves and Ian Dougal.

South West Division Ten stranded HARTLAND COASTGUARD informed the honorary secretary of Ilfracombe lifeboat station at 2115 on Monday March 28, 1983, that an adventure holiday party, three adult instructors and seven children, had not returned following a day spent exploring cliff caves in the Combe Martin area. At 2120 Hartland asked that the lifeboat be launched to provide illumination from the sea to help the Coastguard Cliff Rescue Unit in its search. The crew were assembled and at 2135 Ilfracombe's 37ft Oakley lifeboat Lloyds II was launched off the beach and, under the command of Coxswain David Clemence, set out eastwards for Combe Martin.

It was an overcast evening but clear.

A gentle breeze, force 3, was blowing from north north west and the sea was slight. The tide was ebbing.

The three-mile passage to the search area was made close inshore at full speed. On approaching Little Hangman, on the east of Combe Martin Bay, numerous lights could be seen on the cliff tops. As the lights were misleading to Coxswain Clemence, he asked that the shore search party should extinguish all their lights so that he could identify the lights of the people who were in trouble. The searchers' lights were turned off and from the remaining lights it was possible for the coxswain to pinpoint the position of the adventure party; they appeared to be stranded a considerable distance above sea level, on a ledge beneath an overhanging cliff.

Coxswain Clemence manoeuvred the lifeboat within 40 yards of the cliff.

From this position it could be seen that the party had become separated and that three were stranded 30 feet above sea level and the remaining seven about 20 feet higher up again.

At Little Hangman the onshore force 3 north-westerly breeze had built up a slight to moderate sea which was occasionally breaking over the boulders and rocks at the foot of the cliffs. The night was dark but clear, the spring tide, falling rapidly, was in the fourth hour of ebb. Taking into consideration the length of time the ten people had been exposed to the elements, Coxswain Clemence decided to take them off rather than wait for the tide to recede far enough for them to climb down and walk along the shoreline to safety. So, at 2210, the lifeboat stood off in ten feet of water while her 9ft inflatable dinghy, manned by Emergency Mechanic Robert Thompson and Crew Member John Clemence, was used to ferry everyone out. John Clemence was landed ashore to help the stranded people down the cliff and into the inflatable dinghy.

The operation was not without difficulty.

On first landing John Clemence was almost washed into the sea by a waist-high wave and climbing up and down the narrow ledge which provided the footing for the children and their instructors was very difficult. Meanwhile, Emergency Mechanic Thompson displayed great stamina and prowess in holding the dinghy in position to take off the people; he had to choose exactly the right moments to come into the beach amid the boulders and rocks; the surge and backwash of the waves also made it imperative that the timing of the orders to those boarding the dinghy were clear and concise. Altogether six return trips were made, but by 2320 everyone was safely aboard the lifeboat.

Throughout this time, on the rapidly falling tide, Coxswain Clemence had to use his considerable local knowledge.

Handing over the wheel to Second Coxswain Colin Thadwell, the coxswain was able to take his decisions from the best vantage points, ensuring that the lifeboat kept a minimum distance from where the people were embarking under the cliffs and making sure that the uncovering rocks presented no dangers.

The crew on board the lifeboat also maintained a sharp lookout as well as taking care of the people coming aboard and providing them with hot drinks and blankets.

At 2320 the lifeboat informed the Coastguard of her expected time of arrival at Ilfracombe and also requested an ambulance as several of the children were suffering from severe cold. The return passage was made at full speed and the three adults and seven children were landed ashore to a waiting ambulance at 2345; after being treated for slight hypothermia they were later released from hospital. By 0115 on Tuesday March 29 the lifeboat was rehoused.

Letters of thanks and donations were later received by Ilfracombe lifeboat station from masters at the children's school, from parents and from the children themselves.

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

Graham, director of the Institution, was sent to Coxswain David W. Clemence and his crew: Second Coxswain Colin D. Thadwell, Motor Mechanic Wayland Smith, Emergency Mechanic Robert W. Thompson and Crew Members John A. Clemence, John W. Fennell and David P. Clemence.

Scotland South Division Six taken off ON A NIGHT of worsening weather, Clyde Coastguard informed the honorary secretary of Islay lifeboat station at 2213 on Sunday September 4, 1983, that the 34ft yacht Hydrovane, on charter, was in trouble in the Sound of Jura.

The yacht had been trying to reach Loch Sween when her steering gear had failed; there were six people on board.

An attempt had been made to anchor off MacCormaig Isle at the entrance to the loch, but a rope had parted and fouled the propeller, and when the anchor was dropped it had started to drag. The yacht was in a confined, rock strewn area and so, when the southwesterly wind rose to gale force 8, gusting to storm force 10, her skipper sent out a MAYDAY distress signal.

May's 50ft Thames lifeboat Helmut Schroder of Dunlossit slipped her moorings at 2230 under the command of Coxswain Donald Boardman. She found the yacht at 0025 on Monday September 5, manoeuvred alongside, took off her crew and had returned to station at Port Askaig by 0405. The lifeboat was back on her moorings and once again ready for service at 0530.

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

Graham, director of the Institution, was sent to Coxswain Donald W. Boardman and his crew: Motor Mechanic Archibald Campbell, Emergency Mechanic Iain N. Spears and Crew Members Donald J. McPhee, Donald A. McGillivray and Neil McEachern.

South East Division Tidal race DURING THE AFTERNOON Of Sunday August 28,1983, Swanage lifeboat crew were assembled after consultation between the station's deputy launching authority (DLA) and Swanage Coastguard. An 18ft yacht had been sighted trying to weather the tidal race off Peveril Point in a fresh north-easterly breeze, force 5, but she appeared to be making no headway. After an hour, the yacht turned south and headed away, apparently out of danger, and the crew were stood down.

Later that same day, at 2040, Portland Coastguard told the DLA that a member of the public had sighted a red flare east of Durlston Head. Maroons were fired and at 2051 Swanage lifeboat, the 37ft 6in Rother /. Reginald Corah, launched on service under the command of Coxswain/Mechanic Victor Marsh.

The north-easterly breeze was moderate to fresh, force 4 to 5, with a moderate sea. Visibility was good. It was about two hours before high water.

The lifeboat headed for a position about a mile south west of Durlston Head. When she was some IVz miles short of this position she was told by two yachts that they had seen the flare and that it had been further to the east.

At 2120 the lifeboat fired a parachute flare by the light of which a small yacht was sighted under full sail tacking into the heavy head seas caused by tidal overfalls. Approaching the yacht, Jacana, at 2125 it was found that her two crew, neither of whom was young, were unable to reduce sail and the lifeboat was involved in a stern chase. Then the yacht altered course 180 degrees to head on a reciprocal course directly towards the lifeboat. Coxswain/Mechanic Marsh took avoiding action and managed to round again as the yacht passed on a westerly course. With wind against tide, confused seas of up to eight feet high were met in the overfall area. After two cautious approaches, Coxswain/Mechanic Marsh drove the lifeboat hard against the yacht's waist, so that Crew Member Christopher Haw could scramble on board over the lifeboat bow. It was now 2135.

The lifeboat then cleared and stood by while, during the next ten minutes, Crew Member Haw managed to clear the jib halyard, which was jammed, and lower the main and jib. The lifeboat was now able to approach more safely and a tow was passed. After making the line fast, Crew Member Haw indicated to Coxswain/Mechanic Marsh that the yacht's crew, husband and wife, were so tired that he did not think it wise to try to transfer them to the lifeboat.

The tow to Poole started at 2145 and, once clear of the overfalls, was without incident. The lifeboat and yacht berthed at Poole Quay at 2353, where it was found that- the member of the public who had first reported the flare, a holiday visitor, had taken the trouble to drive to Swanage Coastguard and then to Poole to meet the two boats. Because rehousing at Swanage in the northeasterly breeze would have been difficult, the lifeboat remained at Poole overnight, the crew returning home by road.

For this service a letter of appreciation signed by Rear Admiral Graham, director of the Institution, was sent to Crew Member T. Christopher Haw.

South East Division Doctor to baby AN URGENT MESSAGE was received by Niton Radio at 2323 on Sunday August 21, 1983, from a yacht in the Solent reporting that a baby girl aboard, 15 months old, was desperately ill. Solent Coastguard advised the yacht, which was off Newtown River, to make for Yarmouth and alerted the honorary secretary of Yarmouth, Isle of Wight, lifeboat station at 2325. By 2334 Yarmouth's 52ft Arun lifeboat Joy and John Wade, with Dr N. Reid, the honorary medical adviser, on board, had slipped her moorings under the command of Coxswain David Kennett.

The lifeboat came alongside the yacht at 2345 and Dr Reid, boarding the yacht, quickly diagnosed the trouble.

The little girl and her mother were immediately transferred to the lifeboat which, within minutes, had returned to Yarmouth where an ambulance was waiting. It was now 2350. The little girl recovered and was able to leave hopsital a few days later.

The lifeboat was back on her moorings by 0010 on Monday August 22 and the yacht was brought into Yarmouth Harbour by her owner, who was the child's father.

For this service a letter expressing the Institution's appreciation and signed by Cdr Bruce Cairns, chief of operations, was sent to Coxswain David D. Kennett, Dr N. Reid, honorary medical adviser, and the other members of the crew: Second Coxswain David J. Lemonius, Motor Mechanic Robert R.

Cooke, Assistant Mechanic Brian D. A.

Miskin, Emergency Mechanic Stuart L.

Pimm and Crew Members Martin G.

Long and Paul G. McKillop.

East Division Five calls WHEN, ON THE, AFTERNOON of Saturday September 17, 1983, the 35ft MFV Arctic Solatair picked up a floating rope around her propeller and went ashore at Skinningrove, about six miles south of Redcar, Tees Coastguard telelphoned the honorary secretary of Redcar station branch to request that the lifeboat should stand by the fishing vessel during her refloating on the following high tide, predicted at 0157 on Sunday September 18.

Redcar's 37ft Oakley lifeboat Sir James Knott launched at 2248 under the command of Coxswain David Buckworth and about half an hour later she was standing clear off Skinningrove. A moderate to fresh breeze, force 4 to 5, was blowing from the south and the sea was slight; the night was generally fair but with heavy rain at times. There was, however, a moderate swell on the shore and, although Arctic Solatair refloated and came clear at 0114, her steering gear was damaged. The lifeboat took the disabled fishing vessel under tow and at 0113 set course for Hartlepool, some 13 miles to the north west.

At first Arctic Solatair was taking some water through her damaged steering gear but her crew managed to stem the flow and, despite the fact that the fishing vessel's rudder was jammed to starboard the lifeboat made easy work of the tow in the freshening southerly winds and occasional heavy rain. Hartlepool was reached safely at 0408. After putting the fishing vessel on a mooring, the lifeboat returned to station, arriving at 0509. She was rehoused and ready for service at 0545.

Later that day, at 1255, the boathouse keeper reported to the honorary secretary that a small motor boat with two adults and two children on board was being blown out to sea. The moderate to fresh breeze had by this time gone round to the south west and the sea was choppy; it was two hours before high water. Redcar's D class inflatable lifeboat, manned by Helmsman Trevor Wilberforce and Crew Member Michael Lawes, launched at 1258. Coming alongside a few minutes later she found that the motor boat's engine had failed.

The lifeboat took the casualty in tow and landed her and her four occupants at Redcar at 1318. By 1323 the D class boat was rehoused and ready for service.

Two hours passed and then, at 1514, the honorary secretary received another telephone call to say that a board sailor was in difficulties between Saltburn and Hunt Cliff, 4l/2 miles south east by south of the lifeboat station. By now the south-westerly wind had risen to gale force 8 with a moderate sea and a two to three foot swell; the tide had been ebbing for about half an hour. The D class lifeboat launched within two minutes; Second Coxswain/Mechanic John Price was at her helm this time, with Trevor Wilberforce and Michael Lawes as crew. About ten minutes later the board sailor was found ashore under the Hunt Cliff. The lifeboat picked him up, with his board, and landed him at Saltburn. By 1555 the inflatable lifeboat was again back on station and rehoused.

Half an hour later Tees Coastguard reported another board sailor in difficulties off Saltburn. The south-westerly gale was still blowing, with the tide on the ebb, as the D class inflatable lifeboat launched for the third time, at 1632; manned by Helmsman Trevor Wilberforce and Crew Member Michael Lawes, she drove the 4V2 miles back to Saltburn. After a short search the board sailor was found at 1650 and put ashore. The inflatable lifeboat was then asked by Tees Coastguard to remain in the Saltburn area on stand by until all the board sailors at sea were safely ashore.

While eventually returning from Saltburn, under the lee of the land, the inflatable lifeboat was asked by the Coastguard to investigate a small boat blowing away IVi miles east of the lifeboat station. The wind was increasing all the time so, while the inflatable lifeboat stood by, at 1730 Redcar's 37ft Oakley lifeboat Sir James Knott was also launched; Coxswain Buckworth was in command. Within minutes, a squall, blowing up to strong gale, force 9, with heavy rain and flying spray, had whipped up the sea. By 1740 Sir James Knott was alongside the 17ft open boat, the engine of which had failed. The four people on board were transferred to the Oakley lifeboat; then, taking the casualty in tow, Sir James Knott also escorted the inflatable lifeboat, which had sustained some damage to her port bow bag, back to Redcar. Arriving at 1755, the casualty was beached, her people landed and then both lifeboats were housed for the last time that day; they were both once again ready for service at 1835.

East Division Open boat swamped TYNE COASTGUARD reported to the honorary secretary of Sunderland lifeboat station at 1659 on Saturday September 10, 1983, that a small boat was in difficulties a quarter of a mile inside the south pier. It was a squally afternoon with a strong breeze, force 6, blowing from north north east. The sea was rough with a seven foot swell.

The crew were alerted and at 1712 Sunderland's 47ft Watson lifeboat William Myers and Sarah Jane Myers launched under the command of Coxswain Anthony Lee. The casualty, an open motor boat which had been swamped, was sighted within two minutes and by 1719 the lifeboat had reached her and taken off the two boys who were on board.

The motor boat was towed into port and made fast at West Wall. The lifeboat was rehoused and once again ready for service at 1749..