South West Division German tug, Dutch coaster ON THE AFTERNOON of Tuesday January 3, 1984, the West German tug Fairplay X fouled her propeller in St Ives Bay while trying to pass a towline to the Netherlands coaster Orca; the coaster, her engine disabled, had been dragging her anchors. When, however, lifeboat help for Fairplay X was requested at 1640 by the St Ives pilot, Orca's anchors appeared to have taken hold. The maroons were fired at 1644 and at 1700 the 37ft Oakley relief lifeboat The Vincent Nesfield, on temporary duty at St Ives, launched from her carriage and set out on service at full speed under the command of Coxswain Thomas Cocking, Snr.

The lifeboat was launched half an hourbefore high water on a spring tide, well within the protection of St Ives Harbour. Squalls of rain were being driven down by a north-north-westerly gale, but the tug could be seen easily as the lifeboat cleared the harbour entrance.

At 1710, as the lifeboat approached, Fairplay X's captain asked, by radio, for five men to be taken off. The tug was head to sea with her anchor out but she was dragging towards the shore; her propeller was fouled by her own tow wire. In the north-north-westerly force 8 gale, gusting to strong gale, force 9, and with 12 foot seas, she was pitching heavily and shipping seas over her bows.

After heavily fendering the lifeboat's starboard side Coxswain Cocking made a trial run in to the tug's port side, immediately aft of her bridge. He then took the lifeboat clear and approached again. On the coxswain's instructions, two men jumped aboard the lifeboat to be grabbed by the crew as the coxswain steamed clear. The third run alongside had to be abandoned but the fourth run was successful and two men leapt aboard while another was dragged into the well deck by two lifeboatmen. As a result of the severe motion alongside, when the lifeboat came clear the belting on her starboard quarter was hanging off and the VHP aerial had been broken at its base. Using the VHP emergency aerial, Coxswain Cocking informed Falmouth Coastguard that five of the men had been taken off. It was 1730.

The spring tide began to ebb from the Hayle Estuary at about six knots, as the water held up in Hayle Basin started to run out; the tug took up a south-easterly heading and she started to touch bottom in each trough. Because of the possibility of a capsize in the high seas with the gale against the tide, Coxswain Cocking advised the tug's captain to abandon ship and, at 1750, after a link call to his owners, the captain agreed.

With Second Coxswain John Perkin detailed to keep him informed of any exceptionally large seas coming up from astern, Coxswain Cocking approached the port side of the tug. The two remaining men jumped aboard and the lifeboat came astern, cleared the casualty and set off for St Ives at 1755. The Coastguard were advised to cancel the helicopter which had been scrambled.

The passage back to St Ives was made without difficulty and the seven men were landed on East Pier into the care of the station honorary secretary. The lifeboat was placed on a mooring at 1825, awaiting enough uncovered beach to make possible recovery on to her carriage.

At 2222 Falmouth Coastguard informed the station honorary secretary that the Netherlands coaster Orca was again dragging her anchor. A police car was despatched to inform Coxswain Cocking, the message reaching him at 2224 just as the recovered lifeboat was being hauled up the slip on her carriage.

The spring tide was half an hour before low water when, at 2236, the lifeboat was launched 25 yards seawards of the pier. With the north-northwesterly strong gale, force 9, and sixfoot seas breaking over the lifeboat's bow, exact timing was essential if a safe launch from the carriage was to be made. Coxswain Cocking displayed a high standard of seamanship in executing the task successfully. Orca, well lit, could be seen clearly through the squalls and a direct course was set for her.

At 2247, Coxswain Thomas Cocking approached the port side of the coaster and asked the master what were his intentions. Falmouth Coastguard advised him to keep as few men on board as possible and the master told the lifeboat by radio that he wished five people to be taken off. With both anchors out, Orca lay head to sea, as the tide was slack, pitching heavily.

Seas estimated at 15 feet high were being shipped overall. The surf was breaking about 100 feet astern of the coaster.

At about 2300, Coxswain Cocking brought the lifeboat alongside Orca's port side, just forward of her superstructure, abreast of No 2 hatch. On the coxswain's instructions, one man leapt into the forward well to be received by the lifeboat crew. The jump had to be timed to coincide with the passage of one of the 12-foot crests. The lifeboat was then driven clear before circling back to port. This manoeuvre was repeated four times more, one man being taken off each time. The fifth man missed the well but he landed safely on the foredeck.

The lifeboat then lay off the port side of the casualty, which was gradually approaching the surf line. Occasionally a larger crest, estimated at 18 feet, was carried down to the coaster and was shipped overall. Meanwhile Falmouth Coastguard advised the master to abandon his ship and take to the lifeboat because his rigging made a lift off by helicopter too dangerous.

Two further runs were made alongside at 2308 and the two remaining men were successfully taken off. In trying to steam ahead to clear the casualty, the lifeboat's starboard forward belting was damaged and then Coxswain Cocking was unable to make the bow pay off to port. A particularly high crest could be seen approaching. With great presence of mind, Coxswain Cocking put his engines astern, entering the surf line; he lined up with the stern of the coaster while the high crest passed through and then steamed up her starboard side and headed for St Ives.

After a very rough passage back to St Ives the lifeboat was grounded on the bank, in breaking seas, 50 yards off Smeaton (East) Pier. The tractor pennant was attached and with the lifeboat engines turning ahead she was towed up in line with the piers. At 2345 the seven seamen were helped ashore. The lifeboat was rehoused, refuelled and once again made ready for service at 0100 on Wednesday January 4.

Orca's anchors subsequently held, keeping her afloat at the edge of the surf line. During the following afternoon the pilot boat put three men aboard the coaster and the salvage tug Caribic towed her to Penzance. The tug Fairplay X was carried ashore, still upright, on the east side of Hayle Channel; she remained ashore until she was towed off on January 16.

For this service a bar to his silver medal was awarded to Coxswain Thomas Cocking, Snr. Medal service certificates were presented to Second Coxswain John N. Perkin, Motor Mechanic Thomas Cocking, Jnr, Assistant Mechanic David L. Smith and Crew Members Eric T. Ward, Philip Allen and Andrew J. Perkin.

South West Division Freighter sinks CROSSMA, the French Rescue Co-ordination Centre at Joburg, informed St Peter Port Radio, Guernsey, at 0104 on Tuesday January 24, 1984, that the Liberian freighter Radiant Med had developed a serious list 13 miles north west by north of Roches Douvre Lighthouse.

Crossma asked if St Peter Port lifeboat could be launched to help. This information was passed to the station honorary secretary who immediately assembled the lifeboat crew. The French warship Casablanca was standing by the casualty. At 0113 Radiant Med reported that she was sinking and asked for immediate assistance.

At 0128 St Peter Port's 52ft Arun lifeboat Sir William Arnold slipped her moorings and set out at full speed under the command of Coxswain Michael Scales. A strong gale, force 9, was blowing from west north west. At St Peter Port Harbour entrance, sheltered by the island, the sea and swell were moderate, under a cloudy sky. Visibility was moderate but reduced by rain and hail squalls. Low water neaps had passed some three hours earlier.

When clear of the harbour a course of 180°M was set. At about 0140, from a position nine cables south of St Martin's Point, the course was altered to 260°M, allowing for wind and tide. Severe sea conditions were met. Coxswain Scales made every attempt to achieve full speed but was frequently obliged to put the engines into neutral as he negotiated breaking crests more than 40 feet high; gusts up to violent storm, force 11, were accompanied by severe rain squalls. At one time the lifeboat was thrown on to her beam ends and came upright on a heading of 120 degrees.

Three of the crew, most experienced men, were severely seasick and the coxswain himself had difficulty in reading the compass because of the motion.

At 0253 Coxswain Scales was able to obtain the latest information from Casablanca.

The warship had found survivors but was unable to pick them up because of her size. The lifeboat was brought within half a mile of the warship and then hove-to while Coxswain Scales went up to the upper steering position and organised his crew with lifelines and searchlights. Following the warship's directions the lifeboat steamed 330°T at four to five knots for three quarters of a mile, and at 0315 spotted two small white lights in the water.

The tide was flowing west south west at 1V2 knots. The wind, still blowing from west north west, was force 9 gusting to 11 and this combination created a very steep sea with occasional crests 40 feet high. Coxswain and crew, already exhausted by the violent motion during the passage out, were cold from the heavy rain and the very heavy salt spray.

The two white lights came from a ship's boat about 25 feet long. She only had 8 inches freeboard and the sea was washing in and out of her as she lay across the wind. Coxswain Scales made his approach from a position to windward of the boat, swinging to port to bring the lifeboat alongside and upwind.

A heaving line was passed from the lifeboat and ropes and falls trailing in the water were caught and looped over the lifeboat's after bitts.

In the lee of the wheelhouse, on the starboard side, five lifeboatmen, attached by lifelines, assisted aboard the only two survivors able to help themselves; the others had to be hauled aboard, over or through the rails, one of them apparently unconscious. The after deck soon became congested by the survivors and, as he was unable to manoeuvre at that time, Coxswain Scales left the wheel to help move the men from the after deck into the wheelhouse.

Nine men were successfully taken off the ship's boat. A tenth man was seen in the boat, apparently dead, when Coxswain Scales seized an opportunity to manoeuvre clear before the interaction between the lifeboat and the ship's boat should cause the latter to sink. After making sure his nine survivors were safe Coxswain Scales again approached the ship's boat. The searchlight revealed the tenth man face downward and under a thwart, entangled in rope and sails, but he was dead. The coxswain took the decision to search elsewhere for other survivors rather than to recover the body.

Motor Mechanic Robert Vowles had remained in the deckhouse attending to engines and radios. As the first aid expert in the crew he took care of the survivors as they were passed to him.

Cutting off their lifejackets and outer clothing he wrapped them in blankets and secured them in the fore cabin in an effort to combat hypothermia and shock. One man, later found to be a radio officer, caused him great concern.

Placing him in a space blanket he wedged him between seats in the deckhouse, using lifejackets for protection.

He hoped that heat rising through the deck from the engine room would be beneficial. The man, who had very little pulse, was breathing shallowly so, every ten minutes or so, Motor Mechanic Vowles rubbed him all over and pummelled him to stimulate his pulse and help him to remain conscious.

Coxswain Scales was starting a search of the area when the warship directed her on a course of 080°T to a liferaft. In heavy rain the lifeboat made for the position at full speed. The searchlight revealed that what had been thought to be the liferaft was indeed the forefoot of the sunken Radiant Med and the coxswain had to make an emergency stop.

The warship was informed that part of the ship was still above the surface. The time was then 0404.

The search was continued, but with the arrival of HMS Orkney and a Sea King helicopter from RNAS Culdrose, and in view of the condition of the survivors, at 0430 the lifeboat was released to start back for St Peter Port.

In the very heavy following sea she broached several times and it was only when the lee of the island was gained that full speed could be maintained.

The lifeboat reached harbour at 0613 and the survivors were handed into the care of St John Ambulance Brigade officers. After refuelling, the lifeboat remained on stand by until 0842 at the request of HMS Orkney, now 'on scene commander'. Fourteen bodies were recovered during the next few days; three men were missing, presumed dead.

For this service the bronze medal was awarded to Coxswain Michael J. Scales and the thanks of the Institution in-scribed on vellum were accorded to Motor Mechanic Robert L. Vowles.

Medal service certificates were presented to Second Coxswain Peter N.

Bougourd, Assistant Mechanic Alan F.

Martel and Crew Members Peter J.

Bisson, Michael Guille and Richard J.

Hamon.

Scotland North Division Moorings parted PENTLAND COASTGUARD telephoned the honorary secretary of Kirkwall lifeboat station at 0915 on Sunday January 22, 1984, to report that the 16-ton fishing vessel Benachie had parted her moorings and gone on to the beach on the south of the Island of Rousay, some nine miles north of Kirkwall. Her owner and two of his crew had managed to board and were trying to salvage the vessel. The assembly signal was made at 1000 and ten minutes later Kirkwall's 70ft Clyde lifeboat Grace Paterson Ritchie slipped her moorings and set out on service under the command of Coxswain Captain William Sinclair.

It was three hours before high water springs with a storm force 10 blowing from the south east. The sea was rough and visibility, about one mile, was reduced during snow showers.

The lifeboat cleared harbour and headed for Rousay at full speed. Very heavy seas were met when clearing the island of Shapinsay and the sea became even heavier between the islands of Wyre and Egilsay, with the wind against the flood tide. It was a following sea and full speed was maintained.

As the lifeboat cleared east of Wyre, at 1115, Benachie was sighted on a lee shore. She had been blown along a sandy beach but was now between rocks and there was no possibility of her crew leaving her; a 30 foot bank prevented them from clambering ashore. The fishing vessel was rolling heavily, first one and then the other gunwale going under the water. A very heavy sea was running and waves were breaking over the casualty.

By now the south-easterly storm was gusting to violent storm, force 11, and it was still against the flood tide. The snow showers had become a blizzard.

Coxswain Sinclair anchored 200 metres off shore, up tide of Benachie, and veered down until the lifeboat was about 40 metres off the fishing vessel. A line was fired across but landed about two metres down wind of Benachie. As the lifeboat's anchor was dragging, Coxswain Sinclair weighed anchor and moved up tide to re-anchor. The sea bed is hard sand in this area. As the lifeboat was moved the line came close enough to the fishing vessel for her crew to get hold of it. A towline was passed and the casualty pulled clear of the rocks. She was escorted to Wyre Pier for inspection. All was found to be sound so Coxswain Sinclair altered course for station.

On the return passage, speed was reduced because of the very rough conditions met until the lifeboat reached the lee of Shapinsay. By 1325 Grace Paterson Ritchie was back on station and once again ready for service.

For this service the bronze medal was awarded to Coxswain Captain William S. Sinclair. Medal service certificates were presented to Second Coxswain Andrew L. Grieve, Motor Mechanic Dupre A. Strutt, Second Motor Mechanic Robert S. Mainland, Emergency Mechanics Michael Drever and Michael Foulis and Crew Members Robert M.

Hall and Geoffrey R. Gardens. West Division Quick response AT ABOUT NOON on Tuesday July 26, 1983, Mark Lacey, a 14-year-old schoolboy, and a friend had just returned to the beach at Fairbourne, Gwynedd, after a trip in Mark's 10ft Achilles inflatable. They were preparing to take the boat back to Mark's home a short distance away when, looking out to sea, they saw what appeared to be a 'covered inflatable' about three quarters of a mile off shore.

Watching the craft, Mark saw a splash and thought that something must be wrong; either someone had fallen overboard or the craft had capsized. He immediately launched his own boat, at the same time shouting to a woman on the beach asking that she telephone the rescue services.

It was l!/2 hours after high water with an easterly offshore moderate to fresh breeze, force 4 to 5, giving a slight to moderate sea. There was a slight southwesterly swell.

Mark's boat was powered by a 4hp Mariner outboard engine and he headed at full throttle for the area in which he had seen the splash. It took him about five minutes to get there; on arrival he saw two cheap plastic inflatables being blown out to sea and a man not wearing a lifejacket floundering in the water.

Mark took his boat alongside the man, who immediately grabbed hold.

The boat was so small that there was a real danger that she could have capsized but Mark, while doing his best to ensure the boat's stability, managed to drag the man from the water; he was in a most distressed state and lay in the boat while Mark returned to the beach at full speed. A doctor arrived shortly afterwards and the man was given oxygen before being taken to Dolgellau Hospital for observation.

It was later learnt that the man had set out in the plastic boat chasing a similar one which had been blown out to sea. When the boat he was in had capsized he had tried to grasp it but it was so lightweight that the wind had blown it out of his reach.

For this service the thanks of the Institution inscribed on vellum were accorded to Mark Lacey and he was also presented with an inscribed wristwatch.

West Division Anchor dragged THE HONORARY SECRETARY of Tenby lifeboat station was informed by HM Coastguard at 0445 on Sunday September 25, 1983, that the yacht Sailing Bye had dragged her anchor and was aground on the north beach, Tenby. Maroons were fired and at 0455 the 46ft 9in Watson class lifeboat Henry Comber Brown launched on service with Second Coxswain John John in command.

It was five hours before high water. A fresh onshore breeze, force 5, was blowing from the east and the sea was rough with a moderate swell.

The yacht was sighted immediately, aground some 400 yards west north west of the lifeboat station. Acting Coxswain John headed for her at full speed, arriving in three minutes after launching.

He found that the casualty, a 27ft deep keel yacht, was heading about south east and lying broadside to the heavy surf; she was listing well over to starboard and being buffeted by the seas. There were two men and three children on board.

Before launching Acting Coxswain John had put the station Avon Redstart inflatable dinghy on board. With the young flood flowing along the shoreline he decided not to anchor but to hold his position using his engines and to veer the small inflatable down to the yacht with a warp. The surf running in to the beach was estimated to be five to six feet high.

Crew Members Nicholas Crockford and Nicholas Tebbutt manned the inflatable.

They rowed down towards the yacht under the watchful eye of Acting Coxswain John who, by adjusting his position in relation to the drift of the dinghy, greatly helped in the transfer of the line.

By 0507 the line was made fast aboard Sailing Bye. Acting Coxswain John was then able to steady the yacht while the inflatable was taken round to her stern, where the two crew members took aboard the youngest of the three children, a nine year old. The shore being closer than the lifeboat, they then rowed in through the surf and handed the child into the care of the waiting Coastguard.

Preparing to relaunch the inflatable dinghy, Crew Member Tebbutt manned the oars while Crew Member Crockford remained in the water to steady the boat and push off through the surf. Just as they were about to return to the yacht a large sea swamped the inflatable and capsized her, throwing Crew Member Tebbutt into the water as well. The boat was righted but, as it looked as though any further attempts to row out would be unsuccessful, the two lifeboatmen decided to try to push the inflatable out through the surf to the casualty.

With one crew member on each side the inflatable was successfully taken back to the yacht. During this operation both men were frequently totally immersed and lifted off their feet but, with great courage and determination, they persevered. The other two children, both aged 11, were ferried safely back to the beach in this way and by about 0518 had been handed into the care of the Coastguard.

Throughout this operation Acting Coxswain John had maintained his position, illuminating the scene with his searchlight and steadying the yacht with the warp. Now that the children were safely ashore he began to tow the boat, with the two men still on board, off the beach into deeper water. All the indications were that she was still sound and, once clear of the surf, a check was made to confirm that all was well.

The yacht was towed to a safe mooring outside Tenby Harbour and secured at 0530. As it was too rough to rehouse the lifeboat she was placed on her mooring. The two men and the three children were all taken by the deputy launching authority to his home where they were given hot baths, dry clothing and warm drinks.

For this service the thanks of the Institution inscribed on vellum were accorded to Crew Members Nicholas R.

Crockford and Nicholas Tebbutt and a framed letter of thanks signed by the Duke of Atholl, chairman of the Institution, was sent to Second Coxswain John John, acting coxswain. Vellum service certificates were presented to Crew Member Mike Crockford, acting second coxswain, Motor Mechanic Charles H. Crockford, Assistant Mechanic Roy Young and Crew Members Denny Young and William M.

Truman.

East Division Swept into sea AN ANGLER SWEPT into the sea north of Filey Brigg was reported to the deputy launching authority of Filey lifeboat station by HM Coastguard at 1222 on Sunday September 25, 1983. Nine minutes later the station's D class inflatable lifeboat was launched from her trailer and set out at full speed; she was manned by Helmsman Malcolm Johnson and Crew Members Colin Haddington and Kenneth J. Rennie.

The day was fine and clear with little wind but moderate waves were breaking on the beach caused by a heavy swell running after previous northerly gales. It was low water.

As the lifeboat rounded the rocks of Filey Brigg the swell increased to a height of 10 to 15 feet. Turning north west to search for the missing angler, the lifeboat crew sighted him lying face down in the water about 800 feet from the shore. Helmsman Johnson headed straight for him and when the lifeboat came close, at 1235, Crew Member Haddington jumped overboard to hold the man clear of the water. The outboard engine was cut and the angler pulled into the inflatable lifeboat. Crew Member Haddington, still in the water, started mouth-to-mouth resuscitation immediately and continued while Crew Member Rennie made radio contact with an RAF Wessex helicopter which had arrived overhead. The helicopter picked up the unconscious man at 1237 but sadly he was found to be dead on arrival at hospital. By 1258 Crew Member Haddington had been recovered from the water, the outboard engine restarted and the lifeboat was on her way back to base. She arrived on station at 1302 and was rehoused, refuelled and ready for service at 1318.

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

Graham, director of the Institution, was sent to Helmsman Malcolm Johnson and Crew Members Colin Haddington and Kenneth J. Rennie.

East Division Submerged object struck HM COASTGUARD informed the honorary secretary of Filey lifeboat station at 2048 on Tuesday December 20, 1983, that the coaster Rito was in difficulty three miles north east of Filey Brigg.

Water was flooding into her engine room after she had struck a submerged object; she had lost her engines and her crew of four were preparing to abandon ship. Filey's 37ft Oakley lifeboat Robert and Dorothy Hardcastle launched from her carriage at 2100 and set out on service under the command of Coxswain Frank Jenkinson.

The evening was overcast but clear with a strong breeze, force 6, gusting to near gale, force 7, blowing from the south east. It was four hours after high water and there were heavy breakers in the launching area.

Once clear of the beach surf the lifeboat made full speed to clear Filey Brigg and head for the casualty. A radio message from Rito at 2115 reported that she was still making water in the engine room and her pumps could not clear it.

She also reported that she intended to drop anchor. A Wessex helicopter from RAF Leconfield arrived over head at 2117 but Rita's crew did not want to be winched off in the prevailing conditions.

The wind had risen to near gale, force 7, and the sea was rough with a 15 feet south-easterly swell. The tide was setting north at one knot.

When the lifeboat arrived a few minutes later, at 2124, she found Rito lying at anchor, head to sea and wind, with a list to starboard of 15 degrees.

The area was being illuminated by the helicopter and by MV Rorahead which was about three quarters of a mile to seaward, trying to give some lee.

Coxswain Jenkinson circled round the listing coaster, looking for the best approach and checking floating debris with his searchlight. At 2129 the captain of Rito asked that his crew be taken cff; he said he would remain on board. As, with the casualty lying head to sea, there was no lee, despite Rorahead's efforts, Coxswain Jenkinson decided to come in on Rita's port side. The starboard side of the lifeboat was fendered up and three crew members were stationed along that side, attached by safety lines, ready to receive the seamen.

Second Coxswain/Mechanic Graham Taylor manned the engine controls so that the coxswain could concentrate on steering. The heavy head seas made a slow approach or lying alongside without damage impossible. A first run in was made at 2139. This approach, however, was found to be too fine, with the head seas breaking over the bow of the lifeboat and pushing her towards the casualty. Successive approaches were then made with the lifeboat clearing to port each time. It took seven approaches before the first man was taken off at 2148. The second man was taken off after two more runs and the third after another five runs at 2157.

The captain of Rito said that he wished to remain aboard his ship, and Scarborough's 37ft Oakley lifeboat Amelia launched at 2158, with Coxswain Ian Firman in command, to stand by the casualty and free Filey lifeboat to land the other three men. At 2205 VHP radio contact was lost with Rito but within eight minutes the helicopter had put a portable VHP set aboard the coaster. At 2245 Rita's captain agreed with the Coastguard that he should be taken off, so Filey lifeboat started another run in at 2251. As she came close a heavy breaking sea swung the lifeboat round and her stern struck the side of the casualty with some force.

The lifeboat cleared to port and took off the captain on a second run at 2301.

Filey lifeboat, now joined by Scarborough lifeboat, set course for Scarborough Harbour. The two boats arrived at 2354 and landed Rita's four crew. After a break for a hot drink, Filey lifeboat set off for her own station at 0044 on Wednesday December 21. She was beached safely at Filey at 0218 and was rehoused and once again ready for service at 0313.

Scarborough lifeboat stayed afloat for the rest of the night, and the next afternoon stood by while Rito, still listing, was towed into Scarborough by a local fishing boat.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain Frank C. Jenkinson of Filey lifeboat. Vellum service certificates were presented to Second Coxswain/Mechanic Graham V. Taylor, Assistant Mechanic Laurance Goodlad, Second Assistant Mechanic Bruce W.

Jenkinson and Crew Members Colin Haddington, Barry T. Jenkinson and Kenneth J. Rennie.

Western Division Four rescued PENRHOS COLLEGE for Girls, at Rhos-on- Sea, Clwyd, has a rescue boat as a community project. This boat, a 16ft Tornado rigid inflatable powered by a 30hp Suzuki outboard engine, is run for the school by Brian Allen, an art teacher who is also an auxiliary coastguard.

At about 1350 on Tuesday February 28, 1984, Brian Allen saw through the window of his classroom what appeared to be a small boat very low in the water some half mile north east of Rhos slipway. Watching the boat for a few minutes, he became concerned for its safety so, at 1355 he informed Holyhead Coastguard that he was going to launch the college rescue boat to investigate.

Brian Allen alerted Eleanor Evans, the 17-year-old head girl of the college who is the senior helmsman; together they ran to the rescue boat, which is kept in the college grounds, and towed it to the slipway. They launched the boat at 1410 and drove at full speed for the area in which the small boat had been seen.

It was one hour after low water. The wind was light and variable, force 1, giving a smooth sea with no swell.

Visibility was about a mile with mist patches.

From the slipway the small boat could not be seen but Brian Allen guided Eleanor, who was at the helm, to the area of his first sighting. When about a quarter of a mile offshore they came across some flotsam and then saw a man in the water a short distance away. With difficulty he was pulled aboard the rescue boat, when it was found that he was unconscious and showing signs of hypothermia. Eleanor placed him in a plastic survival bag while Brian Allen, now at the helm, began to search the area.

By VHP radio, a fishing boat told Brian Allen that they could see three people in the water. Following the fishermen's directions, the rescue boat found a young boy who, when taken from the water, was also seen to be unconscious and suffering from hypothermia. A second man and child were then seen and recovered into the boat; both were still conscious but unable to speak. Using sign language Brian Allen established that he had recovered all the survivors and he then immediately set course back to the beach; he had already asked that a doctor and ambulance be called.

During the run to shore, Eleanor lay alongside one of the children, who appeared to be in the worst state, to sustain him with the heat of her body.

To save time in transferring the casualties, Brian Allen drove the rescue boat straight up on the beach; the boat was then loaded straight on to her trailer, with the two men and two children still on board, and taken up on to the promenade. When the ambulance arrived all four survivors were taken to hospital where they were detained for 24 hours; it was reported, however, that they suffered no lasting effects.

The rescue boat was then returned to the college.

For this service framed letters of thanks signed by the Duke of Atholl, chairman of the Institution, were sent to Brian J. Allen and Eleanor Evans; Eleanor was also presented with an inscribed wristwatch.

East Division Knockdown THE COASTGUARD informed the deputy launching authority of Flamborough lifeboat station on Monday January 23, 1984, that three Bridlington cobles, Serene, Eva Ann and Challenge, had been caught in worsening weather north of Flamborough Head. At 0920 Flamborough's 37ft Oakley lifeboat The Will and Fanny Kirby, launched directly down her slipway and, under the command of Coxswain James Major, set out on service to the cobles one mile north of the station.

The morning was heavily overcast with sleet squalls, and a near gale, force 7, was blowing from the south east. The sea was rough with a heavy swell; it was l'/2 hours after high water.

The three fishing boats were unwilling to try to come back round Flamborough Head in the deteriorating weather so, at 0955, the lifeboat started to escort them towards Scarborough, further north up the coast.

At about this time the honorary secretary of Scarborough lifeboat station was informed of the situation by the Coastguard. The 37ft Oakley lifeboat Amelia was launched at 1007 and, under the command of Coxswain Ian Firman, headed for Filey Brig to meet the cobles. Amelia joined the escort at 1104 and by 1130 all the boats were off Scarborough.

By now the south-easterly wind had increased to gale force 8 with a heavy surf running into the bay. Scarborough lifeboat approached the harbour to assess the situation and it was obvious that the open fishing boats would not be able to enter safely. After consultation it was decided to make for Whitby and that, as more than one of the cobles might run into trouble at the same time, they should be escorted by both lifeboats.

Passage was made, with the cobles having to stop at times to pump out water shipped aboard.

As the little flotilla drew near, Whitby's 44ft Waveney lifeboat The White Rose of Yorkshire slipped her moorings under the command of Coxswain/ Mechanic Peter Thomson. She stood by the entrance while, at about 1350, the three cobles, escorted by the two lifeboats, entered harbour. Whitby lifeboat was back on her mooring at 1415.

After their crews had taken a hot drink, Flamborough and Scarborough lifeboats set out to return south together. They left harbour, with Flamborough lifeboat leading, at 1506. At 1518, clear of Whitby Buoy, both boats drove into a head sea which was not in itself unusually big; behind it, however was a very deep trough into which they landed heavily. The compass on Flamborough lifeboat jumped out of its gimbals; it was replaced and lashed, but, binding on the lashings, it could not be used. While the passage continued, with Scarborough lifeboat now leading, Flamborough lifeboat was informed through the Coastguard that it would be impossible for her to beach at her own station. Both boats therefore made for Scarborough Harbour.

When the two lifeboats arrived off Scarborough they discussed the entry on the VHP radio. By now the wind had backed to east south east and was gusting to storm force 10. It was two hours before high water and the very rough seas and heavy swell were building up rolling breakers into the bay.

Scarborough Coastguard was illuminating the scene with white parachute flares fired from the outer pier.

Scarborough lifeboat ran in down sea without a drogue and, after slowing twice to allow large seas to pass, caught a 'smooth' and ran into the harbour at full speed.

Using the same approach, Flamborough coxswain put out a drogue before running down the sea. A first run was made but Coxswain Major abandoned his approach because of a series of heavy seas and circled round to port. A second run was made but, just as the lifeboat was committed to her course and turning to starboard, a heavy breaking sea, estimated to be 20 to 25 feet high, struck the boat's starboard side knocking her over to port.

At that time Coxswain Major was at the helm; Motor Mechanic Leslie Robson was on the starboard side of the wheelhouse operating the controls; Assistant Mechanic Robin Sunley was in the radar/radio chair; Crew Member David Pockley was on the starboard quarter tending the drogue trip line; Crew Member Kenneth Jewitt was on the port quarter tending the drogue rope, and Crew Members Robert Major, Richard Emmerson and Peter Brigham (who tragically lost his life while fishing some weeks later) were all in the forward well. All the crew were wearing full protective clothing, lifejackets and bump caps, but no one was using a safety line because they were entering shallow water.

The sea knocked the lifeboat over to about 120 degrees and the engine cutout switches operated. Coxswain Major was thrown off the wheel and landed head first on the locker abaft the radio chair but all other crew members hung on. The lifeboat righted and the coxswain regained the wheel. Motor Mechanic Robson pulled the engine controls to neutral and went to the engine start buttons but before the engines could be started the lifeboat was struck by another big sea and was knocked down to port again.

Crew Member Jewitt, tending the main drogue line on the port side, was washed out; as the lifeboat righted he was over the side hanging on to the after stanchion stay. Coxswain Major's shout, 'Man overboard!' brought Crew Member Pockley from the starboard quarter, Assistant Mechanic Sunley from the radar chair and Crew Member Major from the forward well. Before they could pull him in, however, the next sea struck and yet again knocked the lifeboat down to port. When she righted, all four men were washed up on the after side of the wheelhouse well.

In all, five consecutive heavy seas knocked the lifeboat down to port before there was a smooth. After the port engine had been started, the throttles were set full ahead. The drogue had remained taut and pulled the stern around to port and the lifeboat was perfectly lined up to enter harbour.

Once in the safety of the harbour, the starboard engine was started and the drogue recovered.

Mooring alongside, Crew Member Jewitt was taken to hospital for a check-up but was discharged with nothing worse than a bruised hand. There were no other injuries beyond mild bruising. The lifeboat herself was in good order. All gear on deck was still lashed in position and had not moved; no water had entered the lockers, engine room or tank spaces and no loose gear had broken adrift. Some oil had run out of the engine breathers, but when the RNLI's district engineer arrived to check the engines, they were started up and all operated well.

Some water had got into the radar display unit (although the scanner unit was dry) and into the MF radio. The echo sounder, VHP radio and lights were all working.

After drying out and the replacement of the radar display unit, MF radio and compass, Flamborough crew took their lifeboat to Bridlington on Wednesday January 25 for the compass to be adjusted in Bridlington Bay. The lifeboat then returned to Flamborough and after being hauled up her bottom was checked over; she was back 'on service' at station at 1500.

Coxswain Major and all his crew were delighted with the way their 37ft Oakley class lifeboat The Will and Fanny Kirby had taken them through.

For this service, letters of appreciation signed by Rear Admiral W. J.

Graham, director of the Institution, were sent to Coxswain James R. Major and his crew of Flamborough lifeboat and to Coxswain Ian Firman and his crew of Scarborough lifeboat..