Scotland North Division Propeller fouled AT 1050 on -Monday June 25, 1984, Pentland Coastguard contacted Wick lifeboat station's deputy launching authority with the news that a salmon coble was in difficulties off Ackergill. At 1100 the relief 48ft 6in Solent class lifeboat, The Royal British Legion, on temporary duty at Wick, headed out at full speed from the harbour under the command of Coxswain/Mechanic Donald McKay.

It was one and a half hours after high water, there was a north-westerly strong breeze, force 6, gusting to gale force 8, the sky was overcast and the sea was moderate.

As the lifeboat rounded Noss Head and a course was set for Ackergill, the sea became rough. Closing Ackergill, the coxswain could see a group of people standing on a cliff which gave him the position of the casualty. She was a 28ft salmon coble, about 200 yards offshore and a quarter of a mile east of Ackergill Harbour; she was among rocks and breaking seas and the sea and spray were blowing over her.

The wind was now north-westerly, force 8, and the waves around the coble were about eight feet and breaking over the shallows and rocks.

The coast east of Ackergill has rock ledges extending well out to sea. The shore area is bounded by small cliffs and at that time of year the sea is cluttered with staked salmon nets and creels. The coble had picked up a net in her propeller and the bolts to the hatch that gives access to the propellers were sheared, so it could not be cleared. Her skipper had been able to hold himself in position by picking up one of the leader lines attached to the bottom of a fishing net, used to close it.

Coxswain McKay first attempted to approach the casualty from the west.

This he abandoned because of the nets and creels in the area. Taking the lifeboat back out to sea, he lay off ahead of the casualty. The lifeboat crew secured the breeches buoy to a veering line and floated it towards the casualty.

But the coxswain could not get close enough to the coble and the breeches buoy was constantly washed away from her by the sea breaking and swirling around the shallows and rocks. The Speedline was not used because the lifeboat was on the casualty's head, making the aim too narrow.

Finally the coxswain approached the casualty from the east, driving the lifeboat over nets and rocks. Once, when she grounded, full astern power had to be used to drag the lifeboat off the rocks. He managed to get the lifeboat within about 70 yards of the coble and then a Speedline was fired. It landed just astern of the coble and the lifeboat was driven astern to drag the line to the casualty. The Speedline was taken in hand and the lifeboat crew passed a towline. Meanwhile, the coxswain had manoeuvred the lifeboat so that her bow was pointing out to sea and the towline was secured astern.

The coble was pulled clear of therocks, nets and creels and into Ackergill Harbour. Once she was secure, the lifeboat continued on to Wick where she arrived at 1245. She was refuelled, ready again for service at 1400.

For this service the bronze medal was awarded to Coxswain/Mechanic Donald McKay. Medal service certificates were presented to Second Coxswain Donald R. Harper, Assistant Mechanics Andrew D. Anderson and Donald Rosie, Emergency Mechanic James W.

Begg and Crew Members John T. Bissett and Robert Sutherland.

South West Division Dragging on to rocks AT 1704 on Sunday September 9, 1984, the honorary secretary of Ilfracombe lifeboat station was informed by Hartland Coastguard that the yacht Liberty needed immediate assistance as she was dragging her anchor close in to the Rapparee Rocks, just outside the outer harbour entrance. One of the two men on board had radioed that his skipper appeared to be dead and that he himself had no experience of boats. Maroons were fired to assemble the crew and at 1716 Ilfracombe's 37ft Oakley class lifeboat, Lloyds II, was launched with Coxswain David Clemence in command and with an ambulanceman on board to attend to the yacht's skipper.

At the time of launch the wind was north westerly force 7, gusting to gale force 8 at times. Visibility was clear, it was an hour and a half before high water and waves, which were about ten feet high outside the inner harbour, reached 20 feet once the lifeboat was clear of the outer harbour. Full speed was maintained from the slipway to the position of the yacht, although the coxswain had frequently to alter course to avoid a series of Dan buoys marking the position of lobster keep cages.

At 1723 the lifeboat reached the yacht; she was head to wind, dragging her anchor rapidly towards Rapparee Beach, some 50 yards away. She was in only about ten feet of water and was touching bottom in the trough of each wave. Rapparee Rock was closer still, only about 20 yards away, and with sheer cliffs just beyond, and Dan buoys close to the casualty, it was impossible for the lifeboat to get alongside to put a man aboard.

The wind was still north-westerly force 7, gusting 8 at times, the sea was very rough with breaking 20 foot waves and the tide was running in from north to south at one to two knots. Liberty was still undamaged but was in imminent danger of being swept on to the rocks. With time and weather working against him, Coxswain Clemence decided to manoeuvre the lifeboat ahead of the casualty and, by stemming the wind, sea and tide, to place the lifeboat's stern within feet of the bow ofLiberty; a tow rope could then be passed to tow her clear of the rocks. He would not have time to use the lifeboat's anchor. The man aboard the yacht, standing on the foredeck, was indicating that he wanted to try to swim for the shore. Coxswain Clemence told him to stay on board and to take the tow rope which was about to be passed to him. At this time a Coastguard cliff rescue team arrived on the cliffs overlooking the yacht.

The lifeboat was successfuly positioned, head to wind, and hove to within ten feet of the casualty's bow. All the time the lifeboat was pitching violently as Motor Mechanic Wayland Smith made ready the tow rope at the stern of the lifeboat. Both boats were pitching heavily into the rough breaking seas when, at 1736, the tow rope was passed. Coxswain Clemence instructed Liberty's crew member to make fast the tow rope round the main mast. He did this, but was unable then to weigh the yacht's anchor; instead, Coxswain Clemence told him to allow the anchor cable to run out. This made it possible for the lifeboat to pull the yacht clear of the rocks.

Because the rough seas still prevented the coxswain putting a man aboard the yacht, he decided to tow her back into harbour. A bridle was rigged to the tow rope at the lifeboat's stern to make it easier to turn in the heavy seas.

It took five minutes to turn the lifeboat safely and to take the tow on to a westerly course heading back towards the shelter of the harbour. A broad sweep of the bay known as The Range (where boats range at anchor) was needed to accomplish the turn. Both lifeboat and yacht had to endure violent rolling in the seas which were now beam on and, 200 yards from the outer harbour, the lifeboat twice rolled heavily to port on to her beam ends in the breaking seas. Throughout the tow a crew member was stationed at the stern with an axe, ready to part the tow rope, should it become necessary.

On reaching the relatively calm waters of the outer harbour, the anchor cable of the yacht was seen to be bar taut; two Dan buoys had fouled her anchor and had been taken in tow. The lifeboat was brought alongside and a crew member and the ambulanceman were put aboard the yacht. The lifeboat crew member sawed through the anchor cable, but even in the two minutes that this took, the weight on the cable had pulled the two boats, now lashed together, within 20 yards of the Larkstone Rock. Once the cable parted, the lifeboat was able to pull clear of the Larkstone and manoeuvre into the safety of the inner harbour where, at 1808, she and the yacht were berthed alongside the harbour wall. The ambulanceman reported that the yacht's skipper was indeed dead and his body and the survivor were landed ashore. The lifeboat was re-housed, ready again for service at 2330.For this service the bronze medal was awarded to Coxswain David W. Clemence.

Medal service certificates were presented to Second Coxswain Colin D.

Thadwald, Motor Mechanic Wayland Smith, Assistant Mechanic John W.

Fennell and Crew Members Andrew P.

Bengey, David P. Clemence and Maurice J. Woodger.

East Division Fishing boats wrecked TWO GERMAN STUDENTS, walking on the cliffs near Breil Nook on Flamborough Head on the morning of Monday, May 7, 1984, smelt diesel oil and, looking into the water, saw what appeared to be the overturned hull of a boat.

The alarm was raised and at 1255 Flamborough's 37ft Oakley class lifeboat, The Will and Fanny Kirby, launched under the command of Coxswain James Major. The weather was fine and clear but a strong north-north-easterly breeze, force 6, was blowing, giving a moderate to rough sea and there was a heavy northerly swell. It was 23/t hours after high water. Full speed was made towards the casualty's position three quarters of a mile away. On near approach the crew saw that there was little hope for any survivors in the heavy breaking seas and only pieces of debris were visible. The casualty was a localcoble, Carol Sandra, which had had four men on board, her skipper, Peter Brigham, being a member of Flamborough lifeboat crew.

At 1335 Bridlington lifeboat station was informed that Flamborough lifeboat was having engine trouble and that she was continuing her search for survivors with only one engine. To assist in the search and to provide cover for Flamborough lifeboat, Bridlington's 37ft Oakley class lifeboat, William Henry and Mary King, launched under the command of Coxswain Fred Walkington.

Half an hour later Filey lifeboat, the 37ft Oakley class, Robert and Dorothy Hardcastle, also launched to help with the search with Coxswain Frank Jenkinson at the helm.

At 1421 Bridlington lifeboat found wreckage just off Flamborough light and continued to search the area. At about 1500 her port propeller became fouled by a piece of wreckage. As nothing could be seen through the freeing scuttle, her coxswain decided, together with Flamborough lifeboat, which still could use only one engine, to go back to Bridlington to rectify the faults.

Meanwhile, Filey lifeboat continued to search, together with several local fishing craft and an RAF Wessex helicopter.

The wind had backed to northerly, force 6, and there was a moderate sea with heavy ten foot swell, at times confused by deflections from the cliffs.

At 1644, while Filey lifeboat was off Breil Nook, she received a MAYDAY call from one of the fishing vessels involved in the search. It was the angling boat Northwind III off North Landing, about half a mile away. The lifeboat was put about and headed towards her position at full speed; Northwind III was then seen to capsize. It was not possible for the lifeboat to get in amongst the rocks and breaking water where the capsized fishing boat lay. Her crew moved to the forward well to prepare the anchor in case it was possible to veer down. As the lifeboat neared the casualty, the RAF helicopter was seen to be approaching with a survivor held by the winchman on the end of the winchwire.

The lifeboat's engines were stopped and as the helicopter came near, the lifeboat lifted on a heavy swell and rolled to port. Both winchman and survivor on the end of the wire disappeared beneath the water, under the port bow of the lifeboat. The helicopter lifted and sheered away to port in order to snatch the men clear, but this movement made the winchwire swing like a pendulum. As it swung back towards the lifeboat, the winchman was struck against the wheelhouse. Another attempt was made to land the two men into the forward well but on near approach the injured winchman could no longer hold on to the survivor and dropped him into the sea. Crew Member Malcolm Johnson, who was in the forward well and fastened by his safety line to the port forward safety wire, jumped into the sea. He grabbed the survivor and pulled him to the lifeboat's side in way of the forward well, holding on to the grab ropes.

Coxswain Jenkinson then had to go slow ahead and hard astarboard to clear the broken water on to which the swell was driving him. Meanwhile, Malcolm Johnson held on to the survivor as the lifeboat pitched into the swell until the other crew members were able to haul first the survivor, then him aboard. The survivor was suffering from shock and hypothermia and Johnson himself was cold and wet. They were both put aboard the fishing vessel Cassandra, where there was dry clothing and a warm cabin, and were taken to Bridlington Harbour.

After he was injured, the winchman was winched back aboard the helicopter and a further survivor from Northwind III was picked up by lowering the strop to him as he clung to a rock. Both he and the winchman were then landed on the cliff top. Two more survivors who had been in an air pocket in the boat's accommodation were later helped ashore by a Coastguard officer as the capsized boat grounded on the rocks.

Filey lifeboat continued to search for further survivors until darkness. She arrived back at Filey at 2245 but had to wait until 2330 for the tide to uncover the beach for recovery. She was rehoused and ready for service at 0020.

Bridlington lifeboat, having cleared her propeller, had rejoined Filey lifeboat at 1705 and continued to look for survivors until it became dark and the search was called off. Flamborough lifeboat, her engine trouble repaired, also returned to the search at 1805 and when it was called off, her coxswain and several of the crew joined in a beach search over the low water period during the night.

For this service the thanks of the Institution inscribed on vellum were accorded to Crew Member Malcolm Johnson of Filey. Vellum service certificates were presented to Coxswain Frank C. Jenkinson, Second Coxswain/ Mechanic Graham V. Taylor, Assistant Mechanic Lawrence Goodlad and Crew Members Colin Haddington, Kenneth J. Rennie and John P. Ward.

East Division Capsized canoeist ON THE AFTERNOON of Saturday June 30, 1984, Mr Nicholas Hibbert, Mr T.

Thompson and Mr T. Marshall were on the slipway at Robin Hood's Bay working on a fishing boat which, like all the other local boats was hauled up on dry land because of the weather. It was overcast and clear with a north-easterly strong breeze, force 6, giving a rough, short sea which was very broken in the bay, caused by backwash from the sea wall.

At about 1530, high water, the three men watched a lone canoeist put to sea.

He had no life jacket, spraydeck or proper clothing and was soon seen to capsize and start to get swept by the tide towards the very broken water under the sea wall. It was apparent that the canoeist was now in immediate danger and the only craft available, fast enough to help, was a small 9ft 6in flat bottomed dinghy. Without hesitation the three men launched this boat and Nicholas Hibbert rowed out towards the incident.

Keeping head to sea and close to a covered but known scar of rocks to gain some protection, he continued until he was seaward of the canoeist. Then he turned and rowed towards him, getting alongside about 15 minutes after launching. He tried to get the man in the water aboard but the man would not let go of the canoe; after several attempts, the two boats had been swept into the broken water close to the sea wall. Nicholas Hibbert rowed out again towards the rock scars with the survivor clinging to the back of the dinghy until he and his canoe were clear of the worst of the broken water.

The dinghy was stopped and the canoeist taken aboard over the stern.

Mr Hibbert then started to row back to the slipway; this was still dangerous as the dinghy was now sluggish with the weight of an extra man who still clung to the canoe, towing it through the water.

Close to the slipway a large wave capsized the dinghy; Nicholas Hibbert and the dinghy were washed on to the slipway and the canoeist was hauled ashore by others. In the confusion the canoeist, who, it transpired, had taken the canoe without consent, disappeared without giving his name.

For this service the thanks of the Institution inscribed on vellum were accorded to Nicholas J. Hibbert.

Ireland Division Thirty foot fall THE KEEPER of Old Head of Kinsale Lighthouse telephoned the honorary secretary of Courtmacsherry Harbour lifeboat station at 1630 on Saturday April 28, 1984, to say that a man had fallen down the cliff at Holeopen Bay West and was lying injured on the rocks. He asked for immediate lifeboat assistance. At 1647 Courtmacsherry's 47ft Watson class lifeboat, Helen Wycherley, with Coxswain Jeremiah O'Mahony in command, put to sea towing the station's small boarding boat. The weather was fine with a gentle south-east-by-easterly breeze, force 3, and a slight sea.

When the lifeboat arrived at the scene of the accident at 1740, Second Coxswain Daniel O'Dwyer, RNLI Boat Mechanic Mark Gannon and CrewMember Paul Mooney, rowed ashore with first aid equipment and a Neil Robertson stretcher. They climbed 20ft up the rocks to where the man was lying. He had fallen about 30ft and had a compound fracture of the femur as well as cuts and bruises. Two of the lighthouse keepers climbed down the cliff to assist the lifeboat first aiders, who splinted and bandaged the injured man and placed him in the stretcher.

Then they brought him down the cliff to the boarding boat which was rowed out to the lifeboat, some 100 yards offshore, where he was taken aboard.

As any movement was causing him pain, he was not put in the cabin but placed on the deck and covered with blankets. The coxswain asked for a doctor to meet the lifeboat at Courtmacsherry as well as the ambulance that was already on its way. At 1900 the lifeboat reached the pier at Courtmacsherry and the patient was transferred to an ambulance stretcher aboard the lifeboat, then moved to the ambulance and taken to Cork Regional Hospital.

The lifeboat was refuelled and ready for service at 2030.

For this service letters of appreciation signed by the director of the RNLI, Rear Admiral W. J. Graham, were sent to Coxswain Jeremiah A. O'Mahony and his crew and to the secretary of the Commissioners of Irish Lights, thanking the lighthouse keepers for their part in the rescue.

South East Division Two calls HASTINGS 15ft 6in D class inflatable lifeboat, manned by Helmsman Christopher Cooper and Crew Members Steven Barrow and John K. Ronchetti, was launched at 1534 on the afternoon of Friday, July 13, 1984, after it was reported that a group of swimmers were in trouble off the harbour arm.

Although the weather was fine, there was a fresh south-westerly breeze, force 5, and the sea was choppy with a five foot swell.

Some of the swimmers had managed to get themselves ashore and four of them went to the lifeboathouse for first aid. The lifeboat crew recovered two male bodies, 250 yards offshore and brought them back to the station to try to revive them, but the station's honorary medical adviser, Dr Head, who had come down to the boathouse, declared them dead. It was still not known if there was one of the group of swimmers still in the water, so the lifeboat put to sea again to search, manned by Helmsman Steven Martin and Crew Members Peter Thorpe and Andre Bourdon- Pierre. A helicopter also joined in the search, but at 1800 it was agreed to call it off and the lifeboat returned to station.

The swimmers had come from a visiting coach party and it was not until1915 that they had all reassembled and everyone was accounted for, with no one left in the water.

Three days later Dover coastguard reported to Hastings station honorary secretary at 1030 on Monday July 16, that the Belgian yacht, Kotique, had engine trouble and needed a lifeboat.

As the station's 37ft Oakley class lifeboat, Fairlight, was being prepared to launch a further message reported that another yacht had been able to restart Kotique's engine. The lifeboat was stood down but by 1210 the yacht had broken down again and needed towing to Rye. It was arranged that a local fishing vessel should take her in tow but, as the fishing boat was still five miles off, it was agreed that Hastings' 15ft 6in D class lifeboat should launch with Coxswain Joe Martin aboard, who would try to restart the yacht's engine.

At 1330 the lifeboat launched, manned by Helmsman Steven Barrow, Crew Members Steven Martin and Christopher Cooper with Coxswain Joe Martin. The weather was fine with a gentle south-westerly breeze, force 3.

After a long search, at 1440, the lifeboat found the yacht two miles west of Dungeness Point. Coxswain Martin and Crew Member Steven Martin boarded her and discovered that the fuel lift pump was defective. The fishing vessel, Golden Sovereign, then arrived and the yacht was taken in tow towards Rye Harbour.

The lifeboat escorted them while Coxswain Martin and Steven Martin stayed aboard the yacht. They were able to get the engine working long enough to help the tow through Rye Harbour mouth. After refuelling, the lifeboat returned to Hastings which was reached at 1745; she was rehoused, ready again for service at 1800.

For these two services, a letter signed by Cdr Bruce Cairns, chief of operations, was sent to the honorary secretary of Hastings lifeboat station, Mr A.

J. Hodgson, passing on appreciation to everyone who took part in the service to the swimmers. He also thanked the crew of the D class lifeboat for the service to the yacht Kotique, particularly Coxswain Joe Martin and Crew Member Steven Martin for their efforts.

South East Division Disabled catamaran THE HONORARY SECRETARY OF Mudeford lifeboat station received a pager call from the Coastguard at 1845 on Wednesday July 11, 1984, after reports that a catamaran had overturned and was in difficulties off Chewton Bunny.

There was a moderate south-westerly breeze, force 4, and the weather was fine when, at 1851, two and a half hours before high water, Mudeford's 17ft 6in C class inflatable launched. She was manned by Helmsman Paul Knight and Crew Members Paul Derham and John Rathmell.

It took the lifeboat five minutes to reach the catamaran which had been righted but blown well in towards the shore. Crew Member John Rathmell entered the water to float a towline through the surf and secure it to the catamaran. Her two occupants stayed aboard to steer while the lifeboat, with John Rathmell back on board, towed them out into deeper water. They thendecided to try to sail back to Mudeford under escort but the catamaran's steering was defective and she had to be taken in tow again. They reached Mudeford at 1948 where it was found that the catamaran's two hulls were out of parallel and one rudder had become disconnected from the tiller arm.

A letter from Cdr Bruce Cairns, chief of operations, was sent to Mudeford's honorary secretary after this rescue, passing on warm thanks to Crew Member John Rathmell for his efforts.

Ireland Division Man clinging to mast THE HONORARY SECRETARY of YoUghal lifeboat station received a telephone call from the Gardai at 1745 on the evening of Wednesday August 1, 1984.

They had been informed by a passer-by that a commercial fishing vessel which had been on passage from Knockadoon to Youghal was in difficulty and had disappeared in Youghal Bay. The lifeboat crew were assembled and at 1800 Youghal's Atlantic 21 rigid inflatable lifeboat, Marjory Turner, manned by Helmsman Liam Coveney and Crew Members Patrick O'Mahony and Michael Cashel, launched on service.

Out in the bay there was a moderate to fresh south-westerly breeze, force 4 to 5, visibility was fair and there was a six to seven foot swell. The lifeboat began to search for the missing boat and after only five minutes, located her. A man was clinging to the mast of the otherwise submerged vessel; he could not swim, wore no buoyancy aid and was in a state of exhaustion. As the lifeboat crew could not persuade him to take hold of rescue lines, Helmsman Coveney had to manoeuvre close to the sunken fishing boat, at one point striking her with the starboard side of the lifeboat's hull, as he came in to take the man aboard. Having confirmed that this had been the only man aboard the fishing vessel, the helmsman returned to station where the survivor was landed at 1815 and examined by the station honorary medical adviser. The lifeboat was rehoused, ready again for service at 1915.

Scotland South Division Mechanical failures Arran (Lamlash) lifeboat crew were mustered on the evening of Sunday July 22, 1984, after Clyde Coastguard had been told that a speedboat was seen to be drifting towards the main channel between Hamilton Rock and Ardrossan on the mainland. At 2117 the station's 15ft 6in D class inflatable lifeboat was launched, manned by Helmsman Evan McConnell and Crew Members Angus Campbell and Daniel Lapsley.

The weather was fine with good visibility and light air from the north east. An auxiliary coastguard from Arran had gone to Altardach which was where the speedboat had first been sighted. From this point he was able to direct the lifeboat to the casualty whichwas drifting towards the mainland, about six miles from Lamlash. The lifeboat reached her at 2140 and found four men and one woman on board with one of the men suffering from hypothermia.

The 13ft speedboat had been drifting for some five hours after the ignition key to the engine had broken while they were returning to Saltcoats after a day on the Isle of Arran.

The speedboat was taken in tow to Lamlash which was reached at 2220. An ambulance had been called to take the man with hypothermia to hospital and the remaining four survivors were warmed at the lifeboat station where the local Red Cross had supplied clothing and blankets. The lifeboat was rehoused, ready for service at 2256.

Meanwhile, a report had reached Clyde Coastguard that another small boat, this time an open dinghy with three people on board, was being blown offshore from the mainland at Saltcoats while its occupants tried in vain to paddle ashore with pieces of wood.

At 2240 Troon's 44ft Waveney class lifeboat, Connel Elizabeth Cargill, with Coxswain/Mechanic Ian Johnson in command, left harbour in gathering darkness to search for the casualty. The wind by this time had backed to the north west and increased to a gentle to moderate breeze, force 3 to 4. Fishery protection vessel Moidart which was in the area also joined the search after receiving a PAN broadcast from the Coastguard. The lifeboat reached the area at 2302 and after 20 minutes, picked up a radar contact about a quarter of a mile ahead. It was the dinghy, its 3hp engine out of action and the two adults and ten-year-old child aboard cold, but unhurt. At 2324 the lifeboat was alongside the dinghy which was taken in tow after her occupants had been taken aboard. The lifeboat headed for Ardrossan where the survivors were landed at 2354; she then returned to Troon where, at 0105, she was refuelled and ready for service.

Scotland South Division Blown offshore ON THE EVENING OF Thursday July 5, 1984, Clyde Coastguard received a 999 call after a small speedboat had been seen, broken down about three quarters of a mile off Cowan Rock, near Girvan.

Her crew of two men were trying to paddle her, but she was being blown out to sea by a south-easterly wind.

Girvan lifeboat station's honorary secretary was informed at 2124 and seven minutes later, after the crew had been summoned by pager, the 33ft Brede class lifeboat, Philip Vaux, left her mooring, with Coxswain/Mechanic Michael Storey in command. The visibility was good and a moderate breeze, force 4, was blowing. At 2152, the lifeboat located the power boat which continued on page 141.