South West Division Trapped under sea wall AT 1852 on Tuesday September 11, 1984, Lyme Regis honorary secretary was informed by Portland Coastguard that some people had been cut off by the tide at Black Beach groynes, some six cables to the north east of Lyme Regis Cobb, and that bodies could be seen in the water.

By 1900, the relief Atlantic 21 rigid inflatable lifeboat on temporary duty at Lyme Regis, was launched and heading for the reported position. Her crew were Helmsman John Hodder and Crew Members Robert Irish, James Thomas and Paul Wason. A force 3 to 4 breeze was blowing from the north west, visibility was clear, the sea slight with a three foot swell and it was some two hours before high water.

John Hodder drove the lifeboat at full speed, parallel with the coast towards the groynes, then, on nearing the scene, he altered course to the north west to head inshore. At 1908 the lifeboat stood off the groynes, where, due to their poor state of repair, a confused sea was sweeping in through the groynes towards the shore, with waves between eight and ten feet high.

Two men, a woman and a dog could be seen stranded at the head of a groyne on some stone steps below the sea wall.

Two bodies could also be seen floating about twenty feet away from the sea wall, both were motionless.

Although the three people on the stone steps were apparently alive and well, they could not move from the steps. The water was too deep and they were unable to climb the ten foot sea wall behind them. A policeman was above them on the sea wall but could neither climb down nor pull the people up because the wall was too high.

John Hodder manoeuvred the lifeboat towards the two people in the Helmsman John Hodder.

water who, if still alive, were in most urgent need of rescuing. The wind was now force 4 and to cope with the extraordinary confused sea, he had to use the full range of the two engines' power and direction. A man and a woman's body were pulled aboard by the crew members and the lifeboat drew clear of the scene.

The two bodies appeared to be lifeless, but Robert Irish and James Thomas immediately began to administer first aid and resuscitation. Helmsman Hodder then decided that the three people on the head of the groyne should at once be lifted off as the tide was rising and they were in danger of being swept off by the confused sea. He approached the groyne, again using the full range of power and direction of his engines to position the stern of the lifeboat firmly into the angle between the head of the groyne and the stone steps.

The two men who were stranded seemed to be suffering from exhaustion and the woman indicated with some despair that she would not leave the dog behind. But the policeman above managed to grasp the dog's leash and hauled the dog (a full grown Alsatian) by the neck up the sea wall. While he was doing this, the three casualties were grasped, one by one, and heaved aboard the lifeboat by Crew Member Paul Wason. It had been impossible to hold the stern of the lifeboat in position for more than two or three seconds at a time and John Hodder needed to make eight different approaches.

All three people were wrapped in survivors' sheets and the crew attempted to warm them. The crew had also, throughout the rescue, tried to revive the two picked out of the water with mouth to mouth resuscitation. The lifeboat returned to harbour where it was met by an ambulance and the station's honorary medical adviser. The two people from the water were pronounced dead and the other three, all of whom had to be carried ashore, were suffering from exposure. Minor damage had been sustained to the lifeboat's bow, which was later repaired with a patch. She was rehoused, ready again for service at 1930.

For this service the thanks of the Institution, inscribed on vellum, have been awarded to Helmsman John L.

Hodder. Letters of appreciation, signed by Rear Admiral W. J. Graham, director of the RNLI, were sent to Crew Members Robert Irish, James R. Thomas and Paul Wason.

East Division Engine failure in gale THE CREW OF Teesmouth lifeboat assembled at the boathouse on the afternoon of Saturday October 20, 1984, after a fishing vessel, Ronleo, had reported that she was in need of assistance, six and a quarter miles east north east of Hartlepool Heugh. A further message from the fishing vessel revealed that she had now suffered total engine failure and the weather was worsening.

The relief 47ft Watson class lifeboat, Laura Moncur, on temporary duty at Teesmouth, launched at 1335 into a westerly gale force 8, gusting to force 9, and a rough sea with 15ft swell. Coxswain William Carter, at the helm, made full speed for the last known position of Ronleo, now about seven miles off Hartlepool.

At 1400 Tyne Tees Coastguard updated the position of the casualty and Coxswain Carter altered course accordingly to steer 081 degrees. A police launch, Northumbria, was also at sea and approaching Ronleo's position but she reported that the weather was so severe, with waves up to 30 feet, that she doubted a visual location would be possible. Radar performance aboard Teesmouth lifeboat was also poor because of the conditions. When Northumbria arrived at the fishing vessel's last known position she reported that Ronleo could not be seen.

The Coastguard asked the police launch to fire a red parachute flare which was spotted by the lifeboat crew about a mile to the north west of them.

Coxswain Carter decided to continue on the course he was steering and at 1445, Ronleo appeared dead ahead, rolling heavily and disappearing frequently in the spray. VHP communication was established on channel 16 and thefishing boat's skipper was advised, on receiving the tow rope, to make it fast before letting his anchor cable away.

The lifeboat circled the casualty twice and at the first attempt, the towing cable was passed and made fast. Because of the conditions, two heavy lines had been joined to give a long tow rope, and at the join a heavy rope fender was attached to prevent the line from snatching.

The homeward passage began at 1510. The lifeboat was punching into heavy weather and speed had to be restricted because of the large amounts of water going aboard the fishing boat.

For the first half hour an estimated speed of four knots was maintained but as the wind increased to severe gale force 9, gusting to force 10, progress slowed to about two knots.

Although extremely uncomfortable, the two men aboard Ronleo reported that they were well and the tow continued, straight into wind and weather, towards Hartlepool. At 1715 Ronleo radioed that her bilge pump had failed and her skipper was very concerned about the amount of water in the engine room. The tow was stopped to enable a man aboard Ronleo to go forward and assess the situation but he soon reported that the tow should continue at best possible speed for Hartlepool.

The harbour entrance was reached at 1800 and the fishing vessel was lashed alongside the lifeboat so that she could be berthed in the fish dock. Teesmouth lifeboat then returned to station and was rehoused, ready again for service at 1920 after nearly six hours at sea.

West Division Aground on the bar ON THE EVENING OF Wednesday July 11, 1984, a yacht, in difficulties in the estuary of the River Ribble, fired a red flare. She could be seen by the auxiliary coastguard at Lytham at anchor, and pounding in heavy seas.

At 2040 Lytham St Anne's 47ft Watson class lifeboat, City of Bradford III, with Coxswain Arthur Wignall in command, left her mooring and headed for RNLB City of Bradford III. Photograph by courtesy of Manchester Evening News the yacht. The weather was fair and there was a westerly moderate breeze, force 4, blowing as the lifeboat approached the casualty, 35 minutes later. She was the 23ft Orari with three people on board. She had been on passage from Piel Island to Hoylake but had decided to make a detour up the Ribble because of the weather. She ran aground on the bar and having taken a pounding, her skipper, afraid she might break up, had been firing distress flares at intervals.

The lifeboat came alongside the yacht which was now anchored in shallow water. Crew Member David Topping was put on board Orari to help pump the yacht out as she had been taking water, and to try to weigh the anchor, something her crew had been unable to do. Eventually a tow rope was passed when the anchor chain broke, but the yacht was now filling with water, so her crew and David Topping were taken aboard the lifeboat. A tow was then attempted to pull the sinking yacht to a position where she could be salvaged.

However, this was unsuccessful and she sank, becoming a total loss.

The lifeboat returned to her moorings and the three survivors were brought ashore at Lytham at 2220.

South West Division Rescue by fishermen A NORTH-EASTERLY NEAR GALE, force 7, gusting to force 8 was blowing and the sea in St Mary's Harbour, Isles of Scilly, was rough when at about 1625 on the afternoon of Tuesday May 22, 1984, the joint services training yacht Kukri parted her mooring. There were 11 men on board as she began to drift towards Forth Mellon beach. Her engine was started but no headway could be made in the rough sea and despite her anchor being rapidly deployed, the yacht, which had a ten foot draft, dragged on to the beach where she grounded, broadside to the sea.

Only a few minutes earlier St Mary's lifeboat had been called away to search for the yacht Zingana, many miles north of St Mary's. However, the passenger launch, Surprise, had just finished disembarking passengers at the quay. Her skipper, Gerald Thompson, and his crewman, George Mudge, saw Kukri's predicament and cast off immediately, negotiating a way towards the yacht through numerous store-pot markers.

The tide was falling, about 30 minutes before low water, as they attempted to pass a tow line.

Surprise, with her three foot draft, high bow and forward wheel shelter, approached the yacht bow first, her stern to windward; this was the attitude she naturally adopts when allowed to drift. The launch rolled violently in the short breaking swell and her crew were soaked as the seas swept over her, but they succeeded in passing a line. Her skipper attempted to tow stern first, but her two engines could not develop enough power. So the towline was passed to the stern of the launch, and although the yacht could not be towed clear. Surprise was able to turn the yacht so that her bows pointed to seaward. The yacht, which had been developing a list to starboard, remained aground but in a safer attitude.

Meanwhile a 32ft fishing vessel, Swandancer, skippered by Gerald Thompson's brother David and crewed by Darrel Foster, had just finished hauling her gear in the lee of St Mary's Island. The wife of Swandancer's skipper, who had been watching Surprise, called her husband on a private radio frequency to tell him what was happening.

David Thompson left the fishing ground and steamed towards Forth Mellon Beach.

On arrival, about 15 minutes later, Swandancer took over the towline from Surprise. While attempting to pass a longer and stronger line, the end aboard the yacht was lost overboard. The two brothers decided more hands were needed aboard Swandancer, so Surprise was secured to the nearby quay and her crew taken aboard the fishing vessel.

She then returned to the scene where she secured a headline to the Customs buoy so that she could be veered down to the casualty. After several attempts a towline was floated down to the yacht using two fenders, and secured.

With a headline secured to the Customs buoy, her engine turning ahead and the towline on her hauling winch, the fishing vessel was able to maintain tension on the towline. The yacht was kept head to sea until, at about 1830, she floated free on the rising tide.

The yacht was secured to the quay and once they had established that no-one was injured on board, the rescuers returned home at 1930. After an inspection of her keel by a diver the next morning, Kukri sailed for Portsmouth, apparently none the worse for the incident.

For this rescue, a letter of appreciation, signed by the director, Rear Admiral W. J. Graham, was sent to David Thompson, Gerald Thompson, Darrel Foster and George Mudge.

Ireland Division Broken rudder A YACHT in trouble to the south of the Calf Islands, off the southern Irish coast, was firing red flares. They were sighted and reported to the honorary secretary of Baltimore lifeboat station at 1320 on the afternoon of Friday September 21, 1984. He ordered an immediate launch of the lifeboat, knowing that the very strong wind would be blowing the casualty on to the dangerous Toorane rocks.

Ten minutes later Baltimore's 48ft 6in Oakley class lifeboat, Charles Henry, was launched with Coxswain Cristie Collins in command. Although visibility was good, there was a north-westerly near gale, force 7, blowing and the sea was rough. At 1358 the lifeboat crew sighted the yacht; she was to the west of Sherkin Island and drifting towards the rocks, her anchor was not holding. She had five people on board and had been sailing between the Calf Islands in company with another yacht when her rudder had broken. The other yacht attempted to tow her clear but was unsuccessful because of restricted manoeuvrability.

Despite the rough conditions, the lifeboat was able to pass a tow and the yacht was taken into the safety of Baltimore Harbour. Back at her station at 1530, the lifeboat was rehoused, ready again for service at 1600.

East Division Marooned on platform THAMES COASTGUARD contacted Aideburgh lifeboat station's honorary secretary on the afternoon of Wednesday October 24, 1984 and requested a launch to 12 maintenance men marooned on an offshore platform which forms part of Sizewell nuclear power station.

At 1402 Aldeburgh's 37ft 6in Rother class lifeboat, James Cable, launched from the beach with Coxswain William Burrell in command. The weather had been deteriorating all day and at the time of launch the wind was a southerly near gale, force 7, and there was a moderate to rough sea with moderate swell; it was overcast with occasional rain and visibility was moderate to poor.

The lifeboat headed north at full speed and arrived at the platform at about 1425. An inflatable dinghy could be seen, made fast to the structure, but submerged. Coxswain Burrell steered to the east of the platform, then swunground to head south into the wind and tide for an approach on the west side of the platform, where there was walkway.

The wind was now fluctuating between south and south west, force 7 to 8, and there was a rough confused sea with six to eight foot swell. It soon became clear that it would not be possible to lay the lifeboat alongside as there were six steel projections jutting out from the walkway. These were thought to have supported wooden fendering in the past. Instead, the coxswain was forced to make a series of runs in to take off the 12 men. On the first, one man was successfully embarked but on a second attempt the high wind and rough sea made it necessary to steam abruptly full astern to avoid damage to the lifeboat's hull.

For the third run in the coxswain approached the rig at an angle of about 40°, his port bow well fendered, and, using helm and engines, held the lifeboat in a position so that two men were able to jump onto the foredeck. Just afterwards, the seas lifted the lifeboat some six to eight feet, forcing her bow under one of the projections and causing some damage to the port pulpit rail and end box.

On the next run in eight men were able to jump aboard the lifeboat. Unfortunately one of them landed heavily and suffered a broken ankle.

On the final run in it took much persuasion to get the last man to jump but eventually he was pulled aboard and the lifeboat headed for home at full speed.

All those who had been taken off were in the wheelhouse, except the injured man. The first aiders in the crew RNLB James Cable.

considered, under the circumstances, it was better not to try and move him.

Instead, all the lifeboat's crew, except the coxswain and wireless operator, sheltered and protected the man on the foredeck with their own bodies, blankets and spare oilskins. During most of the 30 minute passage back to station, the lifeboat was heading into wind and sea and being swept overall.

At 1510 the lifeboat was beached and the maintenance men landed. The injured man was examined by a local doctor and then taken to Ipswich Hospital by ambulance.

Following this service a letter of appreciation, signed by Cdr Bruce Cairns, chief of operations, was sent to Coxswain William Burrell and his crew.continue the service on her port engine, though special caution was needed crossing the bar.

The casualty by now had drifted back out into the bay, having suffered engine failure after being swamped. She had also lost her dinghy and when the lifeboat came alongside her occupants were bailing out. The lifeboat connected a tow and pulled the cabin cruiser further out to sea, away from the worst of the swell near the bar.

Helmsman Edwards realised that it would be some hours before the tide turned and the sea moderated enough over the bar to attempt a tow back to harbour. However, with the risk of the two survivors becoming hypothermic and because he still only had use of one engine, he decided to ask for the station's 47ft Watson class lifeboat, Louisa Anne Hawker, to launch. At 1504 she left her mooring, and on reaching the bar, Acting Coxswain John Pavitt, at the helm, had to pick his moment to cross and even then, the lifeboat lightly touched the bottom in the troughs. The tow was transferred to the larger lifeboat when she arrived at the casualty.

There would be one hour and three quarters to wait, however, before the tide turned and there was enough water over the bar to tow the cabin cruiser South West Division Cabin cruiser swamped ONE OF APPLEDORE lifeboat station's shore helpers, Mr P. Ford, was out fishing in his own boat on the afternoon of Saturday September 29, 1984, when he saw an 18ft cabin cruiser trying to negotiate the harbour bar, two hours before low water. Although the weather was fine with a light westerly breeze, the swell on the bar was some ten feet high and the cabin cruiser was frequently lost to sight. Then he saw that she had been turned broadside on and was listing at 90 degrees on the side of a wave. At one point, while the boat was on her beam ends, one of her two occupants fell from the top to the bottom of the boat.

Immediately he alerted the nearby fishing vessel, Walker, which was able to radio Hartland Coastguard for assistance.

At 1438 Appledore's Atlantic 21 rigid inflatable lifeboat, Wildenrath Wizzer, was launched, manned by Helmsman Clifford Edwards and Crew Members Richard Miller and Roy Harkness. Almost immediately after launching, the Atlantic 21's starboard engine seized, but she was still able tosafely back into harbour. One of the survivors was beginning to suffer from hypothermia and the acting coxswain asked for a helicopter to stand by to lift him off. The man was unwilling to be taken off, so instead the lifeboat crew took all necessary precautions to keep him and his companion warm.

At 1710 the lifeboat began the tow into harbour accompanied by the Atlantic 21 and without further incident the cabin cruiser was returned safely to her mooring at Braunton.

After this service a letter of appreciation, signed by Cdr Bruce Cairns, chief of operations, was sent to Shore Attendant P. Ford for his prompt initiative in raising the alarm.

East Division Girl swimmer MABLETHORPE LIFEBOAT CREW were asked to stand by on the afternoon of Sunday August 26, 1984, after Humber coastguard reported that there were a number of bathers near Tunnel Run outfall where, with the making tide, heavy surf was breaking. The weather was clear and the wind easterly, force 2 to 3.

At 1602 the station's 15ft 6in D class inflatable lifeboat launched, manned by Helmsman Bernard Tuplin and Crew Members Thomas Freeman and Raymond Mayfield. A girl swimmer was in difficulty floating near the outfall.

The lifeboat was run in as close as possible and Crew Member Raymond Mayfield rolled off the sponson into the water. Heavy surf threw him against the concrete outfall, injuring his shoulder and the fingers on his left hand. Despite these injuries, Raymond Mayfield was able to bring the girl to the side of the lifeboat where Thomas Freeman pulled her aboard.

Three large seas broke over the lifeboat before it was eventually possible to get Crew Member Mayfield back on board. The lifeboat then headed back to the beach where the girl was taken to a first aid post.

Wayne Docking took Raymond Mayfield's place in the crew when the lifeboat was called out again to look for another girl who was missing. However, she was later found to be safe ashore and the lifeboat returned to station at 1649.

For this service a letter of appreciation, signed by the chief of operations, Cdr Bruce Cairns, was sent to Crew Member Raymond A. Mayfield.

Scotland South Division Yacht ablaze AT 2225 ON THE NIGHT OF Saturday September 8, 1984, Clyde coastguard reported a yacht aground, north of Hunterston power station. Three minutes later the relief Atlantic 21 rigid inflatable lifeboat, William Yeo, on temporary duty at Largs, was launched.

She was manned by Helmsman David Hewitt and Crew Members Bernard Andrews and Neil Harrison.

It was raining heavily, there was a southerly breeze, force 3, and when the lifeboat located the yacht, at 2238, she was found to be burning fiercely in an area of shoal water and underlying obstructions. Visibility was impaired by the smoke but the lifeboat crew could just discern a faint light 10 to 15 yards north east of the yacht. The light was from a small inflatable dinghy which had four adults and three young children on board. At the same time cries for help were coming from somewhere in the water but, because the dinghy was in imminent danger of being swamped, Helmsman Hewitt decided it was important to take the occupants on board as soon as possible. This was quickly carried out while the two people in the water were located and kept in view by using the searchlight. Then they, too, were picked out of the water and the helmsman headed back to Largs lifeboat station with all nine survivors, in varying states of shock and exposure.

They were examined by the honorary medical adviser back at the station, given dry clothes and taken by ambulance to Inverclyde Hospital. The lifeboat was refuelled, rehoused and ready again for service at 0015.

The accident had come about when the yacht ran aground, broadcast a MAYDAY and was set ablaze while firing a distress flare. The crew were then forced to abandon ship.

For this service, a letter signed by Rear Admiral W. J. Graham, director, was sent to Largs station honorary secretary, passing on appreciation to all the crew and shore helpers who took part.

South West Division Search for missing boys THE DEPUTY LAUNCHING AUTHORITY at St Agnes was informed by Falmouth Coastguard at 1746 on Tuesday August 28, 1984, that a youth was cut off by the tide at Chapelporth. Maroons were immediately fired and by 1750 St Agnes' 15ft 6in D class inflatable lifeboat, manned by Helmsman Peter Bliss and Crew Members John Stephens and Paul Gamble, was launched and heading at full speed for the casualty.

It was an hour and a half before high water, there was a westerly wind, force 4 to 5, a moderate sea and a five foot ground swell. The lifeboat rounded St Agnes Head and at 1758 hove to off Chapelporth. The swell was now six feet in height and the breaking surf close inshore was reaching eight to ten feet.

Visibility was good and the Coastguard cliff rescue team could be seen indicating to the lifeboat that they intended to lift the casualty, a small boy, some 50 feet up the cliff. The Chapelporth lifeguard who was also on the scene, informed the lifeboat helmsman that he had been told by the boy that there was another boy who had last been seen in the vicinity of a large cave, to the south of Chapelporth. By this time a search and rescue helicopter from RNAS Culdrose had arrived and while the boy was being hauled up the cliff, Helmsman Bliss steered the lifeboat through the breaking surf towards the cave to look for the second boy.

When they reached the cave, half a mile away, its floor and entrance were completely covered by the rising tide and all access was therefore impossible.

The lifeboat crews continued to search the immediate coastline for any sign of the second boy. The area between St Agnes Head and Gullyn Rock was vigorously patrolled, the lifeboat returning to the cave on several occasions.

Finally, at 2050, the search was called off and the lifeboat returned to station where she was refuelled and ready for service at 2115.

The body of the second boy was eventually recovered from the cave at 2300 by the Coastguard. He was drowned after having been cut off by the rising tide.

Following this service, a letter, signed by the chief of operations, Cdr Bruce Cairns, was sent to the crew of St Agnes lifeboat, thanking them for their dedicaton and determination in searching in breaking surf for over three hours.

South East Division Seven aboard liferaft AT 0115 in the early hours of Saturday, October 20, 1984, red flares were sighted in the Bramble Bank area of the Solent. By 0136, Calshot's 40ft Keith Nelson lifeboat, Ernest William and Elizabeth Ellen Hinde, under the command of Coxswain John Horton, was on her way to begin a search at West Bramble buoy.

The wind was west-south-westerly force 6 to 7 and the sea was rough as the lifeboat passed Calshot light vessel. Just then, a red hand flare was sighted.

Immediately the coxswain altered course to investigate and as the lifeboat came nearer, her searchlight beam picked up an inflatable liferaft with seven people on board. They were quickly hauled aboard the lifeboat and treated for exposure. Although all seemed to be unharmed, one was suffering from sea sickness.

The seven survivors had been sailing a 36ft yacht from Southampton to Cowes. The yacht had hit the Bramble Bank after a navigational error and had lost her keel.

On arrival back at the station at 0202, the survivors were checked out by the assistant honorary medical adviser before being taken to Southampton in the harbour patrol launch. The lifeboat wasback on her mooring, ready for service at 0230.

South West Division Sail board to the rescue MR KEITH WORTHINGTON and his family, holidaying at Boswinger, Cornwall, were spending Tuesday August 7, 1984, on the beach at Hemmick Bay. At about midday, he saw his 9-year-old daughter with a two-year-old boy being blown out to sea in a small plastic dinghy by an offshore, north easterly, force 2 to 3 wind.

The sea was slight with no swell and Mr Worthington plunged into the water and tried to swim after the dinghy.

Unfortunately he could not swim fast enough to catch up with the two children.

Mrs Worthington, meanwhile, had begun scrambling along the rocky shore in an attempt to get ahead of the dinghy so that she could swim out and intercept it.

Mr David White, also with his family on the beach, quickly appreciated what was happening and ran to the water's edge, launched his sailboard and headed for the dinghy. By the time he reached the children, they had been blown for half a mile and were about 30 yards away from some rocks. He told the children to lie in the bottom of the dinghy so that it would not capsize.

Using a line which he carries in his buoyancy aid, he rigged a tow line from the dinghy to one of the foot straps on his board and began to tow them back to the beach. Mr White is an accomplished board sailor and had practised this form of towing before. He had to tack back against the offshore breeze and arrived at the beach with the children at about 1230.

After this rescue a letter, signed by Rear Admiral W. J. Graham, director of the RNLI, was sent to Mr David White expressing the Institution's appreciative thanks for his efforts.

South West Division Sinking yacht JERSEY RADIO received a MAYDAY relay call at 2215 on the night of Sunday August 5, 1984. The 25ft French sloop, La Boussole, had hit a rock north of Alderney and was sinking. Alderney lifeboat station was notified and at 2233 the 33ft Brede class lifeboat, Foresters Future, on 12 month's evaluation at Alderney, was launched and heading for the casualty. Coxswain Stephen Shaw was in command; the weather was fine and there was a gentle south west by southerly breeze blowing.

A small local ferry, Mainbrayce Taxi, had heard the distress call and, still carrying two passengers, also went to the yacht's assistance. The ferry was first to reach the yacht which was lying with her bow under water in a position close to Platte Rock. The ferry's boatman passed a line aboard La Boussole and towed her towards Corblets Bay.

At 2243 the lifeboat arrived. She had fired three white parachute flares to locate the two boats and this revealed that the yacht, under tow, was in danger of rolling over and sinking, taking the ferry and occupants with her.

The lifeboat took off the only crew member aboard the yacht and one of the passengers from the ferry which RNLB Foresters Future.

then left for Braye Harbour with her remaining passenger. At 2305 the lifeboat abandoned the yacht, which was now sinking, and headed for Braye Harbour. The two men were landed and at 2325 the lifeboat was refuelled and ready for service once more at her mooring.

East Division Engine failure THERE WAS A northerly near gale, force 7, blowing and a rough sea when the relief 47ft Watson class lifeboat, T.G.B., on temporary duty at Lowestoft, left her mooring at 1832 on the evening of Friday October 5, 1984. She was under the command of Coxswain John Catchpole and had launched to the motor cruiser, Hasty Lady, which had reported recurring trouble with one of her engines six miles south of Lowestoft.

She could make no headway and was drifting steadily southwards with two men on board.

It took an hour for the lifeboat to reach the motor cruiser, by which time the wind had backed and strengthened to a north-north-easterly storm force 10. The sea had become very rough and the swell was six feet high. At 1934 the lifeboat was taken along the port side of the casualty and a tow rope was successfully passed and secured.

Coxswain Catchpole then set a course for Lowestoft and at 2111 the two boats entered Lowestoft Harbour where, with the help of the lifeboat crew. Hasty Lady was safely moored.

The lifeboat returned to her mooring and at 2127, was once again ready for service.

South East Division Sick man aboard ferry AT 1300 on the afternoon of Thursday October 4, 1984, Poole's 33ft Brede class lifeboat. Inner Wheel, launched on service after the cross channel ferry, Purbeck, reported she had a man aboard with severe abdominal pains.

Coxswain Frank Ide was at the helm of the lifeboat and the station's honorary medical adviser, Dr M. S. Taylor, was on board. The wind was east-southeasterly, near gale force 7, there were rain showers and the sea was rough when the lifeboat drew alongside the ferry at 1330. Dr Taylor was unaccustomed to mounting pilot ladders but despite this and the rough sea, he succeeded in getting aboard Purbeck.

There he attended the sick man and decided to stay on board the ferry with his patient until she berthed in Poole.

The man was then taken to hospital.

Meanwhile, the lifeboat returned to station and was once again ready for service at 1415. Following this service a letter of appreciation, signed by Cdr Bruce Cairns, chief of operations, was sent to Dr Taylor.

West Division Sails jammed A MAYDAY MESSAGE from the yacht, Nell Gwyn, in distress off Amlwch, was received by Holyhead coastguard on the morning of Monday October 8, 1984.

At 1127 Moelfre's lifeboat, the 37ft 6in Rother class, Horace Clarkson, was launched with Coxswain William Roberts in command.

Visibility was good, but there was a strong breeze, force 6, to near gale, RNLB Horace Clarkson. Photograph by courtesy of Anthony E. Reynolds force 7, blowing and there was heavy sea and swell. The lifeboat made for the casualty's reported position and at 1210, having located the yacht, came alongside.

On board there was a husband and wife, the man had suspected heart trouble with pains across his chest and arms and his wife was in a state of shock.

The yacht's sails had jammed and there was a rope round her propeller.

Despite the heavy seas, lifeboat crewmember Elfed Jones managed to board Nell Gwyn and take down the sails. A tow rope was then attached and she was towed to Amlwch where, at 1249, the survivors were taken to hospital for a check-up. The lifeboat returned to Moelfre and was refuelled, rehoused and ready once more for service at 1445.

South West Division Night tow AT 2033 on Sunday October 21, 1984, the honorary secretary of Padstow lifeboat station was contacted by Falmouth Coastguard and told that a yacht, Talahinna, had reported engine and rigging failure, some five to ten miles north east of Trevose Head.

The coxswain was away from station at the time and Deputy Coxswain Christopher Hughes was in command when the relief 52ft Barnett class lifeboat, The Duke of Cornwall, on temporary duty at Padstow, launched from her slipway at 2053.

On clearing the slipway, the lifeboat turned to port, rounding the protective arm of rock which shelters the station, and met the full force of the southwesterly near gale, force 7, gusting to gale force 8 at times. Heavy rain had reduced visibility to about 1,000 yards, the rough sea was of regular form with long ground swell and the tide was turning slack.

As soon as communications were set up on VHP channel 16, Falmouth Coastguard corrected the position of the casualty to ten miles north west of Trevose Head. Acting Coxswain Hughes set his course to pass south of the Quies Rocks which were breaking very badly. At 2105 at German ship, Wega, ten miles to the west of Trevose Head, reported seeing a distress flare from the casualty. The lifeboat immediately altered course to 275°M.

At the acting coxswain's request the German coaster switched on all her deck lights and fired a parachute flare, the lights and flare could be seen from the lifeboat. The coaster also gave the relative position of the casualty from him. Between the heavy rain squalls, visibility was three to four miles. At 2234 the lifeboat fired a parachute flare and the ten metre yacht could be seen, lying beam on to the wind and sea, rolling heavily, and seas were occasionally breaking over her. There were no sails hoisted but the rigging appeared to be intact. Two men were seen in the cockpit.

Acting Coxswain Hughes approached the lee side of the yacht and by using a loudhailer, established that there were six people on board. All were well; they would not consider being taken off and wished to be taken in tow. Chris Hughes passed specific instructions onhow to secure the nylon tow line, pointing out the precautions needed to prevent chafing. Wega provided a lee for the two boats as the lifeboat steamed slowly past the lee side of the yacht and a heaving line was passed.

Towing began at 2248.

A course of 090°M was set and speed kept to three knots. Even at this speed the yacht lay off the starboard quarter of the lifeboat, sheering and snatching at the tow line. The tow was stopped while two heavy coir fenders were attached to the mid-point of the tow line. With two crewmen attending the line, towing was resumed and speed increased to four to five knots.

At 0117 the acting coxswain requested the Coastguards to fire a white parachute flare over Doom Bar. They were then able to tell him that the seas were not breaking over the bar at this half tide period. Under the slight lee of Stepper Point, speed was eased while the tow line was shortened. At about 0150, Acting Coxswain Hughes safely negotiated the bar and entered Padstow Harbour where the yacht was secured alongside.

At 0230 the lifeboat left Padstow Harbour and returned to her station at Trevose Head. She was rehoused, refuelled and weas ready once again for service at 0400 on Monday October 22.

Following this service a letter, signed by Rear Admiral W. J. Graham, director, was sent to Deputy Coxswain Christopher Hughes, expressing appreciation of his seamanship and boat handling. Letters of thanks were also sent to the district controller of Falmouth Coastguard and to the owners of the coaster Wega for the part her captain played in the service..