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..