East Division Among sandbanks AT 1621 on Sunday March 31, 1985, a coastguard auxiliary from Brancaster reported to his Great Yarmouth coordination centre that he had a board sailor in sight who was in trouble. He was lying on his board, unable to reach the shore having been out for at least an hour and a half. At 1624 Hunstanton lifeboat crew were alerted by bleeper and within five minutes their Atlantic 21 rigid inflatable lifeboat, Spirit of America, had put to sea.

She was manned by Helmsman Alan Clarke and Crew Members Gerald Wase, Victor Dade and Michael Wallace.

At first, still sheltered by outlying sandbanks, they only encountered a moderate sea running on to the beach despite a strong westerly breeze, force 6. Clear of the sandbanks and with the lifeboat making maximum speed towards the incident some eight miles away, speed had to be reduced at times to prevent excessive 'flying' by the lifeboat in the rough following seas.

The auxiliary coastguard, who had now driven to higher ground at Brancaster Golf Club, radioed to the lifeboat at 1640 that he had seen the board sailor close to the wreck off Brancaster. Five minutes later the lifeboat was at the fairway buoy and the surrounding sandbanks showed themselves as a mass of broken water. Conditions were at their worst around the wreck and also over the bank by the approach channel to Brancaster.

Helmsman Alan Clarke knew there was little or no depth of water in this area but he had his crew put the engineson tilt and brought the lifeboat in slowly. The echo sounder was of little use as the water in the troughs was too shallow to register. The lifeboat passed just south of the wreck where the seas were breaking heavily with almost nil visibility in the blown spray.

Another message from the coastguard reported that the casualty had now been seen seaward of the wreck so the lifeboat turned northwards and passed as close to the wreck as possible to avoid the shallower water towards Scott Head. However, just 20 feet to the north north east of the wreck, the lifeboat grounded heavily and stuck fast. At this point Helmsman Clarke asked for helicopter assistance; it would provide a better search platform and the shallow water was making his own efforts very difficult.

The message came back that a helicopter could not be on the scene for at least an hour and because Alan Clarke knew that the board sailor could not possibly survive for that time, he decided he must continue with the search.

The three crew members were stationed in the bow of the lifeboat and as each sea hit her she was driven ahead before grounding again. The lifeboat was being filled with every rolling sea. As she eventually cleared into deeper water the casualty was sighted close to starboard; he was clinging on as he lay face down on the board.

Although the weather was fine and clear, the wind was now a westerly near gale, force 7. The tide was running east at one knot and this was creating very rough short seas of eight feet which drove across the sand banks, breaking heavily, particularly in the way of the wreck. From the low level of the Atlantic 21 lifeboat continuous spray was reducing visibility almost to nil.

Alan Clarke positioned the lifeboat just down wind of the board sailor and as he was blown alongside, the crew lifted him and his sailboard into the lifeboat which then cleared to seaward.

An insulated survivor's suit was put on the board sailor and because he was weak and cold the helmsman decided to land him ashore as soon as possible and not to subject him to a slow and bumpy ride back to station against a head sea.

The lifeboat was therefore run in to the beach at Brancaster Golf Club where Crew Member Wase went over the side to help the survivor ashore.Helpers on the beach were waiting to take care of him.

At 1702 the lifeboat left the beach and returned at slow speed to station through the head sea. At 1730 she was back on her carriage and, after careful inspection of her hull and engines to make sure she was not damaged, she was re-housed, refuelled and ready again for service.

Following this service, the bronze medal was awarded to Helmsman Alan Clarke. Bronze medal service certificates were presented to Crew Members Gerald Wase, Victor Dade and Michael Wallace.

West Division Salvor rescued ON THE MORNING of Friday March 22, 1985, St David's 47ft Watson class lifeboat, Joseph Soar (Civil Service No 34), launched at 1022 following a report that a 40ft fishing vessel, Miss AH Jane, had lost power and was close to the rocks on the west side of Ramsey Sound.

Coxswain Frederick John, at the helm, could see the fishing vessel across the sound close to the small harbour on Ramsey Island. He set a south-westerly course making allowance for the strong ebb tide which was running south at the time. When the lifeboat cleared the lee from the headland to the north of the station, she began to feel the full force of a north-westerly gale force 8. The tide was running at six to seven knots and the sea was moderate to rough but with no swell.

By 1031 the lifeboat was on scene and the coxswain discovered that the fishing vessel was at anchor, pointing in a north-westerly direction with her stern only about 20 feet away from the rocks.

She seemed to be dragging and a 16ft semi-rigid inflatable boat was seen to be secured astern. (This was, in fact, a Ramsey Island vessel which the fishing boat had been salvaging from a nearby cove.) With the fishing boat so close to the rocks, Coxswain John realised that he would have to act fast. The gale wasblowing northerly in this position as it funnelled down the sound and there was a moderate sea with strong tidal eddies as the lifeboat approached Miss All Jane, bow first. At the first attempt a tow line was passed. With the line secured Coxswain John manoeuvred carefully astern pulling the fishing boat and her tow into deeper water away from the rocks.

The lifeboat then stopped to allow the fishing vessel to recover her anchor and at the same time the tow line was transferred to the lifeboat's stern for the return passage. A few minutes later, when the lifeboat and tow were stemming the full force of the ebb tide about two cables north of the rocks known as The Bitches, the line between the fishing boat and the small inflatable parted.

Immediately, Coxswain John brought the lifeboat and her tow round to try to intercept the inflatable which was drifting rapidly toward The Bitches. Unfortunately, the difficult manoeuvre failed because of the weather conditions and, having made the turn, the lifeboat and tow ended up stemming the tide again about a cable north of The Bitches.

Then, without consulting the lifeboat, one of the fishing boat's crew launched a small dinghy which had been stowed on deck and attempted to veer down on to the runaway inflatable which was now aground on The Bitches.

This ill-advised attempt failed and the crew member was soon forced to let go of the line from the fishing vessel because the strength of the tide was threatening to swamp the dinghy. When he tried to row into clear water, one of the oars broke and the dinghy was carried on to The Bitches by the strong tidal stream. As the dinghy struck the rocks its occupant was virtually catapulted on to them where he fortunately managed to find a grip clear of the water.

Coxswain John brought the lifeboat close to the rocks to check that the man was safe for the time being. He decided to head back to the lifeboat station with the fishing boat and then to return to the rocks to pick the man up.

At 1105 the fishing boat was secured to a buoy off the lifeboat slipway and the lifeboat's clinker built boarding boat was taken in tow so that it could be used to get the man off the rocks~. Back at The Bitches Coxswain John brought the lifeboat round to the lee side of the rocks and the boarding boat was rowed in to pick the man up.

When he was safely aboard the lifeboat, Coxswain John steered toward the inflatable which had by now washed over the rocks and recovered it about a mile and a half south of Ramsey Island.

A sharp lookout was also kept for the dinghy which had been launched from the fishing vessel but there was no trace of it.

At 1300 the lifeboat returned to station and by 1315 she was rehoused, refuelled and ready for service.

The thanks of the Institution inscribed on vellum were awarded to Coxswain/Mechanic Frederick John following this service. Framed letters to thanks signed by the Duke of Atholl, the Institution's chairman, were sent to Crew Members David Chant and Jeffrey Thompson for the part they played in the boarding boat when the man was taken off the rocks. Vellum service certificates were presented to Acting Second Coxswain John Phillips, Assistant Mechanic Edward Bateman, Second Assistant Mechanic David Bateman and Crew Members Norman Rowley, Michael Morris and Alan Evans.

South East Division Hovercraft accident AT 1614 on the afternoon of Saturday March 30, 1985, the cross-channel hovercraft, Princess Margaret, radioed to Dover port control that she had collided with the breakwater on entering the harbour. It was cloudy with drizzle, there was a strong force 6 to 7 breeze blowing and eight to ten footswells were running into the western entrance to the harbour.

A minute later the maroons were fired and at 1622 the relief 52ft Arun class lifeboat, A. J. R. and L. G.

Uridge, on temporary duty at Dover, slipped her moorings in the western tug haven and headed at full speed for the outer harbour with Coxswain Tony Hawkins in command. During this short passage the Y class inflatable, carried on board the lifeboat, was made ready for launching and when the lifeboat reached the hovercraft at 1626 it was placed in the water. The two A frames for recovery from the water were also rigged and swung out in readiness.

There was a 50-foot gash in the hovercraft's starboard side reaching inboard to the starboard car-deck bulkhead and starting from a point about 15 feet forward of the stern. Wreckage from the side of the hovercraft, lifejackets, liferafts and seats were floating down-wind and the tug Dextrous and two motor launches Darg and Denise began to work in this area, searching for survivors. All four engines of the hovercraft were stopped and she had no skirt lift. People could be seen in the water among the flotsam and others were perilously perched in their seats over the damaged area. The hovercraft's crew were seen to be attending the injured and moving people forward.

Coxswain Hawkins immediately requested his two crew members aboard the Y class boat, Michael Abbott and Robert Bruce, to take it into the wrecked area inside the hovercraft. He then brought the lifeboat alongside, her bow pointing towards the hovercraft's stern, securing her with a single head rope.

Five people could be seen in the water among the wreckage and in order to help them into the strops from the lifeboat's recovery frames, Crew Member Robert Bruce entered the water.

A fractured fuel line on the hovercraft filled the whole area with kerosene and very strong fumes were affecting everyone in the vicinity. Rescue work was also hampered by an inflated liferaft, jammed within the wreckage and the whole area was a mass of tangled alloy with razor sharp projections.

However, by 1632, the five people, all male, one of whom was severely injured and another very elderly, had been taken on board the lifeboat by way of both the Y boat and the strops.

The second officer of the hovercraft was among those taken aboard the lifeboat after he too had entered the water to assist in the rescue. He then began resuscitation on the injured man who was unconscious and lifeboat crew member Alan Barker and Second Coxswain Roy Couzens carried out cardiac massage. The remaining survivors, all of whom were suffering severe shock and the effects of cold, were wrapped in blankets.

The lifeboat headed at full speed towards the tug haven where other lifeboat crew members, ambulance andpolicemen were waiting to take care of the survivors. While they were being taken off the lifeboat, the tug Dextrous and the two harbour launches recovered eight people and one body from a drifting liferaft and, together with the Y boat, were examining floating wreckage and lifejackets.

Back at the hovercraft at 1645, the lifeboat was asked to run a line from the hovercraft to the Prince of Wales pier to stop her drifting across the harbour. With the help of the Y boat, the full length of the lifeboat's towing and mooring lines was quickly used to secure the hovercraft which had been threatening to drift beyond the reach of any available mooring rope and on to a dredger which was anchored in the harbour.

The hovercraft's master then asked for a full evacuation and the lifeboat drew alongside the starboard midships and forward doors and took off sixty people who had been on the damaged side of the hovercraft. One of these passengers was on a stretcher and the rest were suffering from cuts, bruises and shock. All the time a five to six foot swell was moving the lifeboat as she lay alongside.

As the lifeboat drew away to off-load the passengers, Dextrous moved alongside and took off a further 185 people.

By 1725 the lifeboat had landed her first load and returned to her position alongside the hovercraft to take off the 115 passengers that were left. They were landed at 1806 and a final trip was made to take the eight cabin staff ashore.

Finally, the lifeboat was requested to act as a steering tug to help Dextrous tow the hovercraft to its landing pad. As the water shallowed, the tow was disconnected, the hovercraft gave a final thrust on two of her engines and, steered by the lifeboat, she was safely berthed at 1845.

The lifeboat returned to station and was ready for service at 1935. Later that evening she launched again to search an area outside the harbour and to the east for two people who were presumed still to be missing. Nothing was found.

Following this service, a framed letter of thanks, signed by the chairman of the RNLI, the Duke of Atholl, was sent to Coxswain Anthony Hawkins, his crew and the RNLI shore party. Captain Stephen Parsons and the crew of the tug Dextrous, Mr Mike White and the crew of the launch Darg and Mr Ivor Eason and Mr John Pearce of the launch Denise also received framed letters of thanks from the chairman.

West Division Rope round propeller LATE IN THE AFTERNOON of Friday November 30,1984, the honorary secretary of Fishguard lifeboat station was contacted by Milford Haven coastguard to be told that a 33ft fishing vessel, Oneida, had a rope round her propeller and was being driven on to rocks under Dinas Head.

Maroons were fired and at 1711 the relief 52ft Arun class lifeboat, A. J. R.

and L. G. Uridge, on temporary duty at Fishguard, slipped her moorings and headed out on service under the command of Coxswain Francis George.

With the lifeboat clear of the breakwater, a course of north east by east was set towards Dinas Head.

The wind was south-south-easterly, gale force 8, gusting to severe gale force 9 and the sea, clear of the harbour, was rough with a low confused swell. The tide was in the last hour of ebb, setting to the west. Coxswain George who was in VHP radio contact with the fishing vessel confirmed her exact position under Dinas Head and was also told that she had three anchors out and that she was surrouded by lobster pot marker buoys.Two coasters, Union Gem and Union Emerald, had been sheltering in Fishguard harbour, but on hearing Oneida's distress call, had put to sea to her aid.

They arrived first off Dinas Head and found the fishing vessel almost up against the cliff face and far too close in for them to be able to help. A Sea King helicopter from RAF Brawdy also arrived just before the lifeboat but because of the severe turbulence created by the gale force winds and the steep cliffs, it could not get near the fishing vessel.

A request from the lifeboat coxswain to the helicopter to illuminate the casualty had also to be turned down as it was too dangerous for the aircraft to hover anywhere near the fishing boat.

However, the master of the Union Gem offered to light up the scene from seaward and did so to good effect.

When, at 1724, the lifeboat reached the fishing boat, she was just a few yards from the cliff face amongst pot marker buoys and with three warps streaming to seaward over her starboard bow. Wind and sea were confused because of the severe turbulence caused by the cliffs and the gale force offshore wind blowing over the top of them.

Having carefully considered the situation, the coxswain approached Oneida's stern and a line was passed from the bow of the lifeboat at the first attempt. Two of the fishing vessel's three anchor warps were then recovered.

Her skipper suggested slipping the third which was leading astern but Coxswain George advised him not to as he did not want to add to the amount of loose cordage in the water.

While the three anchor warps were being recovered, the coxswain continually used both helm and engines to maintain his position in the very confined available space. All the time he had to consider the pot marker buoys in the water, a reef running out to the west and the confused sea conditions.

By 1728 all the anchors had been recovered and the lifeboat was skilfully manoeuvred clear of the cliffs stern-first, towing the casualty into deeper water. Then the tow line was transferred to the lifeboat's stern and passage back back to Fishguard harbour began at slow speed.

With the tow safely under way the coasters Union Gem and Union Emerald left the scene to return to Fishguard harbour. The helicopter, too, which had been standing off, also set off back to Brawdy. Just as the lifeboat was entering harbour, at 1820, she lost power on her port engine. The weather made it very difficult for the coxswain to manoeuvre the lifeboat and tow on only the starboard engine; however, ten minutes later, Oneida was safely secured to her own mooring inside the harbour. Her crew of three were landed at the lifeboat slipway and the lifeboat returned to her mooring in the outer harbour as the coxswain decided it would be too risky trying to enter the pen on only one engine. An oil pipe failure was the cause of the engine trouble and this was replaced the next day to put the lifeboat back on full service.

A framed letter of appreciation, signed by the chairman of the RNLI, the Duke of Atholl, was sent to Coxswain Francis George for his part in this service and letters of thanks signed by Rear Admiral W. J. Graham, director, were sent to Second Coxswain David Mortimore, Deputy Second Coxswain Keith Bean, Motor Mechanic Christopher Williams, Emergency Mechanic Roger Strawbridge and Crew Member Nigel Tyrrell for their teamwork on this occasion. A further letter, signed by the director, was sent to the owners of Union Gem, passing on the Institution's appreciation for their help during the service.

South West Division Angler in the water WHEN, on the evening of Friday November 30, 1984, Mr Michael Morris, honorary secretary of Newquay (Cornwall) lifeboat station, was informed that a sea angler had fallen off the rocks at the western end of Fistral Beach, he assembled the crew before ordering the lifeboat to launch.

Conditions for launching a 17ft 6in C class inflatable lifeboat were marginal; it was dark, there was a strong southeasterly breeze, force 6, a moderate sea and three foot swell outside the harbour.

After consideration he decided, however, that the lifeboat could and should launch and at 1836 the twin-engined inflatable lifeboat left the harbour slipway manned by Helmsman David Snell and Crew Members Wayne Martin, Christopher Pearce and Paul Rockall.

She was driven at full speed on a northerly course to round Old Dane rock, then headed north west to round Towan Head and finally turned south west outside the surfline to a position off East Pentire. The wind was still southeasterly force 6 with a moderate sea and eight foot breaking surf becoming confused towards the rocks off East Pentire.

Helmsman Snell steered the lifeboat through the surf and began to search an area below which the coastguard cliff rescue team were positioned and which was being illuminated by flares.

The helmsman then caught sight of the man in the water some 50 yards from the cliff face and among numerous outcrops of rock. He steered towards him and, just as the lifeboat was turned to face the oncoming surf, her crew pulled the man from the water. Immediately the lifeboat headed out seaward to clear the surf.

The crew began to administer first aid to the man who was suffering from shock and hypothermia. He was made as comfortable as possible while the lifeboat made full speed back to station.

Crew members were concerned for the casualty as he appeared to lose consciousness and his pulse could not be felt. At 1900, back inside the harbour, the man was given oxygen and then taken to hospital by ambulance. The lifeboat was refuelled, rehoused and ready for service again at 1920.For this service a framed letter of appreciation, signed by the Institution's .chairman, the Duke of Atholl, was sent to Helmsman David Snell and Crew Members Wayne Martin, Christopher Pearce and Paul Rockall.

Stephen Quayle, 19, the casualty in this service later gave an account of his rescue to the police. This is the incident from the survivor's point of view.

On Friday November 30, 1984, I went out fishing with my father and his friend Dave Roach. We left home at about 4 pm and went to the rocks on the western end of Fistral Beach. We parked the car at the end of Esplanade Road, Newquay, and climbed down to the rocks about 200 yards away.

I was dressed in Wellington boots, two pairs of socks, a pair of leg warmers, pair of jeans, waterproof leggings, T shirt, shirt, sweat shirt, body warmer and an anorak.

It was not raining but overcast. There was a strong southerly, offshore wind blowing.

We set up our tackle and started fishing at about 5 pm. I stood between my father and Dave about 20-30 feet above the water. I had lost a number of hooks and weights. At about 6 pm my line became jammed again by the waterline.

The sea at that time was fairly flat, although there had been big waves coming in. I decided to climb down to try to release the line. As I was leaning over, I happened to look up and saw a big wave coming towards me. It was like a wall of water. I crouched down into a ball, hoping that the sea would go over me.

The next thing I knew I was being thrashed around in the sea near the rocks and decided to swim away from them. I started to shout, then I heard father and Dave shouting back.

I could see their flash-lights as they were climbing down the rocks. I saw Dad cast his rod and felt the line drop over my head. I caught hold of the line and wrapped it around my hand. I was too anxious to get back and pulled and broke the line. I then started to drift, I tried to swim for shore, but the sea pushed me back.

I then saw more lights appear on the cliff and a lot more shouting. I could see I was drifting outwards. I decided to tread water.

My boots filled with water and I kicked them off. My jacket was also very heavy and the hood kept coming over my head, but I couldn't get it off. I could feel an air pocket in my trousers near my thigh. I saw a flare go up from the rocks and I kept seeing these big waves coming in. I would duck under them to pop up behind; behind they dragged me down. I tried several times to shout back ashore.

I don't know how long I was in the water, but I remember I started to panic and shout, as I was very cold and had been in the water a long time.

All of a sudden what seemed like a red log appeared in front of me, and a hand came over and grabbed me. I realised it was the lifeboat. I have never been so pleased to see anyone. I was pulled on board and I remember vomiting. They lay me down in the middle and wedged me in with their legs. I remember hitting my head a number of times going through the rough sea, and I was vomiting.

The next thing I remember was being lifted from the boat onto the beach and given oxygen. Then I was put in an ambulance, and taken to hospital at Truro. I was very cold, in fact numb. They warmed me up in hospitaland Mum and Dad arrived and I was taken home at about 10 pm.

I cannot thank the lifeboat crew enough for rescuing me. I know that the sea was very big but I never gave up hope, and I knew they would try to get me. They did a great job in a difficult sea.

Scotland North Division Engine failure IN A STRONG north-north-easterly gale, force 9, and snow showers, the skipper of the Fraserburgh fishing vessel, John Scott, contacted Shetland coastguard at 1945 on Wednesday April 24, 1985 to report that his engine had failed and he was drifting towards the shore, one anda half nautical miles north north east of Muckle Flugga off the northern tip of Unst, the most northerly of the Shetland Isles.

The honorary secretary of Lerwick lifeboat was informed and by 1957 the station's 52ft Arun class lifeboat, Soldian, was heading out on service, Coxswain Hewitt Clark at the helm. The lifeboat immediately encountered the north-north-easterly gale, force 8, and a moderate sea. She was able to maintain full speed, however, until she reached Funzie Ness when the coxswain had occasionally to adjust his speed for the larger seas.

At 2040 a coastguard helicopter which had also gone to the aid of John Scott arrived on scene. The fishing vessel was streaming her trawl doors which appeared to be holding her in position.

Another fishing vessel, Accord, which had been close by was now approaching the casualty and on arrival, at 2123, passed a towline to John Scott. Four minutes later the tow parted, partially fouling Accord's propeller. This forced her to stand off to try to clear it.

The fishing boat Radiant Way, also in the vicinity, was now steaming towards the casualty to help. She was alongsideat 2206 and a tow was soon established.

Meanwhile Accord had cleared her propeller and was standing off. The tow first headed out to sea, clear of the shore, and then turned south towards Balta Sound harbour.

Lerwick lifeboat had by now been on passage for some three hours heading into the force 9 strong gale with snow showers, a rough sea and 15ft swell. At Lamba Ness the lifeboat waited, dodging the seas, while the tow rounded the north east tip of Unst. She then escorted the two fishing vessels safely into Balta Sound.

At 0012 on April 25 the lifeboat began her long passage back to Lerwick at full speed. She arrived back at 0230, some six and a half hours after setting out. Sinceshe came on station in 1978 this was the furthest north Soldian had been called upon to operate.

Following this service a letter of appreciation, signed by the director, Rear Admiral W. J. Graham, was sent to Coxswain/Mechanic Hewitt Clark, Acting Second Coxswain Ian Fraser, Assistant Mechanic Peter Thomson and Crew Members Alexander Lamont, Richard Simpson and Ian Anderson.

East Division Tow across the bar THE HARBOUR MASTER at Soilthwold, Roger Trigg, who is also senior helmsman of the town's Atlantic 21 rigid inflatable lifeboat, The Quiver, was contacted by the fishing vessel Blyth Spirit on the evening of Thursday January 24, 1985. She was at anchor one mile north east of Southwold harbour having suffered engine failure caused by contaminated fuel. A strong breeze, force 6, from the south south west was blowing and the sea outside the harbour was moderate to rough with broken water over the harbour bar. Visibilitywas fair and the tide was running south, three and a half hours before high water.

At 2022 Southwold lifeboat, manned by Helmsman Roger Trigg and Crew Members Jonathon Adnams, Timothy Helmer and Stephen Borrett, launched and headed for the fishing boat at maximum possible speed. Clear of the harbour bar the helmsman set a course to the north east and, despite the darkness, located Blyth Spirit without difficulty.

She was lying to her anchor, head to the north as Helmsman Trigg laid the Atlantic 21 alongside so that two of his crew could board her to assess the situation. The lifeboat then stood off.

Soon the two lifeboat crew members reported that there was no chance of re-starting the fishing boat's engine and that she needed to be taken in tow.

Running back alongside the casualty to take his two crewmen off, Roger Trigg then headed back to the mouth of Southwold harbour to see if it would be possible to tow the fishing boat in. At the harbour entrance the lifeboat crew fired parachute flares to light up the area which revealed heavy breaking seas on the bar. They decided, nonetheless, that it would be possible to tow Blyth Spirit into harbour and so returned to where she lay at anchor.

Reaching her at 2059, the lifeboat crew passed a tow line without difficulty.

Then, while the fishing boat recovered her anchor, Helmsman Trigg manoeuvred the lifeboat in such a way that both boats were held head to tide and the weight was taken off Blyth Spirit's anchor warp.

The tow headed for the harbour with the lifeboat helmsman steering clear of the broken water over the shoals close to the entrance. The light on the south pier of the harbour had gone out and therefore, so that he could see the entrance and also avoid the badly broken water over the bar, Helmsman Trigg fired more parachute flares.

The southern end of the pier wascleared and the lifeboat then made up into the tide towards the north pier head so that the tow would not foul the south pier. By 2137 the two boats were safely back inside Southwold harbour and the lifeboat was rehoused and ready again for service at 2205.

Following this service a letter of appreciation, signed by the chief of operations, Cdr Bruce Cairns, was sent to Helmsman Roger Trigg and Crew Members Jonathon Adnams, Timothy Helmer and Stephen Borrett.

Ireland Division Fishing boat overdue THE FISHING VESSEL, Fortune Hunter, expected to arrive at Ventry, Co Kerry at 1600 on the afternoon of Saturday January 12, 1985, had still not appeared by 1930. The police telephoned the honorary secretary of Valentia lifeboat station saying that the vessel's owner was now very concerned about the safety of the three crew members aboard, and maroons were fired to summon the lifeboat crew.

The weather was fair when Valentia's 52ft Arun class lifeboat, Margaret Frances Love, set out at 1950 withCoxswain Sean Murphy at the helm. A moderate breeze from the south east was blowing and the sea was choppy as the lifeboat began her search. Fortune Hunter, which had no radio on board, had left Cromane at 0130 and Coxswain Murphy therefore decided to search first in the Ventry area, then to work back along the coast of the Dingle peninsula.

They eventually found the fishing boat disabled and in dangerous shallow water close to a cliff face to the east of Bull Head. The wind was now gusting to strong breeze, force 6, but the lifeboat was able to pass a tow line and the fishing boat was towed clear and taken to Dingle.

Leaving Dingle at 2255 the lifeboat returned to station where she was remoored, ready again for service, at 0130the following morning.

A letter, signed by Cdr Bruce Cairns, chief of operations, was sent to the honorary secretary of Valentia lifeboat station asking him to thank Coxswain Sean Murphy and his crew for their efficiency during this service.

South West Division Yacht saved BRIXHAM COASTGUARD contacted Exmouth lifeboat station on the morning of Friday June 21, 1985 with the news that a yacht was in difficulties one mile off shore to the east of Sidmouth. Six minutes later, at 1046, the station's 33ft Brede class lifeboat, Caroline Finch, slipped her moorings and headed out to sea under the command of Second Coxswain Timothy Mock. A near southerly gale, force 7, gusting to gale force 8 was blowing with rough seas and an eight foot swell.

By 1118 the lifeboat had reached the yacht, a 40ft ketch, Vamoss II, which was now only a quarter of a mile from the shore. Unable to sail against the strong onshore wind and with her auxiliary motor out of action because of water in the fuel, she was being driven ashore in very rough seas and heavy swell.

The yacht had a steel hull with protrusions from her gunwales on each side. To go alongside would risk severe damage to the lifeboat. Acting Coxswain Mock decided instead to make a run under her bow and at the first attempt a line was successfully passed and made fast to the casualty.

The tow back to Exmouth began but after half an hour, at 1203, the line parted some two miles south south east of Sidmouth. Ten minutes later, with the help of the heaving line, the tow was reconnected.

By 1310 the lifeboat reported that she was off Exe Fairway buoy. But when Timothy Mock saw the conditions on the bar he knew it would put both lifeboat and yacht at risk if he continued over it to Exmouth. He thereforedecided to steam to Brixham, making first for Teignmouth and then turning south towards Brixham. This route gave him more shelter than the one directly across the bay.

Seas were still heavy and at times the after ends of the yacht's bilge keels could be seen from the lifeboat, right out of the water. Brixham coastguard were asked to arrange medical assistance to await the arrival of the two people on board the yacht as they appeared to be suffering from exhaustion and sea-sickness.

At 1520 the casualty was brought safely alongside in Brixham harbour.

The lifeboat crew were given a welcome cup of tea and at 1645 set out again to return to Exmouth. She arrived back at 1733 and after refuelling and being hosed down, she was placed back on her moorings, ready again for service at 1749.

A letter, signed by Cdr Bruce Cairns, chief of operations, was sent to Second Coxswain/Mechanic Timothy Mock, passing on the Institution's warm appreciation to him and his crew for their actions during this service.

West Division Sail board in trouble AT 1553 on Wednesday, November 21, 1984, the honorary secretary of Aberystwyth lifeboat station was informed by Milford Haven coastguard that a board sailor was in trouble just outside the mouth of Aberystwyth harbour.

The honorary secretary replied that the lifeboat would launch immediately and gave instructions for the maroons to be fired. At 1540 Aberystwyth's 17ft 6in C class inflatable lifeboat launched, manned by Helmsman Thomas Ridgway and Crew Members Alan Blair and Martin Porter.

The weather was cloudy with a south west wind of force 5. It was two and a half hours after low water springs and the flood tide was against a fast flowing river, swollen by flood water. The lifeboat was launched into the harbour and headed for the entrance. On passing through the entrance the helmsman went partly over the bar before turning to starboard towards the board sailor.

He was seen to be sitting on his sailboard which had been dismasted.

He was facing out to sea and drifting approximately 30 yards from the jetty.

By his movements he appeared to be physically fit and he was wearing a full wet suit and buoyancy aid.

The wind was still south west force 5.

The incoming tide was against the flood water coming out of the river, causing the sea to break across the harbour entrance. There was a heavy, regular ground swell approaching the coast from the south west which was striking the concrete apron and wooden jetty continued on page 249and then returning back out to sea. It created a good deal of breaking water, making waves of about 8 feet and causing the sea to be confused.

The helmsman approached to seaward of the casualty with the idea of one crewman swimming in to bring the man back. He reached a point just seaward of the casualty, but realised the difficulty of his situation and had to steer some 50 yards out to sea to get clear of the breaking water and make further preparations. When this had been done, he took the lifeboat back towards the casualty.

On arrival at their earlier position, the lifeboat crew found that the casualty was now closer to the concrete wall and being swept to and fro in its wash. It was immediately obvious that with the depth of water and the large wave troughs, it was too dangerous to go in any further. The crew shouted to the man that he should leave his sailboardand swim out from the wall. The sailboarder signalled his agreement and began to swim. The helmsman again considered it too dangerous to remain in the area and headed back out to sea into clearer water. The man was then carefully watched until Helmsman Ridgway considered it safe to return (the man had swum about 20 yards).

The helmsman told his crew that he would take the lifeboat in to the man and manoeuvre so that they could pull him in over the port sponson. With the crew positioned, the lifeboat made itsand swim out from the wall. The sailboarder signalled his agreement and began to swim. The helmsman again considered it too dangerous to remain in the area and headed back out to sea into clearer water. The man was then carefully watched until Helmsman Ridgway considered it safe to return (the man had swum about 20 yards).

The helmsman told his crew that he would take the lifeboat in to the man and manoeuvre so that they could pull him in over the port sponson. With the crew positioned, the lifeboat made its.