South West Division Boys stranded rr WAS AN HOUR before high water on the afternoon of Sunday July 20, 1986, when the honorary secretary of Westonsuper- Mare lifeboat station was contacted by Swansea Coastguard to be told that two boys were trapped by the tide on rocks on the south side of Brean Down, two and a quarter miles south south west of the station.

Immediately the lifeboat crew were paged and at 1743, only three minutes after the coastguard's message was received, Weston's rigid inflatable Atlantic 21 lifeboat, Western Centenary, was launched manned by Helmsman Julian Morris and Crew Members Richard Spindler, Michael Hawkings and Nicholas White.

The sky was partly cloudy with clear visibility and the westerly breeze was blowing at a fresh to strong force 5 to 6.

The lifeboat headed south west at full speed in a moderate sea and swell until she was clear of the western end of Brean Down. The helmsman then turned east south east to run parallel to the shore until the lifeboat was opposite the two boys.

Four to five foot surf was running on to the shore and, in order to assess the situation, Helmsman Morris brought the lifeboat's head to sea and by using helm and full range of engine power, held position 40 yards offshore. The two boys were stranded beneath steep cliffs and because of the rocky foreshore, the only way to reach them was by sending a crew member ashore. Richard Spindler volunteered to make the swim even though it meant going without a line as the engines were still being used to keep the lifeboat in position.

He reached the shore and found one very frightened eight-year-old who could not swim and a 15-year-old who said he was able to swim. In the meantime, Helmsman Morris had succeeded in anchoring the lifeboat in the surf and had veered down to within 20 yards of the scene. Richard Spindler now re-entered the sea and swam against the surf back to the lifeboat where he gathered two lifejackets for the boys. Then, taking a line, he swam again to the shore.

The boys donned the lifejackets and Richard Spindler attached the line to himself and the younger boy before they both entered the water. While Crew Members Hawkings and White hauled them back towards the lifeboat, Spindler held the eight-year-old so that his head was well above the water and spoke comfortingly to him. When he had seen the boy safely aboard the lifeboat he returned to the shore to repeat the operation with the 15-yearold.

The boys required comfort rather than any first aid treatment aboard the lifeboat and once the anchor had been weighed Helmsman Morris headed for the beach at North Berrow Flats where an ambulance was waiting. The lifeboat was anchored and veered on to the beach through four foot surf. The boys were transferred to the ambulance and immediately the lifeboat was called out to another service. When it turned out that the lifeboat was not needed, she returned to her station and at 1900 was washed down, rehoused and ready once more for service.

Following this service the thanks of the Institution on vellum was accorded to Crew Member Richard Spindler and vellum service certificates accorded to Helmsman Julian Morris and Crew Members Michael Hawkings and Nicholas White.South East Division Capsize THE DAY OF TUESDAY AUGUST 26, 1986, dawned at Brighton with gale force winds blowing from the south south west, gusting to force 9 and skies overcast with a slight drizzle. Very heavy seas were running and waves up to 15 feet in height, confused and reflected in the area off Brighton Marina, were sending seas and heavy spray 20 feet into the air as they broke on the marina's eastern breakwater arm.

At 0830 on that morning one of Brighton lifeboat's crew members overheard the yacht Asterionella radioing to Solent Coastguard for landfall information.

She was inbound from France and making for Brighton Marina.

An hour later, as the crew member's concern began to grow for the yacht's safety as she neared the coast, he contacted the station's senior helmsman, Alan Young, who in turn alerted the honorary secretary and other crew members.

The yacht had not yet sent out a distress and was now in radio contact with the marina. One of the marina's staff was on the eastern arm watching for the yacht's approach. At 0937 he saw her fire red flares when she was some 150 yards from the breakwater. Within minutes she was overwhelmed. Her crew of three abandoned her and could be seen in the water with an inflating liferaft.

Their plight was radioed to the lifeboat crew room where Helmsman Alan Young, choosing two other experienced crew members to go with him, headed for the boathouse. Looking at the sea he reckoned that he had in the past taken the lifeboat through the marina's dangerous entrance in weather as bad and after a word with the honorary secretary, it was agreed to launch.

The relief rigid inflatable Atlantic 21 lifeboat, on temporary duty at the station was launched at 0947 with Alan Young at the helm and Roger Cohen and Stan Todd as crew. She made her way at one third speed through the marina entrance, her crew having already rigged a towing bridle in case they were unable to reach the liferaft.

Every sea had to be negotiated with care as course was set to windward; this was in order to make searoom away from the marina arm. Other lifeboatcrew members who had gathered now divided into two parties; the first made for the eastern arm with ropes and lifebuoys and the other set off for the top of the east cliff where a deputy launching authority, Colin Maltby, and three men could watch what was happening and report back to Solent Coastguard by portable VHP radio. Newhaven's 52ft Arun class lifeboat, Keith Anderson, also launched at 0953 and was expected to arrive on scene 40 minutes later.

As Brighton's Atlantic 21 headed for the Lowenbrau Buoy the men on the cliff top reported that one of the three yachtsmen had boarded the liferaft but that the other two were still in the water. At 0951 the lifeboat turned to port to head east north east towards the liferaft. Crew Member Cohen was keeping stern lookout for heavy seas and soon after altering course he reported a large composite sea approaching. Helmsman Young turned the lifeboat to port, head to sea, as waves broke over her. Heavy water came aboard aft and the starboard engine stalled. It was quickly restarted and the lifeboat circled northwards back towards the liferaft.

By now the raft was only 50 yards south of the breakwater where seas were very confused. But Alan Young, seeing two people still in the water, was committed to keep going slowly ahead at about six knots, his bow to the wind.

The lifeboat was just seven yards from the liferaft when a very heavy and steep sea rose up ahead, lifting the bow nearly vertical. At this moment the wind caught the underside of the hull and the lifeboat capsized bow over stern.

She landed absolutely level but upside down and Helmsman Young andCrew Member Todd found themselves under the boat. Cohen, however, was thrown clear and he managed to hold the port lifelines as his two crewmates emerged from beneath the hull on the starboard side. All three worked their way aft and while Young located the air bottle release for the righting bag, his crew held the port safety line.

The lifeboat righted quickly and remained stern to sea. Young and Cohen re-boarded aft and were assisting Todd when another breaking sea lifted the lifeboat and drove her some 25 yards before finally lifting her starboard quarter over her port bow. Young and Cohen were again thrown into the water but Todd held himself inside the roll bar and stayed inboard as the lifeboat quickly righted due to the inflated air-bag.

Cohen, who was now too far for Todd to reach him with the quoit line, accepted that he would drift ashore safely. Young managed to grab the trailing port safety line and was about to climb aboard when yet another sea lifted the stern and a second identical knock-down took place. This time Young lost contact with the lifeboat but could see that he, too, was being driven safely ashore. Again Todd kept a hold aboard the boat and while he drifted towards the beach, he rigged the emergency VHP radio. He then called Solent Coastguard to say that all the crew were safe and was about to try to start the port engine when he realised that the lifeboat was close to the shore.

Instead he lifted both engines into tilt position and at 1008 the lifeboat landed on the beach with members of the shore party in close attendance.

Within minutes of the lifeboat beaching the three survivors from the yacht and their liferaft were also washed ashore about 75 yards further east.

None of them were injured but they were taken to hospital for observation and were released later that day.

The lifeboat was manhandled ashore and then lifted by crane to the nearby marina boatyard. An emergency relief Atlantic 21 arrived at station from RNLI Cowes Base at 1430 and was placed on service at 1530. The station lifeboat was returned to Cowes for inspection on the same transport.

Following this service the thanks of the Institution inscribed on vellum was accorded to Helmsman Alan Young and Crew Members Roger Cohen and Stan Todd. Also, a letter signed by the RNLI's director, Rear Admiral W. J.

Graham, was sent to the honorary secretary thanking the entire station personnel for their assistance that day.

South East Division Across the mud LATE ON THE NIGHT OF TUESDAY JULY 1, 1986, the owners of Fitzworth Farm, on the south side of Poole Harbour could hear cries for help coming from across the water to the west. They immediately rang the police and coastguard who in turn alerted Poole lifeboat station and Swanage mobile rescue unit. The weather was fine with little wind but it was a very dark and moonless night.The tide had been ebbing for an hour and a half.

By 2331 both of Poole's lifeboats, the 33ft Brede class Inner Wheel, and a relief 16ft D class inflatable on temporary duty, had slipped their moorings.

Inner Wheel headed east and south of Brownsea Island up the Wych Channel until it became too shallow to go any further. She then anchored and stayed where she was until the service was completed.

The inflatable lifeboat, manned by Helmsman David Coles and Crew Members Steven Vince and Raymond Collin, headed westward, approaching the Arne Peninsula from the north east.

Swanage mobile rescue unit Land Rover had in the meantime driven to where the farm owners had raised the alarm and were able to confirm the general area from which weak cries could still be heard.

Helmsman Coles drove the lifeboat on through the Upper Wych Channel, west of Round Island, into ever shallower water. His only illumination took the form of two hand-held searchlights and after some 15 minutes he shut down the outboard engine to try to hear the direction of the cries. It was 2345 when the crew agreed that they were coming from a small point of marshland nearly a mile due west of Fitzworth Point.

David Coles then drove the lifeboat on to the mud, about 70 yards from the shore. Crew Member Steven Vince climbed out of the boat and into the mud, taking with him a portable radio and one of the searchlights. He found himself up to his knees and as he struggled towards the reed-lined shore he sank sometimes to his waist.

It was a minute before midnight when Vince reported that he had found two teenagers, a girl and a boy. The boy was in a very weak and hypothermic state and could not make it back without help. Crew Member Raymond Collin had by now also made his way through the mud to the shore and he and Steven Vince began trying to carry the boy while the girl followed them. The effort was too great, however, with each of them continually falling into the mud.

Helmsman Coles made a call for helicopter assistance but the nearest machine was an hour and a half away in South Wales, too long to wait in view of the boy's failing health. All the time Coles was working to keep the lifeboat afloat on the falling tide but at 0015 he drove the boat high and dry so as to reduce the distance between him and the shore.

Then the idea occurred to him of taking out the rubber mattress from the bottom of the lifeboat and using it as a mud sledge. He secured it to the anchor warp and began to drag it towards his crew and the survivors who were some 40 yards away. At one point during this very difficult task he became immersed in the mud to above his waist and was only able to extricate himself by lying face down and gradually pulling his legs to the surface.

When he reached the shore the boy was put aboard the mattress and brought to the lifeboat by Vince and Coles. Collin stayed behind to comfort the girl. Aboard the lifeboat the boy was barely conscious and shivering violently and the crew forced him to talk to them to keep him alert. The helmsman was loath to leave the girl but knew he had to get the boy ashore without delay. He requested an ambulance to meet the lifeboat at the Royal Marine jetty a mile and a half away; this was the nearest guaranteed night access.

The lifeboat had first to be manhandled for about 100 yards back into the water before passage could begin to the jetty.

By 0040 the boy was safely aboard the ambulance and eight minutes later the inflatable lifeboat, having first called at the anchored Inner Wheel for blankets, returned to pick up the girl who herself was now very cold. Again, by using the mattress, she was put aboard the lifeboat and after dragging the lifeboat once more across the mud to the water, the three crew members climbed aboard and set off for the Royal Marine jetty.

When the girl had been landed to a second ambulance the lifeboat returned to station where for the next hour the crew were cleaning the mud off themselves, their drysuits and the lifeboat equipment. It was 0330 before they could finally report the lifeboat ready again for service.

Following this service the thanks of the Institution on vellum were accorded to Helmsman David Coles and Crew Members Steven Vince and Raymond Collin.

South East Division Speedboats capsize MEMBERS OF THE CREW OF MARGATE'S 16ft D class inflatable lifeboat were in the boathouse on the afternoon of Sunday August 3, 1986, cleaning the lifeboatafter an earlier service call when a message came through that two speedboats had capsized off Westgate and a number of people were in the water.

A strong easterly breeze, force 6, was blowing and the sky was cloudy with rain. High tide had passed and the ebb was now giving wind over tide locally.

The D class lifeboat launched at 1555 manned by Helmsman Trevor Lamb and Crew Member Steven McNeil.

Heavy seas were breaking on the slipway but the lifeboat pulled away safely, steered clear of the old pier and then turn west towards Westgate Point, just under two miles away, where the speedboats had been sighted.

At about the same time Thanet Council's beach inspector who had heard of the incident, launched the beach safety boat, a 12ft rigid inflatable, with a crew of two, Daren Micton and Richard Gradus, aboard. Both boats converged on the reported position, both at reduced speed in the three to four foot waves.

At 1600 the lifeboat crew sighted four people in the water about 150 yards offshore. Two more people could be seen nearer the beach. By now a coastguard mobile Land Rover was on the scene and was giving radio assistance from the shore. Helmsman Trevor Lamb took command of the incident and directed the council boat towards the two people nearer the shore. One of them, a well-intentioned rescuer, was able to wade back to the beach unaided.

The other was taken aboard the safety boat which then headed back out to sea.

Meanwhile the lifeboat attended to the other four in the water. They all wore wetsuits which aided buoyancy and asked the helmsman first to take care of another man, a non swimmer, some 50 yards to the west. On reaching him, the lifeboat crew found that he was barely conscious and lashed to a polystyrene float (which had possibly been used as a makeshift water ski). He capsized around the float and had to be cut free before being hauled aboard the lifeboat.

Using limb manipulation and continued talking Crew Member Steven McNeil revived the man but immediately he flew into a state of total panic, crying and shouting, and had to be restrained.

The council boat had by now reached the other four men but after taking one of them aboard, a large wave filled her with water and she was forced to return immediately to the beach at St Mildred's Bay where her two survivors were landed safely.

When the lifeboat reached the remaining three men they had drifted slightly eastward and were clinging to an orange fishing marker. The net attached became fouled in the lifeboat's propeller and while McNeil helped the men aboard, the helmsman lifted the engine to clear it.

The lifeboat then made for St Mildred's Bay beach and the four survivors were landed. They refused ambulance aid and the non-swimmer ran off into the crowd even before coastguards could interview and identify him.

At 1625 the lifeboat was re-launched with the help of the council boat crew and returned to station five minutes later. Before he left for the station the helmsman was subjected to some abuse from the survivors because he would not launch to retrieve their speedboats.

These were later washed ashore.

Following this service letters of appreciation, signed by Rear Admiral W. J. Graham, director, were sent to Helmsman Trevor Lamb and Crew Member Steven McNeil. Similar letters were also sent to the Thanet Council boat's crew, Daren Micton and Richard Gradus.

West Division Three yachts saved PARTICIPANTS IN THE Isle of Man's round the island race in May found themselves contending with a south-south-westerly gale and very high seas. It was at 2240 on the night of Sunday May 25, 1986, when the honorary secretary of Ramsey lifeboat received a call to say that several yachts from the race were in difficulties and unable to make harbour.

Eight minutes later the station's 37ft Oakley class, James Ball Ritchie, was launched with Coxswain James Kinnin in command and a crew of seven aboard. The first yacht in trouble, Airy Fairy, was a mile to the north north east of the station. The lifeboat located her and passed a towline but it parted again almost immediately. The line was reconnected and the lifeboat began to tow the yacht towards Ramsey Harbour. Bynow the gale had increased to severe gale, force 9, gusting 10 with seas becoming very high and a 15 to 20 foot swell.

Harbour was reached at 2335, the tow slipped and the lifeboat headed back out to sea, this time towards Whitestone Bank Buoy, five miles to the north to the aid of the yacht Billy Whizz. She had finished the race but could make no headway to windward and was drifting towards the Point of Ayre.

The lifeboat arrived alongside at 0017 and was soon towing her back to Ramsey.

As soon as Billy Whizz was safe inside the harbour the lifeboat slipped the tow and headed out again for a third yacht, Broadaxe whose engine had failed by Bahama Bank, seven miles north east by east of Ramsey. When the lifeboat reached her at 0230 she was having difficulty sailing and a tow was attached.

The tow parted a minute later but was re-established and at 0510 both vessels were back inside the harbour.

The lifeboat was then beached for recovery and was finally rehoused at 0540, over seven hours after having first set out.

Following this service a letter, signed by Rear Admiral W. J. Graham, RNLI director, was sent to the station conveying thanks and appreciation to Coxswain Kinnin and his crew for their efforts in such adverse weather.

East Division Rapid response MOTOR MECHANIC GRAHAM WALKER of Wells lifeboat station was on duty in the boathouse on the morning of Sunday June 29, 1986, when he noticed a man and young woman cut off by the flooding tide on Bob Halls Sands.

He informed the coastguard but was at the same time aware that the crew of a fishing boat was hailing them and trying to guide them to a place where they could be picked up. Unfortunately the man and the girl did not hear their shouts nor those of the lifeboat mechanic over the loud hailer and instead began to wade into the channel which separated them from the land.

They were now in immediate dangerand out of their depth. The girl began to scream; Graham Walker fired a maroon and, with the help of holiday makers, launched the station's 16ft D class inflatable lifeboat. He took with him one of the holidaymakers as crew and headed for the people in trouble, 100 yards away.

There was a moderate to fresh north easterly breeze blowing but this did not prevent a windsurfer, Mr Richard Varney, from paddling his board across the channel and reaching the man and girl even before the lifeboat. He managed to lift the girl on to the surfboard and to hold the man's head above water.

The lifeboat arrived very shortly afterwards and the man was taken on board. Graham Walker who could discern no heartbeat from him expelled a good deal of water then administered cardiac arrest massage and finally gave mouth to mouth resuscitation. Unfortunately, this was to no avail. The girl (the man's daughter) who was conscious, was also taken aboard the lifeboat which returned immediately to the lifeboathouse.

Here the man was given further emergency treatment but showed no sign of life and on the arrival of a doctor was found to be dead.

Following this service, letters signed by the chief of operations, Cdr Bruce Cairns, were sent to Motor Mechanic Graham Walker and to Mr Richard Varney, thanking them for their prompt action.West Division Car over cliff LATE ON THE EVENING OF THURSDAY JULY 24, 1986, the coastguard cliff rescue team were called to Port Soderick Bay, 2'/2 miles south of Douglas on the Isle of Man. A car with four people inside had driven over a 330 ft cliff. When they arrived at the scene of the accident it became clear to them that a lifeboat was also needed so that a doctor could be landed at the foot of the cliff.

Therefore, at 2316 on a dark, overcast night, Douglas' 46ft 9in Watson class lifeboat, R. A. Colby Cubbin No 1, left the slipway under the command of Coxswain Robert Corran. The station's honorary medical adviser, Dr Richard Hamm, was on board and as the lifeboat steamed towards Port Soderick Bay more information about the accident was radioed to the lifeboat.

One of the car's occupants was already dead, one had possible spinal injuries and the other two were less seriously hurt. RAF Valley was closed operationally and was unable, therefore, to supply helicopter assistance.

A moderate onshore breeze was blowing on to a pebble beach with rockyoutcrops when the lifeboat reached the position of the car. Coxswain Corran anchored the lifeboat and, using her engines, placed her stern to, about 50 feet off the rocks. A small dinghy was then launched from the lifeboat with Second Coxswain Neil Corran, Crew Member Colin Kermode and Dr Hamm on board. The dinghy was rowed to the •hore and the doctor landed in a rocky ully where there was some shelter from e surf which was running about two t high and breaking.

The doctor examined the casualties d decided that while the body and the two people with lesser injuries should be removed by the cliff rescue team, the woman with spinal injuries should be taken on board the lifeboat. During this examination and the subsequent rescue the lifeboat crew lit up the isolated and very dark position with parachute flares and the searchlight.

At 0020 the dinghy returned to the lifeboat with the doctor and casualty and was then rowed back to the beach to land the lifeboat's Neil Robertson stretcher, needed for hoisting the body up the cliff. Twelve minutes later, with the dinghy back aboard, the lifeboat set course for Douglas where she arrived at 0049 and landed the doctor and patient to a waiting ambulance. She then returned to her slipway and after rehousing reported ready again for service at 0128.

Following this service letters of appreciation, signed by the chief of operations, Cdr Bruce Cairns, were sent to congratulate Coxswain Robert Corran on his part in the rescue and to thank Dr Richard Hamm, Second Coxswain Neil Corran and Crew Member Colin Kermode for their efforts.

West Division Night escort ANGLE LIFEBOAT, THE 46ft 9in WATSON CLASS, Richard Vernon and Mary Garforth of Leeds, launched on service at2148 on the evening of Saturday May 17, 1986, after a yacht had been reported to be suffering engine problems in gale force winds nine miles to the south of St Annes Head.

The 27ft yacht, Carriad, had set off from Milford Haven the day before bound for Falmouth. She first tried to return to Milford Haven but because of the bad weather, her skipper then decided to heave to instead. Coastguards were aware that the strong winds were expected to continue for another 12 hours and, fearing crew fatigue, had alerted the lifeboat station.

The lifeboat, under the command of Coxswain Gerald Edwards, headed south into the full force of the southerly gale and very rough seas. At 2256 she radioed to the yacht asking her to fire a.

flare for identification. The flare was sighted and ten minutes later the lifeboat was alongside Carriad. Her engines were started and the lifeboat began to escort her back towards Milford Haven. The two vessels entered the Haven at 0024 at which moment the yacht's engines failed. Although she hoisted sail and managed to steer clear of immediate danger, it was eventually necessary for the lifeboat to pass a tow.

She was taken to the lifeboat station mooring where she was safely secured for the night. The lifeboat was rehoused and by 0230 she reported ready again for service.

The chief of operations, Cdr Bruce Cairns, sent a letter to the honorary secretary of Angle lifeboat station following this service, passing on appreciation to Coxswain Gerald Edwards and his crew for their good work that night.

East Division Overturned fishing vessel AN EIGHTEEN FOOT fishing vessel, Melinda Muriel, had put out to sea from Skinningrove, Cleveland, with four people on board on the morning of Tuesday July 29, 1986. The wind was north westerly and there were squally showers which reduced visibility to poor at times. At 1429 just after one of these squalls, a member of the public reported that the boat could no longer be seen. Tyne Tees Coastguard asked Staithes and Runs wick lifeboat station to stand by and when, a few minutes later, Redcar's mobile rescue Land Rover confirmed that the boat had indeed disappeared, the lifeboat launched.

Staithes and Runswick lifeboat, Lord Brotherton, an Atlantic 21 rigid inflatable, was manned by Helmsman Stewart Porritt and Crew Members Martin Hopkinson, Kevin Riley and David McKenna. The helmsman headed for Skinningrove where he was asked to begin to search two miles off the pier.

By now the wind was a fresh to strong breeze, force 5 to 6, and the sea was moderate to rough with four to five foot swell. News of a sighting of the casualty then brought the lifeboat to within % mile north east of the pier where, at 1555, the capsized boat was found.

One man was still with the boat, tangled up in ropes and an oar. Crew Member Martin Hopkinson went overboard to cut the man free. He then dived under the fishing boat to check that there was nobody trapped beneath.

Both Redcar's Atlantic 21 lifeboat and Teesmouth's 47ft Tyne had also been alerted and were expected on scene very shortly. In view of this, Helmsman Porritt, who could see that the survivor was in a totally exhausted state, radioed for an ambulance and headed for Skinningrove where he put the man ashore.

Another man from the fishing boat had managed to swim to the shore but there were still two missing people.

Staithes and Runswick lifeboat returned immediately to the scene and continued to search with the other lifeboats and an RAF helicopter. The search continued till dusk but nothing more was found.

Following this service a letter signed by the chief of operations, Cdr Bruce Cairns, was sent to the honorary secretary of Staithes and Runswick lifeboat station in appreciation of the service provided by the lifeboat crew, particularly the actions of Crew Member Martin Hopkinson.

West Division Yacht saved in darkness SEVERE GALE TO STORM FORCE SOUthsouth- westerly winds were blowing on the night of Sunday May 25 when a message reached the honorary secretary of Moelfre lifeboat station that a 24ft yacht with auxiliary engine, Star Thrower, had suffered machinery failure some 6'/2 miles due north of the station.

Moelfre's 37ft 6in Rother class lifeboat, Horace Clarkson, launched from her slipway at 2045 into very rough seas and six foot swell, Second Coxswain Anthony Dennis in command. During the next hour the lifeboat kept in radio contact with the ship Robert M which was standing by the yacht and at 2146 the lifeboat was alongside preparing to take the yacht in tow.

Before the tow began the yacht's two man crew who were showing signs of exposure were taken off and replaced by two lifeboat crew members. It took over two hours to tow the yacht back to Moelfre through very rough seas and force 9 to 10 winds. She was eventually successfully and safely secured to the pilot boat buoy in Moelfre Bay. At 0145 the acting coxswain attempted to place the lifeboat on the slipway but the extreme weather forced him to abandon the attempt and instead the lifeboat headed for Amlwch harbour where she secured alongside at 0230.

The survivors, local men, were landed and driven home by the honorary secretary. Following this service a letter of appreciation, signed by Cdr Bruce Cairns, chief of operations, was sent to Second Coxswain Anthony Dennis..