Engine failure AT 1718 ON DECEMBER 11, 1986, St David's honorary secretary was alerted by Milford Haven Coastguards to the plight of the 40ft fishing vessel Marigold A, on passage from Fishguard to Looe, reported to be disabled with engine failure four miles south of Ramsey Island.

She was pitching and rolling heavily in rough sea conditions and overfalls experienced in this area. Three minutes later at 1721, the maroons were fired and St David's 48ft 6in Oakley class lifeboat Ruby and Arthur Reed, launched down the slipway, under the command of Coxswain/Mechanic Frederick George John.

Weather at the launch was west south westerly force 7 to 8, with moderate seas within Ramsey Sound and good visibility. The tide was ebbing southwards through the Sound at about five knots (high water at St David's being at 1443).

Once clear of Ramsey Sound, Coxswain John set a southerly course, making good progress through the very rough seas, due to the favourable tide.

Contact was made with the casualty at 1815.

The Marigold A was seen lying beam on to the sea and rolling heavily.

The weather had deteriorated once the lifeboat had cleared Ramsey Sound and the wind was west south westerly force 8 to 9, with very rough confusedseas and a heavy swell estimated at about 25 feet. The tidal stream was running south at 4 to 5 knots.

Coxswain John decided to circle the casualty to assess the situation while the crew prepared a tow line. At 1820 the first attempt to pass the tow was made as the coxswain skilfully manoeuvred the lifeboat and ran in along the casualty's port side.

This attempt failed because of the severe motion, causing the heaving line to part.

On the second attempt a large sea threw the two vessels together and only skilful handling of the engines by the coxswain prevented the Marigold A rolling on top of the lifeboat.

Once clear, a third attempt was made and this proved successful. Unfortunately, the skipper of the Marigold A had not advised the lifeboat that his engine was running and was idling ahead. This resulted in the casualty over-running the tow rope and fouling its propeller.

Marigold A immediately swung around and was then being towed stern first. The lifeboat crew, working on the after deck in difficult conditions, managed to shorten the tow before cutting it free, making sure that a minimum length of line was sacrificed.

The tow line was then reconnected and the casualty was requested to parcel the tow line where it passed through the fishing vessel's bow fairlead.

Coxswain John decided to tow the casualty to Milford Haven and course was set via Broad Sound and St Anne's Head. The tow parted again between Skomer and Skokholm Islands, but was quckly reconnected. Milford Haven was entered at 2200 and the casualty was taken to Pembroke Dock, to be safelysecured alongside the B & I Terminal at 2315.

The lifeboat stayed at Milford Haven for the night, conditions at St David's being too rough to enable rehousing to take place.

The lifeboat returned to her station the next morning and was rehoused, refuelled and~ready for service by 1100.Following this service the thanks of the Institution inscribed on vellum was accorded to Coxswain Mechanic Frederick George John. Vellum service certificates went to Second Coxswain Terence Williams, 1st Assistant Mechanic E Byron Bateman, 2nd Assistant Mechanic D John Bateman and Crew Members Malcolm Gray, John Phillips and Michael Morris.

A letter of appreciation signed by Rear Admiral W J Graham, director, was sent to Mr D G Hampson, the station honorary secretary, who followed the service throughout and made various arrangements, including keeping those concerned at St David's (particularly the crew wives) advised of what was happening..