j LIFEBOAT STOOD ON TRANSOM BY BREAKING SEA Seventeen saved from 75ft yacht aground in gale and 20ft breakers Two Hayling Island lifeboatmen, Roderick James and Frank Dunster, have been awarded the RNLI's Silver Medal for their part in the rescue of 17 people from a 75ft yacht aground in gale force winds and 20ft seas at the entrance to Chichester Harbour last October.Roderick James becomes the first inshore lifeboat helmsman to win a second Silver Medal, his first being in 1981.

Crew member Frank Dunster has already won the RNLI Bronze Medal twice (in 1980 and 1981) and braved the same conditions in his own rigid inflatable rescue boat when he realised that the lifeboat was already engaged in a separate rescue and could not give immediate assistance.

In his official report, the deputy divisional inspector of lifeboats for the south east, Colin Williams, wrote of helmsman Roderick James: The fact that the Atlantic 21 did not founder in the steep breaking seas was doubtless due to his considerable skill and boat handling.' He added: 'Frank Dunster showed great initiative and courage by launching his own boat in conditions where he knew he would be at great risk.'The RNLI's Thanks Inscribed on Vellum has been awarded to the crews of both the Hayling Island lifeboat - Christopher Reed and Warren Hayles - and of the rescue boat - Evan Lamperd and Damien Taylor.

At 1150 on Sunday 25 October 1992Solent Coastguard received a Mayday from the 75ft ketch Donald Searle which had anchored at the eastern end of Chichester Bar after her sails had been blown out in a 50-knot westerly gale and her engines had failed. There were 17 people aboard and the yacht was dragging her anchor slowly eastward as she was hurled about in 15ft to 20ft breaking seas.

At the time of the Mayday, Hayling Island's Atlantic 21 lifeboat Aldershot was on service to a boardsailor inside Chichester Harbour, but other crew members at the station were monitoring the transmission from the stricken yacht. Without hesitation helmsman Frank Dunster decided to launch his own 28ft rigid inflatable Hayling Rescue which was kept at the nearby marina. By 1212 the single-engined rescue craft was under way, with Dunster at the helm and two further lifeboat station volunteers, Evan Lamperd and Damien Taylor as crew.

Breaking As they headed south towards the Bar they began to feel the effects of the westerly wind and could see 20ft waves breaking on the bar. Frank Dunster intended to stand by the yacht, as he knew that the 47ft Tyne class lifeboat from Bembridge was on her way. However, he could not tell the ketch's crew as VHP Channel 16 - the main calling and distress frequency - was jammed by an unknown transmission.

As soon as Hayling Rescue reached the bar Dunster knew his plan would have to change. The ketch was in water so shallow and so perilously close to the Target Wreck that the larger Bembridge lifeboat would have great difficulty in getting alongside. Dunster radioed for urgent helicopter assistance but in the violent conditions could not tell whether the request had been received.STOP PRESS - Capsize of Hartlepool LifeboatShortly before this issue went to press Hartlepool's Waveney Class lifeboat The Scout capsized twice while on service to the 97,000 ton tanker Freja Svea which was dragging her anchor and eventually went aground in Severe Gale Force onshore winds on 28 February 1993.

The lifeboat was launched to escort Teesmouth's Tyne back to station - which had been knocked down and lost the use of one engine - and to take over standby duty. She was capsized by steep breaking seas while standing by the tanker in about 16m of water.

Contrary to some press reports at the time she righted herself in a matter of seconds on both occasions, al-though suffering some damage - particularly to communications and navigational equipment.

One crew member was washed overboard and spent 35minutes in the water before being recovered by an RAF helicopter. All the crew are safe although some suffered minor injuries.

Full details in the next issue.Picking his way through the seas, Dunster approached Donald Searle. The ketch was being picked up and thrown to leeward, then returned to her original heading by the strong tidal stream. As she edged inexorably eastward towards the sunken wreck, Dunster moved in to the rescue.

Approaching from the north he headed for the casualty's starboard quarter and, on the second attempt, came alongside and took off the first of the yachf s crew but not before Hayling Rescue's bow had been thrown high in the air by a huge breaking sea.

Jumped Helmsman Dunster tried once again to push the bow against the ketch's quarter, but had to go astern rapidly as the casualty surged upwards on the crest of another great sea and threatened to crush Hayling Rescue on her descent. In spite of this Dunster edged towards the ketch and a female crew member jumped just as the two vessels were forced apart by the seas. She fell into the water, but was quickly pulled aboard by Damien Taylor and Evan Lamperd.

By now Frank Dunster was becoming increasingly concerned for the safety of his own boat, as only intense concentration on his part was avoiding a capsize.

Knowing that Bembridge lifeboat and, he hoped, the Coastguard helicopter would soon be on the scene, he headed for the calmer waters of Chichester Harbour.

With five people aboard his boat was difficult to handle in the following seas and, at one point, she was caught diagonally across a breaking sea and surfed down it at a dangerous angle. Dunster landed his two survivors at Hayling Island lifeboat station at 1235 .

Meanwhile, Hayling Island's Atlantic 21 lifeboat was making her way towards Donald Searle. Her helmsman, Roderick James, picked his way deliberately through the steep 20ft seas, occasionallyoccasionally using full throttle to power the lifeboat through the biggest crests. One sea was so steep that it stood the lifeboat on end and helmsman James was convinced she was about to capsize bow over stern.One of his crew, Warren Hayles, was thrown backwards from his seat but remained on board. The other crew member, Christopher Reed, realised that both engines had stalled and rushed forward to start the port one, while James hurriedly pressed the starboard starter button.

Control was regained just in time and those on the shore were amazed, and relieved, to see the lifeboat upright and continuing southward.

The Atlantic reached the casualty at the same time as the rescue helicopter arrived. Helmsman James began a series of approaches with crew member Christopher Reed in the bow, ready to help survivors. Five times helmsman James put the lifeboat's port inflatable sponson alongside the ketch's starboard side, breaking away each time to avoid being crushed by the casualty as she rose and fell in the heavy swell. After the five approaches five people had been taken off Donald Searle.

Meanwhile the helicopter was attempting to pass a line to the yacht's crew so that winching could begin, but their efforts were being hampered by the mizzen mast and the violent motion. Thedecision was taken to place crew member Christopher Reed aboard the casualty to help, and on the sixth approach Reed boarded the ketch as two more survivors jumped into the lifeboat.

Wedging himself between the aft cabin and the guard rail Christopher Reed was able to grasp the line and the helicopter winchman was soon being hauled towards the ketch. Helmsman James was now able to head for Hayling lifeboat station with his seven survivors, knowing that the helicopter should be able to winch the remaining eight survivors to safety. On the 15-minute return journey the lifeboat passed Frank Dunster's Hayling Rescue, which was returning to the casualty.

Contact By 12.42 Bembridge lifeboat was on scene and she too moved in to help in the evacuation. However, during a very difficult approach by her coxswain Archibald Henley the two vessels made heavy contact as the yacht was thrown 20ft to leeward by a sea. Although one survivor had been pulled aboard both vessels had been damaged and the coxswain decided it would be safer to stand off and allow the helicopter winching to continue on its own.

By 1252 the mission was accomplished, with all seven remaining yacht crew, lifeboat crew member Christopher Reed and the winchman safely aboard the helicopter.

Hayling Rescue and Hayling Island lifeboat, which had also returned to the casualty after landing the survivors could now return to their base. The survivors taken off by the helicopter were landed close to the lifeboat station and the one survivor taken off by Bembridge lifeboat was landed at her lifeboat station.

The empty yacht was recovered next day, two cables west of the Target Wreck and severely damaged from the pounding she had received on the sand.RUDDERLESS CASUALTY LOCATED IN OVERFALLS Mersey takes four off sinking yacht in gale and heavy seasCoxswain Chris Haw of Swanage's 12m Mersey class lifeboat Robert Charles Brown has been awarded the Thanks of the Royal National Lifeboat Institution Inscribed on Vellum for the rescue of four people from the yacht Aeolian on 25 October 1992.In his official report, Christopher Price, the inspector of lifeboats for the south east wrote: 'Coxswain Haw displayed first class boat handling and sound seamanship in appalling sea conditions'. For their involvement in the service second coxswain Nicholas Harris, assistant mechanic Martin Steeden and crew members Desmond Fitzgerald, Geoffrey Marsh and Tony Byron have been awarded Vellum Service Certificates.

At 0655 on 25 October 1992 Portland Coastguard informed Swanage lifeboat station that the 40ft yacht Aeolian had been knocked down off the Needles channel and one person had been lost overboard.

The four people remaining aboard required immediate assistance.

Shelter Swanage's all-weather Mersey class lifeboat Robert Charles Brown launched from her slipway at 0712 in a WSW Force 8 wind and set a course for the yacht's position, some five miles south of the Needles.

Once clear of the shelter of Peveril Point the lifeboat felt the full force of thewind and, with a very heavy breaking sea on her starboard quarter, the coxswain and crew stayed inside the wheelhouse for security.

The lifeboat passed the Fairway Buoy near the Needles at 0753 and was told that the casualty was now just under four miles from St Catherine's Point, the most southerly point on the Isle of Wight.

A Coastguard helicopter was standing by the yacht, the conditions being too dangerous to airlift the survivors. Having obtained a VHP DF bearing of the casualty the lifeboat spotted the helicopter at 0834 and six minutes later Aeolian herself was in sight. Once the lifeboat was at the scene the helicopter, which was low on fuel, returned to base.

The casualty's rudder had failed andshe had run under auxiliary engine power to clear the dangers along the south coast of the Isle of Wight.

Swanage lifeboat located her in the overfalls off St Catherine's Point, lying diagonally across the waves with heavy seas constantly breaking over her. She was rolling her gunwales under, taking heavy water aboard and her jib was in shreds.

In the Force 8-9 wind and very rough seas, estimated at 25ft, coxswain Haw decided that it would be impossible to tow the casualty which, in any event, appeared to be in danger of sinking. He recommended that the yacht be abandoned, and the lifeboat prepared to come alongside.

Extreme Coxswain Haw made two runs alongside, putting the lifeboat's starboard shoulder against the portsideof the yacht, even though it was impossible to hold her there for any length of time. On each of the first two runs the survivors were not ready for transfer, but on the third and subsequent runs a survivor was hauled aboard the lifeboat by the crew members stationed on deck.

In the extreme conditions the two boats were pitching and rolling violently as they were carried by the breaking seas, and with crew members Marsh and Byron on the foredeck the survivors were dragged aboard the lifeboat and escorted to the wheelhouse by crew member Fitzgerald.

Aeolian was rigged as a yawl and her crew had been unable to secure the mizzen boom, which had been swinging wildly and causing concern to the coxswain throughout the rescue. While taking the final survivor aboard the boom swung across the lifeboat and struck crew member Marsh's crash helmet, slightly injuring his forehead.

However, all four survivors were safely aboard the lifeboat by 0853 and Coxswain Haw set a course for Yarmouth via the Needles Channel. Throughout the passage the seas were very rough, estimated at 25ft to 30ft high, and despite reducing speed the lifeboat was constantly shipping water overall and occasionally falling off a particularly heavy sea and slamming hard.

The Mersey eventually reached Yarmouth at 1027, and landed the survivors.

The man who had been lost overboard earlier had been picked up by Yarmouth lifeboat which was operating with failed steering gear and transferred to a helicopter, but was dead on arrival at hospital.

The abandoned Aeolian later sank .

Swanage lifeboat left Yarmouth to return to her station at 1138, into the teeth of gale force winds of Force 8 to 9 and gusting to Force 10. She arrived at Swanage at 1259 and was refuelled and ready for service again by 1340.CASUALTY HELD OFF WALL BY REFLECTED WAVES Yacht towed to safety from breaking seas on lee shore A difficult service in darkness, gale force winds and heavy breaking seas just yards from a sea wall has earned Coxswain James Kinnon of Ramsey lifeboat station the Thanks of the Institution Inscribed on Vellum.The remainder of the crew, second coxswain Raymond Stanfield, assistant mechanic Mark Kenyon, and crew members Kevin Christian, Kim Holland and Robert Wade will receive Vellum Service Certificates. The actions of the driver of the launching tractor driver Juan Sable and his assistant Mervyn Sims have earned them a letter of appreciation from the Director of the Institution.

The events leading to the service began during the night of 29/30 August 1992 when a singlehanded yachtsman was taking his 30ft yacht Lugo north from Fleetwood to Arran. In worsening weather conditions he decided to shelter in Ramsey on the Isle of Man, but as he approached the harbour in a ESE wind of between Force 7 and 8 the yacht's engine failed and she was swept down towards the promenade wall.

It was almost at the top of the highest tide of the year and the breaking seaswere some 12ft to 15ft high, with a swell estimated at about 9ft. Although the yacht was swept to within 15ft of the promenade at one point the seas reflected from the wall held her off and this enabled the skipper to rig a small outboard motor and claw his way some 50 yards out to sea.

The anchor was let go and the yacht lay rolling violently, her mast almost touching the water on each side, caught between the onshore breakers and the waves reflected from the promenade wall.

Liverpool MRCC were alerted by the local police and contacted the lifeboat station. As a result the Mersey class Ann and James Ritchie was launched at 0120, in very difficult conditions with waves hitting the front of the station itself as a result of the high tide and large breaking seas. Boat and tractor were battered by the waves during the launch, and the coxswain was later full of praise for the tractor driver and his assistant who 'made a splendid job of the launch'.

The casualty was close to the station, and the Mersey reached the scene just five minutes after launching. Circling the yacht to establish just how much space was available the lifeboat touched bot-torn in the troughs between the seas - which were breaking continuously over both lifeboat and casualty - in a position where there should have been 16ft of water at that state of the tide.

Lugo was so close to the promenade wall that the coxswain decided the only way to weigh her anchor and establish the tow without being driven ashore was to attach the line to the yacht's anchor cable. Then, by steaming ahead, the yacht could be pulled clear and the anchor weighed simultaneously without losing precious searoom.

There had been no radio contact with Lugo so all communication had to be by loudhailer, despite the appalling conditions.

On the first attempt the lifeboat's port engine cut out, but restarted immediately.

Four further attempts were necessary before the tow was secured and the lifeboat began to ease the yacht out to sea. About three-quarters of a mile to seaward, and clear of the heavily breaking surf, the loose end of the anchor cable was recovered and the lifeboat coxswain James Kinnon turned both lifeboat and tow through almost 180° to run in to the harbour entrance.

Surf was breaking heavily across the entrance to Ramsey harbour, but by increasing his speed to 10 knots coxswain Kinnon was able to negotiate the tricky entrance and bring lifeboat and casualty into the shelter of the harbour. Lugo was secured alongside a coaster at 0200 and the lone yachtsman was treated in hospital for an injury to his hand before returning to his boat.

Conditions were so bad that the lifeboat could not safely be recovered, so she was left in the harbour until 1100 the following day when she was rehoused.torn in the troughs between the seas - which were breaking continuously over both lifeboat and casualty - in a position where there should have been 16ft of water at that state of the tide.

Lugo was so close to the promenade wall that the coxswain decided the only way to weigh her anchor and establish the tow without being driven ashore was to attach the line to the yacht's anchor cable. Then, by steaming ahead, the yacht could be pulled clear and the anchor weighed simultaneously without losing precious searoom.

There had been no radio contact with Lugo so all communication had to be by loudhailer, despite the appalling conditions.

On the first attempt the lifeboat's port engine cut out, but restarted immediately.

Four further attempts were necessary before the tow was secured and the lifeboat began to ease the yacht out to sea. About three-quarters of a mile to seaward, and clear of the heavily breaking surf, the loose end of the anchor cable was recovered and the lifeboat coxswain James Kinnon turned both lifeboat and tow through almost 180° to run in to the harbour entrance.

Surf was breaking heavily across the entrance to Ramsey harbour, but by increasing his speed to 10 knots coxswain Kinnon was able to negotiate the tricky entrance and bring lifeboat and casualty into the shelter of the harbour. Lugo was secured alongside a coaster at 0200 and the lone yachtsman was treated in hospital for an injury to his hand before returning to his boat.

Conditions were so bad that the lifeboat could not safely be recovered, so she was left in the harbour until 1100 the following day when she was rehoused.Dangers ashore Any lifeboat launch can be risky, and a carriage launch from an exposed beach is particularly so. Overcoming a problem and completing a service is part of the tradition of the lifeboat service - well illustrated by an incident at Dungeness which led to the station receiving a letter of thanks from the Chairman of the RNLI.

On 4 October 1992 the Dungeness lifeboat Pride and Spirit was launching to the aid of a German yacht in a ME Force 8 to 9 when a particularly large wave swept under the lifeboat and jammed her in her carriage. The lifeboat was freed, the launch aborted and the lifeboat recovered by tractor; but meanwhile the carriage was being submerged by the rising tide and swept by heavy, breaking seas. Without thought for their own safety several people went into the water and managed to secure and then retrieve the carriage in a very arduous and hazardous operation. The lifeboat was returned to the carriage and then successfully launched under an hour from the first attempt.

The yacht was taken in tow and four people landed safely in Rye.

Search for survivors inHurricane Force 11 and 40ft seasA recent review of past services has led the Chairman of the RNLI to write to the coxswain and crew of the Islay lifeboat saying that it was now evident that a service carried out on 18 December 1991 was no ordinary one, and thanking them for a service conducted in the best traditions of the lifeboat service.

The station's lifeboat,He/muf Schroder of Dunlossit, proceeded in the early hours of the morning after the Russian fish-factory ship Kartli reported engine failure and fired flares some nine miles west of the Rhinns of Islay lighthouse. The night was very dark and Gale force winds and very rough seas were encountered on passage, with occasional hail storms and lightning. When the lifeboat arrived she was tasked tosearch for the crew of Kartli who had taken to the liferafts. She searched for two hours, in winds up to Hurricane Force 11 and seaswas up to 40ft high, monitoring radio transmissions from other vessels taking part in the search and from an RAF Nimrod which was acting as on scene commander. When all survivors were accounted for the lifeboat was stood down and finally returned to her sta- tion at 1430Three snatched from wave-swept rock using boarding boatThe Director of the RNLI has written to Alderney lifeboat station to congratulate coxswain Stephen Shaw and his crew on the excellent teamwork shown during a service by the station's Waveney Louis Marches! of Round Table in extremely difficult conditions.

On 12 August 1992 a 24ft yacht ran aground on the Outer Brinchetias rock, an isolated rock in the Alderney Race some half-a-mile from the shore, in a southwesterly wind which touched Storm Force 10 at times.

Within ten minutes the yacht began to break up and the three crew took to the rocks. With a rising tide it would only be a matter of 30 minutes before the rocks were covered and the survivors swept away.

Louis Marches! of Round Table launched at 1426 for a short but difficult passage to the casualty's position. Taking a very tricky inshore route to save time and gain some shelter the lifeboat and the station's boarding boat reached the yacht in some five minutes - but only after being swept by some very heavy breaking seas and 'stopper-like' waves.

The Waveney anchored and veered down among the rocks within the reef itself. Then, using the boarding boat, second coxswain Martin Harwood was transferred to the reef carrying lifejackets for the survivors. As he was negotiating a deep gulley a large wave swept the reef and he was carried across it.

Watching from the lifeboat the coxswain was ready to cut the anchor warp and take her round to the leeward side of the reef to retrieve Martin Harwood, but as the wave subsided the second coxswain could be seen on the same rock as the survivors and still clutching the lifejackets.

The boarding boat was then veered down from the lifeboat, the helmsman skilfully threading her through the rocks and reefs into a position where she was swept onto the survivors' rock.

Martin Harwood and the survivors boarded quickly and she was pulled and driven clear with the help of another large wave. By 1439 all were aboard the lifeboat and four minutes later the Waveney began to weigh anchor. Just as the anchor cleared the sea bed a squall swept through, catching the lifeboat beam on and driving her downwind over submerged rock headsand towards the very rock they had worked so hard to retrieve the casualties from.

However the coxswain was at last able to coax the lifeboat round, and out of the maze of reefs and rocks and head back to the station. In the short trip back the conditions were such that she broached heavily in the Brinchetia Passage, coming very close to the rocks on the seaward side.

By 1605 Louis Marchesi of Round Table was safely back on her mooring and the survivors transferred ashore with the boarding boat - now working in conditions to which she was more accustomed!HARBOUR IMPASSABLE AFTER RESCUE Three men and disabled pilot boat saved in Severe Gale and 20ft seas The rescue of three men aboard the pilot vessel Norman Forster in severe gale force winds and very heavy seas has earned Coxswain John Johnston of the Eyemouth lifeboat the Thanks of the Institution Inscribed on Vellum.Reporting on the service the Inspector of Lifeboats for the Scottish Division, Les Vipond, said: 'Coxswain Johnston showed leadership, courage and determination when the lifeboat launched in extreme weather conditions and minimum of depth.'The members of the lifeboat crew, second coxswain/mechanic James Tarvit, acting assistant mechanic Dougal Colin, and crew members John Buchan, John Purves and Robert Aitchison have all been awarded Vellum Service Certificates.

Eyemouth harbour had been closed to shipping by bad weather for two days when, at 1049 on 16 October 1992, Forth coastguard first told the lifeboat station that the Tyne Pilot launch Norman Forster had broken down in a NNE Force 8 to 9 gale and needed immediate assistance.

Conditions at Eyemouth at the time could hardly have been worse. There was less than an hour before low water at spring tides, giving only 4ft of water in the entrance channel, and 40 knots of wind and the river Eye in full spate were combining to create a 3ft sea in the lower reaches of the infamous 'Canyon', the narrow harbour entrance.

However the coxswain believed that the lifeboat could get to sea provided no time was lost, and so at 1106 the 44ft Waveney class Eric Seal (Civil Service No 36) left her berth and headed seaward.

The deepest water lay right alongsidethe training bank, on the lifeboat's starboard side as she left the harbour, and Coxswain John Johnston kept her just 2ft from the wall to find sufficient depth.

Creeping gently out of the Canyon he was able to increase speed a little and time his arrival at the pier head with the passage of the last of a regular pattern of larger seas.

The Waveney now began to feel the effect of the swell and she touched the sand a couple of times before breaking free of the harbour, and then took a number of large seas aboard as she increased speed to meet the swell and the full force of the wind, heading to the north along the leading marks indicating the deepest water.The coxswain eased the lifeboat seaward until he was able to alter course towards the casualty which she reached at approximately 1138, some 30 minutes after launching. The 50ft vessel was lying across the 20ft seas and swell in a NNE wind of around 40 knotsand visibility was only about a quarter of a mile in the numerous sleet squalls.

The lifeboat crew passed a heaving line, and as the Waveney steamed slowly into wind and sea two crew members paid out a towline from the casualty's violently pitching and rolling foredeck until it could be made fast aboard the lifeboat.

Although the pilot boat was now safely in tow another problem faced the coxswain.

Re-entering Eyemouth was obviously impossible in the conditions, so he discussed with the Coastguard the chances of seeking refuge in nearby Torness Harbour. However entry would be very difficult with an unpowered boat in tow so Coxswain Johnston accepted that he would have to tow the casualty further north and west, into the shelter of the Firth of Forth.

It was not until 1505 that lifeboat and tow reached the nearest safe haven, inside the Firth at Port Seaton. There the casualty was secured, and after a little well-earned rest the crew took Eric Seal back to sea again at 1600, heading for her home station.

Although some heavy seas were encountered the passage was uneventful - until the deputylaunching authority at Eyemouth reported that the harbour entrance was still impassable due to the wind and sea conditions.

The Waveney had no choice but to pass her home port and seek refuge in Burnmouth, further to the south and sheltered from the NNE wind.

At 1845 Coxswain Johnstone made a skilled entry and the lifeboat was made fast for the night. The following morning, in moderating conditions, the lifeboat left Burnmouth at 0745 and arrived home at 0830.YACHT SINKS UNDER TOW AFTER PUMP BLOCKS Six saved from sinking German yacht A service by the Dover lifeboat, the Thames class Rotary Service, on 25 August 1992 has earned her coxswain, Anthony Hawkins, and his crew a letter of appreciation from Commodore George Cooper, the RNLI's chief of operations.The wind was south-west Force 6 to 7 and the sea in the Channel rough when the coastguard first alerted the station that the 39ft German yacht Constanze was in difficulties some 10 miles away to the ENE.

Rotary Service launched at 1555, just over 10 minutes after the first alert, and was at the scene 40 minutes later. The casualty was taking water and although a helicopter, fourcross-Channel ferries and a hovercraft had responded to her distress signal the lifeboat was needed to take off the crew. The helicopter had been unable to take them off becauseCtwstoizt' 's mast and rigging prevented a close approach and a safety boat launched by Stena Clwllenger, one of the ferries at the scene, had fouled its propeller.

The first priority was to put a pump aboard the casualty and with Stena Challenger providing a lee from the near-gale southwesterly wind Rotnn/ Service was able to transfer a pump and two crew men to the yacht and to take off the six crew.The next task was to tow the disabled safety boat back to her parent ferry and, with this accomplished, the lifeboat returned to the casualty to pass a towline.

As she began to take the sinking vessel to safety the pump choked with debris and it became obvious that the flow of water could not be stemmed.

Sinking Coxswain Hawkins therefore recovered the pump and the two lifeboat crew from the yacht and continued towards Dover with the yacht, now sinking by the bow, still in tow. With the increased weight on the line the tow parted, and when it was reconnected it was made fast to the stern in an attempt to slow the rate at which the casualty was sinking.

Slowly the lifeboat continued towards Dover, but when a mere two miles from the port the yacht finally sank.

Rotanj Service returned to station with the six survivors and was alongside by 1940. In his letter of appreciation Commodore Cooper remarked:'... after rescuing the six persons the lifeboat crew must have been disappointed when, despite all their efforts, Constanze could not be saved.'Save Our Pot Plants Margate's Mersey class lifeboat Leonard Kent was called to another sinking incident in the South East Division, this time on Boxing Day 1992.

The elderly 35ft motor cruiser Norman, with three people aboard (who had been likened to new age travellers of the sea) had left Essex bound across the Thames Estuary forSandwich in Kent. She had already been reported as having grounded on two separate ocassions in the previous five days and had no radio aboard.

When she began to take water she was fortunate in being spotted by a fishing vessel, which informed the coastguards, who scrambled a helicopter and asked for the lifeboat to be launched.

The helicopter took off the three crew and when the lifeboat arrived two crew members were put aboard to attempt a tow. However the vessel began to sink under them and they were taken off again just before she foundered. One reported that there were several pot plants in the cockpit, adding that 'it was a good thing the incident hadn't happened in the summer, when the add i tional top hamper of the foliage would ha ve had an adverse effect on stability'!.