East Division Rescue in the surf SILVER MEDAL A CALL CAME THROUGH to Tyne Tees Coastguard at 0101 on the morning of Saturday April 15, 1986, that a disabled fishing vessel, the 60ft La Morlaye, with three men on board, was in danger of going aground just off Tynemouth.

Another fishing boat had been towing her for 27 miles from the fishing grounds where her nets had fouled her propeller but the tow had finally parted in an east-south-easterly gale and La Morlaye was now too far inshore for the tow to be re-connected.

Tynemouth lifeboat's honorary secretary was informed and immediately he agreed to launch asking the coastguard to activate the crew's callout pagers.

Just 12 minutes later Coxswain Captain John Hogg and his six-man crew cast off from the pontoon aboard Tynemouth's 52ft Arun class lifeboat George and Olive Turner and headed down river for the harbour entrance.

The casualty, the lifeboat was told, was Vi mile off the beach at Tynemouth with three other fishing vessels on the scene. As the coxswain made full speed for Tyne Piers, the lifeboat crew took advantage of the calm inside the harbour to prepare a tow line and make ready the searchlight. Then, on nearing the entrance, all the crew battened down in the cabin ready for the open sea; only the coxswain remained in the upper conning position.

The wind was an east-south-easterly force 8 gale, it was heavily overcast with good visibility and low water was 30 minutes away. The lifeboat met very heavy confused seas as soon as she was between the piers of the harbour and Coxswain Hogg reduced speed. Outside the harbour he brought the lifeboat's head round to the north and was able to return to full speed.

There was nothing to be seen off Tynemouth beach, however, further up the coast, off Whitley Bay, the Coxswain could see some lights. At 0126 he slowed the lifeboat as he was now near enough to see what was happening. La Morlaye was lying well inside the breaking line of the surf, head north, beam on to the seas and with fishing gear over her starboard side. She was rollingviolently and shipping water in the heavy breaking beam seas and was less than 400 yards off the beach. The three other fishing vessels were standing by but could not get in close enough to help.

Coxswain Hogg began to plan the action he should take: it was nearly low water giving very little tide where the fishing vessel lay. The waves breaking around her, driven by the force 8 gale were some 20 feet high. It was also a very dark night, although visibility was good. To go in along the starboard side of the casualty meant running the risk of fouling the lifeboat's propellers or being rolled on to the trailing fishing gear. An approach on the port side would have been untenable with the beach so close and the danger of the fishing boat rolling on to the lifeboat.

Instead he decided to try to pass a tow line so that he could pull the fishing boat clear of the heavy surf. He told his crew and radioed his plan to La Morlaye's skipper. Then, while he remained in the upper steering position and his mechanic stayed in the cabin working the radio and passing echo soundings to the coxswain, the lifeboat was positioned head to sea. The rest of the crew were on deck training the searchlight and standing by to pass the tow as the lifeboat was worked astern towards the casualty. Seas were breaking over the lifeboat but it was only when her stern was about ten feet away that the line was thrown to the fishing boat and the tow quickly made fast aboard. By now the echo sounder, when it could be read, was showing a depth of barely 8 feet.

The tow began using a short line and La Morlaye was brought round head to sea. The weight was then taken off to lengthen the tow line but while this was being done a very large breaking sea lifted the fishing vessel so high that the line parted with one end whipping backaboard the lifeboat. It struck Crew Member David Lisle, bruising his leg.

The fishing vessel payed off so that she lay once more beam to sea. The coxswain tried again to get a line on board, using the same method. As the lifeboat manoeuvred astern Second Coxswain Martin Kenny prepared to throw the line but as he was about to do so a very large sea forced the lifeboat's bow into the air and he was hurled aft so that he lay horizontally across the stern rails. Somehow he managed to get back inboard.

Coxswain Hogg decided it was too dangerous to try another near approach and so told his crew to try the rocket line. With the lifeboat in the same aspect as before but standing further off a line was fired. It fell across the fishing boat's rigging but while her crew were trying to reach it, the wind blew it from their hands and it was lost. Another line was fired and this one was held and the tow line was quickly passed and secured. The lifeboat began to tow at low revolutions and for a second time the casualty's head came round to sea.

Heavy seas immediately broke over both lifeboat and fishing vessel and as they pitched violently the line parted.

Once more La Morlaye payed off to broadside on to the sea and wind.

Coxswain Hogg realised that it was now impossible to tow her clear; she would soon be hard aground and breaking up and the only way to save her crew was to get alongside, whatever the danger. The coxswain radioed his intentions to the fishing boat and then put the lifeboat head to sea and worked her astern until she was in a position at right angles to the casualty and just to the south of her stern. He then stopped the port engine, went full ahead on starboard and the incoming sea threw the lifeboat alongside the fishing boat.

There was a rise and fall betweeen the two vessels of up to 20 feet but two of the survivors jumped head first on to the lifeboat and the third was hauled aboard by the crew. They shouted to the coxswain that all were aboard and he turned the wheel hard astern, putboth engines full ahead and drove clear.

The time was 0210.

The survivors were kept warm in the cabin and given blankets and a tot of brandy while the lifeboat returned to the Tyne at reduced speed. The lifeboat was back on station at 0227 and the survivors put ashore. Their fishing boat was broken in two pieces and driven up the beach by the next high water and the following tide broke her up completely.

Following this service the silver medal was awarded to Coxswain Captain John Hogg and silver medal service certificates accorded to Second Coxswain Martin Kenny, Motor Mechanic John Watson and Crew Members Trevor Fryer, James Griffiths, David Lisle and John Norris.

South West Division Windsurfer saved BRONZE MEDAL IN A SOUTHERLY GALE FORCE 8, gUSting tO severe gale force 9, a windsurfer was in trouble in the sea off Croyde. It was 1257 on Sunday December 1, 1985, when Hartland Coastguard alerted Appledore lifeboat station and immediately maroons were fired to assemble the crew.

Speed was essential as the windsurfer was in danger of being swept on to rocks and for this reason the deputy launching authority and coxswain decided immediately to launch the Atlantic 21 rigid inflatable lifeboat. Long Life I, on relief duty at Appledore. Manned by Helmsman John Pavitt and Crew Members Michael Weeks and Roy Tucker, the lifeboat headed out towards Appledore bar. Even inside the bar the sea was rough with a four foot swell; it was some five hours after high water and visibility was clear although the sky was overcast with occasional rain squalls.

Helmsman Pavitt waited for a few moments when he reached the bar to see if it was safe to cross. He watched the pattern of breaking surf and, deciding it was possible to take the lifeboat through, carefully chose his moment to manoeuvre the lifeboat skilfully clear of the bar. Beyond the bar the sea was very confused with the gale blowing across the tide and the helmsman adjusted his speed and course to cope with the wind.

The breaking waves began to reach 20 feet in height near the sailboard and the lifeboat found herself airborne for several seconds as she left the crest of each wave. The man could now be seen directly ahead; he was clinging to his board in confused seas about 600 yards to the south of Asp Rock. He was in imminent danger of being swept down on to the rock by wind and sea where he would have had no chance of survival.

Already a helicopter from RAF Chivenor which was at the scene had tried to winch the man to safety but he had refused help. Helmsman Pavitt knew that he would now have to run straight towards the windsurfer to pick him up. He steered the lifeboat before wind and sea until abeam of the sailboard.

Then, in a lull, he turned through 180 degrees to face the southerly wind and brought the lifeboat alongside. Immediately Crew Members Roy Tucker and Michael Weeks reached down and grabbed the man, hauling him aboard. The man was somehow tangled in his own harness which in turn was attached to the sailboard and when he was lifted out of the water, his board came with him. By this time the lifeboat was only some 400 yards from Asp Rock.

On examination the man appearedonly to be suffering from exhaustion but the helmsman asked for the helicopter to lift him off so that he would not be exposed to the danger of re-crossing the bar and also so that he could receive a proper medical examination without delay. However, the attempts to winch the man into the helicopter turned out to be too dangerous and had to be abandoned.

Appledore's 47ft Watson class lifeboat, Louisa Anne Hawker had by now also launched and was standing by just inside the bar ready to assist the Atlantic 21 when she returned across it. The waves were so high that all navigational marks were obscured from the view of the rigid inflatable's helmsman, his only leading mark being the mast of the larger lifeboat. With the helicopter following overhead, Helmsman Pavitt adjusted his speed to slow and, keeping the lifeboat on the back of an ongoing wave, successfully brought the lifeboat across the bar.

He then opened the throttles and sped back to the lifeboat slipway where the man and his sailboard were landed at 1411. The lifeboat functioned perfectly throughout and was undamaged apart from a foot strap which broke under the pressure exerted by one of the crew members.

Following this service, the bronze medal was awarded to Helmsman John Pavitt and bronze medal service certificates were presented to Crew Members Michael Weeks and Roy Tucker.

South West Division Exhausted yachtsmen BRONZE MEDAL THE YACHT Sea Victor, built in Germany during the 1930s, had sailed from Exmouth on the morning of Friday May 2, 1986, on passage to Guernsey. By the evening of the following day after a rough crossing the crew of four were very tired and unsure of their position in heavy seas and head winds some 15 miles north west of Guernsey. The yacht's engine was also proving unreliable.

St Peter Port lifeboat station had answered her call for help and at 0037 on May 4, Sir Max Aitken, the relief 52ft Arun class lifeboat on temporary station duty had located the yacht and, under the command of Acting Coxswain Peter Bisson, began to escort her towards St Peter Port.

Just over half an hour later a call came through that another yacht, Prairie Schooner, was close on a lee shore on the south coast of Guernsey with her mainsail blown out and with no fuel on board. Deeming her to be in more immediate danger. CoxswainBisson was forced to leave Sea Victor and head at full speed for the second yacht.

By now Alderney lifeboat had been alerted and at 0130 the island's 33ft Brede class lifeboat Foresters Future, under the command of Coxswain Stephen Shaw, slipped her mooring and headed out to sea to assist Sea Victor.

The yacht's position was 9'/2 miles to the north west of Platte Fougere lighthouse, she was reported now to be without engine power, taking water and her crew were ill with seasickness.

Low water at Braye Harbour had passed and the flood tide was setting to the south west at about half a knot. The southerly wind, force 6 to 7, was creating a rough sea with waves of 12 feet once the lifeboat reached the end of the harbour breakwater. Only occasional gaps showed in the cloud cover between rain squalls; visibility was, at best, four miles.

The lifeboat headed down the Swinge Channel on a course of 260°M, her coxswain having to rely on radar and Decca Navigator in the heavy spray.

Clear of the narrows he altered course on to a west-south-westerly bearing and although the lifeboat passed only two miles to the south of Casquets lighthouse, the crew only twice saw the light.

The wind was now up to gale force. The lifeboat, passing over the northern part of the Casquets South West Bank, began to encounter very heavy seas and Coxswain Shaw had to make constant adjustments to the engine speed. One very heavy sea, thought to be 25ft, threw the lifeboat 40 degrees off course and heeled her over some 60 degrees.

The coxswain experienced rudder stall before he was able to throttle back. The lifeboat came upright readily and once the crew had been checked for injuries passage was resumed.

Just as the lifeboat cleared the bank she began to be able to hear Sea Victor on channel 16. A VHP direction finding bearing confirmed that the lifeboat was on course and at 0229 navigation lights could be seen ahead. At the request of the coxswain the vacht fired a ereenflare to confirm that she was the one in trouble. Six minutes later, as she approached the yacht, the lifeboat fired a white para-flare. Its light showed the yacht to be lying hull to, in heavy breaking seas. She was low in the water and shipping water while her crew huddled aft in the cockpit. The wind was due south, blowing at gale force 8 across the tide which was flowing east north east at about 1 knot. A swell of about ten feet hid the yacht's hull from sight in each trough.

Coxswain Shaw decided to put his assistant mechanic Mike O'Gorman aboard the yacht; he was to investigate her low freeboard and make use of his very good knowledge of first aid. The arrival of the lifeboat had coincided with that of a French search and rescue helicopter from Granville and as the coxswain prepared his approach by tendering the lifeboat's starboard side, the helicopter took up a position nearby to illuminate the scene.

Approaching the lee side of the yacht Coxswain Shaw aimed to place his starboard bow alongside while keeping clear of the yacht's 10ft dinghy which was windmilling at her stern on a short painter. The first attempt was abandoned when the coxswain had to applystrong stern power to avoid driving over the yacht as she made a violent corkscrew. The second attempt was successful and Mike O'Gorman jumped nimbly aboard.

None of the yacht's four occupants (one a woman) was injured but they were all very tired and seasick. After two days at sea in heavy weather their response level was low and it was doubtful that they would have been able to help themselves if the need arose. Water was already over the floorboards and more was coming into the cockpit all the time.

Mike O'Gorman instructed the occupants that all but the skipper must transfer to the lifeboat and rehearsed them in crouching on the cockpit seats, ready to stand when told to do so, while he supported them from behind.

The lifeboat made an approach and the lightest man was grabbed and hauled aboard by two crewmen positioned on the lifeboat's foredeck.

The next run in had to be abandoned as the timing was incorrect but on the following attempt the woman was safely transferred. The next pass was called off when it was realised that the yacht's only two lifejackets were now aboard the lifeboat and so on the next approach (the seventh) the lifejackets were passed back aboard the yacht. The third yachtsman was found in the cabin, under a blanket. He was a large man and was transferred only with difficulty when the lifeboat made her next run in.

At this stage the assistant mechanic realised that Sea Victor was not actually making water, but simply taking it in from over the side. It transpired that her bilge suctions and cockpit drains had been blocked (intentionally, it was later discovered, by the skipper who thought it would prevent the water coming in). The coxswain decided that to pass over a hand pump would risk unnecessary damage and so after one more unsuccessful approach when the yacht's mast lay across the lifeboat's foredeck, hitting Mechanic Rose across the forehead, a tenth and final run in was made and a towing warp was passed and successfully made fast on the yacht's foredeck.

About 200 foot of 2'/2 inch nylon was paid out and the tow towards Guernsey began at 0317. The MAYDAY was officially downgraded and the helicopter was released. While the yachtsmen slept, three in the lifeboat's cabin and the skipper in the yacht's cabin, the tow continued slowly towards St Peter Port, initially at only 2 knots.

St Peter Port lifeboat now returned from attending to the other yacht, Prairie Schooner, (which had successfully extricated herself from her predicament by means of a staysail) and offered to take over the tow. After a short time of observation, however, it became clear that Sea Victor was being towed as well as could be expected and to transfer the tow would only risk losing it. At 0415 St Peter Port lifeboat left for her station and Aldernevlifeboat continued with the tow.

As some lee was found to the north of Guernsey towing speed could gradually be increased. Aboard the yacht Mike O'Gorman, at the helm throughout, encouraged the skipper to help him clear the bilge suctions (blocked by pages from a nautical almanac) and to do some pumping.

At 0715 Alderney lifeboat was able to hand the yacht into the care of St Peter Port's harbour launch, just off the port.

After a short time secured to the quay while the crew took refreshments and inspected their boat for damage, Alderney lifeboat set off on passage back to station at 0820. She reached Brave Harbour at 0930 and wasimmediately refuelled whereupon another call came to escort a yacht with engine problems into harbour. With a change of crew the lifeboat carried out the service and returned once more to her mooring at 1140.

Following the service to Sea Victor, the bronze medal was awarded to Coxswain Stephen Shaw and the RNLI's thanks on vellum accorded to Assistant Mechanic Michael O'Gorman. Second Coxswain Martin Harwood, Motor Mechanic Nigel Rose and Crew Member Brian Markell all received medal service certificates.

South West Division Speedboat swamped A MAN IN HIS MID-TWENTIES and Ms 14-year-old sister were carrying out engine trials on a 14ft speedboat in the Severn Estuary on the morning of Monday, March 31, 1986, when they hit one of the piers of the Severn Bridge and broke the sheer pin on the engine.

They began by trying to make for the slipway using a board as a paddle but in the strong current were forced to cling to the north pier of the bridge.

News of the speedboat's difficulties reached Chepstow auxiliary coastguard, James Hewitt, at 1225. He was at Lydney Yacht Club and immediately went to his house where the Severn Auxiliary Rescue Association's 16ft Zodiac was kept. While other crew members were being alerted, Mr Hewitt set off, towing the rescue boat by Land Rover to Beachley.

At the slipway the boat was launched with James Hewitt and two other auxiliary coastguards, Geoffrey Wheeler and Dale Miller aboard. There was a force 5 to 6 fresh to strong north-westerly breeze, the sky was heavily overcast and heavy rain, sleet and snow squalls reduced visibility to less than a quarter of a mile at times. A four knot ebb tide at the launching point was creating high choppy seas.

By now the speedboat was no longer at the bridge pier but had been swept seawards by the tide. The rescue boatbegan a search downstream of the bridge, making allowance for wind and tide. At 1328 a coastguard Land Rover reported having seen two people in the water at the entrance to the Shoots Channel. The rescue boat approached the area and continued to search in very low visibility caused by driving sleet.

Ten minutes later the Land Rover which had moved to Sudbrook Point again spotted the two people in the water further downstream and at 1353 the rescue boat found the man. The wind had now backed to westerly and increased to force 6 to 7; the tide was ebbing at about 8 knots, creating standing waves of ten feet. The boat was shipping solid seas as she drew alongside the casualty.

The crew caught the man and hauled him over the port sponson. He was still attached to the speedboat (which had only its foredeck showing above the water) by a rope round his waist and legs. He showed no signs of life, his buoyancy aid was over his head and his face had been under the water.

The crew emptied him of water and began mouth-to-mouth resuscitation; just then, the girl was sighted about 50 yards away. As she was pulled over the side of the boat, she too showed no sign of life but after three minutes of resuscitation she began to respond first by vomiting, groaning and finally breathing.

Earlier, while the rescue boat Roger Brown was searching for the two people, a second rescue boat belonging to Portishead Yacht and Sailing Club had been launched. She was the 17ft dory, Mariner, powered by a 60HP outboard.

She had a crew of four on board and her helmsman, Collin Wilson had headed upstream at full speed.

His course took him close inshore to Portishead Point, then across the shoals to Bedwin Buoy. On hearing that the casualty had been seen off Sudbrook Point he altered course again making best possible speed in the six foot seas towards the position of the sighting.

Then news came that the other rescue boat, Roger Brown, had picked up one of the people in the water. Mariner continued to search for the other person until, through the sleet and snow, Roger Brown appeared, her crew waving for Mariner to come alongside.

The two boats came together and the girl survivor was hauled over into Mariner. They drew apart once more and all the time Mariner was shipping seas, taking aboard some 60 gallons of water. However, her self bailer was coping and her crew immediately took the lifejacket off the girl, wrapped her in blankets and placed her in a survival bag. She was breathing and was therefore laid in the recovery position with two crewmen beside her to keep her warm.

Meanwhile, aboard Roger Brown, the crew continued to try mouth-tomouth resuscitation on the man. A rope had caught round the base of theirboat's engine and they had to tilt it in order to clear the rope. This accomplished, both the rescue boats headed for the relative calm off Sudbrook Point to await a helicopter which was now on its way from RAF Chivenor.

It arrived at 1400; Roger Brown was stopped while the winchman descended and lifted the man in a double harness into the helicopter. The operation was then repeated to lift the girl from Mariner as the boat lay with wind and seas on her port bow. The helicopter flew the two casualties to Frenchay Hospital in Bristol where the man was found to be dead on arrival. The girl's life was saved however, and she was treated for hypothermia.

Roger Brown made an uncomfortable passage back to her launching position at Beachley while Mariner made a search for the speedboat which was found with only a foot of bow showing above water. A police boat, Compass Rose, arrived soon afterwards and with her help Mariner's crew were able to right the speedboat and drain her out.

Compass Rose then towed the speedboat to Portishead Pool under escort from Mariner and, after a checkout, the rescue boat returned to the slip where she was recovered at 1508.

Following this service the thanks of the Institution inscribed on vellum were jointly accorded to James Hewitt, Geoffrey Wheeler and Dale Miller, crew of Roger Brown, and a framed letter of thanks, signed by the chairman, the Duke of Atholl, was received by Collin Wilson, Raymond Herbert, David Herbert and Richard George, the crew of Mariner.

South West Division Harbour accident THE LIFEBOAT CALL-OUT paging signal alerted Second Coxswain Christopher Tett of Weymouth on the afternoon of Easter Monday, March 31. 1986. He drove straight to the lifeboathouse, and as he made his way inside he noticed groups of young men on both sides of the harbour, many of whom had been drinking heavily, noisily celebrating the end of a hockey festival.

He saw one man dive off the far side of the harbour and thought to himself that to swim across the harbour would be impossible in such cold water. The weather was squally and the strong westerly breeze was creating waves of about one foot in the harbour.

Just then, a young woman burst into the boathouse shouting 'there's a boy out there drowning'. Already she had tried to persuade the young men on the quay to go after him. but they took it as a joke. Second Coxswain Tett assuming it was the swimmer from the far side of the harbour, dashed outside and saw a man in difficulties near the stern of the lifeboat, only his head and one arm were showing. Kicking off his seaboots, he went down to the water, waded out to the edge of the bank and swam out to the man.

He found him barely conscious, blood and puss were coming from his ears and he was delirious. Shouting to the shore for help, Christopher Tett turned the young man on to his back into the towing position and set off for the bank. Sally Lovett, the young woman who had raised the alarm, fully dressed, helped the second coxswain from the edge of the bank to the steps where Crew Member David Pitman helped to lift him from the water.

Others now gathered round and the man was carried into the boathouse and placed on a thermal blanket.

The young woman, who was an SRN on holiday now took complete charge until an ambulance arrived to take the man to hospital. He had, in fact, dived off the quay into only two foot of water and probably landed on an old concrete grid. His severe neck injuries left him paralysed from the arms down.

Christopher Tett. meanwhile had changed into dry clothing and boarded the lifeboat to join his fellow crew members on the service for which he had originally been alerted. This was to go to the aid of an injured seaman aboard an Irish ship 26 miles to the south east of Weymouth. When the lifeboat reached the ship, she was found to be completely without power or electricity, and after the injured man had been taken aboard in a strong westerly breeze, gusting to gale force 8 and a rough sea, the lifeboat stood by until a sister ship was able to put a towline aboard.

For this part in saving the life of the man in the harbour, Second Coxswain Christopher Tett was accorded the thanks of the Institution inscribed on vellum, and Nurse Sally Lovett was sent a formal letter of thanks signed by Rear Admiral W. J. Graham, RNLI director.

Scotland South Division Propeller fouled A SOFT FISHING BOAT, Lizzie, With tWO men on board was reported overdue by a fisherman at Annan on the Scottish side of the Solway Firth on the afternoon of Tuesday, April 29, 1986. The deputy launching authority at Silloth was informed and at 1610 the station's Atlantic 21 rigid inflatable lifeboat, Amelia Gregory-Armstrong, launched with Colin Akitt at the helm and Derek Wilson and James Blake as crew.

As the lifeboat headed north north east up the Firth towards the mouth of the Annan River, where the fishing vessel was last sighted, she encountered moderate four to eight foot seas with amoderate south-south-westerly breeze force 4. When nothing could be found at the river mouth the lifeboat began a search between Annan and Powfoot to the west.

Before long the fishing boat was spotted west of Powfoot Golf Course at anchor. A net was fouling her propeller and she was almost aground. She had earlier hit the seabed and was leaking.

Immediately the lifeboat attached a towline and moved Lizzie into deeper water to prevent any further damage to her. It was then decided to continue the tow for the three miles back to Annan.

This meant negotiating a beam sea which was very rough at times with wind (which had strengthened to force 6) over tide on a lee shore.

However, the two vessels reached the fishing boat's mooring at Annan safely and at 1738 the lifeboat set out for station which she reached thirty minutes later.

Following this service a letter of appreciation signed by the chief of operations, Cdr Bruce Cairns, was sent to Helmsman Colin Akitt and Crew Members Derek Wilson and James Blake.

South East Division Sixteen minutes: five children rescued 1436: SUNDAY JUNE 15, 1986: honorary secretary of Rye Harbour lifeboat station, while working in the boathouse hears Camber Coastguard on radio to Dover Coastguard requesting immediate launch of Rye's 16ft D class inflatable lifeboat.

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