Fishermen rescued AT 0840 ON MONDAY, September 14, 1987 Captain K R Holmes, Fleetwood lifeboat station honorary secretary was informed by Liverpool Coastguard MRSC that the 55ft fishing vessel Gallilean was taking water about five miles west of Blackpool Tower. The vessel had lost power once the water reached the main engine and the pumps were no longer working.

The maroons were fired at 0842 and the lifeboat crew were paged. At 0850 the relief 44ft Waveney class lifeboat Arthur and Blanche Harris slipped from the lifeboat pen and proceeded to sea.

A west south west wind force 6 was blowing, with a rough sea.

At 0900 the lifeboat cleared the relatively calm conditions in the main channel and set course for King Scar Buoy and the casualty. Radio communication with the casualty was good and it was possible to use radar and VHF/DF to set a direct course.

The passage was through very rough seas with the wind now force 7. Speed had to be reduced after the lifeboat had been laid over twice by large breaking seas.

An hour later the casualty was sighted some 3'/2 miles west of Blackpool Tower. She was heavy by the stern and rolling as she lay with her stern to the breaking seas. The seas were pushing the stern downwind as they broke over her.

Coxswain Fairclough discussed the situation with the vessel's skipper and it was decided to try to tow the casualty as it was considered that extensive damage could be done to the lifeboat if any attempt was made to go alongside in the conditions. There was also the risk of injury to the MFV crew if a transfer was attempted.

A heaving line was passed on thefourth attempt and a tow line connected.

At 1020 the lifeboat began towing the casualty at about four knots on a north east heading towards the King Scar Buoy. During the next two hours slow progress was made and constant contact was maintained with both the casualty, to check on the level of the rising water, and Liverpool Coastguard.

The lifeboat was laid over heavily on several occasions as seas broke over the port quarter and it was only due to Coxswain Fairclough's experience and skilful use of the engine controls that the tow line was not parted several times.

Just after midnight the skipper of the Gallilean informed the coxswain that the vessel was becoming unstable because of the water inside the hull. After being hit by a large breaking sea which carried away part of the bulwark he decided that it was time to abandon ship.

After some discussion Coxswain Fairclough decided that it would be safe for the two MFV crew members to abandon the fishing boat and board their liferaft so that they could be picked up clear of the sinking vessel.

This would prevent unnecessary damage to the lifeboat, avoid contact with the nets awash around the stern and prevent the risk of injury to either the lifeboatmen or the fishermen.

The lifeboat stood off and provided illumination for the fishermen to inflate and launch their liferaft. The tow line was cut and they boarded the raft and attempted to paddle clear.

After several minutes without making headway they realised that the painter was still secured and stopped paddling to cut it free. A few minutes later, once the liferaft was clear of the MFV, the two crew members and the raft were taken on board the lifeboat.

Coxswain Fairclough stood by the vessel until she touched bottom at 0040 on Tuesday, September 15, with the masts still visible above the surface. The position of the wreck was reported to Liverpool Coastguard.

The lifeboat returned to Fleetwood arriving at 0110. She was refuelled and ready for service at 0130.

In his official report, Mr Michael Vlasto, divisional inspector of lifeboats for the west, commented: "This heavy weather service was effectively and efficiently carried out by Coxswain Fairclough and his crew. The combination of his excellent seamanship and consummate boat handling skill made what could have been a difficult and possibly dangerous rescue look comparatively easy.

"The coxswain's good judgment at the time and well reasoned decision not to attempt going alongside the casualty is to be commended and it ensured that neither personnel nor the lifeboat sustained damage. Second Coxswain Steven Musgrave's accurate navigation throughout this heavy weather service greatly assisted in its satisfactory outcome." Following this service, CoxswainWilliam Fairclough has been awarded the Thanks of the RNLI inscribed on vellum and Second Coxswain Steven Musgrave, Motor Mechanic Peter Scott, Emergency Mechanics David Owen and Barrie Farmer and Crew Members William Rawcliffe and Shaun McCormick have each been awarded vellum service certificates..