TWO former operational staff were instrumental in convincing the RNLI of the need to introduce inflatables into the fleet. Lt David Stogdon, an inspector of lifeboats and later Superintendent of Cowes Base, where he led the design and development work on D and Atlantic 21 class lifeboats, and Captain Tony Wicksteed, Deputy Chief Inspector, recall some of the problems.Until 1985, the lifeboats were purchased as bare hulls from either a French or UK manufacturer, and fitted out at the RNLI's Cowes Base, Isle of Wight. However, with experience gained over 20 years RNLI staff have designed and developed the Institution's own 16ft inflatable, in conjunction with Avon inflatables.

The RNLI/Avon lifeboat has improved seakeeping, stability, manoeuvrability and seakindliness, and gives a smoother ride to crews and survivors.

With 20 already in service, these boats will continue to replace the older D class lifeboats. Communication is by a commercial VHP radio modified by RNLI technical staff and fitted into an RNLI designed and fully waterproof container. Should the lifeboat capsize, a righting drill has been devised and the radio will still operate. Other equipment items include flexible fuel tanks, flares, anchor, first aid kit, compass and knife.

In the early days, crew members wore the same yellow oilskins and black rubber boots as the crews of conventional lifeboats. Now, one piece rubber dry suits, boots and white helmets with visors provide the warmth, comfort and protection needed in the fast, open boats.

The success of the D class inflatable lifeboat led to the development and introduction of other lifeboats under 10 metres in length. The RNLI experimented with several designs, including the Hatch boat, the Dell Quay Dory, the MacLachlan, still in operation at Falmouth, and the Boston Whaler, currently in operation at Poole.

The youngest member of the RNLI's under 10 metre lifeboat fleet is the C class developed from the Zodiak Mark IV, the first one being stationed at St Abbs, Berwickshire in 1979. The 17ft 6in (5.33m) inflatable lifeboat, powered by twin 40hp outboard engines has a top speed of 27 knots and can operate all the year round at locations where it is not possible to operate an Atlantic 21.

RNLI designed equipment enables the lifeboat to be manually righted in the event of a capsize and she has a buoyancy system which allows her to continue on service even if the bow is punctured.

The relatively low cost of lifeboats under 10 metres, compared with the bigger lifeboats, has meant that they are an attractive target for funding by many firms, organisations and individuals.

It is hoped that the 25th anniversary will encourage further offers of help. A new film is being made, special posters have been printed and beginning with the London Boat Show, when the theme of the RNLI's stand will be the 25th anniversary of inflatable lifeboats, there will be special displays and exhibits going on around the country throughout the year to mark this special celebration. (Further details may be obtained from the PR Department, RNLI, West Quay Road, Poole, BH15 1HZ (0202) 671133 ext 239).Today it is difficult to imagine any lifeboat service not using the inflatable boat or its derivatives.

In the late 1950s only the Societe des Hospitaliers Sauveteurs Bretons was using inflatables, mainly to replace some of the conventional lifeboats lost during the war. The successful crossing of the Atlantic by Professor Bombard must, however, have confirmed their usefulness.

No one at RNLI Headquarters considered the outboard engine reliable enough to be used as the only means of propulsion for a lifeboat, nor did the lifeboatmen on the coast.

In 1959, RNLI naval architect, Dick Oakley, designer of conventional lifeboats, said I should look at an inflatable boat made in England by R.F.D., as they claimed that it could be an acceptable rescue craft. After seeing the boat I was sure that none of my RNLI colleagues would consider it worthy of trials.

Some time passed and in 1960 the Chief of Jersey Fire Service, Captain Edmondson bought an inflatable with outboard engine and trailer for beach casualties. He needed the back up of the Jersey lifeboat and advice on equipment and training, which I was able to give.

I soon found that the inflatable was unbelievably good and safe, as long as nothing went wrong with the engine.

However, there was little possibility of official support for an inflatable lifeboat within the RNLI, for three reasons: First, the RNLI terms of reference were for saving life from shipwreck and beach casualties were the responsibility of local councils.

Secondly, the sail board was not in existence, diving was limited to training centres and dinghy sailing was controlled by clubs and their safety organisations. There were fewer independent dinghy sailors than there are now.

Finally, the outboard engine was considered unreliable in the service conditions to be expected in lifesaving work.

In 1961, Norman Cavell, honorary secretary of the Walmer lifeboat, and Alfred Schermuly, owner of the Schermuly Rocket Company, wanted to help.Mr Schermuly persuaded the R.F.D.

company to lend him a 15ft 9in inflatable made of silver coloured material, and he also borrowed a 25hp outboard engine. He gave them to me on loan for as long as I needed them. At this stage it is fair to say that there would not have been the slightest chance of getting a trial programme accepted without Captain Tony Wicksteed, the Deputy Chief Inspector at that time.

Captain Wicksteed could only get away from head office for one day and unfortunately the wind was blowing gale force 7-8 north north east, sufficient reason for the whole Polish fishing fleet to be sheltering in the Downs. It took until the afternoon to get everything together and the wind was moderating.

None of us knew the engine's reliability or even if we could start it and our launch was delayed until the daylight was starting to fade, because I insisted on having an anchor and cable in the boat.

A less appropriate time could not have been chosen but I had to convince Tony Wicksteed that the boat was worthy of his support. We set off into the winter evening with Mr Schermuly, the Walmer coxswain. Captain Wicksteed and myself and went right round the Polish fleet and back without any bother at all.

After a further official trial at Dover, Captain Wicksteed took over the official promotion of the inshore lifeboat at head office.

The RNLI allowed us to visit the Brittany lifeboats and we went as guests of the Patron of the Societe Hospitalier Bretons. We learned many vital things from our friends in Brittany and we have always acknowledged our great debt to France.

Valuable support came from Aberdovey Outward Bound Sea School and Captain Fuller, the warden. On the day a trial was arranged the weather was bad with strong gale force winds from the west which produced an atrocious sea state. Solid spume was covering the whole bar area to a height of at least 12 feet and I thought it might be difficult to breathe.Without any fuss. Captain Fuller took the rubber boat out by himself and disappeared from view.

Captain Fuller remained out of sight for more than half an hour, then reappeared, none the worse. He said the boat was quite safe and he had never been in any danger. His only difficulty was knowing in which direction he was travelling as he could see nothing on the bar. This courageous trial gave the boat a seal of approval by one of the best seamen in the country.

The RNLI inflatable started its life at Borehamwood Depot, where engine and boat trials were carried out on Ruislip Lido water.

Among the many people involved in duthis interesting departure from the-'conventional lifeboat, two names are easily remembered, Fred Oakes, who involved himself day and night and Mr Tammadge who was the Chief Depot foreman and had an Al inspector certificate which gave him the authority to inspect all work and ensure a very high standard.

Much was learnt about wooden floors and buoyancy tube material and for some time the boats were almost unusable.

The original wooden floors, in bad weather, became matchwood in about 20 minutes. Much help was given by Claud Peacock of Great Yarmouth, a builder of Mosquito aircraft in the last war, who obtained perfectly seasonedwood and could laminate it to be sufficiently flexible without breaking.

At this time a considerable number of boats were made of porous neoprene fabric, allowing the air to escape gradually.

Crews complained that they had to pump up the boats before launching to a casualty which caused delay and despair. By this time many boats were affected and the inshore service could only be kept going by fitting inner tubes. The fitting of these inner tubes was a job of mammoth proportions, originally carried out at Borehamwood Depot and perfected later when inshore rescue boat work moved to East Cowes.

It could be claimed that the success of these boats was due to an early decision that the outboard engine should be replaced by a new one each year, or more often if necessary, to ensure a minimum engine failure rate. This was far sighted, because the crews could always be confident that they had the best equipment available.

DAVID STOGDON It was, I think, in 1962 when David Stogdon came into my office with his astounding idea of using inflatable boats for fast inshore rescue work.

I had long considered that there was a need for more speed and faster launching than was provided by the 35ft Liverpool carriage boats, often situated some distance from the launching site, sometimes taking a good half hour to get to sea. I thought these inflatables might be the answer to the problem.

David had, at that time, a quite undeserved reputation for "scattiness" at head office and I remember turning to him and saying You'll never get this idea past the committee of management, but I think I might. He agreed and arranged for us to put the craft through its paces at Dover.

The Chief Inspector, Lt Cindr Gerard Dutton, was understandably rather duthis bious about introducing these craft into the RNLI, but allowed David Stogdon and myself to visit France to see these boats in action. We returned from France more than ever convinced that inflatables were just what the RNLI needed and the chief inspector allowed me to write a paper for the Operations Committee, putting up a case for trials of these boats.

I well remember when my paper was read in the Operations Committee, Captain the Hon V M Wyndham-Quinn saying Gentlemen, I have been out in one of these animated Carley Floats with Wicksteed and he has convinced me.

The inshore rescue boat, as it was then called, had arrived and the inflatable lifeboat and its derivatives were here to stay.

TONY WICKSTEED.