INJURED SEAMAN LANDED IN SEVERE GALE AND COMPLETE DARKNESS Force 9 gale and snow squalls hinder Atlantic 21 rescue in The WashHelmsman Alan Clarke of Hunstanton lifeboat has been awarded a bar to his Bronze medal for a service in the station's Atlantic 21 in February 1988. During the operation an injured man was landed from a fishing vessel in extreme weather conditions and total darkness.

The three crew members of the Atlantic, Victor Dade, Brian Rudd and Michael Derby, have all been awarded medalservice certificates.

The incident began at 1732 on 7 February 1988, when Great Yarmouth Coastguard alerted Helmsman Alan Clarke that there was an injured man aboard the MFV Portunus, eight miles north of Hunstanton.

Weather conditions were bad out in the Wash, but after discussion with the station honorary secretary, Mr David McLeod, it was agreed that the lifeboat would launch, with safety calls to the coastguard every ten minutes.

Launched At 1745 Hunstanton's Atlantic 21 Spirit of America was launched with Alan Clarke in command. The wind was a southerly Force 7 with the spring flood setting south. There was a 3ft sea near the beach, good visibility but total darkness.Hunstanton East Division The lifeboat steered NE into The Bays before altering course to the north, using her echo sounder and Decca Navigator. At 1805 contact was made with Portunus, a 70ft steel beamerfrom Kings Lynn. Helmsman Clarke requested she should make for calmer waters near the Sled way and at 1812 the casualty and another vessel were spotted ahead. It was discovered that Portunus's starboard trawl had fouled her propeller and that the tug Viking had taken Portunus in tow, heading for Kings Lynn.

The fouled starboard gear gave only 8ft in which to manoeuvre on the casualty's starboard quarter. In The Deeps the wind was S, Force 9, with a short, steep 10ft to 12ft sea.

The wind was against a two knot tidal stream, with squalls of sleet and snow.

The conditions required complete concentration by the helmsman as the head seas attempted to force the lifeboat broadside to the conditions. Rapid and repeated use of the helm and engines were needed as the lifeboat plunged into one sea after another in total darkness, with nil visibility in the squalls.

Helmsman Clarke's skill was tested to the utmost in this extremely hazardous situation, but he resolved to press forward and attempt a transfer of the casualty.

The first approach was made from astern in very restricted space. Just as the fishing vessel's starboard quarter and the lifeboat's port bow were coming together, a large sea forced them apart.

On the second attempt, as both boats rose on the sea together, the injured man was grabbed by crew members Victor Dade andBrian Rudd and hauled into the lifeboat at 1832. The bow -fairlead almost became entangled in the fishing vessel's net, but Helmsman Clarke took the lifeboat swiftly astern to clear water.

The casualty was dressed in a protective suit and lifejacket and taken aft by Brian Rudd. Crew members Victor Dade and Michael Darby were positioned forward either side of the console so that their weight would help to balance the boat and counteract the effects of the wind under the hull.

Helmsman Clarke set course into the relative shelter of the shoal ground but, nevertheless, the lifeboat had to be squared up several times into the heavy sea. Fierce spray and snow squalls made conditions bitterly cold, with zero visibility. As the lifeboat reached the lee of the banks and the land the sea gradually subsided and the lifeboat was back on the beach at 1933 where an ambulance was waiting to take the casualty to hospital.

Spirit of America was rehoused and ready for service again at 2000.

Service Updates Two services reported in the Winter issue of THE LIFEBOAT have been recognised by letters of thanks from the Institution.

The chief of operations has written a letter of thanks to Coxswain/Mechanic Ian Johnson and crew member David Seaward of Troon lifeboat station following the rescue of five people from the Belgian yacht Bassurelle using the Arun's Y boat.

A similar letter was sent to the honorary secretary of Eyemouth lifeboat station, in particular thanking Acting Coxswain James Tarvit and his crew for their perseverance during the long service to the cargo vessel Cat/Sound.VIGILANCE PRAISED Cruiser sinks minutes after crew rescued Fowey South West Division The vigilance of Fowey Deputy Launching Authority Capt Mike Mitchell, which led to the Fowey lifeboat leaving harbour as a casualty fired her first red flare, has been recognised by a letter of thanks from the RNLI's chief of operations.

The DLA first spotted a small yacht with no mainsail and her jib flying loose off the Udder Buoy, about half-a-mile from the station, at 1555 on 3 November 1988. A small motor cruiser was in company with the yacht, which seemed to be making about 2 knots out to sea, beam on to a heavy easterly swell and a Force 8 wind from the E.

Unhappy Captain Mitchell was unhappy with the.

situation and told the coxswain and mechanic to stand by.

By 1605 the cabin cruiser appeared to have broken down and the yacht now appeared to be un-manned, so a launch was authorised and the coastguard informed.

Just as the lifeboat, the 44ft Waveney Thomas Forehead and Mary Rowse II, cleared the harbour a red flare was fired from the motor cruiser. The pre-emptive launch meant that the lifeboat was alongside the casualty only eight minutes after the flare was sighted.

The Waveney picked up the single occupant of the motor cruiser, which sank ten minutes later, and then picked up the yacht, which was now some half-a-mile away, and towed her in to Fowey harbour, returning at 1715.

Abandoned The unusual circumstances of the rescue were due to the fact that the yacht, which had been on a single-handed passage from Brittany to Fowey, had found the abandoned motor cruiser in mid channel and taken it in tow. The yacht skipper then found himself in difficulties off Udder Rock, and had attempted to tow the yacht with the cruiser - being defeated first by a broken tow-line and then by engine failure. With the tow parted and the cruiser unable to pursue it the yacht had drifted away leaving the survivor marooned on a broken down cruiser which foundered soon afterwards.

Captain Mitchell was praised for his excellent pre-emptive launch which saved valuable minutes.CREW SCALES 180FT CLIFF TO DISTRESSED BOY Cliff rescue and yacht crew landed in one service Exmouth South West Division The ability of the Institution's inflatable lifeboats to work close inshore was well illustrated by a service carried out by Exmouth's D class on 13 August 1988 - a service which also led to the helmsman, John Walpole, receiving a letter of appreciation from the chief of operations after he had scaled a cliff to rescue a stranded boy.

Brixham coastguard reported a '999' call from the public at 1530, asking for the inflatable to be launched to search for a woman and three children cut off by the tide between Budleigh Salterton and Sandy Bay.

Bravery The D class launched at 1534 and by 1555 had located the casualties and was standing by. Helmsman Walpole had been landed from the lifeboat in an onshore Force 4 wind and showed extreme bravery in climbing some 170ft to 180ft up the cliff to reach one of the children, a boy, who was very distressed, sobbing uncontrollably and in danger of falling.

Helmsman Walpole was able to re-assure the child and then bring him safely back to the beach, the remainder of the family, some 20ft above the boy, being recovered by the coastguard rescue team.

The day was not over for the crew of the inflatable for, at 1620, while still at the cliff rescue, they were alerted to a yacht firing red flares two miles to the east of Dawlish.

On reaching the yacht at 1645 they discovered it without sails, out of fuel and with one of the two crew aboard suffering from seasickness in the seas kicked up by the southerly Force 5 to 6 wind.

The D class called for the station's Brede class Caroline Finch to tow the yacht and remaining crew to safety while the inflatable took the i 11 casualty ashore to Exmouth Docks, arriving there at 1709.SKRVICE PKRKORMKI) - VITH (ONSIMMA IK SKILL Five saved as coaster capsizes in Force 9 gale Coxswain John Catchpole of the Lowestoft lifeboat has been awarded a Bronze medal for bravery following the rescue of five crew men from a coaster in Force 9 winds.

Assistant Mechanic Roger Thompson and crew members Peter Foskett, Barry Jervis, Terence Arlow, David Bernard and Malcolm Horton were awarded medal service certificates for their part in the rescue.

Although the service was carried out only five miles from the station the divisional inspector, Mr Tom Nutman reported that it 'was performed with consummate skill and a high level of seamanship'.

First news of the casualty came at 0020 on Wednesday, 19 October 1988, when Yarmouth Coastguard alerted Mr Mike Chapman, the honorary secretary of Lowestoft lifeboat station, that the coaster Medina D was stranded and taking water about fourand- a-half miles north of Lowestoft. Mr Chapman agreed to an immediate launch.

Listing At 0029 the 47ft Tyne Spirit of Lowestoft slipped her moorings and proceeded on service in an ESE Force 8, the sky was heavily overcast with moderate visibility decreasing to poor in the frequent rain squalls. It was three hours before high water.

As the lifeboat cleared Lowestoft Harbour and headed north, she was met by heavy Lowestoft East Division confused seas.

The coaster reported that she was bumping on the sea bed, listing to starboard and was holed and the Master requested that his four crew be evacuated by lifeboat.

Coxswain Catchpole asked the casualty to fire two parachute flares, show all deck and navigation lights and to transmit on VHP so that the lifeboat's VHP direction finding equipment could be used.

The coxswain and crew left the wheelhouse to man the upper conning position and the casualty was sighted ahead, lying in the south side of the Gorton Channel, facing north with heavy, pounding seas breaking across the decks.She had a 20 degree to 30 degree list to starboard and was very sluggish in the water.

Weather conditions had worsened, with the wind gusting to Force 9 and poor visibility in driving rain and blown spray. The rough seas and heavy swell, funnelled by the channel between the sands, were lifting and breaking heavily across both casualty and lifeboat.

Searchlight With the aid of the lifeboat's searchlight Coxswain Catchpole assessed the situation and decided to approach the casualty in the relative shelter of the port side, despite the fact that the list made this the higher side.

The coxswain made his first approach at 0105, but as the lifeboat neared the casualty a large sea rounded the stern of the stricken vessel and threw the lifeboat off course. The lifeboat cleared to port, circled and made a second attempt. This time she managed to come alongside a pilot ladder aft on the port side and the survivors began to board the lifeboat. As two of them were being helped aboard by the lifeboat crew, a very large sea lifted the casualty and lifeboat and threw them together.

One of the ropes of the ladder broke and a third survivor was thrown to the deck of the lifeboat. Once again the casualty was cleared to port and the lifeboat circled as the three survivors, fortunately unhurt, were housed in the lifeboat's survivors' cabin aft.

Forthe third approach the coxswain brought the lifeboat alongside the main deck amidships, where the final crew member and the master were pulled safely aboard the lifeboat as the breaking seas brought the decks together.

The lifeboat finally cleared the casualty at 0112, although the coxswain was concerned that the casualty might present a hazard to shipping. After receiving assurances from Yarmouth Coastguard the lifeboat proceeded at full speed towards Lowestoft, just minutesbefore the Medina D turned over and sank.

The survivors were landed at Lowestoft at 0140, and a check revealed that the only damage sustained by Spirit of Lowestoft was a small dent on the port side where she had struck the casualty when the ladder parted.TRAWLER'S ENGINE BLOWN OFF MOUNTINGS High speed response helps mine-damaged trawler to safety The fast response time of the high-speed Atlantic 21 was put to good use at Harwich last October when the honorary secretary of the station decided to make use of the rigid inflatable after a mine severely damaged a trawler.

The decision earned him, and all the crew members at the station, a letter of thanks from the Institution's chief of operations.

At about 1930 on 1 October 1988 the trawler Niblick sent a Mayday on VHP saying that a mine had exploded, causing extensive damage and that the vessel was sinking.

Her position was about four miles north of Shipwash Light Vessel.

Speed The Harwich Waveney lifeboat./o/w Fison was requested by the coastguard, but the station honorary secretary. Captain R. Shaw, assessed the weather conditions (wind SE Harwich South East Division Aide burgh East Division Force 3, calm sea and good visibility) and informed the coastguard that he was also launching the Harwich Atlantic 21 British Diver II for speedy response.

Nothing further was heard from the casualty and the extent of the damage and injuries was unknown so the Atlantic 21 proceeded at all speed with the Waveney following.

The Atlantic made a good passage and arrived on the scene at about the same time as a helicopter, which placed a winchman on board after some difficulty negotiating the trawler rigging.

Once alongside a crewman from the Atlantic went on board to find that the skipper had assessed the damage, which included blowing the 6 cylinder Lister engine off the mounting beds, and hoped the ingress of water could be contained. He was in need of a tow to beach the vessel, or make the port of Lowestoft.

Mayday The Atlantic was able to help further by transferring the skipper to negotiate a tow with a nearby trawler - which had received a Mayday relay, broadcast by the Waveney at the coastguard's request, and was already retrieving her gear to proceed and assist.

The Atlantic, with the Aldeburgh lifeboat James Cable also now in attendance and the Harwich Waveney nearing the scene, all stood by until the tow was passed, and the helicopter winchman agreed to the Atlantic crews' proposal to be lifted from the lifeboat rather than negotiate the disabled trawler's rigging again.

With the tow connected, and the trawlers moving towards Lowestoft. the Harwich lifeboats were stood down while Aldeburgh's Rother provided initial escort of the casualty.

Lifeboat Services continued on next page MEDICAL ADVISER SECURES TOW Yacht owner injured by boom Weymouth South West Division A service to an American yacht by Weymouth's 54ft Arun class lifeboat Tony Vandervell has led to a letter of thanks to the station's honorary medical adviser Dr Peter Gibbons from the chief of operations.

The incident started when the owner of the yacht, a Californian. was hit on the head by the yacht's boom during a sail change south of the Shambles lightship, some 11 miles from Weymouth.

Portland Coastguard alerted the lifeboat station at 0230 on 26 October 1988 and just eight minutes later the Arun was under way, reaching the casualty at 0317.

Incapacitated Conditions at the scene were poor, with a SSE Force 5 wind, a rough sea and a 5m swell. The three uninjured members of the crew were incapacitated by sea-sickness and unable to assist the lifeboat crew and the yacht's boom was swinging wildly, making the approach more difficult.

Eventually the lifeboat was brought alongside the casualty, with only some damage to a short section of the belting, and Dr Gibbons put aboard to treat the injured owner and comfort the sea-sick crew.

Alone on board, and still without assistance from the incapacitated crew of the yacht, the HMA managed to pass a tow line to the Arun so that she could be taken to Weymouth.

The lifeboat berthed the casualty in Weymouth harbour at 0635 and was ready for service again ten minutes later.

The owner of the yacht was taken to hospital by ambulance and had suffered a wound to the forehead which required ten stitches. He was able to leave hospital later in the day.LIFEBOAT CREW MEMBERS OVERBOARD IN GALE Atlantics join forces to save yacht crew on Chichester Bar The Institution's Bronze medal for bravery has been awarded to crew member Graham Raines of the Hayling Island lifeboat crew following a very difficult rescue involving two Atlantic class lifeboats on 9 October 1988. Conditions during the service were at the very limit of the operational capability for the two rigid inflatable lifeboats.

The thanks of the Institution inscribed on vellum have been awarded to the other five lifeboatmen involved. They are Helmsman Frank Dunster and crew member Roderick James of the Hayling Island lifeboat and Helmsman Martin Icke and crew members Paul Venton and Adrian West of the Portsmouth (Langstone Harbour) lifeboat.

At 1317 on 9 October 1988, while on exercise in Langstone Harbour, Portsmouth' s Atlantic 21 City of Portsmouth was asked by Solent Coastguard to investigate a report that two people were overboard from the 32ft yacht Dingaling at Chichester Bar.

The yacht, with six people on board, had been on passage from Cowes to Chichester when she had broached and been knocked down.

Mayday The wind was SW Force 7/8, and against the tide, producing steep seas some 8-10ft high. Skilful handling was required by Helmsman Martin Icke at Langstone Harbour entrance, and once clear of the East Winner Bank a course was set for Chichester Bar.

Meanwhile, Solent Coastguard had also informed Hayling Island lifeboat of the Hayling Island and Portsmouth South East Division Mayday call, and the crew, already mustered at the lifeboat station following an earlier unconnected alert, immediately prepared to launch in heavy and difficult seas under the command of Helmsman Frank Dunster. The lifeboat cleared the harbour, sighted the yacht and made good speed to arrive on the scene by 1324.

Conditions were very rough, with steep breaking waves estimated at 15ft. The yacht's propeller had been fouled and Dingaling was wallowing under a storm jib as the two lifeboats made their way towards her in the severe conditions.

At 1325 Helmsman Dunster spotted a man in the sea, floating on his back with arms outstretched. A helicopter which had also been called to the scene failed to recover the casualty at the first attempt so Helmsman Dunster immediately manoeuvred the lifeboat to effect a rescue. Crew member Raines leapt into the water and swam to support theThree saved from swamped dinghy Members of the Portsmouth lifeboat crew have also received framed letters of thanks from the Chairman of the RNL1 for their sen-ices during an earlier rescue. The helmsman for this service was Steve Alexander with crew member James Beach and two crew members from the service above, Adrian West and Paul Venton.

On 4 April 1988 the lifeboat was waiting to exercise with a helicopter when she received an urgent request to investigate a Mayday call from the yacht Patina in Langstone Harbour.

The weather was overcast with a cold, fresh ENE wind gusting Force 6/7.

The lifeboat reached the casua/tv at 1141 to find three people in the water clinging to the yacht.

Aboard were the owner and his crew, who had found an upturned dinghy with three people clinging to it.

very weak and too heavy to hoist aboard.

Two were holding on at the stern, while another was by the anchor cable at the bow.

The man at the bow was in the most need of assistance, but a line was entwined around the man and the anchor warp and this had to be cut before he could be hoisted aboard. Because of his water-!ORCK WINDS man, who appeared to be unconscious.

At the same time a woman was spotted, face down, to the west of the lifeboat and the helicopter diverted to her position. Crew member Raines inflated his lifejacket and shouted encouragement to the man, who responded by wrapping his legs around his rescuer.

Helmsman Dunster positioned the lifeboat to pick up the two men on his port side, but the first attempt failed and on the second approach the lifeboat was knocked off-line by breaking seas and driven down on top of the two men.

Submerged Crew member Raines and the survivor were submerged under the lifeboat, but resurfaced off the starboard quarter, still clinging together. Crew member James, aboard the Atlantic, reached to help the two people in the water but the violent motion threw him in to the sea with them. He managed to grasp a lifeline and also grab hold of crew member Raines, establishing contact between the lifeboat and those in the water.

Helmsman Dunster, now alone in the lifeboat, immediately put the starboard engine in neutral to prevent the propeller injuring those in the water, and fought to keep the lifeboat head to sea with one engine.

At this point, at 1328, the Portsmouth lifeboat arrived on the scene after negotiating rough and rolling seas on her four-mile passage. Helmsman Icke had manoeuvred to pick up the woman in the water, but the helicopter winchman was able to lift her from the sea.

Seeing the plight of the Hayling Island lifeboat. Helmsman Icke brought his Atlantic alongside the port side of the Hayling boat, so that one of his crew, Paul Venton, could jump on to the aft deck. This transferwas a hazardous operation and crew member Venton fell heavily.

Despite being shaken, he recovered quickly and pulled the survivor and crew member Raines aboard the Hayling lifeboat while crew member James hauled himself aboard.

During this time the Portsmouth lifeboat had stood by and was able to establish that everyone aboard Dingaling had been accounted for, since there had been some confusion about how many people had been in the water.

Meanwhile Dingaling broached several times, taking heavy seas into her cockpit and was moving very slowly north east under storm jib.

Aboard the Hayling lifeboat, crew member James attended to the survivor, who was breathing but barely conscious, and encouraged him to talk.

As first aid was being administered, a very high breaking and curling sea stood the lifeboat vertically on her stern and filled her with water. The survivor was swept up between the engines, and recovered, but once clear of the wave the lifeboat's starboard engine stopped, although she was able to continue on the port engine.

At 1329 the Coastguard helicopter prepared to lift the casualty from the Hayling lifeboat, but two attempts to land the winchman failed in the atrocious sea conditions.

Helmsman Dunster then headed south towards a slightly more sheltered area and, although the seas were still very rough, a successful transfer was completed by 1400.

Crew member Venton was now returned to the Portsmouth lifeboat, whiclv was escorting Dingaling back to harbour in heavy seas. Helmsman Dunster decided that the Hayling boat should join the Portsmouth lifeboat in this duty, reasoning that although she was running on only one engine the Portsmouth Atlantic would be close at hand for support.

Tow Using great skill and expertise Helmsman Dunster negotiated the following sea and gradually conditions improved. By now crew member Raines had begun to suffer from vomiting.

Once inside the harbour entrance, at 1445, Dingaling was taken in tow by the Portsmouth lifeboat and berthed at Sparke's Marina.

It was later learned that the woman lifted from the water by helicopter was dead on arrival at hospital, but the man, although detained overnight suffering from shock and hypothermia, was released from hospital the following day.

As conditions had moderated a little, Portsmouth lifeboat was taken back to station and was ready for service at 1612. The Hayling Island lifeboat was returned to station at 1630, refuelled, the starboard engine restarted, tested and made ready for service.Torbay's Arun class lifeboat Edward Bridges had to approach within inches of a cliff on 9 December 1988 to rescue a climber, who had fallen some 20ft into the sea at Berry Head.

The accident happened at a climb known as Moonraker, close to the station, and the lifeboat was on the scene ten minutes after launching at 1255. Coxswain Arthur Curnow manoeuvred the Arun into position with great care as it was low water. Soundings were taken ahead of the lifeboat with a boathook and the Y boat was used to nudge the lifeboat into the exact position required to embark the casualty in the lifeboat's basket stretcher, almost touching the cliff.

The casualty, an experienced climber, was not seriously injured and was taken to an ambulance which was waiting at Brixham.Portsmouth South East Division logged clothing, it look all three crew to hoist him into the lifeboat.

The casualty was unconscious, apparently not breathing and no pulse was detectable. Cardiac massage and resuscitation were started in an attempt to save the man while Helmsman Alexander manoeuvred the lifeboat beneath the helicopter, which had arrived and taken up station some 30 yards astern of the yacht, with the winrhman already lowered. The casualty was winched into the helicopter and flown to hospital while the air crew worked to revive the man, who was alive and breathing on arrival.

Helmsman Alexander returned to Patina's stern and the two other survivors were lifted aboard the lifeboat, again with considerable difficulty due to the weight of their clothing.

Thev were suffering from hypothermia after being in the water for more than an hour before being seen by Patina and were taken to Eastney Point where an ambulance was waiting.

The two men aboard Patina. Mr Peter Clack and Mr John Hope have received letters from the chief of operations thanking them on behalf of the RNLI.13-HOUR SERVICE TO COASTER FOR NEW ARLN Tow passed to coaster 400 yards from rock-bound lee shore Kirkwall - Scotland North Division Coxswain Captain William Sinclair, of Kirkwall lifeboat in the Orkneys, has been awarded a bar to his Bronze medal for a service in which the lifeboat saved a 500 ton coaster with her master and chief engineer aboard in a long and very arduous service in gale force winds.

The service was the very last one carried out by Coxswain Sinclair before his retirement.

The other members of the crew, Second Coxswain James Mitchell, Motor Mechanic Dupre Strutt, Assistant Mechanic Robert Mainland and crew members Geoffrey Gardens, Robert Hall and Smith Foubister have all been awarded medal service certificates.

It was at 0718 on 13 September 1988 that Kirkwall's new 52ft Arun Mickie Salvesen, on station for just six weeks, cast off and set out on service at full speed. A 500 ton bulk cement carrier, BC Mercurius had suffered engine failure and was drifting slowly towards the shore, 2.4 miles off Noup Head, on the island of Westray.The lifeboat headed north, negotiating the narrow channels out of Kirkwall in a northerly Force 6 wind, moderate seas and heavy rain squalls which reduced visibility to only a mile at times. In the more open waters of Westray Firth she began to experience heavy NW swell.

LiftedThe coastguard helicopter based at Sumburgh had already found the casualty and fourcrew members had been lifted off. Only the master and chief engineer remained aboard, hoping to save the ship.

A fishing vessel, Lindiness, was also on the scene and as the wind increased to Force 8, threatening to drive BC Mercurius ashore, the fishing boat set off to help her. However conditions became difficult for her, and when her skipper knew that the lifeboat was approaching he turned back.

In spite of 20ft seas the lifeboat maintained full speed and just after 0900 she arrived at the scene. The 160ft coaster was lying across the sea with her head to the west, rolling heavily and shipping seas across her foredeck and occasionally her forecastle. A team of coastguard auxiliaries had assembled at Noup Head lighthouse as the coaster, about 800 yards offshore, drifted slowly towards them.

Squalls Her master made it clear to the lifeboat coxswain that he wished to be towed clear.

The lifeboat manoeuvred in close to the casualty in the very rough seas and heavy rain squalls to observe her set and drift, ready to take the two men off if necessary.

She appeared to be coming clear of immediate danger and at 0925 the coastguard radioed that they had arranged for a tug.

Less than half-an-hour later the situationhad changed. The coaster was now barely 400 yards off the land and drifting closer.

With the rescue helicopter now refuelling at Kirkwall airport, the lifeboat moved in to take up the tow. Coxswain Captain Sinclair made his approach from ahead, down the coaster's port side and passed a heaving line.

A mooring rope was attached and the tow began. With 200ft of line the coxswain swung the casualty to port into the eye of the wind using minimum engine power. By now the ship was only 300 yards from the shore.

The coxswain, by continually playing his throttles, managed to coax the coaster northward away from danger.

Violent The motion of both lifeboat and casualty was violent and after 15 minutes the tow-line parted at the casualty's fairlead. As she began to drift back towards the shore the lifeboat rapidly retrieved the line and manoeuvred close alongside to take and secure a second line. The lifeboat, by preventing the casualty from drifting downwind towards the shore, allowed the casualty to be carried east with the tide.

Ten minutes elapsed and the tow-line parted again. A longer line was passed this time and as the two vessels moved further from the shore there was a slight improvement in sea conditions.

By 1115 the coaster was 800 yards NW of Our Ness in 80ft of water, and in a position where the coxswain was able to recommend her master to anchor.

At first the anchor failed to hold but 400 yards clear of the land the vessel brought up.

The helicopter was no longer needed but the lifeboat stood by for the next two-and-ahalf hours until the tug arrived. With some difficulty the tow-line was secured and at 0420 the tug and coaster began the tow back to Kirkwall.

The lifeboat took a different route back to pick up the four men from the coaster who had been landed by helicopter at Pierowall and they were transferred back on to the coaster at the north end of Kirkwall Bay.

The lifeboat finally returned to station at 0855.Lifeboatmen swim through surf to rescue sailor Port Talbot - South West Division Two crew members of the Port Talbot lifeboat station have received letters of thanks from the chief of operations after an unusual rescue which led to a life being saved even before the station's D class inflatable was launched.

At 1045 on 19 August 1988 the coastguard informed the station's deputy launching authority of a small yacht which had been reported by several people anchored in the lee of New Harbour breakwater, but having a rough time in the surf which was running.

The coastguard mobile at the scene reported seeing someone aboard, but when the Honorary Secretary and two crew members went to observe they could see no one on the yacht.

The honorary secretary went to the harbour office to ask the coastguard to page the crew, so that the D class could check on the yacht and warn him that he was in a dangerous area, but while he was there the yacht broke adrift.

The two crew members at the scene, Harry Worth and John Baker, were experienced surf life-savers and decided to act. They waded and swam through the rough surf kicked up by the Force 7 SW wind and boarded the yacht.

Bemused They found the sole occupant, a man in his seventies, 'bemused and battered' and as the yacht went aground were able to get him safely ashore and to a first aid station.

The yachtsman was reported to have been beginning a month-long cruise and not to have eaten for three days, having mislaid his dentures.

The letter from the chief of operations commends both crew members for displaying initiative in the best traditions of the Institution.New Tyne keeps disabled tug off Devon rocks Salcombe - South West Division The qualities of Salcombe's new Tyne class lifeboat Baltic Exchange II were put to the test on 21 October 1988 in a service which led to the coxswain, Frank Smith, being congratulated in a letter from the director of the Institution.

On the previous evening the tug Durdham with a barge in tow had suffered engine failure a mile south of Start Point and, with gales forecast, the lifeboat had been launched to take off the crew.

The following day, 21 October, the crew returned aboard Panther, an ex-tug, which had been chartered to tow the disabled tug and barge into harbour.

At around 1730 Coxswain Smith heard Panther radio the coastguard to put the Salcombe lifeboat on stand-by, and he and the honorary secretary went to look at conditions on Salcombe bar. One look at the conditions, a SSE Force 6/7 and seas breaking on the bar, was enough, and they decided to launch the lifeboat.

The lifeboat was under way soon afterwards, and by this time Panther had arrived at the entrance where the tow parted. The disabled Durdham was being driven on to the cliffs to the west of the entrance and Panther was on her way back out over the bar to re-establish the tow. She was hit by a breaking sea as she turned and was laid flat.

Tow line Coxswain Smith waited for Panther to complete her turn, then drove the lifeboat astern into the sea and passed a tow-line.

Panther also passed a line and the two boats began the tow towards the harbour. Panther's tow parted again and the lifeboat took the casualty into the harbour on her own.

The service was watched by a large number of spectators from the cliffs overlooking the scene, and the station honorary secretary later received many messages congratulating the coxswain on his skill in carrying out the service in difficult conditions of wind and sea.Eight-hour tow in winds up to Force 9 Rosslare Harbour Ireland Division Rosslare Harbour's Arun class St Brendan was at sea for twelve hours in winds of up to Force 9 on 12 August 1988 when a yacht found herself in trouble more than 50 miles from the station. The arduous service has led to the station receiving a letter of thanks from the chief of operations congratulating the coxswain and crew on their skill and determination.

At 0210 Shannon MRCC reported a 30ft yacht, with two people aboard, suffering from sail problems and a fouled propeller some 53 miles south of the station.

The Arun was launched for the long passage to the casualty, encountering seas up to 25ft high as she battled into the SW wind which was between Force 8 and Force 9.

At 0425 a Sea King helicopter located the yacht and provided an exact position, enabling the lifeboat to sail directly to the casualty using her Decca Navigator system.

It was not until 0612, nearly four hours after launching, that St Brendan came up with the casualty. The wind was still Force 8 to 9 and the sea state 'very high' - a description applied to waves between 29ft and 45ft.

With the tow made fast the Arun was faced with the passage back to port - which took almost eight hours, during which the warp parted twice. During the whole service the wind did not drop below Force 6/7 and it was 1430 before the lifeboat was able to bring the yacht into Rosslare Harbour and land the survivorsThree saved from cruiser on lee shore The rescue of three people from a disabled 25ft motor cruiser, which was only minutes from being driven on to a lee shore in large seas on the Norfolk coast, has earned Coxswain Anthony Jordon of Wells lifeboat station a letter of appreciation from the director of the Institution. The letter warmly thanks the coxswain for his prompt action and exemplary seamanship.

The cruiser had been on passage from Boston to Great Yarmouth when she lost her steering a mile off Blakeney on 27 June 1988. The wind was NW Force 5 and squally, Wells East Division the coast a lee shore with breaking seas up to 8ft high and visibility was poor.

The station was alerted by the coastguard, and at 1559, the 37ft Oakley Ernest Tom Neathercoat was under way for the 90- minute passage to the casualty.

The lifeboat crew used the VHP radio direction finder to locate the cruiser, finally spotting her at 1714 - anchored by the stern just 60 yards off the beach and dragging towards the broken water of the lee shore.

The tow line was passed at 1725, but conditions were difficult and it was not until 1531 that it was secured and the casualty towed out through the broken water to safety.

The cruiser was able to use some engine power, to speed the tow to catch the tide at Wells, but she was yawing badly in the sea conditions as the lifeboat entered Wells harbour through more broken water.

The tow back took some two hours and it was not until 1931 that the Oakley was able to report that she had brought the casualty in to sheltered waters.Taking doctors to a casualty is fairly common - but the crew of New Brighton's Atlantic were called on to ferry local dentist Neil Thomas to the Greek master of the coaster Porta Aistissa on 2 January 1989.

The master had a dental abscess which had prevented him from sleeping for four days. He refused to be taken ashore and the Atlantic, Blenwatch, returned to pick up the dentist who extracted the tooth on the ship with the help of lifeboatman Bob Barrass. Neil Thomas described the nine-mile, high-speed dash in lumpy conditions as 'the ride of a lifetime'.Dangerous climb for lifeboat crew members The director of the RNLI has written a letter expressing his sincere thanks to three crew Donaghadee members of the Donaghadee lifeboat following the difficult and dangerous rescue of ]reland Division a badly injured climber.

Crew members Shane McNamara, Ruth Lennon and George Thompson were aboard the station's Arun City of Belfast in the early hours of 10 July 1988, taking part in a long search for another casualty, when the lifeboat was diverted to Muck Island where a climber had fallen down a cliff.

The call came at 0210 and the lifeboat reached the scene at 0220 in almost nil visibility, torrential rain and a southerly Force 5 wind.

The Arun could not approach closely because of the conditions and so the inflatable Y boat was launched in the lee of the land with the three crew members aboard The inflatable went first to Portrush to the fallen climber's companion and brought him to the area to help find the man.

In very poor conditions the crew beached the Y boat and climbed the cliff, made difficult by darkness, torrential rain and deep holes and gullies obscured by long grass. George Thompson fell down one of these holes, fortunately without injury, before the three located the badly injured man.

Trained nurse Ruth Lennon forbade the plan mooted by others at the scene to evacuate him by Y boat, insisting on a helicopter lift.

It was later discovered that the climber had broken ribs, a cracked pelvis and a collapsed lung- her assessment had been correct.

The helicopter airlifted the injured man to hospital and the Y boat crew made their way down the cliff, launched the Y boat and returned to the Arun - resuming the original search at 0330..