ROUGH RIDE FOR ATLANTIC 21 IN BROKEN WATER Atlantic tows MFV and four crew to safety from lee shore Helmsman Jonathan Adnams of Southwold lifeboat station has been accorded the Thanks of the Royal National Lifeboat Institution inscribed on Vellum, following a service to a fishing vessel in gale force winds on the morning of 11 April 1989.

In his official report, Mr Tim Harrison, deputy inspector of lifeboats for the Eastern division, said 'Helmsman Adnams and his crew carried out this service in very difficult conditions. Complete concentration and determined effort were required to bring the lifeboat to the casualty in dangerous broken water, to tow her to windward and then return safely to harbour.' For their part in the service, crew-members Paul Horsnell and Marcus Gladwell were awarded Vellum service certificates.

At 0915 on 11 April 1989, John Huggins, deputy launching authority of the Southwold lifeboat, was informed by Yarmouth Coastguard that the MFV Aquamanda II had broken down three quarters of a mile off Covehithe. The lifeboat crew were paged Southwold East Division and at 0920 Southwold' s Atlantic 21 lifeboat The Quiver was launched with Jonathan Adnams at the helm. The wind was SSE Force 7 in the river, and the weather overcast with moderate visibility.Full speed was maintained in the river, but on approaching the harbour entrance speed was reduced in the short, steep 6ft-8ft seas.

After clearing the harbour entrance, where the water depth was no more than 3ft-4ft on the first of a spring flood, the helmsman first turned east to clear the shoal area, then north, parallel to and about half a mile from the coast. With the sea on her starboard quarter The Quiver gave her crew an uncomfortable corkscrewing ride which the helmsman kept under control by staying at about threequarter speed.

The casualty could not be found off Covehithe, and as the wind increased to Force 8 it was established by radio that she was further north, off Kessingland. The lifeboat turned on to a more northerly course and the MFV was spotted at 0940, drifting steadily with her bows facing east and rolling heavily - her anchor having little effect. She was in about .12ft of water, with a short, breaking sea.

Lee shore Helmsman Adnams stationed the lifeboat off the casualty's port quarter and realised that as the vessel was on to a lee shore, she had to be towed clear as soon as possible. A tow line was passed quickly, the casualty's anchor warp cut and the tow began at 0946.

After pulling the casualty from the shallows a course was set to the north, towards Lowestoft which was only three miles distant.

The tow was difficult as the casualty was surfing on the following seas, and almost catching the lifeboat. The tow line snatched repeatedly, making the helmsman anxious about damage to the lifeboat.

Lowestoft' s 47ft Tyne class lifeboat, Spirit of Lowestoft, had been launched at 0943 and came up to the Southwold lifeboat a little after 0950. After consultation with the Lowestoft coxswain, John Catchpole, it was decided that the larger lifeboat should take over the tow. The Atlantic's tow line was slipped and Spirit of Lowestoft passed another to the casualty. The Quiver stood-by for the first quarter of mile to ensure all was well before turning back, against the sea, for Southwold.

In the rough seas, speed had to be kept down to about half of normal and the return journey took an hour. A quarter of a mile north of Southwold Town Pier, a sudden squall with torrential rain and winds up to Force 9, made conditions extremely difficult, but the lifeboat entered harbour safely on the flood tide, returned to station and was ready for service again by 1115.

The Lowestoft lifeboat towed the fishing vessel to harbour, bringing her four crew to safety.Four divers snatched from explosives danger area Prompt action by Whitby' s Tyne class lifeboat during the exploding of a war-time land mine has earned the Coxswain and crew a letter of thanks from the RNLI's chief of operations.

A Whitby fishing boat had trawled up the 1,0001b mine in her nets and left it on the seabed nearby to be made safe.

The lifeboat was launched shortly after 1130 on 27 February 1989 to take a party of four Royal Navy divers from Rosyth out to the land-mine, together with their equipment and an inflatable dinghy.

The divers found the mine, attached explosives to it and set the three-minute fuse which would safely detonate the l,0001b device. It was essential for them to leave the area promptly, but the outboard engine on the divers' inflatable chose that moment to refuse to start.

Whitby - East Division Coxswain Peter Thomson quickly assessed the situation from his position outside the danger zone and rapidly drove the lifeboat alongside the RN inflatable. Passing a towline the lifeboat towed the dinghy and four divers away to safety. After some 40 yards the inflatable's engine was started and both vessels quickly cleared the areajust before the 1,0001b of explosive detonated, sending a column of water 200ft in the air and shaking the windows of the Coastguard look-out more than a mile away.

In his letter the chief of operations observed that: 'In my view the action taken by Coxswain Peter Thomson and his crew was an act of courage and quick thinking, and most deservedly earned the praise and thanks of the Royal Navy diving team.'Long night at sea in poor visibility Alderney South West Division Alderney's Waveney class lifeboatLoww Marches! of Round Table spent seven hours at sea on the night of 8/9 July attending four separate calls in poor visibility, which was sometimes down to as little as 100 yards.

The first call for the lifeboat came at 2143 when a 38ft motor cruiser Rollo of Braye reported that she had hit rocks off Braye Harbour at some 20 knots and was taking water rapidly. Louis Marchesi launched from Braye Harbour at 2155 and was soon alongside the casualty, standing by until she could be beached safely in the harbour.

Rollo of Braye had been on her way to the assistance of a 48ft yacht Solveig, which was out of fuel and drifting with the tide in thick fog in the Alderney Race, some 4.5 miles SE of Alderney lighthouse.

The tidal streams in the area are very strong and Solveig asked for assistance.

Mayday Relay Setting out again for the yacht the lifeboat was within a quarter of a mile of the yacht's position when the French authorities issued a 'Mayday Relay' and asked Louis Marchesi to proceed to a French yacht, Pupas, which was sinking in the vicinity of Cap de la Hague, a headland on the nearby French coast.

The lifeboat notifiedS0/w/g of the situation, turned back towards Cap de la Hague and by 2253 had reached a position one mile to the west of the headland.

At this point a British yacht some 12 miles NNE of Alderney issued another 'Mayday Relay', reporting red flares approximately five miles to the west of her position.

The French authorities asked the lifeboat to investigate the latest casualty, reporting that the French lifeboat at Cap de la Hague had now launched and would deal with the yacht Pupas.

By 0006 the Waveney had reached the position from which the flares had been sighted and began to search an area five miles by three miles. Nothing was found and at 0133 it was agreed that the search having been completed with no sign of a casualty the lifeboat should return.

She finally reached Braye Harbour in Alderney at 0220 after seven hours at sea.CREW MEMBER OVERBOARD AND LIFEBOAT FILLED Windsurfer saved in broken seas and 8ft surf A service carried out by Bridlington's D class inflatable lifeboat in very heavy seas has earned the helmsman, Andrew Brompton, a framed letter of thanks from the chairman of the RNLI, and crew members Andrew Day and Brian Cundall a similar letter from the chief of operations.

On 11 April 1989 Humber MRSC informed the honorary secretary of Bridlington lifeboat station that a windsurfer was in difficulties just south of Bridlington har- Bridlington East Division bour.

A SE Force 6 wind was creating breaking surf on the beach about 4ft high, but after discussions about the conditions the honorary secretary agreed to the launch of the D class lifeboat, because of the immediacy of the situation, and also to bring the station's Mersey class Alex and Peggy Caird to a state of immediate readiness.

The D class crew were paged at 1340 and by 1344 the lifeboat was launched from the beach and headed for the casualty's reported position.

Once through the surf on the beach good progress was being made towards the given position, about half a mile away, when the lifeboat struck a large wave and crew member Day, who was in the bow was thrown overboard.

He was recovered quickly, but as the lifeboat gathered speed he was thrown in the air again, striking the canopy with his head and breaking the bow board with his helmet. The divisional inspector later observed that only the helmet had saved him from injury.

The lifeboat reached the given position without further incident, but nothing could be seen over the short breaking seas, estimated as up to 8ft high in this position.

Taking way off the boat the crew radioed the Coastguard for confirmation of the casualty's position, but as the lifeboat crested a wave another sailboarder waved the lifeboat to the north.

At 1352 the inflatable crested another large wave and the crew spotted the casualty about 50 yards north of Bridlington North Pier. The board was lying head-to-sea with the rig in the water astern and to port, and the windsurfer lying prone on the board with his head to the stern.

Although the wind was still NE Force 6 and the seas some 8ft high the casualty was clear of the harbour bar and the waves were not as confused as further to the south. The tide was setting to the north, away from the harbour and the visibility good, despite the overcast conditions and rain.

Approaching from inshore to make a headto- sea pick-up the lifeboat crew asked the sailor to leave the board, as the rig was a potential hazard. He refused, so the helmsman decided to approach the apparently clear starboard side of the board and brought the lifeboat into position.

The survivor was hauled aboard, but as he cleared the board the rig went underneath it and fouled the inflatable's propeller. Helmsman Brompton put the engine full ahead and the propeller tore free of the sail as the lifeboat moved clear, leaving the board in the water.

Conditions were such that the helmsman decided it would be better to land the survivor inside the harbour, rather than on the exposed beach, so he made an approach over the bar in very broken water. The lifeboat filled continuously in the seas on the bar but was taken through them safely and the survivor landed.

After waiting for two other windsurfers to make the shore safely the lifeboat was rehoused and ready for service again at 1435.NINE HOUR SERVICE ON ONE ENGINE TO STRANDED Trawler driven ashore in Force 9 southerly gale and 30ft seas Valentia - Ireland Division Valentia's Arun class lifeboat Margaret Frances Love was involved in a major incident on 13 January 1989 when the large, Brixham-registered trawler Big Cat was driven ashore in a southerly gale of up to Force 9. The lifeboat was hampered by having to operate on one engine, and Coxswain Seannie Murphy has received a framed letter of thanks from the Chairman of the RNLI for his seamanship and leadership during the nine-hour service in very poor weather.The mechanic, John Houlihan, assistant mechanic, James Murphy, and crew member John Sheehan have received letters of thanks from the chief of operations for their part in the service and the director has also written letters of thanks to local volunteers who operated a cliff rescue service and the owners of another trawler whose crew volunteered to help in the operation.

First news of the incident came at 0738 on 13 January when Valentia Radio informed the station's honorary secretary that Big Cat was ashore on nearby Beginnis Island, and that her master had reported she was taking water rapidly in extremely high seas.

The crew were paged and assembled by 0745, but Margaret Frances Love was officially off-service for repair work on the valve gear of her starboard engine. In consultation with the coxswain and mechanic the honorary secretary decided that it was imperative to launch, so at 0810 the Arun slipped her moorings on one engine to make her way to the scene.

She reached the casualty ten minutes later, in very heavy seas and a wind of between Force 7 and Force 9, towing the inflatable boarding boat in case this could be used to recover the trawler's crew. Anchoring about 70 yards from Big Cat the coxswain tried to veer down to the casualty, but it was obvious that any attempt at rescue from seaward would be very hazardous, as waves were breaking completely over the casualty. He called for helicopter assistance and for the local Cliff Life Saving Service (CLSS) and returned to Knightstown.

The Number One man from the CLSS and four volunteers boarded the lifeboat at 0910and she then went alongside a Spanish trawler, Monte Marin, to pick up ten more volunteers from her crew. There was no safe landing place on Beginnis Island so the 15-man shore-party was landed with the aid of a 35ft fishing boat which had arrived at the scene and the RNLI boarding boat. The men were on the island by approximately 0930 and made their way overland to the casualty. By 1015 they had succeeded in lifting 11 survivors up the 30ft cliffs, despite the very slippery conditions underfoot caused by dieselfuel leaking from the trawler.

Returning to Big Cat by sea the coxswain was notified at 1015 that three men were still missing, so the lifeboat immediately began to search to the north, following a line of debris.

Meanwhile helicopters from the Irish Air Corps and RAF Brawdy had arrived and between then transferred the survivors and cliff rescue team ashore from the island.

The lifeboat continued her search for the missing men in appalling conditions, with waves 30ft to 40ft high, and hampered by operating on only one engine. The coxswain kept an anchor ready to run as he searched the confined waters and his skill has been highly praised by all concerned. Eventually, at 1158 a body, later identified as Big Cat's engineer, was recovered but the lifeboat continued her search until 1300, when she returned to Knightstown to land the body.

Putting to sea again she continued searching through the afternoon, still in very bad conditions, until finally returning to her moorings at 1730, almost nine hours after launching. No further survivors or bodies had been found.Driver saved from sinking digger Helensburgh - Scotland South Division Helensburgh's Atlantic 21 carried out an unusual rescue on 29 May 1989 when a survivor was safely landed from a mechanical digger which had become bogged down with a rising tide.

The lifeboat had been alerted by the Coastguard at 1711 when the digger became stuck in mud off Port Glasgow, where it had been working on an old timber pond.

The Atlantic covered the 7.5 miles to the scene in a little over a quarter of an hour, but by the time she arrived only the cab and the tips of the shovel were showing above the incoming tide.

Working her way carefully between the old timber verticals of the pond the lifeboat was able to rescue the driver and land him at nearby Port Glasgow.'Abandoned' airman retrieved from dinghy Cullercoats East Division Lifeboats and helicopters are frequent partners in rescue missions, so there was nothing unusual in Cullercoat's C class inflatable working with a helicopter crew man from RAF Boulmer.

What was unusual though is that the lifeboat had been called out to rescue the RAF man, Flying Officer Mark Parsons, from his small dinghy one and a half miles from the station.

A helicopter had lowered the airman into the dinghy during an air-sea rescue exercise, and had then developed a problem which prevented it from picking him up. A puzzled Mark could only watch helplessly as the helicopter flew off, leaving him alone in the North Sea. With no radio in the dinghy he could only sit and await developments.

Merriment The helicopter crew had immediately informed the Coastguard of their colleague's predicament and the Cullercoats lifeboat was immediately launched to bring him to safety.

Conditions were good, with only a light wind and slight sea, and so only five minutes after launching at 1228 the abandoned airman was safely aboard and on his way back ashore. The Coastguard's mobile unit took him back to the MRC at Ty nemouth for a cup of tea before his wife collected him! A spokesman for RAF Boulmer said that the Flying Officer had not been in danger and that on his return there had been a 'fair amount of merriment over what had happened'.

'The poor guy had no idea what was going on,' he added, 'but he was very trusting. He'd guessed they had some sort of problem and hadn't just left him...'LIFEBOATS AT SEA FOR MORE THAN 70 HOURS Six lifeboats in search for missing Belgian trawler The new Tyne class lifeboat at Douglas, Isle of Man, had a testing time during her first service, in a search for a missing Belgian trawler which lasted for 11 hours in Force 7 winds and very rough seas. Sir William Hillary returned to resume the search after three hours ashore and was at sea for a further six and a half hours.

A total of six lifeboats took part in the search for Tijl Uilenspiegel, which also involved merchant vessels, helicopters, aircraft and HMS Ribble, but only a single body was recovered from the vessel's five-man crew.

Ly tham' s relief lifeboat Voluntary Worker was at sea for 15 hours, the Port St Mary lifeboat The Gough Ritchie for more than 12 hours, the Barrow lifeboat James Bibby for eleven hours, the Moelfre lifeboat Robert and Violet for nine-and-a-half hours and the Fleet wood lifeboat Lady of Lancashire for seven hours. The arduous services earned the coxswains, crews and shore helpers at each of the stations a letter of appreciation from the RNLFs chief of operations.

Sir William Hillary was the first lifeboat to be called out, the honorary secretary at Douglas having been monitoring a conversation between a Belgian trawler and Liverpool MRSC. The language barrier was causing difficulties but it became apparent that the trawler had picked up a body from a sister ship, which was now missing.

At 2048 on 5 March 1989 the honorary secretary offered the assistance of the Douglas lifeboat, which was accepted a little over five minutes later and the crew paged. Sir William Hillary put to sea at 2106 for the 26- mile passage to the search area on a pitch black night with low cloud and gale force southerly winds creating a very rough sea on the starboard bow.

An hour and a half later the lifeboat arrived at the casualty's position and Liverpool MRSC which was co-ordinating the search asked her to search an area to the south.

Reaching her new position at 0003 the lifeboat began an intensive search pattern which lasted until 0639, investigating every piece of flotsam and with two men on deck with a searchlight at all times. The deck watch was rotated at intervals to prevent exposure in the poor conditions.

The Port St Mary lifeboat relieved Sir Barrow, Douglas , Fleetwood, Lytham St Annes, Moelfre and Port St Mary West Division William Hillary at 0639 and she set a course for Douglas in a wind which had now moderated to Force 4, being slipped at 0800 on 6 March. At 1125 she launched again to continue the search, working with the Fleetwood lifeboat, and was finally back on station at 1930.

Lifeboats involved: Barrow, Tyne class lifeboat James Bibby: launched 2105,5 March 1989, returned to station 0810, 6 March 1989.

Douglas, Tyne class lifeboat Sir William Hillary: launched 2106, 5 March 1989, returned to station 0800, 6 March 1989. Launched 1125,6 March 1989, returned to station 1930, 6 March 1989.

Fleetwood, Waveney class lifeboat Lady of Lancashire: launched 1108, 6 March 1989, returned to station 2004, 6 March 1989.

Lytham St Annes, relief Tyne class lifeboat Voluntary Worker: launched 0317, 6 March 1989, returned to station 1815,6March 1989.

Moelfre, Tyne class lifeboat Robert and Violet: launched 0823,6 March 1989, returned to station 1905, 6 March 1989 Port St Mary, Arun class lifeboat The Gough Ritchie: launched 0440, 6 March 1989, returned to station 1620, 6 March 1989.C class inflatable lands 112 passengers St Ives - South West Division The St Ives C class inflatable lifeboat can lay claim to some sort of a record after she ferried no less than 112 people ashore from local pleasure boats in a single service on 21 August 1989.

Despite the very light wind and fair weather a heavy ground swell built up rapidly on a falling tide, preventing six local boats from landing their passengers safely.

The crew of the lifeboat realised that the situation was becoming difficult and, with a number of elderly people and young children aboard the boats and the swell too heavy for dinghies, it was decided to launch the lifeboat to take the passengers off.

The service lasted for some two-and-a-half hours, the C class launching at 1155 and returning to station at 1430, and during that time the inflatable was busy making numerous trips to and from the shore.

One of the woman passengers was very seasick and fainted before being taken to hospital by ambulance, but the remaining 111 people were none the worse for their unexpected rescue by lifeboat.Prompt action by lifeboat saves Skye car ferry from rocks Mallaig Scotland South Division The deputy second coxswain of the Mallaig lifeboat has received a letter of thanks after his prompt action when in command of the relief Arun class lifeboat Sir MaxAitken which enabled a passenger ferry with more than 50 people aboard to be towed to safety.

The Skye ferry was reported in difficulties by Oban Coastguard at 1908 on 23 December 1988 and the lifeboat put to sea under deputy second coxswain McMinn, on his first service in command of a lifeboat.

The ferry was adrift in Lochalsh with a damaged loading door, and a NW Force 9 gale was making the sea rough. Launching into the gale at 1930 the Arun reached the casualty at 2045, where two Royal Naval Auxiliaries were manoeuvring the crippled car ferry.

The assistance offerred by the lifeboat was declined, butSirMaxAitken stayed with the three vessels to escort them to safety.

When approaching the harbour at Kyle of Lochalsh one of the auxiliary vessels cast off her tow, and the ferry and her passengers immediately started to drift towards a rocky outcrop in the gale force wind and rough sea.

The coxswain instantly realised the potential danger of the situation and quickly took the lifeboat in to the ferry. Passing a towline he was able to pull the casualty clear of the rocks, then went alongside and, with the assistance of the remaining RN Auxiliary, manoeuvred the vessel alongside the pier at Kyle of Lochalsh.

With the ferry safely alongside the lifeboat was able to leave her at 2240 for the passage back to her station, and was on her moorings and ready for service again by 2359.Fast first for Brighton's new Atlantic 21 Brighton - South East Division Brighton's new Atlantic 21 Graham Hillier and Tony Cater found herself on service very promptly after arriving at the station on 21 July.

The new boat had been delivered from the RNLI's Cowes base at about 1120 and had been launched to transfer equipment from the old boat to the new. Only five minutes after she hadbeen put in the water Solent MRSC called - a small power boat with four people aboard was ashore on Hove beach, 3 miles from the station.

With the crew already to hand the lifeboat put to sea immediately and was able to reach the casualty in seven minutes, refloat her and tow her, with the crew aboard, back to safety in Brighton marina by 1300.

The name of the casualty? Fast Lady.Life's little mysteries...

No further details of this most unusual service are available, as the station's puzzled honorary secretary cannot recall the lifeboat towing in a coach as reported by the 'Whitby Citizen'...

There were no injuries and the coach was recovered in just over an hour by a local garage, was towed back to port by Whitby lifeboat after an engine room fire disabled it nine miles offshore..