D CLASS VEERED DOWN IN CONFUSED SEAS Family of five snatched to safety from base of cliff on rising tide A service by Little and Broad Haven's D class on 23 September 1995 to a family stranded at the base of a cliff on a rising tide has led to the award of the Institution's Bronze Medal to Helmsman Crispin Williamson and the Thanks of the Institution on Vellum to crew members Brian Dilly and Dai Love.Itwasl541 on 23 September 1995 when Little and Broad Haven's D class inflatable launched to assist four children and two adults who were stranded by the rising tide at the foot of the cliffs near Druidston Haven.

The stranded family had put to sea in calm weather in their new dinghy and landed at Nolton Haven beach. Later, while trying to launch in rapidly deteriorating weather, the dinghy was swamped.

The rising tide prevented the mother and children from moving along the rocks and they became trapped some 60ft from the father who had gone for help.

The wind was Westerly Force 5 gusting 6 with 6ft waves at Little Haven - marginal launching conditions for the D class lifeboat Sybil.

However the lifeboat, helmed by Crispin Williamson and crewed by Dai Love and Brian Dilly, was launched successfully and headed for the scene as fast as the conditions would allow. On arrival they found the family trapped about 200m north of North Haven, where the shore line is strewn with rocky outcrops with cliffs more than 200ft high and small coves which completely cover at high water.

The lifeboat went first to the mother and four children, aged between 6 and 12, who were stuck on a rock ledge at the base of a steep cliff. Wet, cold and scared, the children were in summer clothes but still wearing their lifejackets.

Close under the cliffs the sea conditions were much worse, with breaking waves on top of the swell and confused by the backwash from the cliff base.

A direct approach was impossible sothe lifeboat passed close to the casualties while the crew told them to stay where they were, reassured them and told them that they would anchor and veer back down to them.

Crispin Williamson manoeuvred the lifeboat into position, anchored and veered down through the unpredictable wave pattern. Choosing a small rocky outcrop he held the lifeboat alongside just long enough for crew member Dilly to leap ashore - he knew the family and was able to calm them ready for the difficult transfer to the lifeboat.

Judging the conditions Crispin Williamson manoeuvred the D class alongside the rock while Brian Dilly carried the children to the end of the outcrop one at a time. Here he had to throw them to Dai Love, who caught them in the well of the boat. Between each casualty, the lifeboat stood off and then veered down again, sometimes twice, to recover each of the four children. As the mother was being transferred, a large wave broke drenching both her and Brian Dilly.

With five of the casualties safely on board, the lifeboat powered away to repo-sition and rescue the father. Having reanchored and started veering down, three huge waves caught the lifeboat throwing her broadside on to the seas. Dai Love quickly and instinctively retrieved some warp, holding the bows to the seas and almost certainly preventing a capsize.

By now the lifeboat had shipped a considerable amount of water and the helmsman decided it would be safer to take the five people already aboard to the beach before returning to rescue the father. So, at 1605 they were landed and the children - who were now in the first stages of hypothermia - taken to shelter.

The lifeboat was quickly relaunched to rescue the father, who had by now climbed the cliff and was stuck some 50ft up. Once again the lifeboat anchored and veered down and Brian Dilly was landed.

The St David's Auxiliary Cliff Rescue Team had been called and for the next hour the lifeboat stood off to direct the rescue teams while crewman Dilly remained at the foot of the cliff exchanging jokes and encouraging the father to maintain his precarious position.

Dense undergrowth prevented a vertical recovery up the cliff so eventually both an Auxiliary Coast Guard and the casualty were lowered down to sea level for the lifeboat to recover. Crispin Williamson and Dai Love held the stern of the lifeboat close enough to the rocks to allow the casualty and rescue team to jump on board and by 1721 the last casualty had been landed at Druidston.

With everyone now safe the lifeboat returned to the abandoned dinghy to recover some personal gear, including house keys, which were safely recovered despite Force 7 winds and underwater obstructions. The dinghy was holed and could not be saved so the crew returned to station and by 1800 the lifeboat was refuelled and ready for service.ONLY TRAPPED AIR KEEPING VESSEL AFLOAT Crew rescue man trapped in capsized fishing vessel James McPhee, the coxswain of Campbeltown lifeboat, has been awarded the Thanks of the RNLI inscribed on Vellum following a service to the work boat Gille Brighde, when she capsized on 29 March 1995.

Mechanic David Cox, assistant mechanic David Reid and crew members Mark McGrory, Keith Wright, Charles McLellan, Graham McMurchy and Bruce Strang have been awarded Vellum Service Certificates.The owner of Gille Brighde, Dick Gannon, had been trapped in the wheelhouse when she capsized and although Coxswain McPhee knew that he had to be rescued quickly because of the very low water temperature, they could not risk breaking the wheelhouse windows in case this released the trapped air and the boat sank.

Having tried unsuccessfully to right the boat by various means crew members Bruce Strang and Mark McGrory were in the water alongside the craft, and when the air pressure caused one of the wheelhouse windows to explode they managed to grab Mr Gannon and pull him clear while Mechanic David Cox hauled the vessel's bows out of the water, using the lifeboat's winch.

Teamwork In his official report, Kir an Nash, deputy divisional inspector of lifeboats for Scotland, said: 'This rescue, while occurring in favourable wind and sea conditions, demanded fine teamwork and concentration from Coxswain McPhee and his crew. Attempts to right the craft were carried out in the sure knowledge that the trapped survivor might perish at any moment and were executed quickly and efficiently. Teamwork between crew on board the lifeboat and those in the water was excellent. In extremely difficult circumstances, Mr Gannon's life was saved by the calm and effective action of the entire crew, ably led by Coxswain McPhee.' It was at 1557 on Wednesday 29 March 1995 that Clyde MRCC first informed Campbeltown lifeboat station that the 26ft fast work boat Gille Brighde had capsized five miles south of Davaar Island.

At 1605 Campbeltown's Arun class lifeboat Walter and Margaret Couper, left her berth and headed for the position at fullspeed in fair conditions. A helicopter from RNAS Prestwick reached the scene first, but, finding no sign of anyone in the water near the capsized craft, it marked the casualty with a smoke flare and left to search the shoreline. At 1620 the lifeboat's inflatable Y-boat was also launched to search close inshore, but Coxswain McPhee suspected that a man could possibly be trapped under the upturned hull and rather than committing both the lifeboat's dry suits to the Y-boat crew he ordered one of the dry suit-clad crew members to stay on the lifeboat.

The sea was very cold and the coxswain knew that he would have to be rescued quickly if he was to survive' When she arrived at the scene at 1633 the lifeboat found Gille Brighde capsized and beam on to the 3ft swell with only 2ft of her bow above water. Coxswain McPhee brought the lifeboat gently alongside and crew member Bruce Strang went into the water to establish whether anyone was trapped beneath the vessel.

Swimming towards the bows of the casualty he could hear shouts from inside the wheelhouse and recognised the voice as that of the owner, Dick Gannon. He banged hard on the wheelhouse casing to let him know that help was at hand. The sea was very cold and the coxswain knew that Mr Gannon would have to be rescued quickly if he was to survive. The Yboat was recalled and crew member MarkMcGrory joined Bruce Strang in the water.

Coxswain McPhee was reluctant to break the wheelhouse windows to get to Mr Gannon, as it appeared that it was only the air trapped in the wheelhouse which was keeping the vessel afloat so he decided to try to right her. Lines were made fast and several attempts made before being abandoned. An unsuccessful attempt was then made to force the vessel's liferaft underneath the bows to provide additional buoyancy when inflated.

The lifeboat had now been on the scene for 30 minutes and, although Mr Gannon could still be heard, Coxswain McPhee knew that time was running out.

Suddenly the wheelhouse window on the starboard side shattered with a rush of escaping air. Fortunately a line had been made fast to the forward cleat and Mechanic David Cox immediately was able to use the lifeboat's winch to lift the vessel's bows as high as possible out of the water, exposing the main wheelhouse window.

Tangled Crewman Mark McGrory was then able to smash the window and reach inside.

After he had removed lifejackets, cordage and other equipment he was able to reach Mr Gannon's outstretched hand.

However his legs were entangled in cordage and only when this was clear could he be pulled through the broken window.

He was stripped of his outer clothing and wrapped in a blanket before being transferred to the helicopter and taken to hospital in Campbeltown.

The lifeboat remained on the scene until it was confirmed that there had been no other persons on board and Gille Brighde was then towed back to Campbeltown where the lifeboat was refuelled and ready for service again at 2048.LIFEBOAT DAMAGED AS SHE GROUNDS IN SWELL Atlantic rescues two boys cut off by the tide Framed Letters of Appreciation signed by the Institution's Chairman have been sent to Helmsman Michael Picknett and crew members Michael Hoyle, Barry Knaggs and Gordon Young following a service by Redcar's Atlantic 21 rigid inflatable.

Helmsman Michael Picknett was listening to his VHP radio at 1535 on Sunday 16 April 1995 when he heard a conversation between Tyne Tees Coastguard and the local Coastguard Sector Officer about two boys who were in a potentially dangerous situation at the foot of the cliffs at Saltburn. Knowing that it was two hours before Spring high water he telephoned the honorary secretary, who contacted the Coastguard agreeing to launch the station's lifeboat.

At 1542 the lifeboat launched with Michael Picknett in command and Michael Hoyle, Barry Knaggs and Gordon Young as crew and headed at full power for the cliffs at Saltburn, some six miles away. As she approached theCoastguard Sector Officer on the cliff top showed the lifeboat where the two casualties were and Helmsman Picknett made a run past, clear of the surf line.

He saw the two boys standing on rocks at the foot of 500ft cliffs, just clear of the surf breaking on the rocks. There was still some one-and-a-half-hours until high water and, although the boys would probably still be clear of the water, they were already cut off and could not walk to safety. They were dressed only in shorts and T-shirts and would have to wait some hours before they could get to safety. The onshore wind was also forecast to increase to Force 6.

So, after discussion with the Sector Officer, Helmsman Picknett decided to evacuate the casualties. By now the wind was NNW Force 4, with a substantial 2m to 3m Northerly swell rolling in onto the beach. Helmsman Picknett manoeuvred the lifeboat up-tide of the casualties and clear of the breaking seas, anchored and then veered down until they were about 60m from the shore - clear of some isolated rocks further inshore.

Crew member Gordon Young swam ashore with a line, two lifejackets and a waterproof VHP radio and secured the line around a rock. The lifeboat was now secured fore and aft but because Helmsman Picknett was worried that the engines might hit the rocks as the boat surged in the large swell the engines were stopped and lifted clear of the water. That done, Crew member Knaggs also went ashore to help, and the two boys were soon putinto lifejackets and - as they had arrived by mountain bike - they also put their cycle helmets on for extra protection.

The constant movement in the swell was causing the lifeboat to surge on the anchor warp and Helmsman Picknett dropped the port engine to help take the strain. However a very large sea struck the lifeboat, lifting her almost vertical, and as she fell back into the trough the port engine struck some submerged rocks.

The lifeboat was resecured and the engine lifted to prevent further damage.

Vertical When the casualties were ready for the transfer the lifeboat was brought nearer and resecured about 30m from the shore.

While waiting for a 'smooth' to make the transfer three 3m seas passed under the lifeboat, lifting her almost vertical again, and as she fell into the troughs her starboard quarter struck the bottom. However, once these had passed the first survivor was brought out to the boat.

Holding the boys firmly and reassuring them all the way, Knaggs and Young made their way out along the line through the surf to the boat. Knaggs took the youngest casualty out first and then returned to help with the second boy.

With everyone safely aboard the port engine was started, the anchor line and shore line cut and the lifeboat taken ahead ahead until she was clear of the surf. The second engine was lowered and started and at 1625 she headed back to station.

The lifeboat arrived off the beach at Redcar at 1640 but as the Atlantic could not be recovered (the tractor and carriage had been flooded) the boys were transferred to the station's D class and taken ashore.

The Atlantic was taken to Hartlepool and as the port engine was found to be damaged it was changed before she was recovered at Redcar the following day by a replacement carriage and tractor.Awards for St The service by St Helier's Tyne class lifeboat to the high-speed ferry St Malo - reported in the Summer issue of The Lifeboat- has led to the award of the Thanks of the Institution on Vellum to her ex-coxswain, Robert Vezier.

Vellum service certificates will go to the rest of the lifeboat's crew - 2nd coxswain/ mechanic William Hibbs, assistant mechanic Anthony Bonass and crew members Karl Vallois, Paul Battrick, Andrew Hibbs and David Mills.

The lifeboat was called to the assistance of the ferry on Easter Monday , 17 April 1995, when she struck rocks off St Helier and started to sink. There were 300 passengers and seven crew aboard.

The lifeboat crew not only helped with the evacuation and took people aboard (55 people returned on the lifeboat) but also acted as a 'pontoon' enabling passengers to leave the ferry and move to liferafts which on Vdlwn were then towed to other vessels. Another 150 people crossed her decks in this way.

In his official report Capt Hugh Fogarty, inspector of lifeboats for the South division said:' This service was particularly notable in terms of the number of persons assisted, and the difficulties encountered due to the age of so many of the survivors. Coxswain Vezier displayed superb seamanship in maintaining station alongside Sf Malo for 35 minutes while the vessel was evacuated.

Lifeboat first-aider Paul Battrick used all his professional ability to tend to badly injured cases. This was a superb team effort.' SURVIVORS HELPED BY SURFERS Atlantic saves five from speedboat capsized in heavy surf Helmsman Brian Gould of the Cullercoats lifeboat has been awarded the Thanks of the Institution on Vellum for saving five people from their capsized speedboat on 8 April 1995.Crew members Mark McGlasson and Paul Tooke have been awarded Vellum Service certificates and two surfers involved in the rescue, Mark Ward and Stephen Hudson, will receive letters of thanks from the RNLI's Chief of Operations.

The speedboat, Cavabien, had capsized in surf 400 yards off Tynemouth beach, throwing five people into the water - including a five year old boy. Two surfers went to their assistance and held the boy on their surfboard until the lifeboat arrived.

Despite problems with the starboard engine stopping and the port engine cutting out, Helmsman Gould managed to manoeuvre the lifeboat alongside the people in heavy surf three times, until all five had been hauled on board.

In his official report, Guy Flatten, deputy divisional inspector of lifeboats for the north, said; The speed and brevity of this service in no way detracts from the excellent seamanship and leadership shown by Helmsman Gould. This service would have required skill and good judgement even if the lifeboat was operating correctly, however, for much of the time the lifeboat was operating on one, underpowered engine in 3m breaking seas.

'After rescuing the child Helmsman Gould was faced with the difficult decision to either run back to harbour and risk the lives of the remaining casualties in the water, or to continue in the knowledge that his engines were proving less than reliable. It is to his credit that he continued the service and as a result two lives were saved. The two surfers, Mark Ward and Stephen Earl Hudson, are also to be admired for paddling out to the casualties.

Their selfless action undoubtedly helped keep the survivors alive until the lifeboat could reach them.' It was at 1513 on Saturday 8 April 1995 that Tyne Tees MRSC told Cullercoats lifeboat station of the capsized speedboat, which was 200 yards north of Sharpness Point. Just three minutes later the station's Atlantic 21 rigid inflatable launched with Helmsman Brian Gould incommand and although the starboard engine cut out on launching it was quickly restarted.

The lifeboat reached the casualty in four minutes to find two people lying on the upturned hull and a group of people just inside the surf line. A 3m to 4m northerly swell was running, causing a rough breaking sea on the beach. The wind was northerly, Force 4 to 5.

Helmsman Gould decided to run in towards the beach, then turn and head back out to sea, picking the casualties up while head-to-sea. Matching the speed of the sea he ran in on the back of one of the waves and, once it had broken, turned to port and came head-to-sea. As he did so, the starboard engine stopped, and could not be restarted. The port engine was also only producing limited power and the lifeboat was barely able to make headway through the surf. Despite this the lifeboat headed towards the casualties, all the while attempting to 'bump start' the starboard engine.

Surfers The lifeboat crew could see five people in the water, including two surfers who had paddled out and taken a child of five on to one of their boards and who were encouraging the other two casualties to hang on to their boards. None of the casualties were wearing lifejackets and two of them, including the boy, were dressed only in jeans and T-shirts.

As the lifeboat approached, Brian Gould decided that he could not risk stopping, so crew members McGlasson and Tooke stood on the starboard side and grabbed the boy as the lifeboat passed.

He was very cold and frightened and had been in the water for about 30 minutes.

The crew wrapped him in a survival bag.

Helmsman Gould was then faced with a very difficult decision - rush the boy toshore, or run back in and attempt to recover the other casualties, whose condition was also becoming critical.

He decided to rescue the remaining people, and turning the lifeboat he increased speed, running back into towards the beach and then turning to head-to-sea once again. At that moment two huge seas hit the lifeboat, which had very limited power, and forced her up until she was vertical. Fortunately she landed stern first and also ended up head to the next breaking sea.

Helmsman Gould approached the other two casualties and did not stop the lifeboat as they grabbed the lifelines.

Tooke and McGlasson held onto them and once calmer water was reached, the lifeboat was stopped so that they could be taken onboard. One man, who was wearing a wet suit, climbed on board but the other - the boy's father - was suffering badly from hypothermia and had to be lifted in.

Clinging Helmsman Gould then ran the lifeboat in for a third time to pick up the casualties who were clinging to the upturned hull.

The surfers confirmed that they could make their own way ashore and so the lifeboat made best speed back to the station, where the casualties were handed over to the waiting paramedics from an air ambulance which had landed on the beach. The time was 15.40.

The lifeboat's engines appeared to be working perfectly when she was rehoused but during an exercise launch the following day the same problems were experienced.

The RNLI's coast engineering team was called and the cause of the problems was found to be water in the fuel tanks. The lifeboat was withdrawn for repairs and a relief Atlantic 21 inshore lifeboat was immediately placed on service.THIRTY-FOUR CALLS OVER BANK HOLIDAY WEEKENDPoole is one of the RNLI's busiest lifeboat stations with a 'patch' which contains some of the best beaches on the South Coast and the world's second largest natural harbour. Although the harbour is sheltered, it is packed with yachts and sandbanks and has strong tidal streams.

This account by Steve Vince, the coxswain of the station's Brede class lifeboat, covers an incredible 34 calls during a single Bank Holiday weekend, and shows why the station frequently tops the 'most call-outs' league table!The weekend's calls started on 26 August 1995 at 1433 when both lifeboats launched to a 16ft speedboat sinking off Bournemouth Pier. As we made our way out to the Middle Channel in the Brede class lifeboat Inner Wheel, we came across a dinghy in difficulties with two persons on board. Towing began at 1437 and was passed to a yacht club rescue vessel in order that we could continue with the initial service.

The Atlantic 75 class lifeboat Friendly Forester 11 diverted at 1528 to a vessel with engine failure at the Haven. This resulted in the vessel being towed to safety whilst we took another vessel with engine failure.

At 1544 both lifeboats diverted to two sailing dinghies that were trapped against the chain ferry. The occupants climbed aboard the ferry as the dinghies went underneath and were picked up by other vessels. We passed one of the vessels to the Coastguard Patrol boat and stood by in case further assistance was required.

At 1546 the Atlantic 75 diverted to assist a submerged canoe with one person aboard, the occupant was taken ashore with his canoe. Some twenty minutes later, the Brede class lifeboat was called to a 30ft yacht aground on the oyster bank. The Atlantic 75 arrived at 1626 from its previous service to assist.

After nine call-outs, both lifeboats finally returned to station and were ready for service at 1715.

At 0620 the next day, the lifeboats were called to a person in a diabetic coma, aboard a yacht off Goathorn. The casualty was treated by paramedics already aboard the lifeboat.

The Atlantic 75 launched at 1542 to a 42ft cabin cruiser that was on fire off Highcliffe.

The lifeboat later stood down as all persons previously aboard were safely aboard other vessels.

At 1628 the Atlantic 75 launched again, this time to a trimaran aground and sinking off Salterns Marina. The lifeboat managed to tow the vessel to an Auxiliary Coastguard vessel which then towed the trimaran to where it could be lifted from the water.

By 1652, on our way back from Hengistbury Head, we were asked to look for a missing speedboat with four people on board. After finding the speedboat safe and well, both lifeboats diverted to search for a 6ft dinghy with two persons on board andthought to be in trouble off Branksome Chine. The Atlantic 75 took a member of the yacht who had made the report, to assist them in locating the casualty. The vessel was sighted and soon the occupants and the vessel were aboard the lifeboat.

On its way back from this service, the Atlantic 75 located a 22ft speedboat aground on the Hook Sands. The inshore lifeboat managed to tow the vessel off and passed to it to the Brede. After landing the dinghy and its occupants at the Haven, the Atlantic headed for a 16ft vessel with six people aboard which was suffering with machinery failure in Whiteground Lake. The lifeboat made its way towards the casualty but due to the lack of water was unable to get very close. The Brede helped a yacht in difficulties off Brownsea pier at 1810 and then went to assist the inshore lifeboat at 1822.

The D Class was requested from the lifeboat house to tow the small X-boat inflatable dinghy. Using this the four occupants were eventually taken off and transferred via the D Class and the Atlantic to the Brede. The remaining occupants and the vessel were towed to Lake Road. The lifeboat also assisted a 14ft dory with three people aboard with engine trouble.

At 1923 the lifeboat headed for its fourteenth casualty of the day, a yacht having difficulties with the tide in Poole Bay.

The yacht was towed into safety and both lifeboats were ready for service at 2100.

On 28 August 1202 the Atlantic 75 launched to a speedboat in trouble off Hamworthy Park and towed it to safety.Later, the same lifeboat towed a broken down speedboat from Studland Bay to Sandbanks Yacht Club.

At 1756 the Brede launched to a canoe on the Hook Sands. Two people were thought to be aboard but were later located safely ashore.

From 1810 onwards, a further four casualties were towed to safety and both lifeboats finally rested at 2030.

In order to carry out all the lifeboat calls, it is not just the crews that should take the credit. While these services were going on, friends, families and other crew were 'holding the fort' at the lifeboat station - answering the phone and taking a radio log.

A team effort is needed if we are to carry out so many calls successfully, not to mention writing up the 34 reports needed afterwards! During the calls on the 28 August, Helmsman Paul Singleton managed to crew four lifeboats - the 33ft Brede, the Atlantic 75 inshore lifeboat, the ex-D class boarding boat and the small X boat. He probably broke some kind of record! Steve Vince, coxswain Poole lifeboat..