The Lifeboat C class inflatable Operational Number C518 The Crew Thanks on Vellum: Helmsman Jeremy Thomas Crew Member Leonard Walters Lifeguard Simon Jury Vellum Service Certificates Andrew Walters Michael FaulknerC classjj-Iu_cksjthreejto safety from cliff base The rescue of three people from cliffs on the Cardigan coast has earned two C class crew members the Thanks of the Institution inscribed on Vellum, with a third going to an off-duty lifeguard who played an active part in the service. The two other lifeboat crew members will receive Vellum Service Certificates.

Off-duty lifeguard Simon Jury first spotted the three people and their dog as he paddled out to go surfing the evening of 28 August 1996. They were cut off by the rising tide - predicted as one of the highest of the year - and one of them had started climbing the cliff. Realising that he would not make it to the top Simon paddled in through the breakers to the beach, with some difficulty, and told them to stay where they were while he raised the alarm.

Paddling to Aberporth he contacted the Coastguard who in turn alerted Cardigan lifeboat station.

Six minutes later the station's C class inflatable was underway, launching into a 25 knot NNW wind with crew members Jeremy Thomas, Leonard Walters, Andrew Walters and Michael Faulker aboard.

With time of the essence the lifeboat took the shortest possible route, passing inside Cardigan Island and through several sets of heavy overfalls with helmsman Thomas having to constantly alter course and speed to counter the effects of a large breaking sea.

Meanwhile New Quay's Coastguard mobile had arrived on scene and advised the lifeboat that rescue up the cliff would be impossible.

The C class arrived at the scene at 1844, and with the deteriorating weather and failing light the crew realised that the passage back to Cardigan would be long, slow and uncomfortable for the casualties, so they asked that New Quay's Mersey class be launched to take the three walkers once they had been rescued from the beach.

Several attempts were made to anchor off and veer down towards the casualties, but the anchor dragged each time. The beach was too rocky to take the lifeboat on to, so the only option was for one of the lifeboat crew Cardigan West Division to swim aline ashore. Len Walters had agreed to do this when Simon Jury arrived back at the scene, paddling a bigger, more stable board.

As he paddled ashore, towing Len Walters, Andrew Walters and Mike Faulkner carefully paid out a line. Just then a large set of waves came along, throwing the lifeboat across the line and fouling it on the port propeller. The snatch separated Len Walters from Simon Jury, who lost his paddle.

Helmsman Thomas kept the lifeboat in position with the remaining engine while the line was cleared, but it was now too short - pulling Len Walters back into the surf. The anchor line was cut to lengthen the lifeline and, with the three casualties in lif ejackets and roped to Len Walters, the lifeboat slowly pulled them clear.

Despite grounding on some rocks on the way they suffered only minor cuts as they were pulled back out to the lifeboat - with Simon Jury escorting them after retrieving his paddle - and as soon as they cleared the surf they were taken aboard.

Simon then set off back to Aberporth, and once the lifeboat crew were satisfied that he was safe the three survivors were transferred to New Quay's Mersey - not without some difficulty in the 2m swells and breaking seas.

The Mersey was soon able to set off on the ninemile passage back to her station, with the survivors snug in her wheelhouse, but the C class faced another 40 minute trip back to Cardigan in rough conditions.

The casualties' dog was found, safe and well, the next day.LIFEJACKET SAVES DOG'S LIFE Crew of two survive yacht fire and explosionTwo people and their dog had a very lucky escape last October when a fire and explosion ripped through their 27ft yacht.

Whitstable's Atlantic 21 was searching within 100 yards of the casualty when she exploded, showering the area with debris.

The yacht's crew had been out fishing on the evening of 12 October when a fire broke out as they tried to re-start the engine and could not be brought under control.

With them was crew Natasha Hall's four-year-old dog Billie, who was wearing his own special lifejacket.

With the vessel ablaze from stem to stern Natasha and the yachts' skipper had no alternative but to go overboard, throwing Billie into the water at the same time.

Whitstable lifeboat was launched at 1920 and arrived on the scene, only some four miles from the station, soon afterwards to search for the survivors.

The skipper had already been picked up by another yacht but in the darkness, with the smoke and fumes from the burning yacht making life even more difficult, Natasha could not be seen.

A rescue helicopter and the lifeboat began their search, using searchlights and night vision equipment and both were very close to the blazing yacht when, at 1933, she exploded showering them with debris.

The helicopter was in the process of winching up the skipper from the yacht which had rescued him at the time of the blast, which was believed to have been caused by a gas bottle.

Almost immediately afterwards Natasha was spotted at the low water mark close to the shore, and two of the lifeboat's crew were able to wade ashore and help her aboard the Atlantic.

She was taken back to the boathouse, and then on to hospital for a check-up, while the skipper who was still aboard the helicopter was flown there.

The lifeboat was back at her station landing the survivor by 2000, but at 2016 she launched again, to search for the missing Billie.

Despite firing paraf lares to illuminate the area and searching for half-an-hour there was no sign of Billie.

So after marking the position of the wreck, which had burned to the waterline and sunk, the Atlantic returned to the lifeboat station.

However Billie's lifejacket, and a little luck, saw her through. Friends organised a search party, and more than six hours after the accident, they were delighted to see the reflection of her eyes in their torches. She had been washed ashore on the beach more than a mile-and-a-half from the scene and, although exhausted, was alive and well.Faster... and further The abilities of the new generation of fast lifeboats were highlighted on the very day that this page of The Lifeboat went to press - with Eyemouth's Trent Barclaycard Crusader going to the aid of a stricken fishing vessel no less than 700 miles to the east of the station in a southerly Severe Gale Force 9.

The 70ft vessel had lost all steering and, with no other vessels in the area able to help, the Trent was asked to go well beyond her normal operating range to assist.

Launching at around 1000 on 16 February the 100 mile passage to the casualty took just four and a quarter hours, with the tow back starting an hour or so later. With the casualty providing some propulsion - but no steering - the Trent was able to manage almost 5 knots for about 60 miles, until the tow parted and the fishing vessel ran over the line, fouling her prop.

It took an hour to untangle, by which time it had been decided that Barclaycard Crusader should return to station to refuel while Dunbar's lifeboat (also a Trent) took over.

Dunbar's Sir Ronald Pechell srtook over the tow at about 0200 on 17 February, bringing the casualty to within five or six miles of Eyemouth before Barclaycard Crusactefwent back out to finish the job.

The casualty was berthed safely just after 1100 on 17 February - more than 25 hours after the lifeboat first launched. Five saved as stranded yacht sinks on rising tide Both of Harwich's lifeboats were involved in a service to the yacht Pollyanna last August when she grounded on the Cork Sands and eventually rolled over while a lifeboat crew member, a helicopter winch man and the yacht's skipper were still aboard and then sank.

Pollyanna had been returning from a day's sail when she ended up to the south of her intended course and touched the Cork Sands, about six miles offshore, at about 1500 on 26 August 1996.

Unable to sail or motor off she informed the Coastguard of her situation and settled down to wait for the tide to float her off. For an hour and a half all was well but as she began to float and swing round head to wind two large swells came behind the sands and dropped her hard on the bottom.

Water started to appear in the bilge and was rising faster than the pumps could handle, so Pollyanna put out a Mayday.

Thames Coastguard immediately contacted Harwich lifeboat station and by 1843 the Atlantic inshore lifeboat was under way, with the station's then Waveney class John F/sonfollowing five minutes later.The Atlantic was first on the scene about 15 minutes later to find Pollyanna with a foot of water in the cabin and the crew inflating their dinghy. Four of them were taken aboard the inshore lifeboat while a lifeboatman went aboard the yacht. A rescue helicopter had now arrived with a portable pump, so with the water rising steadily the lifeboat peeled off to receive the pump and helicopter winchman.

They were transferred to the yacht, but before pumping could begin the pilot called down to advise abandoning the vessel as she was rolling over and sinking.

The three men jumped into the water to keep clear of the mast and rigging as the yacht rolled over, but the Atlantic's radio aerial suffered some damage as it descended on her. It is believed that the yacht's keel had become detached as she pounded on the sand, causing her to roll over quickly.

The Atlantic picked up the men in the water, transferring the skipper and the four survivors already aboard to the recently arrived Waveney, before returning to place a marker buoy over the wreck.

With everyone safe both lifeboats were able to return to Harwich, the survivors being landed by the Waveney at Suffolk Yacht Harbour - their home base - before returning to the station at 2050, 30 minutes after the Atlantic.Long haul for Harwich's new Severn Harwich was the first station to receive a new Severn class lifeboat (on 20 October 1996) and it was not long before the speed and endurance of the new class was put to the test.

On 12 November the new boat, Albert Brown, was called to the aid of a 270ft merchant vessel with an electrical fire which had put all essential services out of action.

Although she was initially thought to be some 40 miles offshore Albert Brown eventually stood by her 51 miles to the east of the station. Launching at 1828 she took only two and three quarter hours to make the passage to the casualty, despite a Force 9 ahead of the beam which was producing a very rough sea on top of a 6m swell.

The Severn stood by for a further five hours before the casualty was able to restore power and go on her way - leaving Albert Brown with the passage back home in the same wind and sea conditions.

After 11 hours at sea in very testing weather the Harwich crew were very pleased with their new lifeboat - the Honorary Secretary's report simply and economically stating:' Severn class tested for real. Good boat. Long outstanding service in v. bad weather. Crew took severe punishment for 11 hours'.The RNLI has been asking some of those who have been on the receiving end of a lifeboat service to complete a questionnaire giving the details as seen from their viewpoint.

The scheme is completely voluntary, but a large number of responses have been received and some people have provided useful and vivid accounts of their rescue.

On the next two pages we look at accounts from the casualty's viewpoint...

A serious leak Peter Gough had a party of divers aboard his fishing boat Beowulf when trouble struck...

It was a typical hot flaming June day, a smooth sea, not a cloud in the sky.

We had sailed out of Poole with a mixed group of young divers excited at the prospect of the coming drift dive along some of the most spectacular scenery in the country.

Climbers were scrambling up the cliffs, adding to the sense of adventure and the group was forming into pairs and quietly helping each other kit up and prepare to enter the water.

The sort of day when nothing could possibly go wrong.

I was in the wheelhouse checking our position, depth and so on when one of the divers came to tell me that smoke was pouring out of the engine hatch.

Fearing a fire in the engine space we cleared away gear from around the hatch, sending people as far from the potential danger as possible.

I gingerly cracked open the hatch, several minutes having passed since the automatic extinguisher should have activated. There was no fire and the smoke soon cleared - revealing several inches of water in the bilge.

It soon became obvious that the water was rising faster than the electric bilge pumps could handle.

There were several boats in the vicinity, and I thought the safest place for the divers was in the water.

One stayed behind, manning the manual bilge pump and keeping an eye on the divers who were drifting along with boat a few yards clear.

I put out a Mayday, giving our position, the total number of people aboard and the exact nature of our problem. With the water rising fast it was odds-on that we would lose battery power, stopping the pumps and more importantly the radio.

Curly G, a fishing vessel out of Poole, dropped everything and was first alongside, passing over a battery that we could hitch up to my spare electric pump - complete with crocodile clips and long lead that I had thought I would probably never use.

A rigid inflatable from a Windsor diving club was next on the scene and collected the divers ready to take back to Swanage. Both skippers had picked up my Mayday and raced to our assistance.

Portland Coastguard had alerted Rescue 172, our local helicopter, and she was hovering overhead in minutes. The Swanage lifeboat arrived in the middle of all this and soon had a crew member aboard.

By now I had located the problem - a split exhaust hose. Beowulf has a 380hp engine with a five inch exhaust, and that's an awful lot of incoming water.

The lifeboatman didn't hesitate for a moment, but jumped straight into the bilge space, where I passed him various bits and pieces to cram into the split. He Swanage South Division eventually rammed an inflatable marker buoy up the exhaust from the outside, successfully stemming the flow.

At the same time the lifeboat had manoeuvred into a position to tow, and within a very short time we were safely tied alongside in Swanage. where a powerful petrol-driven pump was put aboard and quickly had us dried out.

One of the lifeboat crew arrived with a car tyre inner tube and, securing one end over the exhaust stub with a hose clip, held the other end over the gunwale to stop all further water ingress.

All of the party had a most exciting day out, albeit not quite what they had in mind. They were all most impressed by the swiftness with which we had been rescued and the calm, positive manner which marked the whole episode.

Two weeks later they came back so that they could actually dive off Durleston head and we were able to talk over the rescue - and after a couple of weeks to reflect they were even more full of praise for the lifeboat crew.

Things could have been so different. Weather, speed and cool professionalism had turned what could have been a tragic incident into an exciting day out to be discussed over a pint.

Even more importantly twelve enthusiastic young people have not been terrified into giving up their chosen sport but have been able soberly to think about what might have been and gain from their experiences.

A hearty thank you from all of us.

Peter Gough, Beowulf The station's account.., Swanage, 23 June 1996 Cause of service: Leaks or swamping Type of casualty: Diver support craft Weather: Cloudless sky; very good visibility; wind Force 3; sea slight Deputy Launching Authority contacted by Coastguard at 1307 with request for immediate launch to assist vessel Beowulf reported sinking and about to abandon ship to south of Anvil Point. Inshore lifeboat arrived on scene at 1320.

Fishing vessel Curly G, a rigid inflatable and another fishing vessel on scene.

Inshore lifeboat picked up five divers from the water.

The rigid inflatable and Curly G picked up the remainder, total 12. Took them to Swanage boat park.

All-weather lifeboat towed casualty and two crew members of Beowulf to Swanage slipway.FROM THE CASUALTY'S VIEWPOINT.

Enjoyable sail turns into near disaster Windsurfer Christopher Long was out enjoying a brisk sail last September when gear failure disabled his board and he spent three hours in the water. When Eastbourne's inshore lifeboat picked him up he was suffering from hypothermia - semi-conscious and unable to speak.

I have windsurfed for just over 12 years, and during the last four I've sailed through the winter. I've been abroad windsurfing many times, sailed in big winds and waves, different boards, sails, broken equipment out at sea, rescued people by'towing and so on. I'm too old for 'acrobatics' but consider myself fairly well experienced.

On this day, I had been sailing for approximately an hour. The wind was from the north-east, which is actually along the shore in Eastbourne, at about Force 4 to 5. I was using my largest board and largest, 6.7sq m, sail. I felt comfortable and in control.

I was sailing away from the beach and about a mile out when I heard two sudden 'cracks'. The boom had broken on the starboard, leeward, side - not on the main tubes but on the removable front end - quickly followed by the back end. Two years ago an identical thing had happened on the windward side and I managed to sail back, so this did not seem to be a serious problem.

I got into the water and inspected the boom. It appeared to be a difficult job to transfer the unbroken boom tube from the port to the starboard side so I started swimming towards the shore with the board and the rig.I am a strong swimmer and regularly swim a mile, so this did not, initially, appear unrealistic and would in any event give me time to review the situation.

I decided that it would be worthwhile to re-rig the boom, but is was difficult as there was a large swell - generated by consistent east and north-east winds over the previous four days - and it probably took me at least half an hour.

I managed to waterstart successfully but was unable to control the board. Subsequent attempts failed and severe cramp in my calf muscles forced me to stop.

I then decided to 'self rescue' - take out the sail battens, roll the sail around the mast, lash everything to the board and paddle back to the beach.

I had detached the rig from the board and unfastened the safety leash when a large swell took the board from my hand. I swam after the board, but could not catch it, so I abandoned the rig and began swimming towards the shore - it was approximately two hours after the breakage occurred.

After about another hour I was picked up by the Eastbourne inshore lifeboat and taken to Eastbourne general hospital where I was admitted with hypothermia (my body temperature was 33°C).

A fellow windsurfer, Guven Kais, was responsible for alerting the emergency services. He had noticed that my car was still in the parking area but could not see me on the water. Needless to say I am extremely grateful to him and the lifeboat crew for saving my life.

This quite traumatic event has forced me to review the precautions I take when windsurfing. Not that I am by any means careless - my equipment is relatively new, inspected and maintained in good condition and always washed after use. I have been advised that flares are of little use since they need to be kept absolutely dry - something completely impractical on a sailboard. Personal Direction Locator Beacons are probably too bulky for windsurfing and making the decision to both use it and activate it could be a problem for a windsurfer. Looking back, I wonder if I would have left it in the car that day? Currently I favour buying a mobile phone which I would use prior to sailing to call for example a friend and relay a simple message such as 'I am at Shoreham Beach and will phone you back in two hours'.

But I think the main precaution is one of attitude, I believe I got into trouble because my initial reaction was that this was an inconvenience not a potential disaster. Fortunately, I was rescued and my experience has shown me just how fine that division can be and, I hope, to recognise potential danger.

• The RNLI's Safety on the Sea booklets advise that flares are carried at all times. It is difficult to keep them dry on a windsurfer but some sort of waterproof stowage can often be arranged.The station's account...

Eastbourne, 21 September 1996 Cause of service: vessel Overdue Type of casualty: windsurfer Weather: part cloudy; good visibility; wind Force 5; sea moderate or choppy Dover Coastguard contacted station at 1714. They had received a 999 call about a missing windsurfer who had not been seen since 1430. Last position approximately half-a-mile of Langney Point.

Inshore lifeboat launched at 1722, all-weather lifeboat launched at 1725.

Inshore lifeboat asked to start at last known position and search towards Pevensey Bay. Many fishing marks in the area but crew member Dave Needham spotted a person in the water approximately half a cable off the starboard bow. Went alongside and pulled him on board. He had a good wetsuit but no lifejacket. We managed to get his name but then he went into a state of semi-consciousness. Informed Dover Coastguard we had found him and asked the all-weather boat to come alongside so that we could transfer him and warm him up. Ambulance requested to met lifeboats at Sovereign Harbour.

Casualty transferred to all-weather lifeboat and warmed and monitored in wheelhouse. Once at Sovereign Harbour we were informed that the ambulance would be 10-15 minutes so, once secured in the lock, the engine room door was opened to let more warmth into the wheelhouse. The casualty recovered enough to be transferred to ambulance by chair but was still not aware of his surroundings...