The EDWARD AND MAISIE LEWIS award made to Lt Michael Langley and crew of RN Sea King from 772 Naval Air Squadron for the rescue of 10 crew of the mv Igloo Lion, which was sinking in severe weather on 25 October 1992.
On 25 October 1992, the Igloo Lion began taking on water in severe weather 5 miles north west of Guernsey, and shortly after sunset suffered a main mechanical and electrical failure due to the rising flood in the engine room. A RN Sea King helicopter, was diverted from an earlier rescue in the vicinity to assist. On arrival at the scene, the Igloo Lion was found to be drifting, beam-on to large breaking seas, towards a lee shore. In darkness and storm force winds the ship was rolling violently and lurching bodily up and down on the waves.
The ship’s Master requested that his frightened and exhausted crew be airlifted to safety. In the prevailing circumstances the only possible evacuation point was the top of some wooden pallets stowed on deck very close to the ship’s superstructure. As it was, in darkness with the dimly lit ship providing very poor visual references for the Pilot, and in a severe storm with the aircraft constantly in danger from the wildly swinging masts and rigging, hovering over the transfer point was extremely difficult and hazardous, particularly for a single Pilot crew. Petty Officer Aircrewman Rogers was lowered onto the vessel to supervise the evacuation by the hi-line method. Despite at one stage being pinned to the ship’s guardrail by a wooden crate entangled in the hi-line, his courage and stamina gave confidence to the ship’s crew throughout the long and difficult airlift. On one occasion, the aircraft rotor blades struck a thin radio whip aerial but it was possible to continue the rescue. After 40 minutes of precise and arduous hovering the 10 members of the ship’s crew were lifted to safety and landed at Guernsey airport for medical attention.
This was a highly audacious rescue in the most appalling conditions, requiring exceptional flying skills. Being conducted at night it was outside 772 Squadron’s normal operational tasking. Throughout the rescue the aircraft crew displayed a high degree of professionalism, teamwork and calmness under pressure. Their outstanding performance and selfless courage are worthy of the highest commendation. The helicopter crew was Lt Michael Langley, POACM Adrian Rogers and Leading ACM Brian Buggins.
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Emile Robin Award presented to Captain Arthur Lawrence and Chief Officer Ernest Albert Small of the SS Newminster of Newcastle-upon-Tyne for the rescue of several of the crew of the SS Leo, 25th July 1940.
Several enemy aircraft attacked a British Convoy off Dover. The Leo was hit by several bombs and sank at once. The Newminster was also under attack, but her Master, seeing the desperate plight of the Leo, sent a lifeboat with a volunteer crew to rescue the survivors. This boat was manned by the Chief Officer, a Steward, Donkeyman and an AB, and saved several lives, 11 being rescued in all. The crew of 4 in the lifeboat persisted in their brave work of rescue regardless of falling bombs and of the machine gunning to which they were subjected by the German aircraft. (Chief Officer Small was also made an MBE).
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Emile Robin award to Helmsman Aileen Jones of the Porthcawl Lifeboat for rescuing crew of the FV Gower Pride on 24 August 2004.
At 1100 on 24 August 2004, the Porthcawl lifeboat station was informed that the nine metre fishing vessel Gower Pride was in difficulty in the vicinity of the Nash sandbank. Her engine had failed and she was being set onto the bank by near gale force winds on a flood tide. The skipper and one injured crewman were onboard.
At 1118 RNLB Giles, an Atlantic 75 was launched with Helmsman Aileen Jones in command and three crew. The exact location of the Gower Pride was unclear. With wind force seven to gale force eight from the south west and a three metre swell the lifeboat made good speed towards the casualty’s reported position but it was not until the lifeboat was north of the Nash sandbank that the Gower Pride was sighted to the south of the sandbank rolling heavily and shipping water over the bow in heavy broken seas and surf.
As the lifeboat approached the eastern end of the sandbank the sea became very steep and confused requiring all Helmsman Jones’ boat handling skills to safely manoeuvre the lifeboat through standing waves of up to four metres. At 1138 while heading west along the south side of the Nash sandbank Helmsman Jones requested the Mumbles lifeboat be launched as the weather condition on the bank were appalling. With great skill Helmsman Jones manoeuvred the lifeboat close to the Gower Pride and a towline was thrown across and attached at 1151. With the casualty under-tow, slow progress was being made despite the rough seas when the towline parted and the Gower Pride immediately began drifting towards the Nash sandbank. The seas were very broken with 3-4 metre standing waves. Running down sea Helmsman Jones demonstrated exceptional skill in safely turning alongside the Gower Pride and despite the atrocious conditions holding the lifeboat alongside while crewman Emms jumped onboard the casualty with the towline and secured it. He then treated the injured man.
By now the Mumbles lifeboat had arrived on scene and the tow was, with some considerable difficulty, transferred to the Tyne class vessel.
After helping to berth the Gower Pride the Porthcawl lifeboat was refuelled and ready for service again at 1430. The conditions in which this rescue was carried out were at the limits of the Atlantic 75’s capability and the crew faced significant risks throughout this service. But for their skill and courage under the leadership of Helmsman Jones the Gower Pride and her crew might have been lost.
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EDWARD AND MAISIE LEWIS award to Lt Cdr Martin Ford AFC and the crew of ‘Rescue 193’ from 771 Naval Air Squadron for the rescue of a critically ill fisherman from the Spanish fv Madre Querida on the night of 23 October 2005.
On the night of 23 October 2005 ‘Rescue 193’ from 771 Naval Air Squadron, based at Culdrose, was tasked to help a critically ill fisherman from the Spanish fishing vessel, Madre Querida, 240 nautical miles southwest of Culdrose, at the limit of the aircraft’s range. The sea state on scene was assessed as 7.
The crew consisted of Lieutenant Commander Martin Ford AFC (Aircraft Commander and Observer), Lieutenant Garry Wappner (First Pilot), Lieutenant David-John Gibbs (Co-pilot) and Petty Officer Aircrewman Stuart Worley. The weather was extremely poor with visibility less than 500 metres in fog with the cloud base at 100ft and a south-westerly wind of 35kts gusting 50kts. Needing to refuel at the Scilly Isles it took two attempts to land with visibility down to 200 metres, and then the aircraft developed a fault in its fuel gauging system and had to return to Culdrose. A swift aircraft change was followed by another refuelling stop at St Mary’s, and this was only the prelude to the sortie as they battled against fierce headwinds to reach the fishing vessel.
Arriving on scene they found the Madre Querida pitching and rolling wildly in a combined swell and sea of 6-8 metres. Maintaining a stable hover in the poor visibility with no discernable horizon and with very high radio masts along the length of the vessel was itself challenging enough without language difficulties compounding the problem. It was decided to attempt a hi-line transfer to the port quarter. Conditions were on the absolute limits for winch operations with much of the vessel obscured by driving spray. Petty Officer Aircrewman Worley was lowered to a safe height above the water by Lieutenant Commander Ford, the Winch Operator, but with the vessel bucking violently as it fell into the troughs it took 25 minutes, numerous attempts, skilful teamwork and exceptional flying skills to put him on deck.
The casualty who was assessed as having suffered a stroke was, with some difficulty, prepared for transfer and then recovered to the aircraft. The return journey was equally fraught with all airfields reporting poor visibility and cloud on the deck. A low-level approach using the aircraft’s radar was made into Falmouth Bay and the subsequent transit to the hospital at Treliske required the use of night vision goggles. Fortunately a further refuelling stop at St Mary’s was not required. Eventually ‘Rescue 193’ returned to Culdrose at 0100 with limited fuel after a 7-hour sortie.
Teamwork, determination, exceptional flying skill and courage ensured that a critically ill fisherman was safely brought to hospital and it is this that the Society marks with the Edward and Maisie Lewis award.
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The EDWARD AND MAISIE LEWIS award to the crews of Sea Kings Search & Rescue 190 & 191 of B Flight 202 Squadron RAF Brawdy for the rescue of the crew of mv Kowloon Bridge on 22 November 1986.
On the evening of 22 November 1986, two Sea King SAR helicopters, call signs ‘Rescue 190’ and ‘Rescue 191’, deployed to Cork airport to standby for the possible evacuation of the crew of a fishing vessel which was in difficulty some 125 miles off the lrish coast. By 2300 it had become clear that the fishing vessel was no longer in danger and did not require helicopter assistance. However, at 2315 the Maritime Rescue Co-Ordination Centre at Shannon tasked both ‘Rescue 190’ and ‘191-‘ to go to the aid of the 168,000 ton bulk carrier Kowloon Bridge which had transmitted a mayday call, reporting she had lost steerage, was shipping water and was in danger of foundering 10 miles off Mizzen Head. The Captain was intending to abandon ship immediately, but was persuaded by Valencia Radio to stay on board and await the rescue helicopters.
The weather forecast for the Mizzen Head area included a warning of violent storm force 11 conditions, with frequent heavy showers or rain, hail or snow. After a difficult transit, ‘Rescue 190’ arrived alongside the Kowloon Bridge at 0015, closely followed by ‘Rescue 191.’. On scene, the wind was 50- 60 kts, gusting to 75 kts – conditions of extreme danger for the Sea Kings, which were not normally permitted to operate in wind speeds exceeding 45 kts. Moreover, the sea was very rough and the vessel was lying beam on to the wind and swell. Her bow was submerged and waves were breaking over the whole length of the deck, which was pitching and rolling violently in the heavy seas. The crew of the ship was sheltering just forward of the main superstructure and storm lines had been rigged from there to the number 8 hatch cover, which was to be used as the winching point. ‘Rescue 190’ moved over the winching area, placed the Winchman on the deck and recovered 14 seamen aboard the helicopter in pairs before moving away. ‘Rescue 191’ then edged in towards the vessel, but a combination of ship and aircraft movement in the appalling conditions resulted in the Winchman being swung into the side of the number 8 hatch cover. He sustained injuries later diagnosed as a broken bone in his left hand and bruising to his back. However, in spite of being in considerable discomfort, he ensured that the 14 remaining seamen were winched aboard the helicopter before being recovered himself. ‘Rescue 190’ and ‘191’ left the scene at 0105 and arrived at Cork at 0135 with all 28 crew members aboard and uninjured.
The actions of the crews of both helicopters in successfully rescuing the entire crew were of the highest professional standard, particularly in view of the fact that the operation was carried out in darkness and in extreme weather conditions. The skill, determination and courage shown by both crews was in the best traditions of the RAF and merits the highest praise.
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The Society’s Aneroid Marine Barometer presented to William Palmer, Master of the smack Laurel, for the rescue of the crew of seven men of the Norwegian brig Telgraf, of Krageroe, waterlogged, in the North Sea, in very heavy seas, on November 21 1883.
In the case of the smack Laurel, for rescue of the Captain (E Ericksen) and crew of seven men of the Norwegian brig Telgraf, of Krageroe, waterlogged, in the North Sea, during a gale, with very heavy sea running, on November 21 1883.
To the Master of the Laurel, William Palmer – a Marine Aneroid Presentation Barometer; and to the Master and other members of the smack’s crew (Edward Gifford, Mate, Thomas Hurst, Samuel Ferrett and Walter Palmer), the pecuniary reward of five pounds. The barometer awarded to the Master was enclosed in an oak case, and bore the following inscription; “To William Palmer, Master of the Smack Laurel, of Ramsgate, for Saving Life at Sea on 21st Nov.,1883.”
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The EMILE ROBIN award was presented to Captain W Hall and Chief officer G Atkinson of the SS Teessider of Stockton for the rescue of the crew of the schooner Gauntlet of Lancaster on 20th November 1927.
The Gauntlet was caught in very bad weather off Flamborough Head on November 19th. There was a very rough sea running with a strong southeasterly wind blowing at gale force. Two of her masts were carried away, and as the schooner was leaking badly, distress signals were made in the early morning of November 20th, and these were answered by the Teessider, which stood by from 3 am until daylight. owing to the state of the sea and the strong wind blowing, it was found impossible to man a lifeboat from the Teessider. This vessel, however, was twice manoeuvred close to the Gauntlet, when lines with lifebuoys attached were got on board, but the crew, owing to their long exposure, were unable to secure these lines. After about two hours’ manoeuvring, the Teessider was brought into a favourable position to the weather side of the schooner, when a jolly boat attached to a line was drifted down to the Gauntlet. The Master and the three members of the crew were then able to get into this boat, which was hauled back to the Teessider, and the rescued men got safely on board.
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The EMILE ROBIN award to Captain D Munro and Chief Officer H Hanson of the ss ‘Stag’ of North Shields for the rescue of the crew of the German ship ‘Shakespeare’ of Bremen on 20th December 1889.
The statement of Captain David Munro, reads:
On 20th December 1889, off the banks of Newfoundland, during voyage from Bremen to New York, the wind was blowing at hurricane force and we were forcing our way through big seas, when, about 3 am., the look-out discovered away in the distance, through a veil of rain and hail, the lights of some vessel about 3 miles or so off. The first light was quickly followed by another, and then a huge rocket shot skyward. I knew that it was a ship in distress trying to attract our attention. I kept the light in sight and headed for them. When daylight dawned I was close enough to discern a dismasted ship, her crew waving and shouting in the frenzy of despair. About 7.15 am, I was close enough to signal the vessel, which proved to be the American clipper built German ship Shakespeare, bound from Hamburg to New York. I told them to keep their courage and that I would pick them up at the first opportunity. At that time it was blowing a frightful hurricane and a boat could not have lived a moment in the seas. Shortly after a heavy snow squall shut out the fast sinking ship, and all through the following day and night the vessel was obscured, but every once in a while we could see the flash of lights and rockets telling us where they were. All that night we sailed about the ship, hoping that the storm would abate sufficiently to allow us to go to the crew’s succour. For hours we could not see their distress signals, and it gave me intense anxiety for fear I would lose them. When morning dawned I again made a search for the ship. After hours of fruitless endeavour the snow squall suddenly ceased, the mist cleared away, and disclosed the ship to our view. She was almost level with the water. The sea was still frightfully high, but I knew that the crew’s safety depended upon my promptness. I ordered away the port quarter boat, and called for volunteers to man it. Everyone of my crew to a man instantly responded to the call of duty and humanity. Second Officer Noel and 4 of my ablest seamen manned the boat and rowed to the rescue. On account of the heavy sea the boat could not get within 50 feet of the sinking ship. Then those on the ship threw my men a line and jumped into the sea, and, with the aid of the rope, were pulled through the sea into the boat. Owing to the state of the sea, my boat, which was the jolly-boat, could only rescue 5 men the first time, and it made 4 successive trips, each of the men having first to jump into the sea, and then, with the aid of the line which was attached to their ship, swim off towards the boat. On the last 2 trips a fresh crew of volunteers, in charge of First Officer Harold Hanson, went to the wreck. Chief Officer Ferdinand Mette, the last person to leave the sinking vessel, could not hold on to the rope, his hands being so sore and blistered from exposure and cold, and had to swim the whole distance, my men dragging him out of the water, benumbed and exhausted. The rescue, although attended with the gravest difficulty, was successfully accomplished, and the conduct of my men and the presence of mind displayed by the Shakespeare’s crew are deserving of the highest praise. We abandoned the ship, and the late Captain’s pet dog, to the mercy of the elements, and continued on our trip. The rescued men were weak and exhausted from fatigue and exposure, and were one mass of bruises and sores. They had been tossing about the Atlantic for nearly 2 months, having left Hamburg on 24th October. Their ship was dismasted in a gale on 17th December, in which she also sprang a leak. For 4 days and nights, amid frightful hurricanes, the big seas constantly sweeping over them, the brave crew manfully worked at the pumps, in a hopeless endeavour to keep their ship afloat. Captain Carl Muller, of the Shakespeare, died from heart disease on 17th December, and, just as a big sea swept his ship, hurling the mizzen mast with part of the mainmast to the deck, his body was buried in the sea.
Communication to Captain Munro from Chief Officer Ferdinand Mette, of the Shakespeare:- We, the officers and crew of the German ship Shakespeare, being about to depart for Europe, desire to express to you, our heartfelt thanks for the kindness and relief given to us in our recent disaster. Our ship, in mid ocean, was dismasted and nearly filled with water, the rudder damaged, and pumps disabled; our Captain dead, and ourselves exhausted by protracted exposure. The ship would undoubtedly have foundered in a short time, and all on board have perished, had it not been for your timely appearance and prompt assistance. You stood by us for nearly 36 hours, and at great risk of your lives, lowered and sent a boat to us, and by your heroism and daring succeeded in saving our entire ship’s company.
After you had taken us on board your vessel, you extended to us every kindness; our wounds were dressed, and we were fed and clothed. A loving mother could not have treated her children more tenderly. In conclusion, we feel and know that to your bravery we owe our lives, and we shall always cherish your memory in our hearts.
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Emile Robin award made to Coxswain Mark Sawyer of the Eastbourne lifeboat, Fishermen’s Friend, for the rescue of two crew from the yacht Paperchase at night in a gale force 8 on 20th October 2002.
At 1826 on Saturday 20 October 2002, RNLI Mersey class lifeboat Fishermen’s Friend slipped her berth in the lock at Eastbourne and proceeded at full speed with seven crew on board, Coxswain Sawyer in command. Her challenge being to escort the 11-metre yacht Paperchase that was intending to enter harbour in severe weather and at low tide – the Bermudan sloop being on her maiden passage under new ownership from Ramsgate.
Having cleared the lock and rounded the inner harbour wall, the lifeboat experienced the full force of the weather and took 5 minutes to reach the harbour entrance and declare ‘on scene’. The wind was gale force 8, the waves were reaching 3m and it was pitch dark. With much effort and considerable skill Coxswain Sawyer came within view of the Paperchase which in the meantime had grounded twice near the northern breakwater and was in danger of foundering if left to her own devices.
Her crew of two, one male and one female were seen clinging to the mast and could have been washed overboard. After a number of unsuccessful attempts at throwing a line to the stricken yacht, Coxswain Sawyer manoeuvred the lifeboat away from the casualty and ordered the spend line to be fired – the male crew member was instructed to haul it in and secure the towrope to the yacht’s bow; an act of considerable difficulty in the conditions, which was eventually achieved and the yacht was successfully towed clear and refloated. A wave train then hit and she was knocked down in an area of surf and both on board were thrown into the water. The yacht quickly began to sink and her two crew were seen desperately hanging on to the pushpit rails.
Coxswain Sawyer’s priority now became the recovery of the two casualties. On the third attempt a heavy line was successfully thrown to the woman. She managed to hang on and wrap the towline round her male companion who was by now semi-conscious. Both casualties were pulled towards the lifeboat and with immense difficulty the female was recovered aboard. While trying to recover the man, Mechanic Guy was swept off the lifeboat’s spray deck, remaining attached only by his lifeline. It took four men to physically lift the male casualty clear of the water and two to assist Mechanic Guy. With everyone at last on board, Coxswain Sawyer made best speed to the lock entrance. The lifeboat was alongside just over 45 minutes after launch.
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EDWARD AND MAISIE LEWIS award presented to ‘Rescue 193’ and ‘194’ from 771 Naval Air Squadron, Culdrose, for the recovery of 26 crewmen from the liferaft of the msc Napoli on 18 Jan 2007.
‘Rescue 193’ and ‘194’ from 771 Naval Air Squadron, Culdrose, for the recovery of 26 crewmen from the liferaft of the msc Napoli. At 1105 on 18 January 2007 ‘Rescue 193’ from 771 Naval Air Squadron at Culdrose was scrambled to assist with the rescue of the crew of the container ship Napoli.
The crew consisted of Lt Cdr Martin Rhodes RN (Aircraft Commander), Lt Michael Scott RN (First Pilot), Lt Olivia Milles RN (Second Pilot) and POACMN David Rigg (Winchman). The Napoli was drifting 40 nautical miles south south-east of the Lizard, her engines having failed after taking in water. It was believed that the crew had already abandoned ship. Realising that the circumstances would require a second helicopter the Aircraft Commander requested that ‘Rescue 194’ be launched with a SAR diver and this was done at 1135. The crew comprised Lt Guy Norris RN (Aircraft Commander), Lt Kevin Drodge RN (First Pilot), Capt Damien May RM (Second Pilot), POACMN James O’Donnell QGM (Diver) and LACMN Justin Radford (Winch Operator).
Arriving on scene in reduced visibility and low cloud with mountainous seas and winds in excess of 50 kts, ‘Rescue 193’ located the stricken vessel and the small lifeboat. In order to co-ordinate the rescue from the lifeboat it was decided that ‘Rescue 194’ should lower POACMN O’Donnell, the Diver, onto it. In squally winds and with an erratic 40 foot variation in wave height, the First Pilot and the Winch Operator placed the diver 10 feet astern of the craft, from where he swam to it, disconnected himself from the winch and then with considerable strength and determination hauled himself onboard with the lifeboat plunging into successive troughs as he did so. A hi-line was lowered to the diver and over the next fifty minutes 13 men were recovered by ‘Rescue 194’. Running low on fuel she departed the scene and ‘Rescue 193’ closed to recover the remaining 13 men. This was going steadily until a wave caused the liferaft to spin wildly tangling the hi-line and the winch wire in obstructions on the vessel’s roof. The Winch Operator, immediately recognising the danger, conned the Pilot through a tight square thereby clearing the snagging hazard – the lifeboat with fewer people in it was becoming more unstable and unpredictable. The remaining crewmen were then safely recovered and brought back to Culdrose.
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