helicopter yacht rescue

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US Coast Guard saves North Carolina catamaran sailors in dramatic helicopter rescue

Coast guardsmen pulled four sailors from a capsized catamaran off the coast of wilmington, north carolina.

Coast Guard rescues four sailors from capsized catamaran

U.S. Coast Guard members pull four sailors from the wreck of a capsized ship on Saturday about 140 miles off the coast of North Carolina.

Four Canadian sailors were plucked from an overturned catamaran U.S. Coast Guardsmen in a daring helicopter rescue caught on camera. 

The Moon Dragon, a 60-foot charter yacht that sails between the Mid-Atlantic and Virgin Islands, capsized about 140 miles offshore from Wilmington, North Carolina , on Saturday afternoon, per the agency. 

None of the extracted passengers were injured, the agency said a day after the incident. 

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A sailor is seen being lifted into a helicopter by Coast Guardsmen after a catamaran capsized near the North Carolina coast. (U.S. Coast Guard)

"The catamaran crew indicated that while at sea, both their port and starboard side hatches broke, leading to catastrophic flooding, which forced them to abandon ship around noon," read an agency press release detailing the evacuation.

The survivors in the boat were able to radio the overhead crew with still-functional equipment after the teams spotted their vessel and covered life raft, per the release. 

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A Coast Guardsman can be seen lowering a rescue line from a helicopter to the stranded sailors on Saturday. (U.S. Coast Guard)

A Coast Guard helicopter and airplane from Air Station Elizabeth City crew raced to the scene after they got an electronic position-indicating radio beacon (EPIRB) from the sailors on the catamaran, the agency wrote. Functional life vests onboard also contributed to their quick rescue. 

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"These sailors had the right gear on board, it worked, they knew how to use it, and it’s because of that we were able to find them and bring them home safely," operations cruiser Austin Lang said in the press release.  

The Coast Guard 5th District Command Center in Portsmouth, Virginia. A Coast Guard helicopter and airplane from Air Station Elizabeth City raced to save sailors on a catamaran off the North Carolina coast. (Google Maps)

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Although the sailors were extracted, their vessel reportedly remains in the water, floating upside down, and is a hazard for other boaters in the area. 

The Coast Guard responded to 19,790 search and rescue cases last year and saved 3,560 lives, per an agency fact sheet . 

Christina Coulter is a U.S. and World reporter for Fox News Digital. Email story tips to [email protected] .

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Yacht capsizes off North Carolina coast, U.S. Coast Guard rescues 4 Canadian sailors

ELIZABETH CITY, N.C. (WTVD) -- The U.S. Coast Guard confirmed the rescue of four mariners off the coast of North Carolina near Wilmington on Saturday.

According to a news release from the agency, a crew from Coast Guard Air Station Elizabeth City successfully rescued the four Canadian sailors after receiving a signal from an Emergency Position Indicating Radio Beacon (EPIRB) around 12:18 p.m. The alert was from the Moon Dragon, a luxury sailing yacht that charters between the Mid-Atlantic and the Virgin Islands.

The Coast Guard then launched an MH-60 Jayhawk helicopter crew from Air Station Elizabeth City and directed them to the area. The dispatched crew spotted the overturned vessel and a covered life raft. The survivors in the raft used a radio to contact the overhead HC-130 crew and request assistance.

The Jayhawk crew safely hoisted all four off the raft and airlifted them to Air Station Elizabeth City. They were treated by Pasquotank-Camden EMS. No injuries were reported. The catamaran crew told the Coast Guard that both their port and starboard side hatches broke on the 60-foot catamaran leading to catastrophic flooding which forced them to abandon ship around noon.

"The ocean is unpredictable and unforgiving, and this case represents perfectly the value of being prepared at sea," said Petty Officer First Class Austin Lang, operations unit controller.

The Moon Dragon remains partially submerged and the Coast Guard is issuing a hazard-to-navigation safety broadcast to notify mariners transiting in the area.

"These sailors had the right gear on board, it worked, they knew how to use it, and it's because of that we were able to find them and bring them home safely," Lang said.

WATCH | Human-sized hamster wheel vessel found off North Carolina coast

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• COAST GUARD
• WATER RESCUE
• NORTH CAROLINA NEWS

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Dramatic helicopter rescue at sea 20 miles off Bahamas coast after boat sinks

Dramatic video shows the moment a person was airlifted to safety after their boat sank off the coast of the Bahamas .

According to the United States Coast Guard (USCG), six people in total were rescued on the morning of Tuesday 21 May.

They had been stranded in a life raft after their 90ft schooner sank some 20 miles north of the Great Inagua.

Inagua is the southernmost district of the Bahamas, comprising the islands of Great Inagua and Little Inagua.

Rescue efforts are reportedly still ongoing with the USCG searching for two females wearing yellow survival suits.

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5 boaters found clinging to a cooler in Lake Erie are rescued by a Coast Guard helicopter crew

The Coast Guard came to the rescue of five people who were clinging to a cooler in Lake Erie after their boat was swamped by a wave off the Ohio coast

ASHTABULA, Ohio — The Coast Guard came to the rescue of five people who were clinging to a cooler in Lake Erie after their boat was swamped by a wave far off the Ohio coast, authorities said.

The 22-foot boat was about 10 miles off the coast of Ashtabula on Saturday when it was hit, a Coast Guard spokesman said. Someone called 911 for help, and stayed in contact with rescuers as a Coast Guard helicopter crew from the Air Station in Detroit diverted from another Lake Erie rescue to reach them.

The helicopter crew soon hoisted up the five victims, who were not injured, and took them to Northeast Ohio Regional Airport in Jefferson, Ohio. Officials noted that all five were wearing life jackets, emphasizing the need for boaters to always wear one.

The helicopter crew then refueled and returned to the initial rescue call in the water off the Perry nuclear power plant in North Perry, Ohio. Responders eventually rescued two people who were wearing life jackets and also pulled another person from the water who later died.

Authorities also launched a search for a fourth person who could not be located, but that search was suspended late Saturday.

5 boaters found clinging to cooler in Lake Erie rescued by Coast Guard

The Coast Guard came to the rescue of five people who were clinging to a cooler in Lake Erie after their boat was swamped by a wave off the Ohio coast

ASHTABULA, Ohio -- The Coast Guard came to the rescue of five people who were clinging to a cooler in Lake Erie after their boat was swamped by a wave far off the Ohio coast, authorities said.

The 22-foot boat was about 10 miles off the coast of Ashtabula on Saturday when it was hit, a Coast Guard spokesman said. Someone called 911 for help, and stayed in contact with rescuers as a Coast Guard helicopter crew from the Air Station in Detroit diverted from another Lake Erie rescue to reach them.

The helicopter crew soon hoisted up the five victims, who were not injured, and took them to Northeast Ohio Regional Airport in Jefferson, Ohio. Officials noted that all five were wearing life jackets, emphasizing the need for boaters to always wear one.

The helicopter crew then refueled and returned to the initial rescue call in the water off the Perry nuclear power plant in North Perry, Ohio. Responders eventually rescued two people who were wearing life jackets and also pulled another person from the water who later died.

Authorities also launched a search for a fourth person who could not be located, but that search was suspended late Saturday.

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Cyclone Gabrielle: Inside the incredible Great Barrier yacht rescue

Carolyne meng-yee.

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New details have emerged about the daring rescue involving a stricken yacht in the middle of Cyclone Gabrielle - and the 23-year-old woman at the heart of it.

Dramatic photos of the rescue were among the most astonishing images as the cyclone wreaked havoc across much of the North Island.

Now, those behind the rescue have told the full story after John Mellars drifted out to sea when his trimaran’s anchor cable snapped after he grounded in Port Fitzroy, Aotea Great Barrier Island on Monday, February 13.

That night, Navy frigate Te Mana and its 156 crew were deployed to help with the search and rescue mission after the NZ Defence Force declared it was unsafe for helicopters.

At 3am Tuesday, able seaman combat specialist Ashlea Farrar, 23, began her shift - her priority was to find Mellars.

Te Mana received new details about where the vessel was after an emergency locator beacon (Epirb) was activated at 7.30am. Two hours later the Te Mana was able to see Mellars’ yacht 888, 30km northeast of the Poor Knights Islands. But there was no sign of Mellars.

“Everyone was feeling a bit apprehensive and nervous, but we had a definite location and went full speed to get there,” said Farrar, a former gymnast and coach who has been in the Navy for five years. “I could see the CCTV footage around the ship. You could see the yacht had half-sunk, but you couldn’t see if anyone was on board or not. This nice-looking yacht wasn’t nice looking anymore.”

Commanding Officer John McQueen was worried the ship wouldn’t make it in time to rescue Mellars. He was also worried about his crew’s safety.

“We were an hour and a half from the location, and I was worried if we didn’t find him overnight, we might be too late. The conditions where he was located were getting progressively worse in terms - 5m swells, southwesterly winds ... It was very extreme.

“No captain wants to put their crew in danger, but the Epirb went off and he needed to be rescued. I wasn’t going to launch the boat until we confirmed there was a course that was appropriate,” McQueen said.

Farrar didn’t hesitate to join the recovery.

“Ashlea is an exceptional sailor - she was ready and mentally prepared,” McQueen said. “She is a bundle of energy and courage, she has great discipline from her gym days; she is someone you can always count on.”

Five minutes after the trimaran had been located a Northland Rescue Helicopter arrived to assist.

From the sky above, pilot Dan O’Reilly was able to provide additional information to Te Mana and confirm Mellars was alive.

“We got there at 9.30am - it was a challenge in 60-knot winds but 10 minutes later we saw a face peering out at us from the cabin door,” O’Reilly said.

“The yacht looked like a small toy being tossed around in a giant’s bathtub. I don’t recall flying over larger seas, it was like a series of three-storey buildings rolling along. Every time the Te Mana punched into a swell the entire hull would disappear in white water, which is impressive. I was glad I was sitting where I was and not in that washing machine.”

O’Reilly said there was no way to communicate with the yacht. The crew tried to drop a radio to the vessel but was worried if it landed in the sea Mellars would jump in to retrieve it.

But despite the rescue team’s caution, Mellars jumped into the water. O’Reilly believes the man heard the helicopter and assumed he was about to be winched to safety.

At 9.52am Farrar, the bowman, coxswain Leon Rileyand two divers launched a rigid-hull inflatable boat (RHIB).

“It was incredibly windy,” recalls Farrar, “and it was raining sideways. I was belted by the rain. When we were in the water it was like trying to climb these massive waves, but we couldn’t keep up and we weren’t getting anywhere. It was a wall of water. The water on my face was like a high-pressure hose. But my brain doesn’t think of fear in these kinds of jobs. It was something I was prepared to do and trained to do - maybe not in these severe weather conditions, but I would do this again 100 per cent.”

Farrar said she faced fear constantly as a former gymnast. But as she risked her own life to save a stranger she was “mission focused” and her “head was in the game”.

“There is always a new skill that is frightening to you, but you learn to overcome it. As I’ve got older, I thought I can’t let fears stop me from improving and being better.”

It took the RHIB crew four minutes to rescue Mellars, who was cold and confused in the water close to his yacht.

“I’m not sure how relieved he was to see us. He was fragile and I believe he was maybe more concerned about his home rather than himself at that point,” says Farrar.

“I am not angry, s**t happens,” Farrar said. “It was his home, and he was trying to do the right thing to secure it properly, but things didn’t go to plan. I guess I’d like to know someone would help my father or grandfather.”

At 10.07am the RHIB returned to Te Mana with Mellars on board. He took a hot shower, ate hot food, and was given clothes and a new pair of Crocs.

Te Mana sailed back to the Devonport Navy Base, where Mellars was questioned by the Auckland Maritime Police Unit and departed in an ambulance.

John Mellars: The Survivor

Stricken yachtsman John Mellars has launched his own retrieval operation to find his vessel but it has so far proved unsuccessful.

Maritime New Zealand said it had been asked to help and “assisted with drift modelling to assist salvage operations”.

The Rescue Coordination Centre New Zealand gave updated drift modelling on March 1 to an aircraft operator Mellars had hired to find his vessel.

“The last sighting was at least a week prior, with the vessel very low in the water, and only the deck and mast showing.”

Mellars is understood to be back on Great Barrier Island after losing his home in the cyclone.

The 78-year-old stood in the Great Barrier Island local body elections last month, winning 46 votes - the lowest number among the four candidates. Laura Caine won with 236 votes. Mellars, who lives alone, used to own a vineyard on the island and was the former chairman of the community board. He has been living on his yacht for the past three years.

Some islanders who spoke to the Herald talked about their frustration at Mellars’ behaviour, as the Navy rescue was the second time authorities had to come to his aid within just a few days.

Only days before the dramatic sea rescue, Mellars had been towed to safety by the Coastguard to Great Barrier Island after his yacht hit rocks. However, he tried to move the boat to a different mooring, getting into difficulty as Cyclone Gabrielle bore down.

“It was the safest place for him to be. But he managed to set off somehow,” the man said.

Locals say after the trimaran’s anchor cable broke, the power supply died in the engine and the rudders broke.

A close friend of Mellars said he made some bad decisions at critical moments.

“John’s boat is a racing boat - it’s a young person’s boat big time. He is a self-made man who is opinionated and bucks the norm. We weren’t surprised it was him, it’s just the sort of thing John would do. I think he had a chance to get off the yacht early on but didn’t take it up. He’s laying low - he’s a bit embarrassed about the whole thing,” the friend said.

When approached by the Herald for comment on the rescue and the lengths authorities went to save him, Mellars said: “I don’t give a rat’s arse about the rescue, and I have nothing to say to you.”

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• Safety & Health at Sea

Helicopter Rescue at Sea: Coordination and Execution Explained

• Posted by Primo Nautic
• Categories Safety & Health at Sea
• Date January 18, 2024

The sea is a two-faceted wonder. One minute, it inspires awe; the next thing you know, it has become a treacherous monster. With this kind of unpredictability, it’s no wonder some people dread going out into the open waters. 

No one can blame them, of course. All kinds of perils can happen once you’re out at the vast expanse of the sea. The moment a maritime emergency unfolds far from the shore, the coordination and execution of helicopter rescue operations is critical to save lives.

This article will explain the different communication and safety protocols and measures and the use of specialized emergency evacuation and rescue equipment, including rescue strop and winch operations.

Introduction to Helicopter Search and Rescue Operations

Helicopter search and rescue operations are crucial in quick response to emergencies during maritime operations, including distress situations, medical evacuations, and shipwrecks.

The ability to reach remote areas and quickly extract people from sea vessels makes helicopters critical during maritime SAR or search and rescue missions.

These operations require the collaboration of several agencies, including aviation units, coast guards, and maritime authorities. This effective coordination will guarantee a seamless response where aviation capabilities and maritime expertise come together.

Communication Protocols During Helicopter Search and Rescue Operations

Precise and clear communication between the helicopter cockpit and the ship’s bridge is paramount during search and rescue operations. Standardized radio protocols and frequencies are established to smooth the progress of efficient communication during every stage of the process.

Different visual signaling methods, including signal lights and flags, should also be used for conveying instructions between the helicopter and the ship. These visual signals play an essential role in the guidance of the aircraft during approach, hoisting, and extraction.

Various advanced systems for maritime communication, including satellite communication and VHF radios, are also utilized for real-time coordination and updates. The said systems allow constant contact even during harsh maritime conditions.

Safety Measures During Helicopter Search and Rescue Operations

Before the actual search and rescue operation, the ship’s personnel and the helicopter crew will carry out briefings for pre-flight safety. These briefings cover the responsibilities and roles, emergency procedures, and the sequence of the actions that will be taken during the operation.

Identifying and preparing suitable HLZs or helicopter landing zones on the ship’s deck is also crucial. HLZs should meet the specific stability and size criteria to make enough room to ensure the helicopter’s safety.

The ship’s crew will also adhere to stringent procedures to ensure the helicopter’s safety during its approach and departure. It should also include securing all loose objects on the deck, offering clear radio and visual signals, and establishing the direction of the wind.

The helicopter and ship crew members should wear suitable PPE or personal protective equipment, including helmets and life jackets. The PPE improves safety throughout the operations, offering protection from potential hazards and risks and environmental and weather elements.

Specialized Equipment for Helicopter Search and Rescue Operations

Helicopter search and rescue operations at sea will only be possible with the help and use of specialized equipment, gear, and tools.

• Night Vision Equipment

The night vision equipment and goggles improve the ability of the helicopter crews to function and operate even under low-light conditions. The technology is critical to conducting search and rescue operations during emergencies during nighttime.

• Rescue Strop

Rescue strops are specialized devices used to extract people from vessels. These are made of a solid synthetic or nylon rope with attachment points that will secure the person being rescued.

• Stretcher and Basket Systems

The stretcher and basket system is used during medical emergency evacuations. The schemes guarantee the safe transport of an ill or injured person from the ship to the helicopter.

• Winch Operations

A helicopter with winch systems allows precise and safe vertical extractions from sea vessels. The winch operations necessitate skilled coordination between the ship’s personnel and the helicopter crew.

Execution of Helicopter Search and Rescue Operations

Several steps and stages are involved to execute a safe and secure helicopter search and rescue operation.

• Assessment and Planning

Before starting a helicopter rescue operation, the first step is to evaluate the situation thoroughly. This planning will involve considering different factors, including the condition of the ship, the condition of the sea, and the condition of the weather.

• Hoisting Procedures

The helicopter crew will follow the standardized hoisting procedures during search and rescue operations. The hoisting process involves lowering a rescue strop or a rescue swimmer to the strop of the ship. The person will then be secured before being hoisted into the helicopter.

• Dynamic Positioning

A helicopter uses dynamic positioning systems to retain a stable position relative to the vessel during hoisting. It helps ensure safety and precision during the extraction of people from the ship.

• Medical Considerations

During a medical emergency evacuation, the helicopter might be equipped with the necessary equipment and a medical team. The coordination between the helicopter’s medical team and the ship’s medical personnel is critical for the patients to be transferred safely and sound.

Considerations and Challenges During Helicopter Search Rescue Operations

Like any search and rescue operation, there will always be considerations and challenges to consider during helicopter rescue at sea.

Comprehensive risk assessments should be conducted first before every operation. Strategies for risk management include alternative extraction techniques, contingency plans, and constant monitoring of the ever-changing conditions.

The ship’s motion at sea may also pose serious challenges during helicopter search and rescue operations. The ship’s crew should also know how to diminish the effects of pitch and roll to ensure the helicopter has a stable platform to land on.

Weather conditions have a significant impact on helicopter search and rescue operations. Rough seas, high winds, and adverse weather can all affect the safety and feasibility of rescue procedures.

Simulation and Training for Helicopter Rescue Operations

Considering the complexity of helicopter search and rescue operations, simulation and training are necessary to guarantee proper and safe execution.

Cross-training between helicopter and ship crews can help foster mutual collaboration and understanding. Understanding the limitations and capabilities of every team involved in the process can contribute to the seamless and smooth execution of search and rescue operations at sea.

Regular simulated drills involving the helicopter personnel and the ship’s crew can improve emergency preparedness. These drills simulate different scenarios to allow for the practice of emergency procedures, coordination, and communication.

A Symphony of Collaboration and Precision for Safe and Successful Helicopter Search and Rescue Operations

Helicopter search and rescue operations at sea are almost similar to a delicate symphony of two different worlds: aviation and maritime. The communication, coordination, and execution during such operations call for expertise, precision, and a steadfast dedication to safety.

Adherence to the different stringent protocols, specialized gear and equipment, and continuous training can all ensure that each operation succeeds from start to finish. In today’s ever-changing landscape of safety at sea, taking advantage of helicopter search and rescue capabilities will always be considered a beacon of hope and a silver lining that ensures that people in distress out in the open seas will quickly get the assistance they need when they most need it with no time wasted.

Of course, there is always the hope that the need for these operations won’t ever happen, but preparedness and knowledge will remain essential for its proper execution.

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8 people, including a child, found clinging to cooler after boat capsizes

by SOPHIE PENDRILL | WPEC Staff

BOCA GRANDE, Fla. (WPEC) — On Saturday, a Coast Guard Air Station Clearwater crew rescued a child and seven adults clinging onto a cooler after their boat capsized near the Boca Grande shore.

The U.S. Coast Guard reported that the group had sent a distress call when their 28-foot boat started taking on water.

The Jayhawk helicopter aircrew found the missing boaters thanks to one of the boaters' Personal Locator Beacon, which was displaying strobe lights.

It was reported that the boaters were found 36 miles from shore clinging to a cooler in the water, all of them wearing life jackets.

See also: Martin County brush fire that sparked evacuations nearly 90% contained, MCFR reports

The Coast Guard helicopter aircrew successfully rescued each person from the water and transported them to Venice Municipal Airport for emergency services.

Dave Portnoy rescued by Coast Guard after drifting out to sea: 'Almost lost Captain Dave'

"captain dave may never go on the boat again," said portnoy..

Barstool Sports' owner and founder Dave Portnoy was rescued by the U.S. Coast Guard after losing control of his boat off the Massachusetts' coast.

"You boys almost lost Captain Dave today," said Portnoy in a TikTok video he posted explaining what happened. "Captain Dave almost was lost to the ocean."

On Monday, Portnoy took his mother out on a boat ride off the coast of Nantucket, he said. Portnoy did not try to turn on the boat before unhooking it from the from the buoys. He drifted out and attempted to turn on the boat only to find that the boat had no power.

Content warning: Video below contains language that is not suitable for all audiences .

The boat had no power, radio or anchor and there were heavy winds which caused him to drift out to sea, Portnoy explained.

"Next thing you know, Captain Dave is lost at sea," said Portnoy.

The Barstool founder began screaming for help as he sailed, and shot a distress signal from a flare gun he kept onboard the boat.

Coast Guard rescues Portnoy

According to Portnoy, a woman "in what looks like a rowboat," boarded his boat and asked if they can make a TikTok together, said Portnoy. He declined her request and then used her radio to contact the Coast Guard.

The Coast Guard made it to Portnoy's location where they tied up his boat and towed it back.

This was Portnoy's third, and possibly last time captaining a boat.

"Captain Dave may never go on the boat again," he said.

USA TODAY reached out to the Coast Guard for comment.

Julia is a trending reporter for USA TODAY. She has covered various topics, from local businesses and government in her hometown, Miami, to tech and pop culture. You can reach her at [email protected], connect with her on  LinkedIn  or follow her on  X, formerly Twitter ,  Instagram  and  TikTok : @juliamariegz

Yachting World

• Digital Edition

Hi-Line transfers: Pip Hare explains how to prepare for a helicopter evacuation

• June 18, 2020

Up to around 200 miles offshore, any urgent evacuation of crewmembers is likely to be carried out by helicopter so it’s worth ensuring you know what to expect should you ever require this type of rescue

Controlling the Hi-Line: do not touch it until it has earthed on the water or deck. Photo: Lester McCarthy

As a sea survival instructor, I have been evacuated from a liferaft by helicopter and over the course of my sailing career I have helped with several practice Hi-Line transfers. 

I can attest first-hand to the noise and distraction you experience when a helicopter is hovering overhead so ensuring that all of your crew know what to expect is invaluable. 

Getting found

Whether you are in a liferaft or on your boat you will need to help the helicopter crew find you, using as many aids as you have on board: 

• EPIRB/PLB: Ensure these are placed on the outside of your vessel with a clear view of the sky and left on. Your GPS position will update via 406Mhz a minimum of every 20 minutes and will give the navigator a ‘ball park’ to aim for. From then they will use the 121.5Mhz homing signal to pinpoint your position.
• SART (radar and AIS ): Mount these in the open and as high as you can.
• AIS: Use your vessel AIS device if still on board or personal AIS devices in a liferaft. If using a personal device ensure it is the correct way up and the antenna has a clear view of the sky.
• VHF Radio: Call the helicopter on Ch16 if you can see it and give them your lat and long. If that’s not available, describe your location to the pilot using hours on a clock relative to the pilot’s heading (ahead is 12 o’clock, immediately behind 6 o’clock).

Notify the pilot if you have casualties on board so they can assess the best means of evacuation. This applies to those that have been recovered from the water or are hypothermic, as well as any injured crew.

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You can also try to make your vessel as visible as possible from the air using whatever is available. Here are some ideas:

• Storm sails: These can be hoisted and set or tied over the foredeck to make an orange target.
• Torches, deck flood lights, strobe lights, signalling mirror: Flash these to attract attention. Once in contact with the helicopter crew use a steady light aimed at the deck of your boat not the pilot. If in a liferaft, turn on lights and torches to illuminate the canopy from the inside.
• Flares: Orange smoke by day will help location and confirm wind direction for the pilot. Handheld flares can be used during the day but should be used with caution at night as they can blind search and rescue crew using thermal imaging cameras.
• Fluoroscien: This is a packet of dye that when tipped the water will colour the sea bright green; the effects last for 30-40 minutes and are visible for up to a mile.

When the helicopter arrives, there will be a lot of noise, downdraught and distracting things to look at. It is vital your crew are briefed before this happens, that they have clearly defined roles on the boat and understand what they should do and any immediate dangers.

As a sea survival instructor, Pip has been transferred to helicopter several times

Prepare to transfer

You may need someone to manage radio comms, a good helm to steer a straight and steady course, and one person to manage the Hi-Line. All others should stay out of the way and wait for instructions. Tidy the boat thoroughly ensuring everything on deck is tied down or stowed below decks. 

Even if you have experience of Hi-Line transfers, never assume you know how it will go. Await instructions from the pilot, and follow them to the letter. 

In general, smaller vessels (less than 7m) are asked to remain stationary, and larger vessels to sail or motor at a steady speed and course. If sailing it is normal to be on a port tack as the pilot sits on the starboard side of the helicopter, as this will give them the best view into the cockpit. If motoring you can tie your boom to the starboard side of the cockpit. 

Once the pilot is in place they will lower the winchman, who may be dropped directly onto the boat. They will use a Hi-Line, which will allow you to guide the winchman onto your vessel. If the winchman is dropped directly, do not touch them until they have earthed on the boat or water and instruct you to do so. This will be using a hand signal.

If a Hi-Line is required then this will be dropped from the helicopter first. The Hi-Line is a weighted, narrow diameter line. It will be dropped down to sea level and then manoeuvred over to your vessel – do not touch the line before it has earthed on the water or your vessel. Once the line has earthed you can take hold of it but never tie it off.

The winchman will then be lowered from the helicopter, slowly take up any slack that is created in the Hi-Line but allow the winchman to drop vertically down from the helicopter. Do not try to pull the winchman into the boat until they indicate you should do so.

The Hi-Line needs to be coiled in a free space, where it will not get tangled around people or equipment. You can coil it into a bucket or plastic crate. If being rescued from a liferaft it is important to keep the raft balanced so try not to move everyone to the same side at once. Make room for the winchman to enter the raft once they tap on the canopy.

The winchman will take control and issue instructions once aboard

Once the winchman is aboard, allow them to take command of the situation, to manage casualties and brief you on how crew will be evacuated. In the UK casualties that require a stretcher will be taken first across the knees of the winchman, those that are hypothermic or have been recovered from the water may be taken in a double strop to keep them in a horizontal position, more able crew will be lifted with a sling under their arms.

If being lifted in this manner it is essential to keep your arms down and when entering the helicopter do not try to help the crew get you on board. They will need to push you out over the door sill which may feel a little odd but relax and allow it to happen.

When the winchman is ready to remove a crewmember they will ask you to reverse the  Hi-Line process. Let the line out at the rate indicated by the winchman to allow them to hang directly under the helicopter then throw the line clear of your vessel into the water. 

International rescue

Not all countries perform helicopter rescues in the same way; procedures differ internationally and can include the use of a basket to rescue casualties and a rescue swimmer instead of a winchman who will be dropped in the water first then board your vessel to coordinate a rescue.

In the US and in Canada baskets are used to recover casualties from a liferaft or directly from the water. These baskets do not use a Hi-Line to direct them, they generally are able to lift two people at once and casualties are expected to get into them unaided though, if conditions allow, a rescue swimmer will assist.

First published in the June 2020 edition of Yachting World.

Yachting Monthly

• Digital edition

Helicopter rescue at sea

• Tom Cunliffe
• July 1, 2015

A crewmember needs a helicopter rescue at sea, an airlift to hospital. You’ve radioed a Mayday and now there’s a helicopter overhead. What next? Tom Cunliffe reports

Could you cope if you had to skipper a boat during a helicopter rescue at sea? Knowing what to expect is a good place to start Credit: Lester McCarthy/YM

We often charter or borrow a yacht for Expert on board exercises, but on this occasion, Yachting Monthly photographer Graham Snook offered us Pixie , his Sadler 32, from Gosport. The date, chosen weeks in advance, brought a gale. It’s all very well photographing emergency procedures in flat calm. It’s another matter altogether in 35 knots of breeze, with wind against tide. For this reason, the exercise was without doubt the most useful and dramatic hi-line demo I’ve ever been involved with.

Tom Cunliffe has been involved in many hi-line rescue demonstrations, and this was one of the tougher ones

Pixie was almost literally standing on her ends as we scrabbled to grab the hi-line. While the winchman was trying to land on deck, crew Perry Cleveland-Peck had a serious job working the slack in the hi-line and heaving him in. Meanwhile, I was trying to concentrate on keeping the yacht in a straight line. On the VHF, I overheard the mention of our stern ‘going up and down three metres’. No wonder the poor SAR guy had a struggle, but he kept his cool, our crew managed to do what they’d been told, and he arrived without too many bruises. Alongside us was an inshore lifeboat carrying our second photographer, Lester McCarthy. Perry was duly hoisted skywards to be lowered into the lifeboat RIB, whence we retrieved him in the shelter of the Isle of Wight.

We all hope we’ll never need it, yet the possibility that one day we might tends to polarise sailors into two groups. One crowd shrink into a state of denial and expend no effort schooling themselves for the eventuality. The others can easily become ‘safety bores’, obsessive about how to shout for help and what to do when it arrives. They forget that good seamen concentrate on never having to bother the search and rescue (SAR) services without good cause.

My own natural inclination is to sign on with the first crew, but years of involvement with the training establishment has changed my thinking. If we sail for long enough, sooner or later we’ll all be caught out by a mistake – through shoddy gear, lack of maintenance, or by circumstances genuinely beyond our control. The healthy approach, as in so many things, is to take a middle view, doing all we can to avoid pressing the red button on our DSC radios, but knowing the system by rote in case the time finally comes.

A hundred years ago, a sailor in distress fired a flare and prayed. With luck, a pulling lifeboat would put out through the surf and local seamen in real risk of their lives would row out to save him. The contrast today is extreme. We make our distress signal electronically, perhaps backing it up with flares. If we’re anywhere near civilisation, we receive prompt attention. This may come via a lifeboat or, as is increasingly likely, a helicopter manned by highly trained professionals. Aircrew have a well-tried system for dealing with yachts but, for it to work as it should, those on board must do their share.

When it comes to educating ourselves, there’s no proper substitute for the real thing, but sitting under the hammering blades of a six-ton Agusta Westland AW139 in a gale of wind isn’t an experience open to everyone. RYA Yachtmaster Instructor courses often manage a session with the local SAR people, but not many private yachtsmen get the chance because, apart from difficulties of liaison, it costs a fortune to keep a helicopter in the air. For YM readers, however, it seems almost anything is possible. HM Coastguard at Lee-on-Solent managed to slot us into their schedule on the understanding that the exercise would be called off if their life-and-death services were needed for real.

A classic ‘hi-line transfer’

The most likely scenario is that the helicopter will lower a winchman straight down to your yacht to direct operations. Alternately, if it’s very calm, the helicopter crew may lower a lifting strop after a briefing about its use.

More helicopter rescues involve lifting a person from a yacht able to manoeuvre, than a yacht disabled in some way. The technique is called a hi-line transfer. Landing the helicopter crewman, plus a stretcher, or lifting strop, in the cockpit of a pitching yacht is far from easy. The hi-line makes it possible.

Preparation

A helicopter has limited flying time. The rescue needs to be smartly executed, so the crew awaiting the SAR people should do all they can to prepare.

Secure all loose gear on deck, or stow it below. Unsecured covers, ropes, even unstowed bits of clothing, are easily lifted by the down-draught of the rotors. They can cause chaos on deck. They can even be sucked into the helicopter’s air intakes and threaten engine failure.

The pilot sits to starboard and watches the yacht through a window by his right foot

The winchman will board you on the port quarter because the pilot sits to starboard in the aircraft and he needs to see you.

The winch operator, who monitors proceedings from a bubble hatch to starboard, can even control the helicopter in hover

The hatch is on that side too, so clear away everything movable from the critical area.

The winchman will arrive on your port quarter so clear any obstructions

This includes danbuoys, aerials and even the ensign staff.

If your engine is powerful and reliable, or if there’s very little wind, drop the mainsail and headsail. Now lower the boom to the deck if you don’t have a fixed rod kicker. Lash it down to starboard and take the topping lift to the mast.

If you don’t trust your engine or are in any doubt about it, get ready to sail closehauled on the port tack.

The helmsman should concentrate fully on steering a straight course

Put your best helmsman or woman on the job. Once things start happening, their task will be to steer absolutely straight in the direction the helicopter crew ask for. The helm must not be distracted, whatever happens.

The noise of the helicopter can make communications difficult

The hi-line, a light line with a weight attached, is lowered

Grab the line and flake it onto the deck or cockpit sole

Take up or give out slack before the winchman starts his descent

Take in the slack to heave him aboard. He’ll earth the static

What to do when the helicopter arrives

If the area is crowded with other craft, you may well spot the helicopter before its crew identify you. Do anything you can to say: ‘It’s us!’ An orange smoke flare is best by day. If you don’t have one, wave the ensign or a hi-vis life jacket. Try VHF radio (Ch 67), then imagine yourself in the pilot’s seat and advise along these lines: ‘I am ahead of you and to your port side,’ for example. At night or in bad visibility, use a red pinpoint flare, but never use a parachute flare.

Helicopters are unbelievably noisy, and communicating by radio during the action can be a challenge, so don’t feel embarrassed to ask the rescue crew to ‘say again’ any message.

If there’s been a breakdown in communication, the helicopter may well fly past showing a large sign with something like ‘VHF 67’ on it. Comply if you can. If your radio is down, make suitable gestures and be ready to receive a hi-line or a lifting strop.

Stand by to receive instructions. You won’t want to be down below, or doing the old ‘jack-in-the-box’ act up and down the hatch, so if you have a hand-held radio, use it. If you’re short-handed, give it to the helm and let him/her relay instructions. The best line handler, or the strongest person in your crew, should be the one chosen to deal with the hi-line.

The pilot will brief you. Listen carefully and don’t be afraid to ask for a repeat.

You’ll probably be asked to motor as fast as you comfortably can upwind. If communication fails and it’s breezy, steer straight to weather or close-hauled on the port tack, making your best speed. At night, the helicopter may survey you for some time with searchlights to locate obstructions. Be ready to turn any deck lights on or off as requested.

Once briefed, get going. This is where you and the SAR guys will be glad you chose the best person to steer. It’s so tempting to look up, but don’t let it happen. Given half a chance, a modern yacht jumps off course like a bluebottle in a hot kitchen, which makes the helicopter pilot’s job impossible.

Don’t be alarmed by the shocking racket of a helicopter overhead at low altitude, and don’t worry about the downdraught. Unless there’s no wind, the aircraft stays out on your quarter during the transfer and it’s not a problem.

The big lift

The helicopter winch can easily lift two or more people.

If quick evacuation of more than one casualty is required, two strops may be lowered under the supervision of the helicopter’s winchman.

If it’s very calm or your yacht is very big, the helicopter may lower a lifting strop directly to you after a briefing about its use. Alternatively, and more likely, they will send a winchman straight down to direct operations. In most other circumstances, the crew will opt for this ‘hi-line transfer’ method.

The hi-line is a light line with a weight on its lower end, attached by a weak link to the helicopter’s winch cable. Its purpose is to allow the yacht’s crew to guide the main winch wire while the winchman, a stretcher, or a lifting strop is lowered and lifted away again.

Here’s how it happens:

Seen from the hatch to starboard, the helicopter approaches the yacht’s port quarter

The helicopter hovers more or less overhead and lowers the hi-line to you.

The hi-line has weights at the end in an orange plastic bag, to control the line in the downdraught

Your job is to grab this and take in the slack. Gloves are a good idea.

As you haul it in, flake the hi-line into the cockpit sole but never secure it

Flake it onto the deck or cockpit sole. Some people use a big bucket, but whatever you do, don’t secure it. If it gets snagged, and a ‘tug of war’ results, the weak link snaps and they’ll send you down another.

The helicopter moves away over your quarter while the pilot gets his bearings. Keep taking up or giving slack so that the hi-line is clear for action and has no chance whatever of finding your propeller.

As the winchman descends, take up the slack in the hi-line. You may need to pull the winchman towards the yacht

Next, a winchman or a rescue device is lowered on the main winch cable. Take up the slack on the hi-line as it comes, then use it to heave him or the device to safety on board. This might need a hefty pull, so don’t give the job to little Johnnie.

Whatever is coming down, an earthing wire will be lowered into the water from the main wire before you grab it. You will not get a static electric shock from the hi-line.

Communication won’t be easy but make sure you understand and follow the winchman’s instructions

If a winchman is lowered, he’s in charge, so follow his instructions. These will be hard to hear because of the noise from above. Don’t be shy of putting your ear right next to him. If only a strop comes down, secure evacuees as appropriate and signal to lift with ‘thumbs up’.

If it’s you being airlifted, keep your arms by your sides

A lifting strop features a toggle to tighten it under the arms for security. If it’s you on the wire, keep your arms by your sides.

The yacht crew now ease out on the hi-line, keeping enough tension to stop the lift swinging wildly. Don’t release it altogether if it might be required again.

When no further lifts are needed and when you are instructed to do so, let go the end of the hi-line, keeping an eye on the weight so it doesn’t swing and injure someone.

The helicopter winch can easily lift two or more people. If quick evacuation of more than one casualty is in order, two strops may come down.

When conditions are so dire that even hi-lining is dangerous, the helicopter pilot may direct you to stream a casualty astern in a dinghy or even in a liferaft on a long painter. In the most extreme circumstances, such as abandoning ship, you might be instructed to get into the water. If so, make sure all crew are wearing lifejackets and don’t jump until directed. You don’t want to be in the water for any longer than necessary. Note also that helicopters carry special double strops for raising vulnerable people, such as hypothermia victims, who are at risk from the ‘post-rescue collapse’ caused by lifting in a vertical attitude.

'Nothing short of a miracle': Missing N.L. fishing crew arrives home safely

Fishing boat lost contact wednesday evening.

Missing N.L. fishing crew home after being found safe

Social sharing.

The crew of the Elite Navigator, the fishing vessel missing since Wednesday, arrived home safely on Saturday.

The seven crew members were greeted by hundreds of people celebrating their return to Valleyfield, a neighbourhood in the town of New-Wes-Valley.

Some residents were waiting on the docks and its surrounding areas with signs and balloons. Others took to the water and greeted the crew in their own boats as they passed by on a Canadian coast guard in-shore rescue boat. 

The crew members' safe arrival was emotional, as family and friends tightly hugged the loved ones they thought they'd lost.

Elite Navigator captain Eugene Carter said the crew is happy to be home after spending almost three days in a life-raft following a fire on the ship that escalated quickly.

"Within five minutes, we had seven men aboard a life-raft and there was fire around us everywhere," Carter said.

Rescued N.L. fishing crew returns home after days drifting in life raft

Good spirits helped while stranded.

In the days that followed, Carter said the crew had to keep each other warm, there was limited water supply, and the raft kept drifting farther from land. Nonetheless, they stayed in good spirits.

"We were actually sitting around joking with each other, using the microphone, interviewing each other with the flashlight trying to keep our hopes and everything up," he said.

But the most challenging part of the situation wasn't being stuck on a life-raft in the middle of the Atlantic Ocean — it was thinking about what their families were going through.

"The hardest thing about it was knowing we were alive and everyone here thinking the opposite. That was the hardest thing to cope with out there," Carter said.

Llewellyn Howell, brother of one of the crew members, said people who grew up in fishing communities were raised to expect the worst.

"The thing is, we thought there was no chance. None whatsoever," Howell told CBC News.

Even the town's mayor said the situation was astonishing.

"It's nothing short of a miracle," said Michael Tiller.

Life-saving flare was the crew's last one

The entire crew was found in a life-raft by search-and-rescue teams on Friday night.

"A handheld red flare was spotted, which led us to a life-raft," the coast guard said in an update posted to Facebook on Saturday.

The flare that saved their lives was the last one the men had. When it caught the attention of the helicopter, Carter said, it was the best feeling in the world.

David Lee Tiller and Jordan Lee King, who were both on the raft, were in good spirits as they greeted their loved ones on Saturday.

Tiller feels lucky to be alive. 

"I'd fish with all the boys again tomorrow, any day. But thanks to the big one above we are home alive," he said.

King said he wasn't surprised when the helicopter found them. He knew someone would find them eventually, he said. 

"I felt amazing, I couldn't wait to get on board and get something to eat," King said. "It's good to be home."

'Great news story'

Greg Pretty, president of the Fish, Food & Allied Workers union, said he couldn't sleep after finding out the good news late Friday night.

"To see this come to a successful conclusion, like I suggested yesterday, is a great news story for this province and this whole country," Pretty told CBC News.

Premier Andrew Furey posted to social media at about 1 a.m. NT Saturday that search-and-rescue efforts had been a success.

"Our entire province is so relieved to hear the crew members of the Elite Navigator have been found and are returning to safety to their families, who have been waiting so anxiously for this good news," Furey posted. "Thank you to all the dedicated people involved in the search and rescue effort."

Pretty said the crew members' successful outcome shows the importance of safety training at sea.

"I can tell you without even knowing the details that there was a training component kicked in for those crew members and with the result of seven."

Five of the crew are from New-Wes-Valley, one is from Centreville-Wareham-Trinity and another is from the Gander Bay region.

The boat went missing off Newfoundland's northeast coast on Wednesday, with its last known location about 300 kilometres northeast of Gander that evening.

No injuries reported

"Everybody is in good health with no obvious injuries," Furey told a news briefing Saturday.

Tiller said the entire region had been holding its breath waiting for news, good or bad.

"Being human, you always have that fear in the back of your mind that the worst will happen. But when word started to spread last night, it was like a huge weighted blanket lifted after region and people were celebrating it," he said.

A significant fog bank about 15 nautical miles (about 28 kilometres) off the coast complicated search efforts Thursday.

Search efforts expanded Friday.

• Residents of New-Wes-Valley anxious for missing fishermen to be found safe, says mayor

Four coast guard vessels, as well as a Cormorant helicopter and Hercules aircraft, helped in the search.

PAL Airlines also used sensors in flyovers to try to locate the boat, and a number of fishing vessels also joined in.

Dangers of fishing highlighted

Tiller said the entire incident highlights how dangerous the profession of fishing can be.

"It hits home because in small-town Newfoundland, you know everybody. You know who they are and you know their parents, their relatives, you know the boat owners. You know basically everything about them," he said.

"You grew up with them and, you know, it's like losing a part of your family.… It's nothing short of a miracle that they're all on the way home." 

Download our  free CBC News app  to sign up for push alerts for CBC Newfoundland and Labrador.  Click here to visit our landing page .

With files from Arlette Lazarenko, Danny Arsenault and World Report

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Barstool owner rescued by Coast Guard after losing control of boat off Nantucket

In an image taken from Monday, July 15, 2024, video, provided by Dave Portnoy, Portnoy speaks about his rescue at sea by the U.S. Coast Guard off the coast of the island of Nantucket, Mass. The Coast Guard confirms it rescued the founder of the Barstool Sports website after a boating accident off of Nantucket. (Dave Portnoy via AP)

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The owner and founder of Barstool Sports lost control of a boat off Massachusetts before being rescued by the U.S. Coast Guard.

Dave Portnoy, 47, said in a TikTok video that the harrowing Monday rescue off Nantucket happened after he unhooked his boat from buoys. Heavy winds then caused him to drift out to sea, and his engine was dead, he said.

Portnoy said another boater saw that he was in distress and radioed the Coast Guard.

Coast Guard rescuers towed the boat back to mooring, Portnoy said. He said he appreciated the work of the “four burly dudes” who rescued him, and that he might be finished with boating for a while.

“Captain Dave lives to tell another tale. Third time as captain, already lost at sea. It’s a dangerous game, the sea’s angry my friends,” Portnoy said via TikTok.

Portnoy, who maintains a robust online presence and has millions of followers, used another social media channel, X, to thank the Coast Guard on Monday. The Coast Guard responded with a message for Miss Peaches, Portnoy’s pit bull.

“Any time, Dave,” the Coast Guard posted, with a pair of smiling emoji. “Tell Miss Peaches we love her.”

Portnoy founded Barstool Sports in 2003 in the Boston area. The sports and pop culture website has more than 16 million followers on Instagram.

Newquay helicopter coastguard paramedic says Salcombe yacht rescue was most dangerous of her career

Mark Morrow and Deborah Mitchell were hoping to start a new life in Malta, but a vicious storm almost ended their dreams in a few terrifying moments

• 13:18, 11 JUL 2022
• Updated 13:37, 11 JUL 2022

A hero helicopter paramedic who put her life on the line to rescue a couple stricken on a yacht about to be broken up by pounding waves has described it as the scariest she has ever been involved in. Mark Morrow and Deborah Mitchell were sailing to Gibraltar for the trip of a lifetime and were due to tie the knot in the Mediterranean.

The couple, from Essex were happy, carefree and in love and ready to celebrate a new beginning in the British Overseas Territory after a stressful 12 months. They had just moved into their yacht - the Lady Rosemary - before disaster struck.

They were sailing past the South Devon coast when their trip of a lifetime took a turn for the worst and both nearly lost their lives as their yacht became stricken on rocks and took such a pounding in stormy seas that they feared being sent to their doom as their boat started disintegrating around them.

Read more: Cornwall's ambulance queues are nothing we're proud of says NHS boss

Mark and Deborah found themselves gasping for air, desperately clinging on as the terrifying scrapes and groans of their sailing boat being torn apart by the destructive force of the sea filled them with utter terror. Their yacht was driven into the teeth of Salcombe cliffs and as it broke apart, it slowly dawned on Mark and Deborah that their lives could be about to end.

Then hope came in the red and white shape of the HM Coastguard helicopter from Newquay , whose brave crew put their own lives in danger to rescue the Hullbridge couple.

“It was sheer relief,” Mark said. “It was the most incredible feeling to see the helicopter arriving. I thought we were goners. If the coastguard paramedic hadn’t been willing to risk her own life to rescue us that day, we would have died.”

Captain Ivan Hamilton, winch paramedic Abi Wild and winch operator Ian Copley from Cornwall were called out to the incident last August after receiving a distress call involving a yacht with two people on board which had been swept onto rocks near Salcombe and was at risk of breaking up while being pounded by huge waves. The crew of the yacht were in a life-threatening situation and desperately needed help.

Arriving on scene 17 minutes later, the crew of the helicopter could see the rough seas constantly washing over the deck of the yacht. Capt Hamilton tasked winch paramedic Abi to be winched on board the stricken boat. On landing, Abi was immediately engulfed by waves and was even submerged under water several times, requiring great physical exertion to avoid being swept away once she was onboard the stricken vessel.

Due to the extreme conditions, it was difficult to communicate with Mark and Deborah as they sheltered the best way they could inside the cockpit. Abi was eventually able to place rescue strops around them and manoeuvre them into position for rescue. Always ensuring the winch cable to the helicopter did not become tangled in the yacht’s broken rigging, Abi gave the signal to hoist and in one lift, she and the crew were winched to safety. Once on board the aircraft, before tending to her own physical injuries from the rescue, Abi administered medical attention to the casualties during the flight to hospital.

She said: “They were the worst conditions I’ve ever faced, and probably the most dangerous rescue I’ve been involved in.”

Mark said the engine on the Transworld 41 vessel had been brand new and the couple sailed along the coast with no expectation of issues, even as conditions worsened. As they reached the picturesque and jagged coastline at Salcombe, the engine failed.

Mark said: “It just stopped. I kept trying to get it going but it was dead. So I tried to get the sails up but the wind was blowing us straight at the rocks. I realised pretty quickly that we were in trouble and that I was going to struggle to sail out of it.”

Deborah put out a PanPan call for help as Mark dropped the anchor, hoping to keep the vessel in open water and prevent it falling victim to the sharp teeth of Salcombe’s cliffs. But the sea was too strong to hold anchor and the sailing yacht drifted on to the rocks, prompting a Mayday from the Lady Rosemary’s occupants.

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Mark added: “She hit the outer rocks and it was just awful. It was terrifying to feel the boat scraping and tearing along the rocks, knowing the boat was all that was keeping us out of the water. The waves lifted us right over those outer rocks and into the middle of it all, it was the scariest moment of my life. I was terrified for my girlfriend, as she isn’t an experienced sailor.

“The waves were relentless, they just kept coming. The boat sunk even lower in the water and so those waves were crashing over the top of us, it was so hard to hold on. We could see a lifeboat but knew they couldn’t get to us. I thought we were done for. We were lucky to still be on the boat when the helicopter arrived.”

He said neither he nor Deborah were aware the search and rescue helicopter from Newquay had been dispatched, as the radio had quickly flooded and became unusable.

“It was the biggest relief, it’s hard to explain what it meant to see the helicopter coming,” Mark said. “We had nearly been washed off the boat several times and we were at our limit. It was so hard to hold on, the power of the water was so strong. We were so exhausted and cold by that time, it’s really scary to think what could have happened if they arrived just five minutes later.”

Winch paramedic Abi, who along with her crewmates received a Billy Deacon SAR Memorial Trophy for bravery from Robert Courts, Parliamentary Under Secretary of State in the Department for Transport, at the Air League’s Honours and Awards Reception Ceremony at the House of Commons, added: “They were exhausted, you could see it in their eyes, they were close to giving up. The yacht had started breaking up and I knew that we needed to take them both at the same time, there wasn’t time for anything else.

“The conditions looked rough but it wasn’t until I got down there that I realised how bad they were. It took me several attempts to even get to them, with the wind and the waves, I couldn’t grab on. It’s incredible that they managed to.”

Maritime Minister Robert Courts said: “Abi, Niall, and Ginge epitomise the spirit of the maritime sector, and their bravery is an inspiration to us all.” George Rawlinson, the Award Committee chairman, added: “Despite great personal risk and receiving an absolute battering from the elements, Abi Wild’s relentless perseverance ensured a successful outcome was achieved in 2021. This is a testament to her bravery and professionalism. Abi is greatly deserving of this award however, we must also recognise the pilots and rear crew of the helicopter, who were integral to her success.

“In 2020, Niall faced being submerged by breaking surf and his superb teamwork with winch operator Ginge was essential. Their lifesaving skill and determination was exemplary, and they too thoroughly deserve this award.”

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Coast guard crew aids group of 5, plus dog, after boat runs aground in beaufort county.

The rescue was all caught on video.

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Five people and a dog were rescued by a Coast Guard crew after their boat ran aground Sunday in Beaufort County.

Watch video from the rescue above

According to officials, a Coast Guard Air Station Savannah helicopter crew and a local partner agency assisted five people and their dog after their 23-foot boat ran aground near Fripp Island.

The helicopter crew hoisted everyone, including the dog, and safely transported them to Beaufort Executive Airport.

No injuries were reported.

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Helicopter Rescues at Sea

Helicopter rescues.

In the UK, helicopters tend to use a hi-line transfer to pick up casualties from a yacht.

The normal arrangement for a pick up from a motor vessel, is for the vessel to proceed in the direction and at the speed given by the helicopter pilot.

The aircrew drop a long line with a weight on the end first.

The crew of the yacht pull this in, it is about 30m long. Because of the length of line it needs to be carefully tended, most crews find putting it in to a large bucket keeps the line clear of obstructions. In anything of a seaway, the line may be pulled out of your hands as the boat passes over waves, so a pair of gloves are invaluable, I also recommend that the person handing the line be clipped to the boat.

The diver is then lowered on the main lift wire, he drops an earthing cable in to the water when he is at deck level.

Once the diver is on the boat he will give directions, if he needs to remove a casualty he may call for a stretcher to be lowered, or may lift the casualty in a lift strop that is passed under the arms.

To reduce the risk of post rescue collapse (see cold water survival video) caused by lifting a hypothermic victim in a vertical position from the water, a special double strop can be used that lifts the patient horizontally.

Important points

If a helicopter is sent to your assistance, there are several points to consider.

• Communication is impossible once the helicopter is overhead, brief the crew before it arrives
• Have a hand held flare ready to pinpoint the vessel (imagine trying to find a specific boat in a busy area like the Solent on a summer day)
• The helicopter crew will contact you by VHF radio, monitor the radio, but do not transmit unless called as the pilot is listening to the winch man giving him directions on the approach
• Either motor directly in to the wind with the sails down or sail close hauled on port tack (the helicopter crew will instruct you)
• The helmsman must concentrate on steering a straight course
• Clear the decks of any loose equipment that may blow away or be sucked in to the engine intakes.
• Have a bucket ready to lower the winch line into, gloves may be useful
• Do not attach the cable to the yacht, or let it snag on anything
• When the cable is lowered, let it earth out on the deck or water before touching it (there is a static build up in flight)
• Follow the diver's hand signals when he has been lowered
• When he has been lowered to deck level, you pull him in to the boat
• Follow the diver's instructions when he is on the boat

A helicopter crew perform, hundreds of rescues each year, follow their instructions exactly, they know what they are doing!

Sometimes it is possible to call the coastguard and ask to take part in a training exercise. The air crew of rescue helicopters on the south coast of the UK practice virtually everyday of the year.

If you are in the area they are practicing in they may be prepared to arrange to drop a crew man on to your vessel. This is one of the best ways to find out what is really involved and to help you to plan for what to do if you ever need to do it for real.

In the winter when there are not many yachts about it is not unusual for a helicopter to fly up to a yacht and hang a sign out of the side, indicating they wish to communicate on channel 67. They will then ask to exercise with you and give you a detailed briefing.

If the sea-state is too rough for a man to be lowered to the deck, the helicopter may lift you from a liferaft or dinghy. Occasionally you may be told to jump into the water and be rescued from there. In this case ensure you are wearing lifejackets and only enter the water one at a time when told to.

Anthony Hicks web site has a video of a helicopter rescue demonstration.

Some years ago the RYA made a training video (Life on the Line) that covered several rescue scenarios, this includes a detailed explanation of the different stages of a helicopter rescue. This video is no longer available but many clubs have it in their libraries. The helicopter rescue proceedure in this video is shown with the yacht motoring in to the wind, whilst this is still possible, the sequence outlined above in the preferred method with most UK coastguard helicopters.

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• air-sea-rescue

Air sea rescue

If you, and/or a member of your crew, requires emergency evacuation from your boat a Coastguard helicopter may be sent to air lift you off.

We talked to Tony Campbell, Chief Crewman at Portland Coastguard Helicopter Unit and Jon Mendez of Mendez Marine on the procedure, what to expect, and how you can help.

What happens first?

“Before the airlift, the helicopter winch operator will make contact with you by VHF and give you a brief on what is going to happen.

“If you have been involved in an air sea rescue before never assume that you know what is going to happen the next time. Every air sea rescue varies; the weather conditions or sea state will be different, the condition of the boat or the casualty(s), for example. So it is really important to listen very carefully to this brief - make notes if possible - especially as when the helicopter arrives you will find it hard to hear anything.

“Before the helicopter arrives, prepare your boat for its arrival and secure all loose items so that they do not get blown away by the helicopters down draft.”

Why will the size of my boat be important?

“When the winch operator makes contact with you he/she will ascertain the size of your boat. A smaller craft, approximately 7m metres and under, is usually attended with the boat stationary and the helicopter hovering overhead.

“Larger craft, 9/10m and above, will be given a course and speed to steer. The helicopter pilot will then keep station (normally on the port quarter) on the moving vessel. It is important to keep to this course, without deviating.

“A helicopter needs an enormous amount of power to hover so by keeping a steady course the helicopter can gain more air speed and therefore use less power. It is harder to see the bow on smaller craft and therefore difficult for the pilot to ‘format’ ‘. This means that the pilot cannot lock onto a steady course and speed which is why smaller craft are asked to remain stationary.

What happens when the helicopter arrives?

“In most cases the winch man will come down directly onto your boat. However, if the winch man is having trouble getting onto your boat then they may use a ‘high-line’.

“The winch man will lower a weighted line down to your boat. Let it earth on the deck to release any static. Do not attach it to the boat. Coiling the line in a bucket is very useful. You will be asked to pull on the line to guide the helicopter winch man in.

“Once the winch man has landed and unhooked he will assess the situation. He or she now has complete authority. This is really important to remember. Do exactly what they tell you; they are the experts.

‘’If a casualty needs to be removed from the boat the winch man will take the casualty off the boat first. You will use the weighted line to control his swing. Do not let it snag on anything.’’

Being lifted from your boat

“To lift you off the boat a strop will be placed over your head and under your arms. Keep your arms down to stop the strop slipping over your head. If you are injured then a stretcher may be used”.

Jon Mendez, from Mendez Marine has been winched up a few times on training exercise so I asked him what it feels like. “It’s a weird experience - when I was lifted out I had no sensation of going up. One minute I was on the boat and the next I was going up towards the helicopter. It was surprisingly smooth.

“When you get to the helicopter the crew will help you to get through the door. It feels odd not to do anything to assist and doesn’t seem natural but if you try to help you could be creating more problems. For instance if you lift your arms up to push yourself into the helicopter you run the risk of slipping through the strop, from a height! So it is best to let them do the work until you are safely sitting inside the helicopter.”

Last thought from Tony

“All Coastguard winch men are fully trained paramedics and are able to provide medical assistance at the time of the rescue. However, you shouldn’t be afraid to administer CPR if someone collapses on board. Every minute counts and the more you can do prior to our arrival the better for the casualty”.

Israeli Police

Associated Press

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Rasha Matar

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Fikro Ibrahim

How the Israeli Hostage Rescue Led to One of Gaza’s Deadliest Days

A firefight amid a recovery mission. At least 19 Israeli airstrikes. Scores of Palestinians killed. A Times visual analysis shows how the June 8 operation had such a high toll.

By Neil Collier ,  Bora Erden ,  K.K. Rebecca Lai ,  Riley Mellen ,  Bilal Shbair ,  Anjali Singhvi ,  Ainara Tiefenthäler and Aric Toler

On June 8, Israel conducted one of the most high-risk operations of the war — a rescue in broad daylight of four hostages held by Hamas in Nuseirat, a densely populated area.

Israel achieved that goal, but within minutes, the operation escalated into a firefight and a series of airstrikes that killed scores of people. The Israeli military said it came under fire by Hamas and ordered the strikes. The New York Times was not able to verify which came first.

The Times analysis — using satellite images, witness accounts and more than 60 videos — revealed that the strikes destroyed or damaged at least 42 buildings. The areas hit included apartment buildings and a crowded market, helping to explain the high death toll.

Palestinian health officials said 274 people were killed, including 64 children. Israel put the total number of dead around 100. Neither toll distinguished between civilians and combatants.

Damaged or destroyed buildings

Note: Not all of the affected buildings are visible in this map view.

The Times located at least 19 strikes across a four-mile stretch of central Gaza, including along the path to the coast, where Israelis took the hostages.

The Israeli military said in statements after the raid that it had prepared a list of Hamas targets beforehand and hit dozens of sites “for the success of the operation.” It’s unclear whether the strikes were always part of the hostage rescue plan, or if they were a backup exit strategy the military deployed after coming under fire by Hamas.

Evidence of strikes

Note: Not all of the strikes are visible in this map view.

Videos show many casualties were women and children. In press statements, Israeli officials said that Hamas was holding the hostages in civilian apartment buildings and firing from civilian areas, making it “impossible” to rescue the captives without harming bystanders.

Pointing to the death toll — and that Hamas held hostages in an area populated by civilians — Jeremy Laurence, a United Nations human rights office spokesperson, said in a statement that “all these actions, by both parties, may amount to war crimes.”

Firefight Amid Hostage Rescue

Around 11 a.m., Israeli special forces entered two low-rise apartment buildings about 250 yards apart. They rescued Noa Argamani, 26, from one of them and drove her three miles to a waiting helicopter on the Gazan coast.

At 11:15 a.m., video released by the Israeli police shows that a heavy gunfight broke out near the building where three men — Almog Meir Jan, 22, Andrey Kozlov, 27, and Shlomi Ziv, 41 — were being held by a man who had worked for the Hamas-affiliated news ag ency Palestine Now. He was confirmed dead by Gazan officials. One Israeli commando was badly injured in the crossfire and later died.

When they left the building with the hostages, the rescuers faced gunfire and militants armed with rocket-propelled grenades, a spokesperson for the Israeli military said in a briefing. One of the military vehicles broke down amid the fight, and the military began airstrikes to give the rescuers time and cover to escape, military sources told The Times.

A Barrage of Strikes

Around the same time that the firefight began, fighter jets can be heard in livestream footage roaring over northern Gaza. Shortly after, witnesses began reporting jets and attack helicopters launching strike after strike in Nuseirat and surrounding towns.

At 11:27 a.m., a strike hit close to the building where the three hostages had just escaped from. The building was later leveled by another strike.

A remnant of a Hellfire missile fired by an Israeli aircraft was found by Anas Eliyan, in his damaged building nearby. It’s unclear exactly where the munition struck, but its presence indicates that the Israeli military was firing powerful weapons in the residential neighborhood.

Bilal Shbair

Shortly before noon, another strike destroyed the building where Ms. Argamani had been held.

Eyad Shahtout, a resident of a nearby building, told The Times that his home, shown below, was struck, and that many of his family members were buried under the debris.

“I waited to hear the voice of anyone alive under the rubble,” said Mr. Shahtout, shown below, right, with his brother, who survived. Mr. Shahtout said he lost 18 family members, including his wife, four children and two grandchildren. The Israeli military declined to explain why the Shahtout home was struck.

South of the hostage sites, a busy market was also hit. People fled amid clouds of dust, and bodies lay in the streets.

Taken about a quarter mile south of the market, a video shows at least 15 people, most of whom appear dead or severely wounded, lying on the street next to a destroyed building.

At 11:45 a.m., plumes of smoke could be seen rising in this view of downtown Nuseirat.

Deadly path to the coast

As airstrikes pummeled Nuseirat, Israeli ground reinforcements moved in. Videos verified by The Times and open source researcher s show tanks and armored vehicles arriving from both east and west of Nuseirat.

At 11:55 a.m., in a shop on the main street that leads to the coast, a group of Palestinians were cowering amid explosions and gunfire. Five minutes later, armed troops arrived.

Alaa Shamallakh

They pulled up across the street in at least eight military vehicles, and entered the home of Rasha Matar, 33, an Israeli military v ideo showed.

The Israeli military did not answer questions on why troops stopped at the house, but text on the heavily edited video said the area was being used as a site to transfer the three hostages to a different vehicle.

Israeli forces

entered here

Ms. Matar said the forces shot her sons Yamen, 12, below left, and Mu’men, 15, below right. “I was helpless watching my two children bleeding in front of my eyes,” she said.

There’s no visual evidence of how they were shot, and the Israeli military and police declined to answer questions. But photos taken by a Times reporter showed evidence of violence in a room — not shown in the military video — where Ms. Matar said her family was detained.

These photos show bullet holes in the house, bullet casings matching those used in Israeli soldiers’ rifles, zip ties, a bloodied mattress and a cigarette package with a Hebrew label.

After 40 minutes, Ms. Matar said, the soldiers received a call and left. In a video reviewed by The Times, the injured boys are seen being carried out to a vehicle.

Yamen’s lifeless body was seen in photographs at Al Awda Hospital. Mu’men survived, but X-rays show gunshot wounds caused a spinal injury that paralyzed his legs, according to Dr. Nizam Peerwani, a forensic pathologist who reviewed the X-rays for The Times.

Two videos filmed shortly after show the Israeli military convoy heading west toward the coast and escorting a small white van and a white cargo truck that Ms. Matar said had been parked outside her home by Israeli troops.

After the convoy left, the bodies of three men lay on the street near where the Israeli vehicles had passed, not far from Ms. Matar’s home, seen in video reviewed by The Times. It is unclear why or how they died.

Eventually, the convoy reached the coast, where the three rescued male hostages, and Ms. Argamani, the fourth hostage, were flown back to Israel.

But back in Gaza, the operation, which lasted about two hours, had left a devastating toll. Videos taken around Nuseirat showed homes turned into rubble, bodies lying in the streets, and hospitals packed with the dead and injured, and their grieving relatives.

Methodology

The Times verified and analyzed more than 60 user-generated videos, wire footage taken in Nuseirat on June 8 and footage captured by a Times reporter in Nuseirat showing damage to structures. Reporters geolocated the sites, cross referencing the videos with damage visible in satellite images taken on June 1, June 7, June 9 and June 10 to map both the strike locations and buildings damaged or destroyed by the June 8 operation.

The analysis concluded that there were at least 19 strikes and at least 42 buildings damaged or destroyed. Because the map zooms to areas with the largest cluster of strikes and damaged or destroyed buildings, the total numbers are not visible in the article.

The Times also used the videos to map where victims’ bodies were seen after the June 8 operation. The videos and images shown in the article were provided to The Times by witnesses, taken by a Times reporter in Gaza, publicly released by the Israeli military and police, posted on social media or distributed by newswires. Some of these videos were verified by The Times after their sites were first geolocated by online analysts, including fdov and Anno Nemo .

The satellite image used as the base map for the article was captured on June 10 by Planet Labs.

An earlier version of this article incorrectly credited a video of a strike next to the building where three hostages were held. The video was shared with The Times, but its source could not be determined. It was not taken by Alaa Shamallakh.

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Our Coverage of the Israel-Hamas War

News and Analysis

Prime Minister Benjamin Netanyahu of Israel is unlikely to immediately change his approach to the Gaza war  following President Biden’s decision to not run for president, even if he may privately welcome the president’s departure from the race, analysts said.

Israel’s military said that it had intercepted a missile fired from Yemen , suggesting that the Yemen-based Houthi militia would keep trying to strike Israel, despite the bombing by Israeli fighter jets of a port in Yemen, which is likely to deepen human suffering  in Yemen.

Antony Blinken said that an agreement to free hostages held in Gaza and establish a cease-fire was close , as administration officials prepared for what they expected to be a tense visit to Washington by Netanyahu.

What We Saw in Rafah:  As Israel says it is winding down its operation against Hamas in Rafah, the Israeli military invited foreign journalists into the devastated city on a supervised visit .

Displaced Gazans in Egypt:  As many as 100,000 Gazans have taken refuge in neighboring Egypt, but they are in legal limbo there, and though they feel safer, it’s not home .

A Crucial Diplomat Emerges:  Amos Hochstein, one of President Biden’s most trusted national security advisers, is playing diplomatic firefighter along the Israel-Lebanon border .

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Sailors help rescue dozens of passengers on disabled boat in eastern Mediterranean

An MH-60S Sea Hawk flies above the destroyer USS Bulkeley in the Mediterranean Sea on Dec. 24, 2023. U.S. Navy sailors helped save the lives of 30 people stranded on a boat adrift for days in the eastern Mediterranean on July 16, 2024. Another passenger died following attempts at resuscitation. (Jacob Mattingly/U.S. Navy)

NAPLES, Italy — Quick action by Navy sailors on routine patrol in the eastern Mediterranean Sea helped save the lives of 30 people stranded on a boat adrift for days.

Sailors assigned to Helicopter Maritime Strike Squadron 79 spotted people indicating distress aboard the vessel Tuesday during flight operations and reported the sighting to the destroyer USS Bulkeley, U.S. Naval Forces Europe-Africa/U.S. 6th Fleet said in a statement Wednesday.

While working with the Joint Rescue Coordination Center, Bulkeley requested that a nearby commercial ship, Seaways Sabine, help the stranded single-engine inflatable small boat.

Crew members from Seaways Sabine ultimately found 31 people aboard the boat, three of whom needed medical attention, according to the statement.

Corpsmen from Bulkeley traveled by rigid hull boat to the commercial vessel to offer medical assistance to the three unresponsive people. One died following an extended period of CPR, the Navy said.

Sailors from the destroyer USS Bulkeley participate in small boat operations, Jan. 2, 2024, in the Mediterranean Sea. U.S. Navy sailors helped save the lives of 30 people stranded on a boat adrift for days in the eastern Mediterranean July 16, 2024. Another passenger died following attempts at resuscitation. (Joseph Macklin/U.S. Navy)

The other two people were in stable condition and taken to the nearest suitable port by the merchant ship. The remaining 28 passengers on the boat were being taken by Seaways Sabine to Port Sidi Kurayr, Egypt, the Navy said.

“This incident, while unfortunate, underscores our Navy’s ability to respond to those in need and showcases the readiness and capabilities of our team,” said Cmdr. Arturo Trejo, commander of Bulkeley, one of four destroyers deployed to Naval Station Rota in Spain.

Each year, tens of thousands of migrants and refugees attempt risky sea crossings from the coasts of Libya, Tunisia, Turkey and other countries seeking safe haven and economic opportunities in Europe.

Many die when often overcrowded and unseaworthy boats are overcome by rough seas or become disabled.

Last month, 64 people were reported missing after the boat they were in caught fire and capsized off the southern coast of Italy near Calabria. Although 11 people were rescued, one died soon after, The Associated Press reported June 18.

In another shipwreck the same day, dozens of people were rescued from a sinking wooden boat near the Italian island of Lampedusa, but rescuers found the bodies of 10 people trapped below the deck, AP reported.

Sailors aboard the destroyer USS Bulkeley participate in flight operations Jan. 5, 2024, in the Mediterranean Sea. U.S. Navy sailors helped save the lives of 30 people stranded on a boat adrift for days in the eastern Mediterranean July 16, 2024. Another passenger died following attempts at resuscitation. (Joseph Macklin/U.S. Navy)

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• US Navy rescues crew from merchant vessel attacked by Houthi rebels in Red Sea

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How to prepare for a helicopter rescue from a Yacht

20 December 2016

If you have a helicopter coming to your aid you are likely to be sailing fairly close to shore as their range is not vast. It’s also likely that you have a mayday situation. Either a man overboard, a flooding, fire or casualty. Or perhaps you are being evacuated as a precaution. The first thing to remember therefore is to not forget your casualty whilst preparing for the arrival of the helicopter.

If you have the crew available, have one crew below on VHF Radio controlling comms. Until the aircraft arrives this will probably be you, but after arrival you will want to go to deck to take the helm and / or control proceedings at deck level. Even if you have had experience of a helicopter rescue before, listen carefully to instructions. They may vary dependent on weather and sea state and the size and type of vessel you are on. Smaller vessels (under 7 metres) may be asked to stop whereas larger vessels over 7 metres are usually asked to set a specified course and sail on a port tack. A steady course is important so that the helicopter can match your speed and course on approach. 

The very fact that you are moving helps increase the helicopter’s airspeed and lift and thus assists the helicopter, which takes a huge amount of power to hover.

Brief your crew before the helicopter arrives if possible. Communicating after the helicopter is nearby will be very hard as it becomes very noisy. This is why someone monitoring VHF below deck is a good idea. If you have a deck speaker or handheld, you can listen to that on deck.

In most cases the winchman will approach on the port quarter. He may drop a line down to the deck with a sand-filled weight on it. Let it land on deck to earth. Then, as the winchman is lowered you will be required to pull the winchman toward you. He may give you hand signals. DO NOT tie the line to the vessel or yourself!

A bucket is a good place to coil the line as you pull it in. This reduces the chances of it snagging or grabbing deck furniture and stanchion posts when the winchman leaves.

If you have a casualty being evacuated, make sure they are briefed on what is happening. They should be wearing a lifejacket and warm clothing if possible and keep them calm. Include details of their suspected injuries and any medication they take habitually or that has been administered recently. Also make a note of when they ate, whether they are lucid and whether they have lost consciousness. Including a waterproof grab bag with medication and their passport and wallet, plus insurance documentation, is also prudent. If you do this, make a note of the policy numbers and passport number to keep on board.

Once the winchman is on board it is sensible to listen to his instructions. He’s the expert after all! But remember, you are still navigating your vessel and protecting your crew. Don’t lose sight of that. 

In most cases the winchman will use a strop to place over the evacuee but if injured, they may be evacuated on a cage stretcher. As the winchman leaves the deck, control his swing with the line, paying it out smoothly but quickly and under control. Don’t let it snag (hence the bucket)!

As the casualty approaches the helicopter, they need do nothing. The crew will manoeuvre the casualty inside. If it’s you, don’t be tempted to help. If you lift an arm you risk falling out of the strop (at a height). Not good.

Finally, once all the drama is over, maintain a radio watch, make a plan and sit down with your remaining crew and reassure them, briefing them on your plan. Remember, this is likely to have been quite a traumatic experience. This is where you need to settle everyone and reassure.

About this time a cup of tea usually goes down very well. 

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Outdoors | Meet the Minnesota DNR pilot who rescued…

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Outdoors | meet the minnesota dnr pilot who rescued curtain falls survivors, her little bird helicopter isn’t outfitted for rescues, but she went in twice at midnight to evacuate injured canoeists.

The search in roiling waters along the Minnesota-Ontario border deep in the Boundary Waters Canoe Area Wilderness took dozens of search-and-rescue experts, underwater drones and cameras, aircraft searching with infrared cameras, cadaver dogs, divers, boats, canoes, support staff and more. It captivated the state into June.

But before that search-and-recovery effort even started, Grace Zeller had already flown her Minnesota Department of Natural Resources MD-500 Little Bird helicopter into the accident scene twice, at midnight, to evacuate two injured canoeists from the same group who washed over the same falls and survived.

Her story hasn’t been widely told before. But for her efforts above and beyond the call of duty, and which may have placed her in harm’s way in the effort to save others, Zeller will receive the Minnesota DNR Division of Enforcement Lifesaving Award at an event later this month.

Small DNR choppers not made for rescues

Zeller, 35, a natural resources pilot for the DNR’s enforcement aviation division, is based in Brainerd and usually earns her paycheck by flying the helicopter to conduct aerial wildlife surveys, stock fish in remote lakes, shuttle biologists into remote areas to conduct research and sometimes to locate and fight wildfires if needed.

“It’s a small helicopter, four people, and we really don’t do rescues because we’re not set up for it. There’s no hoist (to lift people into the aircraft) for one thing,” Zeller noted. “We do search, not usually rescue.”

But on the night of May 18, Zeller received a call on her day off from her boss, DNR enforcement aviation leader Jake Willis, to see if she was able and willing to fly. Information was still sketchy, but it was clear something bad had happened in a remote part of the BWCA, and there were no other aircraft available in the region capable of getting to and landing at that location.

“I told her she didn’t have to do it if it looked wrong, but she didn’t hesitate a second,” Willis recalled. “I said that if at any time she felt uncomfortable trying to get into that spot to turn around and bring it home. We could at least say we tried.”

Zeller rushed to the Brainerd airport, readied her chopper and zoomed to the Ely airport at about 130 mph. There, she picked up two veteran helicopter trauma medics and a third person experienced in helicopter rescues.

“The North Memorial (air ambulance) helicopter was already in Ely with their crew, but they couldn’t get into the accident,” she recalled in an interview with the Duluth News Tribune . “It was just too big of a helicopter, and it’s on wheels, and their policy is not to go into that situation at night. So their (medical) crew flew in with me.”

Other possible rescue aircraft, including the U.S. Forest Service’s famous Beaver float planes usually stationed in Ely, were unavailable.

“Really, Gracie was all there was anywhere in the region who could get in there,” Willis said. “I wasn’t sure it was going to come together in time.”

Landing on a rock in the dark

Rescue crews were already on the way into the accident scene by water, but it would be well into the next day before they arrived. It took Zeller’s helicopter only 15 minutes to get from the Ely airport to Curtain Falls.

“It was already dark-dark by then. There was a little finger moon shining on the water. One of the guys I had on board had night-vision goggles, so that helped find a landing zone,” Zeller said.

Her first chosen landing spot was on a small rock island away from the island where the victims were waiting. But an even better spot was found closer to the victims and Zeller eventually landed the helicopter on a bald rock outcrop on the same small island where the injured canoeists were located. The Little Bird is equipped with fixed skids to land on.

Rescuers had been called to the scene by two other paddlers who had summoned help by satellite telephone.

“I never found out who they were, their names. They just said they were concerned citizens,” Zeller said.

The injured canoeists, Kyle Sellers, 47, and Erik Grams, 43, both of Ham Lake, “were lucky those other guys were there,” she said.

The good Samaritans had a bonfire going to help Zeller locate the spot.

Change in plans

The Little Bird has no space for a stretcher, so the original plan was to drop off the medics who would stay with the victims and render first aid until daylight when a larger float plane could be called in to bring them out. But that changed to an evacuation once Zeller’s helicopter arrived on the scene and the victims were found able to walk and sit upright.

Medics brought the first victim, Sellers, to Zeller’s helicopter and, with the two North Memorial medics also on board, Zeller flew them out.

“He said he didn’t feel that bad, but it turned out that was probably the shock,” she said. “He had quite a few lacerations, and he ended up having a fractured pelvis, I think. And he was hypothermic. The medical staff on board really knew their stuff. They were keeping him calm. It was fairly windy that night and it was a pretty bumpy ride and, when I found out he had injuries, I’m thinking, man he must have been hurting.”

She dropped her passengers off at the Ely airport and the North Memorial helicopter flew Sellers to Duluth for treatment.

Meanwhile, Zeller topped off her fuel and then flew back to Curtain Falls to pick up the second victim, Grams. (A fifth member of the canoe party, Jared Lohse, 33, of Cambridge, did not require any assistance.)

“He (Grams) was in a little better shape than the first guy. But he was also hypothermic and ended up having some injury issues as well, so they took him to the Ely hospital,” Zeller said.

Marked by loss

The canoeists, all experienced and all familiar with the area, had been fishing above the falls, where Crooked Lake tumbles down 30 feet into Iron Lake, before the accident occurred around 4 p.m. Amid the rain-swollen river, the paddlers got too close and were unable to fight the power of the water, capsized and were pulled underwater.

While Grams and Sellers were lucky to have survived their near-downing, and while both ended up recovering completely, they are still marked by the loss of their two canoeing partners — a friend and a brother — who did not survive.

The St. Louis County Rescue Squad, with help from numerous agencies, including a Chinook helicopter from the Air National Guard, eventually found the body of missing canoeist Jesse Haugen, 41, of Cambridge, on May 31. The second victim , Reis Grams, 40, of Lino Lakes, was found June 3. It took a combined 6,000 hours of work by the all-volunteer squad.

Erik Grams told Minnesota Public Radio that the survivors are now working to move on with their lives. That includes going back to the Boundary Waters, where they plan to return to Curtain Falls next year on the anniversary of his brother’s death.

“This isn’t going to stop the love and passion for nature and the outdoors,” Grams told MPR. “That’s the way that Reis and Jesse would want it.”

From the mountains to Minnesota

Zeller, who grew up in Cody, Wyo., just outside Yellowstone National Park, cut her helicopter teeth flying in Oregon, California and over the Grand Canyon. She came to Minnesota in January 2022 to take the DNR job that offered fun flying opportunities with a natural resource focus, two of her passions.

She’s been a pilot for a decade and has more than 1,000 hours flying turbine helicopters like the Little Bird.

“I knew Minnesota was going to be flatter,” Zeller said with a laugh. “But it still has a lot of outdoor opportunities. It’s been a great job so far.”

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