The Bravery Thread
Discussion
I'm getting fed-up by the countless doom and gloom threads on how s
t people generally are.
My antidote, a thread honouring those individuals who, facing a life and death situation, chose to put their life on the line and act selflessly.
I'll start you off with David Charles Purley (1945 - 1985).
After witnessing Roger Willianmon's March crash in the 1973 Dutch GP, David abandoned his race to help his teammate. He ran across the track where he narrowly escaped being hit by a following car. He then ran to the burning wreck of Williamson's car where, battling the intense flames, tried to rescue him. He made numerous attempts to right the car so he could extract Williamson from the burning wreck, but to no avail. All the while, the marshals stood watching helpless. Sadly David was killed in an air-crash in 1985 aged just 40.
A nice tribute to both here http://www.youtube.com/watch?v=j1j_oEx1DkY
t people generally are. My antidote, a thread honouring those individuals who, facing a life and death situation, chose to put their life on the line and act selflessly.
I'll start you off with David Charles Purley (1945 - 1985).
After witnessing Roger Willianmon's March crash in the 1973 Dutch GP, David abandoned his race to help his teammate. He ran across the track where he narrowly escaped being hit by a following car. He then ran to the burning wreck of Williamson's car where, battling the intense flames, tried to rescue him. He made numerous attempts to right the car so he could extract Williamson from the burning wreck, but to no avail. All the while, the marshals stood watching helpless. Sadly David was killed in an air-crash in 1985 aged just 40.
A nice tribute to both here http://www.youtube.com/watch?v=j1j_oEx1DkY
Paul Hartley - An Army Medic who nursed 7 casualties for 6 hours in a minefield waiting for casevac.
http://www.dailymail.co.uk/news/article-1219378/Th...
http://www.dailymail.co.uk/news/article-1219378/Th...
rhinochopig said:
I'm getting fed-up by the countless doom and gloom threads on how st people generally are.
My antidote, a thread honouring those individuals who, facing a life and death situation, chose to put their life on the line and act selflessly.
I'll start you off with David Charles Purley (1945 - 1985).
After witnessing Roger Willianmon's March crash in the 1973 Dutch GP, David abandoned his race to help his teammate. He ran across the track where he narrowly escaped being hit by a following car. He then ran to the burning wreck of Williamson's car where, battling the intense flames, tried to rescue him. He made numerous attempts to right the car so he could extract Williamson from the burning wreck, but to no avail. All the while, the marshals stood watching helpless. Sadly David was killed in an air-crash in 1985 aged just 40.
A nice tribute to both here http://www.youtube.com/watch?v=j1j_oEx1DkY
In a similar context to David Purley:t people generally are. My antidote, a thread honouring those individuals who, facing a life and death situation, chose to put their life on the line and act selflessly.
I'll start you off with David Charles Purley (1945 - 1985).
After witnessing Roger Willianmon's March crash in the 1973 Dutch GP, David abandoned his race to help his teammate. He ran across the track where he narrowly escaped being hit by a following car. He then ran to the burning wreck of Williamson's car where, battling the intense flames, tried to rescue him. He made numerous attempts to right the car so he could extract Williamson from the burning wreck, but to no avail. All the while, the marshals stood watching helpless. Sadly David was killed in an air-crash in 1985 aged just 40.
A nice tribute to both here http://www.youtube.com/watch?v=j1j_oEx1DkY
http://www.youtube.com/watch?v=OcSIz-KXjvE
Warning, extremely nasty crash. Fortunately not fatal, although how Ota survived I will never know
Tetsuya Ota's crash at Fuji 1998. Obviously, with an impact like that, all the marshals etc presumed him dead. But another driver, Shinichi Yamaji, stops and tries to put the fire out to save Ota. The marshals then come and help.
Bloody hell that Army Medic a proper hero.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
rhinochopig said:
Bloody hell that Army Medic a proper hero.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
letting the poor sod roll around and try to stand up like that, should have been someone with him at all times telling him to stay put, then another (or could have been the same marshal) helps him to his feet!!! thats what stretchers are for!WO Norman Cyril Jackson (1919-1994)
This airman was the flight engineer in a Lancaster detailed to attack Schweinfurt on the night of 26th April, 1944. Bombs were dropped successfully and the aircraft was climbing out of the target area. Suddenly it was attacked by a fighter at about 20,000 feet. The captain took evading action at once, but the enemy secured many hits. A fire started near a petrol tank on the upper surface of the starboard wing, between the fuselage and the inner engine.
Sergeant Jackson was thrown to the floor during the engagement. Wounds which he received from shell splinters in the right leg and shoulder were probably sustained at that time. Recovering himself, he remarked that he could deal with the fire on the wing and obtained his captain's permission to try to put out the flames.
Pushing a hand fire-extinguisher into the top of his life-saving jacket and clipping on his parachute pack, Sergeant Jackson jettisoned the escape hatch above the pilot's head. He then started to climb out of the cockpit and back along the top of the fuselage to the starboard wing. Before he could leave the fuselage his parachute pack opened and the whole canopy and rigging lines spilled into the cockpit.
Undeterred, Sergeant Jackson continued. The pilot, bomb aimer and navigator gathered the parachute together and held on to the rigging lines, paying them out as the airman crawled aft. Eventually he slipped and, falling from the fuselage to the starboard wing, grasped an air intake on the leading edge of the wing. He succeeded in clinging on but lost the extinguisher, which was blown away.
By this time, the fire had spread rapidly and Sergeant Jackson was involved. His face, hands and clothing were severely burnt. Unable to retain his hold he was swept through the flames and over the trailing edge of the wing, dragging his parachute behind. When last seen it was only partly inflated and was burning in a number of places.
Realising that the fire could not be controlled, the captain gave the order to abandon aircraft. Four of the remaining members of the crew landed safely. The captain and rear gunner have not been accounted for.
Sergeant Jackson was unable to control his descent and landed heavily. He sustained a broken ankle, his right eye was closed through burns and his hands were useless. These injuries, together with the wounds received earlier, reduced him to a pitiable state. At daybreak he crawled to the nearest village, where he was taken prisoner. He bore the intense pain and discomfort of the journey to Dulag Luft with magnificent fortitude. After ten months in hospital he made a good recovery, though his hands require further treatment and are only of limited use.
This airman's attempt to extinguish the fire and save the aircraft and crew from falling into enemy hands was an act of outstanding gallantry. To venture outside, when travelling at 200 miles an hour, at a great height and in intense cold, was an almost incredible feat. Had he succeeded in subduing the flames, there was little or no prospect of his regaining the cockpit. The spilling of his parachute and the risk of grave damage to its canopy reduced his chances of survival to a minimum. By his ready willingness to face these dangers he set an example of self-sacrifice which will ever be remembered.
This airman was the flight engineer in a Lancaster detailed to attack Schweinfurt on the night of 26th April, 1944. Bombs were dropped successfully and the aircraft was climbing out of the target area. Suddenly it was attacked by a fighter at about 20,000 feet. The captain took evading action at once, but the enemy secured many hits. A fire started near a petrol tank on the upper surface of the starboard wing, between the fuselage and the inner engine.
Sergeant Jackson was thrown to the floor during the engagement. Wounds which he received from shell splinters in the right leg and shoulder were probably sustained at that time. Recovering himself, he remarked that he could deal with the fire on the wing and obtained his captain's permission to try to put out the flames.
Pushing a hand fire-extinguisher into the top of his life-saving jacket and clipping on his parachute pack, Sergeant Jackson jettisoned the escape hatch above the pilot's head. He then started to climb out of the cockpit and back along the top of the fuselage to the starboard wing. Before he could leave the fuselage his parachute pack opened and the whole canopy and rigging lines spilled into the cockpit.
Undeterred, Sergeant Jackson continued. The pilot, bomb aimer and navigator gathered the parachute together and held on to the rigging lines, paying them out as the airman crawled aft. Eventually he slipped and, falling from the fuselage to the starboard wing, grasped an air intake on the leading edge of the wing. He succeeded in clinging on but lost the extinguisher, which was blown away.
By this time, the fire had spread rapidly and Sergeant Jackson was involved. His face, hands and clothing were severely burnt. Unable to retain his hold he was swept through the flames and over the trailing edge of the wing, dragging his parachute behind. When last seen it was only partly inflated and was burning in a number of places.
Realising that the fire could not be controlled, the captain gave the order to abandon aircraft. Four of the remaining members of the crew landed safely. The captain and rear gunner have not been accounted for.
Sergeant Jackson was unable to control his descent and landed heavily. He sustained a broken ankle, his right eye was closed through burns and his hands were useless. These injuries, together with the wounds received earlier, reduced him to a pitiable state. At daybreak he crawled to the nearest village, where he was taken prisoner. He bore the intense pain and discomfort of the journey to Dulag Luft with magnificent fortitude. After ten months in hospital he made a good recovery, though his hands require further treatment and are only of limited use.
This airman's attempt to extinguish the fire and save the aircraft and crew from falling into enemy hands was an act of outstanding gallantry. To venture outside, when travelling at 200 miles an hour, at a great height and in intense cold, was an almost incredible feat. Had he succeeded in subduing the flames, there was little or no prospect of his regaining the cockpit. The spilling of his parachute and the risk of grave damage to its canopy reduced his chances of survival to a minimum. By his ready willingness to face these dangers he set an example of self-sacrifice which will ever be remembered.
Johnson Beharry
Johnson Beharry said:
"Maybe I was brave, I don't know. At the time I was just doing the job, I didn't have time for other thoughts."
Edited by aclivity on Monday 26th October 09:22
davido140 said:
rhinochopig said:
Bloody hell that Army Medic a proper hero.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
letting the poor sod roll around and try to stand up like that, should have been someone with him at all times telling him to stay put, then another (or could have been the same marshal) helps him to his feet!!! thats what stretchers are for!aclivity said:
Johnson Beharry
First VC in over 20 years? I guess it shows they don't hand them out with impunity. I do wonder how many potential recipients can't be credited though.Johnson Beharry said:
"Maybe I was brave, I don't know. At the time I was just doing the job, I didn't have time for other thoughts."
Edited by aclivity on Monday 26th October 09:22
Chris71 said:
aclivity said:
Johnson Beharry
First VC in over 20 years? I guess it shows they don't hand them out with impunity. I do wonder how many potential recipients can't be credited though.Johnson Beharry said:
"Maybe I was brave, I don't know. At the time I was just doing the job, I didn't have time for other thoughts."
Edited by aclivity on Monday 26th October 09:22
Zod said:
Chris71 said:
aclivity said:
Johnson Beharry
First VC in over 20 years? I guess it shows they don't hand them out with impunity. I do wonder how many potential recipients can't be credited though.Johnson Beharry said:
"Maybe I was brave, I don't know. At the time I was just doing the job, I didn't have time for other thoughts."
Edited by aclivity on Monday 26th October 09:22
Chris71 said:
aclivity said:
Johnson Beharry
First VC in over 20 years? I guess it shows they don't hand them out with impunity. I do wonder how many potential recipients can't be credited though.Johnson Beharry said:
"Maybe I was brave, I don't know. At the time I was just doing the job, I didn't have time for other thoughts."
Edited by aclivity on Monday 26th October 09:22
His story here. http://en.wikipedia.org/wiki/Battle_of_Mirbat
AndrewW-G said:
Zod said:
Chris71 said:
aclivity said:
Johnson Beharry
First VC in over 20 years? I guess it shows they don't hand them out with impunity. I do wonder how many potential recipients can't be credited though.Johnson Beharry said:
"Maybe I was brave, I don't know. At the time I was just doing the job, I didn't have time for other thoughts."
Edited by aclivity on Monday 26th October 09:22
Griffin would still have him leave the country though.
odyssey2200 said:
Nikki Lauda
iirc James Hunt did something similar.
Guy Edwards was at the scene first, shortly joined by Harald Ertl and Brett Lunger, and then Arturo Merzario. It took the four of them to pull him out (including one of them using a fire extinguisher that just happened to be sitting nearby, lasting just long enough to get Lauda out).iirc James Hunt did something similar.
Lieutenant-Commander John Bridge, GC
from The Times, December 19, 2006.
Calmness and modesty are qualities that sit well together when the slightest miscalculation can bring immediate disaster. John Bridge was a schoolmaster of pacifist inclination at the outbreak of the Second World War, but he volunteered his services when he saw that his physics degree could be put to work to save lives. Well before the fall of France and evacuation of the British Army via Dunkirk in June 1940, the Luftwaffe had been attacking England’s South Coast ports and, by accident or design, ten per cent of its bombs did not explode on impact.
Bridge was interviewed on June 4, commissioned into the Royal Naval Volunteer Reserve on the 13th, given one week’s familiarisation training on German bombs at RAF Manby, collected his uniform from Austin Reed, Piccadilly, on his way to Portsmouth on the 27th and defused his first unexploded bomb at Plymouth five days later.
In the ensuing five months, the three bomb-disposal teams under his command dealt with more than 100 “UXBs” in the Plymouth-Falmouth area. On December 27, the London Gazette announced the award of the George Medal to Bridge for his calm courage in making safe a bomb known to be fitted with a delayed action fuse, which could have exploded at any moment.
As the German Blitz on London and the South of England intensified during that winter, Bridge and his small teams of bomb-disposal experts were in constant demand. He dealt personally with 15 unexploded bombs during the raids on Plymouth on the nights of March 20 and 21, 1941.
One, a double-fused bomb designed to prevent handling, fell close to Devonport dockyard and was ticking ominously when Bridge reached it. He knew the magnetic field of his electric “clock-stopper” would automatically set off the Rheinmetall No 50 anti-handling fuse alongside the clockwork fuse. Calmly he neutralised the No 50 by liquid discharge, which took him an hour. Then he applied the clock-stopper to the main fuse.
This slowed but failed to stop the ticking, so he very gingerly unscrewed and withdrew the clockwork fuse. The bomb was blown up on Dartmoor and Bridge was awarded the King’s Commendation for Brave Conduct.
A few weeks later on May 17, a bomb fell into the sluice valve chamber between two docks at Falmouth and failed to explode, temporarily rendering both docks unusable. The bomb lay in six feet of water at the foot of the sluice chamber. Bridge climbed down the shaft cross-girders and, noting a hole in the bomb casing, unscrewed the base plug, slid a cable in and out through the casing hole and called for the bomb to be winched clear of the water. He held it away from the cross-girders until it was at a level for him to disarm it where it hung. In the shaft at 35 feet below ground level there was no possibility of escape had the bomb exploded. For this act of cold courage, Bridge received a Bar to his George Medal.
While the Luftwaffe threat gradually receded, that of unexploded sea mines in harbours and their approaches did not. Bridge was sent to the Simons Town naval base in South Africa, thought vulnerable to mines. At his own suggestion he was taught to dive using a Siebe Gorman helmet and pump apparatus. He was then posted to the Mediterranean theatre.
In August 1943, after the invasion of Sicily, he was instructed to clear Messina harbour of mines, as it was needed for vessels preparing the assault on the Italian mainland. A previous mine-clearing team had all been killed or seriously injured by depth charges left in the harbour waters. As the depth charges had an unknown firing mechanism, the first task Bridge faced was to recover one of them intact so that he could learn how to make the remainder safe.
It was necessary to suspend diving from time to time because of enemy shellfire. But, over a period of 20 hours and supported by his three-man team above water, Bridge made 28 dives in Messina harbour, cleared all the new type of depth charges and made safe a total of 207 other explosive devices above or below water. In consequence, Messina harbour was opened for use by ferries transporting troops of the Eighth Army across the straits to the toe of Italy on September 3, 1943.
Two of his crew who had handled the cleared charges above water received the George Medal. Bridge was awarded the George Cross for his “conspicuous and prolonged bravery and contempt of death in clearing Messina harbour”.
But his war was far from over. On D-Day+1 he went to Normandy to supervise the clearing of the beach at Arromanches of mines and a mass of other explosive devices left there. Then, at the end of September 1944, he was called forward to the Nijmegen area where a daring German operation was holding up the advance of General Sir Brian Horrocks’s 30 Corps over the River Waal. A group of German frogmen had floated specially designed charges downstream, placed them against the piers of the railway and road bridges, destroyed the former and damaged the road bridge. One of the charges had exploded, blowing a large hole in the road, but the other lay unexploded in shallow water against the pier.
Called during the night from Antwerp where he was working on harbour clearance, Bridge was flown in an ancient RAF Avro Anson up to 30 Corps headquarters along the air corridor at an altitude of 100 feet to avoid enemy air attack. He was greeted by General Horrocks with an offer of breakfast, but declined. Later that morning he stripped to his underpants to examine the cylindrical object lying below the surface of the Waal against the pier of the Nijmegen end of the road bridge.
As with the bomb in the Falmouth sluice chamber, he managed to secure a line to the bomb, have it winched above the water and into an assault boat. There he made it secure. On return to Antwerp, Bridge was met by his commanding officer with the words: “I thought of recommending you for another gong, but you’ve had your quota.”
He was the first person to be awarded a Bar to the George Medal. One other mine disposal hero — an Australian, Lieutenant Hugh Syme, RNVR — also received the GC, GM and Bar.
John Bridge was born at Culcheth, near Warrington, Lancashire, in 1915. He was the fourth of seven children of Joseph and Mary Bridge who farmed in the district. He attended Leigh Grammar School before going to King’s College London to read physics and science.
After taking degrees in both, he was appointed science master at Firth Park Secondary School in Sheffield, where he remained until he volunteered for the Royal Navy.
He returned to Firth Park after the war but was appointed assistant education officer for Southport in 1947. Subsequently he was director of education for Sunderland from 1963 to his retirement in 1976.
He married Jean Patterson in 1945. She died in August. Their three daughters survive him.
Lieutenant-Commander John Bridge, GC, GM and Bar, wartime bomb-disposal officer, was born on February 5, 1915. He died on December 14, 2006, aged 91
from The Times, December 19, 2006.
Calmness and modesty are qualities that sit well together when the slightest miscalculation can bring immediate disaster. John Bridge was a schoolmaster of pacifist inclination at the outbreak of the Second World War, but he volunteered his services when he saw that his physics degree could be put to work to save lives. Well before the fall of France and evacuation of the British Army via Dunkirk in June 1940, the Luftwaffe had been attacking England’s South Coast ports and, by accident or design, ten per cent of its bombs did not explode on impact.
Bridge was interviewed on June 4, commissioned into the Royal Naval Volunteer Reserve on the 13th, given one week’s familiarisation training on German bombs at RAF Manby, collected his uniform from Austin Reed, Piccadilly, on his way to Portsmouth on the 27th and defused his first unexploded bomb at Plymouth five days later.
In the ensuing five months, the three bomb-disposal teams under his command dealt with more than 100 “UXBs” in the Plymouth-Falmouth area. On December 27, the London Gazette announced the award of the George Medal to Bridge for his calm courage in making safe a bomb known to be fitted with a delayed action fuse, which could have exploded at any moment.
As the German Blitz on London and the South of England intensified during that winter, Bridge and his small teams of bomb-disposal experts were in constant demand. He dealt personally with 15 unexploded bombs during the raids on Plymouth on the nights of March 20 and 21, 1941.
One, a double-fused bomb designed to prevent handling, fell close to Devonport dockyard and was ticking ominously when Bridge reached it. He knew the magnetic field of his electric “clock-stopper” would automatically set off the Rheinmetall No 50 anti-handling fuse alongside the clockwork fuse. Calmly he neutralised the No 50 by liquid discharge, which took him an hour. Then he applied the clock-stopper to the main fuse.
This slowed but failed to stop the ticking, so he very gingerly unscrewed and withdrew the clockwork fuse. The bomb was blown up on Dartmoor and Bridge was awarded the King’s Commendation for Brave Conduct.
A few weeks later on May 17, a bomb fell into the sluice valve chamber between two docks at Falmouth and failed to explode, temporarily rendering both docks unusable. The bomb lay in six feet of water at the foot of the sluice chamber. Bridge climbed down the shaft cross-girders and, noting a hole in the bomb casing, unscrewed the base plug, slid a cable in and out through the casing hole and called for the bomb to be winched clear of the water. He held it away from the cross-girders until it was at a level for him to disarm it where it hung. In the shaft at 35 feet below ground level there was no possibility of escape had the bomb exploded. For this act of cold courage, Bridge received a Bar to his George Medal.
While the Luftwaffe threat gradually receded, that of unexploded sea mines in harbours and their approaches did not. Bridge was sent to the Simons Town naval base in South Africa, thought vulnerable to mines. At his own suggestion he was taught to dive using a Siebe Gorman helmet and pump apparatus. He was then posted to the Mediterranean theatre.
In August 1943, after the invasion of Sicily, he was instructed to clear Messina harbour of mines, as it was needed for vessels preparing the assault on the Italian mainland. A previous mine-clearing team had all been killed or seriously injured by depth charges left in the harbour waters. As the depth charges had an unknown firing mechanism, the first task Bridge faced was to recover one of them intact so that he could learn how to make the remainder safe.
It was necessary to suspend diving from time to time because of enemy shellfire. But, over a period of 20 hours and supported by his three-man team above water, Bridge made 28 dives in Messina harbour, cleared all the new type of depth charges and made safe a total of 207 other explosive devices above or below water. In consequence, Messina harbour was opened for use by ferries transporting troops of the Eighth Army across the straits to the toe of Italy on September 3, 1943.
Two of his crew who had handled the cleared charges above water received the George Medal. Bridge was awarded the George Cross for his “conspicuous and prolonged bravery and contempt of death in clearing Messina harbour”.
But his war was far from over. On D-Day+1 he went to Normandy to supervise the clearing of the beach at Arromanches of mines and a mass of other explosive devices left there. Then, at the end of September 1944, he was called forward to the Nijmegen area where a daring German operation was holding up the advance of General Sir Brian Horrocks’s 30 Corps over the River Waal. A group of German frogmen had floated specially designed charges downstream, placed them against the piers of the railway and road bridges, destroyed the former and damaged the road bridge. One of the charges had exploded, blowing a large hole in the road, but the other lay unexploded in shallow water against the pier.
Called during the night from Antwerp where he was working on harbour clearance, Bridge was flown in an ancient RAF Avro Anson up to 30 Corps headquarters along the air corridor at an altitude of 100 feet to avoid enemy air attack. He was greeted by General Horrocks with an offer of breakfast, but declined. Later that morning he stripped to his underpants to examine the cylindrical object lying below the surface of the Waal against the pier of the Nijmegen end of the road bridge.
As with the bomb in the Falmouth sluice chamber, he managed to secure a line to the bomb, have it winched above the water and into an assault boat. There he made it secure. On return to Antwerp, Bridge was met by his commanding officer with the words: “I thought of recommending you for another gong, but you’ve had your quota.”
He was the first person to be awarded a Bar to the George Medal. One other mine disposal hero — an Australian, Lieutenant Hugh Syme, RNVR — also received the GC, GM and Bar.
John Bridge was born at Culcheth, near Warrington, Lancashire, in 1915. He was the fourth of seven children of Joseph and Mary Bridge who farmed in the district. He attended Leigh Grammar School before going to King’s College London to read physics and science.
After taking degrees in both, he was appointed science master at Firth Park Secondary School in Sheffield, where he remained until he volunteered for the Royal Navy.
He returned to Firth Park after the war but was appointed assistant education officer for Southport in 1947. Subsequently he was director of education for Sunderland from 1963 to his retirement in 1976.
He married Jean Patterson in 1945. She died in August. Their three daughters survive him.
Lieutenant-Commander John Bridge, GC, GM and Bar, wartime bomb-disposal officer, was born on February 5, 1915. He died on December 14, 2006, aged 91
rhinochopig said:
I always thought this chap should have won one having watched a documentary about him. Talaiasi Labalaba.
His story here. http://en.wikipedia.org/wiki/Battle_of_Mirbat
"Laba deserved a VC for what he did at the battle of Mirbat in 1972. To keep the war secret, all they gave him was a Mention in Dispatches. You can get that for walking the Falls Road."His story here. http://en.wikipedia.org/wiki/Battle_of_Mirbat
- SAS Man "Snapper"
rhinochopig said:
Bloody hell that Army Medic a proper hero.
The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
Holy ferk, he just patted his shoulder when he moved a bit, then wandered off to gas bag with the other cocktards who were standing around!!!! I hope to fvck he never works on a track again!The sad thing in all the examples posted so far is that they shouldn't have required the extreme bravery of a single person. All were avoidable.
Those Marshalls in the second motor-racing clip were bloody appalling. The one that took off the driver's neck-brace and then wandered off wants his arse kicking - idiot.
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