Unidentified crew photos – who are they?

lancaster_9 (2)

– Photo courtesy of NZ Bomber Command Assn.

Thanks as always to Chris for keeping the posts going whilst I struggle to stay on top of things and now have to turn my attention the the start of a new year at University. This post is equally frustrating and exciting – the first of the 2 pictures, as Chris notes later on, I have also seen before and I am sure when and or wherever I saw it, that it was captioned as well – which makes the arrival of this post doubly infuriating! The second photograph I have never seen before, so hopefully we might be able to add names and a story to the boys in the picture, as always, fingers crossed………

These two wonderful crew photos come from the NCBCA archives, and in both cases, the story behind the photo, and identity of the crews have been lost.

Any help in identifying them will be greatly appreciated by Peter Wheeler, the NZBCA archivist.

The first, above, has the staged look of a newspaper shot, as the crew members, perhaps sitting on the back of a truck, study some round objects, with a JN-coded Lancaster parked behind. The Pilot (right) appears to have Squadron Leader’s stripes and a DFC ribbon.

My theory was that this is S/L Nick Williamson, DFC (RNZAF) and his crew, around the time that they made the very first heavy bomber landing in France after D-Day, on a fighter strip in the Normandy beach-head on 30 June 1944. They were flying ND917, JN-O back from Villers Bocage, when they put down, possibly at Plumetot, in order to seek medical aid for his flight engineer, who had been wounded by flak.

The round objects look to me like they could be camembert cheese boxes (one of the crew seems to have removed the lid while another looks at it or smells it?). Perhaps they had picked up souvenirs from their sortie into France?

The Pilot looks a bit like Williamson, going by another photo that I have seen, however he doesn’t have the “New Zealand” shoulder flashes, which Williamson would have worn. So that probably shoots down my theory.

So who are they, and what was the occasion?

The second photo, is a very interesting one in that it shows the rear gunner’s turret in detail, and G-H stripes on the inside of the tail fin:


– Photo courtesy of the NZ Bomber Command Assn, Jack Meehan collection.

This photo came from P/O Jack Meehan, Wireless Operator with the Glossop crew, 22 Jul to 24 Dec 1944, however he can’t remember who the individuals are or how he came into possession of the photo.

And I’m sure I have seen at least one of these faces before, but I can’t remember where.

Again, anyone who recognises the photo, or an individual, please let us know and help the NZBCA fill in the gaps in their information, and re-establish the provenance of these historic pictures.

Thanks very much, and thanks, as always, to Peter Wheeler for permission to publish these photos.

16 thoughts on “Unidentified crew photos – who are they?

  1. Reg Mulder

    regarding to the first picture:

    During a daylight bombing of enemy forces at Villers-Bocage on 30 June 1944, No 75 Squadron Lancaster ND917 was hit by flak splinters, one striking flight engineer Sgt P. McDevitt in the knee and causing excessive bleeding. The pilot, Sqn Ldr N. Williamson, seeing that McDevitt was losing blood rapidly, elected to land on one of the Advanced Landing Grounds on the Normandy beach-head, where medical attention could be sought. This was the first RAF ‘heavy’ to make use of one of these small strips. The photograph, taken next day, shows Williamson presenting bomb-aimer Fg Off G. Couth with Camembert cheese produced in the district to mark his 23rd birthday. Other members of the crew are Fg Off J. Watts, navigator; Sgt J. Russell, rear gunner; Sgt R. Jones, mid-upper gunner; and Sgt S.Cooke, wireless operator.
    30 juin 1944 – Mission spéciale “découverte du Camembert”

    31 June 1944 75 Lancaster ND917 Lancaster ND917 of No 75 Squadron on one of the Advanced Landing Grounds on the Normandy beach-head on 31 June 1944. This was the first RAF ‘heavy’ to make use of one of these small strips.


  2. Chris Newey

    Fantastic Reg, thanks very much for such a great result. I have passed your information back to Peter at the NZBCA. The name of the electronic file (JPG) in their archive is the same as the JPG on the website you refer to, so that will probably be where the photo came from. really appreciate your help. Cheers, Chris


  3. Rex Bunn

    Hi, just confirming this is Nick Williamson and his crew on that mercy landing at ALG B7. I interviewed him about this and compiled the complete story with his family and mates. Rex Bunn


  4. Peter Williamson

    Thanks Rex. Yes, I confirm the Pilot, on the right of the photograph, is my father, Nick Williamson. That image was framed and in the hallway of our home in Gisborne. The names as listed in a response above are as noted in the caption. I greatly appreciate the work on the blog. Thanks.
    Peter Williamson, Gisborne. NZ.


  5. Rex Bunn

    Simon, as requested here is an extract from my new unit history “The King’s Crew”, covering one aspect of this remarkable mercy-landing by Nick Williamson. If you wish and once Peter has proofed the remaining 14 pages needed to cover this singular flight; I may post more. Rex

    “[2014 note: the flak which injured McDevitt was witnessed by a gunner Mike Moloney from a nearby aircraft (personal correspondence Simon Sommerville 2014), and hence must have been from a medium or heavy shell and at 4,000’ most likely from a 37mm projectile. The largish shell fragment seems to have entered the cockpit from high on the left side, passing down through the narrow gap between the seat-back and Nick’s spine (as he fortuitously leaned forward on the controls) and striking Pat McDevitt’s left (probably) knee, reportedly removing his patella. It then probably exited the aircraft through the right side, though there is no visible exit path in the photo. The trauma would have been severe with soft tissue and bony damage. As a retired medical radiographer, I reviewed the vascular supply to the knee and concluded that perhaps McDevitt was lucky to have the splinter strike there as the anterior aspect of the knee is not well vascularised: the major artery and venous return are tucked safely behind the femur at that level. As well, one can live comfortably minus a patella. The severed blood vessel mentioned (assuming it was arterial damage) was most likely one or more branches of the genicular arteries. It would have been bloody but with timely compression over the site or a tourniquet, the blood loss could have been contained by the crew (had someone been free to assist) and the consequences of critical blood loss were anyway avoided by Nick’s decision to land. I recall one interviewee stating Nick was later criticised by WGCDR Jack Leslie for his decision to land, presumably as it took a Lancaster out of the line for some four days. From other reports this would be in character for Leslie. Harry Yates notes in Luck and a Lancaster, that with a hung bomb on a Homberg raid… “With fires raging on the ground, the sky still full of flak and the stream beating it back home, Leslie announced he was going round again. And he did, to no useful purpose since the bomb refused to budge a second time. Commanding Officer or not, he acted without due care for his crew that day.” The episode reminds me of the reception Les Munro reportedly received from Guy Gibson when Les aborted on the dam-busting mission. Perhaps there’s something to be said for the German practice of having the aircraft captained by another crew member, leaving the pilot focussed on the task of flying the aircraft. How, one must ask can young men be placed into terrifying stressful situations while focussed on flying an aircraft and be expected to make snap ethical, moral and medical decisions with life and death outcomes? A reasonable man would say Nick deserved not criticism but a bar to his DFC for his conduct over Normandy.]” The King’s Crew, Rex Bunn, 2014.


    1. juliaathome

      Regarding W/C Jack Leslie, he flew as rear gunner for my father, Terry Ford, on a raid to Emmerich on 7/10/44 when my dad’s usual rear gunner, Harry Fitzpatrick, was unwell, rather than be a plane short on a sortie. He was clearly seen to be very ‘press on regardless’ and my father reports that he threw all the ammunition out over the target!


  6. rexbunn2013Rex Bunn

    Simon, I attach another extract from my new book, “The King’s Crew”, the Unit History of 14 Squadron ATC. This accessed at http://amazon.com/author/rexbunn
    This segment below includes background notes on the B7 landing by mates off Nick.

    “Nick that day headed for the Normandy bridgehead where a number of tactical fighter strips were being bulldozed. He had to land downwind on a narrow fighter airstrip to avoid German artillery. (The airstrip was being ranged by German guns and the airstrip staff towed Nick’s Lancaster around for three days to avoid it being hit). Nick says this was one of his first flights in a Lancaster as he’d transferred from flying a Stirling, for which he had an affinity. His unfamiliarity with the aircraft forced him to wait the three day’s it took to patch up his flight engineer so Nick could learn from him how to start the engines! [2014 note: in some reports of the event poor visibility is blamed for the inability to take off. It’s reported that clouds of fine dust were generated by aircraft movements on these airstrips, but I think this a secondary factor as aircraft movements occurred despite the dust. Also, it’s interesting to speculate whether Nick could have successfully ground-looped had he been flying his favoured Stirling with its extra-long undercarriage.] As the Lancaster was the first to land on the continent there were insufficient accumulators to start the four engines simultaneously. Nick explained starting them sequentially could overheat the first by the time the fourth engine started. Four starter accumulators were required and it took time to garner these from the ground-staff.)
    (I asked Nick what he did, where they slept, and what they ate. He said they slept sitting up in a small farm shed as there wasn’t room to lie down, and there was no other shelter on the air-strip. The strip was in range of German guns and the shed had a hole in one wall through which the light from German searchlights entered, reflecting off low clouds. By this Nick noticed they were sitting on pallets of fresh strawberries, the farmer had been harvesting after the D-Day landings. The fruit served as the crew’s first dinner.)
    (John Aitken later advised Nick and some crew members armed themselves and spent time at firing points on the front line, accounting for a few enemy soldiers [Nick was a keen hunter and fisherman RB]; till it was pointed out their light-blue RAF uniforms were easy for allied troops to confuse with German field-gray uniforms…raising the risk of friendly fire. I was also advised the aircraft was loaded up with French cheeses as per that photo, along with cognac, wines and other bric a brac offered by their hosts for the trip back to Mepal. The engineer was too ill to fly and remained in hospital.)””
    [2014 addendum: Morrie Skeet advised me he’d purchased a Mauser rifle from Nick after the war and used it for hunting before selling it on; something Morrie later regretted so much he tried to buy it back. He reported Nick had seen the rifle atop a pile of weapons after the Germans had been forced back. Despite the chance the pile was booby-trapped, Nick shinned up and rescued the new Mauser rifle. There was also a report Nick garnered a German machine gun which he presented to Bill Jordan in London for safe-keeping, with the intention of returning it to New Zealand. Unfortunately when he later went to pick it up, it had disappeared from New Zealand House. It would likely have been an MG 42]
    Nick’s flight path from Villers-Bocage to Mepal would have taken him over a place called Martragny, north of the Route 13 road linking Bayeux and Caen; and midway between the two towns. This would have been close to the front line on that day. There is also a chateau named Martragny (sometimes anglicised to Martrangy) in this part of Normandy. The air-strip must have been close to these two locations. There are reports Nick landed at another ALG i.e. ALG B10 and see:
    The ALG B10 was reported to have been laid out near or on a pre-existing airfield (Plumetot) which had been used by the Germans and British and which had a bitumen topping applied in June 1944. Reference to the original photo from the Williamson family collection below of the landing indicates this strip was roughly-bulldozed as advised by Peter Williamson and so cannot be the asphalt B10. More convincingly, a close examination of the landing photo (and of other published examples of it) shows evidence of furrows made by the Lancaster wheels as Nick deliberately ground-looped the heavy aircraft, to avoid running into the scrub at the end of the B7 airstrip. 123 Wing Typhoon photos from e.g. Desmond Scott’s book also show B7 was a grass/dirt strip. Also ALG B10 is far to the North-East of Nick’s flight path and given the poor visibility from bombing and dust that day, it’s doubtful he would have seen it. It’s also worth noting that to reach B10 from his flight path, Nick would have to over-fly B6, B5, B4 and possibly B16 airstrips: something altogether unlikely with a haemorrhaging flight engineer lying on the flight deck beside him. Lastly, B10 is a very long way on the disrupted post-D-Day roads to Bayeux, and it’s unlikely he could have reached the town to have his photo taken later in this chapter.” Extract from The King’s Crew by Rex Bunn, 2014.


    1. andrew caie

      Hi there – my name is Andrew Caie from Gisborne NZ .I will start by remembering when i was really young – im now nearly 60 [ crikey] a certain mauser rifle that my father owned – it sat in our cupboard in the bathroom along with a couple of other ww2 rifles . My father was a keen hunter and used the rifles deer stalking . After my father passed away we decided to sell the only remaining rifle – which was the mauser . Years later Nicks story appeared in our local paper telling of his exploits etc . By that time i knew that Nick had brought the rifle back from France – and it ended up in our cupboard . I know Nick and my father were good buddies and i assumed dad had got it off Mr Williamson.After reading Nicks story – i did wonder where that mauser was – and one day walking into a sports shop – there it was for sale . The rifle was exactley as i remembered it – it did have a couple of givaways . Anyway i bought it and took it straight around to his house and handed it over – very cool feeling having done the full circle . Upon that – Nick told me the full story – including some extra gory bits not mentioned in blog . Happy to have his rifle back his departing words were of thanks and that his grandson would get it . Wonder where that mauser is now ? Well thats my story – might be interesting – Andrew Caie .


  7. Chris Newey

    Wow, this is terrific information, thanks Peter and Rex!! Do I remember correctly that Nick Williamson came back to Gisborne and was involved in the ATC? Presumably this is how the story has ended up in your book? Thanks again.


  8. rexbunn2013Rex Bunn

    Hi Chris, just logged on to the site for the first time in a long time and note your kind post. Yep, Nick became an inspirational and long-serving CO of no. 14 Squadron ATC in Gisborne. He encouraged cadets including e.g. my brother to enter aircrew training with the RNZAF. Only fifty years later did I recognise while writing the unit history of no. 14 Squadron, that he was in fact my first mentor; hence the eulogy and flight research in the unit history film “King’s Crew” and book “The King’s Crew” published later.

    Your note reminds me to publish another extract of his remarkable flight that day.


  9. rexbunn2013Rex Bunn

    Simon, In view of Chris’s interest I attach a third extract from my 2014 book, “The King’s Crew”, the Unit History of 14 Squadron ATC. This accessed at http://amazon.com/author/rexbunn

    Please note the references to images in the book, but not included in this posting. Rex

    “…This segment below includes background notes on the B7 landing by mates off Nick.
    The evidence persuades me Nick landed at ALG B7 at 49°14’54.2″N 0°36’42.6″W. One of the few interviews Nick gave about this first landing was a later one ca. 2008 and was later quoted by Leo McInstry in his fine 2009 work: Lancaster: The Second World War’s Greatest Bomber, viz:
    “A shell exploded very close and a piece of flak the size of an apple went between my back and the seat. I sat back and there’s McDevitt with the white bone of his knee exposed and blood pumping out. He just looked at me. I can still see his eyes, like a spaniel asking for help.’…he [Nick] brought the plane down successfully and stopped it with a gentle ground loop on a rough area…Having loaded up the Lancaster with wine, cognac and captured German souvenirs including a swastika flag and even a Spandau machine-gun, Williamson prepared for take-off. ‘Bomb aimer Graham Coull held the throttles back while I revved her on the brakes and then let her go. By God those Merlins were magnificent bloody engines. We cleared the fence and she was up.” (Nick Williamson, 2008.)
    Below is a photo of the Martragny airstrip ‘Ops Caravan’ at the time Nick landed. More photos of the B7 airstrip are included in Desmond Scott’s 1991 book One More Hour. These include the war artist William Dring outside the Ops Caravan, a pastel work by Dring entitled In the Ops Caravan at B7 Normandy and a shot of the operating theatre suite where Pat McDevitt would have had surgery on his knee. Interestingly, one figure in the Dring pastel artwork looked to me very like Nick Williamson. An artist I consulted opined it could be, given some artistic licence by Dring although Peter advises it’s not his father. Still, to me the resemblance remains striking. Had the publisher issued a gratis licence, I would have included these images in the public interest. It concerns me as an author that the days of gratis licences for citations by publishing houses is passing. This does not in my view sit comfortably with the idea of free speech or serve the public interest….

    [2014 Addendum: Since I wrote this in 2010, the Normandy battlefields have exploded as a WWII tourist attraction. A useful link is at: http://fr.wikipedia.org/wiki/Martragny
    Martragny is now on a WWII tourist-trail with a camping ground near the chateau and the airstrip ALG B7 is marked with a memorial. The chateau was a hospital after D-Day and later became a hotel. Below are recent photos of B7 courtesy of photographer Reis Biaux and Kelvin Youngs of the fine website Aircrew Remembered at http://aircrewremembered.com/

    By comparing the images in figures 14.5 and 14.8 above,[images omitted] and with the help of Google maps we may deduce that Nick landed from right to left in figure 14.8 above i.e. in an Easterly direction towards the chateau and ground-looping close to the tree-line on the left and with the rising landform in the background of both images along Route Nationale No.13. The memorial above is on Rue de l’Ormelet facing roughly South. A sketch map from the time shows B7 lying between these roads. I presume the Ops Caravan was camouflaged away from the main road, in the scrub along the Eastern end of the airstrip and closer to the village. This is consistent with Nick’s flight path, as Martragny is just East of the Villers-Bocage to Mepal line of flight and ~20kms from where the flak hit. Nick would have rapidly descended at about 1,300 feet per minute and 320+kph over the 20 kms to B7, approaching from just West of South, and dropping in unannounced to the East. Assuming the above analysis is somewhere close, the airstrip at B7 could have been at best about 700m’s long, or roughly half the normal minimum loaded take-off distance for a Lancaster! This gives us some idea of the virtuoso airmanship Nick displayed that day and later on taking off. It was little wonder he recalled the B7 base commander using this landing to lecture his fighter pilots who complained the airstrip was inadequate for their Typhoons versus their usual 1,100-1,200m runways….”


  10. rexbunn2013

    Hi Simon, I’m saddened to report… SQNLDR Andy King passed away a few weeks ago. Andy really inherited 14 Squadron ATC from Nick Williamson in 1961. Only weeks before his sudden passing, members of ‘A Flight’ assembled in Gisborne at Andy’s rest home and screened two films to him one afternoon. One was ‘King’s Crew’ (named for him) and the other on 30 Squadron (and never screened publicly to that time). Andy, his wife and family greatly enjoyed the films. It was the final chance for most of his cadets to honour his continuing role as our mentor. We will never forget him and Peter Williamson delivered the eulogy.

    To signal this time, here is the fourth and final segment from 14 Squadron ATC, on the fascinating Nick Williamson flight and the first Lancaster landing in Europe, taken from ebook edition of ‘The King’s Crew’, the unit history of 14 Squadron…

    “One Canadian source at http://www3.sympatico.ca/angels_eight/alg.html
    reports B7 became 1,200m’s long and 40 m’s wide with Somerfeld wire netting, but if this did in fact occur, it must have been a later development.
    Figure 14.12 ALG B7 Memorial Today (Regis Biaux and Kelvin Youngs)
    Figure 14.13 ALG B7 Memorial Plaque Today (Regis Biaux and Kelvin Youngs)

    The above plaque appears at first sight to record the service life of ALG B7 as 19/7/1944-3/9/1944. This is incorrect per se as other records show the chateau was liberated as early as 7/6/1944 and an airstrip swiftly constructed. The plaque most likely celebrates one of the Typhoon wings which based there between those dates. No. 164 Squadron flew Typhoons from Martragny during this time and it’s likely Nick met a Typhoon pilot from Gisborne during his stopover. This was George Trafford who flew with 164 squadron for two years until he was hit by flak on 25/8/1944 and crashed near Rouen, (Max Lambert Victory, 2014). Work started on the airstrip soon after it was freed and it was open to aircraft by 24/6/1944. Apparently the airstrip construction teams could form such an airfield in a matter of days. On 25/6/1944 168 RAF personnel of 122 Wing were flown in to staff the ALG and see:

    Figure 14.14 ALG Construction Memorial Sculpture in Normandy (Regis Biaux and Kelvin Youngs)
    In the second of Nick’s photos below (adapted for the King’s Crew film), he is shown with a Luger sidearm in the ruins of Bayeux, and with a second figure who appears to be a lieutenant in an armoured unit. The 2nd Canadian Armoured Brigade was in this area, and Peter advises he was a Canadian. Bayeux is 8kms NW of Martragny, a short trip by jeep. It was the first French town liberated, two weeks earlier. Unfortunately for Nick, quipped Pete… “the Bayeux tapestry had been moved into safe storage!”.
    This episode was written up by Norman Franks in Forever Strong and Ron Mayhill in Bombs on Target. In 2009 I obtained the latter book and Nick and John each signed it. Nick said he’d not related the whole story when interviewed by Mayhill. I record this as told by Nick in October 2009 before he died. Peter has the best knowledge of the episode. The above includes details related by Nick and Mayhill, and covered by Peter and John. (Rex Bunn 26/4/2010.)

    Figure 14.15 Nick Visits Bayeux (Image NW and PW)
    The most immediate commentary on this landing is a surviving 1944 BBC radio interview for the then new BBC radio program War Report, where Nick talks candidly about how the crew spent their time on the ground (waiting for Pat McDevitt to recover so they could learn the Merlin engines’ start-up mnemonic from him). This interview has been quoted in several later books e.g. Kevin Wilson’s 2008 work Men of Air and most recently War Report: BBC Radio Dispatches from the Front Line, 1944–1945, by Desmond Hawkins. Below is the transcript of that 1944 broadcast interview from Nick:
    ‘…The pilot of a Lancaster which was hit by flak after bombing Villers-Bocage made an emergency landing on a fighter strip in France, and was able to go forward and hear for himself the appreciative comments of the infantry:’
    4 July 1944 “When we got to the front line we discovered that our troops had seen our attack the previous evening – they told us it was a wonderful show. Immediately they heard that we had been one of the attacking force they clustered around to shake hands and slap our backs. Cups of tea appeared as if by magic, from foxholes, slit trenches and from behind hedges. The spirit of the men was truly amazing, considering the guns were blazing away, and even as we spoke we were sprayed by earth kicked up by shells. We came across a British sergeant-major whose tent resembled a complete arsenal – around it he had arrayed machine-guns, mortars, anti-tank guns and other weapons. Many of them were German, but all were serviceable. That fellow was like a one-man division and certainly wasn’t going to be caught napping.
    On our way back we stopped at an estaminet but the French madame coolly told us she hadn’t any wine left. An army officer whispered the words ‘aviateur anglais’, and to my embarrassment the lady threw her arms around me, kissed me, and repeatedly cried ‘Bon, bon!’ And most important of all, produced bottles of wine. When we finally returned to the landing-strip the weather had cleared.”
    Squadron Leader N.A. Williamson DFC RAF. (War Report: BBC Radio Dispatches from the Front Line)

    For completeness I include below the original Williamson family photo of Nick’s visit to Bayeux. This version is uncropped, annotated and includes more background of the damage to Bayeux.
    Figure 14.16 Nick Visiting Bayeux (NAW and PW)

    We can reconstruct the timeline for this flight as below:
    June, 30 1944 * PM Flight Mepal- Villers-Bocage- Martragny.
    * Pat McDevitt has surgery in the B7 operating theatre.
    July 1, * Nick visits Bayeux by jeep with a Canadian guide.
    July 1- July 2, * Crew members visit front line.
    * The hunt for accumulators.
    July 3, * Crew wait for McDevitt to recover starting mnemonic.
    * Securing accumulators.
    July 4, * Nick does BBC radio interview for War Report.
    * Take-off and Flight B7-Mepal.

    The 75 Squadron Operations Record Book (ORB) for June 1944 records the flight thus:
    “On the 30th June, during a daylight attack against Villers Bocage the aircraft captained by S/Ldr. N. Williamson (NZ411488), landed on one of our landing strips in Normandy (the Flight Engineer 1586862 Sgt. McDevitt, P.W., being slightly wounded). This was an entirely unique experience in the history of the Squadron…” https://75nzsquadron.wordpress.com/june-1944/
    Given the exhaustive review of this flight above, we should also review the provenance of the two images from the Williamson family archives i.e. figures 14.5 and 14.16. The figure 14.5 image is a cropped duplicate of 14.17 below, including a caption printed on a separate sheet. It looks to be a publicity shot and was most likely taken by an unnamed photographer attached to the BBC War Report team who were at Martragny at that time with the Drings. The negatives would then have returned to the UK for processing and these duplicates made and sent to Nick. The inscription on the Bayeux image would most likely have been inserted onto the print paper before exposure. Given the equipment required, this was unlikely to have been done at Martragny and more likely at Mepal or the BBC. The coincident visits by Nick and the BBC team to Martragny seem fortuitous. The Bayeux photo appears unpublished and may have been a freebie by the photographer who hitched a lift to Bayeux with Nick.

    Figure 14.17 Nick’s Mercy landing on July first, 1944. (Original copy image NAW and BCANZ et al)

    Across the seventy years from that flight to Martragny, Nick’s lonely decision in the sky about the man with spaniel eyes reminds today’s 14 Squadron cadets that even amidst the horror of war… moral decisions can still be made.


  11. Nathan

    I am trying to find a picture(s) of SGT Sidney George Hone mid upper gunner RAFVR 2221190. He was my great grandfather who was shot down on 20th November 1944. If any
    One has any pictures I would be very grateful thanks.



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