View allAll Photos Tagged decison
When I rose from the squatting position after photographing five cow were about 50 feet away looking at my direction. As I raised my camera they ran away. From fiddling with the aperture ring to adjusting shutter speed by just feeling it, manually focusing and a spilt second decison to shoot just one of them because of the branches were in the way. Luckily they were running around me rather away from me because they were heading for the sun. This gave me about three to four seconds all in all for two shots and this is one of them.
Nikon F=70-210mm 1:4 Series-E
Central Alentejo, Portugal 🇵🇹
March 2023
at the very tip of Snaefellsnes peninsula in Iceland's West you may chose which direction you wish to surround Snaefellsjokull volcano, towards Olafsvik going towards the North or in direction of Hellissandur (the clear sands) chosing the Southern route :) It doesn't matter though for that peninsula is ever so beautiful and it is worth to surround it completely, no matter where you start or end :)
Depuis quelques temps je me retrouve sur le devant de la scène , je n'ai rien demandé à personne. Certains mandarins m'adulent , les autres me haïssent. J'aimerais pouvoir sauver le monde mais en suis je capable? Bon, je crois que je vais rejoindre mon placard en attendant leur décison, mais à mon avis 4euros je ne suis pas assez rentable, je ne vais pas pouvoir rivaliser. Tant pis j'aurais eu mon moment de gloire!!!!!!!
This was one of the 'key' trains I was hoping to get, thinking it may be a Class 37! It was not to be but no less worthwhile in recording it though! GBRf Class 57, No 57303 heads 5Q05 09:00 Walton Old Jn.M.S.C.Sdgs to Newport Docks (Simsgroup) ECS pass Daresbury. The conisist was two former GE Class 321's, No 321306 and 308 that had been in warm storage but the decison had been made for an appointment with the Grim Reaper instead. 8 April 2025.
(Taken with a pole)
Copyright: Doug Birmingham (8A Rail))
Sadly Whitcombe Church is no longer used by it's congregation, but luckily was adopted and is protected by the Churches Conservation Trust (details at www.visitchurches.org.uk/visit/church-listing/the-church-...).
On passing this church, the decison was made to return in the morning when the light would fall on the 'correct' side and here is.
A stunning example of the churches of Hardy's Dorset, where one of Hardy's friends, the poet and scholar William Barnes, preached his first and last sermons.
Owing to the time of my visit, I was unable to access the interior which is unlocked daily at around 10am.
Should you wish to visit, the church stands beside the A352 Dorchester / Wareham road just to the west of the village of Broadmayne.
You need to cross a style to access the churchyard.
When Poppy saw that "Yeti for it" dress she took the unanimous decision to keep it for herself.
"Yet it's for me" she thought...
*******
Doll: Poppy Parker"Split Decison"
Fashion: dress, purse and shoes from Tulabelle "Yeti For It". Hat and thights by Barbie
This may shock you but i made my decison and im going to major in photography ive only been shooting for 4 months now but one day ill be good enough to be a professional if I keep up with it and ive never loved anything more in my entire life.
Probably the first non vintage edit i ever uploaded this is pretty much sooc used cs4 for a little tweaking.
I LOVE this picture I can see how i was subconciously inspired by my favorite photographer.
Facebook ♦ Twitter ♦ Pinterest ♦ Instagram
See more from my trip last year in this album: www.flickr.com/photos/ash2276/albums/72157644644324501
Amelia (TR) - Corteo medievale;
Dedico questa foto a due miei amici flickeriani, per motivi diversi:
1- a zoen (http://www.flickr.com/photos/13898469@N00/), con cui ho avuto modo di scattarla, per la piacevole giornata trascorsa insieme
2- a ussaroetneo (http://www.flickr.com/photos/ussaro/), che ha preso una sofferta (presumo) e drastica decisone per alcuni “effetti collaterali” di flickr
Ad entrambi esprimo la mia profonda stima ed amicizia.
E un caro saluto a tutti quelli che spendono parte del loro tempo per visitare il mio photostream ! Un sincero ringraziamento !
Sadly Whitcombe Church is no longer used by it's congregation, but luckily was adopted and is protected by the Churches Conservation Trust (details at www.visitchurches.org.uk/visit/church-listing/the-church-...).
On passing this church, the decison was made to return in the morning when the light would fall on the 'correct' side and here is.
A stunning example of the churches of Hardy's Dorset, where one of Hardy's friends, the poet and scholar William Barnes, preached his first and last sermons.
Owing to the time of my visit, I was unable to access the interior which is unlocked daily at around 10am.
Should you wish to visit, the church stands beside the A352 Dorchester / Wareham road just to the west of the village of Broadmayne.
It is worth noting that you need to cross a style to access the churchyard.
--
Please feel free to follow me on Flickr by adding me as a contact www.flickr.com/relationship.gne?id=24366212@N07 so I can follow all your new uploads.
Previews are on my instagram account at www.instagram.com/charlespuckle/
I also curate a photographic magazine on Flipboard. Do drop into Charles' Photographic Scrapbook at flip.it/Fo0Ng.
Alternatively follow me on Twitter @CharlesPuckle
(c) Charles Puckle
When Poppy saw that "Yeti for it" dress she took the unanimous decision to keep it for herself.
"Yet it's for me" she thought...
*******
Doll: Poppy Parker"Split Decison"
Fashion: dress, purse and shoes from Tulabelle "Yeti For It". Hat and thights by Barbie
- Now you're my whole life,
now you're my whole world,
I just can't believe the way I feel about you boy.
* Brad Paisely - Then (please listen to it! it's so magical)
So, I haven't done a fact list in a long time. And i've decided to write one tonight. I don't have school tomorrow, so i've chosen to stay up and try to accomplish my Photography exam. (Aka: edit a shit load of pictures) I hope I can get them all done. But for now, here are some new facts about me and my life:
- This picture was taken in Mexico
- I've made better decisons this year, then last year
- I haven't been on Tumblr in FOREVER. Please don't unfollow, i'll be back promise!
- The shorts that i'm wearing are from a thrift store; they're American Eagle. I'm proud to bargain and not spend a fortune on clothes.
- On my trip I swallowed ALOT of salt water; yummmm.
- My next semester coming up is scaring me shitless. Honestly, i'm going to have alot on my plate.
- Last night I got a chain letter on my bbm. I was so scared I slept upstairs on the couch (don't laugh).
- All I have been listening to these days is country.
- My boyfriend and I will be dating for 11 months tomorrow! <3
- I haven't picked up my guitar for a while ):
- I wish It was summer
And for any of you that have this feeling. The feeling of such happiness because someone, one person has affected you; then I feel the same. If I didn't have my boyfriend in my life, I don't know where i'd be. Sure, many of the adults, elders, and other people will judge you and say you don't know what love is. But really, you do if you feel it. If you feel the butterflies, and the times you catch him staring at you. The times you get tickled, or the times you wake up and text him just to feel one bit closer to where he is. I feel what you're feeling. And other people around me who say that I don't know what it is; scare me. Cause I do. It's right infront of my eyes. And i'm scared of loosing what's infront of me. I stress over it everyday. But all I know is, I feel it. No matter what anyone else says.
Time for more editing!
Chantel
Si te alejas de alguien que amas y no te sigue, puedes estar seguro de que tomaste la decisión correcta.
Thursday evening was one of those very rare occasions when it all came together for sunset. I made the decison to go out after watching the clouds with about an hour to go before sundown. I'm glad I did as I would have been kicking myself if I had watched this one from the house. This was how the sky looked with about 10 minutes to go to sunset.
As I was shooting into the sun I took three shots metering of the grass, the sky and the extreme highlights before manually blending all three shots using layer masks in Photoshop before tweeking the levels slightly. This is Fife, just above Culross.
Probabilmente non esiste nessuna intimità che possa competere con due sguardi che si incontrano con fermezza e decisone e che semplicemente rifiutano di lasciare la presa.
(Jostein Gaarder - La ragazza delle arance)
For anyone that has been following my hair saga recently I have been trying to decode the mystery of which style & colour suits me best: A short bob or long & straight? Dark or Light? Most of you preferred the bob but the lighter colour and I have to agree I was thinking the same. It seemed that the final decison had been made. So to town.... and after a good few hours of sitting looking in the mirror at what seemed to be hundreds of different styles and colours yesterday I decided upon this one.
So maybe (just maybe) I have found some middle ground with this hair style as it does offer the best of both preferences. I am still trying to get it into a style that suits me and the colour is a little darker than my long hair.
Please be honest with me girls as I am trying to be honest with myself.
When I was twenty-one year old, I had a master, I was a dervish. One day he was in my house and I asked him, can I have a squirrel. This question rendered him motionless, when he was standing still, looking toward the window. After some seconds he said, your level is higher than that. He added, you don't need to have it. I did not even have the right to have a girlfriend, since I was supposed to marry his daughter. So I accepted that I could not have a squirrel, I did not have any other choice. However, I did not like his decison.
“Why should you argue that animals, beasts and birds are bad? Each is treading its own dharma. It does not overstep or undermine. They have greater cooperation and mutual love than even men. Each has to be judged from the point of view of the equipment and the opportunity. Man can live better if he learns from the animals. He is degrading himself even lower. When the Lord incarnates, He has as one of His tasks the protection of sadhus, of beings with quiet, innocent natures. Among animals are countless sadhus, remember.” - {Sri Sathya Sai Baba}
When Poppy saw that "Yeti for it" dress she took the unanimous decision to keep it for herself.
"Yet it's for me" she thought...
*******
Doll: Poppy Parker"Split Decison"
Fashion: dress, purse and shoes from Tulabelle "Yeti For It". Hat and thights by Barbie
Pictured is a 1992 Williams-Renault FW14B Grand Prix Car.
It was driven by 1992 World Champion Nigel Mansell and Riccardo Patrese.
In the hands of Nigel Mansell the iconic 'Red 5' would win a total of nine Grands Prix during the season. Eight wins in the first eleven races saw the Englishman wrap up the title that had eluded him for so long in the Hungarian Grand Prix in August with five races still to spare.
A development of the race-winning FW14 of 1991, the FW14B was in a class of it's own. Mansell took victory in the opening five races of the season with team-mate Riccardo Patrese finishing second in four of those.
After clinching the title, Mansell finished second to Michael Schumacher in Belgium, retired in Italy, took win number nine in Portugal, retired in Japan and then ended his season with an accident in Adelaide after a coming together with Ayrton Senna.
With Alain Prost joining the Williams team for 1993 Mansell made the decison to leave Formula 1 and try his hand at Indycar racing for the new season.
In his fifth and final season at Williams Patrese played the role of dutiful number two to perfection. The Italian finished second in South Africa, Mexico, Brazil, San Marino, France and Britain with third positions in Monaco and Belgium.
The high point of Patrese's season was a victory in the Japanese Grand Prix, the last of his long career. The Italian moved to Benetton for 1993 alongside Michael Schumacher.
Unsurprisingly, the Williams drivers finished first and second in the standings, Mansell taking his solitary world title. With a total of ten victories from sixteen races, Williams clinched the Constructors Championship ahead of McLaren and Benetton.
Pictured in January 2017 at the Autosport International show at the NEC in Birmingham.
This house was built for Gunnar Gunnarsson author in 1939, it's known for its strange look and remains an important piece in history of icelandic architecture.
Gunnar was considered for the Nobel Prize in 1955 but the award was instead given to another Icelander, Halldór Laxness. The decison was controversial and recent information indicates that this was the third time he was nominated for the prize.
Please do not comment with awards or invites.
(Rescued Serval) This couple decided to get a brother and sister pair and then after they grew up they became more wild .. The couple couldn't handle them an longer, so they relinquished them to a rescue group. Very sad circumstance.. They can relate to people but can't be trusted.
These beautiful creatures were not meant to be in our homes, so as to get some status for yourselves. PLEASE don't even consider that decison.
This photo has been selected as the icon of the week at
Spectacular Animals for the week of August 29 to September 4, 2008 Thank you so much...
Day 350 (05.18.2011)
So it has been another one of "those" days at work. The kind that makes you want to bang your head on your desk and do your best Charlie Brown impression of "AAAGGGHHH!!!". I had spotted these flowers a few days ago when it was raining and decided to take a side route on the way home and see if they were still blooming. I just needed to do something that was "pretty" after this nasty day. Luckily they were still blooming and I managed to take about a dozen photos before the sun went down. It's amazing how calming just taking a few photos of something beautiful that God has made at the end of a bad day can be!
But, while editing them tonight, I'm surprised I can't decide which I like better...the color or the sepia? Normally I am a color girl through and through, but this week I seem to be more monotone. Hmmmm....wonder what that is saying about my inner psyche?
I digress, sorry for the rant and the confusion. I do welcome your opinions!
This shot was taken this spring, only a few feet from this one, but looking more up the Campbell River, and towards the center ot the island. This is from the same area, and shows the point the goose is standing on. This is a prime salmon spawning river, and a designated heritage river. A few months ago, it was suddenly announced that Walmart was building a huge store on the river bank. (See note) A massive public campaign was organized, and yesterday city council, who had originally welcomed the idea, voted unanimously not to allow the developement on this site.
I post this to underscore a very important point. Public outrage, and public action, still have an effect on goverment decisions. All too often unpopular and unwise decisions are pushed through because of the apathy of those who oppose them. There is a popular walking trail along the far bank. Every Tuesday morning, there was a group met to walk it, and there were speakers on the proposed store. There were letter writing campaigns, a letter writing seminar at the community center, e-mail and print petitions and finally public hearings. Had it not been for the public outcry, the hearings would have never happened. At the hearings, over 350 spoke on the subject, with only "a handful" in favour. We CAN make a difference, and in a time where so many decisons being taken will have a critical and lasting impact on your quality of life, remember to take the time and trouble to get involved. Make yourself heard, motivate those who think as you do, and perhaps you can accomplish something. It's certainly worth the effort.
Pictured is a 1992 Williams-Renault FW14B Grand Prix Car.
It was driven by 1992 World Champion Nigel Mansell and Riccardo Patrese.
In the hands of Nigel Mansell the iconic 'Red 5' would win a total of nine Grands Prix during the season. Eight wins in the first eleven races saw the Englishman wrap up the title that had eluded him for so long in the Hungarian Grand Prix in August with five races still to spare.
A development of the race-winning FW14 of 1991, the FW14B was in a class of it's own. Mansell took victory in the opening five races of the season with team-mate Riccardo Patrese finishing second in four of those.
After clinching the title, Mansell finished second to Michael Schumacher in Belgium, retired in Italy, took win number nine in Portugal, retired in Japan and then ended his season with an accident in Adelaide after a coming together with Ayrton Senna.
With Alain Prost joining the Williams team for 1993 Mansell made the decison to leave Formula 1 and try his hand at Indycar racing for the new season.
In his fifth and final season at Williams Patrese played the role of dutiful number two to perfection. The Italian finished second in South Africa, Mexico, Brazil, San Marino, France and Britain with third positions in Monaco and Belgium.
The high point of Patrese's season was a victory in the Japanese Grand Prix, the last of his long career. The Italian moved to Benetton for 1993 alongside Michael Schumacher.
Unsurprisingly, the Williams drivers finished first and second in the standings, Mansell taking his solitary world title. With a total of ten victories from sixteen races, Williams clinched the Constructors Championship ahead of McLaren and Benetton.
Pictured in August 2013 at the Donington Grand Prix Collection, Donington Park.
Pictured is a 1992 Williams-Renault FW14B Grand Prix Car.
It was driven by 1992 World Champion Nigel Mansell and Riccardo Patrese.
In the hands of Nigel Mansell the iconic 'Red 5' would win a total of nine Grands Prix during the season. Eight wins in the first eleven races saw the Englishman wrap up the title that had eluded him for so long in the Hungarian Grand Prix in August with five races still to spare.
A development of the race-winning FW14 of 1991, the FW14B was in a class of it's own. Mansell took victory in the opening five races of the season with team-mate Riccardo Patrese finishing second in four of those.
After clinching the title, Mansell finished second to Michael Schumacher in Belgium, retired in Italy, took win number nine in Portugal, retired in Japan and then ended his season with an accident in Adelaide after a coming together with Ayrton Senna.
With Alain Prost joining the Williams team for 1993 Mansell made the decison to leave Formula 1 and try his hand at Indycar racing for the new season.
In his fifth and final season at Williams Patrese played the role of dutiful number two to perfection. The Italian finished second in South Africa, Mexico, Brazil, San Marino, France and Britain with third positions in Monaco and Belgium.
The high point of Patrese's season was a victory in the Japanese Grand Prix, the last of his long career. The Italian moved to Benetton for 1993 alongside Michael Schumacher.
Unsurprisingly, the Williams drivers finished first and second in the standings, Mansell taking his solitary world title. With a total of ten victories from sixteen races, Williams clinched the Constructors Championship ahead of McLaren and Benetton.
Pictured in July 2015 at the British Grand Prix meeting at Silverstone.
Starting to post my photos of Annie. I have quite a lot of them, and they are all good. Decisons, decisions.
Starting to post my photos of Annie. I have quite a lot of them, and they are all good. Decisons, decisions.
Starting to post my photos of Annie. I have quite a lot of them, and they are all good. Decisons, decisions.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Bell's P-76 had its roots in the P-39 Airacobra, one of the principal American fighter aircraft in service when the United States entered World War II.
The Airacobra had an innovative layout, with the engine installed in the center fuselage, behind the pilot, and driving a tractor propeller via a long shaft. It was also the first fighter fitted with a tricycle undercarriage.
Although its mid-engine placement was innovative, the P-39 design was handicapped by the absence of an efficient turbo-supercharger, limiting it to low-altitude work. As such it was rejected by the RAF for use over western Europe and passed over to the USSR where performance at high altitude was less important.
Bell permanently tried to improve the aircraft. Trials of a laminar flow wing (in the XP-39E) and several alternative engines were unsuccessful, so the basic concept was taken into two directions: The mid-engine, gun-through-hub concept was developed further in the overall larger Bell XP-63 Kingcobra, and a radical re-design of the whole aircraft around its basic structure and its power unit, which became the XP-76.
The basic concept was simple: the proven Allison V-1710 engine was to be retained, but the rest of the aircraft was to be lightened and "minimized" wherever possible in order to improve its performance - a similar way Grumman went with the F8F Bearcat.
Anyway, Bell's construction team did not find much options, at least without compromising other factors like rigidity or armament. In a almost desperate move the decison was made to change the aircraft's layout altogether - making the P-39 a pusher aircraft! The Allison V-1710 allowed a simple switch from a pull to a push arrangement, and with a canard layout lots of weight could be saved: the tail section was competely deleted, and the heavy extension shaft and the respective gears for the front propeller became obsolete, too.
Wind tunnel tests confirmed the basic idea, even though the new layout called for several major innovations and new constructions which postponed development and service introduction considerably until late 1943.
These innovation comprised, for instance, the first (moderately) swept wings on an USAAF aircraft, due to CG and atability reasons. Unlike the very similar but bigger Curtiss XP-55 Ascender the XP-76 "Airaconda" had a very good performance, compared to the standard P-39. It was more agile, had a better rate of climb and retained the powerful 37mm cannon, which was highly effective against large air targets as well as ground targets. The gun was complemented by foud 0.5" machine guns, all grouped into the aircraft's nose.
By January 1944 the first service machines, designated P-76A, were delivered to homeland defence units for evaluation, especially against the P-39 as well as the P-40. Anyway, pilots distrusted the very different aircraft. The high tricycle landing caused frequent problems, especially on soggy ground, and several accidents with propeller contacts during exagerrated take-offs did not build the P-76's reputation - even the though the aircraft was basically good and a true step forward from the P-39. But to no avail: no ally would take it, neither Great Britain (having the disappointing P-39 still in mind) nor the Soviet Union.
The P-76's career was short, though. The machines were too late for the Aleutian Campaign, and none saw real combat action. Furthermore, more capable aircraft had entered the scene in the meantime, like the P-47 and the P-51, so the P-76 was primarily used for combat training on the USA mainland.
Only about 80 of this unique aircraft were built, before production switched to the more conventional P-63 Kingcobra.
General characteristics:
Crew: One
Length: 26 ft 10 1/2 in (8.2 m)
Wingspan: 31 ft 3 in (9,54 m)
Height: 13 ft (3.96 m)
Wing area: 190 sq ft (17.71 m²)
Empty weight: 4.900lb (2.225 kg)
Loaded weight: 6.530 lb (2.965 kg)
Max. takeoff weight: 7.709 lb (3.500 kg)
Powerplant:
1× Allison V-1710-47R liquid-cooled V12 engine, 1,325 hp (955 kW),
driving a four-blade pusehr propeller
Performance:
Maximum speed: 390 mph at 19,300 ft (628 km/h)
Range: 635 mi (1,020 km)
Service ceiling: 35,000 ft (10,700 m)
Rate of climb: 3,750 ft/min (19 m/s)
Wing loading: 34.6 lb/sq ft (169 kg/m²)
Power/mass: 0.16 hp/lb (0.27 kW/kg)
Time to climb: 15,000 in 4.5 min at 160 mph (260 km/h).
Armament:
1x 1.5 cal. (37 mm) M4 cannon in the nose with 30 rounds of HE-T ammunition
4x .50 cal. (12.7 mm) Browning M2 machine guns, nose-mounted with 200 RPG
Up to 1.000 lb or ordnance, including a drop tank or (rarely used) a single 1.000 lb bomb on
a centerline pylon; alternatively two 500 lb (230 kg) bombs under the wings or six unguided
HVAR missiles.
The kit and its assembly:
This shinden-esque whif aircraft was spawned by a series of P-39 CG illustrations - modified skins for a flight simulator which depicted the Airacobra as a pusher with a canard layout. This looked very interesting, and since I had a Hobby Boss P-39Q in the stash with no real plan until now, I gave the inspiration green light and turned on the saw.
The CGs already showed some inplausibilities, though - all perspectives were carefully taken from a shallow side perspective, hiding problematic areas! So, soon it became clear that my build could not be a 1:1 copy of the virtual art, because that would either not be possible, or simply look poor in hardware form.
As consequence, the simple P-39 pusher conversion idea turned into a major kitbash and body sculpting job, that somehow looked more and more like a diminuitive Kyushu J7W Shinden!?
What went into the thing:
● Central fuselage with engine, cockpit and front end of a Hobby Boss P-39
● Wings from a revell Me 262
● Horizontal stabilizers from an Italeri Fw 190
● The twin fins are stabilizers from the Me 262, too
● The propeller comes from the MPM P-47H kit
● Landing gear was scratched from the spares box
A lucky find were the Me 262 wings: they perfectly fit in depth onto the Airacobra's fuselage, and they added the "modern" look I was looking for. The original wings were simply to straight and deep, proportions would hardly work. Unfortunatly this meant that the cutouts on the wings for the Me 262's engine nacelles had to be filled, and that the landing gear wells had to be improvised, too. The wings roots had to be re.sculpted, too, since the Me 262 wings are much thinner than the P-39's.
Another problem was the fuselage's relative length - with the tail cut off, it's just too short in order to take canards on the nose - that was already recognizable in the CGs where the front fuselage had been stretched.
I did the same, with two measures: Firstly, a 10mm plug was inserted in front of the cockpit - a massive lump of putty that was sanded into shape. Furthermore, just glueing the spinner onto the nose would not yield a proper look. So I added a P-38 nose (Airfix kit) that was reduced in height and re-scuplted the lower fuselage, adding depth. As a consequence, the front wheel well moved forward and had to be re-shaped, too. Lots of messy putty work!
A third dubious section was the propeller, or better its interesction with the fuselage. Again, the CGs did not yield any potential solution. Since pusher props call for ground clearance I decided to fix the propeller axis so high that the spinner would be flush with the aircraft's spine - the pointed XP-47H propeller (It's one massive piece, with lots of flash...) was perfect and finally found a good and unexpected use. As per usual I built a metal axis construction with a styrene tube adapter inside the fuselage for the propeller, so that it can spin freely.
In order to shape a more or less elegant transition from the oval P-39 fuselage to the round spinner I added another plug, about 5mm long and again sculpted from putty.
With that in place the overall proprotions became clearer. Next step was to clip the Me 262 wings, so that the span would match the fuselage length, and I had to devise a way to mount fins. The CG just used the P-39's stabilizers, vertically placed on the wings' trailing edge. But, again, this does not work well in hardware form. These "fins" are much too tall, and just mounting them in that place looks rather awkward.
My solution was then to add small carrier booms - actually these a massive, modern 500 lb bombs without fins, placed on the trailing edges and protruding. This makes a more plausible and stable-looking base for fins, IMHO, and after several options (including P-51 and P-47 stabilizers)I used trimmed Me 262 stabilizers. Their sweeped leading edge matches the wings' shape just well - and the Fw 190 stabilizers which were glued to the nose as canards also look in-style, and overall more modern than the P-39's rounded wing shapes.
Slowly the P-76 took more and more shape, and I was surprised how much it started to resemble the Kyushu Shinden, which was a bigger aircraft, though.
Painting and markings:
A weird aircraft needs IMHO a rather subtle paint scheme, so I settled for a standard USAAF livery with overall Olive Drab upper sides, some Medium Green blotches on all wing surfaces and Neutral Grey undersides.
As basic colors I used Modelmaster's ANA 613 for the upper surfaces and FS 36231 (instead of the true Neutral Grey FS 36173) for the lower sides; the green blotches are frequently quoted as FS 34096, but this is IMHO too "green", the tone has a rather blue-ish hue. So I went for a more a yellow-ish tone and settled for Humbrol 102 (Army Green). All tones were later lightened and weathered through dry-painting (also highlighting some panels) and a black ink wash - both tones somewhat came closer to each other through this treatment, but I think this happened on real world aircraft, too?
The only colorful highlight is a yellow nose.
All interior surfaces were painted in zinc chromate primer: on top of an olive green base (Humbrol 159) some dry-painting with Modelmaster's Zinc Chromate Green was added.
Markings were puzzled together from various sources. The red-rimmed Stars-And-Bars were AFAIK still in use in late 1943, and they add some contrast to the otherwise simple aircraft. The white stripes were used as ID markings in the Aleutian theatre - another small individual note. Otherwise, P-40's of the 344th FS/343rd FG were used as benchmarks.
In the end, and interesting experiment that shows that CG ideas must not translate well into model kit hardware form. Nevertheless, the P-76 looks interesting - at some times I thought it would look rather German or like an aircraft from Captain America or the 'The Sky Crawlers' anime movie?
I wanted to let you all know that yesterday was one of the hardest days of my life. I had to make the decison to say goodbye to my best friend Solo... sniff.
I really wanted one last picture of us together before he left us for the rainbow bridge. Solo had a wonderful day outside in the sunshine and passed in the green grass rather then in a vet clinic. I'm not one for posting shots of myself, but I held the camera out while I hugged my boy yesterday afternoon cuddling together and captured this shot. I will miss my old man dearly... I loved him SO MUCH! My heart aches, my eyes swollen...
He was a great dog in every way. He loved everyone and was such a people dog. He lived to the ripe old age of 14 years, 2 months a week and a bit but in the end his heart was struggling to work too much. A friend said that he was in congestive heart failure and likely it was that he had Mitral Valve Disease. I didn't want him to suffer.
A piece of me is gone with him. He will be missed dearly by Dave, myself and Cruise. We loved him dearly and I know he touched many of you in one way or another.
He is your friend, your partner, your defender, your dog. You are his life, his love, his leader. He will be yours, faithful and true, to the last beat of his heart. You owe it to him to be worthy of such devotion. ~ Unknown
Dogs are our link to paradise. They don't know evil or jealousy or disontent. To sit with a dog on a hillside on a glorious afternoon is to be back in Eden, where doing nothing was not boring -- it was peace. ~ Milan Kundera
This has been a sad decision for all of us... :-(
Pam, Dave & Cruise
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Bell's P-76 had its roots in the P-39 Airacobra, one of the principal American fighter aircraft in service when the United States entered World War II.
The Airacobra had an innovative layout, with the engine installed in the center fuselage, behind the pilot, and driving a tractor propeller via a long shaft. It was also the first fighter fitted with a tricycle undercarriage.
Although its mid-engine placement was innovative, the P-39 design was handicapped by the absence of an efficient turbo-supercharger, limiting it to low-altitude work. As such it was rejected by the RAF for use over western Europe and passed over to the USSR where performance at high altitude was less important.
Bell permanently tried to improve the aircraft. Trials of a laminar flow wing (in the XP-39E) and several alternative engines were unsuccessful, so the basic concept was taken into two directions: The mid-engine, gun-through-hub concept was developed further in the overall larger Bell XP-63 Kingcobra, and a radical re-design of the whole aircraft around its basic structure and its power unit, which became the XP-76.
The basic concept was simple: the proven Allison V-1710 engine was to be retained, but the rest of the aircraft was to be lightened and "minimized" wherever possible in order to improve its performance - a similar way Grumman went with the F8F Bearcat.
Anyway, Bell's construction team did not find much options, at least without compromising other factors like rigidity or armament. In a almost desperate move the decison was made to change the aircraft's layout altogether - making the P-39 a pusher aircraft! The Allison V-1710 allowed a simple switch from a pull to a push arrangement, and with a canard layout lots of weight could be saved: the tail section was competely deleted, and the heavy extension shaft and the respective gears for the front propeller became obsolete, too.
Wind tunnel tests confirmed the basic idea, even though the new layout called for several major innovations and new constructions which postponed development and service introduction considerably until late 1943.
These innovation comprised, for instance, the first (moderately) swept wings on an USAAF aircraft, due to CG and atability reasons. Unlike the very similar but bigger Curtiss XP-55 Ascender the XP-76 "Airaconda" had a very good performance, compared to the standard P-39. It was more agile, had a better rate of climb and retained the powerful 37mm cannon, which was highly effective against large air targets as well as ground targets. The gun was complemented by foud 0.5" machine guns, all grouped into the aircraft's nose.
By January 1944 the first service machines, designated P-76A, were delivered to homeland defence units for evaluation, especially against the P-39 as well as the P-40. Anyway, pilots distrusted the very different aircraft. The high tricycle landing caused frequent problems, especially on soggy ground, and several accidents with propeller contacts during exagerrated take-offs did not build the P-76's reputation - even the though the aircraft was basically good and a true step forward from the P-39. But to no avail: no ally would take it, neither Great Britain (having the disappointing P-39 still in mind) nor the Soviet Union.
The P-76's career was short, though. The machines were too late for the Aleutian Campaign, and none saw real combat action. Furthermore, more capable aircraft had entered the scene in the meantime, like the P-47 and the P-51, so the P-76 was primarily used for combat training on the USA mainland.
Only about 80 of this unique aircraft were built, before production switched to the more conventional P-63 Kingcobra.
General characteristics:
Crew: One
Length: 26 ft 10 1/2 in (8.2 m)
Wingspan: 31 ft 3 in (9,54 m)
Height: 13 ft (3.96 m)
Wing area: 190 sq ft (17.71 m²)
Empty weight: 4.900lb (2.225 kg)
Loaded weight: 6.530 lb (2.965 kg)
Max. takeoff weight: 7.709 lb (3.500 kg)
Powerplant:
1× Allison V-1710-47R liquid-cooled V12 engine, 1,325 hp (955 kW),
driving a four-blade pusehr propeller
Performance:
Maximum speed: 390 mph at 19,300 ft (628 km/h)
Range: 635 mi (1,020 km)
Service ceiling: 35,000 ft (10,700 m)
Rate of climb: 3,750 ft/min (19 m/s)
Wing loading: 34.6 lb/sq ft (169 kg/m²)
Power/mass: 0.16 hp/lb (0.27 kW/kg)
Time to climb: 15,000 in 4.5 min at 160 mph (260 km/h).
Armament:
1x 1.5 cal. (37 mm) M4 cannon in the nose with 30 rounds of HE-T ammunition
4x .50 cal. (12.7 mm) Browning M2 machine guns, nose-mounted with 200 RPG
Up to 1.000 lb or ordnance, including a drop tank or (rarely used) a single 1.000 lb bomb on
a centerline pylon; alternatively two 500 lb (230 kg) bombs under the wings or six unguided
HVAR missiles.
The kit and its assembly:
This shinden-esque whif aircraft was spawned by a series of P-39 CG illustrations - modified skins for a flight simulator which depicted the Airacobra as a pusher with a canard layout. This looked very interesting, and since I had a Hobby Boss P-39Q in the stash with no real plan until now, I gave the inspiration green light and turned on the saw.
The CGs already showed some inplausibilities, though - all perspectives were carefully taken from a shallow side perspective, hiding problematic areas! So, soon it became clear that my build could not be a 1:1 copy of the virtual art, because that would either not be possible, or simply look poor in hardware form.
As consequence, the simple P-39 pusher conversion idea turned into a major kitbash and body sculpting job, that somehow looked more and more like a diminuitive Kyushu J7W Shinden!?
What went into the thing:
● Central fuselage with engine, cockpit and front end of a Hobby Boss P-39
● Wings from a revell Me 262
● Horizontal stabilizers from an Italeri Fw 190
● The twin fins are stabilizers from the Me 262, too
● The propeller comes from the MPM P-47H kit
● Landing gear was scratched from the spares box
A lucky find were the Me 262 wings: they perfectly fit in depth onto the Airacobra's fuselage, and they added the "modern" look I was looking for. The original wings were simply to straight and deep, proportions would hardly work. Unfortunatly this meant that the cutouts on the wings for the Me 262's engine nacelles had to be filled, and that the landing gear wells had to be improvised, too. The wings roots had to be re.sculpted, too, since the Me 262 wings are much thinner than the P-39's.
Another problem was the fuselage's relative length - with the tail cut off, it's just too short in order to take canards on the nose - that was already recognizable in the CGs where the front fuselage had been stretched.
I did the same, with two measures: Firstly, a 10mm plug was inserted in front of the cockpit - a massive lump of putty that was sanded into shape. Furthermore, just glueing the spinner onto the nose would not yield a proper look. So I added a P-38 nose (Airfix kit) that was reduced in height and re-scuplted the lower fuselage, adding depth. As a consequence, the front wheel well moved forward and had to be re-shaped, too. Lots of messy putty work!
A third dubious section was the propeller, or better its interesction with the fuselage. Again, the CGs did not yield any potential solution. Since pusher props call for ground clearance I decided to fix the propeller axis so high that the spinner would be flush with the aircraft's spine - the pointed XP-47H propeller (It's one massive piece, with lots of flash...) was perfect and finally found a good and unexpected use. As per usual I built a metal axis construction with a styrene tube adapter inside the fuselage for the propeller, so that it can spin freely.
In order to shape a more or less elegant transition from the oval P-39 fuselage to the round spinner I added another plug, about 5mm long and again sculpted from putty.
With that in place the overall proprotions became clearer. Next step was to clip the Me 262 wings, so that the span would match the fuselage length, and I had to devise a way to mount fins. The CG just used the P-39's stabilizers, vertically placed on the wings' trailing edge. But, again, this does not work well in hardware form. These "fins" are much too tall, and just mounting them in that place looks rather awkward.
My solution was then to add small carrier booms - actually these a massive, modern 500 lb bombs without fins, placed on the trailing edges and protruding. This makes a more plausible and stable-looking base for fins, IMHO, and after several options (including P-51 and P-47 stabilizers)I used trimmed Me 262 stabilizers. Their sweeped leading edge matches the wings' shape just well - and the Fw 190 stabilizers which were glued to the nose as canards also look in-style, and overall more modern than the P-39's rounded wing shapes.
Slowly the P-76 took more and more shape, and I was surprised how much it started to resemble the Kyushu Shinden, which was a bigger aircraft, though.
Painting and markings:
A weird aircraft needs IMHO a rather subtle paint scheme, so I settled for a standard USAAF livery with overall Olive Drab upper sides, some Medium Green blotches on all wing surfaces and Neutral Grey undersides.
As basic colors I used Modelmaster's ANA 613 for the upper surfaces and FS 36231 (instead of the true Neutral Grey FS 36173) for the lower sides; the green blotches are frequently quoted as FS 34096, but this is IMHO too "green", the tone has a rather blue-ish hue. So I went for a more a yellow-ish tone and settled for Humbrol 102 (Army Green). All tones were later lightened and weathered through dry-painting (also highlighting some panels) and a black ink wash - both tones somewhat came closer to each other through this treatment, but I think this happened on real world aircraft, too?
The only colorful highlight is a yellow nose.
All interior surfaces were painted in zinc chromate primer: on top of an olive green base (Humbrol 159) some dry-painting with Modelmaster's Zinc Chromate Green was added.
Markings were puzzled together from various sources. The red-rimmed Stars-And-Bars were AFAIK still in use in late 1943, and they add some contrast to the otherwise simple aircraft. The white stripes were used as ID markings in the Aleutian theatre - another small individual note. Otherwise, P-40's of the 344th FS/343rd FG were used as benchmarks.
In the end, and interesting experiment that shows that CG ideas must not translate well into model kit hardware form. Nevertheless, the P-76 looks interesting - at some times I thought it would look rather German or like an aircraft from Captain America or the 'The Sky Crawlers' anime movie?
71.365
To quit or not to quit? That has been my question. For over a year, actually. But, after balancing the pros and cons of smoking (which obviously weighed heavy on the cons side) and journaling each cigarette I smoke for the past several weeks, I have finally made the decison to quit. Of course, what good is a decision without taking action, right?
I'm reminded of the old adage which goes something like this: Three frogs were sitting on a log. Two made a decision to jump. How many were left? One? Wrong. The two frogs only made a decision to jump; they did not actually do it. All three are still sitting on the log.
So, here's the deal... Today, I have made the decision to stop smoking. Tomorrow (don't laugh), I'm going to actually do it. And, as part of my journey I'm going to add a counter with my 365 project which will tally my smoke free days. The way I see it, 365 has already been an experience of personal enlightenment, so why not incorporate this significant act of self love into it? AND, the timing is just right, since day two will be on Saturday, and FGR's group pick for that day is "Screams of Anguish". Lol...that should be an easy one.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Bell's P-76 had its roots in the P-39 Airacobra, one of the principal American fighter aircraft in service when the United States entered World War II.
The Airacobra had an innovative layout, with the engine installed in the center fuselage, behind the pilot, and driving a tractor propeller via a long shaft. It was also the first fighter fitted with a tricycle undercarriage.
Although its mid-engine placement was innovative, the P-39 design was handicapped by the absence of an efficient turbo-supercharger, limiting it to low-altitude work. As such it was rejected by the RAF for use over western Europe and passed over to the USSR where performance at high altitude was less important.
Bell permanently tried to improve the aircraft. Trials of a laminar flow wing (in the XP-39E) and several alternative engines were unsuccessful, so the basic concept was taken into two directions: The mid-engine, gun-through-hub concept was developed further in the overall larger Bell XP-63 Kingcobra, and a radical re-design of the whole aircraft around its basic structure and its power unit, which became the XP-76.
The basic concept was simple: the proven Allison V-1710 engine was to be retained, but the rest of the aircraft was to be lightened and "minimized" wherever possible in order to improve its performance - a similar way Grumman went with the F8F Bearcat.
Anyway, Bell's construction team did not find much options, at least without compromising other factors like rigidity or armament. In a almost desperate move the decison was made to change the aircraft's layout altogether - making the P-39 a pusher aircraft! The Allison V-1710 allowed a simple switch from a pull to a push arrangement, and with a canard layout lots of weight could be saved: the tail section was competely deleted, and the heavy extension shaft and the respective gears for the front propeller became obsolete, too.
Wind tunnel tests confirmed the basic idea, even though the new layout called for several major innovations and new constructions which postponed development and service introduction considerably until late 1943.
These innovation comprised, for instance, the first (moderately) swept wings on an USAAF aircraft, due to CG and atability reasons. Unlike the very similar but bigger Curtiss XP-55 Ascender the XP-76 "Airaconda" had a very good performance, compared to the standard P-39. It was more agile, had a better rate of climb and retained the powerful 37mm cannon, which was highly effective against large air targets as well as ground targets. The gun was complemented by foud 0.5" machine guns, all grouped into the aircraft's nose.
By January 1944 the first service machines, designated P-76A, were delivered to homeland defence units for evaluation, especially against the P-39 as well as the P-40. Anyway, pilots distrusted the very different aircraft. The high tricycle landing caused frequent problems, especially on soggy ground, and several accidents with propeller contacts during exagerrated take-offs did not build the P-76's reputation - even the though the aircraft was basically good and a true step forward from the P-39. But to no avail: no ally would take it, neither Great Britain (having the disappointing P-39 still in mind) nor the Soviet Union.
The P-76's career was short, though. The machines were too late for the Aleutian Campaign, and none saw real combat action. Furthermore, more capable aircraft had entered the scene in the meantime, like the P-47 and the P-51, so the P-76 was primarily used for combat training on the USA mainland.
Only about 80 of this unique aircraft were built, before production switched to the more conventional P-63 Kingcobra.
General characteristics:
Crew: One
Length: 26 ft 10 1/2 in (8.2 m)
Wingspan: 31 ft 3 in (9,54 m)
Height: 13 ft (3.96 m)
Wing area: 190 sq ft (17.71 m²)
Empty weight: 4.900lb (2.225 kg)
Loaded weight: 6.530 lb (2.965 kg)
Max. takeoff weight: 7.709 lb (3.500 kg)
Powerplant:
1× Allison V-1710-47R liquid-cooled V12 engine, 1,325 hp (955 kW),
driving a four-blade pusehr propeller
Performance:
Maximum speed: 390 mph at 19,300 ft (628 km/h)
Range: 635 mi (1,020 km)
Service ceiling: 35,000 ft (10,700 m)
Rate of climb: 3,750 ft/min (19 m/s)
Wing loading: 34.6 lb/sq ft (169 kg/m²)
Power/mass: 0.16 hp/lb (0.27 kW/kg)
Time to climb: 15,000 in 4.5 min at 160 mph (260 km/h).
Armament:
1x 1.5 cal. (37 mm) M4 cannon in the nose with 30 rounds of HE-T ammunition
4x .50 cal. (12.7 mm) Browning M2 machine guns, nose-mounted with 200 RPG
Up to 1.000 lb or ordnance, including a drop tank or (rarely used) a single 1.000 lb bomb on
a centerline pylon; alternatively two 500 lb (230 kg) bombs under the wings or six unguided
HVAR missiles.
The kit and its assembly:
This shinden-esque whif aircraft was spawned by a series of P-39 CG illustrations - modified skins for a flight simulator which depicted the Airacobra as a pusher with a canard layout. This looked very interesting, and since I had a Hobby Boss P-39Q in the stash with no real plan until now, I gave the inspiration green light and turned on the saw.
The CGs already showed some inplausibilities, though - all perspectives were carefully taken from a shallow side perspective, hiding problematic areas! So, soon it became clear that my build could not be a 1:1 copy of the virtual art, because that would either not be possible, or simply look poor in hardware form.
As consequence, the simple P-39 pusher conversion idea turned into a major kitbash and body sculpting job, that somehow looked more and more like a diminuitive Kyushu J7W Shinden!?
What went into the thing:
● Central fuselage with engine, cockpit and front end of a Hobby Boss P-39
● Wings from a revell Me 262
● Horizontal stabilizers from an Italeri Fw 190
● The twin fins are stabilizers from the Me 262, too
● The propeller comes from the MPM P-47H kit
● Landing gear was scratched from the spares box
A lucky find were the Me 262 wings: they perfectly fit in depth onto the Airacobra's fuselage, and they added the "modern" look I was looking for. The original wings were simply to straight and deep, proportions would hardly work. Unfortunatly this meant that the cutouts on the wings for the Me 262's engine nacelles had to be filled, and that the landing gear wells had to be improvised, too. The wings roots had to be re.sculpted, too, since the Me 262 wings are much thinner than the P-39's.
Another problem was the fuselage's relative length - with the tail cut off, it's just too short in order to take canards on the nose - that was already recognizable in the CGs where the front fuselage had been stretched.
I did the same, with two measures: Firstly, a 10mm plug was inserted in front of the cockpit - a massive lump of putty that was sanded into shape. Furthermore, just glueing the spinner onto the nose would not yield a proper look. So I added a P-38 nose (Airfix kit) that was reduced in height and re-scuplted the lower fuselage, adding depth. As a consequence, the front wheel well moved forward and had to be re-shaped, too. Lots of messy putty work!
A third dubious section was the propeller, or better its interesction with the fuselage. Again, the CGs did not yield any potential solution. Since pusher props call for ground clearance I decided to fix the propeller axis so high that the spinner would be flush with the aircraft's spine - the pointed XP-47H propeller (It's one massive piece, with lots of flash...) was perfect and finally found a good and unexpected use. As per usual I built a metal axis construction with a styrene tube adapter inside the fuselage for the propeller, so that it can spin freely.
In order to shape a more or less elegant transition from the oval P-39 fuselage to the round spinner I added another plug, about 5mm long and again sculpted from putty.
With that in place the overall proprotions became clearer. Next step was to clip the Me 262 wings, so that the span would match the fuselage length, and I had to devise a way to mount fins. The CG just used the P-39's stabilizers, vertically placed on the wings' trailing edge. But, again, this does not work well in hardware form. These "fins" are much too tall, and just mounting them in that place looks rather awkward.
My solution was then to add small carrier booms - actually these a massive, modern 500 lb bombs without fins, placed on the trailing edges and protruding. This makes a more plausible and stable-looking base for fins, IMHO, and after several options (including P-51 and P-47 stabilizers)I used trimmed Me 262 stabilizers. Their sweeped leading edge matches the wings' shape just well - and the Fw 190 stabilizers which were glued to the nose as canards also look in-style, and overall more modern than the P-39's rounded wing shapes.
Slowly the P-76 took more and more shape, and I was surprised how much it started to resemble the Kyushu Shinden, which was a bigger aircraft, though.
Painting and markings:
A weird aircraft needs IMHO a rather subtle paint scheme, so I settled for a standard USAAF livery with overall Olive Drab upper sides, some Medium Green blotches on all wing surfaces and Neutral Grey undersides.
As basic colors I used Modelmaster's ANA 613 for the upper surfaces and FS 36231 (instead of the true Neutral Grey FS 36173) for the lower sides; the green blotches are frequently quoted as FS 34096, but this is IMHO too "green", the tone has a rather blue-ish hue. So I went for a more a yellow-ish tone and settled for Humbrol 102 (Army Green). All tones were later lightened and weathered through dry-painting (also highlighting some panels) and a black ink wash - both tones somewhat came closer to each other through this treatment, but I think this happened on real world aircraft, too?
The only colorful highlight is a yellow nose.
All interior surfaces were painted in zinc chromate primer: on top of an olive green base (Humbrol 159) some dry-painting with Modelmaster's Zinc Chromate Green was added.
Markings were puzzled together from various sources. The red-rimmed Stars-And-Bars were AFAIK still in use in late 1943, and they add some contrast to the otherwise simple aircraft. The white stripes were used as ID markings in the Aleutian theatre - another small individual note. Otherwise, P-40's of the 344th FS/343rd FG were used as benchmarks.
In the end, and interesting experiment that shows that CG ideas must not translate well into model kit hardware form. Nevertheless, the P-76 looks interesting - at some times I thought it would look rather German or like an aircraft from Captain America or the 'The Sky Crawlers' anime movie?
It was a rather decent day today in Dublin, so I decided to go on a walk, despite the fact that my day started at 0400. And I have to say, it was a good decison, I've managed to caputre a couple good street shots.
May 31st, 2011 -
Sadly this week we had to make a hard and traumatic decison for our Ms. Jackye.
She was suffering from a very strong form of jaws since several weeks and she couldn't eat anymore because of the lancinanting pain.
After trying to treat the infection with antibiotics without good results, we finally had to decide to submit her to the hated operation.
All moral and premolar teeth have been removed. Now she only owns her canines and the small incisors and she is completely dazed and disoriented... She doesn't understand what happened to her . Eating is still very difficult to her but we hope that in few weeks she will be able to learn how to eat what she loves more: tuna kibbles!
Jackye, you will always have the most beautiful smile to us. We love you even more than before our sweet girl!
June 10, 2011
We wish to thank all our great Flickr friends for all gentle thoughts, comments and suggestions, We carefully read all of them and take into consideration all what can be useful for trying to letting her feel less depressed and help her in improving her attempts to eat.
Thanks again friends, Jackye knows she has a great family here!
June 16th, 2011
One good news, one bad news:
Jackye starts to eat again her usual food (not much but it takes time to learn..) and her mouth looks good. The infection seems to be stopped and the vet said no need to remove the rest of her teeth.
The bad news is that in the first two weeks after the operation she couldn't eat so we tried to give to her some different food which would push her to eat. Since the beginning, all of our cats were used to eating only two types of brands of food (I do not mean to advertise name of the producers, it wouldn't be correct) and mainly solid food. Only one can of humid food devided for all of them in the morning.
Well, the result of changing the food is that Jackye had a strong allergic reaction and her body is now completely devastated and covered with terrible open sores and crusts.
Because of her thick fur, We could not notice it immediately but only after about ten days.
We immediately understood it was the food and not a reaction to the antibiotics.
So we stopped it and now she needs to wear a baby t-shirt so that she will not try to lick the wounds which in some points of her body became like holes ( the vet had to shave a good part of her body to let breathe the wounds)
Now we started again to treat her with antibiotic to try to solve this problem in the fastest way.
We really hope this hard period will soon end for our sweet girl. Incredible how she never complains to all what we are doing to her. We really think she is able to understand we are doing all this because we love her.
Thanks again to you all for the kind support and gentle thoughts to our sweetest girl.