McDonnell Douglas F-15 Eagle Images

McDonnell Douglas F-15 Eagle- This all weather tactical fighter developed by the McDonnall Douglas Corporation (now Boeing) is configured with a twin-engine design. It has proven itself over and over again in battle, many consider it to be the most successful fighter jet ever produced and flown to date.

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F-15 in flight

F-15 taking off

F-15 preparing for flight

F-15 at night

F-15 Eagle

F-15 Refueling

F-15

F-15 Weapons Display

Bombardier CRJ200 Images

The Bombardier CRJ200 was designed to provide superior performance and operating efficiencies in the fast-growing regional airline industry. The Bombardier CRJ200 flies faster and farther while burning less fuel and even having lower operating costs. Currently, there are over 1,000 units in commercial service. It has literally become the most successful regional airliner program in the world.

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Bombardier CRJ200 in flight

Bombardier CRJ200 Cockpit

Bombardier CRJ200

Bombardier CRJ200

Variant	CRJ200 ER/LR
Crew	3 (2 pilots + flight attendant)
Seating capacity	50
Length Wing span Height	26.77 m (87 ft 10 in) 21.21 m (69 ft 7 in) 6.22 m (20 ft 5 in)
Engines (2x) Takeoff thrust (2x) Thrust APR (2x)	GE CF34-3B1 38.83 kN (8,729 lbf) 41.01 kN (9,220 lbf)
Max Zero Fuel Weight (ZFW)	19,958 kg (44,000 lb)
Max payload weight	6,124 kg (13,500 lb)
Max Take Off Weight	24,091 kg (53,000 lb)
Maximum range	ER: 3,045 km (1,895 mi, 1,644 nmi) LR: 3,713 km (2,307 mi, 2,004 nmi)
Basic cruising speed	Mach .78 [503 mph, 437 knots] (593.74 mph ground, 516 knots ground)
Flight ceiling	12,496 m (41,000 ft)
Number of Orders	1054
Certification Date	unknown

The Cessna Citation X: A Premier Business Jet

Reaching a top speed of Mach 0.92, the Cessna Citation X has earned the reputation of being the fastest business jet in history, having flown the equivalent distance of at least four trips to the sun. Known as one of the most fuel-efficient mid-size corporate jets, the aircraft saves up to an hour’s travel time over other business jets on transcontinental U.S. flights. Greater fuel efficiency and less travel time are among the jet’s greatest advantages.

The Cessna Aircraft Company, which is a company of Textron Inc., has a long history of manufacturing business jets. However, the design of the Citation X is new in many ways, as the wing, tail, tail cone and gear are not based on prior aircrafts from the Citation line. Although the Citation X may resemble earlier models in appearance, most of the parts and systems are new. The pressure bulkhead, windshield, diameter of the fuselage, tail light bulb and some cockpit controls are all that remain of previous designs. Major changes to the jet include two Rolls-Royce AE3007C1 engines and fully integrated avionics. The Citation X is the first aircraft manufactured by Cessna to be powered by Rolls-Royce engines.

Although the company announced plans for the business jet in 1990, production of the Citation X did not begin until 1996. The first delivery of the jet was made to famed golfer, Arnold Palmer, in August of that same year. Just three years later, a total of 100 Citation X jets had been rolled off the production line. In the fall of 2003, Cessna announced planned upgrades to the interior of the jet, and by 2005, 250 of the aircraft had been delivered worldwide.

The Citation X has a speed of about 605 miles per hour with a range of 3,070 nautical miles. Although many of the jets are custom designed to seat eight passengers, the aircraft can seat two crewmembers and up to 12 passengers. The jet is able to fly at an altitude as high as 51,000 feet, which puts it above most weather systems. In August 2007, Citation X aircrafts had logged one million flight hours.

Since the Citation X is one of the most advanced aircraft in the world, the company continues to make improvements to the jet’s avionics. Beginning in 2011, the Honeywell Primus 2000 system will be replaced by the five-panel Honeywell Primus Elite avionics system on new jets coming off the production line.

Citation X aircrafts already in service will be offered the option of upgrading to the Elite platform which features liquid crystal displays, high resolution graphics displays and XM satellite weather in the U.S. and southern Canada. Improved LCD technologies in place of cathode ray tube displays will offer greater reliability and longer service life. In addition, enhanced moving map capability will not only show geographical and political boundaries, but airspace and airways as well. There are plans for Primus Elite to include Honeywell’s SmartView synthetic vision system sometime in the future.

According to Honeywell International, there are about 300 Citation X jets now in service throughout the world which would be eligible for the avionics and cabin systems upgrades. Cessna estimates that the cockpit upgrade alone could come at a price tag of around $585,000 for a jet already in service.

Additional upgrades to the cabin management system will include MP3 player inputs, an improved stereo sound system for the cabin, dual Blu-ray players with a high-definition display monitor, updated Airshow display imagery, and touch-screen control panels. These advances will be standard features in new Citation X’s coming off the production line.

References:

Cessna Aircraft Company: A Major Breakthrough in the Search for More Hours in the Day

Cessna: Aircraft Fast Facts: Citation X

http://www.cessna.com/news/fast-facts.html

Aircraft Maintenance Technology Magazine: Cessna Citation X to Get Honeywell Primus Elite Avionics, Cabin Improvement for 2011

http://www.amtonline.com/article/article.jsp?siteSection=1&id=11179

Flightglobal: Cessna to Refresh Citation X with New Avionics

http://www.flightglobal.com/articles/2010/06/23/343563/cessna-to-refresh-citation-x-with-new-avionics.html

Honeywell: Honeywell Primus Elite Display Selected for Citation X

http://www51.honeywell.com/honeywell/news-events/press-releases-details/6.22.10PrimusEliteCitationX.html

Private Celebrity Jet Planes

It seems like today the latest craze is to travel by private jet charter. Most celebrities do it, in fact a lot of them even own their own planes. People typically assume that ‘normal’ people can’t afford it but it can actually work out cheaper than normal flying, especially for businesses.

Tom Cruise reportedly owns three private jets so it’s unlikely he will ever be stuck for a lift. Perhaps this is a bit over the top and unnecessary but many businesses choose to send their employees by private jet charter because it actually saves them money in the long term. If you take into consideration the cost of a taxi to the airport, the flight prices, food at the airport and the time you have to pay the employee for, this all adds up. Flying by private jet charter saves so much time which means that employers aren’t paying for so much of their employees’ time.

Stars such as John Travolta have even taken it a step further and have learnt how to fly their own planes. Not content with a Boeing 707, he also has four other jets in his front garden. Whilst not everyone can afford this type of extravagance, a flight on a private jet charter can be a great way to impress potential customers and work colleagues. Being picked up in your very own aeroplane is likely to score points with anyone which means that they are more likely to use your company in the future.

Flying by private jet charter can have many advantages. For example, Simon Cowell prefers this method because he can smoke on his own planes whereas he can’t if he flies on a standard aircraft. Other advantages include the fact that if it is for travel purposes you can even conduct meetings on the planes so you save time when you get to the other side. You are also guaranteed complete privacy which means that all passengers can relax and feel comfortable.

It’s hardly surprising that so many celebrities opt to travel by private jet charter. With such busy schedules waiting around an airport or being stuck in traffic for hours can cause massive problems. However, when flying by a private plane all you need to do is simply tell your chosen company what time you need to be somewhere and the rest will be done for you. Perhaps this is the reason why so many companies now choose to send their employees to meetings and conferences by this method of transport.

Germany’s Air Assault On England – 1914

“Nobody said it will be easy, but I think that this (bombing) campaign can shorten the ground war to a minimum. In fact, there’s a good enough chance that Britain’s public would rise and force its government to the negotiating table”, said a boastful Paul Behncke, Deputy Chief (Konteradmiral) of the German Imperial Navy Staff and one of the most ardent proponents for a saturated air attack on England’s capital, on a July 17th 1914 meeting of the German Army High Command. The Konteradmiral’s remarks were based on his, and other high placed officers inside the armed forces, profound belief in the power of the airship.

<p>Count Ferdinand von Zeppelin is considered by most to be the father of the dirigible. He was the first to take a powered machine to the air when Zeppelin I took off on July 2nd, 1900. Further development on lighter-than-air technology enabled the Count to built additional models, each more advanced than the preceding one. Although designed primarily as a commercial platform, it wasn’t long before the military began to realize the potential of the airship. In early 1909, the Army purchased two (Zeppelin I or Z.I and Z.II) units. Two additional samples were ordered in the fall. Not to be outdone, the Imperial Navy joined the fray and in 1912 ordered its first dirigible.</p>

<p>At the outbreak of hostilities in August 1914, the Imperial German Army possessed 10 operational airships. Nine of them Zeppelins, three of them DELAG units militarized and one Schutte-Lanz. Johann Schutte and Karl Lanz entered the airship-building industry in 1909 and began selling its platforms to the armed forces, mainly the Navy, in 1911. Four of those Zeppelins were assigned to the Western Front while three others took station on Prussia’s eastern frontier. The Navy’s sole sample, L.3, was posted on western Germany (Duren).</p>

<p>The Army was slow at recognizing the true power projection of the Zeppelin. In the beginning of the war, Army’s airships were used more as a low-level platform supporting the infantry crossing into Holland and Belgium. Because of its relative low operational range, British and French troops deployed in the Belgium frontier were able to shoot them down with some ease. In the first five weeks of the conflict, the German army lost 3 dirigibles. Before August ended, one more airship was lost at the Battle of Tannenberg in the eastern front. That left just 4 (3 army, 1 navy) units, including one Schutte-Lanz, available for operations.</p>

<p>That number (4) began to increase steadily after August ended. The Navy was the first to augment its fleet two-fold. On September 1st, the service received the first of the M-class of dirigibles, the L.4. Next January, the L.10 joined the ranks. Not to be outdone on September 3rd, the army placed an order for the newer Zeppelin P-class ship. With a hull of 531 feet, a gas capacity of 1,126,00 cubic feet and the addition of a fourth engine which gave it a top operational speed of 62 mph, the P version was the most advanced airship in the world. Twenty two (22) Ps were purchased. The first to be delivered was the LZ.38, which officially became operational on April 3rd 1915. The rest of the units were incorporated to the service between May and July.</p> 

<p>With an increase in fleet size, fleet housing them became a top priority. Since early 1913, the navy and army began selecting locations where to build the huge sheds needed to service the airships. Places such as Nordholz and Cuxhaven, both located in northern Germany, were the first airship bases in Europe. Each of these locations was fitted to house four dirigibles. Other bases included Tondern, Hamburg, Duren and Wittmundhaven. Later on during the war, Namur (Belgium) and The Hague (Holland) were incorporated. The army bases were located at Düsseldorf and Spich (Germany). After August and following the invasion of the Lower Countries, the German army erected several strategically located facilities. Belgium became the center of operations for the army’s fleet. No less than five (Maubeuge, Eterbeek, Berchem Ste. Agathe, Gontrode and Evere) bases were developed with the sole purposes of attacking Britain.</p>

<p>With ships and bases ready to go, the process now shifted to the strategists inside Germany. With most of the airship commanders urging their superiors to unleash their platforms and bomb England, German Kaiser Wilhelm and his advisors, wanting to slip the Western Allies, decided to hold-off the decision until the following summer. Unfortunately for the Kaiser, events on the ground forced his hand.</p>

<p>Lead by the First Lord of the Admiralty, Winston Churchill, the British struck first hitting several of the newly constructed sheds. On October 8th, the Royal Naval Air Service (RNAS) bombed the army complex at Düsseldorf destroying Z.IX. On the 21st of November, the RNAS attacked the main Zeppelin factory at Friedrichshafen causing severe damage to the facility’s production line. A month later, on a clear Christmas Eve afternoon, the British attempted their most daring raid up to date. The target was the newly built Nordholz sheds. Although the attack failed to hit any structure, the German navy was very concerned that if these types of attacks continued, England would eventually be able to destroy their nascent airship fleet before it could mount an offensive operation. Similar concerns were ushered by army officials. The pressure on the Kaiser was too much to bear and on January 15th 1915 he finally gave the go-ahead to bomb much of England. London would be spared for at least a few more months as the Kaiser restricted attacks on the British capital.</p>

more coming soon….

An article by Raul Colon: <a href=”mailto:rcolonfrias@yahoo.com”>rcolonfrias@yahoo.com</a>

What is the Safest Way to Travel? – Planes, Trains or Automobiles

The means that you use for travelling depend on several factors – one of which is safety. However, there are many other things one considers before travelling. The most important among these are the travel budget and also where you want to travel. In case of travelling within the city, trains and automobiles are used. However if you want to go to another city or country, you have the choice of travelling in a plane, train or automobile.

If you compare the three means just from the point of view of safety (leaving out variables such as the destination, distance, budget etc), then planes without a doubt are the safest way to travel. Over the decades, plane safety has considerably increased, and it is now six times better than what it used to be about 20 years ago. These improvements in safety can be credited to the advanced technology, tough competition and strict and regular industry audits and quality control checks. According to the Aviation Authorities, planes are the safest way to travel also because they have the least number of fatalities on per kilometre basis.

In spite of the safety, accidents do occur – but these are rare, and the annual number of deaths in plane accidents has decreased over the past ten years. There are many cases when fatal accidents have occurred and people became frightened of travelling in planes, but at the end of the day, planes still remain the safest means of travelling.

Trains are a convenient way of travelling and transporting goods. The number of accidents involving trains has increased over the past years. The major causes of accidents for trains are derailment, driver’s error, explosions, and collapsing of bridges. One of the important factors contributing to the increasing train accidents is the increased speed of trains.

As compared to planes and trains, automobiles have the greatest statistics for accidents and fatalities all around the world. More than half the car accidents occur due to negligence on the driver’s part. The most common causes of automobile accidents are drug intake, reckless driving and intoxication.

In case of trains and planes, there is less room for any negligence on the driver’s part because it is the driver who is responsible for hundreds of lives. The authorities keep a close check on the driver’s alcohol intake and other health factors. According to research, in the case of plane accidents that have occurred all around the world over the last five decades, 30% of accidents were caused wholly due to pilot error, while all the other accidents were caused due to mechanical, weather or some other condition.

Ultimately, it is not always safety that we think about while travelling. Automobiles are the least safe means of travel, but they are still most widely used. The way people travel depends on their own choice, resources and preferences.

Autopsy Reveals: Pilot Who Flew Plane Into IRS Building Was Pulverized

Autopsy Reveals: Pilot Who Flew Plane Into IRS Building Was “Pulverized”
An autopsy report shows that the Austin man who flew his small plane into the side of a building that housed IRS offices was “pulverized” in the fiery crash.

Read more on KWTX-TV Waco

Pilot Training Types And Requirements

Flight schools are places where students get the direction of flight using certified and specialized instructors. These schools train students for the aviation industry. Students come into these schools to make their careers as pilots. The aviation sector is booming if schools are driving demand. Most young people come to these schools to convert their dreams into reality.

The flight schools offer Flight training programs for students. Those who are new or have no knowledge of aviation obtain admission in the pilot training programs as students. After this training, students can participate in the leisure sport of pilot training. After training, these students become eligible for private pilot training. In the private pilot training sessions, pilots learn some tips regarding obtaining a rigorous training of school grounds.

There are so many flight schools around the word. Flight schools work under U.S. rules and regulations of the Federal Aviation Administration. Some flight schools are specialized in training fixed wing aircraft while others provide training in rotary wing aircraft. Some centers also provide specialized training for flying helicopters.

Some schools also offer training to commercial pilots. These schools offer these training programs with professional and experienced drivers. These courses are a combination of ground training and practical courses.

Some flight schools offer excellent facilities for training pilots in aviation. Some schools also offer scholarships to their students and to provide ease of loans at low interest rates. Thus, these facilities are a great help for those who have not been able to pursue these courses because of funding problems.

I’m An Alien, Let Me Fly The Plane

‘I’m an alien, let me fly the plane’
A passenger was arrested lately for banging on the cockpit door of a flight claiming to be an alien and requesting to fly the plane. The flight was diverted to the nearest airport where the man was arrested. Even after testing, it was discovered that the person was not under the influence to anything, very odd!

Read more on News.com.au Travel

19 Variants of the Man in the Missile Starfighter

‘Man on a Missile’, that’s how many Starfighter pilots refer to their experience flying one of the most intriguing aircraft ever developed: the Lockheed F-104. From its conception, the Starfighter was one of the most revolutionizing airplanes in the history of aviation.

Its streamlined, powerful engines and advanced electronic and weapons packages made the F-104 one of the most powerful platforms in the world. Ahead of its time by years, the Starfighter will field many NATO air forces for decades. And although the aircraft did not generate the in-house interest that the United States Air Force envisioned when they first presented the blueprint, the plane did manage to become a standard bear for overseas sales.

There were a total of 19 variants of the Starfighter. Most of them were flown by overseas customers such as Japan, Canada and Italy, which continued to operate the air superiority fighter into the 21st century.

Although several units had longer airframes (by fractions), all 19 versions were similar in their fuselage profile. The F-104 had a length of 55 feet, a wingspan of just 22 feet with a total wing area of 196 square feet, including a part that was enclosed in the fuselage. The wing structure had a very thin low aspect ratio (probably the thinnest wing ever employed) for high speed enhanced performance.

1. F-104A: This is the first production version. Fitted with a General Electric (GE) J79-3A engine capable of generating 14,800 pounds of thrust, the A model could reach speeds upwards of Mach 2. Its operational range was an impressive 1,450 nautical miles with its full complements (2 removable wingtip tanks) of fuel tanks. Armed with the famous M61-A-1 Vulcan Cannon and two, first generation AIM-9B Sidewinder air-to-air missiles, the ‘A’ was a powerful offensive machine. At the heart of the model attacking capability was the sophisticated AN-ASG 14T-1 Fire and Control System. Early units were fitted with downward ejections seats, but in the second delivery batch, those were replaced by the C2 upward platform. The A version also had the distinction of being the first aircraft fitted with the Boundary Layer Control mechanism. One hundred and fifty three (153) F-104As were developed.

2. F-104B: This was a two seated version of the A model. It had the same power plant and overall dimensions. The two main differences were maximum takeoff weight and the Vulcan gun. In the B, top operational weight was slightly lower (23,535 to 24,528). Unlike the early 104s, the B did not incorporate a forward firing gun. It did have the pylons to carry the two Sidewinders and was fitted with the 14T-1 Fire and Control system. Lockheed produced 26 of this type.

3. F-104C: Seventy seven (77) of this all weather fighter-bomber were produced, all for the United States Air Force’s Tactical Air Command. The C model introduced the platform for the first time to a new in-flight refueling system that employed a probe fitted on the left side of the cockpit. Another innovation present in this version was the Blown Flaps (BF) mechanism added to improve the plane’s takeoff capability. A new and improved power plant (J79GE-7) capable of generating upwards of 15,000 pounds of thrust with afterburners was also introduced with this configuration. Total operational range was achieved at 1,640 nautical miles. This particular unit suffered from engine failures that caused the loss of 24 aircraft and nine pilots. Eventually, those problems were resolved and the version remained in service for nearly 35 years.

4. F-104D: Only 24 ‘D’s were ever produced. This version was basically an enhanced ‘C’ unit with some refinements. It had the same engine and navigational system of its predecessor. It’s main different was the absence of the M-61 Gatling Gun.

5. F-104DJ: This unit was an special version developed for the Japanese Air Self Defense Force. It was fitted with the J79GE-11A engine capable of generating 15,800lbs of thrust and no Gatling Gun, this was essentially an upgraded D model. Only 20 units were developed.

6. F-104F: This 30-plane strong batch was developed for the West German Air Force. Its frame was a replica of the DJ’s one. The standard packaged of this version was the same of the Super Starfighter (F-104G).

7. F-104G Super Starfighter: The most produced (1,127 total units) member of the class, the G went on to be the standard bear of the platform. No less than 8 companies (Canadair in Canada, Fiat in Italy, Fokker in the Netherlands, Lockheed in the US, MBB and Messerschmitt in West Germany, Mitsubishi in Japan and SABCA/Fairy in Belgium) participated in the 13 (June 1960 to October 1973) year production run. The Super as many pilots referred to it, was a modified C version with a reinforced frame, larger tail area with a fully powered rudder system. It also had engagement maneuvering flaps with a new avionic package that included the famous Autonetics F15-A North American Search and Raging System (NASRR). The model was powered by a revised J79GE-11A engine capable of generating 15,600 pounds of thrust. Maximum speed was Mach 2.2 with an operational range of 1,628 nm. Another improvement over previous versions was the incorporation of a more advanced navigational system: the Litton LN3. Introduced in the platform for the first time in its history was an internal bombing computer linked to the NASRS and the LN3.

8. RF-104GL: This was the tactical reconnaissance version of the ‘G’ model. It had the same fuselage characteristics of the previous unit, but instead of having its offensive package installed on the nose cone (Vulcan Cannon); this plane carried the highly sensitive KS-67a camera. It was also fitted with a flat sided fixed ventral pods for enhanced stability. One hundred and eighty nine (189) ‘GL’s were built by Fiat, Fokker and Lockheed between 1964 and 1968.

9. TF-104G: Is a common mistake to associate this version with a training platform due to its ‘T’ designation. But in fact, this was a highly regarded two seater tactical attack aircraft similar in its performing envelop to the F-104G. Like the G, it also carried the advanced NASRR and LN3 systems.

10. CF-104: This was a Canadian built version of the ‘G’ model. Internal characteristics and performing profile matched that of the Super Starfighter. They had the same NASRR system. Instead of the Vulcan Cannon, the CF carried the less expensive M61 Gatling Gun. It was powered by a J79OEL-7 engine (15,800lbs of thrust). Two (200) hundreds units were built. All by Canadair.

11. CF-104D: Basically a two seat version of the CF without the M61 gun. Only 38 were developed. Most of them were used as primary trainers.

12. JF-104: This was three unit batch specially modified for NASA and the US Air Force Strategic Air Command. Aside from the inclusion of the NASRR and LN3 systems in a ‘G’ version fuselage, no additional data exists on this platform.

13. F-104J: Another version built exclusively for the Japanese ASDF. A total of 209 units, 206 of them by Mitsubishi, were produced. This particular model is a replica of the ‘G’ model.

14. F-104N: Is another common misconception to believe all attached planes with the N designation have to become a nuclear delivery platform. Such is the case with this version. The 104N was a dedicated research aircraft utilized by NASA to test the limits of air frame endurance at high drag profiles. Because of the nature of the airplane, no weapon system was installed. Only three unites were ever built.

15. NF-104A: As with the 104N, this was test bed plane. But instead of being fielded by NASA, the NF-104A was a US Air Force advanced research units. The one difference between those two test aircrafts was that the A carried a 6,000 pound thrust rocket in the tail end structure. It also had extended wing tips as well as a new reaction jet control mechanism. As before, only three units were built.

16. QF-104A: The Lockheed Company, in conjunction with Sperry Phoenix, modified 24 F-104As as target drones. These target platforms were use between the summer of 1968 to the spring of 1973.

17. XF-104: This is the first platform built. Designed and develop by Lockheed’s famous Skunk Works division, two of this first generation versions were produced. The unit was powered by a non-afterburning Wright XJ-65 engine capable of producing 10,200 pounds of thrust. This power plant gave the XF a top operational speed of Mach 1.78 and a range of 800 nm. Its armament consisted on a M-61 Gatling Gun a K-19 Fire and Control System and the AN-APG34 Radar.

18. YF-104A: Seventeen (17) units were developed. This was basically an XF airframe, although a bit larger (54.77 feet compare to 49.17), with a more powerful engine (J79-GE-3A with 14,800 lbs of thrust). The plane also featured a newly designed supersonic conical inlets first seen in the XF version.

19. F-104S: The ‘S’ model has the distinction of being the last produced version of the Starfighter. These units, totaling 247, were built by Fiat and were intended soley for both, the Italian and Turkish air forces. It was an advanced, multi purpose aircraft capable of acting as an interceptor and/or tactical bombing platform. The interceptor mode carried an R-21G NASARR system and the AIM7 Sparrow II and AIM9 Sidewinder I missile. Its frame dimensions equal that of other F-104s. It had a J79-GE-19 engine (11,800lbs thrust) capable of generating speed upwards to Mach 2.2. Operational range was 1,589 nm. The production run for these units lasted from December 1968 until March 1979. A modernized ‘S’ version was built in October 1979. Only three samples were produced. All featuring an updated weapons package, a Look Down-Shoot Down Radar and the introduction of the Aspide 1A air-to-air missile.

References
Jane’s Aircraft Recognition Guide, Gunter Endres and Mike Gething, HarperCollins, 2002
Skunk Works, Benn R. Rich and Leo Janos, Back Bay Books, 1994

An article by Raul Colon: rcolonfrias@yahoo.com

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