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March 23, 2013 by
Most of the students are unable to stay in Aviation. After the complition of course, it became the toughest task to survive in the field.As it is not a degree course so these unlucky people are still not eligible for govt. exams like banking, railways and other govt firm.whats your opinion for these people...what should they do.. 

July 4, 2012 by

July 5, 2012 by
In my opinion DGCA should start an All INDIA level examination for the students who want to do AME course , by this way DGCA can maintain the quality of students & studies . All the colleges approved by DGCA will be fulfilled only through this exam , no management quota should be allowed to any college. There are a number of All INDIA level examinations conducted by various organizations like IIT , AIEEE , CAT etc. , Dgca can start an examination a similar one like these organizations do. DGCA should itself make the paper for the entrance exam , if passed student will be alloted a RANK & according to it students can apply to various colleges or there should be a college selection round like UPTU . There should be a fixed fees for the exam & all the colleges should have same fees structure .

September 6, 2012 by
We work line maintenance. We do a great job of working line maintenance. Jet Airways is by far the best maintenance organisation I have worked for. Over the years I have learned a lot and had a lot of fun. One of the great things about this job is that I am constantly learning new things. One of the things that I have learned is that no matter how successful an organization is it can be eaten away from within by complacency. There are a core group of guys at the job that work and work hard. The problem is that there is another group that does all they can do to actually do as little as they can. I know that I can't control the actions of others but it one of the things that really bugs me.This blog is not really about other technicians doing the minimum to make their job easier. It is actually about me finding a way to behave at work that ensures I never fall into that trap. One of the good guys at work (lets call him XX.) came up to me a few weeks ago and said that on every Aircraft call he does he tries to do something extra, something that the crew did not call for. This can be as easy as washing the windows when the crew calls for oils, checking the tires when you are called for hydro, etc. How easy is that?Since beginning Mr. XX method I have an increased sense of job satisfaction and it's really good to feel like you are going above and beyond in your job. Any of you who read this blog and are going to school for your AME licence course take my advise: When you are done with any task on an airplane (or anywhere for that matter) always ask yourself "What else can I do?" You will learn more, be more appreciated by co workers, become a better employee, and ultimately help your company's bottom line.Let's not become a group of employees that always look for the easy way out, or always do the minimum amount of work. Let's keep our planes in top shape and the only way to do that is for all of us to take the extra step. When I got hired here at Jet we were able to say we had the best maintenance in the industry and I want to be able to say that when I retire as well. I will thank Mr. XX for ya.

August 30, 2012 by
   Why I Love Working On Aircraft I think  it's time to focus on the positives of our job. Too often we get caught up in the industry and the politics of the airlines that we work for. I know a lot of guys at work who no longer enjoy what they do and that is really too bad.When I know I have to go to work I do not get the sense of dread that it appears some people do. I truly enjoy working on planes and I enjoy (for the most part) the people I work with. My vision is still blurred by the "next new plane" that some company is building, and for the most part I still enjoy learning about new and different ways to fix my beautiful old 737s or A320I think that one of the things I find fascinating about our line of work is the multitude of different ways in which different AME's will attack similar problems. One guy will do what he has learned will work and another guy/gal will go another route ultimately arriving at the same destination. I know that the Regulatory authority does not believe in this and thinks that there is only "one way" to fix any problem on our airplanes but from my experience I have to say that it is just not true. The good mechanics, and I mean the really good ones, have honed their skill over the years and know exactly how they want to approach issues that come up on the plane. This process is also good because often the different perspective of our fellow mechanics is just what it takes to get a problem fixed. I can't tell you how many times I have been stuck on a broke plane, running through BITE tests, chasing wires, hitting things with hammers, cussing, just doing battle, only to have a guy/gal stop by and say "hey have you tried _____?" Sure enough that one thing or different view will fix the plane. I think it is an important dynamic which the Regulatory authority does not take into account. When you are the person who offers help and the help actually ends up fixing the problem I kind of feel like a rock star! I also enjoy knowing that the 180 folks sitting in the plane are going to make it to their destination because I was able to fix the plane. There is an ego thing there, sort of a longing to be the hero which comes to the surface when a plane is down hard and you can figure out the problem.You put these first things together with a curiosity on the way things work mix in a little bit of knowledge on the way things break and you have a happy aircraft mechanic/engineer. I know some of you are saying "the way things break?" I have always contended that this job is equal parts knowing how things work and knowing how things break. Think about this: when I am at home and something in my house breaks I can usually fix it. Not because I necessarily know how a washing machine works but rather I know that if no water is getting to point "A" then something downline of that is messed up. I know how things break.After all these years I am still an airplane nerd. I like airshows, air museums,, shows about airplanes, books about airplanes, etc. I do not think any of the airline industry will ever make that go way.What sort of things do you like about being a technician/AME? Let me know, now is the time to focus on the things we like about our jobs!

April 29, 2012 by
Aerodymaics(Discuss the basics of aerodynamics, and what makes an airplane fly)Contents:1) What is Aerodynamics2) What is Lift2.1) Bernoulli's Theory of Lift (incorrect theory)2.2) Real Theories on Lift (correct theory)3) What is Drag4) What is Thrust5) What are high Angles of Attack (AOA)6) What is a Spin & StallSection 1 :: What is Aerodynamics?Aerodynamics is a branch of dynamics concerned with studying the motion of air, particularly when it interacts with a moving object. Aerodynamics is often used synonymously with fluid and gas dynamics, with the difference being fluid dynamics is applied to liquids, and gas dynamics to gases. Understanding the motion of air (aka "flow field") around an object enables the calculation of forces and moments acting on the object. Typical properties calculated for a flow field include: velocity, pressure, density, and temperature. By defining a control volute around the flow field, equations for the conservation of mass, momentum, and energy can be defined and used to solve for the properties.    Section 2 :: What is Lift?Lift is a force, which is perpendicular to the flow field direction. It is opposite of the drag force (explained later), which isparallel to the flow field. Lift is generated in accordance with the fundamental principles of physics, such as: Newton's Laws of Motion, Bernoulli's Principle, Conservation of Mass, and Balance of Momentum (similar to Newton's 2nd law).* Bernoulli's Theory of Lift:This theory ignores friction over surfaces, which is easier to understand, but is not completely accurate.In this diagram, "streamline" is the air which goes over the wing (aka airfoil from a side-view). As air flows over the top surface of the airfoil, which has a longer distance than the lower surface, it has a lower pressure, thus a faster velocity or speed. Thus, airflow on the lower surface has a higher pressure, and slower velocity.Because airflow over the top surface is faster, it produces greater force than the bottom, thus creating our "Lift" force perpendicular to the airflow.(NOTE: Circles = time intervals of airflow over the airfoil. Notice how the times are all the same.)* Real Theories on Lift:The above theory in a way is correct, but it does not explain correctly how airflow over the wing produces lift. No single theory can explain how a wing produces lift, it is a combination of the four main theories mentioned above, and many other more complex theories and formulas.(No formulas will be given here either, so if you wish to know those, please GOOGLE or read up on aviation books on lift and aerodynamics.)If you look at the above image, you will noticed various colored lines. These lines show where on the airfoil air is flowing over it, and at what times (ms). Unlike Bernoulli's simplified version, you will notice air does not meet at the end of the airfoil at the same time.Above is a similar images (with various Angles of Attack), but it also shows the various pressure bubbles formed over the airfoil. When the Angle of Attack is at 0-degrees, you'll notice the pressure bubbles are roughly equal; with the top blue bubble being larger and further back. When the Angle of Attack reaches 10-degrees, the top blue pressure is larger and further back than the smaller red bubble.It is actually the size and location of these pressure bubbles which causes lift on the wing, rather than the top airfoil having a longer travel distance than the bottom airfoil. The Angle of Attack and shape of the airfoil does affect airflow speed over the airfoil, which leads to various shapes and designs.If the Angle of Attack is too high, and the airfoil is not designed properly, the pressure bubble on the top wing will not form correctly, thus produce almost zero lift force.Section 3 :: What is Drag?There are various types of drag, and the most common type of drag everyone talks about is Lift Induced Drag. This type of drag is caused by the lift force and angle of the wing. The greater the wing angle is with respect to the airflow and airplane direction, the greater the induced drag. This type of drag is greatest at low airspeeds. Since there is little force or thrustfrom the engines to push the aircraft forward (which provides greater airflow), higher Angles of Attack of the wing are required to produce sufficient lift. This higher Angle of Attack is what causes greater induced drag. second type of drag force is Parasitic Drag (aka Profile Drag). This form of drag is caused by a combination of three other drag forces: Form drag, Skin friction, and Interference drag.Skin friction is basically friction between the air and wing or airplane surfaces (smoother surface = less skin friction).Form drag is drag caused by the shape of the wing airfoil and/or airplane design. Smoother and more flowing designs result in lower form drag.Interference drag is caused by odd shapes on the body of the aircraft, such as engines on a commercial airliner.The last type of drag is called Wave Drag. This type of drag only takes affect when an airplanes is within the transonicairspeed range. This is a specific range of speeds (Mach 0.8 to 1.2) which is close to the speed of sound. This form of drag is caused by minor shock-waves formed by breaking the sound-barrier on various parts of the plane due to its shape. The greatest resistance is at exactly Mach 1.0, and is least at Mach 0.8 and 1.2.Speeds under Mach 0.8 are considered Subsonic, speeds over Mach 1.2 are Supersonic, and speeds over Mach 5.0 are considered Hypersonic.Section 4 :: What is Thrust? Thrust is a force, which is described quantitatively by Newton's 2nd and 3rd Laws of Physics. When an engine accelerates an airplane in one direction, the acceleration will cause a proportional but opposite force on the body.If there is insufficient thrust from the engines to force air over the wings and other bodies of the plane to cause lift, the plane will not fly.In the case of a flat winged plane (like foamy planes), if there is sufficient thrust, a plane will fly. This also applies to paper airplanes. 5 :: What are High Angles of Attack (AOA)?Angle of Attack basically means the angle of the wing or airfoil with respect to the direction of the airflow and airplane. If the wing is not designed properly, very low or high Angles of Attack could cause bad airflow over the wings (not forming good pressure bubbles), thus insufficient lift on the wings. When this happens, a stall occurs on the wing and its control surfaces.Section 6 :: What is a Spin & Stall?Stalling occurs when insufficient airflow or pressure over the wings and control surfaces causes the airplane to lose control. This can be caused by insufficient thrust from the engines, poorly designed wing airfoils, bad control surface locations, or simply the aircraft reaching its maximum Angle of Attack. This last reason is very important for aircraft pilots to know, so they can avoid such stalling conditions.A common and deadly type of stall is called a "Flat Spin". When this occurs, the plane has almost no airflow over the wing or tail control surfaces. Since there is no air on the surfaces to cause lift to turn the plane's direction, it keeps on spinning and falls towards the Earth. Sometimes, because the plane is falling and spinning so fast, the stress on the hull actually rips the plane apart before it hits the ground.(Diagram of where wing stalls START from...)      -- If you find any errors, please let me know, and I will fix them.

September 2, 2012 by
There are people who find no glamour in being an aircraft technician. There are people who really dislike being aircraft mechanics. As a matter of fact those people most likely outnumber the ones that do. Every now and then you find a guy who enjoys what he does and can also see beauty in an otherwise drab dingy job. When one of our member emailed me this pic I said to myself "here is a guy with talent". This pic is beautiful!                 I already can tell he not only enjoys his job but he can also find beauty in a not so easy task such as changing an engine. Takes talent!                    

July 7, 2012 by
As we all know that current way of conducting AME course is going to ruin career of many and create lots of unemployment. From the beginning of AME course there has been not any major changes brought towards this course. Here i will highlight some points that I think if done will be a great boon to our AME course. 1. Entry to AME course should be done through national level entrance examination. Admission to every institutes should be based on scores obtained in this examination only.(Through this students will know what  AME course is and those willing to make a career in aircraft maintenance will only be get admitted. Current way of getting admission by listening to institutes false information will be nil and students of high calibre will join this course.) 2. AME course should be upgraded to degree course. DGCA should sign an MOU with central universities and conduct this course. Semester examination will be conducted by university and license examination should be conducted by DGCA.( Through this students coming out of AME course will be highly knowledgeable and talented. If students are not able to clear license examination they will have alternate option to get degree and pursue PG studies or look for a career in other sectors also. The current way of conducting semester examination is unfair and students can easily pass without going by books also.)   3. On Job Training(OJT)  should be made free of cost. Any organisation asking money for OJT should be punished. ( As we all know that fees for OJT is increasing day by day. Some organisations charge as much of semester fees. Air India which was initially providing OJT  free of cost is now charging fees for 6 months OJT and is increasing per year. OJT should be free of cost. If an organisation can't  pay stipend  to trainees it is not a problem atleast  they should not charge for OJT. ) 4. Scope of  Indian AME license should be widened across the world. ( Since CAR 66 is implemented it will be on force from the beginning of next year onwards. But how CAR 66 perform need to be wait and watch.)  These are the things which I think if made can do welfare for the coming generation young AME aspirants. current way of  running AME course is useless. .If anyone have got more ideas that need to be incorporated in AME course can share your views with us.

April 12, 2012 by
We all know that a RADAR is used to detect the position of aircraft using radio waves. The term RADAR was first coined in 1941 and stands for RAdio Detection And Ranging. Before the invention of RADAR there was obviously a need to detect enemy aircraft. So what do you think they did? See pictures below… So basically they just used these contraptions to make their ears bigger to pick up the sound waves in the air. Makes you wonder if they had any false alarms when a bumble bee flew close by. Gives a whole new meaning to “Put your ears on good buddy” 

June 30, 2012 by
Many of us admire airplanes for the graceful, elegant and sleek flying machines that they are. How many of you have wondered about the type or kind of the aircraft that you are traveling in or flying over you in the sky? Is it a Boeing or an Airbus? Is it an A330 or a B777? Here’s a simple aircraft identification guide for those with a budding interest in aviation. I’ll try to make this post as visual as possible since plane-spotting works best by observing as many different types of aircraft as possible and drawing your own inferences. Now sit back, relax and enjoy this journey! How to know your plane? First and the easy way out, look for the name of the aircraft type to be written on the aircraft fuselage. Most airlines still retain it. This should be easy if you are closer to the aircraft parked on the apron. Now for the second part. For practical purposes, we will focus only on the big 2 giants of aviation – Airbus and Boeing, and close the gates on Lockheed, McDonnell Douglas, Antonov, Ilyushin, Bombardier, Embraer, Sukhoi etc. We will also only consider airplanes that are currently flying around the world in large numbers, which means no clearance for 707 or 727 to take off. A quick 101 on the two giants: Boeing is American and the largest global aircraft manufacturer by revenue, orders and deliveries. Airbus is European and a subsidiary of EADS, and manufactures half of the world’s jetliners. Boeing aircraft start with the #7 series. You have 737, 747, 757, 767, 777 and the new 787 Dreamliner along with the 747-8 Intercontinental currently under development. Airbus aircraft start with the #3 series. So you have A300, A310, A318, A319, A320, A321, A330, A340, A380 and the A350 currently under development. Airbus or Boeing – A-Team vs. B-Team   Airbus nose – Bulbous, curved. Boeing nose – pointed. Check out the noses. Boeing will have more pointed noses while Airbus will have bulbous, curved noses. Check out the cockpit windows. Airbus cockpit side windows run in a straight line along the bottom, whereas most Boeing side windows run in a ‘V’ shape along the bottom. Also Airbus aircraft cockpit side windows look like one of their corners have been ‘cut’. Airbus A330 APU area – circular. Boeing B777 APU area – sawed off. Have a look at the APU Exhaust unit beneath the tail. Both Airbuses and Boeings have a circular outlet with the only exception with B777  having a sawed off unit. All Airbus wide-bodies apart from the 380 have a fuselage top that continues straight all the way to the APU exhaust. Boeings have a taper downwards. The end of Boeings are ‘tapered’ and slope on the top and bottom, whereas on Airbus the top is straight and the bottom is very sloped. Narrow-body or Wide-body The shorter and smaller planes are called narrow-bodies, as they have a single aisle. Airbus: A318, A319, A320 and A321. Boeing: B737 and B757. The longer and larger planes are also called wide-bodies, as they have twin aisles. Airbus: A300, A310, A330, A340, A380 and A350. Boeing: B747, B757, B767, B777, B787 Dreamliner and B747-8 Intercontinental. 2 engines or 4 engines Only A340s, A380s and B747s have four engines. All other aircraft have twin engines. The big ones – B747 or A340 or A380 If it has two decks of windows and four engines, it is an A380. If it has one and half decks and four engines, it is a B747. If has a single deck, longer fuselage and four engines, it is an A340. The intermediates – B777 or A330 Check out the 3 pairs of wheels on each main landing gear of the above B777. A B777 will never have a winglet. The B777 has 14 wheels in a 6 6 2 configuration. The ever-helpful Sandy Ward  from Future of Flight has this great tip to identify Boeing 777s – 3 sevens have 3 wheels. Ed Kaplanian from Future of Flight has more tips to differentiate between A330s and B777s. The A330 with 2 pairs of wheels on each main landing gear. Wheels: The main landing gear on an A330 has two sets of wheels, what they call in the industry (a two wheel truck). The main landing gear on a B777 has three sets of wheels, what they call in the industry (a three wheel truck). B777 with sawed-off APU. A330 with conical APU. Tail end: The APU (auxiliary power unit) exhaust outlet is mounted in the middle of the tail cone on an A330. The APU (auxiliary power unit) exhaust outlet is mounted on the left side of the tail cone on the B777. Wing tips: The A330 wing incorporates small wing tips on the wings. The B777 wing does not have wing tips. The small birds – A320s vs. B737s In terms of capacity, this how the Airbus airplanes in the A320 family compete with the Boeing 737 family. A318 vs. B737-600 A319 vs. B737-700 A320 vs. B737-800 A321 vs. B737-900 The B737-700 is on the left and the A320 is on the right. Note how the tail fin of the B737 rises from the main body at a sharp angle. The A320 is at top and the B737 is at the bottom. The 320 fuselage is rounded at the front, pointed at the back. The 737 fuselage is pointed at the front, rounded at the back. Can you guess who is A320 and B737 in the above pic? In each case, the Boeing version is lighter and seats more people. The Airbus version sits higher off the ground compared to Boeing. The A320s have fly-by-wire technology, which means the computer plays a larger role in flying the plane while pilot has the final say in flying a Boeing 737. A320s are longer compared to B737s but have lesser range. Look at the tail fin to know your 737 from A320. If the tail fin rises from the main body at a sharp angle, it is a B737. If it is larger, has rounder engines and a longer fuselage, it is an A320. If it has a flatter engine at the base, it is a B737. Boeing Focus: Know your B737s The B737s come in 9 versions: -100, -200, -300, -400, -500, -600, -700, -800, and –900ER. The –300, -400 and -500 fall into the category of Classics while the last 4 are New Generation Boeings. The –300s are the shortest while the –900ER is the longest. The only exception to the rule is –400, which is longer than the –300, -600 and –700 versions. B737-100 – classic. B737-200 – classic. B737-300 – classic. B737-400 – classic. B737-500 – classic. B737-600 – new generation. B737-700 – new generation. B737-800 – new generation. B737-900 – new generation. The –100 and –200 have cigar shaped nacelles. The –100s are out of service. If the front of the engine nacelle is flattened and has an almost triangular shape, it is a Classic. If the front of the engine nacelle is almost round-shaped, it is a New Generation 737. If you can look at the APU exhaust at the tail and spot 2 holes, it is an NG. If it has a single hole, it is a Classic. Also, all Classics have eyebrow windows. If it is a stubby looking Classic, it is a 500. If it is a stubby looking NG, it is a 600. If it looks “normally” proportioned and it is a Classic, it is a 300. If it looks normally proportioned and it is an NG, it is a 700. If it looks long and it is a Classic, it is a 400. If it looks long and it is an NG, it is an 800. If it looks really long and has 3 doors on each side, it is a 900. If you are checking out a B737 belonging to Oman Air, flydubai, Jet Airways or Air India Express it will be a –700 or –800. Know your B747s B747s come in five versions – 100, -SP, -200, -300, and -400. All versions are 70.6m long except the B747SP from the -100 family which is around 15m shorter. There are a few sub-variants but we will primarily focus on the big 5. The B747-100 & -200 have ten windows on each side of the upper deck. Some of the first -100s off the production line have only 3 windows on each side of the upper deck. The B747-200 has ten windows on each side of the upper deck. The B747-300 has an extended upper flight deck compared to the -200 and -100. It also has a door on the upper deck between windows. Only the B747-400 has wingtip extensions or winglets. The B747-SP fuselage is shorter than all other B747 variants but compensates for it with a taller tail. Know your B757s B757s come in two versions – 200 and the longer –300. The drooping dolphin shaped nose and thin, swept back wings of this aircraft type is a distinct giveaway. The –200 comes with 3 doors on each side with a smaller emergency exit window. The –300 comes with 4 doors and 2 over-the-wing emergency exit windows on each side. Know your B767s The B767 comes in 3 variants – 200, –300 and –400 with respective Extended Range versions. The –200 is the shortest while –400 is the longest. The B767-200 The B767-300 The B767-400 What are the key differences between a B757 and a B767? The Boeing 767 wingspan is 48 metres, 10 metres greater than the B757. The position of the nose wheel relative to the flight deck is much further forward on the 767 than on the 757. Also, the main landing gear is a long way back on the B767. Know your B777s The easiest way to identify a B777 is to look at its tail area for a blade-shaped tail cone. Also check out the main landing gear. If you spot 6 wheels on each landing gear, it is a 777. There are 4 passenger versions of the 777: B777-200, B777-200 ER (Extended Range), B777-200LR (Longer Range), B777-300 and B777-300ER (Extended Range). These variants are distinguished on the basis of their fuselage length and nautical range. The –300s are longer than –200s by over 10m. Fuselage lengths: B777-200 – 63.7m B777-200ER – 63.7m B777-200LR – 63.7m – the world’s longest-range commercial airliner. Boeing named this aircraft the Worldliner, highlighting its ability to connect almost any two airports in the world. B777-300 – 73.9m B777-300ER – 73.9m Airbus Focus: Know your A300s The A300 B2 The A300 B4 The A300 -600 The A300 comes in 4 main variants – the B1, B2, B4 and the -600. The A300-600 is a later version of the earlier A300B4 and features a wingtip that is shaped like a triangle above and below the end of each wing. The A300 vs. A330 The basic fuselage design of the A330 is derived from the A300. So how do you differentiate between the two aircrafts when they are parked next to each other? The A330 comes with winglets and is longer than the A300. (A winglet is a wingtip extension that extends UPWARD from the end of the wing). The A300 may or may not have a wingtip. Also, the A330 has a larger wingspan (the distance in a straight line from one wingtip to other). The A310 The A310 is basically a baby A300. It comes in two main variants: -200 and -300. It has a shorter fuselage, a new, higher aspect ratio wing, smaller tail when compared to the A300. Also, the A310 has only two doors on each side, whereas the A300s have 3 doors on each side. Know your A320s The A320 family of jets includes the A318-100, A319-100, A320-200 and the A321-200. In terms of fuselage length, the A318 is the shortest (aka Baby Bus) and the A321 is the longest. A318-100 – 31.44m A319-100 – 33.84m A320-200 – 37.57m A321-200 – 44.51m The A320 will usually have two emergency window exits over the wings whereas the A318 and A319 have only one emergency window exit over the wing. The A321 will have four exit doors on each side. Know your A330s The A330 comes in 2 passenger versions – the A330-200 and A330-300. The –300 version is longer than the –200 version but has a shorter tail height. The –300 carries more passengers but has a shorter range. Also, note the 4 wheels on each main landing gear and the smoother curvature of the tail to distinguish it from a B777. Fuselage lengths: A330-200 – 58.8m A330-300 – 63.6m Know your A340s If it is single deck and has got 4 engines, you bet it is the A340. The A340 comes in 4 passenger versions – the A340-200, A340-300, A340-500 and A340-600. The fuselage lengths should help you distinguish between them. The A340-600 is the second longest airplane in the world after the B747-8 Intercontinental, currently under development. Both the –500 and –600 come in High Gross Weight (HGW) Versions, with enhanced range, fuel capacity, weight amongst other features. Fuselage lengths: A340-200 – 59.39m A340-300 – 63.60m A340-500 – 67.90m A340-600 – 75.30m We will discuss more about the B787 Dreamliner, B747-8 Intercontinental, Airbus A350 (all currently under different stages of development and not yet flying commercially) along with the A380 in another post. Now that you are done reading this post, you are officially on your way to be an aviation geek. Please feel free to let me know your suggestions and feedback as well as sharing it with the world. Copyright/credits: Many thanks to Airliners.Net & its contributors whose images I have used in this post. They are the finest source of aviation images on the Net today.

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