Today's Message Index:
----------------------
1. 12:58 AM - Filser Radio problems (David Lewendon)
2. 02:07 AM - Tri Gear Europa Wanted (handfordp@aol.com)
3. 12:32 PM - Singlehand de-/-rigging of the Trigear (Roland)
4. 02:13 PM - Re: Filser Radio problems (Bud Yerly)
5. 02:43 PM - Re: Filser Radio problems (jimpuglise@comcast.net)
6. 02:44 PM - Re: Re: urgent: 912S ignition failure (Bud Yerly)
7. 04:52 PM - Re: Re: urgent: 912S ignition failure (Jeffrey Roberts)
8. 07:50 PM - Re: Re: urgent: 912S ignition failure (Karl Heindl)
Message 1
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Subject: | Filser Radio problems |
I have a Filser ATR 600 VHF Com plus a separate Filser Mode S
Transponder. I am experiencing difficulties in transmitting and
although I can hear various ATC centers from a reasonable distance of
20 to 30 miles out I cannot get them to hear me until I am only 6 or 7
miles away.
My Europa does not have an external antenna and having looked in the
rear fuselage section there appear to be two coax type cables. One
goes to a black metal box approximately 4 inches long and 3/4 of an
inch square that is fixed to the upper side of the fuselage (about the
ten o clock position). The other cable disappears into the tail section.
There is a small unpainted metal antenna about 2 inches long
protruding from the lower fuselage but this must be too short for a
VHF radio and does not have the small ball on the end like a
transponder aerial would have.
BTW, I have not checked the transmit button yet for a good connection.
Any clues pleas?
Thanks
David
Message 2
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Subject: | Tri Gear Europa Wanted |
I am seeking a Rotax powered Tri-Gear Europa XS to purchase within the UK.
I will consider an unfinished project. I did build, own and fly G-PHXS un
til it was destroyed in a suspicious fire within a hangar in the Corby area
together with several others. Please contact me either by my email (handfo
rdp@aol.com) or mobile (07936 374 452) if you can help.
Regards
Peter Handford
Message 3
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Subject: | Singlehand de-/-rigging of the Trigear |
Hi all,
I have now my Anschau-trailer converted for the Trigear. Everything fits very nice
and since the wings are stored on movable trolleys, I can slide the wings
out the (closed) trailer by about 3 meters to put them on a single hand rigging
aid (also offered by Anschau).
Since Anschau charges 1200 Euro for this rigging aid I am looking for a less expensive
(self-made?) version. Can anyone share his/her experience in single hand
rigging/de-rigging of the Trigear?
I have to remark, that the vast majority of my flying someone will join me, but
I'm keen on the option going alone if I want to.
Photos would also be highly appreciated.
Roland
G-BZTI Trigear 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=341288#341288
Message 4
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Subject: | Re: Filser Radio problems |
David,
Perhaps it is best to check the following in this order for a field
check:
First check and ohm out your radio connections and coax attachment to
your antenna. Check out the coax that the center wire and outer shield
have no continuity.
If the antenna is buried in the rear, do the following:
Build a 10 foot coax cable jumper. Install your coax jumper lead to the
radio back.
Beg, borrow or buy a standard VHF metal antenna with a ground plane, or
make a ground plane from aluminum and bolt it too the antenna and
connect to the ground. Place the antenna on a bench
near the aircraft. OR
I have an Advanced Aircraft Electronics VHF - 5T spare in my shop for
this purpose.
The coax connector attached to this antenna needs no ground plane and is
made from carbon fiber and wire. It is just like the tape antenna in
principal, but I have yet to find a better easier to install antenna,
but that is an opinion, because all properly built and installed
antennas should be nearly equal.
To best test your integrity of the com system.
If the intercom is loud and clear then the intercom to jacks are OK.
The newer radios have transmit key indicators as does a separate
intercom which may also be in your system. Press the mic button and
look. If the transmit indicator appears, the hookup is OK as the mic hi
position is connecting to ground for the transmit signal. If the ground
used for the mic button is hooked up outside the back of the radio, you
may have a poor and noisy ground or ground loop.
Please check your electrical continuity and circuit output using the
temporary antenna by pushing the com and giving a test count and
observe the power meter then check your primary antenna. If you don't
have a power meter, don't despair. compare the output transmission using
a handheld or other nearby radio.
If it is the antenna, it is time to go shopping.
Again if the antenna is the problem, the fastest, easiest to install,
high performance antenna is the VHF 5T available through Aircraft
Spruce.
An excellent position if you have no access to the tail, is to install
it just behind the baggage bay as close to vertical as possible. Works
great even with a little curve.
As for the short antenna, that is most likely your Transponder antenna.
Again, test its continuity and ground plane as the short antenna has a
ground plane requirement for the whip antenna of about an eight inch
disk. Your ground plane may not have been installed.
Again Advanced Aircraft Electronics has an antenna if yours does not
work.
The small box may be a radio switching box. It may have been used for
Nav and Glide slope switching if there is a horizontal antenna or a com
switcher if the ELT antenna was also hooked to the com antenna. Hard to
tell without tracing out your com and reading the part number on the
box.
Regards,
Bud Yerly
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: David Lewendon<mailto:davidlewendon@me.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, May 28, 2011 3:54 AM
Subject: Europa-List: Filser Radio problems
<davidlewendon@me.com<mailto:davidlewendon@me.com>>
I have a Filser ATR 600 VHF Com plus a separate Filser Mode S
Transponder. I am experiencing difficulties in transmitting and
although I can hear various ATC centers from a reasonable distance of
20 to 30 miles out I cannot get them to hear me until I am only 6 or 7
miles away.
My Europa does not have an external antenna and having looked in the
rear fuselage section there appear to be two coax type cables. One
goes to a black metal box approximately 4 inches long and 3/4 of an
inch square that is fixed to the upper side of the fuselage (about the
ten o clock position). The other cable disappears into the tail
section.
There is a small unpainted metal antenna about 2 inches long
protruding from the lower fuselage but this must be too short for a
VHF radio and does not have the small ball on the end like a
transponder aerial would have.
BTW, I have not checked the transmit button yet for a good connection.
Any clues pleas?
Thanks
David
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 5
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Subject: | Re: Filser Radio problems |
David-
I had an identical problem a few years ago. I had blown the final in my tra
nsmitter. The final transistor is relatively powerful and what permits you
to transmit some distance. I was getting about 2 milliwatts output from the
driver and could be heard for about 3 miles. Replacing the final transisto
r was the fix. If you can beg, borrow, or steal one, a wattmeter with a dum
my load will tell you if that is the case. Simpler than all the testing, if
you can get to the back of the transmitter, put an SWR bridge in the line.
If it is an antenna problem, the SWR will be quite high, probably over 2/1
. If you know someone who is a radio amateur they may be able to help you w
ith both tests. They are very simple and can be done in five minutes or so.
Failing that, I'd construct a tape dipole as described in the manual and h
ang it outside the plane. If you can both transmit and receive off it, the
antenna in the airplane is your problem. The tape dipole aft of the baggage
compartment will work just fine if you need to replace the antenna.
Jim Puglise, Punta Gorda, FL
----- Original Message -----
From: "David Lewendon" <davidlewendon@me.com>
Sent: Saturday, May 28, 2011 3:54:59 AM
Subject: Europa-List: Filser Radio problems
I have a Filser ATR 600 VHF Com plus a separate Filser Mode S
Transponder. I am experiencing difficulties in transmitting and
although I can hear various ATC centers from a reasonable distance of
20 to 30 miles out I cannot get them to hear me until I am only 6 or 7
miles away.
My Europa does not have an external antenna and having looked in the
rear fuselage section there appear to be two coax type cables. One
goes to a black metal box approximately 4 inches long and 3/4 of an
inch square that is fixed to the upper side of the fuselage (about the
ten o clock position). The other cable disappears into the tail section.
There is a small unpainted metal antenna about 2 inches long
protruding from the lower fuselage but this must be too short for a
VHF radio and does not have the small ball on the end like a
transponder aerial would have.
BTW, I have not checked the transmit button yet for a good connection.
Any clues pleas?
Thanks
David
===========
===========
===========
===========
Message 6
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|
Subject: | Re: urgent: 912S ignition failure |
Gentlemen,
My years are going to show, but we must understand and be consistent in
our opinions.
I have found it necessary to be fair. I hate them all.
Rotax is expensive, and has two carbs, two ignitions so multiple
troubleshooting problems and high prices.
Jabiru has cooling and induction problems, must run at 2700 rpm or about
85% power to equal a 914 at 75%, and can't swing a prop bigger than 64
inches, (not a problem for the Europa) but is less expensive but needs a
bigger gas tank.
Lycomings are heavy, leaky, inefficient, in hot cliamates like Florida,
and over temp the cylinder near the valves requiring top overhauls,
Continentals need a drip pan at 200 hours, have similar problems like
the Lyc. and all one has to do is google lycoming or continental engine
problems to see there is no perfect engine.
Neither the Lyc or Cont make it beyond about 500 hours down here without
cylinders coming off for repair.
Car engines sound great, but airplanes need torque so you need a
reduction unit (duh, another Rotax type problem). You are doing engine
development rather than flying many times. The day they make a car
engine that can start up, idle out of the neighborhood and go full
throttle for 15 minutes then pull a 3000 pound trailer at 80 miles an
hour for 4 hours within 500 rpm of max and do that every day for 80,000
miles, I'll put it in an airplane. because that is what we ask of an
airplane engine.
So I prefer to be consistent, I hate them all equally.
Have a great weekend,
Bud
----- Original Message -----
From: Jeffrey Roberts<mailto:jeff@rmmm.net>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Friday, May 27, 2011 5:13 PM
Subject: Re: Europa-List: Re: urgent: 912S ignition failure
<jeff@rmmm.net<mailto:jeff@rmmm.net>>
Not jumping on the band wagon but I'm having a similar problem. I
discovered sometime back this vibration that continued to get worse.
After many attempts at balancing the carbs and the sensenich carbon prop
I finally changed back to the warp drive 3 blade. I then had it balanced
but It was perfect. I balanced the carbs again and they we're almost
perfect. Still at 2800 to 3000 static on the ground theres this annoying
vibration. Maybe more than annoying as I don't want to fly with it.
Sitting at an idle static I decided to do a 1800 to 2000 RPM mag check
and noticed a smooth left / A mag but a rough running right B mag. Spent
days checking all the obvious stuff. Plugs, wires with a timing light
and still nothing. At this point I've had two Rotax certified mechanics
and we still have not solved the problem. Trying to isolate the source
we switched the 4 prong plugs going into the mag's and the vibration was
still on the B side. Finally we switched the 6 prong plugs going int!
o the coils and the vibration switched to the A or left mag on check.
Called Lockwood and they believe it's not in the coils but what else
could it be? Any thoughts would be appreciated. I'm not only frustrated
but like Remi I wish I had a thirsty Lycoming hanging on the front.
Rotax may be light and yes I know most swear by them but for me.... I
just want to swear at it.
Anyone working on trying the new UL power on the Europa.
Jeff R.
N128LJ Gold Rush
On May 27, 2011, at 3:26 PM, Terry Seaver (terrys) wrote:
<terrys@cisco.com<mailto:terrys@cisco.com>>
>
> Hi Remi,
>
> I am afraid I missed the earlier parts of this thread, but I just
wanted
> to let you know we had loose wires that would normally be connected
(the
> insulation held the broken pieces in contact), and would only break
in
> the presence of vibration, or when we pulled on the wire. We just
ran
> the engine at idle and gently pulled on each wire that came into the
> ignition bundle until the engine idle stumbled.
>
> If someone already suggested this, sorry for the duplication.
>
> Regards,
> Terry
>
> -----Original Message-----
> From:
owner-europa-list-server@matronics.com<mailto:owner-europa-list-server@ma
tronics.com>
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Remi
> Guerner
> Sent: Friday, May 27, 2011 1:11 PM
> To: europa-list@matronics.com<mailto:europa-list@matronics.com>
> Subject: Europa-List: Re: urgent: 912S ignition failure
>
> <air.guerner@orange.fr<mailto:air.guerner@orange.fr>>
>
> Mike,
>
> I have been working on the problem almost full time for the last ten
> days. I have not found any broken wire in the ignition system. I
have
> ordered a new ignition module and will test it as soon as I get it.
> I will let you know what I find.
> Of course I regret the good old Lycoming of my previous plane: it
was
> using a lot more fuel but was a lot more reliable and required a lot
> less maintenance time and money.
> Cheers
> Remi
> F-PGKL still grounded, courtesy of Rotax
>
>
>
>
> Read this topic online here:
>
>
http://forums.matronics.com/viewtopic.php?p=341222#341222<http://forums
.matronics.com/viewtopic.php?p=341222#341222>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 7
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|
Subject: | Re: urgent: 912S ignition failure |
Well said Bud. Just a little frustrated up here. We'll keep looking.
N128LJ Gold Rush
On May 28, 2011, at 4:41 PM, Bud Yerly wrote:
> Gentlemen,
> My years are going to show, but we must understand and be consistent
in our opinions.
> I have found it necessary to be fair. I hate them all.
>
> Rotax is expensive, and has two carbs, two ignitions so multiple
troubleshooting problems and high prices.
> Jabiru has cooling and induction problems, must run at 2700 rpm or
about 85% power to equal a 914 at 75%, and can't swing a prop bigger
than 64 inches, (not a problem for the Europa) but is less expensive but
needs a bigger gas tank.
> Lycomings are heavy, leaky, inefficient, in hot cliamates like
Florida, and over temp the cylinder near the valves requiring top
overhauls,
> Continentals need a drip pan at 200 hours, have similar problems like
the Lyc. and all one has to do is google lycoming or continental engine
problems to see there is no perfect engine.
> Neither the Lyc or Cont make it beyond about 500 hours down here
without cylinders coming off for repair.
>
> Car engines sound great, but airplanes need torque so you need a
reduction unit (duh, another Rotax type problem). You are doing engine
development rather than flying many times. The day they make a car
engine that can start up, idle out of the neighborhood and go full
throttle for 15 minutes then pull a 3000 pound trailer at 80 miles an
hour for 4 hours within 500 rpm of max and do that every day for 80,000
miles, I'll put it in an airplane. because that is what we ask of an
airplane engine.
>
> So I prefer to be consistent, I hate them all equally.
>
> Have a great weekend,
> Bud
>
>
> ----- Original Message -----
> From: Jeffrey Roberts
> To: europa-list@matronics.com
> Sent: Friday, May 27, 2011 5:13 PM
> Subject: Re: Europa-List: Re: urgent: 912S ignition failure
>
>
> Not jumping on the band wagon but I'm having a similar problem. I
discovered sometime back this vibration that continued to get worse.
After many attempts at balancing the carbs and the sensenich carbon prop
I finally changed back to the warp drive 3 blade. I then had it balanced
but It was perfect. I balanced the carbs again and they we're almost
perfect. Still at 2800 to 3000 static on the ground theres this annoying
vibration. Maybe more than annoying as I don't want to fly with it.
Sitting at an idle static I decided to do a 1800 to 2000 RPM mag check
and noticed a smooth left / A mag but a rough running right B mag. Spent
days checking all the obvious stuff. Plugs, wires with a timing light
and still nothing. At this point I've had two Rotax certified mechanics
and we still have not solved the problem. Trying to isolate the source
we switched the 4 prong plugs going into the mag's and the vibration was
still on the B side. Finally we switched the 6 prong plugs going int!
> o the coils and the vibration switched to the A or left mag on check.
Called Lockwood and they believe it's not in the coils but what else
could it be? Any thoughts would be appreciated. I'm not only frustrated
but like Remi I wish I had a thirsty Lycoming hanging on the front.
Rotax may be light and yes I know most swear by them but for me.... I
just want to swear at it.
> Anyone working on trying the new UL power on the Europa.
> Jeff R.
> N128LJ Gold Rush
>
> On May 27, 2011, at 3:26 PM, Terry Seaver (terrys) wrote:
>
<terrys@cisco.com>
> >
> > Hi Remi,
> >
> > I am afraid I missed the earlier parts of this thread, but I just
wanted
> > to let you know we had loose wires that would normally be connected
(the
> > insulation held the broken pieces in contact), and would only break
in
> > the presence of vibration, or when we pulled on the wire. We just
ran
> > the engine at idle and gently pulled on each wire that came into the
> > ignition bundle until the engine idle stumbled.
> >
> > If someone already suggested this, sorry for the duplication.
> >
> > Regards,
> > Terry
> >
> > -----Original Message-----
> > From: owner-europa-list-server@matronics.com
> > [mailto:owner-europa-list-server@matronics.com] On Behalf Of Remi
> > Guerner
> > Sent: Friday, May 27, 2011 1:11 PM
> > To: europa-list@matronics.com
> > Subject: Europa-List: Re: urgent: 912S ignition failure
> >
> > <air.guerner@orange.fr>
> >
> > Mike,
> >
> > I have been working on the problem almost full time for the last ten
> > days. I have not found any broken wire in the ignition system. I
have
> > ordered a new ignition module and will test it as soon as I get it.
> > I will let you know what I find.
> > Of course I regret the good old Lycoming of my previous plane: it
was
> > using a lot more fuel but was a lot more reliable and required a lot
> > less maintenance time and money.
> > Cheers
> > Remi
> > F-PGKL still grounded, courtesy of Rotax
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=341222#341222
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > p; Features Chat, http://www.matronnbsp; via the Web
title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com
> _p; generous bsp;
title=http://www.matronics.com/contribution
href="http://www.matronics.com/contribution">http://www.matronics.com/c=
===============
>
>
>
>
>
>
>
Message 8
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|
Subject: | Re: urgent: 912S ignition failure |
Bud=2C
You said it all in a nutshell. I have been lucky I guess in not having had
a serious problem with my 912s=2C and that probably applies to 95% of all 9
xx users. I am also fortunate in having access to two Rotax experts within
easy driving distance=2C should I need any help. One is a Rotax agent and t
he other is a busy flying school using Rotax powered Katanas. The Canadian
main agent in BC has also been very helpful=2C and the Rotax website with m
any videos (subscription required) explaining how to balance the carbs etc.
etc. is extremely useful.Maybe some day someone will come up with a breakt
hrough in battery technology=2C and all these inefficient combustion engine
s will end up in the garbage overnight.
Have a nice Sunday=2C
Karl
From: budyerly@msn.com
Subject: Re: Europa-List: Re: urgent: 912S ignition failure
Gentlemen=2C
My years are going to show=2C but we must understand and be consistent in o
ur
opinions.
I have found it necessary to be fair. I hate them all.
Rotax is expensive=2C and has two carbs=2C two ignitions so multiple
troubleshooting problems and high prices.
Jabiru has cooling and induction problems=2C must run at 2700 rpm or
about 85% power to equal a 914 at 75%=2C and can't swing a prop bigger than
64 inches=2C (not a problem for the Europa) but is less expensive but needs
a
bigger gas tank.
Lycomings are heavy=2C leaky=2C inefficient=2C in hot cliamates like Florid
a=2C
and over temp the cylinder near the valves requiring top overhauls=2C
Continentals need a drip pan at 200 hours=2C have similar problems like the
Lyc. and all one has to do is google lycoming or continental engine problem
s to
see there is no perfect engine.
Neither the Lyc or Cont make it beyond about 500 hours down here without
cylinders coming off for repair.
Car engines sound great=2C but airplanes need torque so you need a reductio
n
unit (duh=2C another Rotax type problem). You are doing engine development
rather than flying many times. The day they make a car engine that can
start up=2C idle out of the neighborhood and go full throttle for 15 minute
s
then pull a 3000 pound trailer at 80 miles an hour for 4 hours within
500 rpm of max and do that every day for 80=2C000 miles=2C I'll put it in a
n
airplane. because that is what we ask of an airplane engine.
So I prefer to be consistent=2C I hate them all equally.
Have a great weekend=2C
Bud
----- Original Message -----
From: Jeffrey Roberts
To: europa-list@matronics.com
Sent: Friday=2C May 27=2C 2011 5:13 PM
Subject: Re: Europa-List: Re: urgent:
912S ignition failure
Not jumping on the
band wagon but I'm having a similar problem. I discovered sometime back t
his
vibration that continued to get worse. After many attempts at balancing t
he
carbs and the sensenich carbon prop I finally changed back to the warp dr
ive 3
blade. I then had it balanced but It was perfect. I balanced the carbs ag
ain
and they we're almost perfect. Still at 2800 to 3000 static on the ground
theres this annoying vibration. Maybe more than annoying as I don't want
to
fly with it. Sitting at an idle static I decided to do a 1800 to 2000 RPM
mag
check and noticed a smooth left / A mag but a rough running right B mag.
Spent
days checking all the obvious stuff. Plugs=2C wires with a timing light a
nd
still nothing. At this point I've had two Rotax certified mechanics and w
e
still have not solved the problem. Trying to isolate the source we switch
ed
the 4 prong plugs going into the mag's and the vibration was still on the
B
side. Finally we switched the 6 prong plugs going int!
o the coils
and the vibration switched to the A or left mag on check. Called Lockwood
and
they believe it's not in the coils but what else could it be? Any thought
s
would be appreciated. I'm not only frustrated but like Remi I wish I had
a
thirsty Lycoming hanging on the front. Rotax may be light and yes I know
most swear by them but for me.... I just want to swear at it.
Anyone
working on trying the new UL power on the Europa.
Jeff R.
N128LJ Gold
Rush
On May 27=2C 2011=2C at 3:26 PM=2C Terry Seaver (terrys)
wrote:
(terrys)" <terrys@cisco.com>
>
> Hi
Remi=2C
>
> I am afraid I missed the earlier parts of this thread=2C
but I just wanted
> to let you know we had loose wires that would
normally be connected (the
> insulation held the broken pieces in
contact)=2C and would only break in
> the presence of vibration=2C or when
we pulled on the wire. We just ran
> the engine at idle and gently
pulled on each wire that came into the
> ignition bundle until the
engine idle stumbled.
>
> If someone already suggested this=2C
sorry for the duplication.
>
> Regards=2C
> Terry
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
>
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Remi
>
Guerner
> Sent: Friday=2C May 27=2C 2011 1:11 PM
> To: europa-list@matronics.com
>
Subject: Europa-List: Re: urgent: 912S ignition failure
>
>
> <air.guerner@orange.fr>
>
> Mike=2C
>
> I have been working on the problem almost full
time for the last ten
> days. I have not found any broken wire in the
ignition system. I have
> ordered a new ignition module and will test it
as soon as I get it.
> I will let you know what I find.
> Of
course I regret the good old Lycoming of my previous plane: it was
>
using a lot more fuel but was a lot more reliable and required a lot
>
less maintenance time and money.
> Cheers
> Remi
> F-PGKL
still grounded=2C courtesy of Rotax
>
>
>
>
>
Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=341222#341222
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
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