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ADAC GT masters 2012 Oschersleben, Startaufstellung

ADAC GT masters 2012 (01.04. 12:20Uhr) auf der MOTORSPORTARENA Oschersleben (ehm. MOTO-PARK) BMW, Lamborgini, Mercedes- Benz, Mc Laren, Porsche, Corvette, Nissan, Astor Martin, Chevrolet Camaro, Ford GT, Audi R8


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ADAC GT Masters 2012 01 Oschersleben Race1
ADAC GT Masters 2012 01 Oschersleben Race1

2012 ADAC GT Masters Oschersleben Rennen 1 Chaos in den letzten Runden
Maxime Martin rutscht in Führung liegend aus, und verliert einen Platz. Er versucht verzweifelt an Dominik Schwager vorbeizukommen. In der ersten Kurve der letzten Runde versucht er ein Gewaltmanöver ...

DEADLY FAST Turkish Military T129 ATAK Attack Helicopter
Great helicopter for the Turkish Military. The TAI/AgustaWestland T129 is an attack helicopter based on the Agusta A129 Mangusta. The T129 was developed by Turkish Aerospace Industries (TAI), with AgustaWestland as the primary partner. The helicopter is designed for hot and high environments. The ATAK programme was begun to meet the Turkish Armed Forces' requirements for an attack and tactical reconnaissance helicopter. The T129 is the result of the integration of Turkish developed high-tech avionics and weapon systems onto the combat proven AgustaWestland A129 airframe, with upgraded engines, transmission and rotor blades. It is in use by the Turkish Army, and is being offered to other air forces. Design and development[edit] The ATAK programme was begun to meet the Turkish Armed Forces' requirements for an attack and tactical reconnaissance helicopter.[3] Turkey announced on 30 March 2007 that it had decided to negotiate with AgustaWestland to co-develop and produce 51 (with 40 options) attack helicopters based on the Agusta A129 Mangusta.[4][5] Based on the AW129, the helicopter is to be assembled in Turkey by Turkish Aerospace Industries (TAI) as the T-129. A contract was signed on 7 September 2007 worth $1.2 billion.[6][7] Turkey's attack helicopter project is named "ATAK".[8] On 22 June 2008, the agreement between TUSAS Aerospace Industries (TAI) and AgustaWestland formally entered into force. Under the agreement, TAI will develop an indigenous mission computer, avionics, weapons systems, self-protection suites and the helmet-mounting cuing systems. Tusaş Engine Industries (TEI) will manufacture the LHTEC CTS800-4N engines under licence. Under the agreement, Turkey has full marketing and intellectual property rights for the T-129 platform; Turkey can export or transfer of the platform to third countries, excluding Italy and the United Kingdom.[9] The T129 was optimized for hot and high conditions.[10] It has several key improvements over the original A129 inline with the requirements of the Turkish Army.[11] The T129 will carry 12 Roketsan-developed UMTAS anti-tank missiles (Turkish indigenous development similar to Hellfire II).[12] It will use the more powerful LHTEC T800 (CTS800-4) engine.[13] The T129 features a 20 mm gatling-style cannon in a nose turret. It can carry a combination of 70 mm rocket pods, Stinger air-air missile pods, and gun pods on its stub wing pylons.[14] On 16 July 2007, the Scientific and Technological Research Council of Turkey (TUBITAK), Meteksan Savunma Sanayii AŞ and Bilkent University formed a consortium for the development of an advanced millimetre wave radar (MILDAR), similar to the Longbow and the IAI/ELTA radars. It is planned that the radar will enter service in mid-2009.[15][16] The MILDAR project was successfully completed in February 2012.[17] A media report indicates that one helicopter will be kept by the Turkish Ministry of Defense and used as a test-bed for systems development. The remaining 50 helicopters will be delivered to the Turkish Army. An optional 40 more T129 helicopters will be produced if necessary.[18] These 50 T129s are to be designated T129B.[19] On 28 September 2009, the T129's maiden flight took placed when P1 prototype flew at AgustaWestland's facilities in Vergiate, Italy.[20] In November 2010, Turkey ordered an additional nine T129 helicopters to increase its total ordered to 60.[21][22] These T129s are to meet an urgent operational requirement for the Turkish Army and will be built by TAI for delivery in 2012, one year before the start of delivery the previously ordered 51 helicopters.[6][23] These T129s are designated T129A, as they lack advanced anti-tank missiles. As a result of project delays, the T129As were to enter service in 2013.[19] Operational history[edit] Flight testing[edit] On the 19 March 2010, the first T129 prototype (P1) conducted high altitude hover tests near Verbania, Italy after having completed several successful test flights. During the hover test T129 P1 lost its tail rotor at 15,000 feet. Test pilot Cassioli regained enough control to steer away from residential area before crashing. The helicopter's crew escaped without serious injuries.[24][25] On 17 August 2011, Turkish Aerospace Industries announced the first successful flight of the T129 prototype "P6", that was produced at its facilities in Ankara, Turkey. The tested prototype was the first of three prototypes to be assembled in Turkey.[26] In 2013, several media resources claimed that the first batch of helicopters delivered to Turkish Army for trials did not meet Turkish Army requirements in "vibration, balance, weight", and did not fit the requirements of the contract. The T129 ATAK helicopter's front is heavier than its rear, so its nose facing down. To resolve this, 137 kg was added to the tail, which caused helicopter to exceed its weight requirement.

BEST Sounds of GT Masters - BMW Z4 - Audi R8 LMS - Alpina B6 and a great Chevy Camaro V8 Hockenheim
Great sound of the popular german ADAC GT Masters Series at Hockenheim 2012!! Check http://www.adac-gt-masters.de/ for Cars, Drivers and more... See and hear Cars as: Lamborghini Gallardo LP600 - Corvette Z06.R - BMW Alpina B6 - Aston Martin V12 Vantage - Porsche 911 GT3 R - Mercedes-Benz SLS AMG - BMW Z4 GT3 - Chevrolet Camaro GT - Ford GT

MONSTER TRUCK US military Ultra Heavy Lift Amphibious Connector
New concept for the US Marine Corps A potential replacement for the Marines' 20-year-old air cushioned ship-to-shore craft has foam runners and a massive payload. Officials with the Marine Corps Warfighting Lab, in conjunction with the Office of Naval Research, conducted a technical assessment earlier this month with a half-scale version of the Ultra Heavy-Lift Amphibious Connector, a high-tech craft being developed as an option to replace the Landing Craft Air Cushioned as a vehicle to bring troops, vehicles and gear ashore. The UHAC has also been discussed as a replacement for the Landing Craft Utility, another Navy ship-to-shore connector, but Warfighting Lab officials said they were especially interested in how the UHAC stacked up against the LCAC. The Navy's LCACs traditionally deploy with and operate from amphibious well deck ships and often transport Marines to and from shore as part of training or Marine Expeditionary Unit deployments. Unlike the LCAC, which acts as a hovercraft with an inflatable skirt, the UHAC has air-filled tracks made out of foam that can propel it through the water and on land. The footprint of the UHAC is significantly larger: 2,500 square feet of deck area to the LCAC's 1,800. But this means the UHAC can handle a much larger payload. While the LCAC can carry 65 tons of gear, the UHAC can handle 150 tons, or 190 with an overload payload. Capt. James Pineiro, Ground Combat Element branch head for the Warfighting Lab's Science and Technology Division, said the UHAC would be able to carry three main battle tanks ashore, at some 60 tons apiece. Another advantage to the UHAC, Pineiro said, is its range: 200 nautical miles to the LCAC's 86. And unlike the LCAC, when the UHAC arrives onshore, it can keep on going, thanks to low pressure captive air cells in the tracks. At about a pound per square inch, the UHAC can cross mud flats and tidal marsh areas. And the tracks can crawl over a sea wall of up to 10 feet, he said — all important features during a beach assault. "You could look at the amphibious invasion of Inchon, during the Korean War," Pineiro said. "there were significant mud flats there, and a 26-foot tide difference. At low tide it went a couple of miles out. That was a problem during the invasion of Inchon." Where the UHAC does come up short is in water speed. Because of the drag created by the foam tracks, it can only travel at 20 knots, half the speed of the LCAC. But Pineiro said he anticipated that mission commanders would be able to work around this drawback. "When you get into planning ops, you kind of plan for your capability," he said. Officials with the project said the concept for the UHAC originated in 2008, with a goal to design an amphibious vehicle with low PSI. The Office of Naval Research accepted a concept design for the vehicle from the company Navatek, Inc., and the project has been in development since then, with the construction of a half-scale demonstrator and an at-sea demonstration in 2012. The half-scale model is still massive at 42 feet long, 26 feet wide and 17 feet high. It was in Honolulu in early March to complete a limited technical assessment to demonstrate its capabilities. The test, Pineiro said, involved launching the UHAC from a simulated ship's well deck with an internally transported vehicle aboard. The UHAC brought the vehicle to the shore and then returned to the ship, he said. The assessment is preparation for a larger demonstration of the UHAC's abilities at the Advanced Warfighting Experiment, also in Hawaii, that will take place in conjunction with the international exercise Rim of the Pacific 2014 this summer. "We want to make sure the UHAC can perform," Pineiro said. Future steps following this summer's experiment remain unclear as testing continues. But according to the Marines Seabasing Required Capabilities Annual Report for 2013, published in December, product managers with ONR are working with Defense Department agencies to secure funding for continued development. "Development of a full-scale technology demonstrator is a possibility," the report said. Amid budget cutbacks, one feature is sure to catch the eye of acquisition officials: because of the technology involved in constructing and operating a UHAC, ONR estimates per-unit production and maintenance costs would be less than half that of an LCAC, officials with the project said. The Navy began purchasing its 91 LCACs in the early 1980s at per-unit costs ranging from $22 million to $32 million, or between $45 and $75 million with inflation adjusted.

ADAC GT Masters Zandvoort NL 2012 Warm Up um 9Uhr Sound of Camaro
Warm Up, Ausfahrt aus der Boxengasse das beste ist der Sound der Camaros

Camaro Cup Jyllands Ringen
Camaro Cup Jyllands Ringen 2011-08-28

Huge Start Crash 2014 ADAC GT Masters at Oschersleben
A massive crash at the start has halted the second GT Masters race of the weekend. Six cars were involved, but it was Nicki Thiim who got the worst of it as he rolled several times down the frontstraight Make sure to join the forum at http://tbk-light.com/phpBB3

Motopark Oschersleben 2012: Training VW Scirocco R
Mai 2012: 30 min. freies Fahren mit Scirocco R auf der Rennstrecke in Oschersleben.

ADAC GT Masters 2012 Oschersleben Great battle for the win in race 1
Après une petite sortie, Maxime Martin a remonté pour remporté la course 1 du premier meeting de ADAC GT Masters sur le Motorsport Arena d'Oschersleben.

SUPER FAST MACH 6 us air force X-51 hypersonic Missile
Another great idea for the United States Air Force (us air force) The Boeing X-51 (also known as X-51 WaveRider) is an unmanned scramjet demonstration aircraft for hypersonic (Mach 6, approximately 4,000 miles per hour (6,400 km/h) at altitude) flight testing. It completed its first powered hypersonic flight on 26 May 2010. After two unsuccessful test flights, the X-51 completed a flight of over six minutes and reached speeds of over Mach 5 for 210 seconds on 1 May 2013 for the longest duration hypersonic flight. The X-51 is named "WaveRider" because it uses its shock waves to add lift. The program is run as a cooperative effort of the United States Air Force, DARPA, NASA, Boeing, and Pratt & Whitney Rocketdyne. The program is managed by the Aerospace Systems Directorate within the United States Air Force Research Laboratory (AFRL).[2][3] X-51 technology will be used in the High Speed Strike Weapon (HSSW), a Mach 5+ missile planned to enter service in the mid-2020s. Design and development[edit] In the 1990s, the Air Force Research Laboratory (AFRL) began the HyTECH program for hypersonic propulsion. Pratt & Whitney received a contract from the AFRL to develop a hydrocarbon-fueled scramjet engine which led to the development of the SJX61 engine. The SJX61 engine was originally meant for the NASA X-43C, which was eventually canceled. The engine was applied to the AFRL's Scramjet Engine Demonstrator program in late 2003.[4] The scramjet flight test vehicle was designated X-51 on 27 September 2005.[5] In flight demonstrations, the X-51 is carried by a B-52 to an altitude of about 50,000 feet (15 km; 9.5 mi) and then released over the Pacific Ocean.[6] The X-51 is initially propelled by an MGM-140 ATACMS solid rocket Booster to approximately Mach 4.5. The Booster is then jettisoned and the vehicle's Pratt & Whitney Rocketdyne SJY61 scramjet accelerates it to a top flight speed near Mach 6.[7][8] The X-51 uses JP-7 fuel for the SJY61 scramjet, carrying some 270 lb (120 kg) on board.[9] DARPA once viewed X-51 as a stepping stone to Blackswift,[10] a planned hypersonic demonstrator which was canceled in October 2008.[11] In May 2013, the U.S. Air Force plans have X-51 technology applied to the High Speed Strike Weapon (HSSW), a missile similar in size to the X-51. The HSSW could fly in 2020 and enter service in the mid-2020s. It is envisioned to have a range of 500-600 nmi, fly at Mach 5-6, and fit on an F-35 or in the internal bay of a B-2 bomber.[12] Testing Ground tests of the X-51A began in late 2006. A preliminary version of the X-51, the "Ground Demonstrator Engine No. 2", completed wind tunnel tests at the NASA Langley Research Center on 27 July 2006.[13] Testing continued there until a simulated X-51 flight at Mach 5 was successfully completed on 30 April 2007.[14][15] The testing is intended to observe acceleration between Mach 4 and Mach 6 and to demonstrate that hypersonic thrust "isn't just luck".[16][17] Four test flights were initially planned for 2009, but the first captive flight of the X-51A on a B-52 was not conducted until 9 December 2009,[18][19] with further captive flights in early 2010.[20][21] Powered flight tests[edit] The first powered flight of the X-51 was planned for 25 May 2010, but the presence of a cargo ship traveling through a portion of the Naval Air Station Point Mugu Sea Range caused a 24 hour postponement.[22] The X-51 completed its first powered flight successfully on 26 May 2010. It reached a speed of Mach 5, an altitude of 70,000 feet (21,000 m) and flew for over 200 seconds; it did not meet the planned 300 second flight duration, however.[23][24] The test had the longest hypersonic flight time of 140 seconds while under its scramjet power.[24] The X-43 had the previous longest flight burn time of 12 seconds,[24][25][26] while setting a new speed record of Mach 9.8 (12,144 km/h, 7,546 mph). Three more test flights were planned and will use the same flight trajectory.[26] Boeing proposed to the Air Force Research Laboratory (AFRL) that two test flights be added to increase the total to six, with flights taking place at four to six week intervals, provided there are no failures.[27] The second test flight was initially scheduled for 24 March 2011,[28] but was not conducted due to unfavorable test conditions.[29] The flight took place on 13 June 2011. However, the flight over the Pacific Ocean ended early due to an inlet unstart event after being Boosted to Mach 5 speed. The flight data from the test was being investigated.[30] A B-52 released the X-51 at an approximate altitude of 50,000 feet. The X-51’s scramjet engine lit on ethylene, but did not properly transition to JP-7 fuel operation.[31] The third test flight took place on 14 August 2012.[32] The X-51 was to make a 300 second (5 minutes) experimental flight at speeds of Mach 5, more than 3,600 mph.[33] After separating from its rocket Booster, the craft lost control and crashed into the Pacific.[34]

WORLDS FASTEST AIRCRAFT us air force SR 71 Blackbird
Video of SR-71 high speed stealth aircraft The Lockheed SR-71 "Blackbird" was an advanced, long-range, Mach 3+ strategic reconnaissance aircraft.[1] It was developed as a black project from the Lockheed A-12 reconnaissance aircraft in the 1960s by Lockheed and its Skunk Works division. Clarence "Kelly" Johnson was responsible for many of the design's innovative concepts. During reconnaissance missions, the SR-71 operated at high speeds and altitudes to allow it to outrace threats. If a surface-to-air missile launch was detected, the standard evasive action was simply to accelerate and outfly the missile.[2] The SR-71 served with the U.S. Air Force from 1964 to 1998. A total of 32 aircraft were built; 12 were lost in accidents, but none lost to enemy action.[3][4] The SR-71 has been given several nicknames, including Blackbird and Habu.[5] Since 1976, it has held the world record for the fastest air-breathing manned aircraft, a record previously held by the YF-12.[6][7][8] Design The SR-71 was designed for flight at over Mach 3 with a flight crew of two in tandem cockpits, with the pilot in the forward cockpit and the Reconnaissance Systems Officer (RSO) monitoring the surveillance systems and equipment from the rear cockpit.[20] The SR-71 was designed to minimize its radar cross-section, an early attempt at stealth design.[21] Finished aircraft were painted a dark blue, almost black, to increase the emission of internal heat and to act as camouflage against the night sky. The dark color led to the aircraft's call sign "Blackbird". Airframe[edit] On most aircraft, use of titanium was limited by the costs involved in procurement and manufacture. It was generally used only in components exposed to the highest temperatures, such as Exhaust fairings and the leading edges of wings. On the SR-71, titanium was used for 85% of the structure, with much of the rest polymer composite materials.[22] To control costs, Lockheed used a more easily worked alloy of titanium which softened at a lower temperature.[N 3] The challenges posed by the SR-71 led Lockheed to develop entirely new fabrication methods to enable its manufacture, and have since been used in the manufacture of many other aircraft. Welding the titanium requires distilled water, as the chlorine present in tap water is corrosive; commonplace cadmium-plated tools could not be used as they also caused corrosion.[23] Metallurgical contamination was another problem; at one point 80% of the delivered titanium for manufacture was rejected on these grounds.[24][25] The high temperatures generated during flight required special design and operating techniques. For example, major portions of the skin of the inboard wings were corrugated, not smooth. (Aerodynamicists initially opposed the concept and accused the design engineers of trying to make a Mach 3 variant of the 1920s-era Ford Trimotor, known for its corrugated aluminum skin.[26]) The heat of flight would have caused a smooth skin to split or curl, but the corrugated skin could expand vertically and horizontally. The corrugation also increased longitudinal strength. Similarly, the fuselage panels were manufactured to fit only loosely on the ground. Proper alignment was achieved only when the airframe heated up and expanded several inches. Because of this, and the lack of a fuel sealing system that could handle the thermal expansion of the airframe at extreme temperatures, the aircraft would leak JP-7 jet fuel on the runway. At the beginning of each mission, the aircraft would make a short sprint after takeoff to warm up the airframe, then refuel before heading off to its destination. Cooling was carried out by cycling fuel behind the titanium surfaces in the chines. On landing, the canopy temperature was over 300 °C (572 °F).[26] The red stripes on some SR-71s were to prevent maintenance workers from damaging the skin. Near the center of the fuselage, the curved skin was thin and delicate, with no support from the structural ribs, which were spaced several feet apart.[27] Stealth and threat avoidance The first operational aircraft designed around a stealthy shape and materials, the SR-71 had several features designed to reduce its radar signature. The SR-71 had a radar cross section (RCS) of around 10 square meters.[28] Drawing on the first studies in radar stealth technology, which indicated that a shape with flattened, tapering sides would reflect most radar energy away from the radar beams' place of origin, engineers added chines and canted the vertical control surfaces inward. Special radar-absorbing materials were incorporated into sawtooth-shaped sections of the aircraft's skin. Cesium-based substances were added to the fuel to somewhat reduce the visibility of the Exhaust plumes to radar, although the large and hot Exhaust stream produced at speed remained quite apparent. For all this effort, Kelly Johnson later conceded that Soviet radar technology advanced faster than the stealth technology.

NEW CHALLENGER to Leopard 2 and Abrams Tanks Russian T 90MS Main Battle Tank
Great tank for Russian military be interesting to see it against the leopard 2 and Abrams tanks The T-90 is a Russian third-generation main battle tank that is essentially a modernisation of the T-72B, incorporating many features of the T-80U (it was originally to be called the T-72BU, later renamed to T-90). It is currently the most modern tank in service with the Russian Ground Forces and Naval Infantry. Although a development of the T-72, the T-90 uses a 125mm 2A46 smoothbore tank gun, 1G46 gunner sights, a new engine, and thermal sights. Standard protective measures include a blend of steel, composite armour, smoke mortars, Kontakt-5 explosive-reactive armor, laser warning receivers, Nakidka camouflage and the Shtora infrared ATGM jamming system. The EMT-7 electromagnetic pulse (EMP) creator has been used in testing but not fitted to T-90s in active service.[3] It is designed and built by Uralvagonzavod, in Nizhny Tagil, Russia. Since 2011, the Russian armed forces have ceased ordering the T-90, and are instead waiting for the development of the Universal Combat Platform T-99 that is expected to enter service in 2020.[4] The performance characteristics of the T-90MS "Tagil" Combat weight, t 48 Crew - 3 Length with gun forward, mm 9530 Length, mm 6860 Overall width, 3460 mm 125-mm cannon 2A46M-5 Ammunition, 40 rounds Guided weapons 9K119M "Reflex-M" Coaxial machine gun 7.62 mm 6P7K Ammunition, shot in 2000 Anti-aircraft machine gun 7.62 mm 6P7K with UDP (T05BV-1) Ammunition, 800 rounds Relic armor Engine In-92S2F2, 1130, p. a. Fuel tank capacity, l 1 200 400 Power density, n. a. / t 24 Maximum speed, km / h 60 Cruising on the highway, 500 km Ground pressure, kgf / cm 0.98 Attention The new 2011 made T-90MS "Tagil" the worlds best tank currently hands down. This tank was named T-90MS on purpose to mislead NATO to believe that its "just an upgraded T-90". While T-90 was upgraded already in 1999 the T-90A "Vladimir" that is current Russian MBT and T-90MS "Tagil" hopefully will be next to enter service soon. This has completely new turret and it is so radically modified and upgraded that it is completely new tank compared to the normal modernized T-90A it has very little in common anymore with the normal T-90 that was made few examples in 1991 or 1993. Anyway, during second Chechen campaign T-90A got hit up to 7 times with different RPGs, modern and old ones and it remained in action. No T-90A tank has ever been destroyed and that is current Russian MBT, it has the longest range of all tanks due to its capability to launch laser guided missiles trough its 125mm smoothbore gun up to 5-6km. Just some few of the new features: T-90MS is production version featuring new explosive reactive armor (ERA) Relikt, new 1,250 PS (920 kW) engine, new improved turret and composite armor, new gun, new thermal imaging Catherine-FC from Thales, an enhanced environmental control system for providing cooled air to the fighting compartment, integrated tactical system, satellite navigation and others. DSHK with IR camera, and PNM Sosna-U gunner view, 7.62mm turret UDP T05BV-1 RWS, GLONASS+inertial navigation, explosive reactive armor (ERA) Relikt and ammunition is now mounted in rear of the turret for improved crew safety and using an improved faster autoloader, the list could go on...etc etc etc. So really its not a "T-90" anymore even...its a whole new different 3.5 generation tank. Design The T-90's main armament is the 2A46M 125 mm smoothbore tank gun. This is a highly modified version of the Sprut anti-tank gun, and is the same gun used as the main armament on the T-80-series tanks. It can be replaced without dismantling the inner turret and is capable of firing armour-piercing fin-stabilized discarding sabot (APFSDS), high-explosive anti-tank (HEAT-FS), and high explosive fragmentation (HE-FRAG) ammunition, as well as 9M119M Refleks anti-tank guided missiles. The Refleks missile has semi-automatic laser beam-riding guidance and a tandem hollow-charge HEAT warhead. It has an effective range of 100 m to 6 km, and takes 17.5 seconds to reach maximum range. Refleks can penetrate about 950 millimetres (37 in) of steel armour and can also engage low-flying air targets such as helicopters.[5] The NSV 12.7mm (12.7x108) remotely controlled anti-aircraft Heavy machine gun can be operated from within the tank by the commander and has a range of 2 km and a cyclic rate of fire of 700--800 rounds per minute with 300 rounds available (the NSV was replaced by the Kord heavy machine gun in the late 1990s). The PKMT 7.62mm (7.62x54mm R) coaxial machine gun weighs about 10.5 kg while the ammunition box carries 250 rounds (7000 rounds carried) and weighs an additional 9.5 kg.[5] Like other modern Russian tanks the 2A46M in the T-90 is fed by an automatic loader which removes the need for a manual loader in the tank and reduces the crew to 3 (commander, gunner, and driver). The autoloader can carry 22

ADAC GT Masters 2012 - Oschersleben

ADAC GT Masters Zandvoort 2012
Hier ein paar Eindrücke vom ADAC GT Masters in Zandvoort NL.

Which car is faster? Which Car is Faster?

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