4.1 The guide is intended to be used to assess competencies of qualified individuals who wish to become certified as an FHSS technician through a certification program.4.2 The guide is intended to be used in concert with a certification provider’s structure and materials for management, exam delivery, and candidate preparation.1.1 The purpose of this guide is to address the basic fundamental subject knowledge activities and functions for avionics professionals to be titled Flight Hazard and Surveillance Systems (FHSS) Technicians.1.2 This guide does not cover weather detection and avoidance systems. These systems will be addressed in a future Aircraft Electronics Technician (AET) endorsement standard.1.3 This guide is the basis for the FHSS certification, an endorsement to the AET certification. Candidates must be a certified AET to take the certification exam associated with this guide.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 Demonstration plans developed in accordance with this practice will include all necessary content and key considerations to support an effective flight demonstration program aimed at approval or certification of UAS by the FAA through D&R demonstration.4.2 This practice does not address planning requirements for UAS development testing. It is assumed that a manufacturer has completed all UAS design and development and is preparing demonstration programs to support compliance demonstration on a stable and controlled system configuration. Manufacturers who wish to prepare a detailed design and development program should review Specification F3298 for programmatic examples.4.3 This practice is intended to be used on low-risk UAS that meet the following design criteria and operating limitations.4.3.1 The UAS has a command and control link that enables the pilot-in-command to take contingency action.4.3.2 The unmanned aircraft (UA) has a kinetic energy of ≤25 000 ft-lb calculated in accordance with methods specified within the MOC.4.3.3 The UA is operated ≤400 ft above ground level (AGL).4.3.4 No operations over open-air assemblies (operations over people are acceptable).4.3.5 No flight into known icing.4.3.6 Maximum of 20:1 aircraft to pilot ratio.4.3.7 The UA is electrically powered (excludes internal combustion engines and fuel cells).1.1 This standard practice is intended for low-risk UAS seeking type certification by the Federal Aviation Administration (FAA) under 14 CFR Part 21.17(b) in accordance with the FAA durability and reliability (D&R) means of compliance (MOC). The definition of “low-risk UAS” does not necessarily align with other definitions found within corresponding ASTM standards (F3442/F3442M) or other UAS-related standards. For the purposes of this practice, “low-risk” is defined as a UAS operated in accordance with the concept of operations (CONOPs), eligibility criteria, and kinetic energy threshold specified in the G-1 Issue Paper (which will be provided to the applicant by the FAA). See 4.3 for design criteria and operating limitations for low-risk UAS.1.2 This standard practice establishes a common methodology and key considerations for the development of minimum flight plans for low-risk UAS that demonstrate aircraft reliability as part of a D&R MOC.1.3 The scope of this standard practice encompasses D&R planning, data collection, and reporting.1.4 The values stated in SI units are to be regarded as standard. This is not intended to limit the systems of units used for design, development testing, or demonstration testing. However, the units of measurement used on pilot-facing placards and markings and manuals must be the same as those used on the corresponding equipment with recognition that international aviation utilizes feet for altitude and knots for airspeed as operational parameters.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification establishes the airworthiness design requirements for low-speed aeroplane flight characteristics. The applicant for a design approval shall seek the individual guidance to their respective civil aviation authority (CAA) body concerning the use of this specification as part of a certification plan.This specification is applicable to small aeroplanes and covers departure characteristics, spinning, and stall warning.1.1 This specification covers the low-speed flight characteristics of fixed-wing aircraft and provides standards for departure characteristics, spinning, and stall warning. The material was developed through open consensus of international experts in general aviation. This information was created by focusing on Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the Applicant to substantiate broader applicability as a specific means of compliance. The topics covered within this specification are: (4.1) Low-Speed Flight Characteristics Score, (4.2) Stall Characteristics, (4.3) Stall Warning, (4.4) Departure Characteristics: Single Engine, (4.5) Departure Characteristics: Multiengine, (4.6) Spinning, and (4.7) Safety-Enhancing Features.1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from their respective oversight authority (for example, published guidance from applicable CAAs) concerning the acceptable use and application thereof. For information on which oversight authorities have accepted this standard (in whole or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to the ASTM Committee F44 webpage (www.astm.org/COMMITTEE/F44.htm).1.3 Units—This standard may present information in either SI units, English Engineering units, or both; the values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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1.1 This specification provides the minimum requirements for an Unmanned Aircraft Flight Manual (UFM) for an unmanned aircraft system (UAS) designed, manufactured, and operated in the light UAS category as defined by a Civil Aviation Authority (CAA). Depending on the size and complexity of the UAS, an UFM may also contain the instruction for maintenance and continuing airworthiness for owner / operator authorized maintenance. This document has been purposefully designed within the broader context of the Committee F38 library. Although the original source materials for the content presented here were intended to function as standalone documents, the committee has consciously removed any redundant information in favor of adopting a referential "single-source-of-truth" approach. Consequently, when applying this standard, it is essential to consider and integrate all relevant Committee F38 standards to ensure its comprehensive and accurate implementation.1.2 When intending to utilize the information provided in this document as a Means of Compliance for operational or design approval, or both, it is crucial to consult with the respective oversight authority (for example, CAA) regarding its acceptable use and application. To find out which oversight authorities have accepted this standard (in whole or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter "the Rules"), please refer to the Committee F38 webpage (www.ASTM.org/COMMITTEE/F38.htm).1.3 This specification defines the UFM information that shall be provided by the manufacturer of a UAS as part of the initial sale or transfer to an end user.1.4 This specification applies to a UAS seeking a CAA approval, in the form of airworthiness certificates, type certificates, flight permits, or other like documentation as a UAS, in the configuration specified in the UFM delivered with the system.1.5 Any modifications that invalidate or otherwise affect the accuracy of UFM operating instructions shall be approved by the manufacturer and communicated to the regulatory authority in the certificate / permit application.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification applies to the flight control aspects of airworthiness and design for "small" aircraft. It establishes the Aircraft Type Code (ATC) compliance matrix based on airworthiness level, number of engines, type of engine(s), stall speed, cruise speed, meteorological conditions, altitude, and maneuvers. An ATC is defined by taking into account both the technical considerations regarding the design of the aircraft and the airworthiness level established based upon risk-based criteria. The requirements established by this specification for manual flight control cover control surface installation, operation and arrangement, control system stops, trim systems, control system locks, limit load static tests, operation tests, control system details, spring devices, cable systems, wing flap controls, wing flap position, and flap interconnection. Requirements for automatic flight control cover automatic pilot systems, stability augmentation, and artificial stall barrier system.1.1 This specification covers international standards for the flight control aspects of airworthiness and design for “small” aircraft.1.2 The applicant for a design approval must seek the individual guidance of their respective CAA body concerning the use of this specification as part of a certification plan. For information on which CAA regulatory bodies have accepted this specification (in whole or in part) as a means of compliance to their Small Aircraft Airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMMITTEE/F44.htm) which includes CAA website links. Annex A1 maps the Means of Compliance described in this Standard to EASA CS 23, amendment 5, or later, and FAA 14 CFR 23, amendment 64, or later.1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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This specification establishes the requirements for the instrumentation aspects of airworthiness and design for "small" aircraft. It prescribes the Aircraft Type Code (ATC) compliance matrix based on airworthiness level, number of engines, type of engine(s), stall speed, cruise speed, meteorological conditions, altitude, and maneuvers. An ATC is defined by taking into account both the technical considerations regarding the design of the aircraft and the airworthiness level established based upon risk-based criteria. The instrumentation requirements established by this specification cover flight and navigation instruments, electronic display instrument systems, airspeed indicating system, static pressure system, magnetic direction indicator, and instruments using a power source.1.1 This specification covers flight and navigation instrumentation aspects of airworthiness and design. The material was developed through open consensus of international experts in general aviation. This information was created by focusing on Level 1, 2, 3, and 4 Normal Category aeroplanes; however, the content may be more broadly applicable, and should not be unduly limited. The topics covered within this specification are flight and navigation instruments including those for airspeed, altitude, attitude, heading, free air temperature, and speed warning.1.2 The applicant for a design approval shall seek the individual guidance of their respective CAA body concerning the use of this specification as part of a certification plan. For information on which CAA regulatory bodies have accepted this specification (in whole or in part) as a means of compliance to their Small Aircraft Airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMMITTEE/F44.htm), which includes CAA website links. Annex A1 maps the means of compliance described in this specification to EASA CS 23, amendment 5 or later, and FAA 14 CFR 23, amendment 64 or later.1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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General Utility—The molecular mass (MM) and molecular mass distribution (MMD) are fundamental characteristics of a synthetic polymer that result from the polymerization process. The MM and MMD is useful for a wide variety of correlations for fundamental studies, processing and product applications. For example, it is possible to compare the observed MMD to predictions from an assumed kinetic or mechanistic model for the polymerization reaction. Differences between the values will allow alteration of the model or experimental design. Similarly, it is possible the strength, the melt flow rate, and other properties of a polymer are dependent on the MM and MMD. Determination of the MM and MMD are used for quality control of polymers and as specification in the commerce of polymers.Limitations—If the MMD is too wide, it is possible that the assumption of the constancy of the intensity scale calibration is in serious error.1.1 This test method covers the determination of molecular mass (MM) averages and the distribution of molecular masses for linear atactic polystyrene of narrow molecular mass distribution (MMD) ranging in molecular masses from 2000 g/mol to 35 000 g/mol by matrix assisted laser desorption/ionization time-of-flight mass spectrometry (MALDI-TOF-MS). This test method is not absolute and requires the use of biopolymers for the calibration of the mass axis. The relative calibration of the intensity axis is assumed to be constant for a narrow MMD. Generally, this is viewed as correct if the measured polydispersity is less than 1.2 for the molecular mass range given above.1.2 The values stated in SI units are to be regarded as the standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.Note 1—There is no known ISO equivalent to this standard.

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1.1 This specification covers international standards for the flight recording aspects of airworthiness and design for “small” aircraft.1.2 The applicant for a design approval must seek the individual guidance of their respective civil aviation authority (CAA) body concerning the use of this specification as part of a certification plan. For information on which CAA regulatory bodies have accepted this specification (in whole or in part) as a means of compliance to their Small Aircraft Airworthiness regulations (hereinafter referred to as “the Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMMITTEE/F44.htm), which includes CAA website links. Annex A1 maps the Means of Compliance described in this specification to EASA CS-23, amendment 5, or later, and FAA 14 CFR Part 23, amendment 64, or later.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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Interpretation of static SIMS mass spectral data can be complicated due to the complexity and density of data obtained and therefore, variability often occurs when users are not consistent in their methods of data interpretation This guide is intended to help avoid these inconsistencies, by discussing the most commonly observed scenarios in static SIMS analysis and how to approach these scenarios.This guide can be used as a training guide for employees or students, or both.1.1 This guide provides time-of-flight secondary ion mass spectrometry (ToF-SIMS) users with a method for forms of interpretation of mass spectral data. This guide is applicable to most ToF-SIMS instruments and may or may not be applicable to other forms of secondary icon mass spectrometry (SIMS).1.2 This guide does not purport to address methods of sample preparation. It is the responsibility of the user to adhere to strict sample preparation procedures in order to minimize contamination and optimize signals. See Guide E1078 and ISO 18116 for sample preparation guidelines.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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4.1 This practice provides general principles for the application of the Time-of-Flight Diffraction Technique as a tool for detection and sizing of discontinuities.4.2 TOFD is a nondestructive ultrasonic examination technique that is not based on amplitude response. However, sufficient sensitivity is required to identify indications for evaluation.4.3 TOFD techniques are typically applied to welded joints in carbon steel, but the principles may be applicable to other applications including other materials with suitable validation procedures agreeable to the contracting parties.4.4 In addition to a stand-alone ultrasonic detection technique, TOFD may be used in conjunction with weld examinations such as those described in Practices E164 and E1961 where it may be used to improve sizing estimates of flaws detected by the manual or mechanized pulse-echo techniques and help discriminate between flaws and geometric reflectors.4.5 The technique has proven effective on thicknesses from 9 to 300 mm [0.375 to 12 in.]. TOFD has been used on thicknesses outside of this range but special considerations are necessary. Techniques developed outside of this range of thickness shall be demonstrated as capable of meeting the required detection and sizing requirements of the specification used.1.1 This practice establishes the requirements for developing ultrasonic examination procedures using the ultrasonic technique known as Time-of-Flight Diffraction (TOFD).1.2 Consistent with ASTM Policy, TOFD may be regarded as an ultrasonic test method whereby the qualities and characteristics of the item tested are evaluated, measured, and, in some cases, identified. Measurements may be subject to precision and bias that may be determined statistically or as a function of some parameter(s) such as wavelength. This practice may be used for applications that would be quantitative examinations as well as quantitative tests.1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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4.1 The guide is intended to be used to assess competencies of qualified individuals who wish to become certified as an Automatic Flight Control System technician through a program such as the National Center for Aerospace and Transportation Technologies (NCATT).4.2 The guide is intended to be used in concert with a certification provider’s structure and materials for management, exam delivery, and candidate preparation.1.1 The purpose of this guide is to address the fundamental subject knowledge activities and functions for avionics professionals to be titled Automatic Flight Control System (AFCS) Technician.1.2 This guide is the basis for the Automatic Flight Control System Technician (AFCS) certification, an endorsement to the Aircraft Electronics Technician (AET) certification. Candidates must be a certified AET to take the certification exam associated with this guide.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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1.1 This document is provided as an introductory guide to assist developers in interactions with CAAs. Part I provides guidance for obtaining a FA for experimental and developmental work, while Part II describes some of the issues to be addressed when seeking a Type Certificate. Many readers will not need to read Part II as it relates to a much more rigorous and structured procedure that is expected to be applied when the developer wishes to have the UAS used in commercial operations. The material presented here is primarily based on existing practices, procedures and regulations of the U.S. Federal Aviation Administration. Many countries adopt FAA procedures directly, while others, such as the European authorities, Australia and Canada, work with the FAA to ensure that regulatory practices are harmonized to the maximum extent practical. The guidance presented here is anticipatory, since it is likely that new regulations specific to UAS will be issued in due course; the contents of this document builds on existing regulations while looking forward to future changes.1.2 The FAA requires that a civil UAS, with the exception of those that are Public aircraft, must obtain an Experimental Certificate before operating in the National Airspace System (NAS). The procedures for obtaining a civil Certificate of Airworthiness (CofA) are contained in 14 CFR Part 21 of the Federal Aviation Regulations (FAR Part 21). Civil UAS that expect substantially routine access to the NAS, operating for compensation and hire, will need to undergo a full FAR Part 21 Type Certification, followed by the issuance of an FAA standard CofA. The existing procedures for Type Certification are discussed in Part II of this Guide. Based on experience with conventional civil aircraft certifications, the procedures and requirements associated with the type certification process and issuance of a standard CofA are demanding, costly and time-consuming. Since UAS represent a new class of aircraft, the procedure will no doubt be rigorous.1.3 Many of the regulations and standards required for full application of standard airworthiness certification to UAS have not yet been developed. For an interim period, as the FAA and others develop and implement a civil UAS regulatory framework, the FAA is allowing individual civil UAS to have limited access to the NAS when they satisfy requirements for a FAR Part 21 Experimental Certificate. With an Experimental Certificate, operational use of the UAS is strictly defined and substantially limited, and the associated airworthiness requirements are less demanding than they would be for full, standard certification, consistent with the operational limits.1.4 This is clearly a time of transition for civil UAS regulation. It is also a time of transition for the communities of users and manufacturers of civil UAS, many of whom have relatively little experience in the regulated civil aviation domains. This document is meant to provide a bridge for these UAS practitioners, as the era of regulated commercial UAS emerges.1.5 ObjectivesThe objectives of this recommended practice document are to:1.5.1 Present, in a single, manageable document, an overview of the aircraft certification procedures that will be adapted to the needs of UAS as the civil UAS regulatory framework takes shape. The procedures will be based largely on the procedures presently applied by the U.S. FAA;1.5.2 Describe the procedures and requirements, based on currently available policy information, that govern the issuing of a FAR Part 21 Experimental Certificate for a UAS; and1.5.3 Describe, in some detail, the processes that are anticipated for achieving Type Certification of a UAS.1.6 OutlineThis document will begin with an overview of the regulatory structure as it currently is applied, followed by a discussion of some specific issues that relate to acquiring approval for operation of a UAS. This discussion includes a general description of Flight Authorities. This is followed by Part I, a review of procedures that presently apply to gaining approval for experimental operation of a UAS; and Part II, the procedures that may be expected to apply to a Type Certificate for a UAS. Flight Authorities obtained by following procedures in Part I may not permit operations for hire and compensation. Part II is provided for applicants who may wish to obtain full certification of their system in anticipation of commercial operations within the airspace under the jurisdiction of the appropriate CAA. Proponents who may wish to pursue full Type Certification should first become familiar with the contents of Part I.

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Safe operation of the unmanned aircraft is of the primary importance to the unmanned aircraft industry and for successful integration of unmanned aircraft with manned aircraft in civil airspace. Operators and pilots-in-command of unmanned aircraft systems shall comply with applicable Federal Aviation Regulations (14 CFR Part 43, 14 CFR Part 71, 14 CFR Part 73, 14 CFR Part 91, 14 CFR Part 93, and 14 CFR Part 99). This standard includes the minimum additional methods that should be followed by unmanned aircraft system operators, including pilots-in-command, on every visual range flight to ensure the safe operation of the aircraft and safety of people and property in the air and on the ground. This visual range flight operation standard shall be used in conjunction with appropriate unmanned aircraft system airworthiness and pilot qualification standards.1.1 This practice prescribes guidelines that govern the visual flight operation of unmanned aircraft systems in civil airspace in order to provide for the safe integration of unmanned aircraft flight operations with manned aircraft flight operations.1.2 This practice applies to those operations conducted for civil purposes other than sport or recreation that remain within the visual range of the pilot in command (see Terminology F 2395 for a definition of "visual range").1.3 This practice complies with the known rules, regulations, and public law available at the time of its publication. Should any conflict with a rule, regulation, or public law arise, the user must comply with rule and should notify ASTM of the conflict.This practice only prescribes accepted methods for visual range flight operation of unmanned aircraft systems.This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

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