cessna 150 characteristics

8/18/2019 Cessna 150 Characteristics

1/15

SureCheck – Cessna 150

From Whitt’s Flying: whitts.alioth.net

Contents

Late Model C-150

Nose-wheel (Instructor)

C-150 flaps

Trim and the C-150

Basic Maneuvers

Climbing turns

escents

escending Turns

C-150 as a glider

!re-crash

Consolation

!recision "low-flight

No #laps "low-#light

$%ercise

"tandards

C-150 !rocedures

C-&' !*

#uel Consumption

#uel +auges

Building a Chec,list

ircraft Basic .nowledge "heet

#inger-#low Chec,list

Chec,list $rrors

!age & of &'


2/15

Landing istances

!erformance "/nopsis

Landing the C-150

0udder 1amming !roblems

C-150 +lide

Late o!el C-150 &23' C-&'M flies essentiall/ the same as do &'4s5 The horsepower difference between the L/coming andContinental is not reall/ noticeable5 The engine TB is significant5 Late model &'s are about the same as the &'4e%cept for the different engine6 7 degrees of flap (&') vs 8 degrees ma%imum deflection on the &'46 a differentflap switch and indicator6 &7 volt vs 49 volt electrical s/stem6 and 445' vs 475' gallons of useable gas (same 4:gallon total)5 The &'M has the same rudder as the &'45

"ose-wheel #$nstructor%

Conventional gear aircraft fl/ much the same as tric/cle aircraft5 It is the landings that re;uire special instructionand endorsement5 This is because of the predilection to ground loop5 Tric/cle aircraft will align with the direction oftravel if weight is ,ept off the nose wheel5 There is a significant design difference of the nose wheel betweenCessna and !iper5 n the ground6 !iper steers heavil/ and positivel/< Cessnas have springs that will graduall/ pullthe wheel into the turn5 The left and right turning springs of the Cessna are usuall/ of different tension5 This meansthat more differential toe bra,ing will be re;uired in one direction than in the other5

In the air6 a Cessna nose wheel will hang down about a foot5 This frees it from the soc,et that has the turningsprings5 The Cessna nose wheel will face forward and not move with the rudder5 In a cross-wind landing theCessna nose wheel is aligned with the direction of aircraft motion5 The nose remains so aligned even in a cross-control landing5 gain6 the nose wheel should not be allowed to touch down during the initial landing but onl/because it is not designed to with stand such shoc,5 The turning springs of the Cessna will not function until thenose wheel strut is sufficientl/ compressed5 If /ou ma,e a landing that seems to prevent steering e%cept through

differential bra,ing6 appl/ the bra,es to compress the nose strut5 The nose wheel geometr/ of !iper aircraft iscompletel/ different5 ("ee nose-wheel landings and !iper)

The Cessna=s nose steering is coupled to springs6 and it=s onl/ movable & degrees) either side6 unless differentialbra,ing is used5 Bra,ing will then caster the wheel to 8 degrees5

C-&' &la's

The C-150 has slotted #owler >barn doors> that6 along with inade;uate instruction6 caused the C-&'4 to be>improved (?)> with onl/ 8 degrees of flap e%tension5 #lap speeds should never be e%ceeded since the/ putstructural strain on the wings= rear spar5 In most Cessna a &-,not buffer below the high end of the white arc hasmuch to recommend it5 n/ parasitic drag caused b/ flaps increases as the s;uare of the speed5 In some cases &degrees of flap ma/ be used for ta,eoff but the/ should be removed at a safe altitude to improve climb

performance5

C-150 flaps have evolved from the !iper li,e 1ohnson bar through various flap switches and indent levers5 Becareful6 some switches wor, =bac,wards=5 The later models of the C-150 have electric flaps with indicators mar,edin & degrees to 7 degrees5 There is a flap-shaped switch6 which applies power to an electric motor and a wormgear to the flap-actuating rod5 $%tension ta,es about nine seconds and airstream assisted retraction ta,es aboutfive seconds5 n/ count s/stem used to move flaps should be figured accordingl/5 The flap indicator wor,s on acable @ pulle/ s/stem which has variations in accurac/5 ifferent /ear models of the C-150 and all other modelshave different modes of switch operation5 Be sure to chec, method of operation before flight and during chec,outs5

!age 4 of &'


3/15

C-150 after landing with full flaps will be trimmed for level flight and will re;uire & trim down for climb5 The C-&34will be trimmed for climb and will re;uire & trim@ for leveling off5 Most Cessnas do not recommend flaps for shortfield ta,eoff where A% is re;uired to get over an obstacle5 +etting off the ground earl/ will not help /ou get !5 TheC-150 can have an abrupt pitch up when full power is applied in a full flap configuration5 This could result in adeparture t/pe stall5 The nose must be prevented from rising above the horion b/ loc,ing the elbow beforeappl/ing an/ power5 "ee >+o round5

(rim an! the C-150

#rom cruise trim to best rate climb is one full trim down not be pinching but finger tip at ver/ top to ver/ bottom55#rom cruise to &' rpm four finger tip trims down and then bac, to 4 rpm gives no flap minimum controllable5The same operation with onl/ three trims down gives no flap slow flight at : ,nots5 The same operation again butleaving the power at &' gives a : ,t descent5 The transition from pattern slow flight to descent re;uires onl/ areduction of power6 eas/5

$ver/ & degrees of flap has a one to one relationship to a full finger tip turn of trim from the above configuration5#rom the :-,t &'-0!M power glide an application of & degrees flap lowers the speed to ' ,ts5 full finger tiptrim movement up returns the speed to : ,ts5 4 degrees does the same6 as will 8D7 degrees5 Ehen doing thisprocess with a student for the first time be sure to bring to their attention that /ou are in a descent5 emonstratehow the addition of power can stop at an/ given point5 escents are an earl/ source of student an%iet/ as areclouds6 mountains6 bumps6 water6 etc6 etc5

Cessna &' has nearl/ the same trim setting for level cruise flight as is needed at &' 0!M6 full flaps and : ,tsdescent5 Thus6 the full flap short approach re;uires no change in trim unless power is off5 This setting is constantfor nearl/ ever/ loading5 The instructor will help the student determine this initial setting5 If the C-150 has beenlanded with full flaps it will be near the correct setting for level cruise but not for ta,eoff climb5 #rom this startingpoint of the trim wheel the following appl/F

&5 #or a ta,eoff climb at :' ,ts6 the C-150 trim wheel must be moved down one full finger tip turn from the full flaplandingDlevel cruise position545 To level off from this climb it must be moved up one full finger tip turn585 Three full down finger tip turns from level will give descent at : ,ts at &'0!M575 Trim down four finger tip turns for a no flap glide at : ,ts with power off5'5 Trim full down four finger tip turns for minimum controllable without flaps5 bout 4 0!M no flaps5

:5 #or full flap slow flight or minimum controllable trim up one finger tip turn5 #ull power535 Most Cessnas have one full finger tip turn of the trim between level and climb settings595 In each case fine trim movement ma/ be re;uired5

0emoval of the flaps during the go-around finds /ou trimmed for level cruise5 ne full finger tip trim down will giveA/ climb at :' ,nots5 This same procedure can illustrate wh/6 when ma,ing a short approach6 reduction of power to&' and application of full flaps at the white arc will give /ou a hands-off approach speed of : ,nots5

)asic aneu*ers

Climbs are initiated b/ simultaneous power5 !itch change and right rudder5 lwa/s anticipate that power and pitchwill re;uire right rudder so as to avoid those anno/ing &-degree heading changes to the left5 fter initial pitchchange and trim application6 adGust pitch and trim for desired climb airspeed or rate5 constant airspeed overseveral thousand feet of climb will result in a graduall/ lower rate of climb5 constant rate climb in the same climbwill result in a gradual decrease in airspeed5

Clim+ing (urnsH re;uire that /ou anticipateH&5 More right rudder in right turns45 Less right rudder in left turns585 Lower ias at same pitch variable with ban, angle and power available575 Lower climb rate at same pitch variable with ban, angle and power used5

!age 8 of &'


4/15

Leveling off is best done b/ leading the selected altitude b/ & of the climb rate5 nticipate additional climb b/trimming a full turn and hand-holding altitude during the acceleration phase before power reduction5 #ailure toreduce power on reaching level cruise speed is guaranteed to give altitude and airspeed oscillations that are goingto be difficult to correct5

,escents !uring a''roach an! cruise are nearly the same&5 Lower power and decrease pitch5 Eatch heading545 $%pect ias to increase5 0educe power5

,escen!ing turns55 anticipateH&5 *igher ban, angle will cause increase in descent rate at same airspeed545 0e;uired left rudder to increase in left turns585 Less left rudder in turns to right575 irspeed will increase at same pitch attitude5'5 "ame airspeed and power increase will reduce descent rate5

C-150 as a gli!er H without hope of restarting engineF

Immediatel/&5 irspeed to best glide-near best rate climb45 Below gross glides are ' ,nots slower

85 etermine field and wind75 Mi%ture out6 fuel off '5 Magnetos off :5 "top the prop

re-crash&5 Master off 45 nlatch doors85 "eats all the wa/ bac, and loc,ed75 Tighten belts'5 Cover panel with padding

Consolation&5 #ew controlled accidents result in fatalities ('54)45 !anic will not solve an/thing85 pslope landing if possible

recision Slow-&light C-150"low #light--n/ speed below normal cruise5 !recision e%ists where /ou chose to place it5 n airspeed &58of power off6 flaps up stall speed is one such speed used for landing approaches5 Ehere the !* states arange of speeds6 /ou should alwa/s practice at the lower number5 "elect a speed above and below the!* speeds for approach and practice maneuvers at these speeds5 $%cess speed is ver/ common onlandings5 Trim is the basic control of fl/ing precision5 n/ change in power6 speed6 or configuration re;uiresa trim adGustment5 s a student /ou should strive for certain standards5 &-degrees of heading6 &-,nots ofairspeed6 and &-feet of altitude6 as a pilot /ou should maintain '6 '6 and '6 and as a precision fl/er /oushould reach 46 46 and 45 The more /ou practice changing through the range of slow-flight speeds the

better /ou will be able to anticipate the trim changes and power setting re;uired5 The sound and feel of theaircraft are a good indicators to notice and learn5

"o &la' slow-&lightClearing turnsCarburetor heat!ower to &'se /o,e to prevent an/ sin, during deceleration"et power to 4Trim four finger tip turns for minimum-controllable at 7' ,nots5Trim three finger tip turns for slow flight at '' ,nots5

!age 7 of &'


5/15

#ine trim for airspeed& rpm gives one-,not airspeed change0etrim for all power airspeed changes5

/ercise:&5 "elect a level altitude slow-flight speed of :-,nots45 "et power and finger tip trim for hands-off flight85 dd &-degrees flaps5 *elp plane stabilie at ' ,nots with /o,e5

75 !ower sta/s6 finger tip trim one full turn up for hands-off at :-,nots5'5 +o to 4-degrees flaps5:5 !ower increased6 finger tip trim one full turn up for hands-off at initial speed35 +o to 8-degrees flaps95 !ower and trim for hands-off initial speed if possible525 0everse process in &-degree increments5

Stan!ar!sF'-'-and 'Jou should tape record how much power and trim is used in each change5 Ma,e a record for reference5Note that each addition of power will re;uire additional right rudder at the same time5

The following are designed as a tal,Dthin, through series of steps specific for the basic maneuvers of a C-

1505 Aer/ slight variations are re;uired for the C-&'46 C-&346 and other Cessna models5 Ehen /ou go on apractice flight ma,e a cop/ of several of these procedures and ta,e them with /ou for review5 n unplannedpractice session wastes mone/5 n e%planation for certain specifics is included5

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!age ' of &'


6/15

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!age : of &'


7/15

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!age 3 of &'


8/15

//7/"C4 C8/C9L$S(C*$C.LI"T !0$-C0"*B$"T +LI$ : .T" B$LT"D*0N$""*L N"$ ! #$L ##8-7 EN T0IM C0C. 0"#I$L N EIN $L$CT0IC ##0$-"T0T(+uages6#uel6Mi%ture6Magnetos)&4&5'D33

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"*0T !!0C* 555555555555555555555555555555555555555"*0T-"*0T !!0C* beam numbers 55555555555555555555555555555555beam numbersC5*5D&' 0!M55555555555555555555555555555555555555555555555555 C5 *5 !E$0 ###LL #L!" 55555555555555555555555555555555555555555555555555555#LL #L!"#ine trim : ,ts5555555555555555555555555555555555 IMM$IT$ T0N T B"$B"$ T0N 7' $+0$$" 5555555555555555555555#ine trim for '' ,ts

C-150 28

&23: Cessna &' 0e;uired InformationConditions are standard6 and weight at gross unless otherwise stated5Ma%imum 0ange and endurance with 7' minute reserveP 3= 87 NM for 858 hours Clean stall 79 .I""ea level climb :3 fpm 5555555#lap stall 74 .I""ervice ceiling &76="ervice ceiling is the ma%imum altitude at which an aircraft can continue to climb & fpm5 The safet/margin between the highest terrain and the service ceiling should be at least '=5

bsolute ceiling is the ma%imum altitude an aircraft can attain5 t this point the cruise speed6 best climb

!age 9 of &'


9/15

speed and stall speed all e;ualie5 The aircraft becomes unstable and controls are unable to stabilieflight5

T55 "5L5 +round 0oll 38' #uel 4: total 445' useful555555ver '= &89' il ma%imum 3 with filter Landing +round roll 77' : ma%imum indicated55555ver '= &3' 7 minimum indicatedMa%imum +ross Eeight &: lbs

Eing "pan 84? !rop length :2>Eing Loading &5 lbs per s;uat5 ft5!ower Loading &:5 lbs per horsepower

Aa (Maneuvering speed) 23 .I" P &:lb 99 .I" P &8 lb5Afe 9' .I"Ano "tructural cruise speed &3 .I"Ane &7& .I"As Minimum controllableAso Minimum controllable (with forward C5 +5)A% best angle ': all altitudesA/ best rate "5 L5 :9 to :4 P &6=

Ehite arc 74 to 9'+reen arc 73 to &3Jellow arc &3 to &7&

The bottom of the /ellow arc represents the airspeed where the airframe can sustain a specific design gustwithout e%ceeding the limit load5 This means the plane will not fold6 spindle or mutilate if the gust is lessthan the ma%imum design gust of ' feet per second (8 on older planes)5

0ed line P &7& .I"

Chandelles6 la/-eights6 steep turns and spin entries 2' .ts5 "pins are prohibited with flaps down5

The red panel light on the far right indicates high or low voltage5 The split switches can act as a circuit

brea,er to protect the s/stem 0eset b/ operating switches off and bac, on5 o this onl/ one time5

Ma%imum glide speed is : .I" and windmilling propEhat if prop is stopped?

!ower off landingsF Eithout flaps P :' .I"Eith flaps P '' .I"+round fire procedures?$lectrical fire procedures?

+lide range (no wind) at : .I"P:= 9 NMP8= 75' NM

ltitude re;uired to e%ecute power off &9 degree turn5 ltitude re;uired to e%ecute power off 47 degree turn5

Carburetor Ice as affected b/ applicationDremoval of carb heat5

"hort field approach speed with 7 degrees of flaps is '4 .I"

Ma%imum crosswind component is &8 .nots5

!age 2 of &'


10/15

#igure fuel remaining in C-150 for flight from CC0 to 0N5

Ehat is the ma%imum weight authoried for the luggage compartment5 t gross weight the allowed C5+5 travel is onl/ five inches5

Fuel Consum'tion

#uel consumption will var/ widel/ from those of the aircraft manual5 Cessna &'=s have been ,nown to consume

up to 2 gallons per hour5 !-49 &9 can be out of fuel in 8 &D4 hours6 from full tan,s6 if the carburetor is out ofadGustment5 #ailure to ,now the current6 as loaded6 fuel consumption is Gust as dangerous as not chec,ing thetan,s in the first place5 The ps/chological readiness of a pilot is in a large part made up of his intellectualawareness of aircraft and his own capabilities5 Be on the ground after three hours5#or a Cessna &'6 with a &*! Continental -45Climb5 &D& Q & gallons per hour5 Leaned 958Cruise 3'D& Q 35' gallons per hour5 Leaned :58escent 'D& Q ' gallons per hour5 Leaned 75

Fuel 7auges

B/ #0 the fuel gauges are re;uired to read accuratel/ onl/ when the tan,s are completel/ full 0 empt/5Ehen the gauge reads at the ;uarter full mar,er on both tan,s the manufacturer sa/s there are onl/ threegallons of fuel left5 t best this is about 4 minutes worth5

)uil!ing a Checklist

The #M chec,lists are s,imp/ without radio procedures and settings5 1ust as we update the weight andbalance forms so should the chec,list be updated to account for changes of procedure and addition ofswitchesand instruments in the coc,pit5

"ingle pilots are most prone not to use chec,lists in familiar airplanes5 !ilots are li,el/ to use the chec,list

when things are eas/5 distraction is the most li,el/ reason for a pilot to neglect using the chec,list5 Ehenthere is too much to do and too little time to do it5 chec,list that is unavailable6 too long6 and inefficient isthe one most li,el/ never to be used5

The single pilot should develop a flow pattern which is more organied than is the =reading the chec,list=method5 The flow is a planned series of actions that begins at one point and proceeds through a pre-selected number of items to the last point5 The number of items should never e%ceed the fingers on bothhands and ideall/ uses onl/ one hand5 The flow and numbering insures that ever/thing is done in anefficient manner5 The items and flow are aircraft specific5

6ircra&t )asic 9nowle!ge Sheet

imensionsF *eightRRRRR LengthRRRRREingspanRRRRR !ropellerRRRRRTiresRRRRR

#ull fuelRRRRR+radeRRRRR!* enduranceRRRRRRT0$ enduranceRRRRR

il t/peRRRRRMa%imumRRRRRMinimumRRRRRR

Coc,pit l switches6 ,nobs6 lights and soundsF RRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR RRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR RRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR RRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR

!age & of &'


11/15


12/15

I suggest chec,list >triggers> such as being established on an assigned particular heading6 on the 7' entr/6at pattern altitude6 etc5 to help /ou decide >Ehen>5 The initiation of a chec,list should be ,e/ed to a specificevent common to /our f l/ing5

Most important that /ou develop habit of use unless /ou plan to limit /our operations to most simple ofaircraft5 sing the !* /ou should develop /our own chec,list to fit /our method of operation5 Jou shouldno more use someone else=s chec,list than wear their shoes5 I have found several ideas convenient5

--"ince preflight is longest ma,e it on a 8%9 card hung around the nec,5 se bac,side for emergenc/chec,list in red5

--8' card with pre-ta,eoff ground lists on one side and post-landing ground operation on the other5

--se different colors of in, for different but similar aircraft5 se different colors of in, for preflight6 groundoperations and air operations5

--#light operations card with climb6 cruise6 and chec,point

--55Lists on one side and descent6 pre-landing6 and landing on the other5

--Ma,e /o,e clip using broom clip and wide noteboo, clip5 Bolt them together using four nuts to prevent

movement5

--To ma,e /our own chec,list use a tape recorder to record ever/thing /ou do for a given operation5 serecording to ma,e a rough draft5 Cross-chec, /our draft to include ever/ item from the !*5

I have found that it ta,es up to five revisons before a list shouldbe considered suitable for lamination5 ("ee chec,list)

Checklist errorsH are of at least five t/pes5&5 The list is ignored45 critical item is omitted85 Aerification is falsel/ noted75 se of the list is dela/ed'5 The list is not completed

nce /ou have developed a complete chec,list6 /ou should begin to refine and s/stematie the materialover and over5 The list of items should be shortened6 combined6 and revised until it actuall/ fits into /ourfl/ing as something /ou usuall/ do6 in the order /ou do it6 and when /ou do it5

The emergenc/ chec,list should be a memoried for immediate action5 o what /ou need to do and thenuse the list to verif/ that nothing has been omitted5 n inaccessible emergenc/ chec,list is useless5

"ample recommendationsF&5 se laser or Get printer if possible45 $%tended te%t should be in lower case585 Limit to 4 t/pes of font for emphasis75 se blac, on white e%cept for emergenc/'5 void multi-colors e%cept for different aircraft t/pes:5 Laminate (after fifth revision) with non-glare plastic35 !rint sie should var/ with age of pilot5

Short &iel! lan!ing !istancesC-150 Ta,e ff 38'= D'= &89' Landing istance 77' D'= &3'

C-1; Ta,e ff 27' D'= &:9' Landing istance '' D'= &42'

!age &4 of &'


13/15

C-1


14/15

!relanding chec,(+o-around procedure) beam the numbersFCruise powerDI"Carb *eat!wr &'D&3*old headingDaltTrim own 8#l/ :D3

& degree flaps &-4-8-7-Jo,e forwardTrim ! &#l/ :D3!wr &'Clear Turn base4 degrees &-4-8-7Jo,e forwardTrim ! &#l/ :D3!wr &'Clear Turn final#ull flaps &-4-8-7-'-:-Jo,e more forwardTrim up l (&34 no change)#l/ :D:

If an/ wea,ness in the s,ills re;uired for landings is detected b/ the instructor the/ must be retaught5 Basic s,illsmust be practiced and mastered now6 before we get into landings5 I loo, for such things as use of trim6 airspeedcontrol6 traffic awareness6 coordination6 area orientation6 personal attitude6 application of power and flaps5 Landingre;uires application of ever/ s,ill taught and learned to this point5 ne advantage of practice at neighboring airportsis that an/ basic deficiencies can be re-taught and practiced while returning home5

uring the landing training period the following situation is li,el/ to occur5 If it doesn=t6 it is important that theinstructor create it5 "et up the situation where /ou slow to '' ,nots5 o this both with and without flaps5 #l/ close in

downwind to show effect of a short base5 Ma,e a downwind landing5 *ave the student remove flaps while holding aconstant airspeed5

u!!er =amming ro+lems ccording to the #6 a C#I and "tudent were ,illed when the/ were unable to recover from a training spin due torudder horn Gamming5 uring a '-hour chec, the da/ before the accident6 the right pedal rudder bar return springand its lever arm were found to be bro,en on the accident airplane5

These bro,en pieces of the rudder control s/stem were removed without replacement5 n completion of the '-hour chec,s6 the airplane was returned to service with no reference to the outstanding defect6 recorded in thelogboo,5 n the surface this accident would appear to be more a result of the missing prts than a design defect6 butthe # believes it is possible for similar Gams to occur6 even when the rudder control assembl/ is complete andintact5 Ee have been unable to verif/ the specifics of this accident as the details do not appear in the NT"B record5

ccording to the Cessna !ilots ssociation6 the accident in ;uestion occured in &2296 leaving us wondering wh/ ithas ta,en until 4 to issue an alert5

C-150 7li!eEeight has no effect on best glide ratio5 *owever6 the speed to be used will var/ b/ weight5 The lighter the aircraftthe slower the best glide speed5 #or ever/ & of weight reduction6 reduce the glide speed b/ '5 +round speedshould be increased b/ at least &D8 of an/ headwind to improve penetration distance5 Ehen distance is unimportant/ou should glide at a minimum sin, speed5 ' mph will give a sin, rate of onl/ :-fpm5 Jou will get an additionaltwent/ seconds in the air for ever/ thousand feet of altitude5

!age &7 of &'


15/15

#rom &46= a C-&'=s 3 mph indicated is onl/ 97 true air speed5 !ower off sin, rate is 93 fpm reducing to 34'at sea level5 nother 4 of glide distance can be obtained b/ pulling into a near stall and stopping the propeller5To restart the propeller without using the batter/ will ta,e a dive speed in e%cess of &4 mph5 I have done this5

!age &' of &'

cessna 150 characteristics

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