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63-677: The Mitsubishi MU-2 is a Japanese high-wing, twin-engine turboprop aircraft with a pressurized cabin manufactured by Mitsubishi Heavy Industries . It made its maiden flight in September 1963 and was produced until 1986. It is one of postwar Japan's most successful aircraft, with 704 manufactured in Japan and San Angelo, Texas , in the United States. Work on the MU-2, Mitsubishi 's first postwar aircraft design, began in 1956 . Designed as

126-616: A Beechcraft King Air in landing configuration, while having wing loading comparable to a light jet in cruise. The spoilers are highly effective, even when the MU-2 wing is stalled , and the lack of ailerons eliminates adverse yaw . In 1963, Mitsubishi granted Mooney Aircraft rights in North America to assemble, sell, and support the MU-2. In 1965, Mooney established a facility to assemble MU-2s at its new factory in San Angelo, Texas . Major components were shipped from Japan, and

189-400: A Pratt & Whitney Canada PT6 , and an under-speed governor on a Honeywell TPE331 . The turboprop is also distinguished from other kinds of turbine engine in that the fuel control unit is connected to the governor to help dictate power. To make the engine more compact, reverse airflow can be used. On a reverse-flow turboprop engine, the compressor intake is at the aft of the engine, and

252-455: A Supplemental Type Certificate (STC) under Air 1st of Aiken , South Carolina ), along with AOPA Pilot technical editor Mike Collins, embarked on an around-the-world journey in the MU-2B-25. The voyage commenced at Aiken Municipal Airport (now Aiken Regional Airport ) and visited Nagoya , Japan , on 14 September 2013, the 50th anniversary of the MU-2. In the United States, the MU-2 had

315-415: A turbojet or turbofan , the engine's exhaust gases do not provide enough power to create significant thrust, since almost all of the engine's power is used to drive the propeller. Exhaust thrust in a turboprop is sacrificed in favor of shaft power, which is obtained by extracting additional power (beyond that necessary to drive the compressor) from turbine expansion. Owing to the additional expansion in

378-520: A bombing raid. In 1941, the engine was abandoned due to war, and the factory converted to conventional engine production. The first mention of turboprop engines in the general public press was in the February 1944 issue of the British aviation publication Flight , which included a detailed cutaway drawing of what a possible future turboprop engine could look like. The drawing was very close to what

441-442: A governor, and overspeed governor, and a fuel-topping governor. The governor works in much the same way a reciprocating engine propeller governor works, though a turboprop governor may incorporate beta control valve or beta lift rod for beta operation and is typically located in the 12 o'clock position. There are also other governors that are included in addition depending on the model, such as an overspeed and fuel topping governor on

504-534: A light twin turboprop transport suitable for a variety of civil and military roles, the MU-2 first flew on 14 September 1963. This first MU-2, and the three MU-2As built, were powered by the Turbomeca Astazou turboprop. Civil MU-2s powered by Garrett engines were certified as variants of the MU-2B, using the MU-2B type followed by a number. For marketing purposes, each variant was given a suffix letter;

567-410: A mode typically consisting of zero to negative thrust, is used for all ground operations aside from takeoff. The Beta mode is further broken down into 2 additional modes, Beta for taxi and Beta plus power. Beta for taxi as the name implies is used for taxi operations and consists of all pitch ranges from the lowest alpha range pitch, all the way down to zero pitch, producing very little to zero-thrust and

630-581: A small amount of air by a large degree, a low disc loading (thrust per unit disc area) increases the aircraft's energy efficiency , and this reduces the fuel use. Propellers work well until the flight speed of the aircraft is high enough that the airflow past the blade tips reaches the speed of sound. Beyond that speed, the proportion of the power that drives the propeller that is converted to propeller thrust falls dramatically. For this reason turboprop engines are not commonly used on aircraft that fly faster than 0.6–0.7 Mach , with some exceptions such as

693-403: A spotty safety record during its early decades, as its high performance coupled with a relatively low purchase price appealed to amateur pilots who did not appreciate how demanding it is to fly compared to slower piston engined aircraft. The MU-2 has performance similar to a small jet; however, as it weighs less than 12,500 pounds (5,700 kg), under U.S. pilot certification rules in force at

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756-591: A test-bed not intended for production. It first flew on 20 September 1945. From their experience with the Trent, Rolls-Royce developed the Rolls-Royce Clyde , the first turboprop engine to receive a type certificate for military and civil use, and the Dart , which became one of the most reliable turboprop engines ever built. Dart production continued for more than fifty years. The Dart-powered Vickers Viscount

819-446: A type rating in some aspects. The training curriculum was standardized and pilots required to receive type-specific initial and recurrent training. A fully functional autopilot became a requirement for single-pilot operations, and FAA-approved checklists and operating manuals must be on board at all times. Unusual for this SFAR, pilot experience in other aircraft types cannot be used to comply with MU-2 operational requirements. By 2011,

882-482: Is not required for attendance. The aircraft had several airworthiness issues early in its service history. Airworthiness directives (ADs) were issued for nose gear cracks and various problems with the TPE331 engine. In April 1993, an emergency AD was issued after four serious accidents, two of them fatal, caused by propeller blade separations in aircraft equipped with similar three and four-blade Hartzell propellers;

945-407: Is that it can also be used to generate reverse thrust to reduce stopping distance on the runway. Additionally, in the event of an engine failure, the propeller can be feathered , thus minimizing the drag of the non-functioning propeller. While the power turbine may be integral with the gas generator section, many turboprops today feature a free power turbine on a separate coaxial shaft. This enables

1008-421: Is typically accessed by moving the power lever to a beta for taxi range. Beta plus power is a reverse range and produces negative thrust, often used for landing on short runways where the aircraft would need to rapidly slow down, as well as backing operations and is accessed by moving the power lever below the beta for taxi range. Due to the pilot not being able to see out of the rear of the aircraft for backing and

1071-799: The Argentine Air Force during the Falkland War . These Mitsubishi were unarmed, but used during combat operations by the Escuadrón Fénix as pathfinders, reconnaissance and comm-relay planes. Among their missions were flying as guiding planes to the IA-58 Pucará replacements required after losses on the raid on Pebble Island . In late 2009 the Royal New Zealand Air Force (RNZAF) took delivery of four Mitsubishi MU-2F fixed-wing training aircraft from

1134-601: The Battle of Midway . Prior to the 20th century, machines for powered and controllable flight were not available to military forces, but some attempts were made to use lighter than air craft. During the Napoleonic Wars and Franco-Prussian War , balloons were used for aerial reconnaissance by the French. In World War I , aircraft were deployed during early phases of battle in reconnaissance roles as 'eyes of

1197-734: The Cold War the United States developed several dedicated reconnaissance aircraft designs, including the U-2 and SR-71 , to monitor the nuclear arsenal of the Soviet Union . Other types of reconnaissance aircraft were built for specialized roles in signals intelligence and electronic monitoring, such as the RB-47 , RB-57 , Boeing RC-135 and the Ryan Model 147 drones . Since

1260-568: The Garrett TPE331 engines that remained standard on all later models. Thirty-four MU-2Bs were built, followed by 18 examples of the similar MU-2D. The Japanese armed forces purchased four unpressurized MU-2Cs and 16 search and rescue variants designated MU-2E. Featuring slightly more powerful upgraded TPE331 engines, 95 examples of the MU-2F were sold. Beginning with the MU-2G, the fuselage

1323-559: The Japan Air Self-Defense Force as search-and-rescue aircraft and designated MU-2S. Additional equipment consisted of a "thimble" nose radome , increased fuel capacity, bulged observation windows, and a sliding door for dropping rafts. They were replaced in 2008 by the British Aerospace U-125A . Some have been preserved. Four civilian MU-2 (LV-MCV, LV-MOP, LV-OAN and LV-ODZ) were acquired by

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1386-634: The P-3 Orion , and the C-130 Hercules military transport aircraft. The first turbine-powered, shaft-driven helicopter was the Kaman K-225 , a development of Charles Kaman 's K-125 synchropter , which used a Boeing T50 turboshaft engine to power it on 11 December 1951. December 1963 saw the first delivery of Pratt & Whitney Canada's PT6 turboprop engine for the then Beechcraft 87, soon to become Beechcraft King Air . 1964 saw

1449-506: The Pilot's Review of Proficiency (PROP) seminar program to better educate MU-2 pilots about the aircraft's characteristics. The PROP seminars were suspended following the end of MU-2 production in 1986 but were reinstated in 1994 due to continuing accidents. The aircraft's accident rate caused resale values to fall and prompted Mitsubishi to campaign the FAA to require an MU-2 type rating. In 2005,

1512-841: The Piper Meridian , Socata TBM , Pilatus PC-12 , Piaggio P.180 Avanti , Beechcraft King Air and Super King Air . In April 2017, there were 14,311 business turboprops in the worldwide fleet. Between 2012 and 2016, the ATSB observed 417 events with turboprop aircraft, 83 per year, over 1.4 million flight hours: 2.2 per 10,000 hours. Three were "high risk" involving engine malfunction and unplanned landing in single‑engine Cessna 208 Caravans , four "medium risk" and 96% "low risk". Two occurrences resulted in minor injuries due to engine malfunction and terrain collision in agricultural aircraft and five accidents involved aerial work: four in agriculture and one in an air ambulance . Jane's All

1575-614: The Tupolev Tu-114 can reach 470 kn (870 km/h; 540 mph). Large military aircraft , like the Tupolev Tu-95 , and civil aircraft , such as the Lockheed L-188 Electra , were also turboprop powered. The Airbus A400M is powered by four Europrop TP400 engines, which are the second most powerful turboprop engines ever produced, after the 11 MW (15,000 hp) Kuznetsov NK-12 . In 2017,

1638-403: The Tupolev Tu-95 . However, propfan engines, which are very similar to turboprop engines, can cruise at flight speeds approaching 0.75 Mach. To maintain propeller efficiency across a wide range of airspeeds, turboprops use constant-speed (variable-pitch) propellers. The blades of a constant-speed propeller increase their pitch as aircraft speed increases. Another benefit of this type of propeller

1701-412: The army ' to aid ground forces. Aerial reconnaissance from this time through 1945 was mostly carried out by adapted versions of standard fighters and bombers equipped with film cameras . Photography became the primary and best-known method of intelligence collection for reconnaissance aircraft by the end of World War II . World War I also saw use of floatplanes to locate enemy warships. After

1764-448: The battle of Jutland demonstrated the limitations of seaplane tenders , provisions were made for capital ships to carry, launch, and recover observation seaplanes . These seaplanes could scout for enemy warships beyond the visual range of the ship's lookouts, and could spot the fall of shot during long range artillery engagements. Observation seaplanes were replaced by helicopters after World War II. After World War II and during

1827-641: The AD required immediate inspections of the propeller assemblies having more than 3,000 flight hours, and also covered various other aircraft types, but focused on the MU-2B-60 since it was the heaviest aircraft using these propellers. Despite these early problems, aviation experts have characterized the MU-2 as being robustly designed and constructed, and relatively few MU-2 crashes have been directly attributed to mechanical or structural failures. As of May 2024, there have been 170 documented crashes and 394 deaths involving

1890-402: The FAA undertook another safety evaluation of the MU-2 and concluded that a properly maintained MU-2 was safe when operated by well-trained pilot; however, the study also found that training standards were inconsistent, and sometimes recommended unusual or unauthorized procedures. In 2006, the FAA issued a Special Federal Air Regulation (SFAR) directed at MU-2 operations, with standards exceeding

1953-417: The MU-2 is sensitive to trim settings, and it is critical to promptly trim the aircraft properly in all phases of flight. The absence of adverse yaw eliminates the need to use rudder for coordinated flight , but proper and prompt use of rudder is vital to counter the aircraft's tendency to roll in reaction to engine torque ; at low airspeed , the aircraft will rapidly roll and enter an accelerated stall if

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2016-406: The MU-2. Data from Jane's All The World's Aircraft 1976–77 General characteristics Performance Aircraft of comparable role, configuration, and era Turboprop A turboprop is a turbine engine that drives an aircraft propeller . A turboprop consists of an intake , reduction gearbox , compressor , combustor , turbine , and a propelling nozzle . Air enters

2079-639: The MU-2B-10, for example, was sold as the MU-2D, while the MU-2B-36A was marketed as the MU-2N. The MU-2 has a high cruise speed coupled with a low landing speed. This is accomplished by using over-wing spoilers instead of conventional ailerons for roll control, allowing the use of full-span double-slotted flaps on the trailing edge of the wing; the very large flaps give the MU-2 wing loading comparable to

2142-565: The SFAR was credited with lowering MU-2 accident rates below those for similar turboprop aircraft. Additionally, although some owners had worried that the SFAR would depress aircraft prices even further, resale values rebounded as potential owners recognized that the aircraft is very safe with a properly trained pilot. PROP seminars continue to be held biennially and count towards MU-2 training requirements, and have become popular social events for MU-2 operators and even potential buyers, as MU-2 ownership

2205-550: The San Angelo factory installed engines, avionics, and interiors, then painted, flight tested, and delivered the completed aircraft to customers. By 1969, Mooney was in financial difficulty, and the San Angelo facility was taken over by Mitsubishi. Production in the United States ended in 1986. The last Japanese-built aircraft was completed in January 1987. The subsequent production aircraft, designated MU-2B, were delivered with

2268-533: The Soviet Union had the technology to create the airframe for a jet-powered strategic bomber comparable to Boeing's B-52 Stratofortress , they instead produced the Tupolev Tu-95 Bear, powered with four Kuznetsov NK-12 turboprops, mated to eight contra-rotating propellers (two per nacelle) with supersonic tip speeds to achieve maximum cruise speeds in excess of 575 mph, faster than many of

2331-583: The U.S. Some of the aircraft's flight characteristics may be unfamiliar to pilots accustomed to slower light piston twins. Standard engine-out procedures are counterproductive when flying the MU-2: the commonly taught procedure of reducing flap following an engine failure on takeoff leads to a critical reduction in lift in the MU-2 with its unusually large and effective flaps. When pilots were taught to retain takeoff flap and reduce climb rate after an engine failure, MU-2 takeoff accident rates were reduced. Additionally,

2394-492: The U.S. Air Force Weapons Controller School with their initial experience controlling live aircraft. In the tactical simulations, the aircraft usually represent F-15s and Mikoyan MiG-29s . Students must control eight MU-2 missions before they can progress to controlling high-performance aircraft such as F-15s or F-22s . On 25 August 2013, Mike Laver, owner and pilot of N50ET (a −10 engine converted 1974 K-model equipped with 5-blade MT-composite propellers, which had just received

2457-700: The United States for use as training aids. In New Zealand service they are known as the Mitsubishi MU-2 Sumo . The aircraft were ferried to New Zealand and are located at the RNZAF's Ground Training Wing (GTW) at RNZAF Base Woodbourne near Blenheim in New Zealand's South Island. Since 1987 MU-2s have been flown by retired United States Air Force pilots working under government contract at Tyndall Air Force Base , Florida, where they provide U.S. Air Force undergraduate Air Battle Manager students of

2520-725: The World's Aircraft . 2005–2006. Reconnaissance aircraft Before the development of devices such as radar , military forces relied on reconnaissance aircraft for visual observation and scouting of enemy movement. An example is the PBY Catalina maritime patrol flying boat used by the Allies in World War II : a flight of U.S. Navy Catalinas spotted part of the Japanese fleet approaching Midway Island, beginning

2583-415: The airframe came with the stretched MU-2G, first flying 10 January 1969, which featured a 1.91 m (6 ft 3 in) longer fuselage than earlier models; 46 were built before being succeeded by the more powerful MU-2J (108 constructed). The MU-2L (29 built) was a higher-gross-weight variant, followed by the MU-2N (39 built) with uprated engines and four-blade propellers. The final stretched-fuselage MU-2

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2646-414: The amount of debris reverse stirs up, manufacturers will often limit the speeds beta plus power may be used and restrict its use on unimproved runways. Feathering of these propellers is performed by the propeller control lever. The constant-speed propeller is distinguished from the reciprocating engine constant-speed propeller by the control system. The turboprop system consists of 3 propeller governors ,

2709-407: The exhaust is situated forward, reducing the distance between the turbine and the propeller. Unlike the small-diameter fans used in turbofan engines, the propeller has a large diameter that lets it accelerate a large volume of air. This permits a lower airstream velocity for a given amount of thrust. Since it is more efficient at low speeds to accelerate a large amount of air by a small degree than

2772-499: The first jet aircraft and comparable to jet cruising speeds for most missions. The Bear would serve as their most successful long-range combat and surveillance aircraft and symbol of Soviet power projection through to the end of the 20th century. The USA used turboprop engines with contra-rotating propellers, such as the Allison T40 , on some experimental aircraft during the 1950s. The T40-powered Convair R3Y Tradewind flying-boat

2835-564: The first deliveries of the Garrett AiResearch TPE331 , (now owned by Honeywell Aerospace ) on the Mitsubishi MU-2 , making it the fastest turboprop aircraft for that year. In contrast to turbofans , turboprops are most efficient at flight speeds below 725 km/h (450 mph; 390 knots) because the jet velocity of the propeller (and exhaust) is relatively low. Modern turboprop airliners operate at nearly

2898-465: The future Rolls-Royce Trent would look like. The first British turboprop engine was the Rolls-Royce RB.50 Trent , a converted Derwent II fitted with reduction gear and a Rotol 7 ft 11 in (2.41 m) five-bladed propeller. Two Trents were fitted to Gloster Meteor EE227 — the sole "Trent-Meteor" — which thus became the world's first turboprop-powered aircraft to fly, albeit as

2961-417: The intake and is compressed by the compressor. Fuel is then added to the compressed air in the combustor, where the fuel-air mixture then combusts . The hot combustion gases expand through the turbine stages, generating power at the point of exhaust. Some of the power generated by the turbine is used to drive the compressor and electric generator . The gases are then exhausted from the turbine. In contrast to

3024-671: The most widespread turboprop airliners in service were the ATR 42 / 72 (950 aircraft), Bombardier Q400 (506), De Havilland Canada Dash 8 -100/200/300 (374), Beechcraft 1900 (328), de Havilland Canada DHC-6 Twin Otter (270), Saab 340 (225). Less widespread and older airliners include the BAe Jetstream 31 , Embraer EMB 120 Brasilia , Fairchild Swearingen Metroliner , Dornier 328 , Saab 2000 , Xian MA60 , MA600 and MA700 , Fokker 27 and 50 . Turboprop business aircraft include

3087-551: The outcome was inconclusive. In 1983, after more crashes, the NTSB convinced the Federal Aviation Administration (FAA) to perform a more comprehensive study of various aircraft systems; the study ultimately did not fault the MU-2's design, but the repeated investigations had damaged the aircraft's reputation by this time. This prompted Mitsubishi, in cooperation with FlightSafety International , to initiate

3150-555: The pilot applies full power without adequate preparation, and safe recovery from this condition is very difficult at low altitude. Most crashes early in the type's service life were attributable to pilot error ; however, in 1981, four uncontrolled descents from altitude prompted the United States National Transportation Safety Board (NTSB) to initiate separate investigations into the cabin pressurization system and autopilot , but

3213-493: The power section (turbine and gearbox) to be removed and replaced in such an event, and also allows for less stress on the start during engine ground starts. Whereas a fixed shaft has the gearbox and gas generator connected, such as on the Honeywell TPE331 . The propeller itself is normally a constant-speed (variable pitch) propeller type similar to that used with larger aircraft reciprocating engines , except that

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3276-534: The propeller to rotate freely, independent of compressor speed. Alan Arnold Griffith had published a paper on compressor design in 1926. Subsequent work at the Royal Aircraft Establishment investigated axial compressor-based designs that would drive a propeller. From 1929, Frank Whittle began work on centrifugal compressor-based designs that would use all the gas power produced by the engine for jet thrust. The world's first turboprop

3339-403: The propeller-control requirements are very different. Due to the turbine engine's slow response to power inputs, particularly at low speeds, the propeller has a greater range of selected travel in order to make rapid thrust changes, notably for taxi, reverse, and other ground operations. The propeller has 2 modes, Alpha and Beta. Alpha is the mode for all flight operations including takeoff. Beta,

3402-592: The same speed as small regional jet airliners but burn two-thirds of the fuel per passenger. Compared to piston engines, their greater power-to-weight ratio (which allows for shorter takeoffs) and reliability can offset their higher initial cost, maintenance and fuel consumption. As jet fuel can be easier to obtain than avgas in remote areas, turboprop-powered aircraft like the Cessna Caravan and Quest Kodiak are used as bush airplanes . Turboprop engines are generally used on small subsonic aircraft, but

3465-437: The time, a pilot holding a multi-engine rating for much slower light twin piston-engine aircraft was allowed to fly the MU-2 with only a simple flight instructor endorsement. Inexperience with the MU-2's higher speeds, altitudes, and climb and descent rates resulted in many crashes. In Europe, pilots were required to obtain a specific type rating to fly the MU-2, resulting in roughly half the accident rate of early operations in

3528-406: The turbine system, the residual energy in the exhaust jet is low. Consequently, the exhaust jet produces about 10% of the total thrust. A higher proportion of the thrust comes from the propeller at low speeds and less at higher speeds. Turboprops have bypass ratios of 50–100, although the propulsion airflow is less clearly defined for propellers than for fans. The propeller is coupled to

3591-475: The turbine through a reduction gear that converts the high RPM /low torque output to low RPM/high torque. This can be of two primary designs, free-turbine and fixed. A free-turbine turboshaft found on the Pratt & Whitney Canada PT6 , where the gas generator is not connected to the propeller. This allows for propeller strike or similar damage to occur without damaging the gas generator and allowing for only

3654-573: Was designed by the Hungarian mechanical engineer György Jendrassik . Jendrassik published a turboprop idea in 1928, and on 12 March 1929 he patented his invention. In 1938, he built a small-scale (100 Hp; 74.6 kW) experimental gas turbine. The larger Jendrassik Cs-1 , with a predicted output of 1,000 bhp, was produced and tested at the Ganz Works in Budapest between 1937 and 1941. It

3717-753: Was named the Marquise, and like the Solitaire, used 533 kW (715 shp) TPE331 engines. The Japan Self-Defense Forces are the only military operators to have flown the MU-2 in front-line service. The four C-model aircraft built, in addition to 16 MU-2Ks, entered service with the Japan Ground Self-Defense Force (JGSDF) with the designation LR-1; they were used as liaison and photo reconnaissance aircraft . They were retired in 2016. A number of them have been placed as gate guardians at JGSDF bases. 29 MU-2Es were purchased by

3780-467: Was of axial-flow design with 15 compressor and 7 turbine stages, annular combustion chamber. First run in 1940, combustion problems limited its output to 400 bhp. Two Jendrassik Cs-1s were the engines for the world's first turboprop aircraft – the Varga RMI-1 X/H . This was a Hungarian fighter-bomber of WWII which had one model completed, but before its first flight it was destroyed in

3843-714: Was operated by the U.S. Navy for a short time. The first American turboprop engine was the General Electric XT31 , first used in the experimental Consolidated Vultee XP-81 . The XP-81 first flew in December 1945, the first aircraft to use a combination of turboprop and turbojet power. The technology of Allison's earlier T38 design evolved into the Allison T56 , used to power the Lockheed Electra airliner, its military maritime patrol derivative

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3906-655: Was stretched. The MU-2M, of which only 28 were built, is regarded as the toughest and most desired of all short-bodied MU-2s, especially with a −10 engine conversion. It had a short fuselage and the same engines as the MU-2K and stretched MU-2J, and had an increase in cabin pressurization to 6.0 psi; it was followed by the MU-2P, which had newer, four-blade propellers. The final short-fuselage MU-2s produced were known as Solitaires and were fitted with 496 kW (665 shp) Garrett TPE331-10-501M engines. The first significant change to

3969-603: Was the first turboprop aircraft of any kind to go into production and sold in large numbers. It was also the first four-engined turboprop. Its first flight was on 16 July 1948. The world's first single engined turboprop aircraft was the Armstrong Siddeley Mamba -powered Boulton Paul Balliol , which first flew on 24 March 1948. The Soviet Union built on German World War II turboprop preliminary design work by Junkers Motorenwerke, while BMW, Heinkel-Hirth and Daimler-Benz also worked on projected designs. While

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