18.6.20. – Jindrichuv Hradec







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Czechoslovak Fighter Squadrons on D-Day






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Bohumil Liska – Memorial Plaque unveiling


Odhalení pamětní desky Bohumilu Liškovi

The unveiling of the Memorial Plaque for W/Cmdr Bohumill Liška, at his home at Lázně Bělohrad, in 2000.

Odhalení pamětní desky W/Cmdr. Bohumilu Liškovi na jeho domě v Lázních Bělehrad v roce 2000.

Video © Město Lázně Bělohrad

During WW2, he served as a pilot with 311 Sqn.

Za druhé světové války sloužil jako pilot u 311. perutě.




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Zahranicni Armada 1939-1945: misto narozeni: politicky okres Nove Mesto na Morave


Zahraniční armáda 1939-1945


(místo narození: politický okres Nové Město na Moravě)

od

Jiří Plachý




Kniha čtenáře seznamuje v patnácti kapitolách s dějinami druhého československého zahraničního odboje. Od tragických událostí března 1939, po nichž krátce začali nejrůznějšími nebezpečnými cestami za hranice odcházet ti, kteří chtěli za znovuobnovení československé nezávislosti bojovat se zbraní v ruce, přes období, kdy se jednotky čs. zahraniční armády a letectva začaly formovat v Polsku a Francii let 1939–1940, ve Velké Británii, na Středním východě a v Sovětském svazu, až do triumfálního návratu v květnu 1945.

Řadami československých zahraničních formací prošlo během války na 40 tisíc mužů a žen, kteří bojovali na všech frontách – v Polsku v září 1939, ve Francii v červnu 1940, při obraně Britských ostrovů, v Sýrii a u Tobruku v roce 1941, resp. v letech 1942–1943, a na východní frontě u Sokolova, Kyjeva, Bílé Cerekve, Dukly a dalších míst. Zvláštní místo pak patří letcům, bojujícím po celých šest let na nebi Polska, Francie, Sovětského svazu, a především ve Velké Británii.

Nejméně 54 z těchto vojáků pocházelo z tehdejšího politického okresu Nové Město na Moravě. Také oni byli při všech důležitých bojových operacích našich zahraničních jednotek a někteří z nich na bojištích, ležících stovky kilometrů od jejich domovů, dokonce položili své životy. Jejich životopisy provázejí kapitoly věnované „velkým dějinám”, anebo jsou připojeny ve zvláštní biografické části. Kniha je založena na primárním studiu archivních pramenů a je doplněna desítkami unikátních dobových fotografií, z nichž některé jsou publikovány vůbec poprvé.

Publisher:
Vydavatel
Nakladatelství Tváře
ISBN:
Format:
Počet stran
Hardback, 192 pages
A4, Vázaná kniha, 192 stran
Language:
Jazyk
Czech
Česky
Published:
Publikováno
2020.
Price:
Cena
399 Kč




Posted in 310 Sqd, 311 Sqd, 312 Sqd, 313 Sqd, 68 Sqd, Books, Information | Leave a comment

de Havilland Tiger Moth



History

The de Havilland DH.82 Tiger Moth is a single-engine biplane light aircraft. It was developed principally to be used by private touring customers as well as for pilot instruction for both military and civil operators. It was a derivative of earlier de Havilland Moth training aircraft and was designed because the Royal Air Force was dissatisfied with their existing de Havilland Moth Trainer due to poor accessibility of the front cockpit. As a service requirement, RAF crews all wore parachutes and thus accessing or exiting into either the front or the rear instructor’s cockpit of a Moth was difficult enough on the ground but unviable if one of the crew had to bail out quickly once airborne. With the potential of a large RAF order for a basic training aircraft, de Havilland re-developed the earlier DH60G Gipsy Moth. The fuselage was strengthened for service use, fitted with a Gipsy III inverted, rather than upright, engine for improved forward view, the four wings were initially swept-back nine inches, to allow easier exit from the cockpit by parachute and re-designated the DH82. The prototype dual-control DH82 Tiger Moth maiden flight was on 26 October 1931 resulting in the RAF ordering 35. Some early production models were also being purchased by civilian owners.

From the outset the Tiger Moth proved to be an ideal trainer, simple and cheap to own and maintain, although control movements required a positive and sure hand as there was a slowness to control inputs. Some instructors preferred these flight characteristics because of the effect of “weeding out” the inept student pilot

The Tiger Moth entered service at the RAF Central Flying School in February 1932. The RAF subsequently placed orders for 50 more aircraft powered by the more powerful 130 hp Gipsy Major engine I instead of the 98 hp Gipsy III, the upper wings angled back a further two inches for front cockpit access and plywood instead of fabric covered top fuselage, these modifications led to the aircraft being designated the DH82a by de Havilland and Tiger Moth II by the RAF. From 1937 onwards the Tiger Moth was made available to general flying clubs and to overseas customers; by 1939 nearly 40 flying schools operating the type had been established, nine of which operated civil-registers models as well. The type was quickly used to replace older aircraft in the civil trainer capacity, such as the older de Havilland Cirrus Moth and Gipsy Moth.

By the start of the Second World War the RAF had around 500 Tiger Moths in service. In addition, nearly all civilian-operated Tiger Moths throughout the Commonwealth were quickly impressed into their respective Air Forces in order to meet the strenuous wartime demand for trainer aircraft.

Design

One distinctive characteristic of the Tiger Moth design is its differential aileron control setup. The ailerons (on the lower wing only) on a Tiger Moth are operated by an externally mounted circular bellcrank, which lies flush with the lower wing’s fabric undersurface covering. This circular bellcrank is rotated by metal cables and chains from the cockpit’s control columns, and has the externally mounted aileron pushrod attached at a point 45° outboard and forward of the bellcrank’s centre when the ailerons are both at their neutral position. This results in an aileron control system operating with barely any travel down at all on the wing on the outside of the turn, while the aileron on the inside travels a large amount upwards to counteract adverse yaw.

Training

The Tiger Moth II became the primary trainer throughout the Commonwealth and elsewhere. It was the principal type used in the British Commonwealth Air Training Plan where thousands of military pilots got their first taste of flight in this robust little machine. The RAF found the Tiger Moth’s handling ideal for training future fighter pilots. Generally docile and forgiving in the normal flight phases encountered during initial training, when used for aerobatic and formation training the Tiger Moth required definite skill and concentration to perform well – a botched manoeuvre could easily cause the aircraft to stall or spin. From 1941 onwards all military and many civil Tiger Moths were outfitted with anti-spin strakes positioned on the junction between the fuselage and the leading edge of the tailplane, known as Mod 112; later on, the aileron mass balances were removed for improved spin recovery performance.

Elementary Flying Training Schools [EFTS] were often pre war flying schools that had been paid by the RAF to train pilots to a standard level. When war broke out they were incorporated into the RAF and expanded. However the transition was fairly simple, the core instructors often had years of experience, new instructors were easily trained and everyone was familiar with the planes both pilots and engineers.

In 1935 the RAF trained about 300 pilots a year, by August 1940 this had increased to 7,000 pilots a year. At an EFTS, a pilot would typically receive 50 hours of elementary flying training – 25 hrs dual, 25 hours solo, over a 28 week period, by June 1940, training time was reduced to 23 weeks, by August 1940 reduced further to 22 weeks. During WW2 3 EFTS were based at Watchfield, 6 EFTS at Sywell, 7 EFTS at Desford, 15 EFTS at Kingstown, 22 EFTS at Cambridge, 26 EFTS at Theale, 28 EFTS at Wolverhampton, 29 EFTS at Clyfe Pypard and 34 EFTS at De Winton, Canada.

A total of 8,868 were built were manufactured.

Tiger Moth II Specification:

Powerplant: 130 hp Gipsy Major engine
Performance: Max speed: 160 mph,
Cruise speed: 86 mph,
Ceiling height: 18,000 ft
Range: 300 miles.
Weight: Unladen: 1,200 lbs,
Max laden: 1,825 lbs.
Dimensions: Wing span: 29 feet 4 inches,
Length: 23 feet 11 inches,
Maximum height: 8 feet 9 inches.
Armament: None.
Crew: 2




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Runnymede 2020 Remembrance

VIRTUAL SERVICE OF COMMEMORATION

AIR FORCES MEMORIAL, RUNNYMEDE

Virtuální pietní akt RAF v Runnymede

This virtual service is a unique collaboration between the Royal Air Force and the armed forces broadcaster (BFBS). The collective intention is to ensure that the service is shown across as many Nations and as widely as possible. In this unprecedented year we have just commemorated the 75th Anniversary of VE Day, we will commemorate the 75th Anniversary of VJ Day in August and in September we will commemorate the 80th Anniversary of the Battle Of Britain. And while not forgetting our history and reflecting on the huge commitment of our forebears we will also be reflecting on the tragic loss of so many around the World to COVID 19, the hidden enemy.

Tento pamětní akt je unikátní spoluprací RAF a BFBS (British Forces Broadcasting Service). Jejich záměrem je zprostředkovat jej do co nejvíce zemí. V podmínkách, jaké nikdo z nás nezažil, jsme si nedávno připomněli 75 let od vítězství nad nacismem, v srpnu si připomeneme 75. výročí vítězství nad Japonskem a v září pak 80. výročí bitvy o Británii. Připomínajíce si naši historii a přemítajíce o obětech našich předků, nezapomeneme uctít ani oběti corona viru po celém světě.

The Royal Air Force are asking that nationally and globally we join together to remember those who lost their lives in World War 2 and, to this day, have no known grave; reflecting on the devastation it brought to their loved ones. We would be grateful if you would join us on 17th May in respect of those that gave the ultimate sacrifice to secure our freedom today.

RAF vyzývá, abychom si zde v Británii i po celém světě připomněli ty, kdo padli ve druhé světové válce a do dnešních dnů nemají vlastní hrob, i to, jaké utrpení tato skutečnost přinesla jejich pozůstalým. Budeme vděční, když se k nám 17. května připojíte a vzdáte úctu těm, kdo za naši současnou svobodu přinesli nejvyšší oběť.

Remembrance message, 2020, from
Col. Jiří Niedoba,
Defence Attaché at the Czech Embassy, London:

Poselství plukovníka Jiřího Neidoby,
přidělence obrany na České ambasádě v Londýně:

Remembrance message, 2020, from
Col. Jan Goceliak,
Defence Attaché at the Slovak Embassy, London:

Pozdrav
plukovníka Jana Goceliaka,
přidělence obrany Slovenské republiky v Londýně
při vzpominkovém aktu v Runnymede 2020.

_______________________________________________________________

The Air Forces Memorial at Runnymede commemorates, by name, the 20,547 airmen who were lost in the Second World War during operations from bases in the United Kingdom and North and Western Europe, and who have no known graves, 149 of whom were Czechoslovak.

Památník RAF v Runnymede jmenovitě připomíná 20.547 letců, kteří padli za druhé světové války při operacích prováděných ze základen ve Spojeném království a severní a západní Evropě, a nemají oficiální hrob. 149 z nich bylo Čechoslováků.

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_______________________________________________________________

How to watch and listen to the virtual celebration, created by BFBS,
on Sunday 17th May:

Watch on TV Forces News Weekend at 17.30 (UK time) on BFBS Extra overseas or on Forces TV in the UK on Sky 181, Virgin 274, Freesat 165, Freeview 96 and YouView 96.

Details on how to watch online are at forces.net/runnymede where you can also read about the event. This page is now live.

Listen on BFBS Radio worldwide at 14.30 (UK time) at radio.bfbs.com/stations/bfbs-uk
– a podcast will also be available afterwards at radio.bfbs.com/podcasts/

https://www.youtube.com/watch?v=tIpDHsSbdIo

https://www.facebook.com/ForcesTV/

Celý akt bude k vidění online
v neděli 17.května 2020 v pravé poledne na těchto místech:

www.forces.net/runnymede

https://www.youtube.com/watch?v=tIpDHsSbdIo

https://www.facebook.com/ForcesTV/

na BFBS radio bude po ukončení aktu k dispozici podcast.




Posted in 310 Sqd, 311 Sqd, 312 Sqd, 313 Sqd, 68 Sqd, Ceremony, Forthcoming Events, Not Forgotton | 1 Comment

Brno – 1.10.2020. – 311 Sqn










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Ljuba SALACOVA


Ljuba SALAČOVÁ

* 16.05.1924., Svinařov, Czechoslovakia.
† 19.04.2020. Middlesborough, UK.

_______________________________________________________________

With sadness we must advise that

Ljuba SALAČOVÁ

Clerk/Ground personnel

died

19 April 2020.

_______________________________________________________________

19.04.2020. v Middlesborough, UK,

zemřela

Ljuba SALAČOVÁ

Uředník/Pozemní personál.

_______________________________________________________________

Rest in Peace

Čest její památce




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75th Anniversary of VE Day


75. výročí vítězství nad nacismem

Remembering the Czechoslovak airmen who died in the fight for the liberation of their homeland during WW2.

Připomínáme si československé letce, kteří padli v boji za svobodu své vlasti ve druhé světové válce.

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Svatopluk Janouch – One of the Few





Svatopluk JANOUCH

One of the Few

…………….* 06.11.1913. Holín, Jičín.

…………….† 12.04.66. New York, USA.






Pre WW2:

Svatopluk Janouch was born on 6 November 1913 in the village of Holín, near Jičín, about 50 miles North-East of Prague. He undertook his elementary education at Jičín Grammar School between 1925 and 1933 when he matriculated. In 1933, for his compulsory military service, Svatopluk enlisted as a cadet at the Military Aviation Academy at Prostějov. In 1934, having trained as an aerial observer, he was posted to the 3rd Air Regiment ‘M.R. Stefanik’, deployed at Piešťany, in the Slovak region of Czechoslovakia. Deciding to remain in the military when his service was completed, he was initially posted to the Military Aviation Academy at Hranice, for pilot training, and then returned to Prostějov where he completed his pilot training, achieving the rank of poručík (Pilot Officer). On 1 August 1936 he was posted to the 1st Observation Sqn, of the 1st ‘T.G. Masaryk’ Air Regiment deployed at Prague-Kbely airbase. On completion of his fighter-pilot training, he was posted to the 43rd Fighter Sqn of the 1st Air Regiment who were equipped with Avia B-534 biplane fighter aircraft. From 8 July 1938, he was appointed gunnery-officer and the squadron was then redeployed to the Slovak region of Czechoslovakia.

When the Germans occupied Czechoslovakia in March 1939, the Bohemia and Moravia regions became a German Protectorate and Slovakia became a German ‘puppet’ state. The Czechoslovak Air Force was disbanded and all personnel demobilized; as a Czech, Svatopluk was returned to the German Protectorate. During his service in the Czechoslovak Air Force, he had achieved 430 flying hours.

Poland:

The Czechoslovak Air Force was quickly disbanded by the Germans and all personnel dismissed; the same fate befell most of those serving in the Czechoslovak Army. Germanisation of Bohemia and Moravia began immediately. For the military personnel and many patriotic Czech citizens, this was a degrading period. Many sought to redress this shame and humiliation and wanted to fight for the liberation of their homeland. By 19 March 1939, former senior officers of the now-disbanded Czechoslovak military had started to form an underground army, known as Obrana Národa [Defence of the Nation]. One of their objectives was to assist as many airmen and soldiers as possible to get to neighbouring Poland where Ludvík Svoboda, a former distinguished Czechoslovak Legionnaire from WW1, was planning the formation of Czechoslovak military units to fight for the liberation of their homeland. Within Czechoslovakia, former military personnel and civilian patriots covertly started to arrange for former Air Force and Army personnel to be smuggled over the border into Poland to join these newly-formed Czechoslovak units.

Obrana Národa also worked in co-operation with Svaz Letců, the Airman Association of the Czechoslovak Republic. These two organisations provided money, courier and other assistance to enable airmen to escape to Poland. Usually, this was by crossing the border from the Ostrava region into neighbouring Poland. News soon began to be covertly spread amongst the former Czechoslovak airmen and soldiers and many made their personal decision to go to Poland. Svatopluk was one of those who decided to escape and enlist in one of those units. He successfully managed to cross the border into Poland on 24 May 1939 and reported for duty at the Czechoslovak Consulate at Kraków.

Once in Poland, the Czechoslovak escapers were to find that Poland was not permitting the formation of foreign military units on its territory. However Czechoslovak officials in Poland had been in negotiations with France, a country with which Czechoslovakia had an Alliance Treaty. Under French law, foreign military units could not be formed on its soil during peacetime. The Czechoslovak escapees, however, could be accepted into the French Foreign Legion, but with the agreement that should war be declared, they would be transferred to French military units. The Czechoslovaks would, however, have to enlist with the French Foreign Legion for a five-year term. The alternative was to be returned to occupied Czechoslovakia and face German retribution for escaping – usually imprisonment or execution with further retribution to their families.

Czechoslovak escapers, Małe Bronowice, Summer 1939.

The Czechoslovak escapees were initially billeted at Małe Bronowice, a former Polish army camp outside Krakow, whilst arrangements were made for them to travel to France. After a short stay in Poland, Svatopluk, along with 138 other Czechoslovak military escapees, 42 of whom were airmen, travelled by train to the Polish Baltic port of Gdynia, where on 17 June they boarded the ‘Sobieski’, a Polish passenger ship and sailed to Boulogne, France, arriving on 19 June.

France:

On arrival in France, Svatopluk and his fellow escapees were taken to the French Foreign Legion’s recruitment barracks at Place Balard, in the South West of Paris, for medical examination and recruitment documentation to be completed for their acceptance into the Foreign Legion. This time was to serve as a familiarisation period to learn the ways of the Legion and to study French crash-courses, and they took every opportunity to practise their new language skills with French girls. He was accepted into the 1st Regiment of the French Foreign Legion, with the rank of Sergeant, and the Czechoslovak escapees were transferred to the Foreign Legion’s training camp at Sidi-bel-Abbès, Algeria. With the German invasion of Poland on 1 September 1939, he was released from his Foreign Legion service and transferred the following day to l’Armée de l’Air and posted to Escardrille Régionalle de Chasse 572, of their Colonial Air Force. On 18 September, he was transferred to their Centre d’instruction at Blida airbase, then on 20 October to their Escadre de Marche at Oran la Senia airbase, Algeria, for re-training on French fighter aircraft.

Oran La Senia, December 1939.

Lognes – Emmerainville, May 1940.

On 15 December, having completed his re-training he was posted to GC I/6, at Marignane airbase near Marseille, who were equipped with MS-406 fighter aircraft. GC I/6, and whose complement now included 15 Czechoslovak pilots. He was redeployed, on 8 March 1940, to Chissey airfield, about 60 km south-east of Dijon, , to be near the front line. When the Germans invaded France, the rapidity of their Blitzkreig caused GC I/6 to have to frequently change their airfields as they retreated westward and by the time of the French capitulation, on 20 June, they were at Bergerac in south-west France.

During the Battle of France he flew 55 operational hours and achieved combat success:

Date Time Location Action
25/05/40 18:30 near Arkeux-Denain 1 He 111 destroyed
03/06/40 11:00 near Le Bourget 1 Me 110 destroyed
05/06/40 17:15 near Foret de St. Gobain 1 Hs 123 destroyed

But this was not without mishap; during his combat on 3 June, his Ms-406c was in collision with another aircraft causing him to make a forced-landing; and on 7 June, at about 18:00 his aircraft was damaged by anti-aircraft fire causing shrapnel wounds in the leg. He managed to reach Lognes-Emmerainville airfield and was taken to hospital in Paris.

With the rapidly advancing German forces who were now only an hour away, he discharged himself, on 13 June, from hospital to avoid being captured. Using bicycles and travelling in cattle-trucks he managed to reach Bordeaux, in South West France, where on 19 June sailed aboard the ‘Karanan’ to Falmouth.

RAF:

On arrival to England he was accepted into the RAF Volunteer Reserve, at the rank of P/O, and posted to the newly formed 310 (Czechoslovak) Sqn who were stationed at Duxford and equipped with Hurricane Mk I aircraft.

Svatopluk with founding members of 310 Sqn, Duxford August 1940. The Czechoslovak airmen are still in their l’Arne d’Air uniforms.

Here Svatopluk was re-trained for Hurricane aircraft and made his first operational flight on 19 August 1940. He flew in the Battle of Britain and achieved combat success destroying:

Date Time Location Hurricane Action
Akce
07/09/40 17:15 near Hornchurch V6556 ‘E’ 1 Me 110D
18/09/40 18:15 near Basildon V6556 ‘E’ 1 shared Ju 88

During a dogfight on 31 August 1940, his Hurricane Mk I P3268 was damaged by enemy fire, but he managed to safely land at Duxford. That 28 October, Czechoslovak National Day, he was awarded his 1st and 2nd Válečný kříž 1939s, and on the following day he was promoted to the rank of Acting F/Lt. On 27 December 1940 he was promoted to the rank of F/O, and on 28 February 1941, he was appointed Flight Commander of ‘B’ Flight but on 5 May he went into hospital for a health issue that resulted in preventing him from flying operationally.

He was discharged from hospital, on 29 May 1941, returning to Duxford as a Flight Controller and was promotion to Acting F/Lt. He was awarded the Czechoslovak Za chrabrost medal on 8 August. On 17 October 1941 he was posted to Debden, again as a Flight Controller where he remained until 13 May 1942. He was promoted to the rank of F/Lt on 27 December 1941. Svatopluk’s next posting was to the Czechoslovak Inspectorate General, in London, where he was appointed Czechoslovak Liaison Officer at 10 Group Fighter Command HQ. In recognition of his service with l’Airme d’Air, the French, on 10 June, awarded him the Chevalier de la Légion d’Honneur, one of only eight awarded to the Czechoslovak airmen, as well as the Médaille Militaire and Croix de Guerre avec 2 Palme a silver star. He remained as Liaison Officer until 27 September 1943 and was then posted, at the rank of S/Ldr to the Czechoslovak Depot at RAF Cosford where he was in command of the Education Pool. On 7 March 1944, he was promoted to the rank of štábní kapitán in the Czechoslovak Air Force. He left the RAF on 3 October 1944. His final WW2 posting was to the now liberated Paris as Czechoslovak Air Attaché where he remained until 23 July 1945.

Post WW2

Czechoslovak Air Force 1946.

Svatopluk returned to Czechoslovakia on 1 September 1945; he remained in the Czechoslovak Air Force and was appointed as Professor to the Military Aviation Academy at Hradec Králové.

Following the Communist take-over in February 1948, the Czechoslovaks who fought for the Allies in WW2 were regarded as being tainted by capitalism and thus ‘undesirable’ in the new Czechoslovak regime. Many were dismissed from the military, demoted, stripped of their Czechoslovak decorations, arrested, imprisoned and subjected to other persecution and degradation.

On 29 February 1948, he was posted to the Military Aviation Academy at České Budějovice but shortly after he was placed on ‘waiting leave’ and was aware of the most likely outcome of that action – arrest by the StB (Státní Bezpečnost, the state secret police) – and imprisonment. He requested to leave the Czechoslovak Air Force, which was granted on 1 May 1948. Anticipating that he would be arrested like many of his former RAF colleagues, he began to prepare to go into exile again. This he achieved shortly after, when he escaped, via the wooded Šumava region of Czechoslovakia, across the border into the American Zone of Germany. He subsequently reached Paris where he worked for Air France for several years. In 1952 become Deputy Director of the New York office of Swissair. He died in New York, on 12 April 1966, aged 54.

Medals:

Great Britain:

1939 – 45 Star with Battle of Britain clasp
Air Crew Europe Star
Defense Medal
War Medal

Czechoslovakia:

Válečný kříž 1939 and bar
Za chrabrost
Za zásluhy I.stupně
Pamětní medaile se štítky F–VB

France:

Chevalier de la Légion d’Honneur
Médaille Militaire
Croix de Guerre avec 2 Palme a silver star

Remembered:

Great Britain

He is commemorated, along with the other 2938 Battle of Britain aircrew, on the Christopher Foxley-Norris Memorial Wall at the National Battle of Britain Memorial, Capel-le-Ferne, Kent :

London Battle of Britain Memorial:

Czech Republic

Winged Lion Monument, Klárov, Prague:


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