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Showing content with the highest reputation on 03/20/2019 in all areas

  1. In theory (seen discussion on beechtalk) you could buy the non certified HSI. It's the same part number. And I already have the STC. It's not by serial number. All you're paying for extra is the STC and I already have it. Even if that's not true, and you pay regular price, a 2nd digital HSI that can revert to a 3rd AI seems like a bargain.
    4 points
  2. I spent the better part of the day yesterday on the crash site of this M20C, I have seen a few crash sites, but I have never seen one like this. I am still trying to work out in my mind how the airplane and associated damage ended up the way it did. As can be expected, It hit hard, very hard! There was no sign of a back-up AI in or attached to the panel, that I could see (a TC yes). There was an Ipad cover (never saw the Ipad) at the site but I cannot say if it was for flying or for work (he was returning home from work, a regular commute made between Knoxville and Aiken). If any of the info above in this thread helps us to practice something that we haven't done for a long time (partial panel) or gets us to install or use something as a backup then this thread could definitely save a life. I cannot speak to what this pilot was comfortable with, his proficiency, or his thought process, or what he was experiencing with lighting, weather, winds, turbulence, but I can say that there was simply nothing recognizable as being a Mooney at this crash site, nothing! The media coverage reported that the pilot informed ATC that he had lost his reference to Attitude shortly before impact so he had the first step in the process covered, he recognized the failure (I assume) but from there it went sideways for him unfortunately. I'm a relatively fresh instrument pilot (18 months) and I can say that I am used to the AI being covered up and I still understand using the other instruments to validate the AI's data and also using them if the AI is deemed failed (this backup we all have, hopefully). I could go along fine for a long time without having to see something like this again, ever! Be safe folks... Ron
    4 points
  3. We flew to the Grand Canyon and Lake Powell from Sedona. It was a perfect day for flying and the scenery was spectacular. Even our pictures don’t do justice to the natural beauty. This was definitely a Mooney flight of a lifetime. We feel blessed and privileged that we can do this flight in our Mooney. A few pictures (or it didn’t happen): Grand Canyon, Dragon Corridor: Grand Canyon, Zuni Corridor: Lake Powell: Final approach to Sedona RWY 03:
    4 points
  4. Hull values have been discussed on this forum many times, so I've put together a post detailing hull value strategy when talking to your insurance agent. Unlike most standard automotive policies, almost all aviation insurance companies insure aircraft physical damage using Agreed Values. That is, the Insured and the Company agree to a value that the aircraft is worth in the event of a total loss. But what should you choose for an agreed value of your Mooney? The short answer: Insure your aircraft for a value at which you could replace your plane with one of like kind and quality. The long answer is a bit more thoughtful: Insurance companies will agree to a wide range of aircraft values. This is typically in the range of Blue Book value +/- 25%-50% depending on the age and type of the aircraft. And that Blue Book Value can take into account the engine hours, equipment, and condition of the aircraft if the owner provides hull value justification to the insurance company. A quick look through the aircraft classifieds can give you a starting range of what to consider for your aircraft's hull value. Try to find the most similar aircraft to yours and make adjustments based on condition, equipment, and airframe & engine hours. You may find, however, that you have a very uniquely modified airplane with much more investment than you can find of similar aircraft in the classified ads. So what should you do? Still, find the closest example to what you have and figure the cost to modify the plane to what you currently have. A word on under-insuring: If you own an unmodified aircraft that could sell tomorrow for $50,000 and only insure it for $35,000 because that's what you paid 10 years ago, you could find yourself in an unfortunate situation in the event of an occurrence - let's say a nosegear collapse. The insurance company gets your claim and assigns an adjuster. He surveys the damage and discovers you're looking at a $10,000 engine teardown, an $8,000 propeller, and $6,000 of other minor damage. All-in, it's $24,000 in damage. You have a $0 deductible. Knowing that the aircraft has decent salvage value, the adjuster requests bids from aircraft salvage companies. Three salvage companies offer $12,000, $14,500, and $13,200. Insured Value - Salvage Bid = max the company will pay to fix your airplane (in most cases) As you can see from the above example, the insurance company would lose less money by selling the aircraft for salvage. But they would first likely offer to pay you a Total Loss and you buy the salvage back from them. In light of this example, be sure to re-evaluate your hull values every year for changing market conditions. Now the owner has a $35,000 check in hand but discovers all the planes of like kind and quality cost about $50,000. A word on over-insuring: You sold your business in 2004 and called up Mooney to order a new 2004 Mooney M20R with a purchase price of $500,000. All these years you keep the hull value the same. While on vacation in Florida, a tornado rips through the airport and throws two airplanes on top of your Mooney. The propeller has been struck, all the glass is broken. You've got dents and tears all over the skin. You're looking at a $180,000 repair bill on an aircraft that's worth about $250,000. Salvage bids are in the $70,000 range. It's not a total loss. Now you have an airplane that's special to you, but that no one would want to buy from you. If you'd insured it for $250,000, the insurance company would have written you a check and taken your plane. But insured for $500,000, they can make a lot of repairs. They have no interest in paying you $500,000 for an airplane which is only worth $70,000 to them (net loss of $430,000 plus their expenses). Even if the repairs went over the estimates and it cost them $250,000, they are still much better off! Feel free to ask any questions or give me a call at 214-295-5055 if you wish to discuss your insured value. In dealing with Airspeed Insurance Agency, you'll be talking to an insurance agent who has also owned a few aircraft. Blue Skies!
    4 points
  5. I did an "owner assisted" annual on my plane....I removed all the covers and did a lot of the work...but I told my A&P that I wanted to check all the hardware and potential rub-through items before the panels went back on...he looked at me with a smile...I added its my life in this plane...he agreed.
    4 points
  6. I always have, too, until this year. My last IA retired, and the one I found doesn't allow it. This is Week #8, just got off the phone--I'll be lucky to get it back during Week #10. We got along well in the past, but he doesn't answer his phone or return calls, voicemails or texts. Right now, I just want my freaking Mooney back! I'll find out the quality of work whenever it gets finished . . . . . Always check your plane after maintenance. My most thorough preflight to date was after resealing both tanks, but this will be more so when the time comes. The Quality Manager at my first medical manufacturer had a sign behind her desk: "In God We Trust. All Others Bring Data." The same thing applies here, except the data will be collected by my eyes and fingers.
    4 points
  7. A few months ago I flew down to the good people at Mooney in Kerrville, TX to have them complete the tail Service Bulletin that came out in December. During their work, they discovered both of my batteries were never secured by the screw down clamps and safety wired. My #1 battery was all scratched up and gouged from bouncing around for 11 months and completely out of it's containment tray. The battery had severly damaged at least 12 wires back in the avionics compartment, and the wires had to be replaced. I was delayed 1 and 1/2 days at Mooney because of the wiring that needed to be replaced. I was very lucky I didn't have a fire or some type of failure during the last 11 months while flying as high as 25,000 feet. My annual last year was accomplished at a MSC that's been in business for 30+ years. I use to live by the motto of "Trust, but Verify", now I just don't trust anymore. It's sad that its come to that, but my experience is that some people just don't do their job, get distracted, and never finish the work properly. All at the aircraft owner's expense, after paying $5,000+ for an annual. There's been too many instances where I go in for maintenance, and they screw things up badly. It's happened at every annual for the last 3 years. When I speak to the owners or shop foreman, they advise me that their senior guys are retiring and it's hard to find anyone experienced. At my last annual, I barely recognized anyone from the year before. They tell me it's a big problem. It didn't start out well, when the young mechanic working on my plane at my last annual last month tells me, "I incorrectly installed a part in a Cessna Centurion a few years ago, and it almost killed a family of four". I'm not trying to discredit MSC mechanics, I'm just trying to make owners aware that when the plane comes out of maintenance, there's a GOOD chance that something got put back incorrectly or forgotten. WE are the last line of defense!
    3 points
  8. Dad gets an Acclaim: https://www.controller.com/listings/aircraft/for-sale/list/category/6/piston-single-aircraft/manufacturer/mooney/model-group/acclaim Momma gets to pick out her parachute: https://www.ebay.com/sch/i.html?_nkw=parachute You co do a remake of "Throw Momma from the Train" . . this would be "Throw Momma from the Plane"
    3 points
  9. We can’t say enough good things about Eric and Paul in Willmar, MN (Oasis Aero and Weep No More). They are great guys and know Mooneys very well (they are an MSC). Eric flies our plane with us before thhe start the annual, and again when it’s done (he’s also a CFII). They’ve encouraged us to participate in annuals as much as we’ve wanted, and as a result we’ve learned a lot about our plane. They’ve been on schedule with us and stand behind their work. Even though it’s a long trip for us, we go there because our plane will be as good as it can be when they’re done, and we will have had the opportunity to learn and follow along the way.
    3 points
  10. The ultimate glass panel.
    3 points
  11. Three pages into the log book it mentions engine mount cracks... My recommendation is to read the logs yourself.... Condense each entry into a one line item... date, action, unique detail... once you have filled a page of one liners you get a great feeling for what is going on... after that, decide if this project is worth filling in another piece of paper... keep going until you run out of logs... or paper... use a highlighter on your notes whenever something unusual comes up... There is going to be a trail of ordinary annuals, one each year... a few oil changes and filters.... engine mount cracks... gets a highlight... how did it get fixed... who did it... note of what got replaced will give you a feel for ownership costs... tires, donuts, mag OHs, ADs complied with... Enjoy the exercise... something any plane owner can do... most, want to do it because it is there money at risk... This exercise gives you the go ahead to the next step. If it fails here... it doesn’t go on to PPI... If you skip this exercise, and send it for PPI to have it fail there... you find one PPI is expensive... multiple PPIs is really expensive. You can finish the log review as quickly as you can write. Make sure you have all the logs before starting... PP thoughts only, not a mechanic... Best regards, -a-
    3 points
  12. A while ago, I published that my flaps would deploy and would not retract. After some extensive troubleshooting, it was linked to two sealed relays. Each micro switch in the circuit was methodically checked and found OK. The relays are hard soldered to a circuit board. Mouser electronics helped cross match the relays from the currently installed part. I looked in my service manual, but could not find any information on the relays. The new relays were installed and worked flawlessly until last week. Same problem occurred! I never found a "Smoking Gun" on the first replacement, so although the problem was solved, I could not conclude how these relays got their contacts fired. We use hundreds of relays in control panels at work and I have very seldom had relay failures. So why? It turns out the Flap Target was too close the the contact wheel of the micro switches. With the aircraft on the ground, and flaps at takeoff position (and Gravity doing its thing) the separation of the target and the switch contact was enough to drop the circuit. BUT...... when the flap were generating lift, it moved the target fractions closer to the switch contact and created relay chatter. Ill admit, this was discovered by accident when a friend in the hangar happen to lift up on the flap when I was staring up at the flap motor. Sure enough, the relays started humming and the motor started pulsing. Its a wonder they lasted as long as they did!!! Just wanted to pass this along. This site should be all about passing on information to solve problems! Rick
    2 points
  13. Looks good ,low engine time, late model "C" BUT....has a 3 blade prop--not good---did it have a prop strike & properly dealt with? A 2 blade will give you better performance.
    2 points
  14. if that plane is worth 62K, then mine is worth 90-95K. I think the broker needs @jgarrison price guide
    2 points
  15. ah the old industrial marker for labeling stuff
    2 points
  16. I flew my Acclaim Type S stock for 4 years before installing the 310 upgrade. I went for the upgrade because I lived in CO at the time and did a lot of mountain flying. The improvements in takeoff and climb performance were noticeable and impressive. I was very glad I did it. Cruise settings and performance remained the same. The mod didn't hurt me when I sold the plane as I received a full price offer for it. Good luck! I loved my Acclaim!
    2 points
  17. Deb, I've not had an annual done at Oasis, but I agree with you that Paul is absolutely outstanding to deal with. His level of communication is steps well above what you would expect. He's uses all sorts of means of communication....phone call, texts, emails and always happy to help. He's a rare find in the General Aviation community. If I ever need a tank reseal done, I'm going to him.
    2 points
  18. Hello Mooneyspace I’ve owned an m20k for two years I’ve flow it about 400 hours. Very happy, joined Mooney Space to hear from others. Tyler
    2 points
  19. Saavy aviator will check your logs for free and render an opinion. As a first time buyer I'd make full use of their service.
    2 points
  20. And they got enough foam on it and it is out. On the VFD Truck familiarization last week, they said use foam on everything. it really works. Of course we found that the air tank was empty and the batteries were dead on one flashlight. Then I asked about a checklist......
    2 points
  21. I just finished my first owner-assisted annual and the experience was enlightening. The reality is that my annuals had been going downhill for the last few years so I decided to take things into my own hands, so to speak. Frankly, A&Ps are sadly underpaid, especially those who work on piston A/C. Mercedes mechanics make more than they do, and they work in near spotless conditions surrounded by special tools and analyzers. So, no big surprise that 'things happen' with a vintage Mooney. The major thing I found with the annual is two sets of eyes. The friend supervising me was just a hawk about spotting stuff and I was very happy to do all the tedious stuff as I found it both therapeutic and satisfying! Now I know where everything is, I know all the right screws went back where they belong, etc., etc.. I remain in awe at the complexity of the thing. I think I stared for an hour at the workings under the belly panels. Who knew how clever those mechanical engineers could be? I cannot even begin to imagine how horrible it would be to do this on a day-in/day-out basis. I will be ready to do it again A YEAR FROM NOW, but if another one was staring me in the face next week, well, take this job and shove it. Lastly, there is a danger in an owner being his own mechanic (sort of like the physician that tries to heal himself or the attorney who tries to defend himself) that is why two sets of eyes works so well. On the other hand, knowing your bird means that there should not be any squawks come annual time. Once you know what to look for, you should be looking for it and taking care of it right away.
    2 points
  22. Is it too brash to ask the AP/IA if they stand behind their work enough to join you for a test flight after they’ve “returned the aircraft to service?”
    2 points
  23. I'm in the middle of a similar process. Had an even more obsolete panel (no IFR GPS, BK 525 HSI, etc.) My first change was to dump the busted COM1, NAV2, VFR GPS, and ADF in favor of a GTN 650 along with an audio panel and intercom upgrade to a GMA-350c. (I really wish I'd have spent the extra for the 750 because it is making my future upgrade planning harder.) Next big upgrade was GTX-345 for ADS-B compliance, with a 406 ELT and a Flightstream 210. The upgrade after that was to remove most of the original engine instruments in favor of a CGR-30 combo. I've got a KFC-200 that's flakey, so it'll be the next thing to go, in favor of a GFC 500. The vacuum system will go with it. My other original NAV just failed as well, and I'm trying to decide what to do. All my GPS connections are currently in use, and the wiring for the GPS feed to the 406 ELT is in place and just disconnected because I haven't got an output to feed it. I could go the megabuck option and get the GTN750 I want anyway, but the G5 can only handle one nav input so I'd have a 650 sitting there connected to a KI-203 with no ILS. I could upgrade that to a GI 106b, but that kind of hurts price-wise and if Garmin ever allows the G5 to be hooked to a second NAV source in certified installations (they do in experimental, it's an STC restriction for... reasons.) I'd probably just want it hooked into the G5's and the secondary display would get yanked. Alternately I could just get a GNC 255, plug it into my KI-203, and have it mostly as a second radio. At some point I'll want to cut a new panel because the one I've got has been modified so many times it looks like a patchwork quilt. I suppose a vertical card compass would be nice since I need to have a compass anyway and the one I've got is completely useless. I just need another $50k or so and I could really get everything in the panel just the way I want it. And then start finding other upgrades to spend money on.
    2 points
  24. Stratus can't be bothered to get certified. I just don't understand the negative sentiment towards Aspen for this. As has been mentioned many times, all glass panels have traditionally required backup instruments that rely on different systems. Not that they're any more reliable, but just different. That was the tech at the time. It wasn't anything to do with it being a "bother". My Aspen X'd out last summer in icing conditions. I was the idiot who wasn't running pitot heat. I flipped it on and it came back within seconds. But as per the STC, I had a backup that didn't rely on the pitot. The backup wasn't affected by an iced up pitot. With the release of the MAX, Aspen is taking advantage of new tech to eliminate the reliance on airspeed. Garmin is doing the same. This is technology advancing, it has nothing to do with negligence on the part of avionics manufacturers.
    2 points
  25. "something cheaper" often ends up being significantly more expensive in the end when it comes to airplanes
    2 points
  26. I'd like to get a new panel installed on my M20K here in Switzerland. Right now it has two 430W's, a EDM700, GMX200, and Sandel EHSI. I'd like to install a G5, an EDM930 (instead of the 700) and a GTN750. Has anybody done this? Or has better ideas to clean up the panel? Pictures of the panel are below.
    1 point
  27. As Paul says above, it was just the technology at the time. Aspen was an early adopter of this technology going for a low cost glass retrofit and a single integrated ADHRS chip was a big part of what enabled there success. But trade off’s exist with all engineering choices and the chosen chip needed all inputs to get any solution. Garmin came later, as I recall, and used a more sophisticated hardware solution that enable them to code for partial failures unlike the early single chip solution. Hence were we are now with Aspens latest offering. Sent from my iPhone using Tapatalk
    1 point
  28. I'm still wondering why you need 18 wires going to a flap relay board. Oh and yes contact cleaner on flap limit switches is SOP. Also gently wiggling the flaps will sometimes make the flaps start working again.
    1 point
  29. They’re like potato chips - you can’t have just one.
    1 point
  30. I’m sure he was watching the instrument display more than the map.
    1 point
  31. This is my M20K with a total panel rework, resulting in a much cleaner look with room to spare.
    1 point
  32. Yes and no. As a safety pilot, I’ve watched several instrument students pay too much attention to georeferenced approach plates. They end up chasing an icon as they zig zag down the localizer rather than find the appropriate correction and hold.
    1 point
  33. I am waiting for an autopilot that is integrated with an MCAS system so I will be safer....
    1 point
  34. I am, and I truly can't thank you enough. You spent a LOT of time helping, and I'm truly humbled...especially since we've never even met. Truly, thank you KLRDMD.
    1 point
  35. To clarify, I was anthropomorphizing the somewhat outmoded instrument, not criticizing the hardworking folks at Aspen
    1 point
  36. It’s one thing to have wing drop that happens only after 10 seconds or so and can be corrected with rudder input. I don’t think that is what the OP is talking about though. He mentioned he can’t stop it with the rudder. That seems more like what I was experiencing, 20 degree or more of roll per second when letting go. Now that it’s fixed , I’ll still get a wing to drop with no control inputs, but loading determines which one and all can be stopped with rudder input.
    1 point
  37. Bring it to Qtown we will get it tweaked Brian
    1 point
  38. The concordes come with an 1/8 in aluminum strap that retains the battery so much easier to thread thru mounting studs...of course I’m talking about AGM batts that are not manifold vented like above illustration.The thing is ,both batteries are so visible thru their respective maintance hatches...it boggles my mine a mechanic would leave both batts not tied down.
    1 point
  39. Welcome aboard. This question has been answered at least once a week since I've been a member here. Use the search function or just browse through and find a thread where someone else is asking if a particular plane is worth buying. In short, there is no way to answer that question with the information you have provided. Low times should throw up a red flag as it's often code for "not been flown in years." Have the seller send you a copy of the logbooks and get to work reviewing them. If you are still interested, get a pre purchase inspection done. If it's been flown 500 hours in the last 5 years, you could be looking at a good deal. If it's been flown 50 hrs in the last 5 years, run. If I were to guess, it looks like a plane that has sat for a long time and has not been well loved. Someone probably got a hold of it, cleaned it up good, put in a cheap ADS-B transponder and is looking to double their investment.
    1 point
  40. Was thinking the same thing. I can't even imagine the damage it could have caused...
    1 point
  41. As an '59 M20A owner/pilot - I 'll share a few thoughts. First, there are no aluminum to wood glue joints anywhere on the airplane. What I guess you mean is that there are some indication that the plywood wing skins have possibly delaminated from the underlying wood structure. Ask how was this determined. If you want to get a basic understanding of the construction & condition of the wing, I recommend you read the Mooney SB titled "Wood Structures" 20-170A. To do a preliminary visual assessment, I'd remove the aft lower alum. panel that will allow you to inspect the aft face of the aft spar and inboard Flap hinge attachment brackets. Also, you can remove the flaps and attempt to wiggle the brackets to check for any problems with delamination. The wing is not sealed from the outside, except for a piece of tape under the top wing/fuselage fillet. Often this tape is "long gone" and if the AC has seen outdoor tie-down, there could be problems. Then you could proceed to remove the seats, and aft fuel tank to further check for problems with the aft spar. This is the area that caused all of the original concerns with the wing - all related to outdoor tie-down. Also, you can check the main spar and the steel tubing condition. The gear can be expensive to up-grade from the original Fire Stone biscuits to the Lord type. Around 5K in parts if you do it yourself, and it's not a novice's job. Check to see if this has been done. All that said, I love the wood wing on my A model. No "weeping" wet wing, no prone to inter-granular corrosion 7075-T6, no crevices and unprotected laminated metal faces to hold moisture and corrode, etc. I cruise mine at 175 mph, it's seen lots of rough air and red line IAS. But, they are not the "run of the mill" Mooney. Joe, N8335E at KCFD
    1 point
  42. Recommend waiting on gfc500 or trutrack. In the meantime, get someone to show you how to use your stec30 on approach. It will trac the localizer perfectly. If you’re trimmed and on speed at the faf, small power change and you’ll follow the glide slope right on down. It really can minimize your workload. Very small trim/power changes while the AP does the lateral corrections. You may never want that more expensive AP!!
    1 point
  43. Any reason he doesn't have a set? I would be a bit leery of having someone work on my Mooney who doesn't even have the service & parts manuals.
    1 point
  44. I'm still flushing data out. I think I've picked up a few knots since I bought the airplane. The old sparkplug electrodes looked like footballs. The ailerons were about 1 inch up in trail during flight, timing was 2-3 degrees behind where it should've been. We removed some weight from the radio stack and added 19 lbs to the back of the empennage and removed some high drag (ADF/LORAN) antennas. I'm still flushing out data with the engine monitor. Since replacing the spark plugs, I get 1-2gph better economy with the exact same TIT temperature. I believe the reason for this is that the new plugs give the same effect as more timing advance and helps to ensure the fuel has a more complete burn before the exhaust valve opens (If you ever have a magneto fail or a plug foul, you'll notice the EGTs go sky high on the cylinders that are only running on one spark plug). If I had to do it again, I would've spent the extra money on fine wires (the massive electrode plugs were fine on my M20F). The reasons is that the new plugs seem to be more prone to fouling than the old worn out ones and occasionally the engine just purrs like it's a turboprop, but sometimes a plug will foul in flight and I have to clear it out, but even afterwards it just doesn't feel quite as smooth. This might be in my head, just as you hear your engine misfire and run rough when crossing over hostile terrain or open water. I can say without reservation that she cruises at over 220kts TAS at FL240 when it's warm outside and 2400RPM/32" and 20-21gph. I think that I still have a few knots that I can pick up through changing antennas and rigging. I've only put a few hours on the plane since installing the EDM-900. I need to take some long trips and really flush out what I can achieve with economy cruise settings, max cruise and what my normal cruise should be. If I can drop 20% in fuel burn for a 20% reduction in speed, I don't gain anything, but if I can do it for a 5% loss in speed, then it would be worthwhile for saving fuel stops.
    1 point
  45. Okay, thanks all! Three takeaways here, for me... First, my impression that adding 3-ish pounds to the nose couldn't move the CG aft is correct. Yay, I'm not a *complete* idiot! Haha! Second, I'll scuttle my plans to have the plane weighed and will dig through the equipment history and recalculate the W&B from scratch. Third, the correct ARM is under 47 and we're good to fly. I was getting a little worried when I saw where we were landing in the envelope with the 48.78 value. Okay, there's a fourth takeaway for me (which I'd already seen from my prior reading). There are lots of folks here willing to help others - thank you for that!
    1 point
  46. Mike Patey is an awesome guy . Him and his brother are inspiring for sure . Heck with Draco. I want Turbulence, his record holding Lancair . Alright enough day dreaming, I am going back to work .
    1 point
  47. Todd, Welcome to the world of M20J flying. It's a good world ! I've attached my checklist which has, on the second page, all the power settings you will need. Try them out for your bird and tweek them slightly if necessary. One thing you might want to consider is a Mooney PPP course. I think doing one of these courses is good if you are new to Mooneys... One of the things I see Mooney pilots doing wrong is flying the approach too fast. The recommended settings and speeds are good. Mooneys love to go fast and Mooney pilots love to fly them fast. IMHO this is not the way to go in IMC. If you agree, then don't fly practice approaches this way. Please let me know if you have any comments on the checklist or speeds ! Fly safe. By doing so you make us all look good ! Evan Salant, CFI, CFII, SEL, SES, glider... checklist1.30.pdf
    1 point
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