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Sheet Metal Power Plant

Location:
Morehead City, North Carolina, United States
Salary:
$20.00
Posted:
November 26, 2018

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Resume:

Nathan Scott Canady

*** ********** ***

Newport, NC 28570

252-***-**** (cell)

ac7stf@r.postjobfree.com

Objective: Obtain a Sheet Metal Mechanic and/or Composite Fabrication Mechanic position as a WG-5KKP8, with opportunity for advancement.

Summary of knowledge, skills and ability:

I possess and exercise the skills and knowledge of a journey- level sheet metal mechanic as they relate to the CH-53, V-22, and AV-8 components. As a sheet metal worker in shops 93553 and 95447 I have the ability to read and interpret complex instructions from blueprints, technical engineering instructions (TEI), estimators and evaluators (E&E) discrepancies, structural repair manuals (SRM), illustrated parts instructions (IPBs), local engineering specifications (LES), schematic drawings and job orders and other written or verbal instructions. I apply the skills necessary to accomplish the task at hand. I am very active in help other artisans complete repairs that require more than one person to accomplish the task at hand. I have completed the federal aviation administration (FAA) course for airframe and power plant. Through the program I maintained a 3.5 GPA for all competed semesters and got my associates degree in aviation system technology. I am frequently requested by name to be assigned and perform certain difficult task and duties. I am competent enough to complete assignments without direct supervision in an appropriate amount of time required. I have proven my ability to work as a journeyman sheet metal worker to do complex repairs, disassemble, make modifications and assemble aircraft components. Since the very beginning of my career in aviation, safety has been instilled through everything I’ve done. I learned early on that every rule, guideline or task process is that way for a reason; to prevent injury, death, or loss of an aircraft. Therefore, I take the manuals and process orders very seriously. I practice good housekeeping and care of tools and equipment. I execute good judgment, initiative and ingenuity in processing all work to keep cost of labor and material to a minimum. I support the total quality management policies. I am very proficient with tool control, preventing foreign object debris (FOD), and hazmat. I use all personal protection equipment (PPE) and very alert and mindful of potential safety hazards. I have the ability to obtain the requisite security clearances necessary for any future job assignments. I promote and abide by Fleet Readiness Center East Motto; “Unsurpassed Service to the Fleet and Relentless, Focus on Quality, Environment and Occupational Health and Safety”. Even as a contractor at FRC East I strive to promote safety, quality, production throughput, and cost effectiveness. Prior to any cutting or drilling of the aircraft skin I would ensure that there are no artisans, wire bundles, or other parts that could be damaged by my work. After making my cut, I smoothed out all the edges using my files. Using my steel rule, I measure my edge distance from the cutout and mark a rivet pattern utilizing two rows of rivets around the cutout and ensure I was one row of rivets beyond any existing stringers close to my repair I.A.W. Structural Repair Manual A1-H53CE-SRM-000. I used a micrometer to measure the thickness of the existing skin and then go to the appropriate Structural Repair manual A1-H53CE-SRM-000 or SRM-010 to look up and confirm the thickness and type of material I was going use to repair. I would drill holes using the pneumatic drill and a #40 drill bit for a rivet pattern, I would then lay a piece of Isinglass/Mylar on the repair area and drill my existing hole pattern onto the glass. I would use this as a template and drill my pattern onto the new repair piece, which had to be the same type and one gauge thicker than the damaged area I.A.W. the Structural Repair Manual A1-H53CE-SRM-000. I would then attach the repair to the aircraft using clecos and cleco pliers, and drill the holes to the appropriate size. After all the holes were drilled I deburr all the holes in the repair and the aircraft using a pneumatic drill and a de-burring bit. I then clean the surface of the repair piece. Then I would Alodine and prime all bare surfaces to include the drilled holes I.A.W. NAVAIR 01-1A-509. After the allocated time to let the primer dry, I would apply a thin coat of 870-B1/2 sealant to the repair I.A.W. A1-H53CE-SRM-000, and cleco it in place to the aircraft. I would install the appropriate size rivets, while the sealant was still wet, and using a pneumatic rivet gun and appropriate set I would shoot the repair in place I seam sealed the edges of the repair and complete the job. I can handle chemicals, sealants, adhesives, and solvents according to Material Safety Data Sheets (MSDS) and manufacturing specifications. Current Egress training as of 8/16/17.

Experience:

N.T.A / M2 Services A Street, Building 137

Sheet Metal Worker (Sponson Shop 95447) Cherry Point, NC 28533

Supervisor: Dave Dagget Oct. 2017 - Present

When the work in manufacturing slowed down, I was moved to the sponson shop to work on CH-53 components. As a sheet metal work I complied with all verbal and written directions by WG 8-10 co-workers to carry out my sheet metal tasks. During my time in the sponson shop I worked on the CH-53 sponson and the CH-53 auxiliary fuel tanks. The work was mainly discrepancies found by estimators and evaluators during the PMI. The repairs I completed were the removal and replacement or repair of the various skins, repair or replacement of stringers, repair/replacement of shelves and also removal/installation of liners. Remove and replace anchor nuts by drilling them out with a number 40 drill bit and install new anchor nuts with solid counter sunk rivets using a rivet squeezer. There was also significant corrosion control performed, utilizing Tyvek suits and respirators. The sponson was placed in a downdraft booth while I performed the corrosion removal operations. When the sponsons had cracks or holes in them that can be repaired with a patch. I would do so in accordance with the instruction / manuals. When a crack was present I would stop drill the crack on each end to prevent further cracking, then do a patch repair if the skin was .025 thousandths thick my patch would be .032 thousandths thick with proper rivet spacing and edge distance in accordance with (I.A.W) the instruction manual. The more common task I had was to replace the skins on the sponson mostly due to severe dents or oil caning. To remove the skin I would gather the work order and manuals required. The skin is secured with 1/8 and 5/32 rivets, unless a field repair was done and the holes were oversized. To begin I would drill into the center of the fastener using the correct drill bit, once deep enough I would use a hammer and chisel to remove the head of the fastener. After an area of the skin had the heads removed I would seek the help of an artisan to hold a bucking bar against the stringer or rib behind the skin to back it up. Then working down the length of the skin I would punch the fasteners out to remove them without damaging the skin or stringers. Once all fasteners were removed I would use plastic scrapers to separate the skin from the supporting structure. After it is removed I would the clean all residual sealant from the skin using plastic scrapers, wire wheels, and buffing pads with a heppa vac so that I can use the skin its self as a template for the new one. Once cleaned it would square the old skin onto a new piece of metal and clamp it down. I then drilled several holes to cleco it in place to ensure nothing moved. Once the skin is securely in place I would begin drilling the old holes into the new skin placing cleco's every 3-4 holes. After all holes were drilled into the new skin I then used a scribe to trace the shape of the old skin onto the new metal so that when I cut it out it would be the exact shape of the old skin. The old skin is then removed and then I used a cutting wheel with a face shield to cut the new skin to size. The final trim was done using sanding disk and buff pads. All sharp edges were then broke and the corners rounded, then all the holes were de-burred on both sides. The new skin is now ready to be sent to anodize and paint. While the skin is out the stringers and ribs that the old skin was removed from is cleaned of all sealant and if corrosion is present that is removed as well. Any discrepancies noted on the surface where the skin was are brought to E&E's attention and repaired accordingly. Once the surface of the stringers and ribs were cleaned they are then treated with Alodine and primer. After the new skin returned from paint it is now ready to be installed on the sponson. The sealant used for the faying surface is placed on the stringers and ribs and the skin is placed onto it. Using cleco's in every fourth hole to secure the skin in place. This ensures that the sealant is evenly spread throughout the skin and no voids or gaps can form during the installation. To rivet the skin in place required two artisans, one inside the sponson bucking the rivets and another outside shooting them in. Using a rivet gun with the proper sized rivet set for 1/8 and 5/32 rivets and double hearing protection the riveting process was performed along the skin removing cleco's with cleco pliers as we moved down. If a rivet was bucked too much, or at an angle, it is removed and a new rivet is installed. Once all rivets were shot in and the bucktails were then checked for proper height and width. When all rivets were in within specification the excess sealant was removed. When the liners come back from fiber glass repairs I would have to drill the hole back using a number 16 drill bit a Florissant light on the back side of the liner to see the original holes. After the hole are all drilled up I install the liners using plastic rivets (push tabs) or cherrymax rivets once installed the liners would then be seam sealed with 8802 sealant, then tape all the seams and all the fasteners with flame retardant tape. Once that was done a DE-FOD of the sponson was done checking over every open area on the sponson using a heppa vacuum and magnet once I felt that the sponson was FOD free would have a co worker double check me just to have a another set of eye looking at it. Can never be too safe, then it is ready to be sold back to quality assurance (Q.A). If the specific job had a quality assurance stamp they inspected the work and the work orders were stamped complete

While working in the sponson shop 95447. I am very reliable and also dependable to get all my work done, in a timely manner, without decreasing the quality of my work as a sheet metal worker. I am routinely requested by name to be assigned and perform certain difficult duties. I am competent enough to complete assignments without supervision in the appropriate amount of time required. I worked on auxiliary fuel tanks (also known as bat wings). I would remove the aft fiber glass tail cones by carefully punching the center stem out then using a number 21 (5/32) drill bit to remove the tail cone. Remove and replace the aft fiber glass skin and the aft outboard fiber glass skin to gain access to the aft upper inboard beam, and aft outboard beam to be replaced. By carefully removing the rivets with a number 30 (1/8) drill bit or if the rivets where number 5 I would use a number 21 (5/32) drill bits to remove them if they where cherrymax rivets I would carefully punch the center stem out and drill them with the proper size drill bit. With the new skins I would take the old skin after I clean the sealant off with a plastic scraper and place it under the new skin to drill it to fit to the original hole on the ribs/stingers. Once the new skins are drilled up and the beams installed I would put the skins on and cleco it to the stingers I would then drill the beams from the hole that are on the new skin that came from the original skin. I would cleco them in place and have another artisan to help shot and buck sold rivets to the open side after the rivets are checked for proper height and length I would then put the other skin on using cherrymax rivet because I wouldn’t have access to the other side to shot solid rivets. The cherrymax rivets were put in wet using 8802 sealant. Removed and replaced upper inboard skin by removing the rivets using a number 30 (1/8) drill bit by drilling half way through then use a punch to pop the head of the rivet off with the use the punch to remove the buck tail after I would take the old skin and place it on top of a sheet of metal that is .040 thousands thick that is what it call for in the ch-53 structure repair Manuel (SRM) and is the original thickness of the metal that came off the bat wing would start drilling holes into the sheet of metal from the sheet of metal that came off and cleco as I go until all the hole are drilled, then I would using a scribe to make a outline of the original sheet that came off the bat wing, also outlining the access door to be cut out by using a cutting wheel and a burr bit on my 90 degree die grinder to get the inside radius correct and also use it to de-burr the edges by putting a blue scotch-brite pad on an arbor that attaches to my 90 degree die grinder and to radius the corners while doing this I always use proper protection equipment ( P.P.E) such as a face shield and double hearing protection, safety glasses and cut resistant gloves that I wear when handling any metal. I also removed and replaced the formation light for fiber glass repairs. Some of the screws that hold the formation light in place would be rusted in place and using an air ratchet or hand held screw driver would round the head out of the screw, so I would have to use my screw knocker to get them out. On some work orders there would be repairs needed to the access door due to delimitation to the fiber glass. I would remove and replace the access door latches by drilling out the solid rivets holding it in place with a number 30 (1/8) drill bit I would drill about half way into the rivet then use my punch to pop the head of the rivet off the punch the bucktail through the back side. The hinges were held on with counter sunk screw with a locknut on the back side using my screw driver and a inch wrench to take it off. After fiber glass finished with their repairs the latches are then installed with solid rivets and the hinges with screws and locknuts. With all my work I always make safety a first always wearing my P.P.E when using rivet gun, 90 degree dotco drill, impact gun, air ratchet, rivet gun, and sanders. After all the skins and formation lights were installed, I would the tape them off and seam seal them with 8802 sealant for a water tight seal. All my sheet metal task where done in accordance with (I.A.W) with the proper instructions and manuals. After every job before I move on to something else I stop and remove the FOD from the components using a HEPA vacuum. There was also significant corrosion control performed, utilizing Tyvek suits and respirators and when finished I would use (CPC) corrosion prevention spray to help prevent future corrosion. Before I start work I inventory my tools and at the end of every day I inventory my tool box again to make sure that no tool was left behind on the components and to make sure I have all my tools.

National Technology Associates (N.T.A) A Street, Building 137

Sheet metal worker (manufacturing shop 93553) Cherry Point, NC 28533

Supervisor: Dennis Vary / Eric Quinn Aug. 2017- Oct. 2017

While working in manufacturing shop 93553 I worked in the steel pit. In the steel pit

I worked on transition ducts, heat shields, center seal assembly, butterfly assembly and bunch work when work for the steel pit was slow. Duties were to form and reform parts to ensure they were in the correct dimensions, using templates, blueprints, micrometers, protractors, thickness gage to make sure the parts I was making where in tolerance in accordance with the blueprint. When forming parts, I used the Verso, Farqur, CNC brake, as well as the shrinker and stretcher machines, then using my 90 degree die grinder with the arbor with a blue scotch-brite pad attachment to de-burr the part then send it to heat treat. After heat treat I would have to reform some of the parts and check the blueprint and make sure the parts where in accordance with the blueprint as far as making sure the joggles where correct and the angles where correct using a protractor / dial caliber also checking the radius with a radius gages. While in the steel pit, I worked on assembling, disassembling, and repairing V-22 transition ducts. When disassembling the transition duct I would have to drill out the cherrymax rivets to get the thermal seal off and also had to remove the thermal blankets by removing the cotter pins, washers and cutting the safety wire to get the thermal blankets off the transition duct. When assembling the transition duct I would start by installing the thermal blanket by first adding a washer over the stems that hold the blanket in place then putting a cotter pin through the stem hole holding the thermal blanket in place using my duct bill pliers to butterfly the cotter pins. I would then safety wire the blanket together using .032 thousands safety wire and using safety wire pliers to perform the job. After the thermal blanket I would install the thermal seal around the bottom off the transition duct holding it in place using (1/8) cleco’s with cleco pliers to hold the retaining strips and drilling them up to a number 27 drill bit and shooting in oversized number 4 cherrymax rivets. Doing these tasks wearing my safety equipment (P.P.E) face shield, double hearing protection, cut resistant gloves, and safety glasses. When I finished the job I would fill out an (R.F.I) tag and get it ready for Q.A to look it over. AV-8 butterfly assembly by riveting the two halves together using titanium rivets counter sinking both side so that the part is flush on both sides installing them with a pneumatic rivet squeezer the task where done in accordance with AV-8 instruction manual. Remove and replace stiffeners on theAV-8 heat shields by drilling out the spot welds then using a template for the heat shield I would place it in the proper position and using a number 30 drill bit (1/8) would drill the hole from the template to the heat shield and cleco as I go. On the template there was space to make a scribe mark to cut the heat shields in half. Collaborating with a co-worker that was a WG-8-10 to help cut the heat shield in half using a band saw and making sure we had our proper protection equipment (P.P.E) on such as face shield, double hearing protection, safety glasses, and cut resistant gloves. We then proceeded to make the cut when finished with the cut I would de-burr the edges and radius the corners to one inch. Then installing the stiffeners I would clamp them down then using the holes drilled up from the template I would then transfer the hole to the stiffeners and cleco as I go once done the next step was to spot weld the stiffeners in place. All task where done in accordance with the technical engineering instructions (T.E.I).the AV-8 center seal assembly I would have to counter sink the back plate and use solid rivets to rivet the twp together when finished had to put a etch a dot on the back side so that the next person to get it would know how many times it had been worked (IAW) av-8 instruction manual. while in the manufacturing shop 93553 my duties included the use of hand tools and power tools such as, a straight pneumatic die grinder with a cutting wheel arbor attachment, pneumatic 90 die grinder, pneumatic drills while doing these duties I always wear my (P.P.E) such as safety glasses, cut resistant gloves, face shield and double hearing protection to keep myself from injury. I accomplished all my work in accordance with (I.A.W) the local engineering specifications (LES) aircraft manual instructions. At each break and about 30 minutes before I got off I would clean my work area and tools making sure my area and the shop was FOD free. While I was in shop 93553, I was certified in spot welding, certificate number NC2228/2497. I also took the Cherry Point blueprint training class and it helped me to better understanding of the detailed drawings and how to read them to make me a better more effective artisan, like how to find the dimensions, tolerances, clearances and Radiuses.

North State Aviation 2300 John Mewborne Rd

Aviation Maintenance Technician Kinston, NC 28504

Supervisor: Dawson Wimmer 336-***-****) Nov. 2015 – Sept. 2016

Working at north state aviation as an A.M.T, I am proficient and certified to do complete aircraft, heavy maintenance checks on all Boeing series 737 commercial aircraft. My duties included: maintenance, repairs and moderate to heavy modifications to aircraft structures and structural components, maintenance and repairs of aircraft components include but not limited to flight controls, engines, hydraulics, pneumatics, fuel systems, electrical, and mechanical components, apply technical knowledge of airframe and power plant systems in determining equipment malfunctions and apply required expertise in restoring equipment condition and or operation. When required, apply comprehensive technical expertise to solve moderate to complex problems by interpreting technical documentation such as: blueprints, wiring diagrams, schematics, manufacturers’ manuals, job orders, engineering specifications and or other approved maintenance instructions.

I have a working knowledge in disassembling, repairing, re-working and installing various systems and components such as mechanical control surfaces, electrical control systems, landing gear, instrumentation, and engines; install hydraulic tubing, actuating cylinders, and cable controls: rig, adjust and perform preflight tests on various flight systems and power plant systems, including landing gear, flight controls, instruments, oxygen/environmental systems and. Maintain, repair, refurbish, modify and perform operational tests of R-12 and R-134 Freon systems, and perform operational tests on cockpit pressurization and anti-icing and de-icing systems.

I have a thorough knowledge of aircraft mechanical component troubleshooting, repair procedures and replacement parts. Also have a broad knowledge of aircraft sheet metal (fabrication, crimping, and soldering), and carbon fiber composite modifications and repair procedures, using vacuum-bagging, auto claves to cure the product, and pressure plates. I have a basic knowledge of electrical theory and circuit board repairs and troubleshooting, using multimeter to check for voltage, resistance and amps/ current. I am familiar with and have a working knowledge of aircraft tools such as test equipment, torque wrenches, dial calibers, micrometers, megameters, multimeters, ammeter, sheet metal breaks and sheers, composite vacuum bagging procedures, the use of basic hand and power tools, rivet gun and rivets (universal, countersink, monel titanium and cherrymax), welding (TIG, Stick, MIG, PAW), corrosion prevention and protection, sanding, (anodizing and alodining), priming and painting. I have a thorough knowledge of technical publications, and familiar with aircraft log and records entry protocols. I also have a thorough working knowledge and experience in aircraft jacking, the operation of aircraft tugs with regards to Boeing 737 aircraft, scissor lifts and articulating boom lifts, and I am licensed to operate forklifts up to and including Class V forklifts.

Training:

Took the FRC East blueprint training courses, certified in spot welding by FRC East welding school certificate number NC2228/2497,

FRC East Egress training as of 08/16/17

First Aid and CPR/AED Certification – February 18, 2016,

Fire Safety Training – February 12, 2016

Class V Forklift License – January 28, 2016

Boeing 737/NG General Familiarization Training

North State Aviation, Winston-Salem, NC United States

Certificate 11/20/2015

Boeing 737 Classic Series General Familiarization Training

North State Aviation, Winston-Salem, NC United States

Certificate 01/18/2016

Airbus A319/A320/A321 Aircraft General Familiarization Course (with IAE V2500-A5 & GE CFM-56-5B Engines and the APIC APS 3200 & Honeywell 131-9 [A] AP’s)

Aircraft Maintenance Training Inc., Foley, AL United States

Certificate 3/11/2016

Education:

Major: Associates in Applied Science (Aviation Systems Technology), with a Minor in Associates in General Education

Craven Community College

305 Cunningham Blvd, Havelock, NC 28532

Degree 12/14/2015

GPA: 3.0 GPA

Relevant Coursework, Licenses and Certifications:

I have completed the FAA program for Airframe and Power plant mechanic. Use sheet metal to make templates for repairs on aircraft. Overview of blueprint reading. Ability to layout patterns and templates for development of aircraft repair. I learned how to repair, replace, and modify structural and non- structural aircraft sheet metal components, such as fuselage doors, covers, etc. Learned a working knowledge of shop mathematics such as edge distances of 2D, 2 1/2D, 3D, 4D, and Etc. Ability to interpret instructions, and specifications as required for each aircraft system. Performed layouts, cut, drill, bend, form, burr, contour, and shape metal stock. I used hand tools such as left and right hand snips, files, rivet gun, drill motor, drill bit hole finder, t-square, ruler, strait snips, ball peen hammer, rivet cutter and other methods as appropriate to make replacement parts for aircraft structural and skin sections. Reinforce structural members. Drill parts and rivet them together for installment on aircraft. Install and as necessary, align and position riveted non-movable surfaces. In the above studies I used standard tools of the sheet metal trade and special tools such as press brakes, drill press, slip roll former, metal cutting equipment, shrinking, stretching, and forming machines. Examine complete assemblies for loose rivets, bad rivets, corrosion, wrinkled skin, and cracked metal. I have knowledge of various metals and their working characteristics such as 2024T-3 metal and 7075T-6 metal. Thickness sizes of 0.020, 0.032, 0.040, and 0.050 aluminum stock. Perform accurate tool inventory before each task and upon completion of each task. Make sure work space and aircraft is free of Foreign Object Damage (FOD).I gave completed a 45 hour welding course. Trained to weld using Metal Inert Gas (MIG), Tungsten Inert Gas (TIG), electric arc, soldering, and brazing.

Certificate of Completion in Airframe Systems Technology

Craven Community College

305 Cunningham Blvd, Havelock, NC 28532

Certificate 05/12/2014

Certificate of Completion in Power-Plant Systems Technology

Craven Community College

305 Cunningham Blvd, Havelock, NC 28532

Certificate 05/11/2015

G.E.D.

Carteret Community College

3505 Arendell St, Morehead City, NC 28557

Degree 9/17/2009

Summary of Additional Skills, Knowledge, and Training:

DOT Airport Security Clearance

I am familiar with the 5S duties. The 5S’s stands for Sort, Straighten, Standardize, Shine and Sustain. These duties include: taking out the trash at the end of each shift, vacuuming around your area to ensure a FOD free area is achieved, ensuring all hoses and cords are stored out of the way to avoid a tripping hazard, comply with all safety policies and procedures when working with sheet metal tools and equipment, wearing the proper PPE (Personal Protection Equipment), and perform accurate toolbox inventory before each task and upon completion of each task.

I have a working knowledge in repairing both metal and Nomex honeycomb cores by removing the broken or deboned honeycomb and replacing it using the proper methods stated in the SRM. After the repair is completed a coin tap test can be performed to ensure the honeycomb is properly bonded or if called upon by the manual Non-Destructive Inspection (NDI) can be performed on the part to ensure a proper bond.

I have Experience in vacuum, pressure bagging procedures using bleeder cloth, Teflon breather material, plastic bagging material, tacky tape, vacuum valves, and vacuum gauges for bonding and de-bulking.

I have Experience in setting up trade tooling, tooling, and measuring instruments necessary for fabricating composites and plastics. Regularly operate routers, cutters, drills, and fasteners to remove or join composite or plastic materials. Some common hardware for joining composites are Composi-loks, Hi-loks, CherryMax rivets, and bolts with locknuts.

I have Experience with core-forming and other equipment such as autoclaves, curing ovens, vacuum bags, and pressure bars in preparation for final assembly of parts and components.

Have used molds, patterns, forms, or fixtures on numerous to create parts. Repaired damage such as deboned, delimitations, blasting damage, edge damage, holes, cracks, punctures, dents, voids, heat damage, chafing, broken or missing pieces, partial thickness damage, or uneven surfaces. Repaired and replaced honeycomb by cutting, trimming, and fitting new honeycomb by addressing cell size, ribbon direction, and thickness. Repaired composite materials using scarf-joint techniques, bonded joints (external, internal, and scarf).

I have a working knowledge to use and to Utilized both carbon (AS-4, 133) and Kevlar materials. Experienced in the use of flush bolted patches and bolted lap patches.

I have Experience in the use of Composi-Lok guns and fasteners, Hi-Loks, Cherry Max guns and fasteners, and rivet guns using nominal and oversized rivets, and Capable of choosing the correct fastener.

I have a working knowledge to examine damage to composite or plastic structures to determine the extent of



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