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+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the fighter/dive-bomber Blackburn Skua (and its turreted derivative the Blackburn Roc) and the fighter/reconnaissance Fairey Fulmar, since it was expected that they would encounter only long-range bombers or flying boats and that navigation over featureless seas required the assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-performance single-seat aircraft such as the Hawker Sea Hurricane and the less robust Supermarine Seafire alongside, but neither aircraft had sufficient range to operate at a distance from a carrier task force. The American Vought F4U Corsair was welcomed as a more robust and versatile alternative.
In November 1943, the Royal Navy received its first batch of 95 "birdcage" Vought F4U-1s, which were given the designation "Corsair [Mark] I". The first squadrons were assembled and trained on the U.S. East Coast and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately. They found its landing characteristics dangerous, suffering a number of fatal crashes, but considered the Corsair to be the best option they had.
The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, though: one was excessive wear of the arrester wires, due both to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed, and because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the deckhead. However, the change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity to "float" in the final stages of landing. The Royal Navy developed further modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the P-51 B/C’s Malcolm Hood), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting frequent oil and hydraulic fluid spray around the sides of the fuselage so that the windscreen remained clear.
The Corsair Mk I was followed by 510 "blown-canopy" F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the F4U-1D, but not separately designated in British use). 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to Britain as the Corsair Mk III. 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered and designated Corsair Mk IV. A total of 2,012 Corsairs were supplied to the United Kingdom during WWII, and British Corsairs served both in Europe and in the Pacific. Despite the large number of aircraft, the Mk IIs and IVs were the only versions to be actually used in combat.
The first, and also most important, European FAA Corsair operations were the series of attacks in April, July, and August 1944 on the German battleship Tirpitz (Operation Tungsten), for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. From April 1944, Corsairs from the British Pacific Fleet took part in several major air raids in South-East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies. In July and August 1945, RN Corsairs took part in a series of strikes on the Japanese mainland, near Tokyo, operating from Victorious and Formidable. It was during this late phase of the war that the Admiralty was expecting new and more powerful indigenous naval fighters to become available, primarily Griffon-powered Seafires and the Hawker Sea Fury, a navalized derivative of the Hawker Tempest fighter powered by the new Centaurus radial engine. Both types, however, faced development problems, so that the Royal Navy approached Vought and requested a new variant of the proven Corsair, powered by the British Centaurus engine and further tailored to the Royal Navy’s special needs. This became the Corsair Mark V.
The Corsair V was based on the newest American variant, the F4U-4, but it differed in many aspects, so much that it effectively was a totally different aircraft. The F4U-4 was the last American Corsair variant that would be introduced during WWII, but it only saw action during the final weeks of the conflict. It had a 2,100 hp (1,600 kW) dual-stage-supercharged -18W engine, and when the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,830 kW). To better cope with the additional power, the propeller was changed to a four-blade type. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 feet per minute (1,400 m/min) as opposed to the 2,900 feet per minute (880 m/min) of the F4U-1A. The unarmored wing fuel tanks of 62 US gal (230 L) capacities were removed for better maneuverability at the expense of maximum range. Other detail improvements were introduced with the F4U-4, too: The windscreen was now flat bullet-resistant glass to avoid optical distortion, a change from the curved Plexiglas windscreens with an internal armor glass plate of the earlier variants. The canopy was furthermore without bracing and slightly bulged – an improvement adopted from the Royal Navy Corsairs.
The original "4-Hog" retained the original armament of six 0.5” machine guns and had all the external load (i.e., drop tanks, bombs, HVARs) capabilities of the F4U-1D. A major sub-type, the F4U-4B, was the same but featured an alternate gun armament of four 20 millimeters (0.79 in) AN/M3 cannon, and the F4U-4P was a rare photo reconnaissance variant with an additional camera compartment in the rear fuselage, but fully combat-capable.
The Royal Navy agreed to adopt the new F4U-4 but insisted on the British Centaurus as powerplant and demanded British equipment and armament, too. The latter included four Hispano 20 mm cannon in the outer wings, adapted wirings for British unguided rockets under the outer wings and a four-channel VHF radio system, a radio altimeter and a G2F compass. Vought reluctantly agreed, even though the different engine meant that a totally different mount had to be developed in short time, and the many alterations to the F4U-4’s original airframe would require a separate, new production line. Since this would block valuable resources for the running standard F4U production for the USN, the Corsair V was outsourced to the newly established Kaiser-Fleetwing company (a ship builder with only limited aircraft experience so far) and designated FK-1 in American circles.
As expected, the development of the FK-1 alone took more time than expected – not only from a technical point of view, but also due to logistic problems. The Centaurus engines and most vital equipment pieces had to be transported across the Atlantic, a hazardous business. The first precious Centaurus engines for the development of the modified engine mount were actually transferred to the USA through the air, hanging in the bomb bays of American B-24 bombers that were used as transporters to supply Great Britain with vital materials.
Because Kaiser-Fleetwings had to establish a proper production line for the FK-1 and supplies for raw F4U-4 airframes had to be diverted and transported to the company’s factory at Bristol, Pennsylvania, delays started to pile up and pushed the Corsair Mk. V development back. The first Centaurus-powered Corsair flew in January 1945 and immediately revealed massive stability problems caused by the engine’s high torque. Enlarged tail surfaces were tested and eventually solved the problem, but this measure changed the F4U-4s standard airframe even more. It was furthermore soon discovered that the early Centaurus engine suffered frequent crankshaft failure due to a poorly designed lubrication system, which led to incidents of the engine seizing while in mid-flight. The problem was resolved when Bristol's improved Centaurus XVIII engine replaced the earlier variant. Tests and adaptations of British equipment to the airframe continued until May 1945, when the Corsair V was eventually cleared for production. But when the first of 100 ordered machines started to roll off the production lines the war was already over.
At that time many of the Fleet Air Arm's carrier fighters were Seafires and Lend-Lease Corsairs. The Seafire had considerable drawbacks as a naval aircraft, notably the narrow undercarriage, while the Corsairs had to be returned or purchased. As the UK did not have the means to pay for them, the Royal Navy Corsairs were mostly pushed overboard into the sea in Moreton Bay off Brisbane, Australia.
Since the Corsair V had not been part of the Lend Lease agreement with the United States, the Royal Navy was not able to easily retreat from the production contract and had to accept the aircraft. Because the Royal Navy’s intended new standard shipborne fighter, the Hawker Sea Fury, was delayed and almost cancelled during this period of re-organizations and cutbacks, the Admiralty bit the bullet, used the inevitable opportunity and procured the Corsair V as a stopgap solution, even though the original production order from May 1945 was not extended and effectively only 95 Corsair Vs were ever produced in the USA and transferred as knocked-down kits via ship to Great Britain.
The first re-assembled Corsair Vs entered Royal Navy service in August 1946, but their frontline service with 802 and 805 NAS, both based at Eglington (Northern Ireland), was only brief. Following the successful completion of weapons trials at the A&AEE Boscombe Down, the Sea Fury was eventually cleared for operational use on 31 July 1947 and quickly entered service. The Corsair Vs were gradually replaced with them until late 1948; 805 NAS was the first unit to abandon the type when 805 Squadron was reformed as a Royal Australian Navy FAA squadron operating Hawker Sea Fury Mk II aircraft. In 1950, 802 NAS was assigned to HMS Ocean and equipped with the Hawker Sea Fury, too, and sent to Korea.
Most Corsair Vs were then relegated to the Royal Naval Volunteer Reserve (RNVR) in August 1951, where they replaced Supermarine Seafires and took over their role as classic fighter aircraft, despite the Corsair V’s strike/attack potential with bombs and unguided missiles. Most of the time the Corsairs were used for lang range navigation training. RNVR units that operated the Corsair V included Nos. 1831, 1832, 1833, 1834, 1835 and 1836 Squadrons. No. 1832, based at RAF Benson, was the last RNVR squadron to relinquish the type in August 1955 for the jet-powered Supermarine Attacker, and this ended the Corsair V’s short career.
General characteristics:
Crew: One
Length: 34 ft (10.37 m)
Wingspan: 40 ft 8 in (12.10 m)
Height: 15 ft 4 in (4.68 m)
Wing area: 314 sq ft (29.17 m²)
Empty weight: 9,205 lb (4,238 kg)
Gross weight: 14,670 lb (6,654 kg)
Max takeoff weight: 14,533 lb (6,592 kg)
Powerplant:
1× Bristol Centaurus XVIII 18-cylinder air-cooled radial engine with
2,470 hp (1,840 kW) take-off power, driving a 4-bladed
Rotol constant-speed propeller with 14 ft (4.3 m) diameter
Performance:
Maximum speed: 453 mph (730 km/h, 397 kn) at sea level
Cruise speed: 215 mph (346 km/h, 187 kn) at sea level
Stall speed: 89 mph (143 km/h, 77 kn)
Range with internal fuel, clean: 1,005 mi (1,617 km, 873 nmi)
Combat range with max. ordnance: 328 mi (528 km, 285 nmi)
Service ceiling: 41,500 ft (12,600 m)
Rate of climb: 4,360 ft/min (22.1 m/s)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings, 250 RPG
A total of 11 hardpoints under the wings and the fuselage for a total ordnance of
4,000 pounds (1.800 kg), including drop tanks, up to 16× 60 lb unguided aircraft rockets on twin
launch rails and/or bombs of up to 1.000 lb (454 kg) caliber
The kit and its assembly:
My first submission to the 2023 “Re-engine” group build at whatifmodellers.com, and a British Corsair with a Centaurus instead of the original R-2800 is almost a no-brainer. But taking the idea to hardware turned out to be a bit trickier than expected. I based my fictional conversion on an Italeri F4U-4, which would have been the appropriate late-WWII basis for a real-life conversion. The kit has good ex- and internal detail with fine engraved panels and offers the late Corsairs’ all-metal wings, too.
The engine replacement is a massive resin piece from OzMods, part of a conversion twin set for a Bristol Brigand; I assume it’s intended for the Valom kit? The set includes resin four-blade props with deep blades which I rather wanted to use than the Sea Fury’s typical five-blade prop.
The Italeri Corsair was basically built OOB, but beyond the different engine, which caused some trouble in itself (see below), I incorporated several mods to change the aircraft’s appearance. The streamlined Centaurus was insofar a problem because it has s slightly smaller diameter than the original R-2800 cowling. Not much, but enough to make a simple exchange impossible or at least look awkward. While the upper cowling section and its curvature blended well into the Corsair fuselage, the difference became more obvious and complicated underneath: late Corsairs have a “flattened” bottom, and from below the Centaurus appears somewhat undersized. To smooth the intersection out I grinded much of the cooling flaps away, and to even out the profile I added a shallow air scoop from an Italeri F4U-7 under the engine, which required some PSR. A good compromise, though. The resin propeller was mounted onto a metal axis and fitted into a hole/channel that was drilled through the Centaurus’ massive resin block.
As an FAA Corsair the wing tips were clipped, which was easy to realize thanks to the massive parts in this area. The Corsair’s original oil coolers in the wing roots were retained, but the four guns in the wings (separate parts in the Italeri kit with quite large holes) were replaced with faired Hispano cannon for/from an early Hawker Tempest, aftermarket brass parts from Master Models.
To change the model’s look further I modified the tail surfaces, too; the rounded fin was replaced with a rather square and slightly bigger donor, a stabilizer from a Novo Supermarine Attacker. The original stabilizers were replaced, too, with trapezoidal alternatives from a Matchbox Meteor night fighter, which offer slightly more area. Since the tail surfaces were all graft-ons now I implanted a vertical styrene tube behind the rear cockpit bulkhead as a display holder adapter for later flight scene pictures. Together with the clipped/squared-off wingtips the new tail creates a consistent look, and with the propeller and its dominant spinner in place the Corsair V reminds a lot of a late Bristol Firebrand mark or even of an Unlimited Class Reno Racer? It looks fast and purposeful now!
Even though unguided missiles and/or bombs could have been a valid ordnance option I decided to leave the Corsair V relatively clean as a pure gun fighter; I just used the OOB drop tank on the centerline station.
Painting and markings:
Very dry and using real 1948 Royal Navy aircraft as benchmark, the Corsair V ended up with a rather simple and dull Extra Dark Sea Grey over Sky (Humbrol 123 and 90, respectively) with a low waterline, and still with wartime Type C roundels with “Identification red (dull)”, even though the RAF officially had reverted to bright identification colors in 1947 and started to use the high-viz Type D roundel as standard marking. To add a British flavor the cockpit interior was painted in very dark grey (Revell 06, Tar Black) while the interior of the landing gear wells was painted in a pale cream yellow (Humbrol 74, Linen) to mimic zinc chromate primer. The only highlight is a red spinner, a contemporary unit marking of 805 NAS.
The kit received a light black ink washing and post-shading to emphasize and/or add surface structures, and this nicely breaks up the otherwise uniform surfaces. Decals/markings came from Xtradecal Hawker Sea Fury und late WWII FAA/RN aircraft sheets, and some decals were mixed to create a fictional serial number for the Corsair V (TF 632 was never allocated, but the code fits into the model’s era). Some light oil and exhaust stains were also added, but not as severely as if the aircraft had been operated under wartime conditions. Finally, the model was sealed with matt acrylic varnish.
While a classic F4U with a British Centaurus engine sounds simple, and actually is, getting there was not as easy as it sounds – the ventral air scoop came to the rescue. With some more small mods like the new tail surfaces the aircraft got a subtly different look from its American ancestor(s). The Corsair V IMHO has now a very Blackburn-ish look, thanks to the big spinner and the square fin! And I wonder what I will do with the other Centaurus from the conversion set?
The City of Niagara Falls, Ontario is well known for it's natural wonders, the water that flows down the Niagara River and plunges into the Niagara Gorge creates three separate waterfalls known as Horseshoe Falls, American Falls and Bridal Veil Falls. Surrounding this area is what is known as Niagara Parks which includes many kitschy tourist attractions such as haunted houses, wax museums and restaurants with large and elaborate signage, just to name a few. But just beyond the boarders of Niagara Parks lies the real City of Niagara Falls, most tourists probably wouldn't even notice as they drove through the area on their way to the main attractions. It is this area where until just a few short months ago, one may have come across an unassuming building that once housed City Hall.
Built in 1866 and then extensively renovated in 1954, one would have no idea without doing research that the building was 154 years old. The buildings original stone walls were covered with brick creating a modern design at the time, which in its own right is still very appealing to the eyes. The building has been used as a butcher shop, library, court house and most recently as City Hall up until 1969 when it officially closed. Since then it was mainly just used as storage for old city files as well as other odds and ends. The building had been neglected for years and because of this it's evident from the photos that it had deteriorated quite significantly.
Niagara Falls City Hall, Ontario, Canada.
©James Hackland
Soldaten vom Kommando Spezialkräfte des Heeres und die Spezialisten der ABC-Abwehrkräfte zeigen in der Lehrvorführung Resolute Solution auf dem Standortübungsplatz Bodelsberg im Allgäu, wie sie im Kampf gegen Massenvernichtungswaffen zusammenarbeiten können, am 30.05.2017.
©Bundeswehr/Jana Neumann
Feel less high? All you need is a chair!
Problem solved! ;-))
Demak's Education Expo : Full of Cosplayers!! ^^;;
Our school's stand won the 2nd favorite place prize, as the audience choice!
And do you know who won the first place? It was Pre-school stand! Oh my...!!!!
PS: this wasn't our stand for sure! o:-)
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Merasa kurang tinggi? Naik aja ke kursi!
Dan masalah pun terpecahkan!! ;p
Pameran Pendidikan Kabupaten Demak: penuh pemain berkostum (aneh?)!!
Stan sgabungan sekolah kami memenangkan juara favorit 2, atas pilihan penonton loh..
Dan tau gak, siapa juara pertamanya? Yang menang itu malah stan-nya anak PAUD!
Hikzzz.... kami kalah dari anak-anak play group dan TK!! ^^;;
Soldaten des Spezial-ABC-Abwehr-Reaktionszugs vom ABC-Abwehrbataillon 750 untersuchen mit einem tragbaren Schadstoffmessgerät chemische Schadstoffe im Rahmen der Lehrvorführung Resolute Solution auf dem Standortübungsplatz Bodelsberg im Allgäu, am 31.05.2017.
©Bundeswehr/Jana Neumann
Soldaten vom Kommando Spezialkräfte des Heeres fliegen mit dem Mehrzweckhubschrauber H145M (76+05) im Rahmen der Lehrvorführung Resolute Solution über den Standortübungsplatz Bodelsberg im Allgäu, am 31.05.2017.
©Bundeswehr/Jana Neumann
twitter.com/keltruck/status/1347859175041335298
Three more new @TRS_Rail #ScaniaV8 650S #SuppliedByKeltruck
#TotalRailSolutions #TRS #Pontrhydyrun #Cwmbran #Gwent #SouthWales #Wales #Cymru #NP44 | totalrailsolutions.co.uk
#V8 #KingOfTheRoad #PrideOfTheFleet #Flagship 💪
Spec & order your new #Scania at keltruckscania.com/sales
➡️ linkedin.com/posts/steven-leadbeater-172a8a83_total-rail-...
➡️ linkedin.com/posts/total-rail-solutions_transport-teamtrs...
for 7DoS: I don't drink either, but I do know plenty of people who rely on one or both to get them past their lows. I just need copious amounts of chocolate :)
Shrinking Solution is a potion that causes the drinker to decrease in size or age. It is bright green when brewed correctly and is made from minced daisy roots, peeled Shrivelfig, sliced caterpillars, a single rat spleen, and a small amount of leech juice. The potion must be left to simmer before it can be drunk, and, if prepared incorrectly, it can be poisonous.
WOW I'M ALREADY HALFWAY THROUGH!
I came across Zev's photos and was in awe. So, this is inspired by a lot of his photos.
JLF Moving Solutions Take Delivery of New Scania R320
… while their first Scania hits the 1½ million kilometres landmark
Keltruck, the largest independent Scania Distributor in Europe, has supplied a new Scania R320 to JLF Moving Solutions of Burntwood, Staffordshire. The truck is the fifth Scania truck to join their fleet, while the first – bought in 2001 – is still going strong and has recently surpassed 1½ million kilometres.
JLF Moving Solutions was started by brothers, John & Steve Lomas in 2009, with 35 years’ experience. The first vehicle they owned was a Ford Transit van. They now have 31 vehicles, including five Scania trucks, to help them with removals, homepack services, office removals, European removals, containerised storage, document storage and specialist services to the fire & flood industry.
Steve and John first bought a Scania truck in 2001 as they needed larger vehicles than the 7.5 tonne HGVs they were using. That truck, a P220 day cab fitted with ARZ sleeper pod for two people, has been serviced by Keltruck Willenhall for nearly 20 years and is still going strong with more than one and half million kilometres on the clock.
John Lomas, Company Director commented, “The first Scania truck we bought has been, and continues to be, a great truck for us. All our drivers like driving the Scanias – and this one in particular. Even Steve and I drive it from time to time.”
Their new Scania R320 high roof is the company’s first new generation Scania with the newly developed interior. JLF was able to customise their truck by adding a third seat to accommodate a full team of moving staff.
Keltruck has now been working with Steve and John for 18 years and has developed a great working relationship. All of JLF Moving Solutions’ Scania vehicles are serviced on long term repair and maintenance contracts, starting at 60 months and extending beyond that.
John Lomas continued, “The Scania trucks are excellent – a great drive and very robust – while the support we get from Keltruck is outstanding, both in terms of the buying process and the aftersales services.”
Keltruck Account Manager Tony Biddlestone commented, “We have a great relationship with JLF Moving Solutions. It is a pleasure to deal with John and Steve. The new R320 vehicle they have purchased is something different to your everyday Scania, with the new interior focused on driver comfort, which is perfect for JLF as the company’s operation has more than one occupant, so we focused on cab size and driver comfort.”
keltruckscania.com/about-keltruck/news-centre/press-relea...
An automated packaging solution for all your packaging machine's needs and requirements is to complete the production line-up. To know more, visit Accutek Packaging Equipment, for efficient packagings such as filling, capping, labeling, washers, sealer, and many more. For further solution, contact us at +1 (760) 734-4177 or Visit us at www.accutekpackaging.com/
I've been lost at a lot of university campuses. This is an elegant and colorful solution to that problem.
Wirtschaftsuniversität Wien, the Vienna University of Economics and Business.
I took a stroll through one of the local antique stores. This is the biggest one in my area and has a ton of vintage stuff. I find shooting at a place like this gets the creative juices flowing..
I don't work for the antique store, they just gave me permission to come in and shoot. You can find out more about the store @ www.agouraantiquemart.com
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About Me - about.me/edwardconde
Every great and deep difficulty bears in itself its own solution. It forces us to change our thinking in order to find it. Niels Bohr
..old stencils sprayed onto old records for Free Art Friday and as part of my Vinyl Solution series..
Furniture Interior Design Ideas that includes modern designs of living rooms, bedrooms, kitchens, and dining rooms that will decorate your screen and provide you with interior design ideas to decorate your home.
Giải pháp cầu vượt giảm thiểu được rất nhiều tình trạng ùn tắc giao thông ở tuyến đường này
Tokina 11-16 f/2.8
Long Exposure: 60s
Location: Tay Son - Chua Boc, Ha Noi
Urbex Benelux -
Since margarine intrinsically appears white or almost white, by preventing the addition of artificial coloring agents, legislators found they could protect the dairy industries by discouraging the consumption of margarine based on visual appeal. If margarine were colored the same as butter, consumers would see it as being virtually the same thing as butter, and as a natural product. Bans on adding color became commonplace in the United States, Canada, and Denmark and, in some cases, those bans endured for almost 100 years. The rivalry between the dairy industry and the oleomargarine industry persists even today.
Aircraft Holding Solutions British Aerospace BAe-125-700B N45KG cn 257189 IAD - Crash landed on March 5th 2023 near Sayaxche Guatemala during drug run Appropriate registration for the job it was doing
Caught and imaged in Coventry, CT by Mark Smith of Macroscopic Solutions
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Please download and use these open source images for your own purposes. If you do, please reference Macroscopic Solutions.
Photography information: All of the images in this database were captured with the Macropod.
The Macropod is a rigid, portable photomacrography system, which allows the user to make razor sharp, fully focused photographs of small sized specimens at 18 to 26-megapixel resolution. It overcomes the extreme Depth of Field (DOF) limitations inherent in optics designed to image smaller specimens. Normally, lenses designed for macro will only render a very small fraction of the depth of targeted specimen in sharp focus at any one exposure. The Macropod allows the user to select and make multiple exposures in precise increments along the Z-axis (depth) such that each exposure’s area of sharp focus overlaps with the previous and next exposure. These source images are then transferred to a computer and merged by an image-stacking program. Zerene Stacker is used to find and stitch together only the focused pixels from each exposure into one image. The Macropod integrates industry-leading components in a novel and elegant way to achieve these results.
Contact information:
daniel@macroscopicsolutions.com
724 825 9426
mark@macroscopicsolutions.com
410 258 6144
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