ATPL Meteorology - Class 17: Meteorological Reports
Summary
TLDRThis video script offers an in-depth look into aviation-specific meteorological reports, focusing on how pilots analyze weather data for safe flying conditions. It covers METARS, TAFs, SIGMETs, and significant weather charts, explaining their formats, common codes, and how to use them in flight planning. The script also discusses in-flight weather updates via VOM and ATIS, emphasizing the importance of staying informed about weather conditions during flights.
Takeaways
- đ Aviation meteorological reports are crucial for understanding weather conditions for safe flying and include METARS, TAFs, SIGMETs, and ATIS.
- đ METARS provide real-time weather conditions at aerodromes, issued every 30 minutes, and include information like wind direction, speed, visibility, and cloud coverage.
- đ The date and time in METARS are given in UTC (Zulu time) without the need for a month or year, ensuring a standardized format for global aviation.
- đš Wind information in METARS is given in true direction, which may differ from magnetic direction, especially important when considering runway orientations.
- đ« Visibility in METARS is reported in meters, with '9999' indicating 10 kilometers or more, which is essential for safe takeoff and landing.
- đ§ Weather phenomena like rain or fog are denoted by specific codes, and their absence in a report can also be informative for pilots.
- đĄ Temperature and dew point readings in METARS can hint at the likelihood of fog, as very close values may suggest its formation.
- đ QNH in METARS indicates aerodrome elevation and helps in pressure adjustments for accurate altitude readings.
- â± Special reports like SPECI are issued for significant weather changes outside the regular 30-minute METARS cycle.
- đ€ TAFs forecast weather conditions for a specified period, usually 24 hours, and are updated every six hours, providing pilots with forward-looking information.
- đ« SIGMETs report severe weather phenomena that could impact flight safety, such as thunderstorms and turbulence, and are valid for about four hours.
Q & A
What is the purpose of the video script?
-The purpose of the video script is to educate viewers on aviation-specific meteorological reports, explaining how to interpret and analyze these reports to determine safe flying conditions.
What does the acronym METAR stand for?
-METAR stands for Meteorological Aerodrome Report, which provides information about the actual weather conditions currently happening at an aerodrome.
How often are METARs typically issued?
-METARs are usually issued every 30 minutes.
What does the 'wind section' in a METAR report indicate?
-The 'wind section' in a METAR report indicates the direction and speed of the wind, including gusts, at the aerodrome.
What does the visibility '9999' in a METAR report signify?
-In a METAR report, visibility '9999' means there is 10 kilometers or more of visibility.
What is the significance of the 'QNH' in a METAR report?
-The 'QNH' in a METAR report is the barometric pressure setting that indicates the aerodrome elevation.
What is a TAF and how does it differ from a METAR?
-A TAF is a Terminal Aerodrome Forecast, which predicts weather conditions at an aerodrome for a specific time frame, usually 24 hours. Unlike METAR, TAF does not include temperature, dew point, recent weather, or wind shear predictions.
What does 'SIGMET' refer to in aviation weather reports?
-SIGMET refers to a Significant Meteorological Information report, which details weather events and phenomena that might impact flight safety, such as thunderstorms, hail, and severe turbulence.
How long are SIGMET reports typically valid for?
-SIGMET reports are typically valid for about four hours.
What is the difference between the wind direction given in a METAR and an ATIS?
-In a METAR, the wind direction is given in true direction, while in an ATIS, the wind direction is given in magnetic direction.
What is the purpose of the 'in-flight met reports' and 'atis' mentioned in the script?
-In-flight met reports and ATIS provide pilots with real-time weather information for aerodromes and specific flight information regions while they are in the air, as they may not have access to updated METARs or TAFs via the internet.
What is the importance of understanding weather reports for flight planning?
-Understanding weather reports is crucial for flight planning as it allows pilots to anticipate and prepare for weather conditions that may affect flight safety, performance, and route planning.
Outlines
đ€ïž Aviation Meteorology Overview
The video script introduces the topic of aviation-specific meteorological reports, emphasizing the importance of understanding weather conditions for safe flying. The instructor, Grant, explains that these reports, such as METARs (Meteorological Aerodrome Reports), are issued every 30 minutes and contain crucial information about current conditions at an aerodrome. The script details the structure of METARs, including wind direction and speed, visibility, weather phenomena, cloud coverage, temperature and dew point, and pressure. It also mentions the use of aviation weather apps and decoders to familiarize oneself with the codes and meanings.
đ Understanding TAFs and SIGMETs
This paragraph delves into Terminal Aerodrome Forecasts (TAFs) and SIGMETs, which are used for predicting weather conditions over a 24-hour period and reporting significant weather phenomena, respectively. TAFs provide forecasts for aerodromes with specific time frames and are updated every six hours. SIGMETs, valid for about four hours, are issued when necessary and contain information about weather events that could impact flight safety, such as thunderstorms and turbulence. The script explains the format of these reports, including time frames, aerodrome identifiers, and weather details, and highlights the importance of understanding the codes and symbols used.
đĄ In-Flight Weather Reports: VOM and ATIS
The script discusses the use of VOM (Volmet) and ATIS (Automatic Terminal Information Service) for receiving weather reports while in flight. VOM broadcasts METARs and TAFs in plain language for specific flight information regions, allowing pilots to tune into a frequency and receive updates. ATIS, on the other hand, provides local aerodrome weather information, including runway conditions and approach types. The paragraph explains how to interpret the information provided by ATIS, including wind direction in magnetic terms, and how pilots communicate with air traffic control to confirm they are up to date with the weather conditions.
đ« Weather Analysis for Flight Planning
The instructor demonstrates how to analyze weather reports for flight planning, using a specific flight from Lanzarote to Edinburgh as an example. The script outlines the process of checking METARs for departure and arrival times, considering wind direction and speed, visibility, and the possibility of weather changes during the flight. It also covers the evaluation of alternate airports in case of unexpected weather conditions and the use of significant weather charts to identify potential hazards along the route, such as turbulence and icing levels.
đ Route and Alternate Weather Assessment
This paragraph focuses on assessing weather conditions for the flight route and alternate airports. The script provides a detailed walkthrough of checking weather reports for the main route and alternate airports, ensuring that there are no significant weather issues such as storms or visibility problems. It also mentions the importance of consulting significant weather charts for any potential hazards that might affect the flight path, and the use of aviation weather apps to stay informed about weather conditions.
Mindmap
Keywords
đĄMeteorology
đĄMETAR
đĄAerodrome
đĄZulu Time
đĄWind
đĄVisibility
đĄClouds
đĄTemperature and Dew Point
đĄQNH
đĄTAF
đĄSIGMET
đĄWind Shear
đĄVOR/DME
đĄATIS
Highlights
Introduction to aviation-specific meteorological reports and their importance in flight safety.
Explanation of METARs (Meteorological Aerodrome Reports) and their format, including the type of report, aerodrome identifier, date, time, and wind section.
Importance of understanding true direction versus magnetic direction when interpreting runway information.
Visibility reporting in METARs, with 9999 indicating more than 10 kilometers of visibility.
Weather information in METARs, including the absence of weather phenomena and the use of codes like 'RA' for rain.
Cloud coverage reporting in octas and altitude above the aerodrome, with descriptions like 'few', 'scattered', 'broken', or 'overcast'.
Temperature and dew point analysis in METARs, and their significance in predicting fog.
Pressure settings in METARs, with QNH indicating aerodrome elevation.
Recent weather phenomena reported in METARs, such as rain within the past hour.
Introduction to TAFs (Terminal Aerodrome Forecasts) and their 24-hour forecast format.
Differences between METARs and TAFs, including the exclusion of temperature and dew point predictions in TAFs.
Use of leading codes in TAFs to indicate forecast changes, such as 'FM' for rapid change and 'BECMG' for gradual change.
SIGMET reports focus on significant weather events impacting flight safety, such as thunderstorms and severe turbulence.
Format and content of SIGMET reports, including region identification, time frame, and weather phenomena details.
Significant Weather Chart analysis, including symbols for icing, turbulence, jet streams, and cumulonimbus clouds.
In-flight weather updates through VOM (Vol Met) and ATIS (Automatic Terminal Information Service).
Practical application of weather reports in flight planning, including analyzing METARs, TAFs, and SIGMETs for a flight from Lanzarote to Edinburgh.
Use of weather apps and METAR decoders for familiarization with aviation weather codes and reports.
Transcripts
now we know quite a lot about the way
weather is formed but how do we actually
receive this information and analyze it
to understand if it's safe day to go
flying let's find out
[Music]
hi I'm Grant and welcome to the 17th and
final class in the meteorology Series
today we're going to be taking a look at
Aviation specific meteorological reports
there's quite a few out there but they
all share fairly similar characteristics
so hopefully by the end of the class
you'll be able to break them down
analyze them and extract the important
information that you need
metars or meteorological Aerodrome
reports provide information of the
actual conditions currently happening at
an Aerodrome and they're usually issued
every 30 minutes
this is what one looks like and yes it
looks a bit intimidating and complicated
there's a lot going on here but
thankfully though it's always in the
same order so each section can be broken
down and tackled separately
metars are the foundation of these
weather reports and a lot of other
reports use very similar format with the
same sort of codes
so the first section is the type of
report we can see it's a meta then we
have the aerodromes Iko identifer code
which in this case is Palma de Mallorca
in Spain next we have the date and time
so this is the 14th of the month at 12
50 Zulu we don't need a month
um designator or a year designator we
just need the day
and it's always in Zulu UTC time
then we have the win section
so in this case it's a wind of 320
degrees at 12 knots gusting up to 20
knots in written formats such as meters
the wind is given in the true Direction
in Europe where variation is small it
makes very little difference but in some
places you can get large differences
between magnetic Direction and true
Direction and very usefully runways are
stated in magnetic Direction so you will
need to use the variation of the airport
to convert between the two next up you
have visibility which in this case is
9999 and it's in meters there's only
four digits that is given so 9999 means
there's 10 kilometers or more of
visibility next up you would have
weather information in this example that
I've used there's no weather phenomena
so there's nothing in here but you might
see something like R A for rain for
example next you have clouds and it's
cloud coverage given in octas so few is
one to two
and the altitude is
2500 feet
above the aerodrome
there will either be few scattered
broken or overcast and then it's the
altitude over the eardrum next up you
have the temperature and the dew point
in degrees celsius in fog these numbers
would likely be the same so it's worth
keeping an eye on the temperature and
dew point as if they are very close
together there's a good chance that fog
might be on the way then we have the
pressure setting the qnh that when set
will indicate the aerodrome elevation in
our case it's one zero two one after
that we see any recent weather that
might have happened re standing for
recent and re standing for rain so that
would mean that within the past hour
it's always within the past hour it has
rained we then might see a little WS
this might not be here or it might be
here to indicate if there's any wind
shear and then we see any Trends over
the weather for the next two hour period
it's basically a small forecast and it
can describe anything like wind clowned
or visibility but for our example says
no sick which means no significant
change so there's various codes for the
weather such as the ra for rain or a DZ
for drizzle or a m s n for snow there's
basically too many to list and there's
some that are quite obscure such as PO
for dust devils which are caused by dry
wind over deserts but generally by
looking at weather reports and using a
meta decoder just have a quick Google
and you'll find one then you will be
able to build your familiarity with the
codes and what they mean you see some
that are quite common and significant
like BR is for fog you want to know
about any fog and also Ts for
thunderstorms you won't know about any
thunderstorms it's just a case of
practice and repetition if there's any
significant change to the weather that
occurs in between the normal 30 minute
cycle of metars then airports might
issue a Specky an speci it's basically a
special matter and it's exactly the same
format as this but it will start with
Specky in here to indicate it is outside
of the normal 30 minute cycle a terminal
eardrum forecast is a forecast of the
conditions at the air drone that are
expected commonly they have a time frame
of 24 hours with a new one being issued
every six hours to update the forecast
as we go through the day you can also
get ones that are nine hours issued
every three hours or ones that are 30
hours long you just have to basically
look at the time frame which is
indicated here to figure out how long
the tap is valid for they're very
similar to meters and you'll see a very
similar format so in this example we see
the prefix at the start in this case
it's a TAF we then see the aerodrome
four letter identifier code just like in
The Meta in this case l e c b which is
Barcelona we then see the date and the
time that this TAF was issued in this
case it was on the 14th at 10 Zulu in
the morning up to now exactly the same
format as The Meta but after the first
time follows one of the first major
differences so as is a is a forecast we
talked about earlier we have to know
what period it covers in this case it's
from the 14th at 10 am to the 15th at 10
am so it's a 24 hour period and after
this initial line follows the forecast
for the day with any further changes
with some key exclusions from it namely
there's no temperature or dew point
predictions q a predictions or recent
weather or wind shear predictions
so we can see the weather here is
predicted to be in this 24-hour period a
wind of two five zero at 12 knots
visibility of at least 10 kilometers or
more and we're expecting few one to two
octas worth of clouds at 2 000 feet
above the aerodrome
and then you see a few different leading
codes which are given
um the front of some other weather
the key code could be FM which indicates
a rapid change at a specified time it
could be becoming bcmg which means a
gradual change between two specified
times or it could be Tempo which means
temporarily
um in between the period that it states
the weather will be that condition and
temporarily means less than an hour
you might also see prob 30 or probe 40
which indicates a percentage likelihood
of the conditions happening
so in our TAF here we can see that after
the initial conditions
the clouds are becoming slow gradual
change
on the 14th between two and three in the
afternoon there's going to be a gradual
change towards scattered three to four
octas worth of clouds at two thousand
feet and the type of clouds are going to
be towering cumulus which are the
precursor to cumulonimbus and
thunderstorms
then we have a 40 chance that for less
than an hour between four o'clock and
six o'clock there will be thunderstorms
and rain so we see the precluder and the
thunderstorms and Rain themselves then
from
six o'clock on the 14th
everything's going to die down a bit
we're going to get back to variable two
knot wind with few one to two octaves
worth of clouds at 1800 feet above the
eardrum and then there's nothing more so
we assume that the weather conditions
are going to stay like this until the
end of our period in here with this
information and say we have a flight
that's arriving at 1700 hours it might
be a good idea to take extra fuel with
us just in case there is a thunderstorm
overhead Barcelona at the time we arrive
because if we take extra fuel we can
hold hopefully wait for this storm to
pass and land safely before having to
divert somewhere else a segment or
significant meteorological information
report is another weather report which
is all about weather events and a
phenomena that might impact flight
safety such as thunderstorms hail severe
turbulence freezing rain Mountain waves
and tropical revolving storms
they are issued by specific met officers
and when they're needed basically and
they're valid for about four hours
they are similar in format once again to
Metar and tafs it starts with an
identifier code in this case lhcc and
this refers to a region rather than an
airport something that's known as a
flight information region you get them
spread out over countries some countries
will just have one some countries will
have a couple and basically they collate
information for enroute rather than
airport stuff so in this case the region
is Hungary lhcc then follows the sigmet
prefix the sigma itself will have an
identifier code it'll have tango04 in
this case so that when air traffic
controls speak to you they go are you
aware of the Tango zero four Sigma you
could say yes I know what's happening
then we have a time frame so it's valid
on the first at 04 30 in the morning to
the first 0530 morning so it's only an
hour long period first thing in the
morning all weather reports seem to
start this way
who's talking to you what type of
reporter is there might be an ID code
and then sort of time frame before it
gets into the weather itself so that's
the sigma identifier section and then we
get into the actual weather report
itself so again we've got the region
it's hungry it's more specifically The
Budapest fir I can't remember if Hungary
is split into multiple I don't think it
is but it's the lhcc Budapest fir that
flight information region and what the
weather report is is we've got embedded
thunderstorms forecast within and then
there's a whole bunch of coordinates
in here
if you have a map you could then draw
this area out on your map and we can see
that within that region there's going to
be embedded thunderstorms we know that
the tops will be at flight level 300
it's moving Northeast and it's generally
weakening over time again the specific
codes will just come with practice but
in a sigma it's always going to be
something that's a bit nasty like turb
for turbulence turb or gr for Hail Sev
for severe or in the worst case you can
get rdoact
CLD which is a radioactive Cloud which
hopefully nobody ever sees a significant
weather chart shows information normally
in a sigmet but in probably a more
useful format on a map along with
information about any jet streams
there are various symbols that again
come with practice and repetition this
is an example of a flight that I did a
while ago on the
8th of August
from Lanzarote to Edinburgh in the UK
some of the symbols of note are icing
which is given this symbol here it looks
it's quite small there so it's sort of a
semi-circle with two lines that's icing
and you get turbulence which is this
symbol here straight line with a bump
and then another line you'll get used to
these symbols as you just look at more
of these significant weather charts and
you get other symbols like these solid
black lines or jet streams along with
the speed of the jet streams themselves
and then you get CB standing for
cumulonimbus clouds I think
thunderstorms and it will be the top
level and the XXX means it's off the
bottom of the chart where is the bottom
of this chart we can see that this one
goes up to
flight level 100 to 450. so this is a
cloud that extends from below flight
level 100 up to 300 there's a few of
them embedded in this area of other
clouds and uh yeah might be worth
avoiding that area if you're flying
towards it
you also get these spot levels here
which is the height of the tropopause so
on wind charts you get
a chart that shows the wind
unsurprisingly and also a few
temperatures along our route they're
quite easy to understand if you
understand the concept of the wind Arrow
so think of it like an arrow from a bow
and
the feather at the back of the arrow
is the these lines now indicates the
strength a triangle indicates 50 knots
uh full lines 10 knots and a half line
is five so if you just add them together
so if you pick a random one maybe this
one at advat we can see that the
strength of this wind is about 35 knots
and it's blowing from the southwest we
can also see the general pattern of wind
along our route is Westerly changing
towards Northerly as we reach the UK
so the weather reports we've looked at
so far are what we'd look at when we're
on the ground planning our flight when
but when we're in the air we don't have
access to the internet to look up new
metars for the aerodromes when we're
flying around
so we use something called vomits and
atis vomit means Vol means flight in
French and met means for meteorology
meteorology so you get a vomit in-flight
met reports and basically this is a
frequency that you can tune into and it
broadcasts metars and tafts in plain
language for airports within a specific
flight information region I could tune
into London South's vomit on Whatever
frequency it is and listen to the metars
for a range of airports in London frr
always in the same order
occasionally very frustrating you'll
just miss the airport say I wanted uh I
don't know Birmingham
and I heard Cardiff was on the radio
just as I tuned in I knew I've got to
wait through all these before eventually
I get back to Birmingham for a more
specific report you would tune into the
atis this is an automatic terminal
information service and it's a more
local version of the format that is Air
Force specific every major airport will
have a frequency you can tune into and
receive weather information about an
Aerodrome including any Opera
operational information about the
airport such as Runway and type of
approach
in use it also contains something called
a Runway condition code this is a code
used to describe if there's anything on
the runway like water or snow any
contaminants on the runway depending on
the type and depth of contamination it's
given a rating from one to six for each
third of the runway a dry runway for
example has given six six something very
specific that you get into in
operational procedures
and so I'm not going to cover it now
because depending on the depth and the
type it makes it a a whole thing so when
you listen to an atis it's very local
information and the wind direction is
given in magnetic Direction in contrast
to the Metar which gives true Direction
I always remember it as if it's written
it's true the two T's and true
some airports might have a digital atis
system which sends aircraft direct text
forms of atis which does make this
memory trick a little bit confusing but
think about it if it's normally written
it's true or if it's listened to it's
magnetic so anatis itself might sound
something like this Gatwick information
Romeo issued at time zero nine three
zero Roman use two six left
666 expect an ILS approach
wind two five zero knots uh sorry two
five zero degrees at seven knots caval k
which means cloud and visibility okay
meaning cloud above 5000 feet and
visibility more than 10 kilometers
temperatures 2 6 2.13 Q h1012 on First
Contact report information Romeo
although normally in a very digital
robotic computer voice Gap Wick
information Romeo issued at time it's
very uh yeah very boring like that and
at the start you might have been noticed
it says information Romeo and what we do
is when we speak to air traffic control
for that airport we tell them that we've
received information Romeo and we're all
up to date with the weather conditions
at the airport by saying something like
hello Gatwick flights Alpha Tango Papa
Lima at flight level 80 heading 360
degrees with information Romeo
then they know who we are where we are
and what we know about where we're going
so instead of the classic summary like I
normally do I'm going to show you how I
would analyze a weather report for that
flight that I did from Lanzarote to
Edinburgh a wee while ago and hopefully
there's a few things you can take from
it which you find useful
so I can't remember what time this
flight actually was
but uh let's see it's looking quite
valid so two o'clock let's say we're
leaving at
six o'clock in the evening seems about
reasonable so I'd write that down first
and then I have the validity time that
I'm looking for on our scheduled time of
arrival into Edinburgh was midnight I
don't know
okay so I've got 1800 I look at the
METAR for 1800 uh that's about zero one
zero two two runways we've got zero
three and two one that wind is favoring
Runway zero three
we've got good visibility a few clouds
26 degrees one zero one five wind strong
but relatively straight down the wrong
way it's not going to be any crosswind
to think of
for our period we can expect maybe some
30 chance of no more than an hour
of the wind going straight
uh sorry continuing this direction 17
gusting 29 so that reflects what the
weather is actually doing just now
so we're okay to depart Lanzarote
without any issues you've got a nice
strong wind blowing in our head helping
us with any performance issues that we
might have
in Edinburgh we get back at midnight
this is current for now so that's not
going to be relevant but we can see that
between 6 and 6 on the 7th and the
eighth we've got this weather conditions
250 at 12 which means it's going to be
Runway 2 4. temporarily it's going to
change the broken up 1200 40 chance for
an hour that between six and eight eight
thousand light rain broken nine hundred
and then temporarily uh well after we
arrive at three a.m broken 1400 so we're
not expecting this because that's
finished by the time we arrive we're
expecting
these conditions here so two five zero
at 12 visibly 10 kilometers broken close
2500 Runway
2 4. then I can get those charts up have
a look familiarize myself with the
approaches see what I need to do to um
get myself ready for this flight we can
also use
the weather reports for any alternates
so we've got various alternates here our
number one our closest would be Glasgow
and we're expecting to arrive it'll be
just after that let's call it zero zero
twenty or something like that so again
it's going to be quite similar to
Edinburgh because they're quite close
let's see if that's true
we're looking at two five zero
between six and six that's fine until 10
few thousand not significant
less an hour between six and nine eight
thousand light rain broken clouds eight
hundred four percent chance after we
arrive
Okay so
we're defaulting back to
these conditions here two five zero nine
knots that's good wind for Runway two
three
10 kilometers visibility Clarity is one
thousand four hundred feet so our
departure destination and Alternate all
good weather nothing to think about in
terms of storms or visibility issues I
turn over the page look at something
suitable on Route so cork in Ireland
seems to be suitable on Route
um we said we'd arrive back into
Edinburgh about midnight so let's call
cork about
I don't know 10 30 something like that
so we can see between six and six on the
date it's this conditions for not more
than an hour until nine it's going to be
three four zero five that's fine and
then it changes
for an hour between one and seven a.m a
bit of overnight fog that's the BR 3000
meters visibility reflects the fog and
then there's a 30 chance from three so
that's all passed by the time we go on
so
not really interesting that that's much
later in the day the thing that's
important to us
is
we're seeing 210
visit 10 kilometers or more visibility
Sky clouds at 3000 that is good for
Runway
uh what would that be one six oh no
they've got zero seven two five so
Runway two five
and it can be used that's fine
and then you'd see any signets
so the canaries region no signets
Casablanca no sigmets Lisbon no segments
nil nil nil nil nil all good then we
would have a quick look at the
significant weather chart that's the one
we looked at earlier we've got a line
This is issued at
0600 so oh that's the one I actually
Drew on earlier so you can see nothing
on our route that's fine but potentially
this stuff will be blowing in and we'll
have a look at that if it passes our
route so this is the one previously did
it in the wrong order look at the time
it's previously you can see that this
stuff is moving in as it was predicted
to be and there we have the 1800 one
just as we're taking off again this
weather seems to be pretty stable over
this region but out of Interest we'd see
that uh
we've got some turbulence some icing up
to level one six zero we're expecting to
be above that
but uh if we were flying through this
region expecting a lot of jet stream
activity potential for some clear air
turbulence some strong winds and any
clearer turbulence is given a little
dotted line and then a number they can
the numbers can be quite difficult to
find sometimes
and then you reference it over here so
in three we were saying we're expecting
some turbulence
yep that checks out we've got some light
turbulence between 380 and 260.
and in section four wherever that is
five four
I think that's this
a region that's off the map over here
you can see that we get occasional
severe turbulence that's when we get our
extra line on top that means severe
turbulence
and that's what we do I'd look to see if
there's any significant weather look at
the airports themselves and uh yeah
generally just have a look at the
weather information for your region you
might be able to get a Metar aviation
weather app or something like that just
have a scan familiarize yourself with
any codes use a meta decoder if there's
anything you're struggling with
and uh yeah should be all good
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