Check the brake linings for excessive wear, the brake discs for scoring and replace as necessary. Figure Loosen the three studs and carefullymove the cover assemblyaside. A bolt requires 30 foot-pounds and a 3 inch adapter one-quarter of a foot or. Duplicate controls are provided for the copilot. Manifold Set Operation

Rotor Holding Tool Installed Aligning Timing Marks Checking Flyweight Clearance of Impulse Coupling Engine Timing Marks. Magneto Adjustment Limits. Magneto Timing Marks. Removing Spring From Lead Assembly. Assembly Tool. Using Assembly Tool Measuring Lead Assembly Length. Unbraiding Metallic Shielding Forming Shielding Around Ferrule Ferrule Seating Tool Measuring Wire From Top of Ferrule.

Installing Grommet Over Lead Assemblies Lead Assembly Installed in Grommet. Ignition Switch Wiring Positions. Fuel System Diagram, PA, , Fuel System Diagram. Fuel Quantity Transmitter P N Fuel Selector and Filter. Fuel Filter. Fuel Filter Bowl and Screen. PA, , , and PAR Plunger Fuel Pump Early. PA, , Engine Primer Instrument Panel. Instrument Panel Warning Light Pressure Switch Typical Pitot Static System.

PAR and EGT Probe Location. S N and up Generator and Starter System Generator Wiring Diagram Sectional View of Generator Current Voltage Regulator Voltage Regulator Air Gap Adjusting Voltage Regulator Setting Checking Cutout Relay Closing Voltage Checking Current Regulator.

Load Method Jumper Lead Method Alternator and Starter System. Lamp-Bank Load Checking Field Circuit Testing Field Circuit Testing Rectifiers Positixe Testing Rectifiers Negative C Fixtures and Adapters Removing Rectifiers Installing Rectifiers Soldering Rectifier Lead Testing Stator Coils Removing End Bearing Installing End Bearing Removing Drive Pulley Removing Drive End Bearing Removing Slip Ring Aligning Slip Ring Installing Slip Ring Installing Retainer Solder Points Installing Pulley Meter Connections for Alternator Performance Test Voltage Regulator Checking Air Gap Voltage Regulator Fusible Wires Voltage Regulator Resistance Units No-Load Test Hookup Lock Torque Test Hookup Resistance Test Hookup Turning Starting Motor Commutator Testing Motor Armature for Shorts Testing Motor Field for Grounds Stall Torque Hookup Terminal Block Removal of Slip Ring End Bearing Removal of Rectifier Removal of Drive End Head Removal of End Head Bearing Testing Rotor for Ground Testing Rotor for Shorts Installation of Bearing Installation of Rectifier Terminal Assembly Slip Ring End Bearing Assembly Testing Alternator Brush Installation Internal Wiring Diagram For Index to these Figures.

Two Year Magnesium Battery Connections Five Year, Lithium Battery Connections Cabin Heater. Defroster and Fresh Air System. Overhead Vent System. Air Conditioning System Installation Service Valves Test Gauge and Manifold Set Manifold Set Operation Leak Test Hookup Evacuation Hookup Charging Stand Charging Hookup Compressor and Fabricated Oil Dipstick Compressor and Alternator Belt Installation Magnetic Clutch Condenser Air Scoop Installation Expansion Valve Components Installation Leading Particulars and Principal Dimensions Consumable Materials Recommended Nut Torques Conversion Tables Decimal Millimeter Equivalents of Drill Sizes Hose Clamp Tightening Recommended Engine Lubricating Oils Thread Lubricants Inspection Report, PA Inspection Report.

List of Materials Thermoplastic Repair Balancing Specifications Control Surface Travel and Cable Tension Cable Tension Vs. Ambient Temperature Troubleshooting Chart Surface Controls Leading Particulars. Hydraulic System Characteristics, Hydraulic Pump Motor Hydraulic System Troubleshooting Nose Gear Alignment Tolerances Landing Gear Troubleshooting Propeller Torque Limits Engine Troubleshooting Chart Fuel Quantity Transmitter Calibration Tolerances Fuel System Troubleshooting Vacuum System Directional Gyro Indicator Table Aerofiche Grid No.

Airspeed Tubes and Indicator Magnetic Compass Manifold Pressure Indicator Engine Oil Pressure Gauge Fuel Pressure Gauge Turn and Bank Indicator Fuel Quantity Indicators Oil Temperature Indicators Troubleshooting EGT Gauge Cylinder Head Temperature Gauge Fuel Flow Gauge Electrical System Schematic Index Electrical System Troubleshooting Electrical System Component Loads Electrical Symbols Electrical Wire Coding Temperature Pressure Chart Aluminum Tubing Torque Compressor Oil Change Air Conditioning System Troubleshooting Blower System Wire Color Codes Gyro Horizon Indicator Rate of Climb Indicator Scope of Manual Landing Gear Fixed Landing Gear Retractable Hydraulic System PAR Brake System Fuel System Flight Controls This manual contains serviceand maintenanceinstructionsfor PA Vero Beach.

The service instructions include ground handling, servicing and inspections. The maintenance instructions for each system include troubleshooting, removal and installation of components, and corrective maintenance and testing; each major system of the airplane is covered in a separate section. Only qualified personnel should perform the operations described in this manual. The description of the airplane included in this section is limited to general information. Section II gives leading particulars and principal dimensions, while each major.

For a more detailed description of the airplane, refer to the Owner's Handbook, or Pilot's Information Manual for the particular airplane. The Cherokee PA is a single-engine. The standard PA is a two place. The PA Paragraphs through provide descriptions of the major components and systems. The laminar flow wing is of all-metal stressed-skin, full cantilever, low-wing design, consisting of two wing panels bolted to a spar box assembly in the fuselage.

The wing tips are removable. The ailerons are cable and push rod controlled and are dynamically balanced. The trailing edge wing flaps are manually operated. The empennage consists of the fin, rudder, stabilator and stabilator trim tabs. The stabilator is dynamically balanced. The fuselage consists of three basic units: The engine section, the cabin section, and the sheet-metal tail cone. Fixed The tricycle landinggearis of the fixed type, consistingof shock absorbingair-oiltype oleo struts.

Retractable The tricycle landinggearis a hydraulically operated, fully retractable unit consistingof shock absorbing air-oiltype oleo struts. PAR The hydraulic system incorporates an electrically driven pump which is controlled by a lever on the instrument panel which in turn operates the retraction and extension of the landing gear.

The brake system operated hydraulically is controlled by a hand lever connected to a single brake cylinder that operates both wheel brakes. On later models, the hand lever plus individually operated brakes and cylinder control the brakes.

Dual toe brakes may be installed as optional equipment. The engines installed in the PA series airplanes are Avco-Lycoming direct drive, wet sump. The four-cylinder engines in the PA The engine model. A constant speed propeller may be installed as optional equipment on the PA The constant speed propellers are controlled by a governor mounted on the engine.

The governor is in turn controlled by a lever on the power quadrant. Propeller specifications may be found in Table of Section The fuel system on the PA PAR consists of two aluminum tanks in the leading edge of the wings.

The fuel system for the PA consists of two aluminum tanks in the wings plus an auxiliary fiberglass tank in each wing tip. There also is a combination fuel selector and filter, electrical auxiliary fuel pump s and one engine driven pump. The flight controls are conventional equipment, consistingof a control wheel which operates the ailerons and stabilator, and pedals which operate the rudder.

Duplicate controls are provided for the copilot. Provisions are provided for the installations of microphone and headset jacks, loudspeaker, and panel space for radios. Heated air for the cabin and defroster is obtained directly from the exhaust system muffler shroud. Fresh air for the PA Additional intakes are located on each side of the fuselage. On the PA The air passed through the wings to indivually controlled outlets located just forward of each seat.

An air ent is located in the top or bottom of the fuselage to take exhaust air from the cabin interior. Provisions for instrument installation include panels for engine instruments and advanced instruments, as well as for an Autopilot System. Station Reference Lines Weight and Balance Data Serial Number Plate Access and Inspection Provisions Tools and Test Equipment Torque Requirements Torque Wrenches Handhold and Step Removal of Cherrylock Rivets Ground Handling Introduction to Ground Handling Locking Airplane External Power Receptacle Operation of External Power Receptacle Cleaning Engine Compartment Cleaning Landing Gear Cleaning Exterior Surfaces Cleaning Windshield and Windows Cleaning Headliner, Side Panels and Seats Cleaning Carpets Introduction to Servicing Servicing Hydraulic System Paragraph Landing Gear System Servicing Landing Gear Oleo Struts PA Servicing Oleo Struts Filling Nose Gear Oleo Strut Filling Main Gear Oleo Strut Inflating Oleo Struts Oleo Struts PAR Filling Oleo Struts Servicing Brake System Filling Brake Cylinder Reservoir Draining Brake System Servicing Tires Power Plant Servicing Power Plant Induction Air Filter.

Removal of Air Filter Service Instruction Cleaning and Ins pection Installation of Air Filter Servicing Propeller Servicing Fuel System Filling Fuel Tanks PA Draining Fuel System Anti-Icing Fuel Additive Electrical System Ser icing Electrical System Oil System Engine Servicing Oil System Filling Oil Sump Draining Oil Sump Oil Screens. Oil Screen. Full Flow. Oil Filter. Lubrication Instructions. Application of Oil Application of Grease Winterization Plate.

Lubrication Chart. This section contains routine handling and servicing procedures that are most frequently encountered. Frequent reference to this section will aid the individual by providing information such as the location of various components, ground handling procedures, routine service procedures and lubrication.

When any system or component requires service other than the routine procedures as outlined in this section, refer to the appropriate section for that component.

The principal airplane dimensions are shown in Figures through and are listed in Table II-I. In order to facilitate the location of various components of theairplanewhichrequiremaintenance and servicing, a method utilizing fuselage station Sta. Refer to Figures thru Fuselage stations, buttock lines, and water lines are reference points measured by inches in the vertical or horizontal direction from a given reference line which indicates station locations of structural members of the airplane.

Station 0 of the fuselage is The reference datum line is located Whenfiguringvarious weight and balance computations, the empty, static and gross weight, and center of gravity of the airplane may be found in the Weight and Balance Form of the Airplane Flight Manual.

Two Two 25 U. Cleveland , x 6 7 Cleveland , x 6 8 Cleveland ' Cleveland 8 x 6, 4 ply rating x 6, 4 ply rating 24 psi.

Cleveland , x 6 19 Cleveland 18 Cleveland 9 x 6, 4 ply rating x 6, 6 ply rating psi psi. Two Two. Paul, Minesota Shamban W. Adhesive Coatings and Sealers Div.

Paul, Minnesota Protective Coatings, Inc. Fremont Ave. The serial number plate is located on the left side of the fuselage near the leading edge of the stabilator.

The serial number should always be used when referring to the airplane on service or warranty matters. The access and inspection provisions for the airplane are shown in Figures thru The component to be serviced or inspected through each openingis identified in the illustration. All access plates and panels are secured by either metal fasteners or screws. To enter the aft section of the fuselage,open the baggage compartment door and remove the access panel.

Because of the simplicity and easy accessibility of components, few special tools outside normal shop tools will be required. Tools that are required are listed in the back of the PA Parts Catalog and may be fabricated to dimensions given in the back of the section that pertains to a particular component.

The torque values given in Table II-III are derived from oil-free, cadmium-plated threads and, unless otherwise noted, are recommended for all air-frame installation procedures where torquing is required. Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm to make sure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and is not recommended. Some wrenches are quite sensitive as to the way they are supported during a tightening operation.

Any instructions furnished by the manufacturer must be followed explicitly. When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to be used: Refer to Figure A bolt requires 30 foot-pounds and a 3 inch adapter one-quarter of a foot or.

You want to know what scale reading it will take on a one-foot lever arm wrench to obtain the 30 foot-pounds at.

In general, avoid all complex assemblages or adapters and extensions of flex joints. Undertorque resultin unnecessary of nuts and bolts as well as the parts they are holdingtogether. When loads will be transmitted are insufficientpressures applied,uneven wear or which may result in excessive throughoutthe assembly premature failuredueto fatigue. Overtorque be equally can damaging the areas. Calibrate torquewrenchperiodically assure andrecheck frequently.

Ascertain by otherwise specified themanufacturer. Run nut downto nearcontact with the washer bearing or surface check"friction dragtorque"required turnthe and to nut. Add the friction drag torque to the desiredtorque recommended the manufacturer, obtaindesired by or torque to as shownin Chart Thisis referred as final torque which should register the indicatoror the settingfor a on type snapover wrench.

The walkwayis made of a non-skidcompound appliedto paperand bondedto the wing surface. A fixed handholdis locatedon the rightside of the fuselagenearthe rearwindow. A step is availableas optionalequipmentand is installedjust aft of the trailingedge of the right flap. These charts contain the various conversion data that may be useful when figuring capacities. The English system is in use by England and the United States. All other countries use the metric system. Procedurefor ConvertingInches to Millimeters.

Refer to Table II-V. Example: Convert 1. Read across top inch column to 0. Read down and across to find millimeters 1. Table II-V. Read number in middle column. If in degrees Fahrenheit F. BTU FT. CM CU. Example: To convert 20C. To convert 20 F. C If clamps do not seal at specified tightening. File head flat. Centerpunch rivet head.

In thick material, remove the lock by driving out the rivet stem using. See View 1. In thin material, use a small center drill to provide a guide for a larger drill on top of the rivet stem. Remove the remainder of the locking collar out of the rivet head by prying it loose with the drift pin.

See View 3. Drill nearly through the head of the rivet. See View4. Pry off the rivet head using the drift pin. See View 5.

Drive out the remaining shank with a pin having the same diameter as the rivet shank. See View6. Jacking Arrangement This includes jacking, weighing, leveling,mooring, parking, towing and taxiing. Handling the airplane in the manner described in the following paragraphs will minimize damage to the airplane and its equipment.

CAUTION When moving airplane forward by hand avoid pushing on the trailing edge of the ailerons for this will result in an out of trim condition. Jacking the airplane is necessary to service the landing gear and to perform other service operations. Proceed as follows: a. Placejacks under jack pads on the front wing spar. Refer to Figure Attach the tail support to the tail skid. Place approximately pounds of ballast on the base of the tail support to hold down the tail.

This may be used along with the wing jack points to raise the airplane, or alone it may be used to raise the front end. Raise the jacks until all three wheels are clear of the surface. For weighing purposes, place the airplane on scales as follows: a. Position a scale and ramp in front of each of the three wheels. Secure the scales from rolling forward and tow the airplane up onto the scales. Refer to Paragraph Remove the ramp so as not to interfere with the scales.

If the airplane is to be weighed for weight and balance computations, level the airplane per instructions given in paragraph All configurationsof the airplane are provided with ameans for longitudinal and lateral leveling.

The airplane maybe leveled while on jacks, during theweighing procedure while the wheels are on scales, orwhile thewheels are on the ground. To level the airplane for purposes of weighing or rigging, the. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately below the left front side window. Place a level on these screws heads and adjust the jacks until the level is centered. Should the airplane be either on scales or on the floor, first block the main gear oleos to full extension; then deflate the nose wheel until the proper position is reached.

To laterally level the airplane, place a level across the spar box assemblylocated at the forward baggage area of the PA or under the rear seat of the PA,, ; PA; PAR.

Raise or lower one wing tip by deflating the appropriate tire on the high side of the airplane or adjust eitherjack until the bubble of the level is centered. The airplane is moored to insure its immovability, protection and security under various weather conditions.

In order to properly moor the airplane use the followingprocedures: a. Head the airplaneinto the wind, if possible. Block the wheels. Secure the aileron and stabilator controls using the front seat belt or control surface blocks.

Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree angles to the ground. When using rope constructed of non-synthetic material, leave sufficient slack to avoid damage to the airplane when the ropes contract due to moisture.

Do not use slip knots. NOTE Additional preparations for high windsinclude usingtie-down ropes on the landing gear forks, and securing the rudder. Install pitot tube cover, if available. The cabin and baggage compartment doors are provided with an outside lock. The ignition switch and cabin door require the same key while the baggage compartment door has a different key. When parking the airplane, insure that it is sufficientlyprotected against adverse weather conditions and presents no danger to other aircraft.

When parking the airplane for any length of time or overnight, it is recommended that it be moored as in Paragraph Park the airplane headed into the wind, if possible. PA, , Serial Nos. Set the parking brake by pulling back the brake lever and pulling the parking brake knob located at the left of the control panel. Release the brake lever while holding the knob, then release the knob. To release the parking brake, either push in the parking brake knob or pull back the brake lever.

Set the parking brake by pulling back the brake lever and depressing the knob attached to the left side of the handle, then release the handle. To release the parking brake, pull back on the brake leverto disengagethe catch mechanism,and allow the handle to swing forward. NOTE Care should be taken when setting brakes that are overheated during cold weather when accumulated moisture may freeze the brakes.

The aileron and stabilator controls may be secured using the front seat belt. The airplane may be moved by using the nose wheel steering bar that is stowed in the baggage area of the PA,,; PAand PAR, or by using power equipment that will not damage or cause excess strain to the nose gear steering assembly.

On the PAR, the stem on the bar is inserted in the hollow of the nose wheel axle at its right side. When towing with power equipment, do not turn the nose gear in either direction beyond its steering radius limits as this will result in damage to the nose gear and steering mechanism. Do not tow the airplane with control locks installed. When moving the airplane forward by hand, avoid pushing on the trailing edge of the control surfaces as this will cause the control surface contour to change resulting in an out-of-trim condition.

In the event towing lines are necessary, lines rope should be attached to both main gear struts as high up on the tubes as possible. Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or other responsibleperson.

Engine starting and shutdown procedures should be covered as well. When it is ascertained that the propeller back blast and taxi areas are clear, apply power to start the taxi roll and perform the followingchecks: a. Taxi forward a few feet and apply brakes to determine their effectiveness. Taxi with propeller set in low pitch, high RPM setting, where applicable.

While taxiing, make slight turns to ascertain the effectivenessof steering. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station a guide outside the airplane to observe.

When taxiing on uneven ground, avoid holes and ruts. Do not operate the engine at high RPM when running-up, or taxiing, over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. The receptacle is located on the left side of the nose section,just aft of the enginecowling. Whenused for enginestarting or operation of the airplanes' other equipment, proceed as follows:.

NOTE If using an external battery, and the airplanes' battery is low or depleted, disconnect the airplane battery at the negative terminal to prevent excessiveloading of the external battery.

Insert the plug of the jumper cable into the receptacle. Before cleaning the engine compartment, place a strip of tape on the magneto vents to prevent any solvent from entering these units. Place a pan under the engine to catch waste. With the enginecowlingremoved, spray or brush the engine with solvent or a mixture of solvent and degreaser, as desired.

Brushing may be necessarywhere heavy grease and dirt deposits have collected. Allow the solvent to remain on the engine from five to ten minutes; then rinse the engine clean with additional solvent and allow to dry. Removethe protective covers from the magnetos. Lubricate controls, bearingsurfaces, etc. Before cleaning the landing gear, place a plastic cover or similar material over the wheel and brake assembly.

Place a pan under the gear to catch waste. Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as desired. Brushing may be necessary where heavy grease and dirt deposits have collected.

Allow the solvent to remain on the gear from five to ten minutes, then rinse the gear with additional solvent and allow to dry. Remove the cover from the wheel and remove the catch pan. Lubricate the gear per Lubrication Chart. The airplane should be washed with a mild soap and water. Harsh abrasives or detergents used on painted or plastic surfaces couldmake scratches or cause corrosionof metal surfaces.

Cover areas where cleaning solution could cause damage. Cover the mast of the PAR gear back-up extender. To wash the airplane, the following procedure may be used: a.

Flush away loose dirt with water. Apply cleaning solution with a rag, sponge or soft bristle brush. To remove stubborn oil and grease, use a cloth dampened with naptha.

Where exhaust stains exist, allow solution to remain on the surface longer. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or a chamois should be used to prevent scratches when cleaning or polishing.

A heavier coating of wax on the leading surfaces will reduce the abrasion problems in these areas. Remove dirt, mud, etc. Wash with mild soap and warm water or an aircraft plastic cleaner using cloth or sponge and a straight rubbing motion. Do not harshly rub surRemove oil and grease with a cloth moistened with kerosene.

NOTE Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone or window cleaning sprays. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion. A severescratch or mar in plastic can be removed by usingjeweler's rouge to rub out the scratch. Smooth both sides and apply wax. To improve visibilitythrough windshieldand windowsduring flight through rain, a rain repellant such as REPCON should be applied to the windshieldand windows.

The surfaces of the windshieldand windowstreated become so smooth that water beads up and readily flows off the surface. Apply this product in accordance with the manufacturer's instructions.

Clean headliner, side panels and seats with a stiff bristle brush and vacuum where necessary. Soiled upholstery, except leather, may be cleaned by using an approved air type cleaner or foam upholstery cleaner.

Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing. Leather material should be cleaned with saddle soap or mild soap and water. Use a small whisk broom or vacuum to remove dirt.

For soiledspots, use a non-inflammabledry-cleaningfluid. This includes replenishment of fuel, oil, and hydraulic fluids; the maintenance of tire pressures; and the lubrication of various items. The general condition of the hydraulic pump and landing gear actuating cylinders should be checked. Ensure that there are no leaks and that the line fittings are tight. The cylinder rods are to be free of all dirt and grit. To clean the rods use an oil soaked rag and carefully wipe them.

All the hydraulic lines should also be checked for freedom of leaks, kinks, and corrosion. Check for tightness of the attachment fittings. The gear back up extender actuator assemblyis located beneath the rear seat and should be checked to determine that it is operating properly. The diaphragm shaft may be operated by hand to make sure that it is free to fluctuate and that the actuating arm and its components.

Check the pressure housing assembly for absence of cracks, breaks, or fatigue. Check to ensure that the hydraulic valve and fittings are free of leaks. Repair and check procedures for the hydraulic pump, cylinders and various components may be found in Section VI of this manual. The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours by viewing the fluid through the filler plug hole in the hydraulic pump.

Access to the pump is through the panel at the right rear side of the baggage compartment. To check fluid level, remove the plug located on the forward side of the pump and ascertain that fluid is visible up to the bottom of the filler plug hole.

Reinstall the filler plug and tighten. NOTE A small vent hole is located under the vent screw head. The landing gear consists of tires, brakes, oleo strut assemblies and on some models, wheel fairings. The gear should be inspected for proper extension, unscored piston tubes, soundness of hydraulic fluid seals, the security and firm mechanical condition of all connection points and the absence of cracks in the fiberglass fairings.

Check the brake linings for excessive wear, the brake discs for scoring and replace as necessary. The PAR should be checked for proper adjustment of down locks, the mechanical soundness and firm action of drag and side brace links.

Minor servicing is described in the following paragraphs. Air-oil struts are incorporated in each landing gear oleo to absorb the shock resulting from the impact of the wheels on the runway during landing. To obtain proper oleo action, the nose gear oleo strut must have approximately 3.

These measurements are taken with the airplane setting on a level surface under normal static load empty weight of airplane plus full fuel and oil. If the strut has less tube exposed than that prescribed, determine whether it needs air or oil by raising the airplane on jacks.

With the strut extended, remove the cap from the air valve at the top of the housing and depress the valve core to allow Allow the foam air to escape from the strut piston until it is fully compressed. If oil is visible at the bottom of the hole, then all that is required is the valve be checked for unsatisfactory conditions and air added as described in paragraph Should fluid be at any level below the bottom of the filler plug hole, the oleo should be checked for leaks, etc.

Depress the valve core pin until strut chamber pressure has diminished. Regardless the amountof oil required the nose gear oleo strut with hydraulicfluid MIL-H as follows: a. Email: violations contact form this email address is only for copyright infringement claims — you will not receive a reply if the matter is not a copyright issue : legal hollywood. When we receive proper notification of claimed infringement, the Company will follow the procedures outlined herein and in the DMCA. An electronic or physical signature of the copyright owner or a person authorized to act on behalf of the owner of an exclusive right that is allegedly infringed.

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