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The Hawker Sea Fury that forced an astronaut back down to Earth BY JAN TEGLER
On a hot afternoon in late August 1996, Robert “Hoot” Gibson was making an approach to Greater Kankakee Airport, 50 miles south of Chicago, at the controls of “Riff Raff, ” a Sea Fury modified with an 18-cylinder Wright R-3350 radial in place of its original Bristol Centaurus radial.
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“I had extended my downwind and I’m out there just about to turn base leg and the engine quit … just quit, ” Gibson recalls.
If Hoot’s name is familiar, that’s not surprising. By 1996, he had flown Space Shuttles Challenger, Columbia, Atlantis, and Endeavour as a pilot or mission commander on five missions between 1984 and 1995. He’d flown F-4B/F-4N Phantoms in combat during Vietnam, made the Navy’s first deployment with the F-14A Tomcat, and then became a Navy Test Pilot at NAS Patuxent River. By 1978, he was selected by NASA to become an astronaut.
Hoot Gibson (right) stands next to famous fellow aviators and Unlimited class racers Tom Dwelle (left) and Skip Holm (middle) prior to the 2003 Gold championship race. Holm, a decorated fighter pilot in Vietnam, Lockheed test pilot for F-117/F-22 fighters, and five-time Unlimited class champion, flew the P-51D “Dago Red” to victory at a 487-mph race average that year. Dwelle, awarded the DFC in Vietnam while flying Skyraiders in combat, finished in third place flying his Sea Fury “Critical Mass. ” Gibson raced “Riff Raff” to a seventh-place finish at 428 mph. (Photo by Eric Tegler)
Hoot Gibson, down low in “Riff Raff, ” races wingtip-to-wingtip with Stewart Dawson in another Sea Fury, “Spirit of Texas, ” at Reno. (Photo by Neal Nurmi)
From riding the shuttles at 17,500 mph on the way to low earth orbit and rounding earth every 90 minutes to piloting a host of different aircraft—Piper Cubs to the F-101 Voodoo—Hoot’s wide experience led to repeated questions from the media.
“Frequently I’d be asked, ‘You’ve flown jet fighters, you’ve been a test pilot, an astronaut. Is there something in the world of aviation that you’ve never done that you’d like to do?’”
“The answer was always, ‘Yes. ’ , ” Hoot says.
“I would dearly love to race in the Unlimited class at Reno. ”
Air racing was the reason Gibson was aloft in owner Mike Keenum’s Sea Fury that afternoon. Keenum had intended to race in the Unlimited class himself and in 1995 had purchased the airplane Hoot was flying. But after witnessing an accident at the Reno National Championship Air Races that year, Keenum’s wife forbid her husband to race.
Dejected but not defeated, Keenum asked a friend, ex-Navy pilot Chuck Scott, if he knew anyone interested and talented enough to race the converted (to single-seat) T Mk. 20 Sea Fury at Reno. Fate intervened when Keenum, Gibson, and Scott happened to be at an airshow in Quincy, Illinois. Keenum had flown the Sea Fury in for the show, and Hoot was on hand to fly a two-seat MiG-21.
Scott asked Hoot if he’d be interested in racing Keenum’s Sea Fury. “I told him I’d love to, ” Gibson answered.
It was a deal. Keenum would have one of the nation’s most famous astronauts race the airplane he initially dubbed “Wright Up Front, ” a riff on the Sea Fury’s big Wrightdesigned radial engine.
There was a small wrinkle, however. Though Hoot had considerable tail-dragger time in Aeroncas, Luscombe Silvaires, Globe Swifts, and the de Havilland Beaver and Otter he’d flown in U.S. Navy Test Pilot School, he didn’t have experience in warbirds.
Hoot phoned Sanders Aeronautics chief Dennis Sanders, a good friend and part of the Sanders family, renowned for their Sea Fury expertise and their racing exploits in the 4360-powered Sea Fury “Dreadnought” and other racing Sea Furys.
“He was completing the annual for Wally Fisk’s two-seat T Mk.20 and needed to do a test flight. ‘Is there any way you’d consider
Mike Keenum’s Sea Fury in 1996 sporting the name “Wright Up Front, ” a play on words referencing the Wright 3350 radial that replaced the fighter’s original Bristol Centaurus engine. This was the name the airplane carried prior to racing as “Riff Raff. ” (Photo courtesy of Hoot Gibson)
“Wright Up Front” rests on its belly in a soybean field short of the runway at Greater Kankakee Airport, Illinois. The Sea Fury would rise again to race in the Unlimited class at Reno with Gibson in the cockpit from 1998 to 2009. (Photo courtesy of Hoot Gibson)
doing a check out for me in the Sea Fury?’” Hoot asked. Sanders said, “Sure. ”
“Dennis coached me right from the start on things to watch out for, ” Hoot says. The flight went well and Sanders signed off on Gibson’s Sea Fury rating.
But Mike Keenum wanted his race pilot to accumulate time in the backseat of a T-6 to become more familiar with landing a longnosed warbird like the Sea Fury.
“That was my initiation rite, ” Hoot jokes, adding that his “penance” was flying in the Texan with Ralph Royce, longtime air show pilot and president of the Lone Star Flight Museum in Houston. Well known for his safety advocacy in the airshow world and his sign-off at pre-flight briefings— “Don’t do nuthin’ dumb!” —Royce was just the guy to put Gibson through his paces.
Having successfully completed a batch of touch-and-gos and landings with Royce, Hoot went to Kankakee on August 26 for his first flight in “Wright Up Front. ” The flight “went great” Gibson recalls, and he and Keenum were ready to go air racing.
“Not so fast, ” said the Unlimited class check pilot and president Art Vance.
“Art told me, ‘I understand you’ve got all this flight time and that you’re a Space Shuttle pilot and all that, but we’re going to want you to have 80 hours in that airplane before you show up to race. ’”
Even for astronauts, pushing a warbird around the pylons at Reno at nearly 500 mph isn’t something you can do without preparation and a trial period of acceptance into the class. With his usual quiet determination, Gibson put his head down and worked on building 80 hours in the Sea Fury that he would race under a different name.
Gibson credits Keenum’s wife with the ultimate name for the racer. “She said, ‘We’re the new guys. We’re the Riff Raff, ’” .
To rack up 80 hours in “Riff Raff” as quickly as possible, Hoot was making the trip to Kankakee on weekends to fly the Sea Fury. On the weekend of August 24, he had flown one of NASA’s T-38A/Ns up from Ellington Field, Houston to Rockford, Illinois,
Hoot Gibson taxies “Riff Raff” just prior to qualifying laps at Reno in 2000. (Photo by Birgitta Nurmi) then drove to Kankakee to bore holes in the sky locally in “Wright Up Front”/“Riff Raff. ”
“It was kind of dumb really because what I was doing was taking off, throttling way back to max endurance and cruising for two and a half hours. Then I’d land and refuel and go up again. The object was just to get hours in the airplane. ”
On one of the flights, “Unbeknownst to me, an oil line had blown down under the belly of the airplane and was dumping all of the oil out of the 3350 fast, ” Hoot remembers.
Already close to the airport, Hoot entered the pattern for landing, unaware that a 1.5-inch oil line “that carried 90 psi of oil pressure” had separated from the clamp holding it.
“On downwind, there was a Cessna Cardinal in front of me. I had already done a 360-degree turn on downwind to get some spacing. But the Cardinal flew a B-52 pattern … a long, long final. ”
“So, I had extended, turned base and … no engine.
In characteristically honest fashion, Hoot says,
“Part of my excuse was the engine oil pressure gauge was low on the panel behind the control stick. The stick blocked your view or maybe I would have seen when it ran out. There’s no warning light for it. ”
The Sea Fury’s big prop was still turning but “with any airspeed at all, that prop goes to flat pitch, otherwise called a ‘speed brake, ’” Gibson notes.
Hoot was turning hard to line up with the runway when the engine momentarily came back to life.
“I had jammed the throttle forward one time and it sputtered for a second. I thought, ‘My gosh. Maybe it’ll come back. ’ It didn’t. I don’t why it sputtered like that because it had sheared the drive to the accessory section of the engine. The magnetos were gone, the fuel pump’s gone, everything’s gone. ”
Gibson was in trouble
“I was at 1,000 feet, but the problem was I was too far out because I hadn’t been able
ABOVE: Gibson on the takeoff roll down runway 8/26 at Reno-Stead Airport, the site of the National Championship Air Races. (Photo by Wayne Sagar) BELOW: “Riff Raff’” owner Mike Keenum (head in hand), Hoot Gibson (in cockpit), and the racer’s crew chief consult with famed Lockheed thermodynamicist/air-racing-carburetor/cooling-systems guru Pete Law about gremlins plaguing the racer’s complex Wright 3350 radial in 1998, the first year it competed. (Photo by Eric Tegler)
Gibson banks “Riff Raff” around the 8-mile race course at Reno. Between 2005 and 2007, he pushed the oncewrecked Sea Fury to race averages in the high 430-mph range. (Photo by Neal Nurmi)
SEA FURYS ARE KNOWN FOR NOSING OVER IF LANDED WITH THE GEAR DOWN OFF-RUNWAY. ... "IF THE GEAR HAD COME DOWN, IT WOULD HAVE KILLED ME. ”
to fly the pattern I wanted to fly. Not even halfway to the runway, I got into wing rock. I recognized that, ‘Hey, I’m about to stall this airplane. ’ What happens is that the ailerons get real light as you approach the stall and the stick will actually start moving back and forth. ”
“I thought, ‘You stall this thing, you’re a dead man. ’”
Still at least half a mile from the runway, Gibson knew he had to lower Riff Raff’s nose and attempt to land short of the runway.
“One of the mistakes I made was thinking, ‘Oh I can’t put it on its belly. I’ve got to get the gear down!’”
Sea Furys are known for nosing over if landed with the gear down off-runway.
Hoot reached down to the left of his left leg on the floor, unlatched the gear safety lever, then pulled the handle backward to lower the gear. “I was trying to hold the aircraft off the ground as much as I could without stalling it, but I touched down before the gear could ever move, fortunately! If the gear had come down, it would have killed me. ”
“Riff Raff” went careening through a soybean field off the end of runway 4/22 but only for a short distance.
“The tail came down first and then the forward part of the airplane came down pretty hard. It dug into the dirt and it was about the shortest landing roll I’ve ever had, maybe only 150 feet. I got out of the cockpit really fast! I didn’t even remember shutting off the fuel, shutting off the mags, or killing the battery and then opening the canopy, jumping out, and getting clear of the thing. ”
Seeing that the Sea Fury wasn’t going to burn, Hoot went back to the cockpit to make sure he’d shut everything down. He was concerned that he’d somehow flown “Riff Raff” with the fuel shut off. The next day he and Keenum went back to the wounded Sea Fury along with the racer’s crew chief and a mechanic.
Gibson was slightly relieved when “the mechanic hopped up on the wing, pulled the engine dipstick out and said, ‘Yup, there’s no oil. ’”
From “Riff Raff” to Champion
The beginning of Gibson’s racing career in the Unlimited class was inauspicious. But sheet metal work fixed the damage to the underside of the aircraft, and a rebuild of the racer’s 3550 made it flyable again by the summer of 1997. Hoot, Keenum, and his crew were looking forward to finally racing in 1997.
That is, until Keenum took “Riff Raff” up for a test flight.
“Mike landed and was just about to shut it down when he saw a chip light, ” Hoot remembers. “The oil was full of metal and the engine was done. There goes 1997. ”
Hoot finally got to race “Riff Raff” in 1998 and went on to compete for 10 years in the airplane he’d once bellied into a bean field. The Sea Fury and Hoot got faster and faster, and for three consecutive years (20052007) scored fourth place finishes in the Gold championship race, pushing “Riff Raff” to high-430 mph race averages.
By 2011, Gibson was flying another racing Sea Fury named “September Fury. ” Sporting a much more modified 3350 radial with a boil-off cooling system, the airplane became the fastest Sea Fury in history in 2006 with previous owner/pilot Mike Brown, when it won Gold at Reno with an average of 481.619 mph. Gibson flew “September Fury” to second place overall in 2012, but an Unlimited championship still eluded him.
In 2015, Hoot came out on top, flying the famed P-51D “Strega” to victory. His first lap was clocked at 503 mph, and he went on to beat “Rare Bear” at a record Unlimited Gold race average of 488.983 mph. He had finally climbed Unlimited air racing’s mountain—nearly 20 years after “Riff Raff” forced him down to earth.
LAST OUT MAN
Miracle in the South China Sea
BY PAUL NOVAK
After releasing its full load of 500-pound bombs, Lt. Col. Gerald Wickline ’ s B-52 aircraft received a hard hit from a Russian surface-to-air missile (SAM) followed by three more explosions. It shattered his windows and reduced his instruments to worthless hardware. The aircraft immediately became almost impossible to control, according to Wickline. Downstairs, the Radar Navigator, Maj. Roger Klingbeil, was at once awash in jet fuel from a transfer valve that had burst overhead. He was screaming with pain. And the navigator, Capt. Myles McTernan, received some of that fuel spill as it dumped on him and flooded the lower deck. Even worse, a spark from any of the 25-year-old B-52 equipment, switches, instruments, radar scopes, or multitude of electrical connections could cause a blast that would destroy the plane and crew.
Clockwise from above: Typical B-52D weapons drop. Official AF photo of Capt. Myles McTernan. B-52D returning from combat mission. Notice there aren’t any bombs on the pylons just inside the second engine nacelle; means they dropped them. “Mush” McTernan on the Utapao Royal Thai Air Base flightline. How do you know if it was hot that day?
Capt. McTernan’s crew at post-mission debrief ... without Capt. McTernan. Seated right to left: Lt. Col. Gerald Wickline (pilot), Capt. William Milcarek (co-pilot), Maj. Roger Klingbeil (radar navigator); Capt. Bill Fergason (EWO); T. Sgt. Carlos Killgore (tail gunner). The military target that night of January 4, 1973, was the North Vietnamese city of Vinh, surrounded by SAMs just as Hanoi had been a few days earlier. Vinh still seemed like a “milk run” for the nine B-52s that attacked it in a loosely spread “V” formation of three, three-ship cells, with Wickline’s aircraft placed next to last in the string.
“I wasn’t happy to be next to last in a long string of aircraft, ” said McTernan. No one liked that position because you soon learned that being in the rear allowed the SAM operators to sharpen their aim on the front aircraft and then start targeting in more precisely at the guys in the rear positions. But I convinced myself not to worry; it was a milk run and we were veterans of Linebacker II [the 12-day bombing of Hanoi and Haiphong during Christmas 1972]. ”
But as their now-wounded aircraft started its unplanned descent toward the South China Sea, on fire and severely damaged, no one on the crew thought that anymore. But since Vinh is located about 240 miles north of the DMZ and the haven of a friendly, American Da Nang Air Base, a bailout would have to wait at least 30 minutes or more.
Wickline aimed the plane south, hoping the old BUFF (Big Ugly Friendly Fellow) would be as reliable as ever and allow his crew time to eject over safe water just east of Da Nang, where he was certain they would all be picked up by Navy ships. He did not count on any glitches in the ejection seats the crew would use to escape.
As Wickline turned the B-52 east out to sea, near the American air base, Wickline turned on the bailout light. At all stations, it flashed indicating the crew should eject from the aircraft. They did ... or, in Capt. McTernan’s case, tried to. (The tail gunner, T/Sgt. Carlos Kilgore, had already left due to excessive fire at the rear of the plane.) Wickline assumed that McTernan and Klingbeil, the navigators, as well as Capt. Bill Fergason, the Electronic Warfare Officer,
ABOVE: Three-ship cell of B-52D aircraft, each carrying 108 500-lb. bombs, will devastate an area 1.5 x 0.5 miles, or 480 acres. BELOW: The tail gunner’s cockpit on a B-52D. To eject, the gunner jettisons the rear part of the cockpit and bails out manually.
had all ejected. And after a cloud of debris cleared, he could see that his co-pilot, Capt. William “B-52 Bill” MilCarek had joined them. Since he was the sixth and only crewmember left, Wickline waited a few seconds, triggered his seat, and blew out of the aircraft.
Shark-infested seas for four and a half hours
What he did not know was that, though he heard and felt them all leave, one had not: McTernan, the navigator, had triggered his seat and it started the downward ejection, but then stopped before his hatch blew, perhaps damaged by the SAM hit. He was down in that hole and could not tell Wickline he was still there because he couldn’t reach the microphone button. As the plane was slowly being consumed by fire and its descent angle increasing, McTernan knew he had a minute or two to get out of a deadly situation.
So that’s what he did. McTernan knew his raft kit was attached to the seat he just left. So, knowing that staying in the plane for even another 30 seconds would kill him, he had to get out. He realized that when he hit
Cessna 0-1 Birddog, similar to the observation plane that spotted Capt. McTernan as the pilot turned back to refuel. the water, many miles from the rest of his crew, his chances of survival were close to zero. The current and the waves it produced were reported in the 10-foot neighborhood. The South China Sea was known to have sharks, and there was a chance that someone besides the U.S. Navy might get to him first. So, McTernan became the last man to bail out of a B-52 during the Viet Nam War.
“I don’t remember anything from the time I jumped ... when it was dark, until I found myself floating in the water ... alone with my parachute stretched out behind me. I was told later I was out there in 8-to10-foot-shark-infested seas for four and a half hours. It wasn’t until 10 years later that I learned how close I came to not being rescued. ” And Myles adds: “ ... so close that my parents received a missing-in-action notice on me that same day. ” He did not know that he would not have any of the equipment in his survival vest to use. And, of course, he had hoped that he would not be injured on his way out of the plane.
Both of those thoughts turned on him. He had lost a radio, and his face still shows the deep scars due to a helmet bayonet connector loosening and slashing him. His hands and face were bleeding, and he had burns from the jet fuel. None of the four flares worked, the waves he was battered about in felt twice as tall, and he didn’t even think about using the hand mirror from his survival vest to flash any friendly rescuers, probably because, at the time, there weren’t any.
As the hours went by, McTernan was swallowing massive amounts of salt water, and his mind was trying to swallow the fact that, though he was known for his persistence and positive attitude of looking forward, he might be coming to the end of the line. McTernan did not harbor the negative thoughts for long, but he did think that he might not survive the day.
“And guess what? A while later a single small plane spotted me at the top of a wave as he was turning to go back and refuel. If that guy had turned left instead of right or showed up 30 seconds later when I was down in the trough between waves, I wouldn’t have made it. ”
Soon, that spotter plane had help on the way. McTernan recalls a helicopter involved in the pick-up. Indeed, it was. He would be on dry land soon—Da Nang Air Base—and back to his crew, who greeted him with open arms … and “You look like shit, man. ”
Recovering from that perilous night
Occasionally we meet people who are exceptional, positive, and ready to get things done rather than think about and dismiss them. Having had the good fortune for many years to know McTernan, I can tell you that he is open, honest, courageous, and intelligent. A hero is a person who, in the face of danger, combats adversity through feats of ingenuity, courage, or strength either of a physical or mental nature. A hero is not necessarily military. But he is special. Ask yourself: could I ever imagine treading and swallowing saltwater for four and a half hours (!) with a punctured life preserver in 10-foot waves and with a bleeding head injury?
HIS HANDS AND FACE WERE BLEEDING,AND HE HAD BURNS FROM THE JETFUEL. NONE OF THE FOUR FLARES WORKED, THE WAVES HE WAS BATTERED ABOUTIN FELTTWICEAS TALL,AND HE DIDN’TEVEN THINKABOUTUSING THE HAND MIRROR FROM HIS SURVIVALVESTTO FLASH ANYFRIENDLYRESCUERS, PROBABLYBECAUSE,ATTHE TIME, THERE WEREN’TANY.
Keep Pushing Forward: Conquering PTSD
Post-Traumatic Stress Disorder (PTSD), which McTernan suffers from, is a mental health problem that can occur after a traumatic event like a war, assault, or disaster. It’ s normal to have upsetting memories, feel on edge, or have trouble sleeping after an upsetting event, but if symptoms last more than a few months, it may be PTSD.
McTernan gave me permission to write about his experience with PTSD as he wants to get the word out to others, both military and civilian, that this disease could be related to all kinds of difficulty in their lives, and he wants them to know there is help available, and, yes, they can beat it. Maybe not wipe it out of their lives … but close.
PTSD can cause rage over something trivial. It can also cause difficulty getting a job, problems on the job, and with relationships between co-workers or spouses. It can defeat you if you let it. Let’ s listen to McTernan:
“I didn ’t know what to call it way back when I got it, ” he says. “It was just a bad disease that needed taking care of, though I am not sure how well that worked in my case, ” He slides that smile back onto his face. Then McTernan looks a little more serious than he has during our other talks. “In my case, I had problems with any position I held. I went to therapy. I had nightmares—not necessarily about the bail out and follow-on injuries—but just bad nightmares. I had to keep my brain working, and I was drinking a lot—way too much. But here is the kicker. I didn ’t, or wouldn ’t, relate the drinking to a disease, never associated it with PTSD.
“What I want to tell other folks, ” he adds, “is if you are having any of these difficulties that I have been fighting my way through, keep pushing yourself forward. Keep your brain active. Consider therapy and counseling. Work at it and you can beat it. The help is out there, people. Use it. The worst thing is to not recognize that much of your troubles may be PTSD. ”
And this author might add that is good advice from an exceptionally reliable source: a hero who fought his way through and ended up as Chief of Navigation Training for Joint Navigator Training at Mather AFB, California. So, thank you, Lt. Col. Myles McTernan, for your positive influence on an entire generation of young men and women (and a few of us older ones, too.)
Veterans experiencing PTSD can get help at ptsd.va.gov.
The entire crew was rescued safely that fateful day, and they all recovered from their injuries. What happened that night of January 4, 1973 over Vinh, North Viet Nam, would shape that combat crew’s lives, and especially Capt. McTernan’s, in ways he could not define at the time. Sometimes the shape of McTernan’s life was good ... and sometimes not so good as he has suffered with Post Traumatic Stress Disorder (PTSD; see sidebar). McTernan and his wife, Donna, live near Folsom, California, and in the course of interviewing him for this article I heard him laugh as he stopped at the restaurant table next to ours to ask complete strangers how their dinner was. Somehow, he turned them into happier people as he passed by. Other crew members were affected as well. MilCarek became the youngest aircraft commander in Strategic Air Command (SAC). He led a life dedicated to bringing other veterans together and, appropriately enough, passed away on the Fourth of July in 2021. Later, Killgore was selected Top Gunner of the U.S. Air Force. After living a courageous life in the air, Wickline and his wife purchased a 40-foot trawler and made several trips a year from their home in Florida to the Bahamas. Among other decorations and awards, he had earned a Purple Heart and a Bronze Star for his courage over Hanoi and Vinh. He passed away in January, 2020, at age 86 from natural causes.
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Fowler (pictured at left) led the “Old Crow” flight to and from the West coast in Jim Hagedorn’s P-51D “Old Crow. ” The D model is seen here cooling its heels at Dwight D. Eisenhower National Airport in Wichita, Kansas on the return flight. (Photos by Ray Fowler)
With ideal weather, the two flew VFR all the way. Both Mustangs have oxygen systems, but they weren’t needed much en route to Auburn.
“The highest we went on the way out was 15,500, since we didn’t file a flight plan, ” Fowler explains. “We averaged about 250 knots. ”
Fowler flew the westward trip with the Merlin at 34 inches of manifold and the prop turning 2,350 rpm.
“That’s pretty standard for normal cruise speed and gives Paul as my number-two a few inches to play with. ”
A highlight was flying from Albuquerque to McCarran International Airport, Las Vegas. The two chose to stop there to take a light load of fuel on for the final leg to Auburn and its relatively short 3,700-foot runway. Fowler’s day job is as a First Officer flying Airbus A321s for Delta Airlines, so he’s used to flying into big commercial hubs—but not in a Mustang.
“We pulled up at the FBO and most of the airport came out, ” he quips. “They were thrilled to see the airplanes. Leaving, we took off on runway 1L and the instructions had us turn out directly over the Strip. So we had this great climbing turn going through 600 or 700 feet right over it. That was cool!”
The Mustangs made it to Auburn and flanked the stage set up for Anderson in Tom Dwelle’s hangar. Fowler says Bud was delighted with the party and the roughly 200 people who came from all over to celebrate including, Jack Roush, Clay Lacy, Sean Tucker, warbird collectors Ron and Dianne Fagen, and many more.
The next day, Fowler and Draper headed east cruising at 270 knots and 17,000 feet or so with a 10-knot tailwind. It took just two stops and three legs to return to Ypsilanti, Michigan.
The weather held up until “the last leg descending into Detroit, ” Fowler says. “We ended up having to shoot an approach as a two-ship through snow and ice!”
“I’ll tell you, the P-51 is still a great cross-country airplane, quite comfortable for what it is. You cover ground fast going 300 mph. We flew nine hours on the way out, about seven hours on the return. The airplanes were flawless and I’d do it again!”
