Turkish airlines flight 981 bodies


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    Store turkish airlines flight victims The aircraft was carrying just passengers and 11 crew members in its first leg. Just after passing overthe Meaux. You can check the current flight status of Turkish Airlines on this page. Also, there was an indicator light in the cockpit, controlled by a switch actuated by the locking pin mechanism, that remained lit until the cargo hatch was correctly latched.

    To ensure this rotation was complete and the latches were in the proper position, the DC cargo hatch design included a separate locking mechanism that consisted of small locking pins that slid behind flanges on the lock torque tube which transferred the actuator force to the latch hooks through a linkage. One of the eventual consequences was the largest civil lawsuits to that date. On March 3, , the airplane crashed into the Ermenonville Forest, shortly after it had left Paris.

    It is widely known as Ermenonville air disaster, and in it was the deadliest accident in the history of aviation. The crash resulted from the failure of the rear cargo hatch latching system, which allowed the hatch to blow off in flight.

    In the aftermath of Flight 96, the NTSB made several recommendations regarding the hatch design and the cabin floor. This greatly contrasted with Flight , where all of the underfloor cables were severed in the decompression and the pilots completely lost control of the plane.

    The accident aircraft had 12 six-abreast first-class seats and nine-abreast economy seats, for a total of passenger seats. The aircraft crashed and people were killed.

    In contrast, an outward-opening cargo hatch relies entirely upon its latch to prevent it from opening in flight, making it particularly important that the locking mechanisms be secure.

    To prevent this from happening, the DC uses a latching system whose main security principle is an "over-center concept": four C-shaped latches mounted on a common torque shaft are rotated over latching pins "spools" fixed to the aircraft fuselage. In its defense during pretrial proceedings, McDonnell-Douglas attempted to blame the FAA for not issuing an airworthiness directive, Turkish Airlines for modification of the cargo door locking pins, and General Dynamics for an incorrect cargo door design.

    There is a memorial in the forest to the victims of that flight. In spite of this warning, nothing was done to correct the flaw. The control cables for the rear control surfaces of the DC were routed under the floor; therefore, a failure of the hatch resulting in a collapse of the floor could impair the controls. On 3 March , a Turkish Airlines flight crashed in the forest and in the commune of Fontaine-Chaalis.

    These changes included requiring vents be cut into the cabin floor to allow pressures to equalize in the event of a blown-out door, thus preventing a catastrophic collapse of the aircraft's cabin floor and other structures that could damage the control cables for the engine, rudder, and elevators.

    At some point, one of the crew members pressed their microphone button broadcasting the pandemonium in the cockpit on the departure frequency. Flight had flown from Istanbul that morning, landing at Paris's Orly International Airport just after am local time. It remained the deadliest single-aircraft accident until the crash of Japan Airlines Flight on 12 August , and the deadliest aviation accident without survivors until the Charkhi Dadri mid-air collision on 12 November These findings concurred with statements made by Mohammed Mahmoudi, the baggage handler who had closed the door on Flight ; he noted that no particular amount of force was needed to close the locking handle.

    The rotating movement of the torque shaft is brought about by an electric actuator, through a linkage that includes a crankshaft that ensures the "over-center" position of the whole system. Through either oversight or deliberate fraud, the manufacturer construction logs showed that this work had been carried out. On March 3, , the McDonnell Douglas DC operating the flight crashed into the Ermenonville forest outside Paris, killing all people on board.

    Near Windsor, Ontario, Canada. At the time of the accident, two people were seated in first class, while the economy class was fully occupied. March 3, , saw 18 mem bers of the Bury St Edmunds Rugby Club - many with flourishing careers ahead of them - and a total of people perish in the worst plane crash the world had ever seen.

    Post-crash fires were small because there were few large pieces of the aircraft left intact to burn. As a result, three of the planes went to Turkish Airlines and the remaining two went to Laker Airways. Turkish Air Flight After Flight 96, McDonnell-Douglas added a small peephole that allows baggage handlers to visually inspect the pins to confirm they were in the correct position, and information placards to show the correct and incorrect positions of the pins.

    In previous service, notably an incident that occurred on American Airlines Flight 96 in , it had been noticed that it was possible to close the handle on DC cargo doors despite the latches being in the wrong position.

    March 3, , saw 18 members of the Bury St Edmunds Rugby Club - many with flourishing careers ahead of them - and a total of people perish in the worst plane crash the world had ever seen. An air traffic controller noted that, as the flight was cleared to FL, he had briefly seen a second echo on his radar that remained stationary behind the aircraft; this was likely the remains of the rear cargo door.

    The flight's second leg, from Paris to London Heathrow Airport, was normally underbooked, but due to strike action by British European Airways employees, many London-bound travellers who had been stranded at Orly were booked onto Flight Many of the victims names were spelled incorrectly and some didnt.

    Shortly after takeoff, Flight was cleared to flight level 23, feet 7, m and started turning west towards London. The flight data recorder showed that the throttle for engine two snapped shut when the door failed.

    Turkish airlines flight was a regular flight operated by turkish airlines from istanbul to london heathrow with an extra stop in paris. Galego: Voo de Turkish Airlines. The cause of the tragedy was decompressionwhich occurred because of a Moroccan baggage handler who was unable to read the proper latching instructions in English.

    The circumstances of the loss of Turkish Air flight were virtually identical to the American Airlines flight 96 incident and the cargo door episode that occurred during certification testing. The destruction was so complete that some of the victims were never identified. The aircraft left Orly Airport at pm, bound for Heathrow Airport, and took off in an easterly direction, before turning north.

    This was because the linkage between the handle and the pins was too weak and allowed the handle to be forced into the closed position. The National Transportation Safety Board's NTSB investigation into Flight 96 determined that baggage handlers forced the locking handle closed, and the latches did not engage fully because of an electrical problem.

    The crash occurred when an incorrectly secured cargo door at the rear of the plane burst open and broke off, causing an explosive decompression that severed critical cables necessary to control the aircraft. Sea of sand Ermenonville Paris Dedicated in memory of the victims and their families affected by the crash of Turkish Airlines, flight in In addition, Douglas had chosen a new type of latch to seal the cargo hatch.

    This possibility of catastrophic failure as a result of … The Flight aircraft, registration TC-JAV also known as "Ship 29" , had been ordered from McDonnell-Douglas three months after the service bulletin was issued, and was delivered to Turkish Airlines three months later. The fully recognizable bodies of the six Japanese passengers who were ejected from the aircraft were found along with the plane's rear cargo hatch, having landed in a turnip field near Saint-Pathus, approximately 15 kilometres 9.

    When the locking pins were in place, any rotation of the latches would cause the torque tube flanges to contact the locking pins, making further rotation impossible.

    Subsequent investigative tests proved the door yielded to approximately 15 psi kPa of pressure, in contrast to the psi 2, kPa that it had been designed to withstand. The loss of control of these key components resulted in the pilots losing control of the aircraft entirely. Reminds me of the argument by McDonnell-Douglas that the FAA were liable for Turkish Airlines Flight for not issuing an airworthiness directive to modify the aft cargo door and place more vents in the cabin floor.

    After the disaster, the latches were redesigned and the locking system significantly upgraded. The NTSB's recommendations, issued following the earlier Flight 96 incident, were intended to reduce the risk of another hatch failure but were not implemented by any airline. In addition, an improper adjustment had later been made to the locking pin mechanism on the Flight aircraft, causing the locking pin travel to be reduced.

    Issues related to the latch of the DC include human factors, interface designand engineering responsibility. The Boeing has experienced several such incidents, the most noteworthy of which occurred on United Airlines Flight in February , when a cargo hatch failure caused a section of the fuselage to burst open, resulting in the deaths of nine passengers who were blown out of the aircraft. More than 40 years ago, the Turkish Airlines Flight disaster was the deadliest plane crash in aviation history.

    To ensure the latches were properly positioned, a handle on the outside of the door pressed small metal pins into the latches; if the latches were in the improper location the pins would not align and the handle would not close. An inward-opening passenger door also called a "plug door", is inherently more resistant to blowing open than an outward-opening cargo hatch. In the company's investigation, it was noted that during a stop in Turkey, ground crews had filed the cargo door's locking pins down to less than a quarter of an inch 6.

    On March 3, , Turkish Airlines Flight crashed in the forest and in the commune of Fontaine-Chaalis, killing all people on board. The aircraft was carrying passengers and 11 crew members in its first leg, and 50 of these passengers disembarked in Paris.

    Dedicated in memory of the victims and their families affected by the crash of Turkish Airlines, flight in However, due to its large radius, a cargo hatch on the DC could not open inside the fuselage without taking up valuable cargo space, so the hatch was designed to open outward, allowing cargo to be stored directly behind it. The cargo door design flaws, and the consequences of a likely aircraft floor failure in the event of in-flight decompression on the DC, had been noted by Convair engineer Dan Applegate in a memo.

    The latch blew off in mid-flight and damaged control systems. Furthermore, the instructions on the plane regarding the indicator window were printed in English and Turkish, but Algerian-born Mahmoudi, who was fluent in three other languages, could read neither of these. If the latches were not properly closed, the pins would strike the torque tube flanges and the handle would remain open, visually indicating a problem. Primarily, it recommended the addition of vents in the rear cabin floor that would ensure that a cargo area decompression would equalize the cabin area, and not place additional load onto the floor.

    Additionally, the handle moved a metal plug into a vent cut in the outer hatch panel. Today, a memorial to the victims of THY flight stands in the forest. It remains the deadliest single-aircraft accident without survivors, the first fatal and deadliest crash involving the McDonnell Douglas DC, as well as the deadliest aviation accident to occur in France.

    Here is a forum where information regarding the accident is available to the public and as a remembrance where many can heal from the effects of the tragedy. All people on board died. Just after the aircraft passed over the town of Meaux, the rear left cargo door blew off and the sudden difference in air pressure between the cargo area and the pressurized passenger cabin above it, which amounted to 2 pounds per square inch or 14 kilopascals, caused a section of the cabin floor above the open hatch to separate and be forcibly ejected through the open hatch, along with six occupied passenger seats attached to that floor section.

    Changes had also been made to the warning light switch mechanism, the unintended consequence of which was that the cockpit warning light would be extinguished even though the latches were not fully in place. Controllers also picked up a distorted transmission from the plane and the aircraft's pressurization and overspeed warnings were heard over the pilots' words in Turkish, including the co-pilot saying, "the fuselage has burst! Aircraft other than DCs have also suffered catastrophic cargo hatch failures.

    Although French media outlets called for Mahmoudi to be arrested, the crash investigators stated that it was unrealistic to expect an untrained, low-wage earning baggage handler, who could not read the warning notice, to be responsible for the safety of the aircraft. Nine passengers were never identified. In the following investigation, it was found that a similar set of conditions, which had caused the failure of an aircraft floor following explosive decompression of the cargo hold, had occurred in ground testing in before the DC series entered commercial service.

    Finally, the latching had been performed by a baggage handler who did not speak Turkish or English, the only languages provided on a warning notice about the cargo door's design flaws and the methods of compensating for them. The crash was also known as the Ermenonville air disaster. The incident investigators discovered that the rod connecting the pins to the handle was weak enough that it could be bent with repeated operation and force, allowing the baggage handler to close the handle with his knee even when the pins interfered with the torque tube flanges.

    The outward-opening design presents the risk of the hatch being blown open by the pressure inside the cargo area if the latch were to fail during flight. First Officer Oral Ulusman, age 38, had 5, hours of flying time.

    On March 3 , a Turkish Airlines flight crashed outside Paris killing all on board - the second deadliest single-plane crash ever. Three more months went by before it was delivered to Turkish Airlines.

    Additionally, the NTSB recommended that upgrades to the locking mechanism and to the latching actuator electrical system be made compulsory. In fact, most of the DC's cabin floor had vents like these, only the rear section of the aircraft lacked them.

    The pins were pushed into place by an operating handle on the outside of the hatch.

    turkish airlines flight 981 passenger list

    To this day, this is the deadliest incident on French soil and the fourth deadliest accident in the history of civil aviation. There, passengers joined the that were already on board, along with a crew of 11 members. The plane was refueled, additional luggage was loaded, and the plane took off once more to finish the journey.

    TC-JAV, the DC involved in the accident But nine minutes into its flight, the cargo door situated on the left-hand side burst open, causing a violent decompression. Two rows of three passengers were immediately ejected from the plane: they would be found 15 kilometers away from the point of impact, in the village of Saint Pathus. The depressurization damaged the cables of the tail control surfaces that were running beneath the collapsed floor.

    The aircraft banked left and entered an uncontrollable descent. Of the occupants, none survived. A crash that could have been avoided? The NTSB found out that the cargo door had been improperly secured by ground technicians due to a fault in the design: in certain situations, the door looked closed and locked, but the hooks and the safety pins were not completely engaged.

    In the cockpit, the indicator in the cockpit would also register the cargo door as closed. Thus, the NTSB recommended a change in the design of the locking mechanism, as well as the installation of relief vents to allow for the equalization of the pressure difference between the cabin and the cargo hold.

    Any problem going public would have put the manufacturer at risk of losing more ground. Thus, the cargo door was hastily redesigned, but the main problems remained.

    The investigation into Turkish Airlines Flight by the French BEA found out that not only was the cargo door incorrectly fastened, but the relief vents that had been installed were too small to properly ensure pressure balance during the event of a violent depressurization. While the aircraft type continued to fly for a few more years uneventfully, that tragic crash would be the first nail in the coffin of the DC

    DANGER BEHIND CLOSED DOORS – Turkish Airlines Flight 981

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    turkish airlines flight 981 victims

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    Which terminal? The airline offered scheduled domestic and international passenger flights to destinations across Europe and Asia. Turkish Airlines flights.

    Whether you want to travel across Europe or across the globe, you can choose from over destinations for a safe and hygienic flight that meets your comfort and service expectations. In July this year, Henrik Stenson made history. Discover more than countries with Turkish Airlines for a unique travel experience.

    We have collected data from all airlines, and have found that Tuesdays, Wednesdays, and Saturdays are often the best days to book flights. TAP Air Portugal flights. Read on for all the Turkish Airlines Customer Service contacts.

    Sun 20 Jun. By doing so, Henrik Stenson became the first male Swedish major champion. LOT flights. Read more. Estimated lowest prices only. In Turkish Airlines carried Below you will find the customer care contacts of Turkish airlines in case you have any questions or queries. Contact Turkish Airlines. All airlines that serve Stockholm Arlanda Airport are listed here. SWISS flights. As a temporary measure only, all flights are currently operating from our North Terminal.

    Ukraine International flights. Turkish Airlines, which has established an extensive international network over the past few years is inching back after a two month shutdown, starting domestic flights tomorrow and flights to … eurowings flights. On March 3,the airplane crashed into the Ermenonville Forest, shortly after it had left Paris.

    Answer 1 of 8: Hi All, can smo help me with the difference between Semi-flexible and economy flexible for Turkish Airline. It is the 7th largest European carrier in terms of passenger numbers and the 9th largest airline in terms of number of destinations. They are the flag bearer of our country and the most valuable airline. Turkish Airlines is the national airline of Turkey and prides itself on being an established international carrier.

    Mon 21 Jun. Outsize cargo is frequently hauled with the SELECT … You can accept or decline cookies by clicking the options below or by visiting our cookie policy page. Your acquaintances feel the same pride upon hearing that you are working at Turkish Airlines. It operates flights in 37 Turkish airports and around foreign destinations worldwide. Receive exclusive air fares and travel the world with an award-winning airline. All people on board were killed in the accident. Iberia flights.

    In addition to long-haul international flights, the carrier has plenty of domestic flights to the most popular destinations in Turkey.

    Turkish cargo Boeing 747 crashes in Kyrgyzstan

    I'll travel internationally and still not decided my date of return. More ; Sweden 0 USA The NTSB's recommendations, issued following the earlier Flight 96 incident, were intended to reduce the risk of another hatch failure but were not implemented by any airline. In addition, an improper adjustment had later been made to the locking pin mechanism on the Flight aircraft, causing the locking pin travel to be reduced. Issues related to the latch of the DC include human factors, interface designand engineering responsibility.

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    The Boeing has experienced several such incidents, the most noteworthy of which occurred on United Airlines Flight in Februarywhen a cargo hatch failure caused a section of the fuselage to burst open, resulting in the deaths of nine passengers who were blown out of the aircraft.

    More than 40 years ago, the Turkish Airlines Flight disaster was the deadliest plane crash in aviation history. To ensure the latches were properly positioned, a handle on the outside of the door pressed small metal pins into the latches; if the latches were in the improper location the pins would not align tiger 3d view google camera the handle would not close.

    An inward-opening passenger door also called a "plug door", is inherently more resistant to blowing open than an outward-opening cargo hatch. In the company's investigation, it was noted that during a stop in Turkey, ground crews had filed the cargo door's locking pins down to less than a quarter of an inch 6. On March 3,Turkish Airlines Flight crashed in the forest and in the commune of Fontaine-Chaalis, killing all people on board. The aircraft was carrying passengers and 11 crew members in its first leg, and 50 of these passengers disembarked in Paris.

    Dedicated in memory of the victims and their families affected by the crash of Turkish Airlines, flight in However, due to its large radius, a cargo hatch on the DC could not open inside the fuselage without taking up valuable cargo space, so the hatch was designed to open outward, allowing cargo to be stored directly behind it. The cargo door design flaws, and the consequences of a likely aircraft floor failure in the event of in-flight decompression on the DC, had been noted by Convair engineer Dan Applegate in a memo.

    The latch blew off in mid-flight and damaged control systems. Furthermore, the instructions on the plane regarding the indicator window were printed in English and Turkish, but Algerian-born Mahmoudi, who was fluent in three other languages, could read neither of these.

    If the latches were not properly closed, the pins would strike the torque tube flanges and the handle would remain open, visually indicating a problem. Primarily, it recommended the addition of vents in the rear cabin floor that would ensure that a cargo area decompression would equalize the cabin area, and not place additional load onto the floor.

    Additionally, the handle moved a metal plug into a vent cut in the outer hatch panel. Today, a memorial to the victims of THY flight stands in the forest. It remains the deadliest single-aircraft accident without survivors, the first fatal and deadliest crash involving the McDonnell Douglas DC, as well as the deadliest aviation accident to occur in France. Here is a forum where information regarding the accident is available to the public and as a remembrance where many can heal from the effects of the tragedy.

    All people on board died. Just after the aircraft passed over the town of Meaux, the rear left cargo door blew off and the sudden difference in air pressure between the cargo area and the pressurized passenger cabin above it, which amounted to 2 pounds per square inch or 14 kilopascals, caused a section of the cabin floor above the open hatch to separate and be forcibly ejected through the open hatch, along with six occupied passenger seats attached to that floor section.

    Changes had also been made to the warning light switch mechanism, the unintended consequence of which was that the cockpit warning light would be extinguished even though the latches were not fully in place. Controllers also picked up a distorted transmission from the plane and the aircraft's pressurization and overspeed warnings were heard over the pilots' words in Turkish, including the co-pilot saying, "the fuselage has burst! Aircraft other than DCs have also suffered catastrophic cargo hatch failures.

    Although French media outlets called for Mahmoudi to be arrested, the crash investigators stated that it was unrealistic to expect an untrained, low-wage earning baggage handler, who could not read the warning notice, to be responsible for the safety of the aircraft.

    Nine passengers were never identified. In the following investigation, it was found that a similar set of conditions, which had caused the failure of an aircraft floor following explosive decompression of the cargo hold, had occurred in ground testing in before the DC series entered commercial service.

    Finally, the latching had been performed by a baggage handler who did not speak Turkish or English, the only languages provided on a warning notice about the cargo door's design flaws and the methods of compensating for them. The crash was also known as the Ermenonville air disaster.

    The incident investigators discovered that the rod connecting the pins to the handle was weak enough that it could be bent with repeated operation and force, allowing the baggage handler to close the handle with his knee even when the pins interfered with the torque tube flanges. The outward-opening design presents the risk of the hatch being blown open by the pressure inside the cargo area if the latch were to fail during flight. First Officer Oral Ulusman, age 38, had 5, hours of flying time.

    On March 3a Turkish Airlines flight crashed outside Paris killing all on board - the second deadliest single-plane crash ever. Three more months went by before it was delivered to Turkish Airlines.


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