Benutzer:Pessottino/Willi Cleer

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Eckart von Kalnein

Graf Eckart von Kalnein (* 8. August 1892 auf Schloß Domnau, Ostpreußen; † 1945) war ein deutscher Automobilrennfahrer. (Links)

Werdegang

Der aus Mainz stammende Stumpf-Lekisch trat besonders in der zweiten Hälfte der 1920er-Jahre bei zahlreichen Berg- und Rundstreckenrennen im Deutschen Reich an. Anfangs startete er u. a. für die Darmstädter FAFAG, zwischen 1925 und 1928 nahm er vor allem auf einem 5/25 PS für die Hessische Automobil-AG an Rennen teil.
Im Jahr 1925 errang Stumpf-Lekisch auf Moon bei Rund um die Solitude den Klassensieg in der Kategorie der Sportwagen über 12 PS.[1] Im Jahr darauf wurde er auf HAG-Gastell auf der Stuttgarter Solitude-Rennstrecke hinter Fritz Koch (Bugatti) Zweiter in der Kategorie der Sportwagen bis 1,5 Liter Hubraum.[2] 1927 erreichte er auf HAG-Gastell 5/25 PS in dieser Kategorie seinen zweiten Klassensieg beim Rennen Rund um die Solitude.[3]
Beim für Sportwagen ausgeschriebenen Großen Preis von Deutschland 1927 auf dem Nürburgring trat Stumpf-Lekisch für die HAG in der Klasse V an, erreichte jedoch nicht das Ziel. Dasselbe Schicksal ereilte ihn auf HAG-Gastell auch beim Deutschland-Grand-Prix des folgenden Jahres in der Eifel.

Weblinks

Willi Cleer Harry Stumpf-Lekisch

Georg Kimpel

Georg Kimpel (* 30. Januar 1895) war ein war ein deutscher Automobilrennfahrer. (Links)

Werdegang

Georg Kimpel trat im Oktober 1920 in die BASF ein und war dort für die Fahrzeuge der Betriebsfeuerwehr verantwortlich. Später wurde er leitete er den Fuhrpark des Unternehmens. Als Motorsportenthusiast nahm er ab ca. 1925 mit geliehenen Fahrzeugen an Bergrennen teil. Im Sommer 1926 startete er regelmäßig auf einem Bugatti Type 39 (Fahrgestellnummer 4603), den er von Edgar Morawitz erworben hatte. Morawitz hatte mit dem Wagen noch im April des Jahres an der Targa Florio teilgenommen und hatte den langen Weg bis Sizilien und zurück damit zurückgelegt, weshalb er sich als nicht mehr sehr reliabile war. Wenig später wurde der Wagen an Willi Cleer verkauft. [4] Kimpel Here begins the story of our “hero”, the Bugatti Grand Prix car with the serial 4821. The car was picked up at Molsheim by Georg Kimpel on 6 Sep 1926, and driven home to Ludwigshafen carrying the factory trade plate 1659-WW5. It was then road registered as IID-11186. Two details are remarkable; one is that although 4821 in some records like Conway is listed as T35 it was in fact a supercharged T35C. Immediately after delivery Kimpel entered 4821 for the Solitude race on 12 September, where Wilhelm Kirchner in his race report in the AAZ (Allgemeine Automobil-Zeitung) wrote “…interessierte ganz besonders der neue ZweiliterBugatti mit Kompressor, der meines Wissens nur in zwei Exemplaren existiert und den Kimpel


soeben erworben hat, um ihn erstmalig auf der Solitude zu erproben“ (...most interesting is the new two litre Bugatti with compressor, of which as far I know only two exist, and which Kimpel has just acquired, in order to test it for the first time on the Solitude). With only a few days between delivery and first use in competition I believe it can be excluded that conversion to supercharging had been done privately, and also later photos show the typical factory inlet manifold. As picture 3 shows the car already one week after delivery was troubled by overheating, in front of the radiator some kind of funnel was attached which forced more air through the radiator. Also the bonnet received additional cooling vents with some of them facing forward.

On the same weekend the factory team’s drivers Jules Goux and Meo Costantini raced two other 35Cs at the Gran Premio di Milano held at Monza; one of these cars was sold directly after the race to Count Aymo Maggi, and the other somewhat later to the Juneks. It is noteworthy that an unknown German privateer was given the same privileges as the factory racing team and two close friends of Le Patron, as deliveries of the supercharged 2 litre model to other customers would only start in February of the following year.

Also remarkable was that 4821 came with two different bodies, a racing car and a sports car version. Picture 3 shows Kimpel at the maiden race “Rund um die Solitude” near Stuttgart with Grand Prix bodywork, and no. 5 below at the Hohe Wurzel hillclimb at Wiesbaden on 24 May 1927 as sports car. The roadster bodywork was necessary because the AIACR, the international motorsport authority, dropped the touring car class from their revised 1926 sporting code, and instead introduced a new definition for sports cars. This required a full windscreen, doors, running boards, and a hood. This coachwork looks very familiar, because it was used by l’usine in 1925 to disguise their T39 race cars as touring cars in order to participate in the Grand Prix Touring at Montlhéry (picture 4). Immediately after that event the bodies had been swapped back to the standard GP version. Obviously Bugatti took the chance to get rid of some old stock, as Eliska Junek’s 4572 was also delivered with this tourer coachwork, which later had been taken over also for her 4831. It is unclear whether the touring body of 4821 was with the car from the beginning, or only acquired in 1927.

But could Georg Kimpel afford such a car? Very unlikely, as he was only a lower-ranking employee, and although nothing is known about his roots a wealthy background seems very doubtful. The price of the Bugatti – including import duties – was around RM 30.000, whereas his monthly salary was an estimated RM 300. 4821 was sold after only 10 months and succeeded by a then brand new Mercedes S type, a car in the same price category, which after only another year had to go in favour of the improved type SS. Was it coincidence that Kimpel started serious racing exactly at the moment MOTALIN was in the testing phase? And how to test a high-octane fuel on ordinary road cars with a compression of only 5:1? For that purpose a high -performance racing engine would have been the only suitable testbed. I’m quite sure that Kimpel convinced his superiors that practical testing is more realistic than their test benches , and under this aspect it is also easier to understand why Bugatti handed over one of the first “2 litre compresseur” to an unknown fireman. Today we would call this a win-win situation...

Not much could be found in the BASF archive about this topic, except a photo (picture 6) showing Kimpel’s trophies achieved with MOTALIN fuel (sic). Unfortunately the archive was in the state of reorganization during my researches, so there is some hope of finding more at a later stage. Also in the period press no relation to BASF / IG Farben or MOTALIN was shown, Kimpel was always considered to be a privateer. Understandably the company was probably not interested in publicity during the development and testing phase, but even after the market introduction in 1927 I could not find any advertisement promoting Kimpel’s race successes.

From September 1926 to July 1927 Georg Kimpel entered 4821 in numerous events, mainly hillclimbs in the southern part of Germany. Class wins were normal, and even some overall wins and new track records are reported. He was a fine and talented race driver, although it has to be said that some of his good results must be attributed to the car, as serious competition was very limited. At the Nürburgring opening race in June 1927 the car retired with a broken rear axle during the first lap, and Kimpel had to witness Caracciola’s phantastic win with the new Mercedes 680 S. As a consequence a Mercedes was ordered, and 4821 was sold to Karl Kappler. Georg Kimpel disappeared from the racing scene after the 1929 season, and he quit his job with BASF in October 1930.

Kappler, sometimes spelled Carl with a “C”, but generally called Charlie, was one of Germany’s best known racing drivers of the 20’s. Kappler was born in 1891, and started racing in 1921 as employee of Benz. He soon became an independent driver and could be considered as the first private professional, as besides his tyre business in the Black Forest town of Gernsbach he had a rather good income from prize money. During the season Charlie dashed around from one event to the other, mainly hillclimbs which were very popular in that period, but also trials, gymkhanas, rallies, and circuit races. He achieved nearly 300 (class) wins during his active career. Kappler always selected his cars very carefully; they had to be potential class winners with also the chance of overall wins, and if there were several events on one weekend he would choose the one with the highest prize money in relation to the expected competition. In later years he very often entered 2 cars in different classes, normally one in the sports car category and another one in that for race cars, simply to improve his chances for a class win and therefore prize money. So it is not surprising that in July 1926 he bought a new Bugatti “Targa” model (T35T) which allowed him to start in the 3 litre race class, by entering his Simson Supra as 2 litre sports car. However, he was not very pleased when he realized that his 4796 was one of the last unsupercharged 2.3 litre, and nobody had informed him that the T35TC was already available. And he was even mor e aggrieved when Kimpel popped up with his supercharged 2 litre and took away some overall wins from him. This rivalry peaked at the Herkules hillclimb in May 1927, when Kimpel entered 4821 as a sports car for the first time, in direct competition to Kappler’s Simson. He was considerably faster – 3:50.3 v/s Kappler’s 4:22.2! However, Kappler’s time in the 3 litre race class with his 35T of 3:48.2 showed his capabilities. Only 2 days later both contenders repeated their battle at the “Hohe Wurzel” hillclimb near Wiesbaden. Picture no. 5 shows Kimpel in full concentration waiting for the flag to drop, with Kappler - who started 2 cars behind - leaning to his car trying to unsettle him. In vain – the result (3 runs added up) of 6:12.4 v/s 7:28.3 was even more impressive. So to dominate the 2 litre sports class again for Kappler there was only one option – buying Kimpel’s 4821. Which he did…

Charlie Kappler took 4821 over around 10 July, and drove it with registration IVB-39118. However, it is doubtful whether this registration was legal, as it was the same number he used on 4796. Unlike in some other countries, in Germany swapping plates was not allowed.


The first employment of 4821 was the German Grand Prix on 17 July 1927, open for sports cars only, and held on the new Nürburgring, which had been inaugurated only 4 weeks before. Kappler stopped on lap 6 with a steaming radiator, and when his engine had cooled down, he set off in pursuit of Junek but spun off at the South curve with a jammed throttle.

Kappler raced 4821 until the end of the 1928 season, parallel with 4796 and also alternately. Mainly at hillclimbs, but also at the German Grand Prix in 1928, which again was open to sports cars only. Luckily the definition of a sports car had changed again, so cycle wings, lighting, and a non-functional hood were now sufficient to convert a Bugatti race car into a sports car, as picture 10, taken at the Nürburgring, confirms.

Charlie Kappler reported always considerable troubles with overheating of 4821, and as the photos show this problem obviously existed already during the Kimpel period. From a historian’s point of view these unsual cooling vents are a gift, because they allow a rather easy identification of the car also in later years. Kappler stopped speed racing at the end of 1928, and participated only in rallies, reliability trials, and gymkhanas. He sold 4821 in April 1930 to Heinrich Joachim von Morgen.

Weblinks

Hans Simons (Rennfahrer)

Hans Simons (* 22. März 1899; † 21. März 1942) war ein war ein deutscher Automobilrennfahrer. (Links)

Started racing sports cars in 1923 with a Fiat. Class winner of the 1927 Eifelrennen and 1928 German GP. Raced private Bugattis together with Paul Pietsch and Hans Lewy as the "PiLeSi Rennteam" in the early 1930s. Tested for Auto Union in 1934 and 1935 but was not selected. Works driver for BMW 1935. Retired from racing after 1935. Worked for Auto Union in Berlin and later handled car export to Warshaw and Bukarest. Worked for the Reichluftfartministerium during the war. Died in pneumonia in 1942.

  • 1928: DNA Antibes GP / DNF Coppa Acerbo
  • 1930: 1 Lyon (1100cc) / 8 Monza (1100cc) / DNA Czech (Voiturette)
  • 1931: DNA Eifel GP / DNF German GP (1100cc) / DNA Czech GP (Voiturette)
  • 1932: DNF AVUS (Cyclecar) / 2 Eifel GP (Cyclecar) / 9 German GP (Voiturette) / DNF Czech GP (Voiturette)
  • 1933: DNF AVUS (Voiturette) / ? Eifel (Cyclecar) / DNF Frontières GP / DNF Lwow (Voiturette)
  • 1934: DNA Frontières GP / 4 AVUS (Voiturette) / 4 Eifel (Voiturette) / ? Swiss GP (Voiturette) / DNA Czech GP (Voiturette)

Edgar Morawitz

Edgar Ritter von Morawitz (* 26. April 1892 oder 1893 in Wien; † 2. September 1945 in Barcelona) war ein war ein [[]] Automobilrennfahrer. (Links)

Familie

Elisabeth von Morawitz, Enkelin von Heinrich Mercy, Tochter von Wilhelm Mercy und Ottilie Mercy (Eigentümer des Prager Tagblatt), verheiratet mit Edgar von Morawitz (Sohn des Wiener Bankiers Karl von Morawitz) und später mit Franz Anton von Nostitz-Rieneck}} {{en|Elisabeth von Morawitz, granddaughter of the publisher Heinrich Mercy (founder and owner of the en:Prager Tagblatt), daughter of Wilhelm and Ottilie Mercy (owners of the [[:en:Prager Ta..

[5]

Johann Hugo Wilhelm Morawitz wurde in Lojowitz (Lojovice) bei Prag als zweiter Sohn des Ehepaares Edgar Ritter von Morawitz, ehemaliger Oberleutnant der k. u. k. Armee, und Kunigunde Elisabeth Mercy Austerlitz geboren. Im August 1939 nahmen Johann und sein Bruder Thomas Morawitz die spanische Staatsbürgerschaft an, um ihre Flucht aus dem nunmehrigen Protektorat Böhmen und Mähren zu erleichtern. Anfang 1940 gelang es den Brüdern nach Spanien zu ihrem Vater auszureisen, der seit 1926 in der Nähe von Barcelona, in San Pedro de Ribas, als Privatier, Automobil-Rennfahrer und Eigentümer des Autodromo de Sitges-Terramar, lebte.

Werdegang

Edgar Morawitz was a wealthy newspaper and magazine publisher in Prague. Morawitz had his greatest racing success in the twenties.

Edgar Morawitz was tall, dark haired and elegant and led the life style of a playboy. He was not only a racing driver but was also a good tennis player. In his native Czechoslovakia he had a publishing company in Prague. His sister was married to Hugo Urban-Emmerich another racing driver who achieved some success in the 1920's.

Morawitz started out competing in Czechoslovakian and German hill climbs, and won the 1.5-liter sports car class at the first running of Solitude on May 17, 1925. He also took third place with his “Brescia” Bugatti at the 1925 Eifel-Rundfahrt and Taunusrennen in August 1925.

In March 1926 he purchased a Bugatti T39 racing car, with 8-cylinder 1500 cc normally aspirated engine. In March of that year he finished seventh overall and second in the 1.5-liter class in the Royal Grand Prix of Rome.

The next month in the Targa Florio he retired on the third of five laps then, in May, he won the 2-liter touring class at the Zbraslav-Jiloviste Hill Climb.

In 1927 he moved to Spain and was involved in the 1.5-liter 8-cylinder Ricart twin-ohc racing cars under the Ricart-España name in Barcelona. Morawitz drove the Ricart-España car at some minor Spanish hill climbs events but the car was not very sucessful and in 1928 Ricart-España folded.

In Spain he also drove Bugatti's racing cars of the Type 37A, 35B and 51.

In den 1920er Jahren (warscheinlich 1926[6], die genauen Jahreszahl variiert je nach Quelle) kaufte er die in Sant Pere de Ribes bei Barcelona gelegene Rennstrecke Autódromo de Sitges-Terramar. 1936 brach der Spanische Bürgerkrieg aus. Der Franco-Gegner Morawitz verließ Ende der 1930er-Jahre Spanien, musste seine Bugatti-Rennwagen zurücklassen und auch die Rennstrecke blieb sich selbst überlassen.

Morawitz starb 1945 im Alter von 53 in Barcelona.


Coming from a rich and recently ennobled Austrian family Edgar von Morawitz was publisher of "Prager Tagblatt". He participated in a number of Central European Hill Climbs during the twenties, and won the 1925 Solitude race meeting outright in a 1.5 litre Bugatti. In 1927 he moved to Spain, bought the Terramar Race Track in Catalonia, then lost all his Bugattis in the Spanish Civil War.

1932: 2 Pascua GP / 3 Anis de Mono 1933: 6 Penya Rhin GP

Hugo Urban-Emmerich war mit der Schwester seines Rennfahrerkollegen Edgar Morawitz verheiratet.[7]

http://www.boehmischeverlagsgeschichte.at/boehmische-verlage-1919-1945/verlag-jul-kittls-nachf/

Weblinks

Gerhard Macher

Gerhard Macher () war ein deutscher Automobilrennfahrer. (Links)

Werdegang

Weblinks

Ottokar Bittmann

Ottokar Bittmann () war ein [[]] Automobilrennfahrer. (Links)

Werdegang

Famous physician, gynecologist and surgeon, but also known racing driver and pilot. He bought his first racing car, a brand new Bugatti T37, in 1928 . Raced in many hill climbs with Bugatti or with Austro-Daimler in touring car category, often breaking records. Bittmann started in the 1928 German GP (sports cars) but retired after Cenek Junek's fatal crash. Later that year he bought a Bugatti T35C from Elisabeth Junek. At the beginning of 1929 he was considered best Czech driver. In Targa Florio that year he gave up and passed his car to Mario Lepori. Next year he finished 12th. He started in Grand Prix of Nations on Nürburgring in 1929, but retired with broken valve spring. In that time he became one of the initiators of new Masaryk circuit in Brno. The first race on Masaryk circuit (September 1930) was his last. In memory of Cenek Junek he established "Bittmann prize" of 5000 CZK for driver with best performance on 7th lap. The prize was given for several years (e.g.1932 received by Nuvolari). Bittmann then focused on his career and became professor of Brno University and senior doctor in Olomouc gynecology hospital.

Weblinks

Willi Seibel

Willi Seibel (* 30. April 1896 in Diez; † 1977) war ein deutscher Automobilrennfahrer. (Links)

Werdegang

Rennfahrerkarriere

Willi Seibel war in den 1920er- und 1930er-Jahren als Privatfahrer vor allem bei Rennen im Deutschen Reich am Start. Er verfügte über drei Bugattis, jeweils mit 1,5-Liter-Motor, und wurde stets von seinem Mechaniker und Freund Karl Michel begleitet.

Seibels erster Bugatti war ein T22, mit dem er 1925 Bergrennen bestritt.

1925 fuhr er die ersten Bergrennen auf einem Bugatti Type 22 „Brescia“. 1926 kaufte er einen Bugatti Type 37, den 1500cccm-Vierzylinder, der international sehr erfolgreich unterwegs war. 1928 verunglückte Seibel mit diesem Auto auf dem neuen Nürburgring bei der Antoniusbuche auf der Döttinger Höhe. Der Wagen fing Feuer, und auch Willi Seibel zog sich wohl einige Verbrennungen zu. Nach der Genesung fuhr er zu Bugatti nach Molsheim im Elsass. Dort bekam er wohl einen neuen Type 37A, in den jedoch, vermutlich aus Sorge vor Komplikationen mit dem Zoll, die alte Fahrgestellnummer eingeschlagen wurde.

1927 Eröffnungsrennen Nürburgring.[8] 1928 schnellster Automobilist beim Eifelrennen[9] He later replaced it with a 4-cyl supercharged T37A. That car was destroyed by fire at the 1928 German GP when he had a high speed crash at the Antoniusbuche on lap lap 7, Seibel receiving serious burns. When he left hospital three months later, Seibel immediately bought a new T37A, which he kept in race worthy condition until his death.[10] 1929 Deutschland-Grand-Prix Bugatti T37A (Bugatti 37A Sport, body Grand Prix, straßentauglich, Chassisnummer 37302[11]) und erreichte nach über 500 km Renndistanz, die er in ca. 5 Stunden und 40 Minuten zurücklegte, mit knapp einer Stunde Rückstand auf den Sieger Louis Chiron (Bugatti T30B das Ziel. In der Wertung der Gruppe III belegte er wiederum den zweiten Rang – diesmal hinter Ernst Günther Burggaller (Bugatti T37A).[12][13]

Seibel raced this car as either sports car or stripped down as racing car. On three occasions he was able to establish best time of the day, beating larger and stronger cars. Seibel's greatest result was at the 1931 Eifelrennen where he finished fourth overall. But eventually his old car was no longer competitive and Seibel decided to retire from racing after 1936.

As graduate of the Düsseldorf and München School of Arts and Crafts, Seibel continued the 300-year tradition of his family of painters. As a well known restorer Seibel was trusted with the renovation of the Limburg cathedral in 1936 and 1956 the castle of Oranienstein in Diez. Seibel helped organize the first postwar races at the Nürburgring, including the 1951 Grand Prix of Germany where he served as Clerk of the Course. He was honorary member of the Bugatti-Club Deutschland and received the highest recognition from the ADAC. Seibel died 80 years old. Und wohl auch das Fleckchen Erde, wo er in mehreren Kisten die Einzelteile seines Bugatti Type 37A Kompressor-Rennwagens von 1928 vergraben hatte…

Weiteres Leben

In den letzten Tagen des Zweiten Weltkrieges machte sich Seibel in besonderer Weise um seine Heimatstadt verdient. Die 6. SS-Gebirgs-Division „Nord“ bereitete u. a. in der Nähe von Diez den Widerstand gegen die heranrückenden Amerikaner vor. Seibel ging den Amerikanern als Parlamentär entgegen ging und überzeugte sie, dass er mit Parlamentärflagge vor deren vorrückenden Panzern herlaufen und so deren Beschuss verhindern würde. Der Plan gelang und Seibel lief ohne jede Deckung den Panzern bis nach Limburg an der Lahn voran. Seine Heimatstadt Diez blieb auf diese Weise vor größerer Zerstörung verschont.

Aber zurück in bessere Zeiten. Die eine Quelle sagt, Seibel wäre Malermeister gewesen. Die andere berichtet von Studien an der Kunstakademie in Düsseldorf. Sicher jedenfalls scheint, dass Willi Seibel an der Restaurierung des Doms von Limburg und des Schlosses der Grafen von Nassau in Diez beteiligt war.

Sein größter Erfolg war das Eifelrennen auf der Südschleife des Nürburgrings im Sommer 1931. Mit seinem 1500er Leichtbau-Roadster erreichte er einen sensationellen vierten Platz in der Gesamtwertung! Vor ihm lediglich drei Boliden wie von einem anderen Stern: Erster wurde Rudolf Caracciola auf einem Kompressor-Mercedes SSKL mit über sieben Litern Hubraum, Zweiter war Heinrich-Joachim von Morgen auf Bugatti Achtzylinder Type 35B und Dritter Manfred von Brauchitsch, ebenfalls auf Mercedes SSKL.

Willi Seibel lebte bis zu seinem Tod 1977 in Diez. Er war Mitbegründer des Bugatti-Clubs in Deutschland und hielt seinen Type 37A immer fahrbereit. Nun tauchte das Auto mit seiner ganzen Geschichte nach fast 90 Jahren in Familienbesitz auf der Techno Classica in Essen auf.

Weblinks

Fritz Mettenheimer

Hans von Meister

Willy Scholl


Übergreifend

  1. ↑ Solitude 1925 [10HP/12HP/+12HP]. www.racingsportscars.com, abgerufen am 11. März 2021 (englisch).
  2. ↑ Solitude 1926 (Race Results). www.racingsportscars.com, abgerufen am 11. März 2021 (englisch).
  3. ↑ Solitude 1927 (Race Results). www.racingsportscars.com, abgerufen am 11. März 2021 (englisch).
  4. ↑ https://www.bugattirevue.com/revue58/stolen.htm
  5. ↑ https://www.lexikon-provenienzforschung.org/morawitz-johann
  6. ↑ https://www.lexikon-provenienzforschung.org/morawitz-johann
  7. ↑ Edgar Morawitz. www.historicracing.com, abgerufen am 2. April 2018 (englisch).
  8. ↑ Test. In: Allgemeine Automobil-Zeitung, 1. Juli 1927, S. 32 (Online bei ANNO).Vorlage:ANNO/Wartung/aaz
  9. ↑ Test. In: Sportblatt am Mittag / Sport-Tagblatt. Sport-Ausgabe des Neuen Wiener Tagblattes, 2. Juni 1928, S. 12 (Online bei ANNO).Vorlage:ANNO/Wartung/wst
  10. ↑ Test. In: Allgemeine Automobil-Zeitung, 1. August 1928, S. 8 (Online bei ANNO).Vorlage:ANNO/Wartung/aaz
  11. ↑ French Makes – Bugatti. www.vasmel.com, abgerufen am 19. Mai 2022 (englisch).
  12. ↑ Der Grosse Preis der Nationen. In: Allgemeine Automobil-Zeitung, 1. Juli 1929, S. 75 (Online bei ANNO).Vorlage:ANNO/Wartung/aaz
  13. ↑ Der Grosse Preis der Nationen für Sportwagen. In: Allgemeine Automobil-Zeitung, 1. August 1929, S. 7 (Online bei ANNO).Vorlage:ANNO/Wartung/aaz
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