Pass tech before you leave the shop

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Course: Run the paddock like a race engineer

Module: Pass tech and stay safe

Estimated duration: 55 minutes

Principle: pass tech at home

You pass technical inspection before you leave the shop by making the event form a physical work order, not a clipboard exercise. The inspection line at the track is only the last confirmation. Your job is to arrive with a car that has already been checked item by item, with the paperwork complete, the driver responsibility accepted, and the obvious track-day problems removed from the car before the event staff ever see it.

That distinction matters because every supplied HPDE tech form puts the first duty on the driver or owner. The NASA-style forms tell you to inspect each listed item before bringing the car to the track or tech station, to ask a tech inspector when you have questions, and to have the top of the form filled out before you go to the inspector. The NCM-style self-tech form is even more explicit about the method: physically check every item, do not assume the lug nuts are tight, and re-torque them to make sure. Ross Bentley's first-timer guidance says official tech inspection is a quick mechanical safety check and should be a formality if you have done the homework and had a qualified mechanic or shop check the car, but he also warns that a volunteer inspector may still catch something you missed, such as a loose battery connection, loose wheel nuts, or unequal tire pressures.

For an intermediate driver, the trap is familiarity. You have probably passed tech before, so the form starts to feel administrative. That is backwards. The form is the minimum evidence that you did the work. A signed tech sheet is not proof that the car is safe unless you can say what you physically checked, what you corrected, and which items still need a qualified person. Treat the inspection as a safety process for yourself, your instructor, and everyone sharing the track, not as a gatekeeping ritual.

This lesson stays inside pre-event technical readiness. The sibling lessons on flags, escapes, radios, and incident handling cover what you do once the day is underway. Here, the skill is narrower: convert the event's checklist into a shop routine that catches wheels, tires, brakes, steering, suspension, safety gear, engine-bay hazards, cockpit hazards, paperwork, and event-required presentation before you load the car.

Start with the actual event form

Do not prep from memory. Start with the form for the organization and event you are attending. The bonded examples overlap heavily, but they do not match perfectly. Older and newer NASA forms list different helmet years. Newer forms add harness-threading details and lithium battery cockpit restrictions that are not present in older versions. One NCM-style form calls out pad thickness and rotor condition in more detail than the NASA form. A PCA guide requires at least 50 percent brake lining, while the NCM-style checklist asks for pads more than 5 mm. Your rule is simple: use the current organizer form for the event, and when another source is stricter for the same event, satisfy the stricter requirement or ask the tech chair before you arrive.

Read the event timing rules before you schedule the inspection. One PCA beginner guide says its technical inspection must be completed within 60 days before the event, recommends doing it reasonably in advance so deficiencies can be corrected, and tells you to bring the completed form to registration. It also says a car that has run another track event inside the inspection window must be re-inspected before the next event. That creates the first planning lesson: do the inspection early enough to fix problems, but not so early that the car's condition changes before the event. If you run another event, change brake pads, chase a leak, swap wheels, replace a battery, alter belts, or disturb any system on the form, treat the affected lines as unchecked again.

Build your prep calendar around two facts. First, a form can have an allowed inspection window. Second, the car's condition can change after inspection. The useful workflow is one main inspection early enough to repair defects, then a final re-check of every item touched after that inspection. If the car was inspected, then you replaced wheels, the wheel and lug lines are open again. If the car was inspected, then you bled brakes, the brake-fluid, pedal, line, and brake-light lines deserve a final confirmation. If the car was inspected, then you drove another track day, the inspection is not still morally fresh just because the paper date is inside the window. The supplied PCA guide specifically warns that another event can trigger re-inspection.

Before you touch the car, fill the administrative top of the form as far as the form allows: driver, event location, date, make, model, year, color, stock or modified status, and car number if required. This sounds small, but it prevents a common tech-line failure mode. You do not want to arrive at a volunteer inspector with an incomplete form, missing signature, no car number, loose objects still in the trunk, and a line of drivers behind you. The forms repeatedly tell the driver to complete the top portion before inspection, and the inspector instructions say not to sign or stamp until violations have been corrected.

The best way to use a qualified mechanic is to hand them the actual form, not a vague request to look the car over. A state-licensed mechanic, a dealership, or an independent shop familiar with your brand can inspect the car, but the result you need is not general confidence. You need every line on the event form answered. If the shop says the car looks good but the form still has no answer for brake lights, pad thickness, wheel bearings, steering play, battery retention, helmet approval, loose objects, or numbers, the job is not complete for this event. The form is the shared language between the driver, mechanic, tech chair, and inspector.

If you do your own maintenance and the event allows self-inspection, self-tech still means physical verification, not memory. The NCM-style form tells you to mark each line if the item is okay and write NO if it is not. That is a useful discipline even when your organizer's form does not say it. A blank line is not harmless. It means you either forgot, could not inspect it, or did not know the standard. Each of those outcomes needs action before departure.

Build the inspection in three passes

A complete pre-event inspection works best as three passes: presentation and loose-object control, high-energy systems, and control or containment systems. The order is less important than the discipline of not skipping a line because the car seemed fine last month.

The first pass is presentation and loose-object control. Confirm the event-required numbers are on both sides of the car, at least 10 inches tall and in a contrasting color when the NASA-style form requires that. Remove loose objects from the car and trunk: spare tire, jack, floor mats, dash mats, paper, and anything else that can move around. Remove hubcaps, beauty rings, and hub or center caps when the form calls for it. Check the gas cap. Check that body panels are secure when your form includes that line. Confirm there are no exposed wires. Confirm the seats are bolted tight and that belts or harnesses are properly installed for the event. This pass is not glamorous, but it prevents the most avoidable tech-station delays: the car looks unfinished for track use, the cabin is still in street-driving mode, or a loose object is waiting to become a cockpit hazard.

The second pass is the high-energy systems: wheels, tires, and brakes. Tire condition is not just whether the tire holds air. The forms call for condition, adequate tread on street tires, good condition with no cording on race tires, and no cuts or other defects. Look at each tire as a track tire, not as a tire that got you to work this week. The forms also require all lug nuts present and tight. The NCM-style note gives the correct standard for self-tech: do not assume, re-torque. Put the tool on every lug. If you changed wheels, rolled the car out of storage, or had another person mount tires, that is not evidence. The evidence is that you checked every nut before loading.

Brakes deserve more attention than a single checkmark because several supplied chunks point at the same failure pattern. Basic forms require firm pedal pressure, correct fluid level, lines in acceptable condition, and working brake lights. The NCM-style form adds pads more than 5 mm and rotors with no cracks. The PCA event guidance says past events had two kinds of brake problems: not enough brake lining and fade. It requires at least 50 percent lining and warns that bringing extra pads to install at the event needs to be discussed with safety or tech chairs. The same guidance describes drivers who began with a strong pedal and halfway through the session developed a spongy pedal, in some cases nearly losing their brakes. It identifies failure to flush or bleed the system before the event as a leading cause.

The SEM PCA guide explains why the brake-fluid line on the form is not just a level check. Brake fluid takes up moisture as it ages. Track driving creates much more heat than normal road use because of repeated high-speed decelerations. Moisture in the fluid can boil, creating gas in the lines, and gas compresses where liquid does not. Once that happens, the hydraulic system's weak point is inside the pedal you are asking to stop the car. This is why one PCA guide recommends a complete brake-fluid change and brake bleed before any track event, not merely as part of yearly service. You can debate intervals with your mechanic, but you cannot treat old, unknown brake fluid as a harmless paperwork item.

The third pass is control and containment. Steering and suspension lines appear on every form: wheel bearings front and rear, steering play, and steering tightness or no play. That is the part of tech that asks whether the car will point where you command it and whether the wheel assemblies are mechanically fit for track loads. Engine-bay and containment items are just as direct: no fluid leaks of oil, fuel, or water; radiator overflow present or okay; radiator hoses in acceptable condition; wires and hoses secured; throttle return springs tight when the form asks for them; battery properly secured; no bungees; terminals covered. Safety equipment lines close the loop: roll bars in open cars, seat belts or harnesses, harness threading three times and safety clips or wire when required, helmet approval to the event's current Snell standard, covered battery inside the cockpit, and the newer lithium battery cockpit restriction when it applies.

Do not let one pass substitute for another. Good brake pads do not make loose objects acceptable. A fresh helmet does not excuse a battery held by a bungee. A clean engine bay does not answer steering play. Tech prep is broad because track risk is broad. The forms do not ask whether the car is fast or attractive. They ask whether the parts that hold, stop, steer, contain, restrain, and identify the car are ready for a shared track environment.

The technique: make each line earn its check

The practical technique is to turn each line into an observable action. Do not sit in the driver's seat and remember that something was fine. Walk the car with the form in hand. Put a mark down only after the item has earned it.

For wheels and tires, the action is visible and tactile. You inspect each tire for condition, cording, cuts, defects, and tread if you are on street tires. You confirm hubcaps or beauty rings are gone if the form requires removal. You verify every lug nut is present, then re-torque rather than assume. If tire pressures are part of your own setup routine, set and record them, because Bentley's first-timer guidance lists unequal tire pressures as one of the simple things a tech inspector might catch. The form may not ask for your pressure target, but unequal pressures are a clue that the car was not prepared as a system.

For brakes, split the line into four different questions. First, does the pedal feel firm before the car moves? Second, is the fluid level correct and is the fluid fresh enough for the heat you are about to create? Third, are the lines okay? Fourth, do the brake lights work? Then add the thickness and rotor checks if your event form or club guidance includes them. Do not hide behind the fact that you brought spare pads. If the organizer requires advance discussion before an at-event pad change, have that discussion before you need it.

For steering and suspension, the action is to check for play and tightness rather than merely looking at the wheels. The supplied forms do not teach a full suspension diagnostic procedure, so do not invent one at the tech line. If you feel play, hear a noise, see damage, or cannot confidently inspect the wheel bearings and steering yourself, that is a mechanic question before departure. Intermediate drivers often know enough to sense that something is loose but not enough to diagnose which joint or bearing is at fault. That is exactly the moment to stop pretending the checkmark is harmless.

For the cockpit, make it empty and anchored. The NASA-style forms explicitly say no loose objects in the car or trunk and list spare tire, jack, floor mats, dash mats, and paper. Seats must be bolted tight. Belts or harnesses must be installed correctly for the event. If a harness is present and the form requires three wraps plus safety clips or wire, check that actual detail. If you are using normal three-point belts and the form allows them, make sure the approved system is the one you marked. The goal is not to make the cockpit look like a race car. The goal is that nothing comes loose and the restraint system you present is the one the form permits.

For the engine bay, look for containment failures: oil, fuel, or water leaks; hoses in poor condition; radiator overflow not present or not okay; unsecured wires or hoses; battery movement; uncovered terminals. A bungee cord is not battery retention on the NASA-style forms. If the battery is inside the cockpit, it must be covered, and newer NASA forms add that lithium ion batteries must be outside the cockpit. Again, the form controls. Do not argue from what passed five years ago if the current form asks for more.

A useful habit is to separate each line into three possible states: okay, not okay, and question. Okay means you physically verified it against the event form. Not okay means the car does not leave until the item is corrected or the tech chair explicitly accepts the plan. Question means you do not know enough to mark it okay, so you ask. The forms explicitly invite consultation with a tech inspector when there are questions, and Bentley reminds new drivers that people at HPDE events often help when asked. Use that help before the queue is waiting and before the car is hot.

What blocks departure

A departure blocker is any item that would keep the inspector from signing or stamping the form, any item the form asks you to accept personal responsibility for but you have not physically checked, or any item that changes the car from safe to hopeful. The obvious blockers are missing or loose lug nuts, tires with unacceptable condition, inadequate brake lining, questionable brake fluid, poor pedal pressure, brake lights that do not work, steering play you cannot explain, wheel-bearing play, fluid leaks, unsecured battery, uncovered terminals, exposed wires, loose seats, belts or harnesses that do not match the form, an out-of-standard helmet, loose objects, or missing required numbers.

A less obvious blocker is an unresolved plan to fix something at the track. The supplied PCA guidance does not say that bringing extra pads automatically solves a brake-lining problem. It says that if you bring extra pads to change at the event, you need to discuss this specifically with the safety or tech chairs. That is the model for any planned paddock fix. If the item matters to tech, the organizer deserves to know before you rely on it. A track-day paddock can be a place to adjust and maintain a car, but it is a poor place to discover the car was never ready to pass inspection.

Another blocker is paperwork that hides uncertainty. If the top of the form is incomplete, the owner signature is missing, or the required inspection date window is not satisfied, you have not finished the process. If the inspection was done before another track event and your organizer requires re-inspection after that use, the old form does not rescue you. If the inspector writes a violation in the comments, the instruction to the inspector is to wait until correction before signing or stamping. Your process should respect that same standard before the car ever leaves the shop.

Worked example: brake-heavy weekend at Pitt Race

You are preparing for a PCA HPDE at Pitt Race. The supplied PCA event guidance is unusually blunt about this track: the circuit is hard on brakes. The same guidance says the club has seen multiple participants with brake problems, first from insufficient lining and second from fade after starting the session with a strong pedal. The preventable version of this story begins in the shop, not in the paddock.

A weak prep process says the pads look okay, the pedal is firm in the driveway, and spare pads are packed just in case. A strong prep process starts with the form and the club guidance. You verify the event's brake-lining requirement before you load. If the rule is 50 percent lining, that is the minimum. If the form in front of you specifies a thickness such as more than 5 mm, you verify that. You inspect rotors if the form asks for no cracks. You check lines and fluid level. Then you decide whether the brake fluid is known, fresh, and bled for a track event. If it is old, unknown, or only on a yearly street-service schedule, the SEM PCA explanation tells you the risk: moisture in the fluid can boil during repeated high-speed stops, creating compressible vapor in the hydraulic system.

The shop-pass outcome is boring. The car arrives with adequate lining, known fluid, a firm pedal, working brake lights, and no open question about whether pads will be changed under event pressure. The track-failure outcome is also predictable. You start the session with confidence, then halfway through the pedal gets spongy. Now you are trying to diagnose a braking system while also managing traffic, flags, and pit-in procedure. That is exactly what this lesson is designed to avoid. Passing tech at home does not guarantee the brakes will never fade, but it removes the known, repeatedly documented causes from your side of the ledger.

Worked example: self-teching a NASA-style HPDE car

You are taking a street-driven car to a NASA-style HPDE and the organizer allows self-tech. The failure mode is to treat self-tech as permission to sign the sheet because you maintain your own car. The correct interpretation is the opposite: because you are self-teching, you owe the form more physical evidence, not less.

Start with the top of the form. Driver, car number, vehicle information, date, and signature are completed before you enter the tech line. Numbers are applied on both sides of the car in contrasting color and sized to the form. You empty the cabin and trunk, including spare tire, jack, floor mats, dash mats, and loose paper. You remove hubcaps or center caps if required. You secure the gas cap and confirm no exposed wires.

Then you go around the car. Each tire gets inspected for condition. Each lug nut is present and re-torqued. You check pedal pressure, fluid level, brake lines, and brake lights. You check wheel bearings and steering play to the level you can competently inspect; if you cannot determine whether play is acceptable, you ask a tech inspector or mechanic before the event rather than hoping. You confirm seats are tight, belts or harnesses match the form, and the helmet standard matches the current event requirement. Under the hood, you look for oil, fuel, and water leaks, confirm radiator overflow and hose condition, check that the battery is secured without bungees, and confirm terminals are covered.

If the tech inspector finds a loose battery connection anyway, you do not treat that as embarrassment. Bentley's guidance says an inspector may catch something simple that you or someone else missed, and you should view that as helpful. But you also update your process. Next time, battery security and terminal coverage do not get a visual glance. They get a physical check before the car leaves the shop.

Calibration cues: what better prep looks like

You know this skill is improving when inspection stops producing surprises. The first cue is paperwork completeness: the form is filled out, signed, and ready before tech. The second cue is physical evidence: you can point to how each line was checked, not just that it was checked. The third cue is fewer paddock errands: you are not removing floor mats, looking for tape to make numbers, borrowing a torque wrench, hunting for a brake-light helper, or discovering that the helmet standard on the form is newer than the one in your bag.

The fourth cue is brake confidence based on preparation, not hope. The pedal is firm before departure. The fluid is known and appropriate for the heat of the event. The pads meet the event's requirement before you load. The brake lights work. If the circuit is known by the organizer to be hard on brakes, you have treated that as a prep input. The fifth cue is inspector feedback. A clean stamp is good, but a found violation is useful if it exposes a gap in your routine. The wrong response is to resent the inspector. The right response is to correct the violation and add that item to your next shop pass.

The sixth cue is that you can separate minimum compliance from uncertainty. If a form says helmet approval must meet a listed Snell year, you check the label against that year. If two forms in your archive show different years, you do not average them or use the older one because it is convenient. You use the event's current form. If the form says lithium ion batteries must be outside the cockpit, you treat that as a present requirement for that organizer, not as an optional update. If a club guide says its inspection should be done within a defined window, you respect the window and re-check after later track use.

The seventh cue is that your questions get better. A vague question is whether the car will pass. A useful question is whether the harness threading on this belt meets the current form, whether this pad thickness meets this club's rule, whether this battery location satisfies the cockpit restriction, or whether this car needs re-inspection because it ran another event after the shop visit. Better prep turns anxiety into specific, answerable tech questions.

Common mistakes

The first common mistake is outsourcing responsibility to the inspector. The forms and Bentley guidance agree on the important point: the inspector helps, but you are responsible for the car's condition on track. Good looks like arriving with the inspection already done and using the tech station as confirmation.

The second mistake is paper tech. You remember that the lugs were tight, the battery was fine, and the brakes were serviced recently, so you sign the form. Good looks like putting a tool on the lug nuts, physically checking the battery, confirming the pedal and fluid, and marking the form only after each item has been checked.

The third mistake is treating brake fluid as a reservoir-level item. The forms ask for fluid level, but the PCA and SEM PCA guidance explain the deeper track problem: old moisture-contaminated fluid can boil under repeated high-speed braking and turn a strong pedal into a spongy one. Good looks like known, recently serviced brake fluid and a bleed decision made before the event, not after the first bad pedal.

The fourth mistake is arriving with a street cabin. Floor mats, dash mats, spare tire, jack, paper, and trunk cargo are not harmless just because they are normal on the road. Good looks like an empty cockpit and trunk before the car goes on the trailer or leaves the driveway.

The fifth mistake is assuming safety gear requirements from memory. The bonded forms show helmet-year requirements changing across versions, and newer forms add details for harness threading and lithium batteries. Good looks like reading the current event form every time and checking the gear against that exact form.

The sixth mistake is hiding an unresolved item behind enthusiasm. If the form has a NO line, an inspector comment, a questionable bearing, an unclear harness installation, a fluid leak, or brake lining below the event minimum, the car is not track ready. Good looks like correcting the violation before the inspector signs or stamps, or stopping and asking the tech chair what is acceptable.

The seventh mistake is confusing packed spares with passed tech. Spare pads, tools, tape, and fluids may help you maintain the car, but they do not erase a failed pre-event line. Good looks like using spares to support an already compliant car or using them under a plan discussed with event safety staff when the organizer requires that discussion.

Drill: the two-pass shop tech rehearsal

Do this drill for your next event. Schedule one uninterrupted shop session before the car leaves for the track, ideally early enough that a deficiency can still be corrected. Use the actual event form and a pen. The drill has two passes and one success criterion.

Pass one is the evidence pass. Walk the form from top to bottom and do not mark any line until the item has been physically checked. Fill the driver and vehicle information. Confirm numbers, loose-object removal, gas cap, exposed wires, seats, belts or harnesses, helmet, wheels, tires, lugs, brakes, steering, wheel bearings, leaks, radiator overflow, hoses, battery security, terminal coverage, brake lights, and any event-specific items on the sheet. If an item is not okay, mark it NO or leave it visibly unresolved. Do not make a mental note. Put the problem on the paper.

Pass two is the correction pass. Fix every unresolved line or decide that it requires a qualified mechanic, shop, inspector, or tech-chair question. Then re-check the corrected item physically. If you changed a wheel, re-torque the lugs. If you corrected battery retention, physically check the retention. If you removed loose objects, open the trunk and cabin again. If you bled brakes, re-check pedal pressure, fluid level, lines, and brake lights.

The success criterion is simple: before loading, there are zero unresolved NO items, the form is complete and signed where required, the cockpit and trunk are empty of loose objects, the lugs have been re-torqued, the brakes have known lining and fluid status for the event, the battery is secured without bungees and terminals covered, there are no visible oil, fuel, or water leaks, and any question you could not answer has been taken to a qualified person rather than carried to the tech line as hope. Count this drill as failed if the first time you notice a problem is at registration or in the tech lane.

When this principle breaks down

There are three cases where the normal shop routine is not enough. The first is an item outside your competence. Wheel-bearing play, steering looseness, brake-line condition, harness installation, and fluid leaks can all exceed a driver's ability to judge. The forms tell you to consult a tech inspector when you have questions, and the PCA guide recommends regular professional inspection even for people who do their own maintenance. Use that option early.

The second case is rule drift. The bonded forms span different years and show different helmet standards and battery or harness details. The correct response is not to debate the archive. The current organizer form governs the event. If the form changes, your checklist changes.

The third case is a violation found at tech. The inspector instructions are clear that the inspector should not sign or stamp until violations have been corrected. Do not negotiate with a safety problem, and do not treat a failed line as a personal insult. Correct it, get the car rechecked, and record what your shop process missed.

Cross-reference this lesson with the flags and incident lesson only after the car is ready. A prepared car does not remove the need to know flags, escapes, radios, and incident response. It gives those skills a fair starting point by reducing the preventable mechanical and cockpit problems you brought with you.

Worked example: brake-heavy weekend at Pitt Race

You are preparing for a PCA HPDE at Pitt Race, and the supplied PCA guidance warns that the circuit is hard on brakes. Use that as prep information. Verify lining against the event rule before loading, inspect rotors if the form requires it, confirm brake lights, check lines and level, and make a deliberate fluid-service decision. A weak process says the pedal is firm in the driveway and spare pads are packed. A strong process removes the known failure pattern before the car leaves: inadequate lining and old or unbled fluid that can produce a spongy pedal partway through the session.

Worked example: self-teching a NASA-style HPDE car

Self-tech is not permission to sign from memory. Complete the top of the form, put numbers on the car, remove loose objects, inspect tire condition, re-torque every lug nut, check pedal pressure, fluid, lines, brake lights, wheel bearings, steering play, seats, belts or harnesses, helmet approval, leaks, radiator overflow, hoses, battery retention, and covered terminals. If an inspector later finds a loose battery connection or another simple miss, treat it as useful feedback and add a more physical battery check to the next shop pass.

Common mistakes

The major mistakes are outsourcing responsibility to the inspector, doing paper tech instead of physical tech, treating brake fluid as only a level check, arriving with a street cabin full of removable objects, assuming old safety-gear rules still apply, carrying unresolved NO items to the event, and confusing packed spares with passed tech. Good prep looks like a completed current form, physical evidence behind every mark, known brake lining and fluid status, an empty cockpit and trunk, event-current helmet and harness compliance, and every inspector comment corrected before the stamp.

Drill: the two-pass shop tech rehearsal

Before your next event, run one uninterrupted tech rehearsal with the actual event form. Pass one is the evidence pass: mark nothing until the item has been physically checked, and mark unresolved items visibly. Pass two is the correction pass: fix every unresolved line or escalate it to a qualified mechanic, inspector, or tech chair, then physically re-check the fix. Success means zero unresolved items before loading, complete paperwork, loose objects removed, lugs re-torqued, brakes known, battery secured, terminals covered, no visible oil, fuel, or water leaks, and no question carried to tech as hope.

When the form changes or the inspector finds a violation

The event's current form controls. The bonded forms show different Snell helmet years and newer battery or harness details, so do not rely on an old checklist when the current one asks for more. If a violation is found, the inspector should not sign or stamp until it is corrected. Correct it, get the car rechecked, and treat the miss as a process update for the next shop inspection.

Author Review

No quiz questions are attached to this lesson.

Sources

#	Document	Chunk	Pages	Score	Collection
1	NASA_HPDE_Tech_Form_2026.1	5c00f01c109d5dc47b8664bb24958469	1	1	uio_books_raw_v1
2	HPDE Verbatim Master Compilation	dc21b881-63fc-0973-4489-4cdf2f497ddc	346	1	uio_books_raw_v1
3	HPDE Verbatim Master Compilation	fcaf960b-d45d-e4e4-6ff1-238a47c75a73	227	1	uio_books_raw_v1
4	HPDE_Verbatim_Master_Compilation	721735ab00d2843ef604ceb8e4859cec	174	1	uio_books_raw_v1
5	The HPDE 1st Timer s Guide - Ross Bentley	bf0864dc-2a4c-cf46-ba9f-b9118dfdc6da	12	1	uio_books_raw_v1
6	NASASE_HPDE_TECH_SHEET	4e5180af18e0ce37dce0c9e6e3d960f7	1	1	uio_books_raw_v1
7	hpdetechform	1f2637d299907d57597f5a004b3b6a63	1	1	uio_books_raw_v1
8	hpdetechform	4a010dfa-c512-aca4-8442-900b9ded08e4	1	1	uio_books_raw_v1