X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [207.30.253.2] (HELO access) by logan.com (CommuniGate Pro SMTP 5.1.9) with ESMTP id 2109898 for flyrotary@lancaironline.net; Mon, 18 Jun 2007 15:59:25 -0400 Received-SPF: softfail receiver=logan.com; client-ip=207.30.253.2; envelope-from=unicorn@gdsys.net Received: from main (gdsi-41.gdsys.net [207.30.255.41]) by access (Rockliffe SMTPRA 4.5.6) with SMTP id for ; Mon, 18 Jun 2007 14:55:17 -0500 Message-ID: <002001c7b1e3$191caa30$29ff1ecf@main> From: "Richard Sohn" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Fw: Different Rotary Port configurations Date: Mon, 18 Jun 2007 14:58:52 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001D_01C7B1B9.2FA64380" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_001D_01C7B1B9.2FA64380 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable In our application, it is a matter of flywheel/coupler combination. It = needs to have low natural frequence, below idle, and a good damping = factor. If this ideal combination is acheeved there should be no = problem. I will know how close my engine is to this condition in a few = weeks. The NSU Spyder did it with a heavy flywheel. Richard Sohn N2071U ----- Original Message -----=20 From: bmears9413@aol.com=20 To: Rotary motors in aircraft=20 Sent: Monday, June 18, 2007 2:02 PM Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations Let me share with the group something thats being over looked. These P = Port engines that wont idle are usually in a high performance = application. So they normally have a very light flywheel. The light = flywheel alone creates poor idle characteristics. In my drag race years = I tried several flywheel weights on my motors and was amazed at the = different idle characteristics the motor had..all with the same=20 D port motor. A heavy flywheel would smooth out the idle on P port = motors. I think a prop would qualify as a heavy flywheel. Now low end = acceleration was poor with P-ports and a heavy flywheel. But in our = application I cant see that being a problem. Unless some of you are = planning on landing on an aircraft carrier ;) Bob Mears Supermarine Spitfire -----Original Message----- From: Jerry Hey=20 To: Rotary motors in aircraft=20 Sent: Mon, 18 Jun 2007 12:33 pm Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations I usually keep my mouth shut when it comes to P port discussions. I = agree with everything Bill has written with one exception. I doubt the = big p ports are advantageous at our RPM. A 1.5" i.d. port will flow 7500 = rpm, no problem. The smaller ports are easier to time (less overlap) and = the smaller dia. intake tubes are much easier to fit.=20 jerry=20 =20 =20 =20 On Jun 18, 2007, at 1:01 PM, Richard Sohn wrote:=20 =20 > Bill,=20 >=20 > AMEN to all.=20 >=20 > Richard Sohn=20 > N2071U=20 > ----- Original Message ----- From: =20 > To: "Rotary motors in aircraft" =20 > Sent: Monday, June 18, 2007 11:12 AM=20 > Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations=20 >=20 >=20 >=20 >=20 > Guys,=20 > Lets cut to the chase. The P-port rotary will idle fine. The = original=20 > 12As were p-port. Lots of the NSU wankels were p-port. John Deere = and=20 > MB C111 engines were p-port. There was no comment that these engines = > didn't idle. Perhaps not as smoothly as the side port engines, but > = idle=20 > none the less. The P-port makes the most power, period. Mazda = wouldn't=20 > have used the P-port only on their LeMans engine if combination = ports=20 > would have worked better. Don't think for a second they didn't try=20 > other configurations either. They used the far trailing plug to > = improve=20 > efficiency less than 2%. Richard's work showed no improvement to = power=20 > with the side port/p-port combo. Anywhere but idle my guess would be = > that the inrush from the p-port probably causes minimal flow in the=20 > side ports. The p-port is open much sooner and flow is underway by = the=20 > time the side port opens. If we had a source for finished p-port=20 > housings that cost the same as the standard housings we would all be = > using them and the discussion would cease and we would move on to > = other=20 > subjects. For aircraft use the big p-port is for most cases the best = > possible solution. We can improve on minor details, but not much. = The=20 > simpler manifolding and more compact package when using fewer tubes = > for=20 > the intake are all pluses for the p-port. We don't have car low RPM=20 > issues to worry about. If a good source of the Mazda racing p-port=20 > housings was available for the same price as standard housings I'd > = have=20 > 3 on order right now. (20B remember)=20 > Bill Jepson=20 >=20 >=20 >=20 >=20 > Well, Mark - perhaps in the future=20 >=20 >=20 >=20 > Only so much time and so many things that would be fun to try. IF I=20 > interpret the charts correctly the P + S type intake configuration=20 > appears to provide much more intake port area than either the P or S = > type along. Makes sense - if you have twice as many intakes it has=20 > more area. Supposedly the P+S overcomes the low rpm idle problem of=20 > the PP alone.=20 >=20 >=20 >=20 > But, for aircraft usage, I think Richard is on the money, you don't=20 > really spend much time at idle in aircraft usage and I idle above = 1600=20 > rpm in any case, so who cares {:>) - just go with the P port.=20 >=20 >=20 >=20 > However, I am intrigued by the large intake area that the P + S=20 > configuration has over even the PP alone and what that might potent=20 > for POWER! More Power, Scotty!!!!!=20 >=20 >=20 >=20 > Saw some information on the Renesis in an SAE paper that indicates = the=20 > six port (They call it the HIGH POWER Renesis) produces 40% more = power=20 > than the standard 13B. They did not make a comparison to the 4 port=20 > Renesis but presumably it produces less than the six port Renesis = but=20 > more than the older 13B. They also didn't specify the rpm point that = > occurred, but I assume it must be near its maximum. Also, its not=20 > clear if this figure was based on the earlier 250 HP claim for the=20 > Renesis by Mazda or the later adjusted 237 HP claim (actually I'd = take=20 > either one) .=20 >=20 >=20 >=20 > The intake configuration and operation on the six port is quite=20 > involved, but they do make use of the Dynamic Effect. They call it = the=20 > Sequential Dynamic Air Intake System (S-DAIS). Since there is no=20 > intake/exhaust port overlap in the Renesis, they appear to make use = of=20 > the "A" pulse which is the pressure wave created when the high > = velocity=20 > air in the intake slams into the closing port and bounced back down = > the=20 > manifold. They then have several valves that activate at different=20 > rpm/air flow situations that control the sequential activation of=20 > elements of the S-DAIS.=20 >=20 >=20 >=20 > As well as the "A" pulse, the older NA 13B DEI also used the = stronger=20 > "B" pulse created when the intake opened releasing a burst of the=20 > trapped exhaust gas residue to create a power shock wave which = raised=20 > the manifold pressure at the second rotor's intake. But, since there = > is no intake/exhaust overlap with the Renesis side ports, it would=20 > appear that only the "A" pulse is used to enhance power.=20 >=20 >=20 >=20 > Ed=20 >=20 >=20 >=20 >=20 >=20 >=20 > ----- Original Message -----=20 >=20 > From: Mark Steitle=20 >=20 > To: Rotary motors in aircraft=20 >=20 > Sent: Monday, June 18, 2007 9:12 AM=20 >=20 > Subject: [FlyRotary] Re: Fw: Different Rotary Port configurations=20 >=20 >=20 >=20 >=20 > Thanks Richard for the clarification.=20 >=20 >=20 > Mark S.=20 >=20 > (Looks like I should have typed a little faster.)=20 >=20 >=20 > On 6/18/07, Mark Steitle wrote:=20 >=20 > Well Ed,=20 >=20 > It looks like you've got yourself a new intake project. Didn't = Richard=20 > Sohn try running side and peripheral intake porting on his one = rotor?=20 > I vaguely remember him mentioning it and that he abandoned the idea. = I=20 > think it had something to do with the complexity of the dual runners = > and that he was satisfied with the idle characteristics of the = p-port?=20 > Maybe Richard can comment?=20 >=20 >=20 >=20 > Mark S.=20 >=20 >=20 >=20 > On 6/17/07, Ed Anderson wrote:=20 >=20 >=20 > Ok, here's the answer to my question. The second image shows a three = > barrel carb with the primary going to two side intake ports and the=20 > secondary going to the Peripheral ports. Interesting concept.=20 >=20 >=20 >=20 > Ed=20 >=20 >=20 > ----- Original Message -----=20 > From: Ed Anderson=20 >=20 > To: Rotary motors in aircraft=20 >=20 > Sent: Sunday, June 17, 2007 10:15 PM=20 >=20 > Subject: Different Rotary Port configurations=20 >=20 >=20 >=20 >=20 >=20 > Ok, getting a bit quite again. Here is something that some of you = may=20 > find interesting. Its a graph comparing the possible different port=20 > configurations for the Rotary engine.=20 >=20 > The top graph shows the intake and exhaust port opening for a engine = > with a peripheral intake and peripheral exhaust - such as a 13B = which=20 > has been converted to a PP intake.=20 >=20 >=20 >=20 > The trapezoidal shapes show the port area. For example on the first=20 > graph the first rectangular area entitled PORT shows the Peripheral=20 > exhaust port open at 63Deg ATDC. There are two trapezoid areas shown = > for the Peripheral intake. A "P" which I presume stands for Primary=20 > and a much larger P+S which I presumes stands for a combined primary = > and Secondary port. Although, I do not ever recall a PP with two = tubes=20 > one for primary and one for secondary. So there may be another=20 > explanation.=20 >=20 >=20 >=20 > The second graph is our traditional 13B with sideport intake and=20 > peripheral port exhaust. Here the intake timing for the intake is = that=20 > of the NA 13B although it shows the intake opening a bit later than = > the=20 > stock 13B but closing at the stock 40 deg ABDC.=20 >=20 >=20 >=20 > If you look at the area under the first graphs "P" trapezoid it > = appears=20 > to be open much longer than the P for the side port intake (2nd > = graph),=20 > but the trapezoid is not as high. Wonder what that signifies? Open=20 > longer but not as large a port area?=20 >=20 >=20 >=20 > Anyhow, thought some of you might find it interesting.=20 >=20 >=20 >=20 >=20 >=20 > Ed Anderson=20 > Rv-6A N494BW Rotary Powered=20 > Matthews, NC=20 > eanderson@carolina.rr.com=20 > http://members.cox.net/rogersda/rotary/configs.htm#N494BW=20 > http://www.dmack.net/mazda/index.html=20 >=20 >=20 >=20 > --=20 > Homepage: http://www.flyrotary.com/=20 > Archive and UnSub:=20 > http://mail.lancaironline.net:81/lists/flyrotary/List.html=20 >=20 >=20 >=20 >=20 >=20 >=20 >=20 >=20 >=20 >=20 >=20 > = ______________________________________________________________________> = __=20 > AOL now offers free email to everyone. Find out more about what's > = free=20 > from AOL at AOL.com.=20 > =3D0=20 >=20 > --=20 > Homepage: http://www.flyrotary.com/=20 > Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/> List.html=20 >=20 >=20 > --> No virus found in this incoming message.=20 > Checked by AVG Free Edition.=20 > Version: 7.5.472 / Virus Database: 269.9.0/852 - Release Date: > = 6/17/2007 8:23 AM=20 >=20 >=20 >=20 > --=20 > Homepage: http://www.flyrotary.com/=20 > Archive and UnSub: http://mail.lancaironline.net:81/lists/> = flyrotary/List.html=20 =20 --=20 Homepage: http://www.flyrotary.com/=20 Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html=20 -------------------------------------------------------------------------= ----- AOL now offers free email to everyone. Find out more about what's free = from AOL at AOL.com. -------------------------------------------------------------------------= ----- No virus found in this incoming message. Checked by AVG Free Edition.=20 Version: 7.5.472 / Virus Database: 269.9.0/852 - Release Date: = 6/17/2007 8:23 AM ------=_NextPart_000_001D_01C7B1B9.2FA64380 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable =EF=BB=BF
In our application, it is a matter of=20 flywheel/coupler combination. It needs to have low natural frequence, = below=20 idle, and a good damping factor. If this ideal combination is acheeved = there=20 should be no problem. I will know how close my engine is to this = condition in a=20 few weeks.
 
The NSU Spyder did it with a heavy = flywheel.
 
Richard Sohn
N2071U
----- Original Message -----
From:=20 bmears9413@aol.com
Sent: Monday, June 18, 2007 = 2:02 PM
Subject: [FlyRotary] Re: Fw: = Different=20 Rotary Port configurations

Let me share with the group something thats=20 being over looked. These P Port engines that wont = idle are=20 usually in a high performance application. So = they normally=20 have a very light flywheel. The light flywheel alone creates poor idle = characteristics. In my drag race years I tried several flywheel = weights on my=20 motors and was amazed at the different idle characteristics the motor = had..all=20 with the same
D port motor. A heavy flywheel would smooth out the = idle on=20 P port motors. I think a prop would qualify as a = heavy=20 flywheel. Now low end acceleration was poor with P-ports and a heavy flywheel. But in our application I = cant see=20 that being a problem. Unless some of you are planning on landing on an = aircraft carrier ;)

Bob Mears
Supermarine Spitfire


-----Original=20 Message-----
From: Jerry Hey
To: Rotary = motors=20 in aircraft
Sent: Mon, 18 Jun 2007 = 12:33=20 pm
Subject: [FlyRotary] Re: Fw:=20 Different Rotary Port configurations

I=20 usually keep my mouth shut when it comes to P = port=20 discussions. I agree with everything Bill has written with one = exception. I=20 doubt the big p ports are advantageous at our = RPM. A 1.5"=20 i.d. port will flow 7500 rpm, no problem. The = smaller ports=20 are easier to time (less overlap) and the smaller dia.=20 intake tubes are much easier to fit. 
jerry 
 
 
 
On Jun 18, = 2007, at=20 1:01 PM, Richard Sohn = wrote: 
 
>=20 Bill, 
> 
> AMEN to = all. 
> 
>=20 Richard Sohn 
> N2071U 
> ----- Original Message ----- From: = <wrjjrs@aol.com> 
> = To: "Rotary=20 motors in aircraft" <flyrotary@lancaironline.net> 
>=20 Sent: Monday, June 18, 2007 11:12 AM 
> Subject: = [FlyRotary] Re:=20 Fw: Different Rotary Port=20 = configurations 
> 
> 
> 
>&nb= sp;
>=20 Guys, 
> Lets cut to the chase. The P-port=20 rotary will idle fine. The original 
> 12As were=20 p-port. Lots of the NSU = wankels were p-port. John Deere=20 and 
> MB C111 engines were p-port. There was no comment that these = engines 
>=20 didn't idle. Perhaps not as smoothly as the side port engines, but = >=20 idle 
> none the less. The P-port = makes the most=20 power, period. Mazda wouldn't 
> have used the P-port only on their LeMans engine = if=20 combination ports 
> would have worked better. Don't think = for a=20 second they didn't try 
> other configurations either. They = used=20 the far trailing plug to > improve 
> efficiency less = than 2%.=20 Richard's work showed no improvement to power 
> with the = side=20 port/p-port combo. Anywhere but idle my guess = would=20 be 
> that the inrush from the p-port = probably=20 causes minimal flow in the 
> side ports. The p-port is open much sooner and flow is underway by=20 the 
> time the side port opens. If we had a source for = finished=20 p-port 
> housings that cost the same = as the=20 standard housings we would all be 
> using them and the = discussion=20 would cease and we would move on to > other 
> subjects. = For=20 aircraft use the big p-port is for most cases the = best 
> possible solution. We can improve on minor details, = but not=20 much. The 
> simpler manifolding and = more=20 compact package when using fewer tubes > for 
> the = intake are=20 all pluses for the p-port. We don't have car low=20 RPM 
> issues to worry about. If a good source of the Mazda = racing=20 p-port 
> housings was available for = the same=20 price as standard housings I'd > have 
> 3 on order = right now.=20 (20B remember) 
> Bill=20 = Jepson 
> 
> 
> 
> 
&= gt;=20 Well, Mark - perhaps in the=20 future 
> 
> 
> 
> Only so = much=20 time and so many things that would be fun to try. IF I 
> = interpret=20 the charts correctly the P + S type intake=20 configuration 
> appears to provide much more intake port = area than=20 either the P or S 
> type along. Makes = sense -=20 if you have twice as many intakes it has 
> more area. = Supposedly=20 the P+S overcomes the low rpm idle problem = of 
>=20 the PP=20 alone. 
> 
> 
> 
> But, = for=20 aircraft usage, I think Richard is on the money, you = don't 
>=20 really spend much time at idle in aircraft usage and I idle above=20 1600 
> rpm in any case, so who cares {:>) - just go = with the=20 P=20 port. 
> 
> 
> 
> However, = I am=20 intrigued by the large intake area that the P +=20 S 
> configuration has over even the PP alone and what that might potent 
> for = POWER! More=20 Power, = Scotty!!!!! 
> 
> 
> 
> Saw=20 some information on the Renesis in an SAE paper that indicates the 
> six port = (They call it=20 the HIGH POWER Renesis) produces 40% more=20 power 
> than the standard 13B. They = did not=20 make a comparison to the 4 port 
> Renesis but=20 presumably it produces less than the six port Renesis=20 but 
> more than the older 13B. They = also didn't=20 specify the rpm point that 
> occurred, but I assume it = must be=20 near its maximum. Also, its not 
> clear if this figure was = based=20 on the earlier 250 HP claim for the 
> Renesis=20 by Mazda or the later adjusted 237 HP claim (actually I'd = take 
>=20 either one) . 
> 
> 
> 
> = The=20 intake configuration and operation on the six port is = quite 
>=20 involved, but they do make use of the Dynamic Effect. They call it=20 the 
> Sequential Dynamic Air Intake System (S-DAIS). Since = there=20 is no 
> intake/exhaust port overlap in the Renesis, they appear to make use of 
> the = "A" pulse=20 which is the pressure wave created when the high > = velocity 
>=20 air in the intake slams into the closing port and bounced back down = >=20 the 
> manifold. They then have several valves that = activate at=20 different 
> rpm/air flow situations that control the = sequential=20 activation of 
> elements of the=20 S-DAIS. 
> 
> 
> 
> As = well as the=20 "A" pulse, the older NA 13B = DEI also used the stronger 
> "B" pulse = created when=20 the intake opened releasing a burst of the 
> trapped = exhaust gas=20 residue to create a power shock wave which raised 
> the = manifold=20 pressure at the second rotor's intake. But, since there 
> = is no=20 intake/exhaust overlap with the Renesis side = ports, it=20 would 
> appear that only the "A" pulse is used to enhance=20 power. 
> 
> 
> 
>=20 = Ed 
> 
> 
> 
> 
>&= nbsp;
> 
>=20 ----- Original Message ----- 
> 
> From: Mark = Steitle 
> 
> To: Rotary motors = in=20 aircraft 
> 
> Sent: Monday, June 18, 2007 9:12=20 AM 
> 
> Subject: [FlyRotary] Re: Fw:=20 Different Rotary Port=20 = configurations 
> 
> 
> 
>&nb= sp;
>=20 Thanks Richard for the=20 clarification. 
> 
> 
> Mark=20 S. 
> 
> (Looks like I should have typed a = little=20 faster.) 
> 
> 
> On 6/18/07, Mark = Steitle <msteitle@gmail.com>=20 wrote: 
> 
> Well = Ed, 
> 
> It=20 looks like you've got yourself a new intake project. Didn't=20 Richard 
> Sohn try running side and = peripheral=20 intake porting on his one rotor? 
> I vaguely remember him=20 mentioning it and that he abandoned the idea. I 
> think it = had=20 something to do with the complexity of the dual runners 
> = and that=20 he was satisfied with the idle characteristics of the p-port? 
> Maybe Richard can=20 comment? 
> 
> 
> 
> Mark=20 S. 
> 
> 
> 
> On 6/17/07, = Ed=20 Anderson <eanderson@carolina.rr.com = >=20 wrote: 
> 
> 
> Ok, here's the answer = to my=20 question. The second image shows a three 
> barrel carb with the primary going to two side intake ports = and=20 the 
> secondary going to the Peripheral ports. Interesting = concept. 
> 
> 
> 
>=20 Ed 
> 
> 
> ----- Original Message=20 ----- 
> From: Ed Anderson 
> 
> To: = Rotary=20 motors in aircraft 
> 
> Sent: Sunday, June 17, = 2007=20 10:15 PM 
> 
> Subject: Different Rotary Port=20 = configurations 
> 
> 
> 
>&nb= sp;
> 
>=20 Ok, getting a bit quite again. Here is something that some of you=20 may 
> find interesting. Its a graph comparing the possible = different port 
> configurations for the Rotary=20 engine. 
> 
> The top graph shows the intake and = exhaust=20 port opening for a engine 
> with a peripheral intake and=20 peripheral exhaust - such as a 13B = which 
> has=20 been converted to a PP=20 intake. 
> 
> 
> 
> The=20 trapezoidal shapes show the port area. For example on the = first 
>=20 graph the first rectangular area entitled PORT shows the=20 Peripheral 
> exhaust port open at 63Deg ATDC. There are two trapezoid areas shown 
> = for the=20 Peripheral intake. A "P" which I presume stands = for=20 Primary 
> and a much larger P+S which = I=20 presumes stands for a combined primary 
> and Secondary = port.=20 Although, I do not ever recall a PP with=20 two tubes 
> one for primary and one for secondary. So = there may be=20 another 
>=20 explanation. 
> 
> 
> 
> = The=20 second graph is our traditional 13B with sideport intake and 
> peripheral port = exhaust. Here=20 the intake timing for the intake is that 
> of the NA 13B although it shows the = intake opening a=20 bit later than > the 
> stock 13B = but closing=20 at the stock 40 deg ABDC. 
> 
> 
> 
&= gt; If=20 you look at the area under the first graphs "P" = trapezoid=20 it > appears 
> to be open much longer than the P for the side port intake (2nd > = graph), 
> but=20 the trapezoid is not as high. Wonder what that signifies? = Open 
>=20 longer but not as large a port=20 area? 
> 
> 
> 
> Anyhow, = thought=20 some of you might find it=20 = interesting. 
> 
> 
> 
> = ;
> 
>=20 Ed Anderson 
> Rv-6A N494BW Rotary Powered 
> Matthews, = NC 
> eanderson@carolina.rr.com&n= bsp;
>=20 http://members.cox.net/rogersda/rotary/configs.htm#N494BW 
> http://www.dmack.net/mazda/index.html 
>&n= bsp;
> 
> 
>=20 -- 
> Homepage: http://www.flyrotary.com/ 
> Archive = and UnSub: 
> http://mail.lancaironline.net:81/lists/flyrotary/List.htm= l 
> 
> 
> 
> 
&g= t; 
> 
> 
> 
> 
>&= nbsp;
> 
>=20 = ______________________________________________________________________>= ;=20 __ 
> AOL now offers free email to everyone. Find out more = about=20 what's > free 
> from AOL at AOL.com. 
>=20 =3D0 
> 
> -- 
> Homepage: http://www.flyrotary.com/ 
> Archive = and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/>= =20 List.html 
> 
> 
> --> No virus = found in=20 this incoming message. 
> Checked by AVG Free=20 Edition. 
> Version: 7.5.472 / Virus Database: 269.9.0/852 = -=20 Release Date: > 6/17/2007 8:23=20 AM 
> 
> 
> 
> = -- 
>=20 Homepage: http://www.flyrotary.com/ 
> Archive = and UnSub: http://mail.lancaironline.net:81/lists/>=20 flyrotary/List.html 
 
-- 
Homepage: http://www.flyrotary.com/ 
Archive and = UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.htm= l 
AOL now offers free email to everyone. Find out more about what's free = from=20 AOL at AOL.com.

No virus found in this incoming message.
Checked by AVG Free = Edition.
Version: 7.5.472 / Virus Database: 269.9.0/852 - Release = Date:=20 6/17/2007 8:23 AM
------=_NextPart_000_001D_01C7B1B9.2FA64380--