X-Virus-Scanned: clean according to Sophos on Logan.com From: "Al Wick" Received: from outbound-mail02.dca.untd.com ([64.136.47.36] verified) by logan.com (CommuniGate Pro SMTP 6.1.2) with SMTP id 7678109 for flyrotary@lancaironline.net; Thu, 07 May 2015 10:50:54 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.136.47.36; envelope-from=alwick@juno.com DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=juno.com; s=alpha; t=1431010220; bh=47DEQpj8HBSa+/TImW+5JCeuQeRkm5NMpJWZG3hSuFU=; l=0; h=Message-ID:From:To:Subject:Date:Content-Type; b=JPPZ8V7eOlXFBS03CBUhHCF5XdvCloBbaK4Bth1w9xL28AStaBvufc1bfoAi8YjhY naGvka+EdbpQLeT0boAxP67kuzgIT77xeW+8+M03ORtgQO/0lorD+vwCq+v/wyVBLr vsbPSQ+L+PN1beqX0A6ZMHN7JWBumRgFQ8dkwCXA= Received: from Admin7PC ([50.38.69.86]) by smtpout03.dca.untd.com with SMTP id AABLWY86WA67DHY2 for (sender ); Thu, 7 May 2015 07:49:56 -0700 (PDT) Message-ID: <8A3AAE0E0DD54F70963C56B46E25E199@Admin7PC> To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Return to Flight Date: Thu, 7 May 2015 07:49:54 -0700 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_0050_01D0889A.684CF740" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 16.4.3528.331 X-MimeOLE: Produced By Microsoft MimeOLE V16.4.3528.331 X-Originating-Ip: 50.38.69.86 X-UNTD-BodySize: 40283 X-ContentStamp: 73:36:1380308611 X-MAIL-INFO:5771c1607180d914056080bdbd0565153839d5858481191145292574cd795d7d901101040459003d8d8dc0f9f9f0f9615149502424c19560090d2905ad2464103de1e5a0e164f0d46459c0edb0e1e459e1a0301955198554851171117414257471809d71d9bd0151d4244099a4f430454521897ded3d19c474103819049d9d913825050114603960818440d4b514bd953d4d29d929adf44460100df584209191e964e5951de490f1 X-UNTD-OriginStamp: L941HVjjYzDhN3itp//mkFywd+jE0glIKs+iCMNYH9BFl6cLdckM/w== X-UNTD-Peer-Info: 10.171.42.33|smtpout03.dca.untd.com|smtpout03.dca.untd.com|alwick@juno.com This is a multi-part message in MIME format. ------=_NextPart_000_0050_01D0889A.684CF740 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0051_01D0889A.684CF740" ------=_NextPart_001_0051_01D0889A.684CF740 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Jeff says: =20 Subject: RE: [FlyRotary] Re: Return to Flight =20 Date: Wed, 6 May 2015 11:36:18 -0500 =20 To: Rotary motors in aircraft =20 =20 =20 =20 Al, =E2=80=9CSorry to say, the pressure you see has no significant = effect on cooling efficiency (heat transfer). The next time you fly, = since you=E2=80=99ve removed most of that air, you will still see 210F. = Just like before=E2=80=9D. If the air was trapped at the top of the heat exchanger I would = expect improved temperatures. Could be wrong.=20 Bobby Hughes From: Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net]=20 Sent: Wednesday, May 06, 2015 11:15 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Return to Flight Hi Jeff. I=E2=80=99ve done lot=E2=80=99s of experimenting with = cooling sys. Tough to explain all this, but I=E2=80=99ll give it a try: Pretty clear you saw 6 psi only because you took off with 3+ cups = of air in the system. If you=E2=80=99d taken off with 2 cups of air, = then pressure would have been 9 psi. 1 cup, 14 psi. No air in system, = then you would have seen rated cap pressure (16 psi in your case).=20 Sorry to say, the pressure you see has no significant effect on = cooling efficiency (heat transfer). The next time you fly, since = you=E2=80=99ve removed most of that air, you will still see 210F. Just = like before. There=E2=80=99s one huge exception to that statement, = that=E2=80=99s if you have air in sys that can=E2=80=99t move to a high = point out of the flow. In that case air in sys has huge negative effect. = Causes local boiling when it passes hot areas and inflates cooling temp. = You don=E2=80=99t have to fly to prove these concepts. Ground = running at idle is all that=E2=80=99s needed. Let=E2=80=99s assume all = air is removed. Then letting engine warm up to 180 F will result in = rapid pressure rise to 16 psi (rated cap pressure). Fluid will exit = system. With 2 cups of air in sys, that same 180F will yield slow rise = in pressure to only 9 psi. No fluid will leave sys.=20 A good cooling design pretends air is stuck in block, so you add a = path for that air to rise out of the block coolant flow. This is called = a dynamic bleed. Air is automatically removed from engine coolant flow. = Super low risk way to fly as you no longer care if air is in system. = It=E2=80=99s can=E2=80=99t affect cooling.=20 It=E2=80=99s a bit higher risk to fly without dynamic air bleed, = you just make darn sure you purge all air from block sys prior to = flight. Applying vacuum to rad cap is great way to remove air.=20 One of the ironies about cooling design is that air that resides = above engine flow is a safety asset. For example, your cap is highest = point in sys and you have 2 cups of air under cap. Big safety advantage = simply because your pressure gage is then a great predictor of how well = your sys is doing. A leak will be detected long before overheating. A = bunch of other assets to this design.=20 Conversely, air in engine flow has overwhelming negative affect. = Temps soar and risks boil over.=20 Clear as mud eh? Fwiw -al wick =20 =20 =20 From: Jeff Whaley=20 Sent: Wednesday, May 06, 2015 8:04 AM To: 'David Leonard' Subject: RE: [FlyRotary] Re: Return to Flight =20 Dave, I=E2=80=99m curious if you have provisions for over-cooling? = Thermostat, cowl flap. Do you fly at temperatures below freezing?? Jeff =20 From: David Leonard [mailto:flyrotary@lancaironline.net]=20 Sent: Wednesday, May 06, 2015 4:47 AM Subject: Re: [FlyRotary] Re: Return to Flight =20 I went from 22"x24"x2" to 22x24x3. But I dont think I really needed to, = the first one probably would have worked. I think the important thing = was giving it plenty of clean cool air. Custom from C&R racing at a = very reasonable price. I even have the old one for sale if that size = works for you. =20 Dave Leonard =20 On Tue, May 5, 2015 at 9:57 PM, steve Izett = wrote: Hi Dave =20 Did you change your radiator? What is its area/volume now? =20 Cheers =20 Steve Izett =20 =20 On 6 May 2015, at 9:31 am, David Leonard = wrote: =20 I agree with Bobby, this may (hopefully) be the cause, but if so it = just means that you didn't design in an adequate way to fill the coolant = without trapping air. You would hate to have to do a coolant-prep = flight every time you wanted to drain and refill the coolant. (but not = the end of the world). =20 I originally designed my system like Ed's. Minimal drag (just the 2 = stock RV-6 inlets) but cooling was like you and Ed describe... OK, but = you always have to keep and eye on it and often reduce power or AOA in = order to keep coolant temps in check. Then I made a major change to = provide TONS of air to an adequately sized radiator. Since, I never = even think about cooling. Yes, I do probably burn a little more fuel = but it is well worth it to never worry about cooling again. Its not = rocket science. Adequate air to an adequate radiator equals adequate = cooling. Change adequate to plenty in that sentence and now your are = rocking! =20 Dave Leonard =20 On Mon, May 4, 2015 at 12:37 PM, Bobby J. Hughes = wrote: Jeff, =20 Congratulations on getting back in the air. That =C2=BD quart of = coolant may have been trapped air that purged during flight.=20 =20 Bobby Hughes N416AS-=20 RV10 223 hrs =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 Sent: Monday, May 04, 2015 7:53 AM To: Rotary motors in aircraft Subject: [FlyRotary] Return to Flight =20 Yesterday 3-May, my bird got airborne once again on its maiden flight = after 2+ years rebuilding. I had a friend test-pilot fly it while I was = flight engineer watching the gauges. Flight controls and rigging were = reported to be good and the engine performed flawlessly. The oil = temperature was stable around 160F (Mazda oil cooler in series with a = Fluidyne) but again the water temperature was high reaching 210F by = circuit height so we backed off the throttle, did a touch and go with a = 500=E2=80=99 circuit and parked it. One unusual result was the cooling = system pressure was only at 5-6 psi; with the high temperature it should = have been 15-16 psi. Removed the cowlings and found no leaks of either = oil or glycol. I checked the coolant level and it was down, requiring = 1/2 quart to top it up. I also looked at my pinched duct and think it = needs more pinching, so am already starting to modify that =E2=80=93 = hope to get another test flight in before the weekend. =20 Jeff This message, and the documents attached hereto, is intended only for = the addressee and may contain privileged or confidential information. = Any unauthorized disclosure is strictly prohibited. If you have received = this message in error, please notify us immediately so that we may = correct our internal records. Please then delete the original message. = Thank you.=20 =20 =20 =20 This message, and the documents attached hereto, is intended only for = the addressee and may contain privileged or confidential information. = Any unauthorized disclosure is strictly prohibited. If you have received = this message in error, please notify us immediately so that we may = correct our internal records. Please then delete the original message. = Thank you. ------=_NextPart_001_0051_01D0889A.684CF740 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
 
Jeff says:
<Al, there is an air bleed path from my engine block = to=20 expansion tank
 
Excellent. This is=20 the most important design feature for water cooling. Air flowing past = block has=20 dramatic negative effect on cooling. With your design, if you develop=20 compression leak into cooling, or change coolant, your sys will minimize = the=20 negative effect of air.
 
<but there is = NOT an air=20 bleed path out of my radiator.
 
A nifty way to verify rad doesn=E2=80=99t = have too much air=20 trapped is to spray water on rad core prior to engine start. You can = watch water=20 evaporate as engine warms up. Can=E2=80=99t see it? Then turn on video = record and lay=20 your phone under rad. Idle engine. I=E2=80=99m able to place my hand on = rad core and=20 feel the heat at various locations. Lot of value to these simple ground = tests.=20 Removes guessing.
 
Unlikely you could have a plumbing oversight = such that=20 you=E2=80=99d lose significant rad cooling. But it=E2=80=99s so easy to = =E2=80=9Cmeasure=E2=80=9D as described=20 above, why not. I also really like Bobby=E2=80=99s use of sensors to = measure these=20 features.
 
-al wick
 
Sent: Wednesday, May 06, 2015 12:17 PM
Subject: [FlyRotary] Re: Return to Flight
 

Al,=20 there is an air bleed path from my engine block to expansion tank but = there is=20 NOT an air bleed path out of my radiator.  The radiator lays flat = under the=20 engine with inlet and outlet couplings closest to the firewall using the = stock=20 water pump 1.5=E2=80=9D hose connections.  So any air in the block = should have=20 escaped but Bobby may be right about air trapped in the radiator = =E2=80=93 I hope=20 so.  I must say I never saw such a low pressure associated to such = a high=20 temperature with my previous radiator that was a vertical mount.=20

Jeff

 

From:

Bobby J. Hughes=20 = <flyrotary@lancaironline.net>

Subject:

RE: [FlyRotary] Re: Return to=20 Flight

Date:

Wed, 6 May 2015 11:36:18=20 -0500

To:

Rotary motors in aircraft=20 = <flyrotary@lancaironline.net>



Al,

 =E2=80=9CSorry to say,=20 the pressure you see has no significant effect on cooling = efficiency (heat=20 transfer). The next time you fly, since you=E2=80=99ve removed = most of that air,=20 you will still see 210F. Just like = before=E2=80=9D.

If the = air was=20 trapped at the top of the heat exchanger I would expect improved=20 temperatures. Could be wrong.

 Bobby=20 Hughes

 =20 From: = Rotary motors=20 in aircraft [mailto:flyrotary@lancaironline.net]
Sent:=20 Wednesday, May 06, 2015 11:15 AM
To: Rotary motors in=20 aircraft
Subject: [FlyRotary] Re: Return to=20 Flight

 Hi = Jeff. I=E2=80=99ve=20 done lot=E2=80=99s of experimenting with cooling sys. Tough to = explain all this,=20 but I=E2=80=99ll give it a try:

Pretty = clear you=20 saw 6 psi only because you took off with 3+ cups of air in the = system. If=20 you=E2=80=99d taken off with 2 cups of air, then pressure would = have been 9 psi. 1=20 cup, 14 psi. No air in system, then you would have seen rated cap = pressure=20 (16 psi in your case).

Sorry = to say,=20 the pressure you see has no significant effect on cooling = efficiency (heat=20 transfer). The next time you fly, since you=E2=80=99ve removed = most of that air,=20 you will still see 210F. Just like before. There=E2=80=99s one = huge exception to=20 that statement, that=E2=80=99s if you have air in sys that = can=E2=80=99t move to a high=20 point out of the flow. In that case air in sys has huge negative = effect.=20 Causes local boiling when it passes hot areas and inflates cooling = temp.=20

You = don=E2=80=99t have=20 to fly to prove these concepts. Ground running at idle is all = that=E2=80=99s=20 needed. Let=E2=80=99s assume all air is removed. Then letting = engine warm up to=20 180 F will result in rapid pressure rise to 16 psi (rated cap = pressure).=20 Fluid will exit system. With 2 cups of air in sys, that same 180F = will=20 yield slow rise in pressure to only 9 psi. No fluid will leave = sys.=20

A good = cooling=20 design pretends air is stuck in block, so you add a path for that = air to=20 rise out of the block coolant flow. This is called a dynamic = bleed. Air is=20 automatically removed from engine coolant flow. Super low risk way = to fly=20 as you no longer care if air is in system. It=E2=80=99s = can=E2=80=99t affect cooling.=20

It=E2=80=99s a bit=20 higher risk to fly without dynamic air bleed, you just make darn = sure you=20 purge all air from block sys prior to flight. Applying vacuum to = rad cap=20 is great way to remove air.

One of = the=20 ironies about cooling design is that air that resides above engine = flow is=20 a safety asset. For example, your cap is highest point in sys and = you have=20 2 cups of air under cap. Big safety advantage simply because your = pressure=20 gage is then a great predictor of how well your sys is doing. A = leak will=20 be detected long before overheating. A bunch of other assets to = this=20 design.

Conversely, air=20 in engine flow has overwhelming negative affect. Temps soar and = risks boil=20 over.

Clear = as mud=20 eh?

Fwiw

-al=20 wick

 

 

From: Jeff = Whaley=20
Sent: Wednesday, May 06, 2015 8:04 AM
To: 'David=20 Leonard'
Subject: RE: [FlyRotary] Re: Return to=20 Flight

 

Dave,=20 I=E2=80=99m curious if you have provisions for over-cooling? Thermostat, = cowl=20 flap.  Do you fly at temperatures below = freezing??

Jeff

 

From: David = Leonard [mailto:flyrotary@lancaironlin= e.net]=20
Sent: Wednesday, May 06, 2015 4:47 AM
Subject: Re:=20 [FlyRotary] Re: Return to Flight

 

I went from 22"x24"x2" to 22x24x3.  But I dont = think I=20 really needed to, the first one probably would have worked.  I = think the=20 important thing was giving it plenty of clean cool air.  Custom = from=20 C&R racing at a very reasonable price.  I even have the old one = for=20 sale if that size works for you.

 

Dave Leonard

 

On Tue, May 5, 2015 at 9:57 PM, steve Izett <flyrotary@lancaironline.net> = wrote:

Hi Dave

 

Did you change your radiator? What is its = area/volume=20 now?

 

Cheers

 

Steve Izett

 

 

On 6 May 2015, at 9:31 am, David Leonard <flyrotary@lancaironline.net> = wrote:

 

I agree with Bobby, this may (hopefully) be the = cause, but=20 if so it just means that you didn't design in an adequate way to fill = the=20 coolant without trapping air.  You would hate to have to do a=20 coolant-prep flight every time you wanted to drain and refill the = coolant.=20 (but not the end of the world).

 

I originally designed my system like Ed's.  = Minimal=20 drag (just the 2 stock RV-6 inlets) but cooling was like you and Ed=20 describe...  OK, but you always have to keep and eye on it and = often=20 reduce power or AOA in order to keep coolant temps in check.  = Then I made=20 a major change to provide TONS of air to an adequately sized = radiator. =20 Since,  I never even think about cooling.  Yes, I do = probably burn a=20 little more fuel but it is well worth it to never worry about cooling=20 again.  Its not rocket science.  Adequate air to an adequate = radiator equals adequate cooling.  Change adequate to plenty in = that=20 sentence and now your are rocking!

 

Dave Leonard

 

On Mon, May 4, 2015 at 12:37 PM, Bobby J. Hughes = <flyrotary@lancaironline.net> = wrote:

Jeff,

 

Congratulations on getting back in the air. = That =C2=BD=20 quart of coolant may have been trapped air that purged during flight.=20

 

Bobby Hughes

N416AS-

RV10  223 hrs

 

From: Rotary = motors in=20 aircraft [mailto:flyrotary@lancaironline.net]
Sent: = Monday, May=20 04, 2015 7:53 AM
To: Rotary motors in = aircraft
Subject:=20 [FlyRotary] Return to Flight

 

Yesterday 3-May,=20 my bird got airborne once again on its maiden flight after 2+ years=20 rebuilding.  I had a friend test-pilot fly it while I was flight = engineer=20 watching the gauges.  Flight controls and rigging were reported = to be=20 good and the engine performed flawlessly.  The oil temperature = was stable=20 around 160F (Mazda oil cooler in series with a Fluidyne) but again the = water=20 temperature was high reaching 210F by circuit height so we backed off = the=20 throttle, did a touch and go with a 500=E2=80=99 circuit and parked = it.  One=20 unusual result was the cooling system pressure was only at 5-6 psi; = with the=20 high temperature it should have been 15-16 psi.  Removed the = cowlings and=20 found no leaks of either oil or glycol.  I checked the coolant = level and=20 it was down, requiring 1/2 quart to top it up. I also looked at my = pinched=20 duct and think it needs more pinching, so am already starting to = modify that =E2=80=93=20 hope to get another test flight in before the weekend.

 

Jeff

This = message,=20 and the documents attached hereto, is intended only for the addressee = and may=20 contain privileged or confidential information. Any unauthorized = disclosure is=20 strictly prohibited. If you have received this message in error, = please notify=20 us immediately so that we may correct our internal records. Please = then delete=20 the original message. Thank you.

 

 

 

This message, and = the=20 documents attached hereto, is intended only for the addressee and may = contain=20 privileged or confidential information. Any unauthorized disclosure is = strictly=20 prohibited. If you have received this message in error, please notify us = immediately so that we may correct our internal records. Please then = delete the=20 original message. Thank you. ------=_NextPart_001_0051_01D0889A.684CF740-- ------=_NextPart_000_0050_01D0889A.684CF740 Content-Type: image/gif; name="image001.gif" Content-Transfer-Encoding: base64 Content-ID: <73AFB55DC8F34FF4B90A8420B54F3377@Admin7PC> R0lGODdhCgANAPcAAAAAAIAAAACAAICAAAAAgIAAgACAgMDAwMDcwKbK8AAAAAAAKgAAVQAAfwAA qgAA1AAqAAAqKgAqVQAqfwAqqgAq1ABVAABVKgBVVQBVfwBVqgBV1AB/AAB/KgB/VQB/fwB/qgB/ 1ACqAACqKgCqVQCqfwCqqgCq1ADUAADUKgDUVQDUfwDUqgDU1CoAACoAKioAVSoAfyoAqioA1Coq ACoqKioqVSoqfyoqqioq1CpVACpVKipVVSpVfypVqipV1Cp/ACp/Kip/VSp/fyp/qip/1CqqACqq KiqqVSqqfyqqqiqq1CrUACrUKirUVSrUfyrUqirU1FUAAFUAKlUAVVUAf1UAqlUA1FUqAFUqKlUq VVUqf1UqqlUq1FVVAFVVKlVVVVVVf1VVqlVV1FV/AFV/KlV/VVV/f1V/qlV/1FWqAFWqKlWqVVWq f1WqqlWq1FXUAFXUKlXUVVXUf1XUqlXU1H8AAH8AKn8AVX8Af38Aqn8A1H8qAH8qKn8qVX8qf38q qn8q1H9VAH9VKn9VVX9Vf39Vqn9V1H9/AH9/Kn9/VX9/f39/qn9/1H+qAH+qKn+qVX+qf3+qqn+q 1H/UAH/UKn/UVX/Uf3/Uqn/U1KoAAKoAKqoAVaoAf6oAqqoA1KoqAKoqKqoqVaoqf6oqqqoq1KpV AKpVKqpVVapVf6pVqqpV1Kp/AKp/Kqp/Vap/f6p/qqp/1KqqAKqqKqqqVaqqf6qqqqqq1KrUAKrU KqrUVarUf6rUqqrU1NQAANQAKtQAVdQAf9QAqtQA1NQqANQqKtQqVdQqf9QqqtQq1NRVANRVKtRV VdRVf9RVqtRV1NR/ANR/KtR/VdR/f9R/qtR/1NSqANSqKtSqVdSqf9SqqtSq1NTUANTUKtTUVdTU f9TUqtTU1AAAAAwMDBkZGSYmJjMzMz8/P0xMTFlZWWZmZnJycn9/f4yMjJmZmaWlpbKysr+/v8zM zNjY2OXl5fLy8v/78KCgpICAgP8AAAD/AP//AAAA//8A/wD//////ywAAAAACgANAAAINgDxCRw4 EAC+fwgTIjT4DwCAAwIXHlSYkKHDhxEZUpTYEONEjRstOoR4ECRFkSQ5bux4saXDgAA7 ------=_NextPart_000_0050_01D0889A.684CF740 Content-Type: image/gif; name="image002.gif" Content-Transfer-Encoding: base64 Content-ID: R0lGODdhCgANAPcAAAAAAIAAAACAAICAAAAAgIAAgACAgMDAwMDcwKbK8AAAAAAAKgAAVQAAfwAA qgAA1AAqAAAqKgAqVQAqfwAqqgAq1ABVAABVKgBVVQBVfwBVqgBV1AB/AAB/KgB/VQB/fwB/qgB/ 1ACqAACqKgCqVQCqfwCqqgCq1ADUAADUKgDUVQDUfwDUqgDU1CoAACoAKioAVSoAfyoAqioA1Coq ACoqKioqVSoqfyoqqioq1CpVACpVKipVVSpVfypVqipV1Cp/ACp/Kip/VSp/fyp/qip/1CqqACqq KiqqVSqqfyqqqiqq1CrUACrUKirUVSrUfyrUqirU1FUAAFUAKlUAVVUAf1UAqlUA1FUqAFUqKlUq VVUqf1UqqlUq1FVVAFVVKlVVVVVVf1VVqlVV1FV/AFV/KlV/VVV/f1V/qlV/1FWqAFWqKlWqVVWq f1WqqlWq1FXUAFXUKlXUVVXUf1XUqlXU1H8AAH8AKn8AVX8Af38Aqn8A1H8qAH8qKn8qVX8qf38q qn8q1H9VAH9VKn9VVX9Vf39Vqn9V1H9/AH9/Kn9/VX9/f39/qn9/1H+qAH+qKn+qVX+qf3+qqn+q 1H/UAH/UKn/UVX/Uf3/Uqn/U1KoAAKoAKqoAVaoAf6oAqqoA1KoqAKoqKqoqVaoqf6oqqqoq1KpV AKpVKqpVVapVf6pVqqpV1Kp/AKp/Kqp/Vap/f6p/qqp/1KqqAKqqKqqqVaqqf6qqqqqq1KrUAKrU KqrUVarUf6rUqqrU1NQAANQAKtQAVdQAf9QAqtQA1NQqANQqKtQqVdQqf9QqqtQq1NRVANRVKtRV VdRVf9RVqtRV1NR/ANR/KtR/VdR/f9R/qtR/1NSqANSqKtSqVdSqf9SqqtSq1NTUANTUKtTUVdTU f9TUqtTU1AAAAAwMDBkZGSYmJjMzMz8/P0xMTFlZWWZmZnJycn9/f4yMjJmZmaWlpbKysr+/v8zM zNjY2OXl5fLy8v/78KCgpICAgP8AAAD/AP//AAAA//8A/wD//////ywAAAAACgANAAAIPgDxCRw4 EAC+fwcQKjxgMCHDhAD+GUQYEcDDhhIzVjwIkSJDfA8zQjxYUWRDixVHmnSI0aHCiS5ZAphJs2ZA ADs= ------=_NextPart_000_0050_01D0889A.684CF740--