AeroElectric-Archive.digest.vol-me
December 29, 2013 - January 13, 2014
>
>
>
> Here's more detail in what I'm trying to accomplish in trying to use
the VPX and its flap
> control features with the motor breaking circuitry of the Lancair
Legacy flap control
> mechanism.
>
> The good things the VPX does for flap control is not allow deployment
above the
> maximum flap extended speed, incremental deployment/retraction with
flap momentary
> switch activation, and read/display its position.
> The VPX controls the flap motor by changing the polarity of the
outputs driving the flap
> motor.
>
> The Legacy's flap control circuitry, with motor braking (grounding
both sides) when not
> driving the motor or at its deploy and retraction limits, drives the
motor in different
> direction at the flap switch (DPDT (Retract) Off (Deploy)) with the
positive electrical
> connection to both the retract and deploy circuits. See attachment.
This is much the way
> Bob N. showed how to do it where he was switching the ground.
>
> So it seems that with the VPS sending out motor commands just directly
changing the
> polarity that it could be hooked up to a Relay replacing the manual
flap switch function
> DPDT (On) Off (On). But as some have pointed out, there's apparently
no such animal.
> I'm not sure how to take the changing flap control polarity coming out
of the VPX and
> set up two relays to achieve the same result in the Lancair wiring of
the DPDT flap
> control switch. I'm at novice at this but will think about it some
more tomorrow. If
> anyone can suggest a specific solution to this interesting challenge
I=C3=A2=82=AC=84=A2d sure
> appreciate it.
>
> Thanks,
>
> Valin
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=416309#416309
>
>
>
>
> Attachments:
>
>
http://forums.matronics.com//files/lancair_flap_drive_wiring_drawing_111.
jpg
<http://forums.matronics.com/files/lancair_flap_drive_wiring_drawing_111.
jpg>
>
>
>
>
> _-
> ===
> =====
> This Month --
> Get Some AWESOME FREE Gifts!)
> -Matt Dralle, List Admin.
> _-
> ===
> =====
> AeroElectric-List Email Forum -
> _-
> ===
> =====
> - MATRONICS WEB FORUMS -
> _-
> ===
> =====
>
>
<http://www.aeroelectric.com>
<http://www.buildersbooks.com>
<http://www.homebuilthelp.com>
<http://www.mypilotstore.com>
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Re: AeroElectric-List Re: Source for Relay DPDT (On) |
Off (On)
Thanks Bob N and Jeff Page for pointing this out . This detail isn't in the
VPX Installation Manual and I assumed, maybe incorrectly, that the flap
motor power lines just went dead to stop the flap motor. The manual does
specially say that the VPX doesn't work with the Lancair flap circuitry
because it uses limit switches to stop the flaps rather than the position
sensor. So Marc may have thought of how to work around the VPX flap
commanding and polarity changes vs. the Lancair Legacy's flap circuitry with
motor braking but rejected it because he didn't think the position sensor
could sync closely enough with the limit switches...
Thanks for asking Marc A at VPX for the specifics!
Valin
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Sunday, December 29, 2013 2:29 PM
Subject: Re: AeroElectric-List: AeroElectric-List Re: Source for Relay DPDT
(On) Off (On)
nuckolls.bob(at)aeroelectric.com>
At 01:38 PM 12/29/2013, you wrote:
jpx(at)qenesis.com>
>
>Valin,
>
>You may have already looked into this, and I am not at all familiar
>with the VPX, but if the VPX has flap control functionality, perhaps
>it already incorporates shorting the flap motor for braking ?
Good questions. I've dropped Marc a note
to inquire into the flap motor output
characteristics . . .
Bob . . .
www.buildersbooks.com
www.homebuilthelp.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Re: RE:_AeroElectric-List:_Re:_Sourc?= =?UTF-8?Q?e_for_Relay___=C3=A2=82=AC=9C_DPDT_=28On=29_Off_?= |
=?UTF-8?Q?=28On=29_=3F?
Thanks Bob N. Yea, the Kendle looks nice. I think when you see the Lancair flap
circuitry drawing it will be more clear why connecting the VPX motor drive
lines directly to the limit switches won't work. Both lines running through the
retracted and extended limit swtiches need positive feeds...
Thanks again,
Valin
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L. Nuckolls, III
Sent: Sunday, December 29, 2013 12:37 PM
Subject: Re: AeroElectric-List: Re: Source for Relay DPDT (On) Off (On) ?
At 11:35 PM 12/28/2013, you wrote:
>
>Here's more detail in what I'm trying to
>accomplish in trying to use the VPX and its flap
>control features with the motor breaking
>circuitry of the Lancair Legacy flap control mechanism.
>
>The good things the VPX does for flap control is
>not allow deployment above the maximum flap
>extended speed, incremental
>deployment/retraction with flap momentary switch
>activation, and read/display its position.
>The VPX controls the flap motor by changing the
>polarity of the outputs driving the flap motor.
>
>The Legacy's flap control circuitry, with motor
>braking (grounding both sides) when not driving
>the motor or at its deploy and retraction
>limits, drives the motor in different direction
>at the flap switch (DPDT (Retract) Off (Deploy))
>with the positive electrical connection to both
>the retract and deploy circuits. See attachment.
>This is much the way Bob N. showed how to do it
>where he was switching the ground.
>
>So it seems that with the VPS sending out motor
>commands just directly changing the polarity
>that it could be hooked up to a Relay replacing
>the manual flap switch function DPDT (On) Off
>(On). But as some have pointed out, there's apparently no such animal.
>I'm not sure how to take the changing flap
>control polarity coming out of the VPX and set
>up two relays to achieve the same result in the
>Lancair wiring of the DPDT flap control switch.
>I'm at novice at this but will think about it
>some more tomorrow. If anyone can suggest a
>specific solution to this interesting challenge Id sure appreciate it.
My first response to this thread was without
benefit of capable image viewing . . . got a Kindle
for xmas . . . pretty amazing but limited.
No special changes needed. The wiring shown is
what I suggested earlier . . . a pair of spdt
relays for extend, retract and dynamic braking.
Output from the VPX is going to + and ground
or ground and + . . . you can wire
these outputs directly to the limit switches
depicted in the Lancair drawing.
Bob . . .
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Re: -1?Q?RE:_AeroElectric-List:_Re:_Source_for_Relay_=3F=22_DP?= |
=?iso-8859-1?Q?DT_=28On=29_Off_=28On=29_=3F?
Thanks Roger, that is a viable approach for that feature without the
VPX.
What I like about the VPX flap control most is just pressing the flap
button
and it automatically moving to the next programmed flap extension
setting.
The Legacy circuitry doesn't have that so pilots hold the flap's
momentary
switch until they get the setting they'd like.
Thanks again,
Valin
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Roger
&
Jean
Sent: Sunday, December 29, 2013 2:49 PM
Subject: Re: AeroElectric-List: Re: Source for Relay ?" DPDT (On) Off
(On)
?
mrspudandcompany(at)verizon.net>
>>The good things the VPX does for flap control is not allow deployment
>>above the maximum flap extended speed
> No special changes needed. The wiring shown is
> what I suggested earlier . . . a pair of spdt
> relays for extend, retract and dynamic braking.
I believe that you could add the feature of not deploying the
flaps
above a given airspeed by adding a pressure switch activated by the pito
air
pressure system. This would be a normally closed switch inserted in
series
between the flap down position switch and its relay. It will then be
adjusted to open at the maximum flap deployment speed. With this mod
you
can retract the flaps above the max deployment speed but would be unable
to
deploy at the high speed.
Roger
www.aeroelectric.com
www.buildersbooks.com
www.homebuilthelp.com
www.mypilotstore.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| From: | "user9253" <fransew(at)gmail.com> |
Would this Schottky Diode be suitable for E-bus Feed?
http://www.mouser.com/ProductDetail/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJuduJKKNsI%3d
It appears to be very robust with easy mounting.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416356#416356
________________________________________________________________________________
| From: | "Roger & Jean" <mrspudandcompany(at)verizon.net> |
> Would this Schottky Diode be suitable for E-bus Feed?
> http://www.mouser.com/ProductDetail/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJuduJKKNsI%3d
> It appears to be very robust with easy mounting.
The spec sheet says the forward voltage drop is 0.98V. Do you think that is
acceptable?
Roger
________________________________________________________________________________
| From: | "user9253" <fransew(at)gmail.com> |
The voltage drop is dependent on the current. It is 0.98 volt at 300 amp. At
30 amps it is less than 0.5 volts. See the graph on the data sheet:
http://ixapps.ixys.com/DataSheet/DSA300I200NA.pdf
Under the picture of the device on the data sheet, it says, "Backside: Isolated".
So the base does not have to be electrically insulated from the airframe.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416361#416361
________________________________________________________________________________
| From: | "user9253" <fransew(at)gmail.com> |
This posting on VansAirforce by Mike Bullock
http://www.vansairforce.com/community/showpost.php?p=838578&postcount=2
led to this Schottky diode that costs $18
http://www.mouser.com/ProductDetail/IXYS/DSS2x61-0045A/?qs=%2fha2pyFadujmk%2fL9W%2fwlAGfqAiDlU%252bQn5Rt4HdD41QuAEJC6k4uxOg%3d%3d
It has two diodes inside of one package.
I believe the Mouser Mounting Style listed as SMD/SMT is incorrect.
Digikey lists it as Chassis Mount.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416376#416376
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 06:33 PM 12/29/2013, you wrote:
>
>Would this Schottky Diode be suitable for E-bus Feed?
>http://www.mouser.com/ProductDetail/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJuduJKKNsI%3d
>It appears to be very robust with easy mounting.
>Joe
>
>--------
>Joe Gores
>
>
Yes, but you may want to seek anohter source.
Mouser seems to want to sell these in lots
of 10 minimum.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 08:04 PM 12/29/2013, you wrote:
>
>
>>Would this Schottky Diode be suitable for E-bus Feed?
>>http://www.mouser.com/ProductDetail/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJuduJKKNsI%3d
>>It appears to be very robust with easy mounting.
>
>
>The spec sheet says the forward voltage drop is 0.98V. Do you think
>that is acceptable?
That's a worst case condition which is almost never
realized in the manner in which we use them. Furhter,
as explained in other narratives concerning drops
in the e-bus normal feed diodes, there's no chance
that a diode offers an 'unacceptable' voltage drop.
The normally expected drops in all forms of diode
will produce an alternator-operating e-bus voltage
no less than 13v and probably HIGHER. While operating
the e-bus battery-only, available voltage will be 12.5
volts or LOWER . . . and we expect things to work
just fine at that level too.
Don't get wrapped about the "oh-my-gosh-there's-
a-voltage-drop" axle. It the grand scheme of
things its immaterial. This is why we've offered
and recommended the plain-vanilla, bridge rectifier
with fast-on tabs for nearly 20 years . . . cheap,
easy to mount and you can get the things at
Radio Shack.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Source for Relay DPDT (On) Off (On ? -- |
VPX to Lancair Flap Motor Integration
At 06:00 PM 12/29/2013, you wrote:
>Thanks Bob McC, you have an excellent
>memory.=C2 I=99ve corrected those labels now.=C2
>
>I=99ve worked up a drawing with yours and the
>other=99s suggestion to just use two relays to
>interface between the VPX and Lancair flap motor
>circuitry.=C2 I=99ve attached the drawing.=C2 If
>anyone sees any problems or can suggest how to
>make it simpler please let me know.
>
>I expect Marc at VPX will be concerned the VPX
>will use the position senor to stop the flaps
>and if a limit switch stops it first the VPX
>will see it as a fault.=C2 So for it to work this
>way the VPX stop settings using the position
>sensor (not as accurate) will have to be in sync
>with the limit switches.=C2 And the position
>sensor may not be accurate enough to sync with the limit switches.
>
>A big thanks for everyone=99s help!
>
>Valin
I think you're making this much more complicated
than it needs to be. See:
http://tinyurl.com/lel2jep
You don't want to ground the flap motor power
on the instrument panel ground bus . . . that
goes to the firewall ground.
As you've noted, pins 5 & 6 need to be identified
for which one is +extend and +retract.
You want to disable the VP-X limit switch functions
or nullify them by programming them outside the
points where the limit switches operate.
Bob . . .
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
I recently purchased just a few from Mouser...=0A=0A=0A=0A=0A______________
__________________=0A From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroele
ctric.com>=0ATo: aeroelectric-list(at)matronics.com =0ASent: Monday, December
30, 2013 7:55 AM=0ASubject: Re: AeroElectric-List: E-bus diode=0A =0A=0A-->
AeroElectric-List message posted by: "Robert L. Nuckolls, III" =0A=0AAt 06:33 PM 12/29/2013, you wrote:=0A>--> AeroEle
ctric-List message posted by: "user9253" =0A>=0A>Would t
his Schottky Diode be suitable for E-bus Feed?=0A>http://www.mouser.com/Pro
ductDetail/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJ
uduJKKNsI%3d=0A>It appears to be very robust with easy mounting.=0A>Joe=0A>
=0A>--------=0A>Joe Gores=0A>=0A>=0A=0A- Yes, but you may want to seek a
nohter source.=0A- Mouser seems to want to sell these in lots=0A- of
=- - - - - - - - - - - - - - - -Matt Dralle
===
________________________________________________________________________________
| From: | Jeff Page <jpx(at)qenesis.com> |
Joe,
How about the IXYS DSS 2x81-0045A ? It is in the same SOT-227B package.
It is a lower current device, but still capable of much larger
currents than those likely seen on the E-Bus. According to the graph,
it has a typical forward drop of 0.34V at 10A.
Even better - you can buy 1 instead of minimum quantity 10 and they
are 25% cheaper :-)
Jeff Page
Dream Aircraft Tundra #10
http://ca.mouser.com/ProductDetail/IXYS/DSS2x61-0045A/?qs=%2fha2pyFaduhdMr45WqeM8mDZl76obrBu5hnr8BNQ46k%3d
> Would this Schottky Diode be suitable for E-bus Feed?
> http://www.mouser.com/ProductDetail/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJuduJKKNsI%3d
> It appears to be very robust with easy mounting.
> Joe
>
> --------
> Joe Gores
________________________________________________________________________________
| From: | "user9253" <fransew(at)gmail.com> |
Jeff, did you mean DSS2x61-0045A? It has the characteristics that you mentioned.
I could not find DSS 2x81-0045A.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416389#416389
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Re: Source for Relay DPDT (On) Off (On ? -- |
VPX to Lancair Flap Motor Integration
Thanks Bob =93 that=99s much simpler and elegant. As I
looked at your design I just kept saying =9CBob=99s a
genius=9D :) I think I was stuck on preserving the
Lancair circuitry instead of just solving the problem.
Thank you very much!
Valin
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Monday, December 30, 2013 9:45 AM
Subject: RE: AeroElectric-List: Re: Source for Relay DPDT (On) Off (On ?
-- VPX to Lancair Flap Motor Integration
At 06:00 PM 12/29/2013, you wrote:
Thanks Bob McC, you have an excellent memory.=C3=82
I=C3=A2=82=AC=84=A2ve corrected those labels now.=C3=82
I=C3=A2=82=AC=84=A2ve worked up a drawing with yours and the
other=C3=A2=82=AC=84=A2s suggestion to just use two relays to
interface between the VPX and Lancair flap motor circuitry.=C3=82
I=C3=A2=82=AC=84=A2ve attached the drawing.=C3=82 If anyone sees
any problems or can suggest how to make it simpler please let me know.
I expect Marc at VPX will be concerned the VPX will use the position
senor to stop the flaps and if a limit switch stops it first the VPX
will see it as a fault.=C3=82 So for it to work this way the VPX stop
settings using the position sensor (not as accurate) will have to be in
sync with the limit switches.=C3=82 And the position sensor may not be
accurate enough to sync with the limit switches.
A big thanks for everyone=C3=A2=82=AC=84=A2s help!
Valin
I think you're making this much more complicated
than it needs to be. See:
http://tinyurl.com/lel2jep
You don't want to ground the flap motor power
on the instrument panel ground bus . . . that
goes to the firewall ground.
As you've noted, pins 5 & 6 need to be identified
for which one is +extend and +retract.
You want to disable the VP-X limit switch functions
or nullify them by programming them outside the
points where the limit switches operate.
Bob . . .
<http://www.aeroelectric.com>
<http://www.buildersbooks.com>
<http://www.homebuilthelp.com>
<http://www.mypilotstore.com>
________________________________________________________________________________
| From: | "Eric M. Jones" <emjones(at)charter.net> |
For several years I have sold: IXYS DSSX61-0045A with a heatsinks, mounting hardware,
shipping and manual. It's a good choice.
Eric M. Jones
PerihelionDesign.com
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416393#416393
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Source for Relay DPDT (On) Off (On ? -- |
VPX to Lancair Flap Motor Integration
At 01:25 PM 12/30/2013, you wrote:
>Thanks Bob ' that=99s much simpler and
>ellegant.=C2 As I looked at your design I just
>kept saying =9CBob=99s a genius=85=9D=C2 J=C2 =C2 I
>think I was stuck on preserving the Lancair
>circuitry instead of just solving the problem.=C2
>
>Thank you very much!
>
>Valin
My pleasure. I'll explore the details with Marc
but at the present, I'm 99.8% certain that we're
golden.
Bob . . .
________________________________________________________________________________
| From: | Thomas Blejwas <tomblejwas(at)yahoo.com> |
-Of course a higher voltage drop leads to a higher heat generated and,-
hence, for many of us, the attraction of the Schottky diodes.- I've been
searching for single diodes to use in a modified version of -Bob's new Z-
07.- I'll have 12-15 amps-of current through one diode.-I'm wondering
about a diode in the ITO-220 case, like =0Ahttp://www.digikey.com/product-
detail/en/VFT4045BP-M3%2F4W/VFT4045BP-M3%2F4W-ND/3102977=0A=0AWith a forwar
d of current of around 0.5V, the power to be thermally accommodated is less
than 8W. and many heat sinks are available for the-TO-220 configuration.
- The connections on the TO-220-must be soldered, but I'm less concerne
d about soldered connections after reading Bob's recent article in Kitplane
.- =0A=0AAre there other reasons for rejecting a diode like this?=0A=0ATo
m=0A=0A=0A=0A=0A>________________________________=0A> From: "Robert L. Nuck
olls, III" =0A>To: aeroelectric-list@matroni
cs.com =0A>Sent: Monday, December 30, 2013 9:01 AM=0A>Subject: Re: AeroElec
tric-List: E-bus diode=0A> =0A>=0A>--> AeroElectric-List message posted by
: "Robert L. Nuckolls, III" =0A>=0A>At 08:04
oger & Jean" =0A>> =0A>>> Would this Schottky
Diode be suitable for E-bus Feed?=0A>>> http://www.mouser.com/ProductDetai
l/IXYS/DSA300I200NA/?qs=sGAEpiMZZMtQ8nqTKtFS%2fAkrg%2fe%2fM1X2RJuduJKKNsI
%3d=0A>>> It appears to be very robust with easy mounting.=0A>> =0A>> =0A>>
The spec sheet says the forward voltage drop is 0.98V.- Do you think tha
t is acceptable?=0A>=0A>- That's a worst case condition which is almost n
ever=0A>- realized in the manner in which we use them. Furhter,=0A>- as
explained in other narratives concerning drops=0A>- in the e-bus normal
feed diodes, there's no chance=0A>- that a diode offers an 'unacceptable'
voltage drop.=0A>=0A>- The normally expected drops in all forms of diode
=0A>- will produce an alternator-operating e-bus voltage=0A>- no less t
han 13v and probably HIGHER. While operating=0A>- the e-bus battery-only,
available voltage will be 12.5=0A>- volts or LOWER . . . and we expect t
hings to work=0A>- just fine at that level too.=0A>=0A>- Don't get wrap
ped about the "oh-my-gosh-there's-=0A>- a-voltage-drop" axle.- It the g
rand scheme of=0A>- things its immaterial. This is why we've offered=0A>
- and recommended the plain-vanilla, bridge rectifier=0A>- with fast-on
tabs for nearly 20 years . . . cheap,=0A>- easy to mount and you can get
the things at=0A>- Radio Shack.=0A>=0A>=0A>=0A>=0A>- Bob . . . =0A>=0A
=============0A>=0A>=0A>=0A>=0A>=0A>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Making fat wire fatter |
At 06:04 PM 11/21/2013, you wrote:
>I need to terminate a piece of #2 or #4 (not sure which) welding
>cable with a #0 wire terminal. So I want to increase the diameter
>of the stranded copper a little bit so that it fits snugly within
>the #0 wire terminal.
>
>I'm thinking about inserting the copper from some #12 solid wire
>into the center of the #2 (or #4) to fatten it up and then crimping
>it... Or maybe using a #6 brass machine screw inserted the same way.
>
>Suggestions?
>
>-Jeff
http://tinyurl.com/ct36xen
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 10:39 PM 12/30/2013, you wrote:
Of course a higher voltage drop leads to a higher heat generated
and, hence, for many of us, the attraction of the Schottky diodes.
Yes . . . but how much heat . . . and what's the difference
between the two technologies?
I've been searching for single diodes to use in a modified version
of Bob's new Z-07. I'll have 12-15 amps of current through one diode.
That's a really BIG e-bus load . . . what's your
anticipated alternator-out endurance for
the battery you plan to carry?
I'm wondering about a diode in the ITO-220 case, like
http://www.digikey.com/product-detail/en/VFT4045BP-M3%2F4W/VFT4045BP-M3%2F4W-ND/3102977
With a forward of current of around 0.5V, the power to be thermally
accommodated is less than 8W. and many heat sinks are available for
the TO-220 configuration. The connections on the TO-220 must be
soldered, but I'm less concerned about soldered connections after
reading Bob's recent article in Kitplane.
Heatsink? What's your airplane made of? If there's
a few square inches of aluminum handy . . . why
not simply sink it to the airplane?
Are there other reasons for rejecting a diode like this?
Suggest you sift the premises under which
your procurement study is being conducted.
This diode . . .
http://tinyurl.com/nx5st6p
will carry 15A handily simply bolted down
to local sheet metal . . . but it's my fondest
wish that it never sees even 1/2 that load.
Not because the diode is at risk for overheating
but because the battery is not being well
conserved for alternator-out operations.
Were it my airplane, a high-priority design
goal would be to carry enough battery loaded
so lightly by the e-bus that I could depart,
punch through a cloud layer, suffer a failed
alternator and still comfortably continue flight
to airport of intended destination. The
"e" in e-bus is for ENDURANCE.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Opps. Stuck foot in mouth when I wrote:
Were it my airplane, a high-priority design goal would be to carry
enough battery loaded
so lightly by the e-bus that I could depart, punch through a cloud
layer, suffer a failed
alternator and still comfortably continue flight to airport of
intended destination. The
"e" in e-bus is for ENDURANCE.
You said Z-07 . . . electrically dependent
engine. Okay, nice fat endurance numbers are simply
not practical for battery-only ops.
Okay, your quest for the "golden diode" is still
no big deal. Suggest you consider the dual, TO-247
package devices, parallel the diodes for improved
thermal resistance and simply mount to the airframe
as suggested in the product literature I cited.
Bob . . .
________________________________________________________________________________
| From: | Thomas Blejwas <tomblejwas(at)yahoo.com> |
Thanks Bob.- Just the kind of advice I was looking for.- -Glad I didn
't rush to respond to you earlier message.=0A=0ATom=0A=0A=0A=0A>___________
_____________________=0A> From: "Robert L. Nuckolls, III" <nuckolls.bob@aer
oelectric.com>=0A>To: aeroelectric-list(at)matronics.com =0A>Sent: Tuesday, De
cember 31, 2013 9:38 AM=0A>Subject: Re: AeroElectric-List: E-bus diode=0A>
=0A>=0A>Opps. Stuck foot in mouth when I wr
ote:=0A>=0A>Were it my airplane, a high-priority design goal would be to ca
rry enough battery loaded=0A>so lightly by the e-bus that I could depart, p
unch through a cloud layer, suffer a failed=0A>alternator and still comfort
ably continue flight to airport of intended destination. The=0A>"e" in e-bu
s is for ENDURANCE.=0A>=0A>- You said Z-07 . . . electrically dependent
=0A>- engine.- Okay, nice fat endurance numbers are simply=0A>- not
practical for battery-only ops.=0A>=0A>- Okay, your quest for the "gold
en diode" is still=0A>- no big deal. Suggest you consider the dual, TO-2
47=0A>- package devices, parallel the diodes for improved=0A>- therma
l resistance and simply mount to the airframe=0A>- as suggested in the p
- - - - - - - - - - - - - - -Matt Dralle, List
=======0A>=0A>=0A>=0A>=0A>=0A>
________________________________________________________________________________
| Subject: | Viking engine duel battery setup |
Hi Robert,
I know you have concerns about the Viking engine's electrical system. But I
purchased a Zenith aircraft with this engine and want to make the plane as
safe as I can. The engine is an "aircraftized" Honda Fit with fuel
injection. Since the engine will stop is a fuel pump fails Jan Eggenfeller
specified duel redundant fuel pumps and the ability to switch pumps.
However, there are no previsions for a duel battery circuit or a way to
isolate the battery in case of an alternator fault.
I would like to install two batteries that are both charged from the 55-Amp
alternator and also be able to select the battery that powers the plane's
electricals and to isolate the batteries by disconnecting a faulty
alternator in flight. I previously built a plane with a Rotax 912 using your
wiring diagram, (after attending your great seminar). The Rotax diagram had
battery isolation capabilities and was wondering of any of your wiring
diagrams describe how to do this for my Viking engine or, if not, can you
explain how I can do this properly or at least specify the diodes I need to
install in the attached diagram.
Thank you for your help,
Les Goldner
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
At 12:35 PM 1/2/2014, you wrote:
Hi Robert,
I know you have concerns about the Viking engine's electrical system.
The Viking engine a derivative of
the Eggenfellner venture which has
suffered a checkered history from
the perspectives of both business
model and engineering . . .
http://tinyurl.com/qclebez
http://tinyurl.com/qclebez
Yes, I have come 'concerns' that extend far beyond
the 'electrical system'.
But I purchased a Zenith aircraft with this engine and want to make
the plane as safe as I can. The engine is an "aircraftized" Honda Fit
with fuel injection. Since the engine will stop is a fuel pump fails
Jan Eggenfeller specified duel redundant fuel pumps and the ability
to switch pumps. However, there are no previsions for a duel battery
circuit or a way to isolate the battery in case of an alternator fault.
Your premise for needing two batteries or needing
to 'isolate them' from a faulted alternator begs
more detailed examination. Alternator 'faults' are
exceedingly rare these days and are generally limited
to mechanical issues (belts and mounts) and wiring
(the thing simply shuts down). There's a small risk
for an overvoltage condition which is classically
managed with a legacy o.v. sense and response system
that has been part and parcel of aircraft alternator
and generator systems for 60+ years.
There is even a smaller probability of a shorted/
open diode array that will either (1) reduce the
alternator's output severely or (2) short the battery
to ground. The both cases will probably manifest with
a low voltage warning with the second case opening
the b-lead fuse.
In other words, there are no demonstrated alternator
faults that go beyond simple failure to function . . .
a condition that does not propagate damage or operational
stress to other parts of the system. Hence, no additional
form of 'isolation' is indicated.
There was some discussions and analysis conducted on
the aviation special interest groups about 18 years
ago concerning the use of diode isolation (ala RV
and boat batteries) for dual batteries on airplanes.
http://tinyurl.com/oss5t4u
I would like to install two batteries that are both charged from the
55-Amp alternator and also be able to select the battery that powers
the plane's electricals and to isolate the batteries by disconnecting
a faulty alternator in flight. I previously built a plane with a
Rotax 912 using your wiring diagram, (after attending your great
seminar). The Rotax diagram had battery isolation capabilities and
was wondering of any of your wiring diagrams describe how to do this
for my Viking engine or, if not, can you explain how I can do this
properly or at least specify the diodes I need to install in the
attached diagram.
You would be well advised to search out, study,
and understand all of the failure modes that
might cause this engine to cease operation . . .
both electrical AND mechanical.
Then rank them in order of probability. Yes
there will be a pile of "don't know" for
probability but at least you have the item
on the list.
The only time I've seen an Eggenfellner
design installed on an aircraft gave me an
opportunity to take this picture . . .
http://tinyurl.com/p5dgz43
The installation gives rise to concerns
for gross complexity (failure risk proportional
to parts count) as well as operational
reliability. Relays generally don't find
their way into the control of critical circuits
on any engine installation, aviation or
otherwise. The fact that this engine seemed
to be 'blessed' with over a dozen such devices
is cause for further examination and understanding.
The point to being offered here is that past
history for Eggenfellner designs suggests
that there may be numerous failure modes
that go beyond simple concerns for keeping
the fuel pumps powered.
We've had some discussions here recently on
electrical system reliability for the electrically
dependent engine . . . exploring the notion
that a well maintained, single battery/alternator
system has a very low failure rate on a par with
other components that might cause engine failure.
A new Z-figure . . .
http://tinyurl.com/kbn6bys
. . . is in it's 5th refinement iteration
and I'm pretty confident that it's final configuration
will be suited to your installation as well without
suffering the weight and cost of ownership penalties
for carrying two batteries . . . just to address
one of many failure modes.
Are the wiring diagrams provided with your engine
available on the 'net? If not, can you scan your
documents for sharing?
Bob . . .
________________________________________________________________________________
| From: | K <kleh(at)dialupatcost.ca> |
| Subject: | Re: Viking engine duel battery setup |
Minor point and I have not dealt with anything newer than 2002, but
every EFI vehicle I've worked on had at least one relay that controlled
essential engine circuits. My aircraft backup EFI does not have any
relays but my primary oem soob efi has the same two as it had in the
car. As far as I could determine, the oem relays have outstanding
reliability.
Have newer vehicles gone to solid state relays?
Ken
On 03/01/2014 7:57 AM, Robert L. Nuckolls, III wrote:
> Relays generally don't find their way into the control of critical
> circuits on any engine installation, aviation or otherwise. The fact
> that this engine seemed to be 'blessed' with over a dozen such
> devices is cause for further examination and understanding.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
At 07:57 AM 1/3/2014, you wrote:
>
>Minor point and I have not dealt with anything newer than 2002, but
>every EFI vehicle I've worked on had at least one relay that
>controlled essential engine circuits. My aircraft backup EFI does
>not have any relays but my primary oem soob efi has the same two as
>it had in the car. As far as I could determine, the oem relays have
>outstanding reliability.
>
>Have newer vehicles gone to solid state relays?
I don't know . . . but it's coming. Waaayyyyy
back when, I was finishing up the qualification
paperwork for a pitch trim control system on the
Lears. One of my colleagues was working the Mil-Hdbk-
217 MTBF studies on the design.
He had factored in all the jelly-beans, solder joints,
integrated circuits, and transistors . . . so far so
good . . . MTBF was running about 9,000 hours. THEN
he factored in a mil-spec, hermetically sealed, power
relay . . . whoops! MTBF dropped to about 900 hours!
Seems relays are not highly regarded devices in terms
of impact on reliability. However, the study protocols
did not consider the manner in which I was using the
device . . . it was energized before any current was
allowed to flow in the contacts . . . and de-energized
after current flow ceased. In other words, it never
SWITCHED a load, only carried a load but was available
for responding to the Wheel-Master-Disconnect switch
shutting system down in case of a runaway.
To my knowledge, 30+ years later, no relays have ever
been replaced. The speed control system has proven
very robust also but the monitor system (4x parts count)
and some mechanical environmental issues (box is
mounted in vertical fin under the trim actuator)
have required attention.
Ergo, my statement about the use of relays was perhaps
too broad . . . or at least lacking details. We attempt
to reduce numbers of these things to a minimum . . . they
are after all a mechanical device with moving, arcing
parts. However, there are design concessions for de-rating,
dry-switching, duty-cycle, etc. that go a long way toward
boosting relay reliability.
To be sure, nobody has more interest in component
reliability than the automotive industry. An AD
against an airplane generally involves fewer than
100 airplanes . . . recalls on cars can number
in the millions. I helped some guys qualify an
automotive seat heater onto a Hawker some years
back . . . the specs to which the seat had already
been qualified were impressive! But you wanna put
it on our airplane? Guess what? There's that 80v
surge thingy . . .
I helped them craft an automatic disconnect circuit
that isolated their vulnerable components during
the surge event.
So your observation is on-point. Relays are not
to be shunned out of hand . . . but consider also
the lengths that talented users of relays will
exercise to make them capable players in the
game.
Track records for the purveyors is important.
Just because it's used on a car is not an automatic
pass. A fuse block in my wife's AMC Pacer damned near
set the car on fire . . . twice . . . before I
replaced it.
So let me re-qualify my original reaction to the
photo of Eggenfellner's installation. Given the
gross numbers of relays combined with his track
record, I will suggest that there is cause for
placing ALL of his intellectual and physical product
under the microscope.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Viking engine duel battery setup |
| From: | Dj Merrill <deej(at)deej.net> |
On 1/3/2014 7:57 AM, Robert L. Nuckolls, III wrote:
>
> The only time I've seen an Eggenfellner
> design installed on an aircraft gave me an
> opportunity to take this picture . . .
>
> http://tinyurl.com/p5dgz43
Are you sure that is a picture of an Eggenfellner installation? It
doesn't look like any Eggenfellner setups that I've seen, but it does
resemble an older NSI setup that I saw at OSH or Sun-n-Fun some years back.
At any rate, it is certainly not typical of what is being installed to
support Subaru engines (Eggenfellner or otherwise) these days. The
Aeroelectric Connection is often used as a reference on the Subaru
lists, but if you want to see the last recommended electrical design
that came from Eggenfellner before they went out of business, you can
download the installation guide from:
http://subenews.deej.net/wiki/index.php/EggH6
Click on the "Eggenfellner Engine Installation Guide" (top link under
the under the Howto Guides section), and go to page 45, and page 51 has
the electrical schematic.
Please note this is not an endorsement, just an informational posting. :-)
fyi
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: Viking engine duel battery setup |
=0AIt should be noted that the primary reason for such circuitry is to prev
ent paralleling the two independent batteries thru the charging system.=0A
=0A=0A=0A=0A________________________________=0A From: Les Goldner <lgold@qu
antum-associates.com>=0ATo: Aeroelectric list <aeroelectric-list@matronics.
com> =0ASent: Thursday, January 2, 2014 10:35 AM=0ASubject: AeroElectric-Li
st: Viking engine duel battery setup=0A =0A=0A=0AHi Robert,=0AI know you ha
ve concerns about the Viking engine=99s electrical system. But I purc
hased a Zenith aircraft with this engine and want to make the plane as safe
as I can. The engine is an =9Caircraftized=9D Honda Fit with f
uel injection. Since the engine will stop is a fuel pump fails Jan Eggenfel
ler specified duel redundant fuel pumps and the ability to switch pumps. Ho
wever, there are no previsions for a duel battery circuit or a way to isola
te the battery in case of an alternator fault. =0AI would like to install t
wo batteries that are both charged from the 55-Amp alternator and also be a
ble to select the battery that powers the plane=99s electricals and t
o isolate the batteries by disconnecting a faulty alternator in flight. I p
reviously built a plane with a Rotax 912 using your wiring diagram, (after
attending your great seminar). The Rotax diagram had battery isolation capa
bilities and was wondering of any of your wiring diagrams describe how to d
o this for my Viking engine or, if not, can you explain how I can do this p
roperly or at least specify the diodes I need to install in the attached di
agram.=0AThank you for your help, =0ALes Goldner=C2-
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
At 11:28 AM 1/3/2014, you wrote:
>It should be noted that the primary reason for such circuitry is to
>prevent paralleling the two independent batteries thru the charging system.
Why would one want to do that?
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
Are you sure that is a picture of an Eggenfellner installation? It
doesn't look like any Eggenfellner setups that I've seen, but it does
resemble an older NSI setup that I saw at OSH or Sun-n-Fun some years back.
Actually, I'm not. I saw the airplane on display
at an airport where I was giving a weekend seminar.
I snapped the picture to use in the seminar as an
example of an installation that would benefit from
some judicious review.
At any rate, it is certainly not typical of what is being installed
to support Subaru engines (Eggenfellner or otherwise) these days. The
Aeroelectric Connection is often used as a reference on the Subaru
lists, but if you want to see the last recommended electrical design
that came from Eggenfellner before they went out of business, you can
download the installation guide from:
Thanks for the heads-up! With all due respect
to Jan's work, my apologies for any errors of
attribution.
http://subenews.deej.net/wiki/index.php/EggH6
Click on the "Eggenfellner Engine Installation Guide" (top link under
the under the Howto Guides section), and go to page 45, and page 51
has the electrical schematic.
Please note this is not an endorsement, just an informational posting.
And good information it is my friend. I'll study the drawings
and incorporate the information into a follow-up posting. This
dovetails nicely with the discussions we're having about
Fred's incorporation of the ExpBus in his electrically dependent
airplane.
Fred provided some asked-for info on his installation
which I've not yet had time to consider . . . but it's
on the list.
Bob . . .
________________________________________________________________________________
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
| Subject: | Battery or Contactor Issue? |
RV-8A, Z-13/8 architecture with Off-Batt-Batt/Alt switch to get electrons f
lowing. 380 hours over 3 =BE years, original Odyssey PC 680 battery.
Flew for 1.3 hours 1 Jan with no problems. On 2 Jan when I turned on Batt/A
lt switch, nothing happened. Removed cowl and got out voltmeter - 12.8 volt
s to hot side of main contactor.
Turned off switch, then back on - same results - nothing.
A couple minutes later as I was digging out the electrical diagrams and ref
erences with Batt/Alt switch still on, contactor clicked and system operati
on was normal with 11.5 volts on the cockpit voltmeter.
I am going to replace the battery, but wonder if there is an issue with the
contactor. Tried to search Aeroelectric files for contactor troubleshootin
g, but couldn't get system to respond.
Paul Valovich
IYK
________________________________________________________________________________
| Subject: | Viking engine duel battery setup |
Thanks for the information Robert.
There is nothing in the Viking engine that looks anything as complex as the
picture you included in your last email. In fact, the physical electricals
provided with the Viking engine look very "clean".
You asked to see the Viking wiring diagrams so I attached two diagrams Jan
Eggenfeller provided for the Viking engine. The diagram named "Backup
System" is a very nice looking module provided with the Viking engine for
redundancy to control two fuel pumps (I think it also controls a duel ECUs)
in case one fails. The other diagram is more relevant to my questions to you
about having two batteries. It shows recommended power provisions,
including a second battery. I would appreciate your comments about employing
this two-battery arrangement?
Best regard,
Les
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, January 03, 2014 4:57 AM
Subject: Re: AeroElectric-List: Viking engine duel battery setup
-->
At 12:35 PM 1/2/2014, you wrote:
Hi Robert,
I know you have concerns about the Viking engine's electrical system.
The Viking engine a derivative of
the Eggenfellner venture which has
suffered a checkered history from
the perspectives of both business
model and engineering . . .
http://tinyurl.com/qclebez
http://tinyurl.com/qclebez
Yes, I have come 'concerns' that extend far beyond
the 'electrical system'.
But I purchased a Zenith aircraft with this engine and want to make the
plane as safe as I can. The engine is an "aircraftized" Honda Fit with fuel
injection. Since the engine will stop is a fuel pump fails Jan Eggenfeller
specified duel redundant fuel pumps and the ability to switch pumps.
However, there are no previsions for a duel battery circuit or a way to
isolate the battery in case of an alternator fault.
Your premise for needing two batteries or needing
to 'isolate them' from a faulted alternator begs
more detailed examination. Alternator 'faults' are
exceedingly rare these days and are generally limited
to mechanical issues (belts and mounts) and wiring
(the thing simply shuts down). There's a small risk
for an overvoltage condition which is classically
managed with a legacy o.v. sense and response system
that has been part and parcel of aircraft alternator
and generator systems for 60+ years.
There is even a smaller probability of a shorted/
open diode array that will either (1) reduce the
alternator's output severely or (2) short the battery
to ground. The both cases will probably manifest with
a low voltage warning with the second case opening
the b-lead fuse.
In other words, there are no demonstrated alternator
faults that go beyond simple failure to function . . .
a condition that does not propagate damage or operational
stress to other parts of the system. Hence, no additional
form of 'isolation' is indicated.
There was some discussions and analysis conducted on
the aviation special interest groups about 18 years
ago concerning the use of diode isolation (ala RV
and boat batteries) for dual batteries on airplanes.
http://tinyurl.com/oss5t4u
I would like to install two batteries that are both charged from the 55-Amp
alternator and also be able to select the battery that powers the plane's
electricals and to isolate the batteries by disconnecting a faulty
alternator in flight. I previously built a plane with a Rotax 912 using your
wiring diagram, (after attending your great seminar). The Rotax diagram had
battery isolation capabilities and was wondering of any of your wiring
diagrams describe how to do this for my Viking engine or, if not, can you
explain how I can do this properly or at least specify the diodes I need to
install in the attached diagram.
You would be well advised to search out, study,
and understand all of the failure modes that
might cause this engine to cease operation . . .
both electrical AND mechanical.
Then rank them in order of probability. Yes
there will be a pile of "don't know" for
probability but at least you have the item
on the list.
The only time I've seen an Eggenfellner
design installed on an aircraft gave me an
opportunity to take this picture . . .
http://tinyurl.com/p5dgz43
The installation gives rise to concerns
for gross complexity (failure risk proportional
to parts count) as well as operational
reliability. Relays generally don't find
their way into the control of critical circuits
on any engine installation, aviation or
otherwise. The fact that this engine seemed
to be 'blessed' with over a dozen such devices
is cause for further examination and understanding.
The point to being offered here is that past
history for Eggenfellner designs suggests
that there may be numerous failure modes
that go beyond simple concerns for keeping
the fuel pumps powered.
We've had some discussions here recently on
electrical system reliability for the electrically
dependent engine . . . exploring the notion
that a well maintained, single battery/alternator
system has a very low failure rate on a par with
other components that might cause engine failure.
A new Z-figure . . .
http://tinyurl.com/kbn6bys
. . . is in it's 5th refinement iteration
and I'm pretty confident that it's final configuration
will be suited to your installation as well without
suffering the weight and cost of ownership penalties
for carrying two batteries . . . just to address
one of many failure modes.
Are the wiring diagrams provided with your engine
available on the 'net? If not, can you scan your
documents for sharing?
Bob . . .
________________________________________________________________________________
| From: | Thomas Blejwas <tomblejwas(at)yahoo.com> |
| Subject: | Re: Viking engine duel battery setup |
-Bob,=0A=0AYou wrote: =0A"There's a small risk=0A- for an overvoltage
condition which is classically=0A- managed with a legacy o.v. sense and
response system=0A- that has been part and parcel of aircraft alternator
=0A- and generator systems for 60+ years."=0AYes, but the Viking has an
auto-based system, with an integrated regulator.--You make the comment:
=0A"In other words, there are no demonstrated alternator=0A- faults that
go beyond simple failure to function . . .=0A- a condition that does no
t propagate damage or operational=0A- stress to other parts of the syste
m. Hence, no additional=0A- form of 'isolation' is indicated."=0AIs this
true?- Is there some recent information that suggests that the "runaway"
auto regulator is too unlikely to be an issue.- I've been planning for a
"crowbar" and an expensive contactor for this potential event.- Am I ove
rreacting?- =0A=0ATom=0A=0A-=0A=0A=0A>________________________________
=0A> From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>=0A>To:
aeroelectric-list(at)matronics.com =0A>Sent: Friday, January 3, 2014 5:57 AM
=0A>Subject: Re: AeroElectric-List: Viking engine duel battery setup=0A>
=0A>=0A>At 12:35 PM 1/2/2014, you wrote:=0A>
=0A>Hi Robert,=0A>=0A>I know you have concerns about the Viking engine's el
ectrical system.=0A>=0A>- The Viking engine a derivative of=0A>- the
Eggenfellner venture which has=0A>- suffered a checkered history from=0A
>- the perspectives of both business=0A>- model and engineering . . .
=0A>=0A>http://tinyurl.com/qclebez=0A>=0A>http://tinyurl.com/qclebez=0A>=0A
>- Yes, I have come 'concerns' that extend far beyond=0A>- the 'elect
rical system'.=0A>=0A>But I purchased a Zenith aircraft with this engine an
d want to make the plane as safe as I can. The engine is an "aircraftized"
Honda Fit with fuel injection. Since the engine will stop is a fuel pump fa
ils Jan Eggenfeller specified duel redundant fuel pumps and the ability to
switch pumps. However, there are no previsions for a duel battery circuit o
r a way to isolate the battery in case of an alternator fault.=0A>=0A>-
Your premise for needing two batteries or needing=0A>- to 'isolate them'
from a faulted alternator begs=0A>- more detailed examination. Alternat
or 'faults' are=0A>- exceedingly rare these days and are generally limit
ed=0A>- to mechanical issues (belts and mounts) and wiring=0A>- (the
thing simply shuts down). There's a small risk=0A>- for an overvoltage c
ondition which is classically=0A>- managed with a legacy o.v. sense and
response system=0A>- that has been part and parcel of aircraft alternato
r=0A>- and generator systems for 60+ years.=0A>=0A>- There is even a
smaller probability of a shorted/=0A>- open- diode array that will eit
her (1) reduce the=0A>- alternator's output severely or (2) short the ba
ttery=0A>- to ground. The both cases will probably manifest with=0A>-
a low voltage warning with the second case opening=0A>- the b-lead fuse
.=0A>=0A>-- In other words, there are no demonstrated alternator=0A>-
faults that go beyond simple failure to function . . .=0A>- a conditio
n that does not propagate damage or operational=0A>- stress to other par
ts of the system. Hence, no additional=0A>- form of 'isolation' is indic
ated.=0A>=0A>-- There was some discussions and analysis conducted on=0A
>- the aviation special interest groups about 18 years=0A>- ago conce
rning the use of diode isolation (ala RV=0A>- and boat batteries) for du
al batteries on airplanes.=0A>=0A>http://tinyurl.com/oss5t4u=0A>=0A>=0A>I w
ould like to install two batteries that are both charged from the 55-Amp al
ternator and also be able to select the battery that powers the plane's ele
ctricals and to isolate the batteries by disconnecting a faulty alternator
in flight. I previously built a plane with a Rotax 912 using your wiring di
agram, (after attending your great seminar). The Rotax diagram had battery
isolation capabilities and was wondering of any of your wiring diagrams des
cribe how to do this for my Viking engine or, if not, can you explain how I
can do this properly or at least specify the diodes I need to install in t
he attached diagram.=0A>=0A>- You would be well advised to search out, s
tudy,=0A>- and understand all of the failure modes that=0A>- might ca
use this engine to cease operation . . .=0A>- both electrical AND mechan
ical.=0A>=0A>- Then rank them in order of probability. Yes=0A>- there
will be a pile of "don't know" for=0A>- probability but at least you ha
ve the item=0A>- on the list.=0A>=0A>- The only time I've seen an Egg
enfellner=0A>- design installed on an aircraft gave me an=0A>- opport
unity to take this picture . . .=0A>=0A>http://tinyurl.com/p5dgz43=0A>=0A>
- The installation gives rise to concerns=0A>- for gross complexity (
failure risk proportional=0A>- to parts count) as well as operational=0A
>- reliability. Relays generally don't find=0A>- their way into the c
ontrol of critical circuits=0A>- on any engine installation, aviation or
=0A>- otherwise. The fact that this engine seemed=0A>- to be 'blessed
' with over a dozen such devices=0A>- is cause for further examination a
nd understanding.=0A>=0A>- The point to being offered here is that past
=0A>- history for Eggenfellner designs suggests=0A>- that there may b
e numerous failure modes=0A>- that go beyond simple concerns for keeping
=0A>- the fuel pumps powered.=0A>=0A>- We've had some discussions her
e recently on=0A>- electrical system reliability for the electrically=0A
>- dependent engine . . . exploring the notion=0A>- that a well maint
ained, single battery/alternator=0A>- system has a very low failure rate
on a par with=0A>- other components that might cause engine failure.=0A
>=0A>- A new Z-figure . . .=0A>=0A>http://tinyurl.com/kbn6bys=0A>=0A>-
. . . is in it's 5th refinement iteration=0A>- and I'm pretty confiden
t that it's final configuration=0A>- will be suited to your installation
as well without=0A>- suffering the weight and cost of ownership penalti
es=0A>- for carrying two batteries . . . just to address=0A>- one of
many failure modes.=0A>=0A>- Are the wiring diagrams provided with your
engine=0A>- available on the 'net? If not, can you scan your=0A>- doc
==================0A>=0A>=0A>=0A>=0A>=0A>
________________________________________________________________________________
| From: | "Peter Mather" <peter(at)mather.com> |
| Subject: | RG400/RG142 BNC Male crimp connector |
Hi
I need urgently in the UK a couple of RG400/RG142 BNC Male crimp connectors.
Trying to find anything suitable on the various (RS, Farnell, Mouser)
websites seems impossible. Can anyone let me have a manufacturers part
number?
Thanks
Peter
________________________________________________________________________________
| From: | <berkut13(at)berkut13.com> |
| Subject: | Re: RG400/RG142 BNC Male crimp connector |
The impossible...
Male:
http://www.mouser.com/ProductDetail/Amphenol/31-4427/?qs=%2fha2pyFadujw
HJP4JrCewP8N91dF1XIvIecgTsyr48I%3d
Female:
http://www.mouser.com/ProductDetail/Amphenol-Connex/112513/?qs=sGAEpiMZ
ZMuLQf%252bEuFsOrjqedbXhavPYNFuAbFgsolY%3d
Now...for the UK part, you are on your own.
-----Original Message-----
From: Peter Mather
Sent: Friday, January 03, 2014 12:34 PM
Subject: AeroElectric-List: RG400/RG142 BNC Male crimp connector
Hi
I need urgently in the UK a couple of RG400/RG142 BNC Male crimp
connectors.
Trying to find anything suitable on the various (RS, Farnell, Mouser)
websites seems impossible. Can anyone let me have a manufacturers part
number?
Thanks
Peter
________________________________________________________________________________
| From: | Bill Putney <billp(at)wwpc.com> |
| Subject: | Re: RG400/RG142 BNC Male crimp connector |
I use Pasternack a lot for RF connectors. They don't always have the
lowest cost but they have about everything, it's all good quality and
they ship fast.
http://www.pasternack.com/bnc-male-standard-rg55-rg141-rg142-rg223-rg400-connector-pe4044-p.aspx
Bill
On 1/3/14, 10:34 AM, Peter Mather wrote:
>
> Hi
>
> I need urgently in the UK a couple of RG400/RG142 BNC Male crimp connectors.
> Trying to find anything suitable on the various (RS, Farnell, Mouser)
> websites seems impossible. Can anyone let me have a manufacturers part
> number?
>
> Thanks
>
> Peter
>
>
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: Viking engine duel battery setup |
for many of the same reasons that (I imagine) you put a "buss tie" contacto
r in the Z-14 drawings.=0A=0A=0A=0A=0A________________________________=0A F
rom: "Robert L. Nuckolls, III" =0ATo: aeroel
ectric-list(at)matronics.com =0ASent: Friday, January 3, 2014 10:11 AM=0ASubje
ct: Re: AeroElectric-List: Viking engine duel battery setup=0A =0A=0A--> Ae
roElectric-List message posted by: "Robert L. Nuckolls, III" <nuckolls.bob@
aeroelectric.com>=0A=0AAt 11:28 AM 1/3/2014, you wrote:=0A=0A> It should be
noted that the primary reason for such circuitry is to prevent paralleling
the two independent batteries thru the charging system.=0A=0A- Why would
=- - - - - - - - - - - - - - - -Matt Dralle
===
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Battery or Contactor Issue? |
At 12:28 PM 1/3/2014, you wrote:
>RV-8A, Z-13/8 architecture with
>Off-Batt-Batt/Alt switch to get electrons
>flowing. 380 hours over 3 years, original Odyssey PC 680 battery.
>
>Flew for 1.3 hours 1 Jan with no problems. On 2
>Jan when I turned on Batt/Alt switch, nothing
>happened. Removed cowl and got out voltmeter
>12.8 volts to hot side of main contactor.
>
>Turned off switch, then back on same results nothing.
>
>A couple minutes later as I was digging out the
>electrical diagrams and references with Batt/Alt
>switch still on, contactor clicked and system
>operation was normal with 11.5 volts on the cockpit voltmeter.
>
>I am going to replace the battery, but wonder if
>there is an issue with the contactor. Tried to
>search Aeroelectric files for contactor
>troubleshooting, but couldnt get system to respond.
>
>Paul Valovich
Unfortunately, you didn't take enough voltage readings.
While the battery master was ON but with the contactor
NOT energized, you needed to know the voltage on the
ground-side terminal of the coil that goes off to the
battery switch.
Had this voltage ALSO been 12.8 volts, then you would
know that causation for failure to close was downstream
of the master switch control path either in wiring, the
switch or it's ground path.
Had the voltage been zero, then you would know that
either (1) the battery-master and associated wiring
was good and (a) the contactor coil had an intermittent
condition or (b) the contactor's moving parts were
'sticking'.
If you could get the problem to duplicate, having
the extra voltage reading would be helpful. A second
reading for contactor coil current would be definitive
too. Put your multimeter in the current mode and use
it to ground the master switch terminal of the contactor
with the master switch OFF. This will emulate the switch
path to ground and will either show about 1 amp of
contactor coil current (coil good, contactor not
closing, therefore sticking) or zero current which
says coil is open. If coil current is good, rap the
housing of the contactor with a screwdriver handle
and see if it drops closed with the aid of some
mechanical encouragement.
Before you replace the battery, it would be interesting
to do a load test on it. Do you have a Battery Minder
or a Schumacher 1562 charger? I would bench charge the
battery overnight and then load test it at 9 volts
to see what the engine cranking dump rate is. 200A
will get you started, 500-700A is what you expect
from a new battery.
This is a classic example of opportunity to make
measurements and KNOW what the problem is before
turning any wrenches. KNOWING the problem is
critical to fixing it with confidence. If you
cannot get it to duplicate for the purpose
of conducting a detail diagnostic, then there
are no concrete assurances that you've identified
and fixed the real problem.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
At 12:29 PM 1/3/2014, you wrote:
> Bob,
>
>You wrote:
> "There's a small risk
> for an overvoltage condition which is classically
> managed with a legacy o.v. sense and response system
> that has been part and parcel of aircraft alternator
> and generator systems for 60+ years."
>Yes, but the Viking has an auto-based system, with an integrated
>regulator. You make the comment:
>
> "In other words, there are no demonstrated alternator
> faults that go beyond simple failure to function . . .
> a condition that does not propagate damage or operational
> stress to other parts of the system. Hence, no additional
> form of 'isolation' is indicated."
>Is this true? Is there some recent information that suggests that
>the "runaway" auto regulator is too unlikely to be an issue. I've
>been planning for a "crowbar" and an expensive contactor for this
>potential event. Am I overreacting?
The statements I made were in the context
of the discussion for 'isolation diodes' in the b-lead.
The incorporation of diodes external to the
alternator for the purpose of 'isolation' has
no foundation in the physics.
OV conditions are another matter. There ARE
failure modes within built in regulators which
are not sufficiently detailed to allow
incorporation of STOCK internally regulated
alternators into aircraft under the LEGACY
design goals.
If one embraces those goals then some understanding
of the options for ADDING ov protection to the
system is necessary. See:
http://tinyurl.com/nexuekf
http://tinyurl.com/cx6426c
There have been some interesting discussions
about design goals for system robustness and
the implementation of failure tolerance in
OBAM aircraft over the years. Some positions
were adopted by individuals unable to demonstrate
an understanding of failure tolerant design goals
. . .
http://tinyurl.com/7lhbbah
http://tinyurl.com/nexuekf
http://tinyurl.com/omnuypr
My goals and those of my employers over
the years has been to first reduce
probability of malfunction with
robust designs backed up by further reduction
of risks with failure tolerant designs.
Alternators are but one of many components
with an ability to elevate your concerns
while airborne . . . but easily managed.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Relays on Lear jets |
At 12:55 PM 1/3/2014, you wrote:
Bob,
On an earlier post today, you mentioned a project where you energized
a relay before any current flowed thru it, and de-energized it after
current flow stopped.
Can you tell me how you did this and why. If the relay was not used
as a switch, then why was a relay used in this solution?
This was a design requirement unique to a system
that moves flight control surfaces with a motor.
This is common to trim systems, autopilots, flaps
and more recently fly-by-wire systems.
In the conduct of an analysis for failure mode
effects, any fault that causes anomalous or unintended
motion of a flight control surface needs to be
fitted with a means for rapid manual or perhaps
automatic shutdown.
In a flap system design for Eclipse some years
ago, we incorporated a crowbar system that opened
the motor supply breaker to effect a shutdown.
In the trim system for the Lear, a hard-contacts
relay was used in series with the motor power path
to the solid state electronics that controlled motor
speed and direction.
The fault monitoring system needed to watch
the both control and shut down components for
failure so it was necessary that the series relay
be exercised to demonstrate functionality. Obviously,
if the relay fails to close, the trim doesn't run.
But if it failed to open, then some means for
detecting and annunciating the event was called for.
The technique chosen in this application was to
have the disconnect relay operate every time the
pilot called for trim. But in the interest of
long relay life, it was advantageous to close
the relay milliseconds before the motor was
energized through solid state electronics. Similarly,
the motor was de-energized through solid state
switching milliseconds before the relay was
commanded open. Hence, the relay contacts were
preserved for carrying out a single, important
task . . . offer mechanical disconnect of trim
system power when commanded by the pilot's
Wheel Master Disconnect system.
By making the relay offer both closed and open
conditions for each trim event, the monitor system
could watch for and detect both failure to close
and failure to open events.
Also, since solid state relays are immune from the failure modes of
mechanical relays, what are the "typical" causes of failures in solid
state relays?
They short, they fail to close. They are no
different than their electro-mechanical counterparts
for how failure manifests . . . different
only in the physics that precipitates the failure.
Solid state relays are immune to the effects of
contact arcing that produces erosion and/or
sticking . . . but they can still be degraded
by inappropriate application and/or extra-ordinary
external stresses.
Thanks for all your efforts with the aeroelectric list, I'm not there
yet but pedaling as fast as I can.
You're welcome . . . I'm pleased that you find
value in the effort.
Bob . . .
________________________________________________________________________________
| From: | Peter Pengilly <peter(at)sportingaero.com> |
| Subject: | Re: RG400/RG142 BNC Male crimp connector |
Peter - I've got a couple, email me off list. Peter
On 03/01/2014 18:34, Peter Mather wrote:
>
> Hi
>
> I need urgently in the UK a couple of RG400/RG142 BNC Male crimp connectors.
> Trying to find anything suitable on the various (RS, Farnell, Mouser)
> websites seems impossible. Can anyone let me have a manufacturers part
> number?
>
> Thanks
>
> Peter
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
At 01:49 PM 1/3/2014, you wrote:
>for many of the same reasons that (I imagine) you put a "buss tie"
>contactor in the Z-14 drawings.
But what might those reasons be? In other words, we
add a component to a system to effect some desired
functionality that figures into the overall performance,
failure tolerance and risks.
If diodes were incorporated in the manner suggested
to feed the two batteries, how would we expect these
to operate and for what purpose?
I'm not trying to be obtuse here my friend. I
AM encouraging all of my readers to understand
the application of every component they choose
to add to their system. Suppose I offered a description
for the buss-tie contactor like, "This contactor
offers pilot control of the phramistat to prevent
inadvertent operation of the whatsadozit and
potential damage to the dingusfuzzy."
The inquiring builder would probably want some
detailed expansion on that statement . . . un-
fortunately, others will assume the statement
correct and useful based on the reputation
(deserved or otherwise) of the writer.
I encourage yourself and others to KNOW why
a part is included and UNDERSTAND what useful
things it will do for you. Hence my question
as to any value you perceive for having those
diodes in place as suggested.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
Not a problem
Bob...I'm busying myself attempting to master
the techniques necessary to assemble a 25 pin D-sub w/ mostly
shielded wires...Fred
Okay, I presume you've looked at this piece on
the website.
http://tinyurl.com/87lea6o
The shields do not have to come together inside
the connector back-shell. If there are a lot of them,
you can have a couple inches of un-shielded wires
allowing all the shield terminations to happen
outside the back-shell.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
Emacs!
Okay, referring to the abbreviated power distribution diagram
from the Viking installation literature, we see two batteries,
both 'protected' buy current limiters and paralleled onto
the system with independent contactors. One of the two batteries
is fitted with an always hot feeder routed to a 4-pole engine power
selection switch.
Years ago, I proposed a similar two-battery system which
could be automated to some degree with what was at that
time called the Aux Battery Management Module.
http://tinyurl.com/l353p5m
http://tinyurl.com/mrxbrtw
Back in those days, the notion was that at least one of
two electronic ignition systems and perhaps a boost pump
could be supported on an independent battery automatically
isolated from the rest of the airplane when an alternator
failure was detected (low voltage).
Let's revisit those notions in light of the Viking installation
documents that speak to a 'requirement' for a second battery
capable of running the engine for a minimum of 30 minutes.
First, how does one KNOW that battery #2 is capable of
meeting that requirement? It has to be sized -AND- maintained
such that the necessary energy available when needed.
Okay, what conditions would FORCE the use of #2 battery?
(a) no doubt the alternator is off line for what ever
reason and (b) and we KNOW that #1 battery is not capable
of carrying the engine + other endurance loads for at least
30 minutes.
Hmmmm . . . if we KNOW that #1 battery is overtaxed for
the task of supplied combined energy needs but that
#1 plus #2 battery WILL rise to the occasion, then what
is the value in having two batteries? Would a single
battery with a KNOWN capacity for the combined loads not
be a simpler, lighter and lower cost choice?
In other words, what combination of conditions pose such
risk that a second battery is needed to mitigate the risk?
Two batteries DOUBLES your battery maintenance expenses
and adds empty weight . . . all intended to mitigate a
rather rare event . . . alternator failure.
This line of reasoning is germane to the discussions
we were having on Fred's Exp-Bus integration which prompted
the crafting of Figure Z-7. It also applies to Les's question
about diodes suitable for battery isolation. Obviously, the
golden solution will include some assessment of loads over and
above those required to run the engine . . . along with
some decisions as to whether you're expecting to keep the panel all lit
up . . . or have crafted a plan-B that matches your skills
and confidence levels for getting down with a bare minimum
of panel equipment combined perhaps with flight bag back-up
hardware.
If Figure Z-7 were substituted for the figure above, are
there any unforeseen risks? Comments on the Viking drawing,
Figure Z-7 and perceptions of your individual FMEAs are solicited . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Solid state DC/DC relay follow-up. |
The exemplar relay I ordered in last week arrived
and the performance is . . . shall we say . . .
disappointing.
I set up to switch a 12A load and voltage drop across
the 'contacts' was about 2.1 volts for an on-state
resistance of 0.175 ohms. Clearly way too high to
be a practical relay for more than a couple amps . . .
much less the 'rated' 100A.
I'm in a conversation with the supplier now . . . perhaps
I have an anomalous specimen . . . watch this
space.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Viking engine duel battery setup |
| From: | Thomas E Blejwas <tomblejwas(at)yahoo.com> |
Bob,
As someone who has a Viking engine and who has been looking to modify Z-7 fo
r my electrical system, I'm very interested in this thread. First, where di
d you get the diagram at the top of your last posting? It's clearly differe
nt then the one sent by Les Goldner, which I also got from the Viking websit
e. It appears to be a system for Vikings unreleased turbo version.
I hesitate to make the following comment, since you chose not to answer my l
ast question about alternators running without batteries; but you asked for c
omments on Z-7 for this application. Viking claims that the alternator can r
un with the batteries disconnected and I believe that the diagram provided b
y Les allows for that. Your comment in an earlier thread that you wouldn't s
witch off the battery/batteries unless you were also disconnecting the alter
nator is a strong position. I understand that batteries that are properly m
aintained don't usually fail in a catastrophic manner, but is that never? C
an we quantify? Hard to separate failures due to inadequate maintenance and
others. In the absence of numbers but anecdotal experiences of failures (m
ine for one), why not have an allowance for running off the alternator only?
Seems prudent to me, so I'd like to understand why it isn't to you. Thank
s.
Tom
Sent from my iPad
> On Jan 4, 2014, at 9:13 AM, "Robert L. Nuckolls, III" <nuckolls.bob@aeroel
ectric.com> wrote:
>
>
>
>
> Okay, referring to the abbreviated power distribution diagram
> from the Viking installation literature, we see two batteries,
> both 'protected' buy current limiters and paralleled onto
> the system with independent contactors. One of the two batteries
> is fitted with an always hot feeder routed to a 4-pole engine power
> selection switch.
>
> Years ago, I proposed a similar two-battery system which
> could be automated to some degree with what was at that
> time called the Aux Battery Management Module.
>
> http://tinyurl.com/l353p5m
>
> http://tinyurl.com/mrxbrtw
>
> Back in those days, the notion was that at least one of
> two electronic ignition systems and perhaps a boost pump
> could be supported on an independent battery automatically
> isolated from the rest of the airplane when an alternator
> failure was detected (low voltage).
>
> Let's revisit those notions in light of the Viking installation
> documents that speak to a 'requirement' for a second battery
> capable of running the engine for a minimum of 30 minutes.
>
> First, how does one KNOW that battery #2 is capable of
> meeting that requirement? It has to be sized -AND- maintained
> such that the necessary energy available when needed.
>
> Okay, what conditions would FORCE the use of #2 battery?
> (a) no doubt the alternator is off line for what ever
> reason and (b) and we KNOW that #1 battery is not capable
> of carrying the engine + other endurance loads for at least
> 30 minutes.
>
> Hmmmm . . . if we KNOW that #1 battery is overtaxed for
> the task of supplied combined energy needs but that
> #1 plus #2 battery WILL rise to the occasion, then what
> is the value in having two batteries? Would a single
> battery with a KNOWN capacity for the combined loads not
> be a simpler, lighter and lower cost choice?
>
> In other words, what combination of conditions pose such
> risk that a second battery is needed to mitigate the risk?
> Two batteries DOUBLES your battery maintenance expenses
> and adds empty weight . . . all intended to mitigate a
> rather rare event . . . alternator failure.
>
> This line of reasoning is germane to the discussions
> we were having on Fred's Exp-Bus integration which prompted
> the crafting of Figure Z-7. It also applies to Les's question
> about diodes suitable for battery isolation. Obviously, the
> golden solution will include some assessment of loads over and
> above those required to run the engine . . . along with
> some decisions as to whether you're expecting to keep the panel all lit
> up . . . or have crafted a plan-B that matches your skills
> and confidence levels for getting down with a bare minimum
> of panel equipment combined perhaps with flight bag back-up
> hardware.
>
> If Figure Z-7 were substituted for the figure above, are
> there any unforeseen risks? Comments on the Viking drawing,
> Figure Z-7 and perceptions of your individual FMEAs are solicited . . .
> Bob . . .
________________________________________________________________________________
| Subject: | Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
I'd like to start off by saying please be gentle. I'm not an expert and
this could be completely boneheaded.
I've been looking through the various Z diagrams, and although there are
parts of some that I like, I could not find one that is exactly what I
am (or think I am) looking for.
From being on this list for a decade or more, I know that Bob's first
question will be along the lines of "What are you looking for" followed
by "What elements do you want that aren't addressed by the current
diagrams". It is hard to put into words, but I'm going to try.
My aircraft will have an electrically dependent engine (electronic
ignition, gravity feed so no fuel pump) and an electrically dependent
panel (GRT HX EFIS and EIS). It will be used for IFR.
I know recently that we have been talking about how statistically
reliable alternators and batteries are, and have been considering a Z-7
based on a single alt and battery. Physics and statistics aside, I am
just not comfortable with this, and I want a dual battery
configuration. This is a personal choice. That led me to Z-19.
What I do not like about Z-19 is that it has two always hot power
buses. I want a system that when the contactor is off, the battery is
isolated except for the wires going to the contactor. Again, physics
and logic aside, this what I "want".
What I like about Z-19 is the redundancy providing power to the ECU and
Fuel Pump, and that it is an automatic redundancy. Both power buses are
providing power to the ECU at the same time from independent sources.
This led me to realize that I really do not care about having an
"endurance" bus, but what I really care about is having a "redundant"
bus, in other words there are a few devices in my setup that I want to
have the same automatic redundant power as offered by the engine part of
Z-19.
Taking parts of Z-19 that I like, and leaving parts out, I've attempted
to create a "redundant bus" diagram. It also incorporates an
"alternator only" operation simply by the fact of isolating the two
charging circuits and having the alternator on its own switch, although
I can't picture running in this mode.
Please excuse the crudeness of the drawing. I did it by hand, and just
took a picture of the paper afterwards.
Some parts I am not even sure are feasible, such as the diodes that
separate the two charging circuits (located just above the primary bus
in the drawing). I don't even know if diodes exist that will be able to
handle those loads, but I am sure that some sort of electro-whizzy would
probably do it.
Some notes:
I will be using a Fly EFII electronic ignition. Manufacturer
recommendation is a 10 amp CB/fuse for the coil charging circuit, and 5
amp for the ECU. I am told that overall the ignition draws 1.2 amps on
average for power usage purposes, but the coil charging currents can be
up to 10 amps. This current only flows for a few milliseconds.
Gravity feed for the fuel, so no fuel pump.
The GRT HX EFIS and the GRT EIS have multiple, internal diode isolated
power feeds built in which is why there are Pow "A" and Pow "B" feeds
for each of these devices.
This is a first pass, but I am thinking that I want GPS, NAV, COM, and
the Intercom to also have redundant power. I want enough to make an
instrument approach if needed, so usage and/or recommendations may
change this list.
Everything else is wired to the primary bus only (no access to the
secondary bus).
Not completely sure yet, but I anticipate the Aux battery to be smaller,
and mounted under the panel. It will be sized appropriately to offer at
least an hour of battery-only operation for items on the redundant bus
and to support the ignition. The main battery will be larger and
mounted in the tail for CG purposes.
Please critique, but be nice! :-)
Small version: http://deej.net/glastar/pics/electrical/redundant.jpg
Larger picture: http://deej.net/glastar/pics/electrical/redundant-large.jpg
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
At 12:19 PM 1/4/2014, you wrote:
Bob,
As someone who has a Viking engine and who has been looking to modify
Z-7 for my electrical system, I'm very interested in this
thread. First, where did you get the diagram at the top of your last
posting? It's clearly different then the one sent by Les Goldner,
which I also got from the Viking website. It appears to be a system
for Vikings unreleased turbo version.
I got it from the Viking website using a link forwarded to
me by one of the list readers. The exact version is insignificant
at the moment as the points to ponder deal with the rationale for
two batteries as opposed to one.
I hesitate to make the following comment, since you chose not to
answer my last question about alternators running without batteries;
but you asked for comments on Z-7 for this application.
My apologies . . . didn't mean to ignore your question.
Never hesitate to jump right in the middle of my
lap if you believe some important link of communication
has broken. This list isn't about feelings, it's
about ideas . . . and even though GMCJetpilot found the
assertion incredible, I cannot be insulted and I welcome
logical persuasion.
Viking claims that the alternator can run with the batteries
disconnected and I believe that the diagram provided by Les allows for that.
Okay, that doesn't surprise me. I'm wondering to what extent
that operating mode has been tested.
Your comment in an earlier thread that you wouldn't switch off the
battery/batteries unless you were also disconnecting the alternator
is a strong position.
. . . yes . . . based on the legacy design goals
of yesteryear when the split-rocker master switch
was king.
But that was several generations ago in both alternator
and battery design. Odds are that most airplanes will continue
operating sans battery . . . but I suspect there are
limits that should be explored. I had some plans to
acquire a variable speed drive stand some years ago.
The goal was to explore the new alternator-only
paradigm.
I understand that batteries that are properly maintained don't
usually fail in a catastrophic manner, but is that never? Can we quantify?
I'll have to ask Skip about that. Concorde has done
countless failure analysis over the course of battery
evolution in aircraft and can probably offer us some
quantitative assessment.
Hard to separate failures due to inadequate maintenance and
others. In the absence of numbers but anecdotal experiences of
failures (mine for one), why not have an allowance for running off
the alternator only? Seems prudent to me, so I'd like to understand
why it isn't to you. Thanks.
I absolutely agree. But just as I was loath to
RECOMMEND the internally regulated alternator some
years back, my reluctance is not based on hard
negative data but a lack of hard positive data.
If Viking says they can run alternator only, I
rather suspect that they have at least determined
that the engine doesn't quit and the panel stays
lit with the batteries OFF. I wonder to what extent
any testing has been accomplished and documented upon
which a gray beard stuck in such traditions
can offer confident recommendation.
Thanks for asking . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
My aircraft will have an electrically dependent engine (electronic
ignition, gravity feed so no fuel pump) and an electrically dependent
panel (GRT HX EFIS and EIS). It will be used for IFR.
How is the engine dependent? Ignition? Fuel Injection?
Do you have the energy requirement numbers?
I know recently that we have been talking about how statistically
reliable alternators and batteries are, and have been considering a
Z-7 based on a single alt and battery. Physics and statistics
aside, I am just not comfortable with this, and I want a dual
battery configuration. This is a personal choice. That led me to Z-19.
One can ALWAYS add a second battery. Our builders
have been doing this for decades and the techniques
have been discussed at length on the List.
What I do not like about Z-19 is that it has two always hot power
buses. I want a system that when the contactor is off, the battery
is isolated except for the wires going to the contactor. Again,
physics and logic aside, this what I "want".
Any always hot busses are battery busses and they're
part and parcel of a considered FEMA and meeting
design goals. It's my wish that we can assist with
the crafting of your design goals based more on
understanding and planning and not so much on worries
that drive your discomfort.
What I like about Z-19 is the redundancy providing power to the ECU
and Fuel Pump, and that it is an automatic redundancy. Both power
buses are providing power to the ECU at the same time from
independent sources.
This led me to realize that I really do not care about having an
"endurance" bus, but what I really care about is having a "redundant"
bus, in other words there are a few devices in my setup that I want
to have the same automatic redundant power as offered by the engine
part of Z-19.
Redundant to meet what failure event. There's nothing
that prevents one from having as many batteries, alternators,
busses and switches as their creativity and physical space
allows . . . but in the TC aircraft world, the first goal
is to minimize weight, parts count, system complexity
and cost of ownership. At the same time, risk assessment
must necessarily drive all the above goals in the wrong
direction. The elegant design adds just enough but no more.
Taking parts of Z-19 that I like, and leaving parts out, I've
attempted to create a "redundant bus" diagram. It also incorporates
an "alternator only" operation simply by the fact of isolating the
two charging circuits and having the alternator on its own switch,
although I can't picture running in this mode.
Please excuse the crudeness of the drawing. I did it by hand, and
just took a picture of the paper afterwards.
Some parts I am not even sure are feasible, such as the diodes that
separate the two charging circuits (located just above the primary
bus in the drawing). I don't even know if diodes exist that will be
able to handle those loads, but I am sure that some sort of
electro-whizzy would probably do it.
Some notes:
I will be using a Fly EFII electronic ignition. Manufacturer
recommendation is a 10 amp CB/fuse for the coil charging circuit, and
5 amp for the ECU. I am told that overall the ignition draws 1.2
amps on average for power usage purposes, but the coil charging
currents can be up to 10 amps. This current only flows for a few milliseconds.
So have you arrived at a ball-park number
for total electrical system energy requirements?
You speak to a 60 minute battery-only ops goal
but can/should it be longer?
Gravity feed for the fuel, so no fuel pump.
The GRT HX EFIS and the GRT EIS have multiple, internal diode
isolated power feeds built in which is why there are Pow "A" and Pow
"B" feeds for each of these devices.
This is a first pass, but I am thinking that I want GPS, NAV, COM,
and the Intercom to also have redundant power. I want enough to make
an instrument approach if needed, so usage and/or recommendations may
change this list.
Everything else is wired to the primary bus only (no access to the
secondary bus).
Not completely sure yet, but I anticipate the Aux battery to be
smaller, and mounted under the panel. It will be sized appropriately
to offer at least an hour of battery-only operation for items on the
redundant bus and to support the ignition. The main battery will be
larger and mounted in the tail for CG purposes.
Please critique, but be nice!
You have described adjustments to an architecture
but it's not clear as to the reasoning behind those
moves. It seems as if you don't want any single failure
to cause to you drop to an energy efficient, endurance
mode . . . are you trying to keep everything lit up
no matter what?
You speak of a large main battery and a smaller
auxiliary battery. What's the physics behind these
sizing decisions?
Larger picture: http://deej.net/glastar/pics/electrical/redundant-large.jpg
Z-7 elects to drive a single engine bus
through diodes from two power paths. What in
your knowledge or experience suggests that
charging batteries through diodes offers
more attractive options?
Bob . . .
________________________________________________________________________________
| Subject: | Re: Viking engine duel battery setup |
| From: | Les Kearney <kearney(at)shaw.ca> |
Hi All
This is the Eggenfellner Aircraft Engines wiring diagram for a Subaru engine
(turbo'd). This where the E6T engine reference comes from.
Cheers
Les
Sent from my iPhone
> On Jan 4, 2014, at 9:13 AM, "Robert L. Nuckolls, III" <nuckolls.bob@aeroel
ectric.com> wrote:
>
>
>
>
> Okay, referring to the abbreviated power distribution diagram
> from the Viking installation literature, we see two batteries,
> both 'protected' buy current limiters and paralleled onto
> the system with independent contactors. One of the two batteries
> is fitted with an always hot feeder routed to a 4-pole engine power
> selection switch.
>
> Years ago, I proposed a similar two-battery system which
> could be automated to some degree with what was at that
> time called the Aux Battery Management Module.
>
> http://tinyurl.com/l353p5m
>
> http://tinyurl.com/mrxbrtw
>
> Back in those days, the notion was that at least one of
> two electronic ignition systems and perhaps a boost pump
> could be supported on an independent battery automatically
> isolated from the rest of the airplane when an alternator
> failure was detected (low voltage).
>
> Let's revisit those notions in light of the Viking installation
> documents that speak to a 'requirement' for a second battery
> capable of running the engine for a minimum of 30 minutes.
>
> First, how does one KNOW that battery #2 is capable of
> meeting that requirement? It has to be sized -AND- maintained
> such that the necessary energy available when needed.
>
> Okay, what conditions would FORCE the use of #2 battery?
> (a) no doubt the alternator is off line for what ever
> reason and (b) and we KNOW that #1 battery is not capable
> of carrying the engine + other endurance loads for at least
> 30 minutes.
>
> Hmmmm . . . if we KNOW that #1 battery is overtaxed for
> the task of supplied combined energy needs but that
> #1 plus #2 battery WILL rise to the occasion, then what
> is the value in having two batteries? Would a single
> battery with a KNOWN capacity for the combined loads not
> be a simpler, lighter and lower cost choice?
>
> In other words, what combination of conditions pose such
> risk that a second battery is needed to mitigate the risk?
> Two batteries DOUBLES your battery maintenance expenses
> and adds empty weight . . . all intended to mitigate a
> rather rare event . . . alternator failure.
>
> This line of reasoning is germane to the discussions
> we were having on Fred's Exp-Bus integration which prompted
> the crafting of Figure Z-7. It also applies to Les's question
> about diodes suitable for battery isolation. Obviously, the
> golden solution will include some assessment of loads over and
> above those required to run the engine . . . along with
> some decisions as to whether you're expecting to keep the panel all lit
> up . . . or have crafted a plan-B that matches your skills
> and confidence levels for getting down with a bare minimum
> of panel equipment combined perhaps with flight bag back-up
> hardware.
>
> If Figure Z-7 were substituted for the figure above, are
> there any unforeseen risks? Comments on the Viking drawing,
> Figure Z-7 and perceptions of your individual FMEAs are solicited . . .
> Bob . . .
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
Hi Bob,
Thank you for your comments. Based on your response and questions
asked, I think you may have missed some points that I presented in my
initial post. I will try to elaborate and present my thoughts more clearly.
You ask several questions concerning the "why". As I mentioned,
ultimately, it is because I "want", not solely based on any particular
design based on physics, simple ideas, or statistical likelihood of any
component failing. When building or modifying an OBAM aircraft, "want"
is an important factor. This is why most of us build/fly experimental
aircraft versus spam cans, and as with most experimental aircraft, one
size does not necessarily fit all.
I want dual batteries and am not comfortable with just one. This is
not physics, these are those messy human "wants" and "feelings", which
can't be quantified easily, if at all.
I do not want an always hot power bus. I want a system that when
the contactor is off, the battery is isolated except for the wires going
to the contactor.
I want automatic redundancy to certain devices similar to that
offered in the engine section of Z-19.
Essentially, the "why" of the above doesn't really matter. These
are things that I "want" in my aircraft, and I'm trying to figure out
the best way to accomplish these goals safely. I am hoping that you and
others on the list are willing to help me to achieve this. The diagram
I presented is my first draft towards this goal, and is my first ever
attempt at an electrical design. It might be total felgercarb, which is
why I am asking for help.
I do have a few guidellines in my thinking. One is that from
others' experience, we know that in a one battery situation, the EFIS
and EIS can "brown out" and reboot when cranking the engine. I desire to
have the EFIS and EIS up and running before cranking the engine, thus a
second power source is required at least for these two items, which is
one small part of the design goals.
> How is the engine dependent? Ignition? Fuel Injection?
> Do you have the energy requirement numbers?
As mentioned, the engine is electrically dependent upon the
ignition system, comprised of the ECU and coil circuits. There is no
fuel pump (and no fuel injection). In particular, it is a Lycoming
O-320 in a Glastar, using gravity for fuel feed into a Rotec TBI
(Throttle Body Injector), which uses no electrical power. As outlined
in the initial post, the energy requirements are 1.2 amps to keep the
ignition running, but simply keeping the engine running is only part of
the goal.
> Any always hot busses are battery busses and they're
> part and parcel of a considered FEMA and meeting
> design goals. It's my wish that we can assist with
> the crafting of your design goals based more on
> understanding and planning and not so much on worries
> that drive your discomfort.
I have no desire or need for an always hot battery bus. When power
is turned off, I do not wish to have any parasitic load that can drain
the battery between flights, and I do not want to have any live buses.
These are design goals that I consider important for my electrical
system, but I fully agree that others may not share these same goals.
That's okay. :-)
> Redundant to meet what failure event. There's nothing
> that prevents one from having as many batteries, alternators,
> busses and switches as their creativity and physical space
> allows . . . but in the TC aircraft world, the first goal
> is to minimize weight, parts count, system complexity
> and cost of ownership. At the same time, risk assessment
> must necessarily drive all the above goals in the wrong
> direction. The elegant design adds just enough but no more.
All that is true, however, the most elegant design from an
engineering perspective may not be the most desired design from a user
perspective. I've stated up front that parts of the design are based on
what I "want", not just what is the most practical design based on
physics or simple ideas. As long as the engineering can support it,
including the "wants" can be just as important in meeting a design goal
as "elegance".
I am sitting here with Z-19 in one hand, and my proposed drawing in
the other, and to me my drawing looks much simpler than Z-19 with less
parts count, and in my mind seems to offer similar yet slightly
different functionality to incorporate my "wants" versus the Z-19
boilerplate. As I said, this is my first attempt ever at a design, so I
might be way off on this, and please, do not take this as an attack on
Z-19. I am simply using it as a comparison to your comment about parts
count and system complexity, especially since my diagram was based off
Z-19 initially.
>
> So have you arrived at a ball-park number
> for total electrical system energy requirements?
> You speak to a 60 minute battery-only ops goal
> but can/should it be longer?
The hour was picked as my personal comfort level. An hour should
be adequate to get the plane safely on the ground even in IFR
conditions. I do not have the exact numbers on all of the installed
equipment in the entire airplane, however, the total load on the
redundant bus is about 6 amps including the electronic ignition (COM not
transmitting). Unless I am missing something, I don't believe that
having those exact numbers at this time will change the basic design of
the electrical system. It will have an impact on the size of the
batteries chosen, and the values of fuses/CBs, though. Would you agree,
or have I misunderstood something?
Bear in mind that if the alternator fails, I have two separate
batteries that can provide power, so the total time should actually be
much longer than an hour especially if I turn off "extra" loads on the
main bus, but should be at least an hour from the aux battery if I don't
turn off anything. If one or the other battery or associated wiring and
circuitry should fail, the alternator and single battery remaining
should be able to run everything until the completion of the flight,
although more than likely I would make a precautionary landing in the
event of any type of problem.
> You have described adjustments to an architecture
> but it's not clear as to the reasoning behind those
> moves. It seems as if you don't want any single failure
> to cause to you drop to an energy efficient, endurance
> mode . . . are you trying to keep everything lit up
> no matter what?
I thought I described this clearly, but apparently I've not
communicated well. I'm trying to keep everything on the redundant bus
lit up as those are what I consider the critical items, and I mentioned
that this list of items may change as I use the system and/or receive
recommendations from others. In particular, in my initial email I
listed the electronic ignition, GPS, NAV, COM, and the Intercom to have
redundant power. At the moment, these are what I would consider minimum
to get the airplane safely on the ground in IFR conditions.
> You speak of a large main battery and a smaller
> auxiliary battery. What's the physics behind these
> sizing decisions?
Partly because I am rewiring an existing electrical system on an
already flying airplane. The main battery is located just behind the
baggage area, and I do not desire to relocate this.
The aux battery only needs to be large enough to run the redundant
bus for an hour, and will be mounted under the panel for CG reasons, so
it is helpful to have it be as small as practical from a physical
perspective.
As stated earlier, the electrical sizing of the batteries will be
made after all of the electrical loads are calculated, and are located
on either the main or redundant buses. Again, I'm not sure how the size
of the batteries will have any impact on the basic design of the
electrical system. Will selecting a 10ah versus a 12ah battery for the
aux, for example, have any effect at all on the basic electrical design
as depicted in the diagram?
> Z-7 elects to drive a single engine bus
> through diodes from two power paths. What in
> your knowledge or experience suggests that
> charging batteries through diodes offers
> more attractive options?
None, which is why I indicated diodes in the initial design. As I
stated, "I don't even know if diodes exist that will be able to handle
those loads". If they will, excellent, I chose correctly the first time
and I really have learned some things from following this list for the
past decade or so. If not, I was sure someone on here would point that
out and offer an alternative. Bear in mind that I'm still learning...
So we've gone through a couple of pages of questions and answers, but I
feel like I haven't really gotten any feedback at all on the diagram
itself as presented.
Will it work?
Are there any obvious or not so obvious flaws?
What are your concerns, if any, in the diagram as presented?
Have I communicated the basic design goals clearly enough to follow,
taking in to account the end-user "wants" in addition to ensuring that
the basic design will function properly?
http://deej.net/glastar/pics/electrical/redundant-large.jpg
Thanks,
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Illuminated Rocker switches - revisited |
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole) to
control the circuits I need, and the 2 upper vertical tabs to illuminate the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both situations
:
- In night operation, the switch lamp will illuminate when I turn
On the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I turn On
the Landing Light in day operation, and want the switch lamp to be lit to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit .. L
So I need you electron experts to help me design the correct circuits for
version C.
Thanks
Carlos
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | Illuminated Rocker switches - revisited |
Simply place a diode in the lead from the dimmer to avoid back feeding the
rest of the dimmed lamps.
(This circuit "C" will illuminate the switch at full brightness whenever the
switch is "on" regardless of dimmer position.)
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 7:00 AM
Subject: AeroElectric-List: Illuminated Rocker switches - revisited
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole) to
control the circuits I need, and the 2 upper vertical tabs to illuminate the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both situations
:
- In night operation, the switch lamp will illuminate when I turn On
the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I turn On
the Landing Light in day operation, and want the switch lamp to be lit to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit .. :-(
So I need you electron experts to help me design the correct circuits for
version C.
Thanks
Carlos
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Illuminated Rocker switches - revisited |
Thanks Bob McC
So, in version "C", what changes should I make in the circuits, if I want
the panel lights dimmer to dim the switch lamp whenever the switch is "On"?
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 14:13
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Simply place a diode in the lead from the dimmer to avoid back feeding the
rest of the dimmed lamps.
(This circuit "C" will illuminate the switch at full brightness whenever the
switch is "on" regardless of dimmer position.)
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 7:00 AM
Subject: AeroElectric-List: Illuminated Rocker switches - revisited
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole) to
control the circuits I need, and the 2 upper vertical tabs to illuminate the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both situations
:
- In night operation, the switch lamp will illuminate when I turn
On the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I turn On
the Landing Light in day operation, and want the switch lamp to be lit to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit .. L
So I need you electron experts to help me design the correct circuits for
version C.
Thanks
Carlos
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | Illuminated Rocker switches - revisited |
Not quite sure what it is you're trying to achieve.
Circuit "A" gives night time illumination of the switch controlled by the
dimmer but no indication if the switch is on or off.
Circuit "B" gives full brightness indication of whether the switch is on or
off but no night time illumination to identify the switch if it's off.
Circuit "C" (with the addition of the diode) gives night time identification
of the switch controlled by the dimmer and also full brightness indication
of the on/off state day or night. (basically the functionality of both "A" &
"B" combined)
Are you asking for "C" to give night time illumination of the switch
controlled by the dimmer, day time ONLY indication of the on/off state at
full brightness and no indication of the on/off state at night???? This
seems a bit odd as the illumination of the switch would indicate different
things at different times depending upon the position of other switches.
Could be confusing???
OR
Are you asking that the "ON" condition of the switch is indicated by
illumination of the lamp but also dimmed by the dimmer????
If this is the case then use circuit "B" but supply the lamp power from the
dimmer circuit rather than B+ as you've shown.
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 9:54 AM
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Thanks Bob McC
So, in version "C", what changes should I make in the circuits, if I want
the panel lights dimmer to dim the switch lamp whenever the switch is "On"?
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 14:13
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Simply place a diode in the lead from the dimmer to avoid back feeding the
rest of the dimmed lamps.
(This circuit "C" will illuminate the switch at full brightness whenever the
switch is "on" regardless of dimmer position.)
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 7:00 AM
Subject: AeroElectric-List: Illuminated Rocker switches - revisited
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole) to
control the circuits I need, and the 2 upper vertical tabs to illuminate the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both situations
:
- In night operation, the switch lamp will illuminate when I turn On
the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I turn On
the Landing Light in day operation, and want the switch lamp to be lit to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit .. :-(
So I need you electron experts to help me design the correct circuits for
version C.
Thanks
Carlos
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Wiring Verification |
Hi Bob,
I attended one of your seminars in Nashville, TN some years ago as
well as purchased a second updated copy of your book which I refer to
often. However, not being an electrical engineer, I'd like to verify
my wing rewiring plan for my 12 volt all metal Luscombe if possible.
Hi Ron . . . it's been some time! I'm sure we can sort
out your concerns . . .
The wing run is approximately 16 feet to the wing root from the wing
tip, 14 feet from the landing light to wing root, and another 6+ feet
to the switches on each side from the wing root. I plan to install a
disconnect of some sort at each wing root to allow for an
uncomplicated removal of the wing. Also, by the way, I will be
installing a Plane Power Alternator and a B&C Starter in this rebuild
if that should make any difference.
I am wiring an Aeroflash power supply, (1.8 amp-23.4 watts) in each
wingtip . . .
Okay, a power wire coming in from each load to join at the
panel switch for STROBES. 4A total load with half carried
by the individual wires. I would recommend 20AWG for these
conductors . . . not so much for electrical capability but
for mechanical robustness. The difference in weight has
no demonstrable down-side . . .
piggybacking onto my 26 watt Whelen position lights,
. . . again, 20AWG conductors to each fixture brought
all the way to the POSITION LTS switch.
and a 100 watt landing light in each wing.
These are about 8A each. Is one adjusted for taxi illumination
with the other directed for landing?
Suggest 16AWG wire to each fixture. Control each with
its own switch.
I plan to switch to LED landing lights in the future but not anytime
soon. My plan is to run three wires adjacent to one another up to
the landing light where they will divide and separate. They will not
run in a conduit but will run bundled only by a periodic small wedge
clamp through the wing leading edge. I am utilizing Tefzel 22759 wire.
Use the same wires and switches for the LED fixtures.
There is no sin in having wires that are 'too heavy' . . .
only in having wires that are 'too light'.
I have determined the plan through my mathmatical calculations
utilizing your book. To be on the safe side, I expect to be using a
16 gauge wire for my power supply and position lights and a 14 gauge
wire for my landing lights. None of these wires are to be shielded
at this point. Aeroflash indicated that if the power supply was
mounted in the wing tip, it was unnecessary to utilize a shielded
wire in the run. I do not know if I need shielding on the landing
lights and need your advice.
The 20AWG wire is 10 milliohms per foot. Your proposed
20-foot runs to the nav and strobe lights offers a
.010 x 20 x 2 = .4 volt drop in each segment for
3% in your 14-volt system. Entirely within practical guidelines.
Going the next step larger in wire would only drop your
losses by 40% of 3% to just under 2% . . . an unobservable
difference.
16AWG on the landing lights is more like 0.004 x 20 x
8 for a drop of 0.64 volts or 4.5% . . . again
quite within limits for legacy design goals of 5%
max loss in wiring. Of course, that will become
a non-issue with the LED upgrade.
Let me also indicate that I am in the group who wants to get it
correct the first time so I am seeking qualified advice prior to
pulling the wire. If possible, please advise your recommendations or
if my plan is solid. Also, what sort of disconnect would you
install at each wing root?
Do you plan to remove the wings often? The most robust
service connections are knife splices covered in heat-
shrink. Given the small number of wires, I'd personally
go that route.
Emacs!
I may have other wiring questions and will be happy to pay for this service.
Not necessary. Let's carry out the conversation here
on the List for sharing . . .
Wishing you the very best in 2014 and thanking you in advance for
your reply, I remain,
You too my friend! Nice airplane by the way . . . got
a lot of time in a 120+ (electrical system added)
flying Young Eagles. Real blast . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
So we've gone through a couple of pages of questions and answers, but
I feel like I haven't really gotten any feedback at all on the
diagram itself as presented.
Clearly, your design goals are substantially different than
those which drive the z-figures . . . which is not a bad
thing . . . just different.
Will it work?
I've never encountered an alternative approach that did
not function as intended . . . where function is defined
as, "flip that switch and expect this action to follow."
You can easily confirm functionality with some judicious
ground tests. Get an ac mains power supply to emulate
the alternator and do the electrical system 'Walter Mitty'
thing with the wheels on the ground.
Are there any obvious or not so obvious flaws?
The z-figures are evolutionary . . . they form a
kind of pyramid that spans the simplest to most
complex, each tailored to a combination of aircraft/
mission/pilot. When useful 'tweaks' were identified
the figures evolved independently as well.
What are your concerns, if any, in the diagram as presented?
As with any new adventure in design, some 'gotchas' may
be discovered by analysis and comparison with lessons
learned . . . others may not bubble up until the system
is operated either as laboratory mock up (which we do
in TC aircraft) or fly on the test-bed aircraft (like
Burt Rutan does it).
Those-who-know-more-about-airplanes-than-we-do are
fond of the 75-hour test stand runs for engines
and 40-hour fly-offs for airframes. But BOTH protocols
presume that the person conducting the test isn't
just along for the ride but is also getting answers
to questions.
The risks associated with discovery of glitches are low.
Only a the smallest fraction of sad days in aviation
have roots in failure of a component of the electrical
system. Your development process will be refined on
the flying test-bed . . . so flight into marginal
environment for the first hundred hours or so is
discouraged . . . with experiments conducted to
validate every design goal.
The highest risks will arise not from design and
selection of components but from craftsmanship
. . . as illustrated by numerous NTSB narratives
on unhappy events. These were not based on the massaging
of a 'z-figure' but more for lack of understanding of
processes.
Have I communicated the basic design goals clearly enough to follow,
taking in to account the end-user "wants" in addition to ensuring
that the basic design will function properly?
Based on inspection of your work-product and review of
your design goals I have no particular concerns with
respect to either risk or functionality.
You've embarked on a new "z-figure" with a design philosophy
based not so much on economies of energy, weight, functionality
and risk but on decisions and desires personal to you. This
makes your project more a one-of-a-kind work of art as
opposed to a competitively merchantable collection of
ideas. There is nothing 'golden' about either . . .
they just need to satisfy the end-user's perceptions for
return on investment.
As with any such endeavor, cautious and introspective
experimentation is the key to your success.
Bob . . .
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: Viking engine duel battery setup |
It occurs to me that this topic gets pretty design-specific in a hurry and
without specifying a design, this will turn into an exercise in arm waving.
- =0A=0A=0ATherefore, I have included some general comments sprinkled amo
ng Bob's remarks, below.=0A=0A=0A-Jeff=0A=0A_______________________________
_=0A From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>=0ATo:
aeroelectric-list(at)matronics.com =0ASent: Saturday, January 4, 2014 5:15 AM
=0ASubject: Re: AeroElectric-List: Viking engine duel battery setup=0A =0A
olls.bob(at)aeroelectric.com>=0A=0AAt 01:49 PM 1/3/2014, you wrote:=0A> for ma
ny of the same reasons that (I imagine) you put a "buss tie" contactor in t
he Z-14 drawings.=0A=0A- But what might those reasons be? In other words,
we=0A- add a component to a system to effect some desired=0A- function
ality that figures into the overall performance,=0A- failure tolerance an
d risks.=0A=0A- If diodes were incorporated in the manner suggested=0A-
to feed the two batteries, how would we expect these=0A- to operate and
for what purpose?=0A=0AThe diodes are to isolate the batteries and their sy
stems from each other.- If you simple run a wire from the alternator B te
rminal to batt A and then to batt B you have paralleled the batteries when
your intent was only to charge them.- It could be an unintended side-effe
ct.- If your mission is to charge the batts then make sure your circuit d
oes that.- If your mission is to parallel the batts then do that, but don
't let one just happen as a side effect of the other.=0A=0A- I'm not tryi
ng to be obtuse here my friend. I=0A- AM encouraging all of my readers to
understand=0A- the application of every component they choose=0A- to a
dd to their system. Suppose I offered a description=0A- for the buss-tie
contactor like, "This contactor=0A- offers pilot control of the phramista
t to prevent=0A- inadvertent operation of the whatsadozit and=0A- poten
tial damage to the dingusfuzzy."=0A=0A- The inquiring builder would proba
bly want some=0A- detailed expansion on that statement . . . un-=0A- fo
rtunately, others will assume the statement=0A- correct and useful based
on the reputation=0A- (deserved or otherwise) of the writer.=0A=0AIt is d
ifficult to control the assumptions made by readers.=0A=0A- I encourage y
ourself and others to KNOW why=0A- a part is included and UNDERSTAND what
useful=0A- things it will do for you. Hence my question=0A- as to any
value you perceive for having those=0A- diodes in place as suggested.=0A
-=0AI know why - been there done that - and repaired the damage from some
=====
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Illuminated Rocker switches - revisited |
Carlos, based on my experience with these switches (350+ hours, <10%
@night), I'd suggest taking a different approach to using the lights.
I know you aren't necessarily looking for a different approach so I'll
first mention 2 problems with using the lights to indicated on/off
functionality:
1) The lights at full brightness are blinding at night. I'd suggest
that they must be (adjustably) dimmed in all modes unless they are
intended to signify a fault of some sort. I think that's what you are
trying to accomplish in Version C. In that case, I'm not sure how you
would accomplish full bright during daytime versus on and dimmed at
night. Additionally, the dimmer would need to be setup so that at it's
lowest setting, it would still be visible during day and night (difficult).
2) The switch lights are subject to a high frequency of failure. If the
application was for gear retract and 'light-on' meant 'all green', I'm
sure one would want to use a Honeywell series with an integrated lamp
wired to indicate on/off status. What's the problem with this series?
Well, once you've switched to LEDs, you've eliminated incandescent bulb
failures and that's good. None of my LED bulbs have failed. But the
bulbs do not seat reliably in these switches, at least not reliably
enough on our vibrating panels . If used for landing gear status -
you'd end up aborting the occasional landing for lamp socket unseats.
They may be okay for indicating a landing light is on but my experience
is that they will occasionally unseat. In my case, I use some
un-switched indicators with the same lamp socket. For my low oil fault
indicator, I glued the lamp in place to prevent unseats and avoid
missing a fault indication.
That said, I'm very happy with my panel switches but I took a slightly
different approach that aligns well with the switches' characteristics.
On my panel, the occasional bulb unseat is just a nuisance that is
easily detected and corrected.
The lighting on these switches are just 'back lighting' on my panel. At
night, their backlighting completely eliminates the need for post lights
or map lights to find, monitor and operate switches. At high intensity,
they look great in full daylight though they are not really needed.
Dimmed at night they are simply GREAT!
The key point is that the labeling on the switches makes each switch's
function and status clearly visible, day or night. When 'off', the word
'off' appears at the top of the switch. When 'on', only the function
label is visible on the switch. There's no real need to have a light
come on or off to indicate status. The status is visible and
'touchable'. The backlighting combined with the switch design and
switch labeling make it east to find, monitor and operate each switch.
And when a bulb unseats, I can easily see that one of my switches is
unlit and needs to be tweaked. But otherwise, the (mal)functioning of
the back light is meaningless.
So, to anyone using this good looking series of Honeywell rockers, I
suggest the following:
- Using the lamps only for backlighting the switch top. It must be
dimmable. Use LEDs with integral resistors.
- Get custom labeling for each switch top. For simple on/off function,
put 'off' at the top of each switch.
- Consider using the good looking AML41 series of indicators for
indicator lamps. They visually match the AML34 switch series, use the
same lamps, etc. The indicator tops are available in colors (green,
yellow, red). A two bulb model can be used for stuff like "Door L/R"
open indications. For 'Door' and 'Oil Pressure', I used red tops, left
the indicators undimmed and glued the LED bulbs in place. For 'Master
Warn', 'Low Voltage', and 'Boost Pump', I used yellow and green
indicator tops and made them dimmable since they may come on and stay on
at night.
Sources for these switches, indicators, LED bulbs, and labeling have all
been listed on this forum. I had to do some additional searching for
the switch models I needed for AP Nav Source switching and Flaps.
Having the Flap switch physically resemble all my other switches looks
good, but some will prefer a different type of switch. Works well for
me though.
Carlos, I know you weren't necessarily looking for that much input but
hope it's useful.
Bill "N215TG is halfway thru year 3" Watson
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Viking engine duel battery setup |
>
>
> If diodes were incorporated in the manner suggested
> to feed the two batteries, how would we expect these
> to operate and for what purpose?
>
>The diodes are to isolate the batteries and their systems from each
>other. If you simple run a wire from the alternator B terminal to
>batt A and then to batt B you have paralleled the batteries when
>your intent was only to charge them. It could be an unintended
>side-effect. If your mission is to charge the batts then make sure
>your circuit does that. If your mission is to parallel the batts
>then do that, but don't let one just happen as a side effect of the other.
Agreed. I can deduce no practical purpose for
these diodes. As long as the alternator is
operating normally, it charges both batteries.
If alternator fails, you get a low-voltage
warning light and you then separate the
batteries onto their respective tasks.
In other words, the system can service as many
batteries in parallel as dictated by the
alternator-out operating conditions. Simply
parallel through hard contacts for normal ops;
separate for alternator-out ops.
A 'dead' battery will not accept 'charge' from
a fully charged battery. If the batteries are
remarkably different in size, the smaller one
might want to be OFF during cranking.
Bob . . .
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: Proposed new Z diagram? |
... cautious and introspective experimentation is the key to your success..
.=0A=0Asounds like something you'd find in a fortune cookie, grasshopper
- ;)=0A=0A=0A=0A=0A________________________________=0A From: "Robert L. N
uckolls, III" =0ATo: aeroelectric-list@matro
nics.com =0ASent: Sunday, January 5, 2014 10:33 AM=0ASubject: Re: AeroElect
ric-List: Proposed new Z diagram?=0A =0A=0A--> AeroElectric-List message po
sted by: "Robert L. Nuckolls, III" =0A=0A=0A
So we've gone through a couple of pages of questions and answers, but I fee
l like I haven't really gotten any feedback at all on the diagram itself as
presented.=0A=0A- Clearly, your design goals are substantially different
than=0A- those which drive the z-figures . . . which is not a bad=0A-
thing . . . just different.=0A=0AWill it work?=0A=0A- I've never encounte
red an alternative approach that did=0A- not function as intended . . . w
here function is defined=0A- as, "flip that switch and expect this action
to follow."=0A- You can easily confirm functionality with some judicious
=0A- ground tests. Get an ac mains power supply to emulate=0A- the alte
rnator and do the electrical system 'Walter Mitty'=0A- thing with the whe
els on the ground.=0A=0AAre there any obvious or not so obvious flaws?=0A
=0A- The z-figures are evolutionary . . . they form a=0A- kind of pyram
id that spans the simplest to most=0A- complex, each tailored to a combin
ation of aircraft/=0A- mission/pilot. When useful 'tweaks' were identifie
d=0A- the figures evolved independently as well.=0A=0AWhat are your conce
rns, if any, in the diagram as presented?=0A=0A- As with any new adventur
e in design, some 'gotchas' may=0A- be discovered by analysis and compari
son with lessons=0A- learned . . . others may not bubble up until the sys
tem=0A- is operated either as laboratory mock up (which we do=0A- in TC
aircraft) or fly on the test-bed aircraft (like=0A- Burt Rutan does it).
=0A=0A- Those-who-know-more-about-airplanes-than-we-do are=0A- fond of
the 75-hour test stand runs for engines=0A- and 40-hour fly-offs for airf
rames. But BOTH protocols=0A- presume that the person conducting the test
isn't=0A- just along for the ride but is also getting answers=0A- to q
uestions.=0A=0A- The risks associated with discovery of glitches are low.
=0A- Only a the smallest fraction of sad days in aviation=0A- have root
s in failure of a component of the electrical=0A- system. Your developmen
t process will be refined on=0A- the flying test-bed . . . so flight into
marginal=0A- environment for the first hundred hours or so is=0A- disc
ouraged . . . with experiments conducted to=0A- validate every design goa
l.=0A=0A- The highest risks will arise not from design and=0A- selectio
n of components but from craftsmanship=0A- . . . as illustrated by numer
ous NTSB narratives=0A- on unhappy events. These were not based on the ma
ssaging=0A- of a 'z-figure' but more for lack of understanding of=0A- p
rocesses.=0A=0AHave I communicated the basic design goals clearly enough to
follow, taking in to account the end-user "wants" in addition to ensuring
that the basic design will function properly?=0A=0A- Based on inspection
of your work-product and review of=0A- your design goals I have no partic
ular concerns with=0A- respect to either risk or functionality.=0A=0A-
You've embarked on a new "z-figure" with a design philosophy=0A- based no
t so much on economies of energy, weight, functionality=0A- and risk but
on decisions and desires personal to you. This=0A- makes your project mor
e a one-of-a-kind work of art as=0A- opposed to a competitively merchanta
ble collection of=0A- ideas. There is nothing 'golden' about either . . .
=0A- they just need to satisfy the end-user's perceptions for=0A- retur
n on investment.=0A=0A- As with any such endeavor, cautious and introspec
tive=0A- experimentation is the key to your success.=0A=0A=0A- Bob . .
==============
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
At 04:59 PM 1/5/2014, you wrote:
>... cautious and introspective experimentation is the key to your success...
>
>sounds like something you'd find in a fortune cookie, grasshopper ;)
That would be a good one for the cookie . . . but
in fact a simple reality taught and practiced by
every competent practitioner of both the arts and
sciences. It's the hammer-n-tongs for implementation of
spontaneous order, a concept that has been around
for better than 2300 years . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Wiring Verification |
At 03:47 PM 1/5/2014, you wrote:
Bob,
Thanks for your consideration and kind reply.
I was figuring a total of 24 feet of wire run for the wing tip lamps
and power supply to the switch including the disconnect at the wing
root, and a 20 foot run for the landing lights including the
disconnect at the wing root. Perhaps I was vague on this measurement
and did not explain it very well or perhaps the wires don't add
together for the total drop. I confess my knowledge about wiring is
lacking in general although I am attempting to come up to speed with
respect to this task at hand. I neglected to include both runs
together for the total of .8 volt drop. However using the 24 foot
run, I come up with .96 volt or near 1 volt. Divided by a 13 volt
system, I read that as .076 or beyond the 5% legacy. The Aeroflash
documentation suggested the use of an 18 AWG but I'm not aware of
what wire length run was used for the calculation. Luscombes have a
35 foot wingspan. So I figured a 16 gauge would include my margin of error.
If this is a metal airplane, grounding the devices locally
provides a much lower ground path resistance . . . essentially
negligible . . .
I do not plan on removing the wings often, perhaps not at all,
however, I'd like to provide for it now to eliminate a random cutting
when it occurs, because it will occur. In looking at the old
Luscombe documentation, initially some sort of junction block was
located at each wing root but those connections have long ago been
changed when the wings were swapped out.
If you can wire it up without junctions, so much the
better. Just put a service loop of wire at the wing
root . . . 3-4 inches in diameter. This will offer
'slack' from which future splices can be implemented
should it become necessary.
I was thinking of a using a triple Seal-All type conductor for the
disconnect at the wing root but hadn't considered the knife
splices. Actually, to my knowledge, I have never employed a knife
splice in any of my wiring.
The ideal configuration is no connector at all. Once
you break the wires, putting them back together is
pretty much a toss-up. Cessna started using Mate=n=Lok
plastic connectors at the root and other locations
as a production aid back about 1967. The car-guys have
been doing it too for decades. Risks are low no matter
what technology you choose.
This leading edge location is very tight also providing for the
aileron control cables and fuel lines coming in through the leading
edge with a pulley positioned right at the juncture of the leading
edge carrying the control cables. So, I anticipated bringing the
three wires into the fuselage through the leading edge and securing
on the last wing root rib and positioning my disconnect at that
location. The wires would then reconnect through the splice and
continue on through and around the front door upright and down to the
rear of the instrument panel.
You did not mention anything about shielded wiring. Would the
total wire runs as I have listed above adjust your recommendations on
the wire sizing?
None of those wires would benefit from shielding.
When I purchased radios I also purchased a wiring harness to connect
to my buss and fuses or switches as appropriate. Hopefully, that
will be more straight forward but I'm sure I'll have questions there.
No problem . . . that's what we're here for . . .
Thanks again for your reply on this cold winter afternoon in Kansas.
You got that right. It was about 4F when I got up
this morning . . . supposed to get down to 0F
tonight. But looking at the nation-wind chill-indexes,
we've got it easy.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
When I decided to post my draft diagram on the list, my hope was to
get a peer review from others, and an independent verification that the
circuit design would function properly and as desired. In a basic
sense, I would really like to have someone with far more experience than
I to go over the diagram, and reply with a clear "YES, it will work as
you expect", or "NO, you missed (blah), or you will smoke the circuit
because of (blah)." I believe I have learned a lot on this list over
the years, enough to feel confident to post a circuit diagram, but I am
far from an expert and am still learning. A "look over the shoulder"
from a guru now and then is a great help to a student to tell if they
are on the right track, or not, much the same as constructing a wing or
installing critical flight controls. In other words, I am pleading for
a technical review if there are people out there willing to do so.
Bob, I've read through your recent response several times, and it
is not clear to me if you did a review of the circuit diagram, or are
simply telling me in a sense, "good luck" in far more elegant and
lengthy prose (which I do appreciate! :-) ). Based on one sentence, I
think you have looked it over, ie "Based on inspection of your
work-product and review of your design goals I have no particular
concerns with respect to either risk or functionality." I think what
you are saying here is that yes, the circuit should work as desired, but
I'm not certain (You could simply be saying that you have no concerns
about it working, which is not quite the same thing). Would you be
willing to answer the question with a simple "yes" or "no", will this
circuit diagram work properly and as desired given the guidelines and
design goals that we've talked about over the past few messages?
An interesting and unexpected side effect - I've received emails
direct from others that say they are also interested in this type of
architecture, specifically the automatic "redundant" bus feature for
critical devices to get power from either the primary or secondary power
buses. Since this appears to have an interest going beyond my personal
implementation, I'd be honored if you would consider pursuing this
further, and possibly entertaining the idea of including something like
this as a Z diagram in a future version of the Connection.
Thank you,
-Dj
On 1/5/2014 1:33 PM, Robert L. Nuckolls, III wrote:
>
>
>
> So we've gone through a couple of pages of questions and answers, but
> I feel like I haven't really gotten any feedback at all on the diagram
> itself as presented.
>
> Clearly, your design goals are substantially different than
> those which drive the z-figures . . . which is not a bad
> thing . . . just different.
>
> Will it work?
>
> I've never encountered an alternative approach that did
> not function as intended . . . where function is defined
> as, "flip that switch and expect this action to follow."
> You can easily confirm functionality with some judicious
> ground tests. Get an ac mains power supply to emulate
> the alternator and do the electrical system 'Walter Mitty'
> thing with the wheels on the ground.
>
> Are there any obvious or not so obvious flaws?
>
> The z-figures are evolutionary . . . they form a
> kind of pyramid that spans the simplest to most
> complex, each tailored to a combination of aircraft/
> mission/pilot. When useful 'tweaks' were identified
> the figures evolved independently as well.
>
> What are your concerns, if any, in the diagram as presented?
>
> As with any new adventure in design, some 'gotchas' may
> be discovered by analysis and comparison with lessons
> learned . . . others may not bubble up until the system
> is operated either as laboratory mock up (which we do
> in TC aircraft) or fly on the test-bed aircraft (like
> Burt Rutan does it).
>
> Those-who-know-more-about-airplanes-than-we-do are
> fond of the 75-hour test stand runs for engines
> and 40-hour fly-offs for airframes. But BOTH protocols
> presume that the person conducting the test isn't
> just along for the ride but is also getting answers
> to questions.
>
> The risks associated with discovery of glitches are low.
> Only a the smallest fraction of sad days in aviation
> have roots in failure of a component of the electrical
> system. Your development process will be refined on
> the flying test-bed . . . so flight into marginal
> environment for the first hundred hours or so is
> discouraged . . . with experiments conducted to
> validate every design goal.
>
> The highest risks will arise not from design and
> selection of components but from craftsmanship
> . . . as illustrated by numerous NTSB narratives
> on unhappy events. These were not based on the massaging
> of a 'z-figure' but more for lack of understanding of
> processes.
>
> Have I communicated the basic design goals clearly enough to follow,
> taking in to account the end-user "wants" in addition to ensuring that
> the basic design will function properly?
>
> Based on inspection of your work-product and review of
> your design goals I have no particular concerns with
> respect to either risk or functionality.
>
> You've embarked on a new "z-figure" with a design philosophy
> based not so much on economies of energy, weight, functionality
> and risk but on decisions and desires personal to you. This
> makes your project more a one-of-a-kind work of art as
> opposed to a competitively merchantable collection of
> ideas. There is nothing 'golden' about either . . .
> they just need to satisfy the end-user's perceptions for
> return on investment.
>
> As with any such endeavor, cautious and introspective
> experimentation is the key to your success.
>
>
> Bob . . .
>
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | Proposed new Z diagram? |
First; it would appear that what you have drawn will function.
Is that function what you intend?? Or expect?? I'm not sure. It will power
the components you mention from either of two sources redundantly, but is it
what you want?? My second point below may be the gotcha you're alluding to
and may not have considered but I don't know.
Second; turning off either the primary or secondary power (master?) switch,
as the circuit is drawn, will not turn off the respective primary or
secondary buss so long as the alternator is functioning. The alternator will
support the buss directly without benefit of the corresponding battery. The
master switches only serve to disconnect the batteries not turn off the
buss. If this is your desired goal then it will work.
This is not necessarily any sort of functional problem, just that you may
turn off one of these two master switches expecting the corresponding buss
to shut down and it won't. As long as you know that this is "normal" for the
way you've wired the circuit and are expecting this result then all is well.
Is there any conceivable instance when you would wish to shut down a buss
utilizing the corresponding master switch?? I so, then you need to be aware
that for this to happen you must also shut down the alternator.
The down side is that in the case (heaven forbid) of a "crash" or "accident"
turning off the master switches does not "kill all power" as the electrical
system is still kept alive by the alternator if it is functioning and the
engine is turning. (even wind milling). Your wiring requires the
manipulation of three switches to fully shut down electrical power.
Bob McC
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-
> server(at)matronics.com] On Behalf Of Dj Merrill
> Sent: Sunday, January 05, 2014 8:56 PM
> To: aeroelectric-list(at)matronics.com
> Subject: Re: AeroElectric-List: Proposed new Z diagram?
>
>
> When I decided to post my draft diagram on the list, my hope was to
> get a peer review from others, and an independent verification that the
> circuit design would function properly and as desired. In a basic
> sense, I would really like to have someone with far more experience than
> I to go over the diagram, and reply with a clear "YES, it will work as
> you expect", or "NO, you missed (blah), or you will smoke the circuit
> because of (blah)." I believe I have learned a lot on this list over
> the years, enough to feel confident to post a circuit diagram, but I am
> far from an expert and am still learning. A "look over the shoulder"
> from a guru now and then is a great help to a student to tell if they
> are on the right track, or not, much the same as constructing a wing or
> installing critical flight controls. In other words, I am pleading for
> a technical review if there are people out there willing to do so.
>
> Bob, I've read through your recent response several times, and it
> is not clear to me if you did a review of the circuit diagram, or are
> simply telling me in a sense, "good luck" in far more elegant and
> lengthy prose (which I do appreciate! :-) ). Based on one sentence, I
> think you have looked it over, ie "Based on inspection of your
> work-product and review of your design goals I have no particular
> concerns with respect to either risk or functionality." I think what
> you are saying here is that yes, the circuit should work as desired, but
> I'm not certain (You could simply be saying that you have no concerns
> about it working, which is not quite the same thing). Would you be
> willing to answer the question with a simple "yes" or "no", will this
> circuit diagram work properly and as desired given the guidelines and
> design goals that we've talked about over the past few messages?
>
> An interesting and unexpected side effect - I've received emails
> direct from others that say they are also interested in this type of
> architecture, specifically the automatic "redundant" bus feature for
> critical devices to get power from either the primary or secondary power
> buses. Since this appears to have an interest going beyond my personal
> implementation, I'd be honored if you would consider pursuing this
> further, and possibly entertaining the idea of including something like
> this as a Z diagram in a future version of the Connection.
>
> Thank you,
>
> -Dj
>
>
> On 1/5/2014 1:33 PM, Robert L. Nuckolls, III wrote:
> >
> >
> >
> > So we've gone through a couple of pages of questions and answers, but
> > I feel like I haven't really gotten any feedback at all on the diagram
> > itself as presented.
> >
> > Clearly, your design goals are substantially different than
> > those which drive the z-figures . . . which is not a bad
> > thing . . . just different.
> >
> > Will it work?
> >
> > I've never encountered an alternative approach that did
> > not function as intended . . . where function is defined
> > as, "flip that switch and expect this action to follow."
> > You can easily confirm functionality with some judicious
> > ground tests. Get an ac mains power supply to emulate
> > the alternator and do the electrical system 'Walter Mitty'
> > thing with the wheels on the ground.
> >
> > Are there any obvious or not so obvious flaws?
> >
> > The z-figures are evolutionary . . . they form a
> > kind of pyramid that spans the simplest to most
> > complex, each tailored to a combination of aircraft/
> > mission/pilot. When useful 'tweaks' were identified
> > the figures evolved independently as well.
> >
> > What are your concerns, if any, in the diagram as presented?
> >
> > As with any new adventure in design, some 'gotchas' may
> > be discovered by analysis and comparison with lessons
> > learned . . . others may not bubble up until the system
> > is operated either as laboratory mock up (which we do
> > in TC aircraft) or fly on the test-bed aircraft (like
> > Burt Rutan does it).
> >
> > Those-who-know-more-about-airplanes-than-we-do are
> > fond of the 75-hour test stand runs for engines
> > and 40-hour fly-offs for airframes. But BOTH protocols
> > presume that the person conducting the test isn't
> > just along for the ride but is also getting answers
> > to questions.
> >
> > The risks associated with discovery of glitches are low.
> > Only a the smallest fraction of sad days in aviation
> > have roots in failure of a component of the electrical
> > system. Your development process will be refined on
> > the flying test-bed . . . so flight into marginal
> > environment for the first hundred hours or so is
> > discouraged . . . with experiments conducted to
> > validate every design goal.
> >
> > The highest risks will arise not from design and
> > selection of components but from craftsmanship
> > . . . as illustrated by numerous NTSB narratives
> > on unhappy events. These were not based on the massaging
> > of a 'z-figure' but more for lack of understanding of
> > processes.
> >
> > Have I communicated the basic design goals clearly enough to follow,
> > taking in to account the end-user "wants" in addition to ensuring that
> > the basic design will function properly?
> >
> > Based on inspection of your work-product and review of
> > your design goals I have no particular concerns with
> > respect to either risk or functionality.
> >
> > You've embarked on a new "z-figure" with a design philosophy
> > based not so much on economies of energy, weight, functionality
> > and risk but on decisions and desires personal to you. This
> > makes your project more a one-of-a-kind work of art as
> > opposed to a competitively merchantable collection of
> > ideas. There is nothing 'golden' about either . . .
> > they just need to satisfy the end-user's perceptions for
> > return on investment.
> >
> > As with any such endeavor, cautious and introspective
> > experimentation is the key to your success.
> >
> >
> > Bob . . .
> >
>
>
> --
> Dj Merrill - N1JOV - VP EAA Chapter 87
> Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
> Glastar Flyer N866RH - http://deej.net/glastar/
>
> _-
> =====================================================
> =====
> _-
> =====================================================
> =====
> _-
> =====================================================
> =====
> _-
> =====================================================
> =====
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
Bob, I've read through your recent response several times, and
it is not clear to me if you did a review of the circuit diagram, or
are simply telling me in a sense, "good luck" in far more elegant and
lengthy prose (which I do appreciate! :-) ). Based on one sentence,
I think you have looked it over, ie "Based on inspection of your
work-product and review of your design goals I have no particular
concerns with respect to either risk or functionality."
DJ, what you ask is not unlike somebody laying a recipe
in front of an experienced chef and asking, will this
accomplish what I want? But without articulating exactly
what it is you want and why.
When we produced system designs for the military we
first offered a proposal . . . followed by a preliminary
design review . . . followed by a critical design
review. I had to stand in front of a team of sharp reviewers
and defend my work product twice.
I think what you are saying here is that yes, the circuit should
work as desired, but I'm not certain (You could simply be saying that
you have no concerns about it working, which is not quite the same
thing). Would you be willing to answer the question with a simple
"yes" or "no", will this circuit diagram work properly and as desired
given the guidelines and design goals that we've talked about over
the past few messages?
Define "properly" . . . I believe your drawing accurately
illustrates the goals you've cited .
I'm looking at your drawing without benefit of knowing
the foundation for your design goals which becomes
a task not unlike reverse-engineering . . . attempt
to deduce original intent from a document . . . we
can all sit around and talk about it, like visitors
to an art gallery and hypothesize about the mind-set,
tools and techniques of the artist . . . who has
probably been dead for a few hundred years.
You've said you don't want any always hot busses . . .
in spite of the fact that a quarter million airplanes
were built with the benefit of always hot busses.
Okay, defend the design goal. You've got some power
diodes for which I can deduce no value . . . defend
the decision to put them in. Trade off the pros and cons
of your proposal with the features of other proven
philosophies, mine or anyone else.
Do you have a reason to be different or just want
to be different?
An interesting and unexpected side effect - I've received emails
direct from others that say they are also interested in this type of
architecture, specifically the automatic "redundant" bus feature for
critical devices to get power from either the primary or secondary
power buses. Since this appears to have an interest going beyond my
personal implementation, I'd be honored if you would consider
pursuing this further, and possibly entertaining the idea of
including something like this as a Z diagram in a future version of
the Connection.
I had a builder reject a proposal for a
system on his proposed light jet because "it
didn't have a big enough circuit breaker panel."
I was a bit stunned . . . the most I could offer
was the idea that he could make the panel as
large as he wanted, nobody would demand that
all the breakers were hooked up to do anything.
He got p@#$Sd off and fired me . . . for which
I was thankful. If others are finding value
in your proposal, then perhaps they can defend
its features . . . or perhaps they are captivated
by colors and brush strokes . . . I don't know.
We're not producing works of art or recipes
for gourmet meals . . . I'm always interested
in ideas that advance the state of our art and
science but it shouldn't be just one more page
in a 1000-page cookbook.
Bob . . .
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Illuminated Rocker switches - revisited |
Bob
I am probably asking for too much, but my idea is:
- To have the switch lamp as a "normal" illumination feature, which
lits together with the Panel lights, and is dimmed by the Panel lights
dimmer
- To have the switch lamp as a warning feature, which lits whenever
I turn On that particular circuit, and
- be able to dim the lamp, in both ocasions.
Independently of this being or not a good operation choice, how can this be
achieved?
What changes should I make in circuit B or C to achieve the features above?
Thanks
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 16:48
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Not quite sure what it is you're trying to achieve.
Circuit "A" gives night time illumination of the switch controlled by the
dimmer but no indication if the switch is on or off.
Circuit "B" gives full brightness indication of whether the switch is on or
off but no night time illumination to identify the switch if it's off.
Circuit "C" (with the addition of the diode) gives night time identification
of the switch controlled by the dimmer and also full brightness indication
of the on/off state day or night. (basically the functionality of both "A" &
"B" combined)
Are you asking for "C" to give night time illumination of the switch
controlled by the dimmer, day time ONLY indication of the on/off state at
full brightness and no indication of the on/off state at night???? This
seems a bit odd as the illumination of the switch would indicate different
things at different times depending upon the position of other switches.
Could be confusing???
OR
Are you asking that the "ON" condition of the switch is indicated by
illumination of the lamp but also dimmed by the dimmer????
If this is the case then use circuit "B" but supply the lamp power from the
dimmer circuit rather than B+ as you've shown.
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 9:54 AM
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Thanks Bob McC
So, in version "C", what changes should I make in the circuits, if I want
the panel lights dimmer to dim the switch lamp whenever the switch is "On"?
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 14:13
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Simply place a diode in the lead from the dimmer to avoid back feeding the
rest of the dimmed lamps.
(This circuit "C" will illuminate the switch at full brightness whenever the
switch is "on" regardless of dimmer position.)
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 7:00 AM
Subject: AeroElectric-List: Illuminated Rocker switches - revisited
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole) to
control the circuits I need, and the 2 upper vertical tabs to illuminate the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both situations
:
- In night operation, the switch lamp will illuminate when I turn
On the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I turn On
the Landing Light in day operation, and want the switch lamp to be lit to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit .. L
So I need you electron experts to help me design the correct circuits for
version C.
Thanks
Carlos
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Illuminated Rocker switches - revisited |
Bill
Thank you for all your comments, and information on your experience.
It's always important to be aware of everyone's "hands on" experience, which
helps in making decisions. For sure I will take it in consideration.
Nevertheless, even being only a theoretical knowledge, I would like to know
how could I achive my initial idea .
Carlos "thru year 2 building the -10" Trigo
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill
Watson
Sent: domingo, 5 de Janeiro de 2014 19:42
Subject: Re: AeroElectric-List: Illuminated Rocker switches - revisited
--> < Mauledriver(at)nc.rr.com>
Carlos, based on my experience with these switches (350+ hours, <10%
@night), I'd suggest taking a different approach to using the lights.
I know you aren't necessarily looking for a different approach so I'll first
mention 2 problems with using the lights to indicated on/off
functionality:
1) The lights at full brightness are blinding at night. I'd suggest that
they must be (adjustably) dimmed in all modes unless they are intended to
signify a fault of some sort. I think that's what you are trying to
accomplish in Version C. In that case, I'm not sure how you would
accomplish full bright during daytime versus on and dimmed at night.
Additionally, the dimmer would need to be setup so that at it's lowest
setting, it would still be visible during day and night (difficult).
2) The switch lights are subject to a high frequency of failure. If the
application was for gear retract and 'light-on' meant 'all green', I'm sure
one would want to use a Honeywell series with an integrated lamp wired to
indicate on/off status. What's the problem with this series?
Well, once you've switched to LEDs, you've eliminated incandescent bulb
failures and that's good. None of my LED bulbs have failed. But the bulbs
do not seat reliably in these switches, at least not reliably enough on our
vibrating panels . If used for landing gear status - you'd end up aborting
the occasional landing for lamp socket unseats.
They may be okay for indicating a landing light is on but my experience is
that they will occasionally unseat. In my case, I use some un-switched
indicators with the same lamp socket. For my low oil fault indicator, I
glued the lamp in place to prevent unseats and avoid missing a fault
indication.
That said, I'm very happy with my panel switches but I took a slightly
different approach that aligns well with the switches' characteristics.
On my panel, the occasional bulb unseat is just a nuisance that is easily
detected and corrected.
The lighting on these switches are just 'back lighting' on my panel. At
night, their backlighting completely eliminates the need for post lights or
map lights to find, monitor and operate switches. At high intensity, they
look great in full daylight though they are not really needed.
Dimmed at night they are simply GREAT!
The key point is that the labeling on the switches makes each switch's
function and status clearly visible, day or night. When 'off', the word
'off' appears at the top of the switch. When 'on', only the function label
is visible on the switch. There's no real need to have a light come on or
off to indicate status. The status is visible and 'touchable'. The
backlighting combined with the switch design and switch labeling make it
east to find, monitor and operate each switch.
And when a bulb unseats, I can easily see that one of my switches is unlit
and needs to be tweaked. But otherwise, the (mal)functioning of the back
light is meaningless.
So, to anyone using this good looking series of Honeywell rockers, I suggest
the following:
- Using the lamps only for backlighting the switch top. It must be
dimmable. Use LEDs with integral resistors.
- Get custom labeling for each switch top. For simple on/off function, put
'off' at the top of each switch.
- Consider using the good looking AML41 series of indicators for indicator
lamps. They visually match the AML34 switch series, use the same lamps,
etc. The indicator tops are available in colors (green, yellow, red). A
two bulb model can be used for stuff like "Door L/R"
open indications. For 'Door' and 'Oil Pressure', I used red tops, left the
indicators undimmed and glued the LED bulbs in place. For 'Master Warn',
'Low Voltage', and 'Boost Pump', I used yellow and green indicator tops and
made them dimmable since they may come on and stay on at night.
Sources for these switches, indicators, LED bulbs, and labeling have all
been listed on this forum. I had to do some additional searching for the
switch models I needed for AP Nav Source switching and Flaps.
Having the Flap switch physically resemble all my other switches looks good,
but some will prefer a different type of switch. Works well for me though.
Carlos, I know you weren't necessarily looking for that much input but hope
it's useful.
Bill "N215TG is halfway thru year 3" Watson
www.buildersbooks.com
www.homebuilthelp.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
> An interesting and unexpected side effect - I've received
> emails direct from others that say they are also interested in this
> type of architecture, specifically the automatic "redundant" bus
> feature for critical devices to get power from either the primary
> or secondary power buses.
Not sure what the term "automatic redundant" feature is all
about . . . for what kind of failure is there value in
offering an 'automatic' response?
Let's try another tack . . .
You said you wanted dual batteries and no always
hot busses. Okay. Consider this variant on the
Z07 work-in-process . . .
http://tinyurl.com/mevf3n8
What failures in this architecture pose any
unacceptable/unmanageable risks? In what way
are your design goals yet to be realized?
Bob . . .
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
Hi Bob McC,
Thank you for looking things over and offering feedback. You make a
very good point, and I'll have to think about this for a bit. The
original intent was to have a system that could run specific critical
equipment from either of two completely redundant power buses and
battery power sources, and that both batteries would be charging when
the alternator is enabled. Recently on the list we've been talking
about running in an alternator-only mode, and I thought it a nice
feature that my proposed architecture would allow this. However, I
missed the fact that in doing so I now had no way to disable each of the
separate buses if the alternator were running. Thank you for
highlighting that! :-)
Bob M offered a new dual battery Z-7 diagram this morning that offers
more food for thought. I haven't had time to look at it with any
detail, but I look forward to doing so later. If I am reading it
correctly, at first glance it also seems to share a similar
characteristic whereas both the main power bus and the endurance bus are
always powered if the alternator is powered, with no way to individually
remove power from each bus separately. A difference is that there is a
single switch that controls the alternator and main battery contactor,
and is wired such that the alternator will always be turned off first
before the main battery contactor is turned off (ie, no alternator-only
mode). With either the aux or main contactors on, both power buses will
be enabled and there is no independent control to turn each bus off
individually.
Dual-Bat Z-7 requires two switches to shut down all power, and mine
requires three, as you indicate. I could replace the alternator and
main switches with a combined switch similar to Z-7, removing the
alternator-only mode, which may be a good thing to do and simplifies the
user experience, as well as allowing for each power bus to be separated
and powered independently. I think the chances of both batteries
failing and requiring an alternator-only mode are so remote that it is
not worth worrying about.
Thank you!
-Dj
On 01/05/2014 10:06 PM, Bob McCallum wrote:
>
> First; it would appear that what you have drawn will function.
>
> Is that function what you intend?? Or expect?? I'm not sure. It will power
> the components you mention from either of two sources redundantly, but is it
> what you want?? My second point below may be the gotcha you're alluding to
> and may not have considered but I don't know.
>
> Second; turning off either the primary or secondary power (master?) switch,
> as the circuit is drawn, will not turn off the respective primary or
> secondary buss so long as the alternator is functioning. The alternator will
> support the buss directly without benefit of the corresponding battery. The
> master switches only serve to disconnect the batteries not turn off the
> buss. If this is your desired goal then it will work.
> This is not necessarily any sort of functional problem, just that you may
> turn off one of these two master switches expecting the corresponding buss
> to shut down and it won't. As long as you know that this is "normal" for the
> way you've wired the circuit and are expecting this result then all is well.
> Is there any conceivable instance when you would wish to shut down a buss
> utilizing the corresponding master switch?? I so, then you need to be aware
> that for this to happen you must also shut down the alternator.
>
> The down side is that in the case (heaven forbid) of a "crash" or "accident"
> turning off the master switches does not "kill all power" as the electrical
> system is still kept alive by the alternator if it is functioning and the
> engine is turning. (even wind milling). Your wiring requires the
> manipulation of three switches to fully shut down electrical power.
>
> Bob McC
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Illuminated Rocker switches - revisited |
Theoretically, I think the only way to get the logic you describe is
with 2 lamps. That is, use the AML24G series instead of the AML24F that
I assume you are looking at now. The 'G' has two lamps.
Additionally you would need to two separate dimmers, one for each lamp
circuit. I in fact have 3 dimmers on my panel - one for switches, one
for indicators and one for the map light. You would in effect have the
same configuration of dimmers. Interestingly enough, Perihelion Design
sells the dimmers individually or as a discounted pack of 3 as I recall.
Bill
On 1/6/2014 3:57 AM, Carlos Trigo wrote:
>
> Bill
>
> Thank you for all your comments, and information on your experience.
>
> It's always important to be aware of everyone's "hands on" experience,
> which helps in making decisions. For sure I will take it in consideration.
>
> Nevertheless, even being only a theoretical knowledge, I would like to
> know how could I achive my initial idea ...
>
> Carlos "thru year 2 building the -10" Trigo
>
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
> [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
> Bill Watson
> Sent: domingo, 5 de Janeiro de 2014 19:42
> To: aeroelectric-list(at)matronics.com
> Subject: Re: AeroElectric-List: Illuminated Rocker switches - revisited
>
>
> --> >
>
> Carlos, based on my experience with these switches (350+ hours, <10%
> @night), I'd suggest taking a different approach to using the lights.
>
> I know you aren't necessarily looking for a different approach so I'll
> first mention 2 problems with using the lights to indicated on/off
>
> functionality:
>
> 1) The lights at full brightness are blinding at night. I'd suggest
> that they must be (adjustably) dimmed in all modes unless they are
> intended to signify a fault of some sort. I think that's what you are
> trying to accomplish in Version C. In that case, I'm not sure how you
> would accomplish full bright during daytime versus on and dimmed at
> night. Additionally, the dimmer would need to be setup so that at
> it's lowest setting, it would still be visible during day and night
> (difficult).
>
> 2) The switch lights are subject to a high frequency of failure. If
> the application was for gear retract and 'light-on' meant 'all green',
> I'm sure one would want to use a Honeywell series with an integrated
> lamp wired to indicate on/off status. What's the problem with this
> series?
>
> Well, once you've switched to LEDs, you've eliminated incandescent
> bulb failures and that's good. None of my LED bulbs have failed. But
> the bulbs do not seat reliably in these switches, at least not
> reliably enough on our vibrating panels . If used for landing gear
> status - you'd end up aborting the occasional landing for lamp socket
> unseats.
>
> They may be okay for indicating a landing light is on but my
> experience is that they will occasionally unseat. In my case, I use
> some un-switched indicators with the same lamp socket. For my low oil
> fault indicator, I glued the lamp in place to prevent unseats and
> avoid missing a fault indication.
>
> That said, I'm very happy with my panel switches but I took a slightly
> different approach that aligns well with the switches' characteristics.
>
> On my panel, the occasional bulb unseat is just a nuisance that is
> easily detected and corrected.
>
> The lighting on these switches are just 'back lighting' on my panel.
> At night, their backlighting completely eliminates the need for post
> lights or map lights to find, monitor and operate switches. At high
> intensity, they look great in full daylight though they are not really
> needed.
>
> Dimmed at night they are simply GREAT!
>
> The key point is that the labeling on the switches makes each switch's
> function and status clearly visible, day or night. When 'off', the
> word 'off' appears at the top of the switch. When 'on', only the
> function label is visible on the switch. There's no real need to have
> a light come on or off to indicate status. The status is visible and
> 'touchable'. The backlighting combined with the switch design and
> switch labeling make it east to find, monitor and operate each switch.
>
> And when a bulb unseats, I can easily see that one of my switches is
> unlit and needs to be tweaked. But otherwise, the (mal)functioning of
> the back light is meaningless.
>
> So, to anyone using this good looking series of Honeywell rockers, I
> suggest the following:
>
> - Using the lamps only for backlighting the switch top. It must be
> dimmable. Use LEDs with integral resistors.
>
> - Get custom labeling for each switch top. For simple on/off
> function, put 'off' at the top of each switch.
>
> - Consider using the good looking AML41 series of indicators for
> indicator lamps. They visually match the AML34 switch series, use the
> same lamps, etc. The indicator tops are available in colors (green,
> yellow, red). A two bulb model can be used for stuff like "Door L/R"
>
> open indications. For 'Door' and 'Oil Pressure', I used red tops,
> left the indicators undimmed and glued the LED bulbs in place. For
> 'Master Warn', 'Low Voltage', and 'Boost Pump', I used yellow and
> green indicator tops and made them dimmable since they may come on and
> stay on at night.
>
> Sources for these switches, indicators, LED bulbs, and labeling have
> all been listed on this forum. I had to do some additional searching
> for the switch models I needed for AP Nav Source switching and Flaps.
>
> Having the Flap switch physically resemble all my other switches looks
> good, but some will prefer a different type of switch. Works well for
> me though.
>
> Carlos, I know you weren't necessarily looking for that much input but
> hope it's useful.
>
> Bill "N215TG is halfway thru year 3" Watson
>
> www.aeroelectric.com
>
> www.buildersbooks.com
>
> www.homebuilthelp.comwww.mypilotstore.com
>
> www.mrrace.comhref="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
> http://www.matronics.com/Navigator?AeroElectric-List
>
> http://forums.matronics.com
>
> *
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | "user9253" <fransew(at)gmail.com> |
Attached is one more recipe to help fill the 1000 page cookbook of electrical architectures.
:-)
To keep it simple, this schematic has only one bus which is fed from both ends.
The failure of any one wire or terminal or switch or relay will not interrupt
power to the bus. In the event of low voltage, the pilot should shut off master
switch #1. Doing so will shut off power to the alternator field and master
contactor coil, thus conserving battery energy. It is up to the pilot to shut
off any other unnecessary loads.
Although this architecture is intended for a simple aircraft, the single bus
could supply power to an IFR instrument panel or to an electrically dependent
engine without danger of power loss due to the failure of any one component.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416653#416653
Attachments:
http://forums.matronics.com//files/simple_elect_system_102.pdf
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | Illuminated Rocker switches - revisited |
Carlos;
The simplest way to achieve what you're asking would be to use version "C"
with the diode in the lead coming from the panel light dimmer then add
another dimmer between your B+ supply at the bottom of the switch and the
switch also through a diode to prevent back feed between the two dimmers.
This way your panel light dimmer will control the intensity of the
identification illumination and the dimmer in the B+ supply will control the
intensity of the "on" indication. These two uses of the lamp will however
lead to uncertainty as to what the lamp indicates because there will no way
to differentiate between background illumination and "on" indication.
Depending on the relative dimmer settings the brightness might change
between the two functions but either function could override the other in
terms of brightness. This will function as you've asked, but not too useful
in my humble opinion because of the uncertainty in what is being indicated.
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Monday, January 06, 2014 3:48 AM
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Bob
I am probably asking for too much, but my idea is:
- To have the switch lamp as a "normal" illumination feature, which
lits together with the Panel lights, and is dimmed by the Panel lights
dimmer
- To have the switch lamp as a warning feature, which lits whenever I
turn On that particular circuit, and
- be able to dim the lamp, in both ocasions.
Independently of this being or not a good operation choice, how can this be
achieved?
What changes should I make in circuit B or C to achieve the features above?
Thanks
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 16:48
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Not quite sure what it is you're trying to achieve.
Circuit "A" gives night time illumination of the switch controlled by the
dimmer but no indication if the switch is on or off.
Circuit "B" gives full brightness indication of whether the switch is on or
off but no night time illumination to identify the switch if it's off.
Circuit "C" (with the addition of the diode) gives night time identification
of the switch controlled by the dimmer and also full brightness indication
of the on/off state day or night. (basically the functionality of both "A" &
"B" combined)
Are you asking for "C" to give night time illumination of the switch
controlled by the dimmer, day time ONLY indication of the on/off state at
full brightness and no indication of the on/off state at night???? This
seems a bit odd as the illumination of the switch would indicate different
things at different times depending upon the position of other switches.
Could be confusing???
OR
Are you asking that the "ON" condition of the switch is indicated by
illumination of the lamp but also dimmed by the dimmer????
If this is the case then use circuit "B" but supply the lamp power from the
dimmer circuit rather than B+ as you've shown.
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 9:54 AM
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Thanks Bob McC
So, in version "C", what changes should I make in the circuits, if I want
the panel lights dimmer to dim the switch lamp whenever the switch is "On"?
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 14:13
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Simply place a diode in the lead from the dimmer to avoid back feeding the
rest of the dimmed lamps.
(This circuit "C" will illuminate the switch at full brightness whenever the
switch is "on" regardless of dimmer position.)
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, January 05, 2014 7:00 AM
Subject: AeroElectric-List: Illuminated Rocker switches - revisited
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole) to
control the circuits I need, and the 2 upper vertical tabs to illuminate the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both situations
:
- In night operation, the switch lamp will illuminate when I turn On
the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I turn On
the Landing Light in day operation, and want the switch lamp to be lit to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit .. :-(
So I need you electron experts to help me design the correct circuits for
version C.
Thanks
Carlos
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
> the alternator will always be turned off first
>before the main battery contactor is turned off (ie, no alternator-only
>mode). With either the aux or main contactors on, both power buses will
>be enabled and there is no independent control to turn each bus off
>individually.
Assuming that the Viking engine with the as-
proposed alternator does run gracefully in
an alternator only mode, then the whole inter-linked
switch philsosopy for battery and alternator is
moot. This figure illustrates the opptions for
being relieved of that constraint . . .
http://tinyurl.com/mhblorq
> Dual-Bat Z-7 requires two switches to shut down all power, and mine
>requires three, as you indicate. I could replace the alternator and
>main switches with a combined switch similar to Z-7, removing the
>alternator-only mode, which may be a good thing to do and simplifies the
>user experience, as well as allowing for each power bus to be separated
>and powered independently. I think the chances of both batteries
>failing and requiring an alternator-only mode are so remote that it is
>not worth worrying about.
How does a battery fail? If such a failure occurs
in flight, how do you know it has happened? What
light comes on to say, "Battery X Fail"?
You have articulated some goals for addressing
a constellation of failures as yet not clearly
defined.
When conducting an FMEA on a system or product
the following questions are posed and answers
sought:
How might this part fail?
How will I know that it failed? Can the effects
of the failure be immediately known and
dealt with in a simple, prescribed manner?
Is the failure pre-flight detectable? If not can
it be made detectable. I that's not possible/
practical . . . what sort of testing is called
for and at what intervals?
How does any particular failure impact probability
of comfortable termination of a flight?
(a) Will any identified failure produce an immediate
risk to ship's systems?
(b) Will any identified failure over-tax my abilities
to manage the event while maintaining competent
control of the airplane?
I have split the DC POWER MASTER into two switches
which increases the number of power management controls
to a total of 6. That gives you 36 possible combinations
of switch positions some small number of which will
result in the engine stopping . . . so those are
easy to eliminate. Of the remaining combinations,
what are the criteria for selecting/rejecting any
combination that keeps the engine running and at least
some stuff lit on the panel?
At some point, after all the colors are laid down
with the favorite brush strokes, you need to craft
the pilot's operating handbook for how the switches
are used. Do all those options serve a predictable,
useful purpose?
It's one thing to have so many options and control
over those options . . . consider that each option
should be deduced and prescribed in advance. Lots
of options can work against you should one become reduced
to a game of "flipping switches until things work better"
while distracting concentration from your duties as a
pilot.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
At 09:01 PM 1/6/2014, you wrote:
>
While considering the size and utilization
of batteries, add the following into your
deliberations:
If the batteries are of different size, will
the smaller be capable of cranking the engine?
I.e. 17 a.h. or larger? If so, then you can
alternate between batteries for starting the
engine. This philosophy offers a pre-flight test
of battery health and integrity of associated
wiring (contactors etc.)
If it's never used to crank the engine, then
consider the philosophy for assurance of continued
airworthiness.
If the batteries are the same size, then one has
the option of simply rotating a new battery into
the more strenuous/critical slot (probably supporting
the motive power bus) and moving the original battery
into the other slot. This alleviates any need to
accomplish more introspective testing. All you need
is to craft a change-out philosophy tailored for
the most economical outcome.
Perhaps a yearly rotation of a low cost battery
as opposed to a premium device.
I noticed a suggestion in the Viking drawings
for using lithium batteries. Obviously NOT
low cost and probably not candidates for periodic
rotation . . . now you'll need a more introspective
protocol for assuring continued air worthiness.
If rotation is not a viable option, then periodic
inspection for quantifying capacity is indicated.
System reliability and failure tolerance is built
on KNOWING limits . . .
Something to factor into crafting and implementing
the grand-plan . . .
Bob . . .
Bob . . .
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Illuminated Rocker switches - revisited |
I agree Bob McC.
Carlos, one might think that the AML24G series with two lamps would
provide a path forward from what Bob described, that is, using 2 dimmers
on 2 two different lamps on a single switch. At least I know I would
think that the 24G would be a solution. However, I used a couple of 2
lamp indicators in this product family to try and indicate closure of
the left and right doors and ran into a slight problem. A problem that
I'm thinking you might run into with the 2 lamp switches as well.
I used the AML41 series of indicators that match up nicely with the
AML24 series of switches. Just like in the switches, there are 1 lamp
(AML41C) and 2 lamp (AML41D) versions. The 2 lamps are side by side and
I figured they could be used with the proper indicator top label, to
signify whether the Left and/or Right doors are closed properly on my
RV10. (I also used such an indicator for dual 'low voltage' indications
on my Z-14 dual battery/dual bus electrical system).
What I found is that the 2 lamp version easily facilitates such wiring,
but one cannot visually distinguish between the left and right lights
easily. When both are on, the indicator is just brighter. With either
1 lamp on, it's 'normal' brightness without any clear indication of
which lamp is on.
This was only a minor problem however. I was able to modify the cap top
with a plastic insert to block the lamp light from leaking over light up
the entire indicator so that one could easily tell which lamp was lit;
uncertainty changed to certainty.
My sense is that the 2 lamp AML24G series will work the same way. That
is, it's not designed so that the 2 lamps are easily distinguishable
from one another. Rather the design relies on the rocker position and
the labeling on the switch top to make such distinctions. Furthermore,
the fix I did on the indicator will not work on the switch.
So in the end, I think you will be exactly in the uncertain situation
Bob McC describes below.
Bill "really missing the electrical and panel development tasks from the
build" Watson
(I would add that Honeywell does have switch series where the lamp is
designed to indicate function rather than just back lighting. From what
I recall however, those switches are not backlit. There may be other
lines that do both.)
On 1/6/2014 9:21 PM, Bob McCallum wrote:
>
> *Carlos;*
>
> **
>
> *The simplest way to achieve what you're asking would be to use
> version "C" _with_ the diode in the lead coming from the panel light
> dimmer then add _another_ dimmer between your B+ supply at the bottom
> of the switch and the switch _also through a diode_ to prevent back
> feed between the two dimmers. This way your panel light dimmer will
> control the intensity of the identification illumination and the
> dimmer in the B+ supply will control the intensity of the "on"
> indication. These two uses of the lamp will however lead to
> uncertainty as to what the lamp indicates because there will no way to
> differentiate between background illumination and "on" indication.
> Depending on the relative dimmer settings the brightness might change
> between the two functions but either function could override the other
> in terms of brightness. This will function as you've asked, but not
> too useful in my humble opinion because of the uncertainty in what is
> being indicated.*
>
> **
>
> *Bob McC*
>
> **
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
At 09:01 PM 1/6/2014, you wrote:
>
Discussions about the Viking installation have
raised heretofore unconsidered questions. Since
the earliest days of the change-over from generators
to alternators, the GENERAL consensus and design
philosophies have held that alternators should be
only operated with a battery on line.
There have been the odd exception . . . Bonanzas
and Barons have always offered alternator operation
independently of batteries . . . there may be others
about which I have no knowledge.
If Viking has officially asserted that their product
will function alternator-only, then there are
interesting questions to be explored for crafting
a new design philosophy.
Obviously, the engine driven power source is at
the foundation of energy pyramid. IF the current
generation of alternators and system loads
are amenable to alternator-only operations, then
the legacy design goal for taking an alternator
off line before the battery (split rocker philosophy)
forces a waste of a potentially valuable resource.
I'm going to noodle out some experiments to be
conducted, probably at B&C on their test stand,
to gather data on the quality and integrity
of energy available from an alternator running
barefoot. No doubt inquiring minds would like
to KNOW . . .
In the mean time, you Viking customers have
solid justification for asking the supplier,
"Are alternator-only operations 'approved' under
your design goals? Are there risks to alternator-
only operations. If I hit the system with a
hydraulic pump motor or 250 watt landing light,
can the alternator be stalled? What tests have
been conducted to support your assertions?"
Bob . . .
________________________________________________________________________________
| From: | Jeff Page <jpx(at)qenesis.com> |
| Subject: | Re: Proposed new Z diagram? |
I did have a car-sized battery in my boat explode once. It was happy
with the current draw to tilt the motor, but the starter current draw
did something to it. It had responded normally to the battery charger
and had normal voltage before I put it in the boat in the spring. It
was a heck of a mess to clean up. A fully enclosed battery box is
recommended !
I agree the switches will be complex to operate in the air when a
failure occurs. For my design, I had to write out the checklist
sequence for various scenarios before I greatly simplified my design
(not electrically dependent engine).
For this proposed Z diagram, I suggest considering using a progressive
switch to combine the main battery and alternator into a single
switch. In the event of a fire, shutting off the two battery switches
will take away all power from the main bus.
The engine switches are not symmetrical in operation. That is, the
Normal switch works without the main battery switch on. The Aux
switch does not provide power to the engine unless the Aux Battery
switch is also on. This could be confusing while handling a failure
in flight. Although a diode could be connected to the Endurance bus,
my preference would be to have the Aux engine independent of the
Endurance bus switch as well, which means adding another relay.
Jeff Page
Dream Aircraft Tundra #10
> From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
> Subject: Re: AeroElectric-List: Proposed new Z diagram?
>
>
>> the alternator will always be turned off first
>> before the main battery contactor is turned off (ie, no alternator-only
>> mode). With either the aux or main contactors on, both power buses will
>> be enabled and there is no independent control to turn each bus off
>> individually.
>
> Assuming that the Viking engine with the as-
> proposed alternator does run gracefully in
> an alternator only mode, then the whole inter-linked
> switch philsosopy for battery and alternator is
> moot. This figure illustrates the opptions for
> being relieved of that constraint . . .
>
> http://tinyurl.com/mhblorq
>
>
>> Dual-Bat Z-7 requires two switches to shut down all power, and mine
>> requires three, as you indicate. I could replace the alternator and
>> main switches with a combined switch similar to Z-7, removing the
>> alternator-only mode, which may be a good thing to do and simplifies the
>> user experience, as well as allowing for each power bus to be separated
>> and powered independently. I think the chances of both batteries
>> failing and requiring an alternator-only mode are so remote that it is
>> not worth worrying about.
>
> How does a battery fail? If such a failure occurs
> in flight, how do you know it has happened? What
> light comes on to say, "Battery X Fail"?
>
> You have articulated some goals for addressing
> a constellation of failures as yet not clearly
> defined.
>
> When conducting an FMEA on a system or product
> the following questions are posed and answers
> sought:
>
> How might this part fail?
>
> How will I know that it failed? Can the effects
> of the failure be immediately known and
> dealt with in a simple, prescribed manner?
>
> Is the failure pre-flight detectable? If not can
> it be made detectable. I that's not possible/
> practical . . . what sort of testing is called
> for and at what intervals?
>
> How does any particular failure impact probability
> of comfortable termination of a flight?
>
> (a) Will any identified failure produce an immediate
> risk to ship's systems?
>
> (b) Will any identified failure over-tax my abilities
> to manage the event while maintaining competent
> control of the airplane?
>
> I have split the DC POWER MASTER into two switches
> which increases the number of power management controls
> to a total of 6. That gives you 36 possible combinations
> of switch positions some small number of which will
> result in the engine stopping . . . so those are
> easy to eliminate. Of the remaining combinations,
> what are the criteria for selecting/rejecting any
> combination that keeps the engine running and at least
> some stuff lit on the panel?
>
> At some point, after all the colors are laid down
> with the favorite brush strokes, you need to craft
> the pilot's operating handbook for how the switches
> are used. Do all those options serve a predictable,
> useful purpose?
>
> It's one thing to have so many options and control
> over those options . . . consider that each option
> should be deduced and prescribed in advance. Lots
> of options can work against you should one become reduced
> to a game of "flipping switches until things work better"
> while distracting concentration from your duties as a
> pilot.
>
>
> Bob . . .
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Illuminated Rocker switches - revisited |
Thank you again Bob McC
I understand your critique, and I even agree with it, referring to night
operations.
However, on day operations, the light indication feature would be
usefull,
since the background illumination will be Off.
Well, your recommendation and Bill Watson=92s experience and
descriptions will
surely contribute for my final decision.
Thanks
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: ter=E7a-feira, 7 de Janeiro de 2014 02:22
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Carlos;
The simplest way to achieve what you=92re asking would be to use version
"C"
with the diode in the lead coming from the panel light dimmer then add
another dimmer between your B+ supply at the bottom of the switch and
the
switch also through a diode to prevent back feed between the two
dimmers.
This way your panel light dimmer will control the intensity of the
identification illumination and the dimmer in the B+ supply will control
the
intensity of the =93on=94 indication. These two uses of the lamp will
however
lead to uncertainty as to what the lamp indicates because there will no
way
to differentiate between background illumination and =93on=94
indication.
Depending on the relative dimmer settings the brightness might change
between the two functions but either function could override the other
in
terms of brightness. This will function as you=92ve asked, but not too
useful
in my humble opinion because of the uncertainty in what is being
indicated.
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Carlos
Trigo
Sent: Monday, January 06, 2014 3:48 AM
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Bob
I am probably asking for too much, but my idea is:
- To have the switch lamp as a =93normal=94 illumination
feature, which
lits together with the Panel lights, and is dimmed by the Panel lights
dimmer
- To have the switch lamp as a warning feature, which lits
whenever
I turn On that particular circuit, and
- be able to dim the lamp, in both ocasions.
Independently of this being or not a good operation choice, how can this
be
achieved?
What changes should I make in circuit B or C to achieve the features
above?
Thanks
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 16:48
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Not quite sure what it is you=92re trying to achieve.
Circuit =93A=94 gives night time illumination of the switch controlled
by the
dimmer but no indication if the switch is on or off.
Circuit =93B=94 gives full brightness indication of whether the switch
is on or
off but no night time illumination to identify the switch if it=92s off.
Circuit =93C=94 (with the addition of the diode) gives night time
identification
of the switch controlled by the dimmer and also full brightness
indication
of the on/off state day or night. (basically the functionality of both
=93A=94 &
=93B=94 combined)
Are you asking for =93C=94 to give night time illumination of the switch
controlled by the dimmer, day time ONLY indication of the on/off state
at
full brightness and no indication of the on/off state at night???? This
seems a bit odd as the illumination of the switch would indicate
different
things at different times depending upon the position of other switches.
Could be confusing???
OR
Are you asking that the =93ON=94 condition of the switch is indicated by
illumination of the lamp but also dimmed by the dimmer????
If this is the case then use circuit =93B=94 but supply the lamp power
from the
dimmer circuit rather than B+ as you=92ve shown.
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Carlos
Trigo
Sent: Sunday, January 05, 2014 9:54 AM
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Thanks Bob McC
So, in version =93C=94, what changes should I make in the circuits, if I
want
the panel lights dimmer to dim the switch lamp whenever the switch is
=93On=94?
Carlos
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: domingo, 5 de Janeiro de 2014 14:13
Subject: RE: AeroElectric-List: Illuminated Rocker switches - revisited
Simply place a diode in the lead from the dimmer to avoid back feeding
the
rest of the dimmed lamps.
(This circuit =93C=94 will illuminate the switch at full brightness
whenever the
switch is =93on=94 regardless of dimmer position.)
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Carlos
Trigo
Sent: Sunday, January 05, 2014 7:00 AM
Subject: AeroElectric-List: Illuminated Rocker switches - revisited
Guys
You remember my before-Christmas query about those Honeywell illuminated
rocker switches.
They are DPST switches, and with your help I came to the conclusion that
the
2 upper vertical tabs are the 2 (independent) lamp contacts.
So, I just have to use one pair of the lower horizontal tabs (one pole)
to
control the circuits I need, and the 2 upper vertical tabs to illuminate
the
lamp.
Right!
Now, the reason why I am now posting again about these switches is the
way I
am going to use them.
Apologizing for the quality of the drawing, I designed the circuits in 3
versions:
I have no doubt that version A and version B above are going to do what
they
are supposed to (explained below each version).
My problem is version C, if I want the switch lamp to lit in both
situations
:
- In night operation, the switch lamp will illuminate when I
turn
On the Panel Lights (through the Dimmer),
and/or
- Whenever I turn On the switch itself (for example, when I
turn On
the Landing Light in day operation, and want the switch lamp to be lit
to
warn me the LND Light is On when taxiing)
I suppose that the version C above will give a nice short-circuit =85. L
So I need you electron experts to help me design the correct circuits
for
version C.
Thanks
Carlos
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Thomas E Blejwas <tomblejwas(at)yahoo.com> |
Bob,
You wrote:
> Assuming that the Viking engine with the as-
> proposed alternator does run gracefully in
> an alternator only mode, then the whole inter-linked
> switch philsosopy for battery and alternator is
> moot. This figure illustrates the opptions for
> being relieved of that constraint . . .
>
> http://tinyurl.com/mhblorq
The split of the "master" switch also allows the engine to be operated from the
aux battery and alternator. Why would you? I can imagine my battery monitor
on the main battery indicating very high charging current and low voltage. I
would interpret this as something wrong with the main and switch to the aux.
Because the alternator for the Viking is an internally regulated ND, I would use
a contactor with a "crow bar" for a disconnect, in the event of an o.v. runaway.
I would also connect the alternator sense wire without a switch to the "motive"
bus, so it can't be accidentally shut down while the engine is running
and destroy the permanent-magnet alternator. I would still be able to pull the
alternator CB in the event of an emergency.
Hope these make sense.
Tom
Sent from my iPad
> On Jan 6, 2014, at 8:01 PM, "Robert L. Nuckolls, III"
wrote:
>
>
>
>
>> the alternator will always be turned off first
>> before the main battery contactor is turned off (ie, no alternator-only
>> mode). With either the aux or main contactors on, both power buses will
>> be enabled and there is no independent control to turn each bus off
>> individually.
>
> Assuming that the Viking engine with the as-
> proposed alternator does run gracefully in
> an alternator only mode, then the whole inter-linked
> switch philsosopy for battery and alternator is
> moot. This figure illustrates the opptions for
> being relieved of that constraint . . .
>
> http://tinyurl.com/mhblorq
>
>
>> Dual-Bat Z-7 requires two switches to shut down all power, and mine
>> requires three, as you indicate. I could replace the alternator and
>> main switches with a combined switch similar to Z-7, removing the
>> alternator-only mode, which may be a good thing to do and simplifies the
>> user experience, as well as allowing for each power bus to be separated
>> and powered independently. I think the chances of both batteries
>> failing and requiring an alternator-only mode are so remote that it is
>> not worth worrying about.
>
> How does a battery fail? If such a failure occurs
> in flight, how do you know it has happened? What
> light comes on to say, "Battery X Fail"?
>
> You have articulated some goals for addressing
> a constellation of failures as yet not clearly
> defined.
>
> When conducting an FMEA on a system or product
> the following questions are posed and answers
> sought:
>
> How might this part fail?
>
> How will I know that it failed? Can the effects
> of the failure be immediately known and
> dealt with in a simple, prescribed manner?
>
> Is the failure pre-flight detectable? If not can
> it be made detectable. I that's not possible/
> practical . . . what sort of testing is called
> for and at what intervals?
>
> How does any particular failure impact probability
> of comfortable termination of a flight?
>
> (a) Will any identified failure produce an immediate
> risk to ship's systems?
>
> (b) Will any identified failure over-tax my abilities
> to manage the event while maintaining competent
> control of the airplane?
>
> I have split the DC POWER MASTER into two switches
> which increases the number of power management controls
> to a total of 6. That gives you 36 possible combinations
> of switch positions some small number of which will
> result in the engine stopping . . . so those are
> easy to eliminate. Of the remaining combinations,
> what are the criteria for selecting/rejecting any
> combination that keeps the engine running and at least
> some stuff lit on the panel?
>
> At some point, after all the colors are laid down
> with the favorite brush strokes, you need to craft
> the pilot's operating handbook for how the switches
> are used. Do all those options serve a predictable,
> useful purpose?
>
> It's one thing to have so many options and control
> over those options . . . consider that each option
> should be deduced and prescribed in advance. Lots
> of options can work against you should one become reduced
> to a game of "flipping switches until things work better"
> while distracting concentration from your duties as a
> pilot.
>
>
>
> Bob . . .
>
>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
At 07:57 AM 1/8/2014, you wrote:
>
>
>Bob,
>
>You wrote:
> > Assuming that the Viking engine with the as-
> > proposed alternator does run gracefully in
> > an alternator only mode, then the whole inter-linked
> > switch philsosopy for battery and alternator is
> > moot. This figure illustrates the opptions for
> > being relieved of that constraint . . .
> >
> > http://tinyurl.com/mhblorq
>
>The split of the "master" switch also allows the engine to be
>operated from the aux battery and alternator. Why would you? I can
>imagine my battery monitor on the main battery indicating very high
>charging current and low voltage. I would interpret this as
>something wrong with the main and switch to the aux.
I'm not suggesting ANY particular mode of operation
. . . yet. DJ has proposed an architecture for which
he requested a considered critical review.
My input to this discussion goes toward understanding
the rationale for each proposed feature that states,
"when this happens, do this." At the same time, there is
idea that alternator-only ops MIGHT be a good thing
to review. Our current paradigm is rooted in the 1960's.
The drill for crafting any system is to do the FMEA
and then add/adjust features to minimize workloads
and risks for the catalog of failures.
Without such debate, we can only assess DJ's
efforts from the standpoint of being a work of
art or a photograph that is pleasant to look at . . .
but of unknown value for a pilot that is wrestling
with what could become a bad day in the cockpit.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
At 07:16 PM 1/6/2014, you wrote:
>
>Attached is one more recipe to help fill the 1000 page cookbook of
>electrical architectures. :-)
>To keep it simple, this schematic has only one bus which is fed from
>both ends. The failure of any one wire or terminal or switch or
>relay will not interrupt power to the bus. In the event of low
>voltage, the pilot should shut off master switch #1. Doing so will
>shut off power to the alternator field and master contactor coil,
>thus conserving battery energy. It is up to the pilot to shut off
>any other unnecessary loads.
> Although this architecture is intended for a simple aircraft, the
> single bus could supply power to an IFR instrument panel or to an
> electrically dependent engine without danger of power loss due to
> the failure of any one component.
>Joe
>
>--------
>Joe Gores
What you have offered my friend is certainly appropriate
to say Figure Z-0 . . . a base line from which
our systems have evolved since the first battery/
generator system was installed in an airplane.
A boat-load of airplanes were successfully flown
for millions of hours with this architecture which
was unchanged until that pesky germanium transistor
showed up for work and scared the pants off of
too many system integrators who were happy with
the status quo . . . the avionics master switch
was born and things took off from there.
It has evolved from there in many ways . . . some
good . . . some not so good. But your suggestion
is an excellent reminder of the idea that the
best systems are crafted on a solid foundation
that's 99% golden . . . adding only those features
which address a tiny but risky fraction of the
rest.
Thanks!
Bob . . .
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
On 01/08/2014 09:12 AM, Robert L. Nuckolls, III wrote:
> The drill for crafting any system is to do the FMEA
> and then add/adjust features to minimize workloads
> and risks for the catalog of failures.
>
> Without such debate, we can only assess DJ's
> efforts from the standpoint of being a work of
> art or a photograph that is pleasant to look at . . .
> but of unknown value for a pilot that is wrestling
> with what could become a bad day in the cockpit.
I apologize for not getting back to you on this and your other
questions. This thing called "work" keeps getting in the way... :-)
I will work on refining and clarifying my "feature" list and we can
definitely discuss! :-)
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
Bob, I think I am getting a glimmer of understanding of the underlying
message you've been trying to communicate. I've been looking at this as
a top-down approach, and I presented a draft in roughly step 3 of my
design process and you've been asking about things back in step 1 that
I've attempted to communicate, but have failed to do so successfully.
You've also been asking about things in step 5, but we aren't there
yet... :-)
In rough terms, my "steps" are along the lines of:
1) List features and design goals.
2) Draft a circuit to reflect step 1. Note this is to illustrate a
functional representation, and is not intended as a implementation
diagram, thus specific values for components are not indicated at this time.
3) Review the circuit and verify functionality, checking for undesired
behaviour, etc. (This is where I submitted my first post to the mailing
list asking for peer review)
4) Spec each individual load and determine the appropriate location for
each load in the circuit. Examples would be to finalize the list of
which devices would be on the redundant bus, which would be on the main
bus, etc.
5) Fill in specific values for components in the circuit diagram and
draft an implementation diagram.
6) Review, verify, finalize.
7) Build the circuit and test, test, test.
Here is my list of features and design goals:
1) There are devices that are considered critical to the safe operation
of the aircraft. These devices should be able to draw power from two
completely independent power buses and battery sources. This shall be
known as the "redundant" bus.
2) When everything is on, devices on the redundant bus should be able to
automatically draw power from either source, with no user intervention
required. Ie, if one of the bus/batteries fails or is turned off, the
devices on the redundant bus will remain powered on using the other source.
3) Bonus feature if alternator-only mode can be optionally supported.
4) Minimize "always-hot" wires.
5) No parasitic loads on the battery when everything is "off" (ie,
clocks, etc.).
6) Each battery and associated bus should be able to be switched "off"
and isolated from the rest of the circuit.
7) With special regard to the engine ignition, the ability to switch off
independently of the other devices for pre-flight equivalent of "mag
checks".
Notes:
The EFIS has three built-in diode isolated power inputs. This implies
that it can be wired directly to the primary and secondary power buses
directly using two of those inputs.
Devices having only one power input and that are considered critical are
wired to the redundant bus. Other non-critical devices will be wired to
the primary bus.
The aircraft will initially have one mag and one Electronic Ignition
(EI). Eventually the second mag will likely be replaced with a second
Electronic Ignition. Based on discussions that we've had so far on the
list, I've already realized a change to be made from my initial drawing
with regards to how the ECU is connected. There will be one switch for
the mag, and one switch for the EI (versus the two switches for the
single EI as shown currently). When the mag is swapped for the second
EI, the switch will be swapped as well, leaving one switch for each EI,
allowing them to be switched on and off independently.
Physical layout:
My panel is laid out such that the engine switches are separate from the
rest. The three will be laid out as Mag (or 1st EI), 2nd EI, Starter.
Electrical would be Primary Power, Alternator, Secondary Power, followed
by the switches for the lights, etc.
Operations:
Normal operations are Primary, Alternator, and Secondary switches in the
on position before engine start, and until engine shutdown.
In the event of "smoke", Primary and Alternator would be turned off by
hitting the two leftmost switches. This cuts power to all but the
flight critical devices and has the highest chance of cutting power to
whatever is "smoking". If "smoke" continues, turn on Primary power and
turn off Secondary. If "smoke" still continues, get on the ground ASAP
- one or the other power bus must remain on to power the engine and EFIS.
Note there is a good argument to be made to replace the two separate
Alternator and Primary power switches with a combined three position
switch. This would reduce the total DC power switch count to 2, and
slightly reduce operations complexity while only giving up
alternator-only mode, which has dubious value in a two redundant bus
arrangement. After further thought, I am going to make this change in
my diagram.
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | "Roger & Jean" <mrspudandcompany(at)verizon.net> |
| Subject: | DIY Marker beacon antenna |
I have a wooden airplane in which I will be installing a Marker beacon
receiver.
My question is: Is it relatively simple to fabricate an antenna, or should
I consider purchasing one?
I assume it can be put on the inside of the airframe without a significant
loss of signal strength.
Roger
________________________________________________________________________________
| From: | "R. curtis" <mrspudandcompany(at)verizon.net> |
| Subject: | Re: DIY Marker beacon antenna |
> I have a wooden airplane in which I will be installing a Marker beacon
> receiver.
>
> My question is: Is it relatively simple to fabricate an antenna, or
> should I consider purchasing one?
>
> I assume it can be put on the inside of the airframe without a significant
> loss of signal strength.
After posting the above, I searched the archives and found lots of
info
to answer my question.
Looks like I will run a coax to a convenient place and then a 40"
piece of wire for the antenna, or just strip the braid off the last
40"
of the coax and attach it inside the fuselage.
Marker beacons will most likely disappear in the near future anyway.
Just thought that since I already have the receiver, there is no
reason
not to put it to use.
Roger
--
Do you have a slow PC? Try a Free scan http://www.spamfighter.com/SLOW-PCfighter?cid=sigen
________________________________________________________________________________
| Subject: | Thoughts on a few electrical system configurations? |
| From: | "digidocs" <junk(at)dcarr.org> |
I'm nearing the point in my RV-10 build where I need to make some decisions about
the electrical system architecture. Also, like any good engineer, I've got
a serious case of analysis paralysis going. In an effort to help clear the logjam,
would the list share its collective thoughts?
Background
- I fly in IMC fairly regularly.
- The engine doesn't require power to keep running, but the attitude instruments
are all electrically powered. Thus keeping at least some power running is important.
(i.e.: AI, GPS, COM)
- The planned avionics configuration is such that in a split bus design, one set/bus
of units could be depowered without loss of overall functionality. (i.e.:
EFIS, GPS1, COM1 on Bus A; AI, GPS2, COM2 on Bus B)
- Any LiFePO4 batteries mounted firewall forward in stainless steel enclosures
for fire containment (included in weight estimates).
System objectives
- Provide 4.5A of power for at least 4 hours in the event of any component failure
(unless we can point to a *very* established track record of performance for
that component)
- Minimize weight
- Minimize complexity and component count
Configuration options and my thoughts:
(weights given are nominal relative to configuration 1)
1. 60A alternator, 27Ah lead acid battery, e-bus. +0 lbs.
Standard configuration on this type of aircraft. According to Bob, complete battery
failure is very rare. Even fairly degraded battery has capacity to provide
sufficient reserve power. E-bus protects against wiring faults. Simple architecture
is a plus. Configuration is (relatively) heavy.
2. 60A alternator, 8A alternator, 17Ah lead acid battery, e-bus. -9 lbs.
Addition of backup alternator allows battery to be reduced in size, saves some
weight.
3. 60A alternator, 12Ah LiFePO4 primary battery, 12Ah LiFePO4 backup battery, split
bus. -18lbs.
Alternator charges primary battery and, through diode, secondary battery. Split
bus design because LiFePO4 batteries have low reliability compared to lead acid.
Cost/availability limits backup battery to 12Ah which falls short of endurance
requirement, may be possible to reduce power consumption. Relatively simple
architecture. Lightest configuration.
4. 60A alternator, 8A alternator, 12Ah LiFePO4 primary battery, 2Ah lead acid secondary
battery, split bus. -17lbs.
60A alternator + 12Ah LiFePO4 power Bus A. 8A alternator + 2Ah lead acid power
Bus B. Busses are not interconnected. May be safe to mount 2Ah lead acid under
panel to reduce firewall penetrations and wiring complexity. Dual alternator,
dual battery, split bus provides high availability and unlimited endurance.
Medium/high complexity. Relatively light.
5. Same as configuration 4, except with 4Ah LiFePO4 secondary battery. -16lbs.
Presented in case there are issues with using/charging such small lead acid batteries
with 8A alternator.
Thanks for your thoughts,
David
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416700#416700
________________________________________________________________________________
| Subject: | Re: DIY Marker beacon antenna |
| From: | Tim Andres <tim2542(at)sbcglobal.net> |
Yeah I started to answer your question but I'm not an avionics expert, but have
a bit of experience. So my input is a marker beacon will work off a wet noodle,
you can actually just put a rubber duck or length of wire out the back and
it will receive.
They are rather large if made resonant, but if you want I can get you the dimension
for a foil antenna if that will work.
And your right, already an approach certified GPS will serve for those approaches
that use a MB for a fix.
Tim
> On Jan 8, 2014, at 10:06 AM, "R. curtis" wrote:
>
>
>> I have a wooden airplane in which I will be installing a Marker beacon receiver.
>>
>> My question is: Is it relatively simple to fabricate an antenna, or should
I consider purchasing one?
>>
>> I assume it can be put on the inside of the airframe without a significant loss
of signal strength.
>
>
> After posting the above, I searched the archives and found lots of info
> to answer my question.
>
> Looks like I will run a coax to a convenient place and then a 40"
> piece of wire for the antenna, or just strip the braid off the last 40"
> of the coax and attach it inside the fuselage.
>
> Marker beacons will most likely disappear in the near future anyway.
> Just thought that since I already have the receiver, there is no reason
> not to put it to use.
>
> Roger
>
> --
>
> Do you have a slow PC? Try a Free scan http://www.spamfighter.com/SLOW-PCfighter?cid=sigen
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
Updated "Z-redundant-B" diagram at
http://deej.net/glastar/pics/electrical/Z-redundant-B.jpg
Changes:
Removed alternator-only operation by combining the separate Alt and
Primary bus switches into a single three position switch (Off, Bat,
Bat+Alt).
Reduced operational complexity by removing separate Alt switch. Now has
2 DC power switches (Primary/Alt and Secondary) versus 3. In the event
of "smoke", turn the left most switch (Primary/Alt) off. This cuts
power to all but the flight critical devices and has the highest chance
of cutting power to whatever is "smoking".
Reflects two EI ECUs with independent switching to allow pre-flight
equivalent of "mag checks"
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Thoughts on a few electrical system configurations? |
David, I'm attaching the main power distribution diagram and
Fuse/Breaker diagram for my RV10 (2.3 years and 350+ hours).
It is an Aeroelectric Z-14 design with (2) 17aH Odysseys, 2
alternators, and dual buses. The panel, designed around 2008, includes
3 GRT/HX EFIS with dual AHRS, a G430w, SL30, PM audio panel, and TT AP.
I like the whole setup. I would be glad to answer any questions about it.
Bill "the electrical and avionics design & build was the most fun part
of the project" Watson
On 1/8/2014 1:19 PM, digidocs wrote:
>
> I'm nearing the point in my RV-10 build where I need to make some decisions about
the electrical system architecture. Also, like any good engineer, I've got
a serious case of analysis paralysis going. In an effort to help clear the
logjam, would the list share its collective thoughts?
>
> Background
> - I fly in IMC fairly regularly.
> - The engine doesn't require power to keep running, but the attitude instruments
are all electrically powered. Thus keeping at least some power running is
important. (i.e.: AI, GPS, COM)
> - The planned avionics configuration is such that in a split bus design, one
set/bus of units could be depowered without loss of overall functionality. (i.e.:
EFIS, GPS1, COM1 on Bus A; AI, GPS2, COM2 on Bus B)
> - Any LiFePO4 batteries mounted firewall forward in stainless steel enclosures
for fire containment (included in weight estimates).
>
> System objectives
> - Provide 4.5A of power for at least 4 hours in the event of any component failure
(unless we can point to a *very* established track record of performance
for that component)
> - Minimize weight
> - Minimize complexity and component count
>
> Configuration options and my thoughts:
> (weights given are nominal relative to configuration 1)
>
> 1. 60A alternator, 27Ah lead acid battery, e-bus. +0 lbs.
> Standard configuration on this type of aircraft. According to Bob, complete
battery failure is very rare. Even fairly degraded battery has capacity to provide
sufficient reserve power. E-bus protects against wiring faults. Simple
architecture is a plus. Configuration is (relatively) heavy.
>
> 2. 60A alternator, 8A alternator, 17Ah lead acid battery, e-bus. -9 lbs.
> Addition of backup alternator allows battery to be reduced in size, saves some
weight.
>
> 3. 60A alternator, 12Ah LiFePO4 primary battery, 12Ah LiFePO4 backup battery,
split bus. -18lbs.
> Alternator charges primary battery and, through diode, secondary battery. Split
bus design because LiFePO4 batteries have low reliability compared to lead
acid. Cost/availability limits backup battery to 12Ah which falls short of endurance
requirement, may be possible to reduce power consumption. Relatively
simple architecture. Lightest configuration.
>
> 4. 60A alternator, 8A alternator, 12Ah LiFePO4 primary battery, 2Ah lead acid
secondary battery, split bus. -17lbs.
> 60A alternator + 12Ah LiFePO4 power Bus A. 8A alternator + 2Ah lead acid power
Bus B. Busses are not interconnected. May be safe to mount 2Ah lead acid
under panel to reduce firewall penetrations and wiring complexity. Dual alternator,
dual battery, split bus provides high availability and unlimited endurance.
Medium/high complexity. Relatively light.
>
> 5. Same as configuration 4, except with 4Ah LiFePO4 secondary battery. -16lbs.
> Presented in case there are issues with using/charging such small lead acid batteries
with 8A alternator.
>
> Thanks for your thoughts,
> David
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=416700#416700
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| From: | John W Livingston <livingjw(at)earthlink.net> |
| Subject: | Re: Proposed new Z diagram? |
How do you know that each feed going into your diodes is working?
On 1/8/2014 2:53 PM, Dj Merrill wrote:
>
> Updated "Z-redundant-B" diagram at
>
> http://deej.net/glastar/pics/electrical/Z-redundant-B.jpg
>
>
> Changes:
>
> Removed alternator-only operation by combining the separate Alt and
> Primary bus switches into a single three position switch (Off, Bat,
> Bat+Alt).
>
> Reduced operational complexity by removing separate Alt switch. Now has
> 2 DC power switches (Primary/Alt and Secondary) versus 3. In the event
> of "smoke", turn the left most switch (Primary/Alt) off. This cuts
> power to all but the flight critical devices and has the highest chance
> of cutting power to whatever is "smoking".
>
> Reflects two EI ECUs with independent switching to allow pre-flight
> equivalent of "mag checks"
>
>
> -Dj
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
>
>
>In rough terms, my "steps" are along the lines of:
>
>1) List features and design goals.
Let's concentrate on this step. Take the Z-figure
that comes closest to what you want. Describe which
features do not address a design goal and articulate
what you would do different . . . speak to the design
goal either in terms of (1) a perceived risk that is
mitigated by a proposed change or (2) "just because."
There is no wrong motivation . . . but features
in the 1-bucket can be evaluated against legacy
lessons-learned and technical/economic trade-offs;
stuff in the 2-bucket are not technically debatable.
The feature offers functionality that is easily confirmed
by looking at the diagram and no sifting of
simple-ideas is needed. The change is justified
"just because".
This is an important exercise . . . if there are
compelling revelations of shortcoming in any of
the Z-figures, I'm intently interested in knowing
what they are. At the same time I am reluctant
to publish pretty-variations-on-a-theme that offer
no demonstrable increase in utility or reduction
of risk.
I just received a drawing from another reader
who has crafted a one-battery, two-alternator
configuration loosely based on Z-12 but with a
avionics master switch and some errors in
functionality. My question to him will be similar,
"How does Z-12 fall short of your expectations
for risk management and what information do you
have indicating that an avionics master is useful/
necessary?"
Bob . . .
________________________________________________________________________________
| Subject: | Re: Thoughts on a few electrical system configurations? |
| From: | "Jim Berry" <jimberry(at)qwest.net> |
David,
Suggest you also consider 60A primary alt. and 20A secondary alt. Set the regulator
on the secondary 0.5V lower than primary regulator. I have this in my all
glass RV10. After 3 years, I had a primary alt. failure due to spun bearing shorting
out the winding. Bus voltage dropped 0.5V as expected; the secondary alt.
picked up the slack and we completed our flight at our leisure. With 20A I
can keep everything lit up indefinitely except my heated pitot and landing lights.
No bus switching or load shedding necessary.
Jim Berry
RV-10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416712#416712
________________________________________________________________________________
| From: | "Roger & Jean" <mrspudandcompany(at)verizon.net> |
| Subject: | Re: DIY Marker beacon antenna |
If I may be so bold, are you sure you wish to go to the trouble of
installing a Marker Beacon receiver and an Antenna?
The trouble of installing the Marker Beacon Receiver is minimal. It
is already installed in my audio panel, so the only effort is to add the
antenna. Bob N. in an old post said a "wet string" would work as an
antenna, but I discarded that as too much trouble to keep the string
moist on an approach.
I am only installing it because it is there and can be activated
with very little effort and could possibly be used as a backup
indicator. If it wasn't there, I would NOT go out and purchase one.
Roger
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
On 1/8/2014 4:56 PM, John W Livingston wrote:
>
>
> How do you know that each feed going into your diodes is working?
Hi John,
Excellent question. The GRT HX EFIS monitors each power input, and
will notify you if either of the two power inputs lose power. This will
verify that the Primary and Secondary buses are getting power.
I do not have any monitoring in the diagram to tell if each of the
diodes is working, however, a pre-flight check turning off each of the
buses before enabling the alternator could be an option. If any of the
critical devices power down, one of the diodes has failed (or some other
issue).
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: Proposed new Z diagram? |
Dj, I cannot find your latest drawing.- Can you send a link or attach it?
=0A=0Athx=0A=0A=0A=0A________________________________=0A From: Dj Merrill <
deej(at)deej.net>=0ATo: aeroelectric-list(at)matronics.com =0ASent: Wednesday, Ja
nuary 8, 2014 5:15 PM=0ASubject: Re: AeroElectric-List: Re: Proposed new Z
@deej.net>=0A=0AOn 1/8/2014 4:56 PM, John W Livingston wrote:=0A> --> AeroE
lectric-List message posted by: John W Livingston
=0A> =0A> How do you know that each feed going into your diodes is working?
=0A=0AHi John,=0A- - Excellent question.- The GRT HX EFIS monitors ea
ch power input, and will notify you if either of the two power inputs lose
power. This will verify that the Primary and Secondary buses are getting po
wer.=0A=0A- - I do not have any monitoring in the diagram to tell if ea
ch of the diodes is working, however, a pre-flight check turning off each o
f the buses before enabling the alternator could be an option.- If any of
the critical devices power down, one of the diodes has failed (or some oth
er issue).=0A=0A-Dj=0A=0A-- Dj Merrill - N1JOV - VP EAA Chapter 87=0ASports
man 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/=0AGlastar Flyer N
=========================0A
- - - - - - - - - - - - - -Matt Dralle, List Admi
=======================
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
On 1/8/2014 3:11 PM, Robert L. Nuckolls, III wrote:
>> 1) List features and design goals.
>
> Let's concentrate on this step. Take the Z-figure
> that comes closest to what you want. Describe which
> features do not address a design goal and articulate
> what you would do different . . . speak to the design
> goal either in terms of (1) a perceived risk that is
> mitigated by a proposed change or (2) "just because."
The closest from the Connection is Z-19.
Using my list of features/design goals from the previous email (for
reference they are included at the end of this email) and comparing to Z-19:
1) For avionics, Z-19 offers power from two separate batteries, but it
does not offer it from two independent power buses. However, it DOES
have both of these features in the engine section of the circuit.
(Because if we can do it with the critical EI, it makes sense to also do
it with other equally critical devices. Non-critical devices in
Z-redundant-B are on the Primary bus just like Z-19)
2) Z-19 offers this feature with regards to the batteries.
3) No alternator-only mode, but since I've also removed this from
Z-redundant-B this is a null.
4) Z-19 does not minimize "always hot" wiring. (Because I don't like it,
and it is easy to create a circuit that does minimize "always hot"
wiring. I have nothing in my plane that requires "always hot" power
other than the contactors.)
5) Z-19 has parasitic loads. (Because I don't like my battery being
drained between flights, and I have nothing in the plane that requires a
constant power source. The GRT EFIS will sync its time via the GPS
signal after power-up.)
6) Z-19 does not offer this feature. (This is a cross between "just
because I want to" and safety. In general bus wiring is "safe", with
the common cause of failure being installation error as we've discussed
on the list. I'm not perfect, and could inadvertently crimp a bad
connection or make a bad solder joint. Additionally, being able to
switch off and isolate the two separate buses allows me to easily turn
off all non-critical devices with a single switch if there are issues in
flight)
7) As written, Z-19 supports a single EI which can be turned off, but
requires modification to support two EIs that can be turned off
independently. (This is a safety feature to ensure both ignitions are
working correctly during the pre-flight checks)
What I would do different (ie, what I did) was take the features
that I liked from the Z-19 diagram and use it as a basis to create
Z-redundant-B. You can see many of the features of Z-19 in the
Z-redundant diagram, with emphasis on the redundant engine bus concept
in Z-19 extended to support flight critical devices.
As an exercise, let's flip this around. Suppose hypothetically
Z-redundant-B had been around for awhile, and someone proposed Z-19.
Why would you choose to use Z-19 over Z-redundant-B? What
features/design goals exist in Z-19 that you desire compared to
Z-redundant-B? :-)
-Dj
> Here is my list of features and design goals:
>
> 1) There are devices that are considered critical to the safe operation
> of the aircraft. These devices should be able to draw power from two
> completely independent power buses and battery sources. This shall be
> known as the "redundant" bus.
>
> 2) When everything is on, devices on the redundant bus should be able to
> automatically draw power from either source, with no user intervention
> required. Ie, if one of the bus/batteries fails or is turned off, the
> devices on the redundant bus will remain powered on using the other source.
>
> 3) Bonus feature if alternator-only mode can be optionally supported.
>
> 4) Minimize "always-hot" wires.
>
> 5) No parasitic loads on the battery when everything is "off" (ie,
> clocks, etc.).
>
> 6) Each battery and associated bus should be able to be switched "off"
> and isolated from the rest of the circuit.
>
> 7) With special regard to the engine ignition, the ability to switch off
> independently of the other devices for pre-flight equivalent of "mag
> checks".
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| Subject: | Re: Proposed new Z diagram? |
| From: | Dj Merrill <deej(at)deej.net> |
On 1/8/2014 9:09 PM, Jeff Luckey wrote:
> Dj, I cannot find your latest drawing. Can you send a link or attach it?
>
>
Hi Jeff,
It can be found at:
http://deej.net/glastar/pics/electrical/Z-redundant-B.jpg
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Thoughts on a few electrical system configurations? |
At 04:37 PM 1/8/2014, you wrote:
>
>David,
>
>Suggest you also consider 60A primary alt. and 20A secondary alt.
>Set the regulator on the secondary 0.5V lower than primary
>regulator. I have this in my all glass RV10. After 3 years, I had a
>primary alt. failure due to spun bearing shorting out the winding.
>Bus voltage dropped 0.5V as expected; the secondary alt. picked up
>the slack and we completed our flight at our leisure. With 20A I can
>keep everything lit up indefinitely except my heated pitot and
>landing lights. No bus switching or load shedding necessary.
This philosophy is described in Figure Z-12
which is representative of standby alternator
installations on what must now be more than a
thousand TC Bonanzas, Mooneys, Pipers and Cessnas.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Proposed new Z diagram? |
At 03:56 PM 1/8/2014, you wrote:
>
>
>How do you know that each feed going into your diodes is working?
A cogent question. Any feature added to a
system intended to mitigate risk due to some
failure needs to be 'monitored' for functionality.
This can be a pre-flight test procedure, a
data acquisition system that watches for
anomalous conditions, a periodic investigation
during 100 hr inspections, etc. etc.
The thrust of John's question may not be
obvious . . . it's important that 'failed
features' not be allowed to persist
as latent failures.
The inability to detect such failures has
a tendency to negate their benefits.
Bob . . .
________________________________________________________________________________
| From: | Saad Mahaini <n5ff(at)yahoo.com> |
| Subject: | Intercom Install |
Hello to the group,=0A=0AI'm in the planning phase of installing a PS Engin
eering PM3000 Intercom in the panel.=0A=0AThis unit has one switched Auxili
ary Stereo Input for music, plus couple un-switched inputs for warnings, et
c=0A=0AI however have two Stereo sources, a harwired Garmin AERA 560 and a
music Aux input jack that i plan to install in the panel as well for extern
al music players such Iphone, etc.=0A=0AThe AERA Audio has XM Stereo music,
MP3 player Stereo music as well as warnings, that's the reason i like to
=0Amaintain it as a stereo music/warning source and not just a mono warning
source =0A=0AI like to have both sources to feed the PM3000 switched Stere
o Aux Input simultaneously, not thru an A/B =0Aswitch.- =0A=0AI was wonde
ring what you will=0A recommend that i use to properly combine and isolate
the two inputs. =0A=0AI'm debating if i should just =0Ause passive combinin
g/isolation circuit (resisters in line with both =0Asources) or if i should
consider using an active circuit similar to the =0AAMX-4A (previously VX E
ngineering)- or something=0A similar if such a thing exist in the market.
=0A=0AJust seeking input from people that may had to cross this bridge befo
re and have some recommendations=0A=0A=0AThanks=0A=0ASaad
________________________________________________________________________________
| Subject: | DYI Marker Beacon Antena |
| From: | MLE <rv6awingman(at)gmail.com> |
Roger,
I followed Bob's advice when building my RV-6A. ran a piece of cable from
my radio to the firewall and used a bulkhead BNC connector to get to the
front side of the firewall. I then took a piece of cable about 48" long
and attached a female end on that for the forward connection and proceeded
to strip 40" of the sheath from the cable. Subsequently I fiberglassed that
to the inside of my cowling running forward horizontally. Works fine and
I've not ever forgotten to disconnect the cable from the firewall when
removing the cowling.
YMMV
Marty, RV-6A N826ME
From: "Roger & Jean" <mrspudandcompany(at)verizon.net>
Subject: AeroElectric-List: DIY Marker beacon antenna
I have a wooden airplane in which I will be installing a Marker beacon
receiver.
My question is: Is it relatively simple to fabricate an antenna, or should
I consider purchasing one?
I assume it can be put on the inside of the airframe without a significant
loss of signal strength.
Roger
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | How to Toggle Speed Brakes with Momentary On Switch? |
Hello Bob N or anyone that can help,
I'd like to toggle our speed brakes/spoilers up or down by the press of a
momentary on button on our Tosten control sticks. In my circuit diagram
below, this arrangement will deploy (raise up) the Precise Flight Speed
Brakes when the left button is pressed on the stick. Note a positive
voltage on SB control unit's pin 6 deploys them up and positive on pin 7
retracts them down. I'd like to be able to press and release it and have it
change states up/down. I know the easiest would be if I could change the
switch on the stick to lock closed when pressed and unlock when pressed -
but, that's not an option for this control stick.
Is there a simple way to achieve this capability with these contraints?
Thanks,
Valin Thorn
Lancair Legacy Project
Boulder, Colorado
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | How to Toggle Speed Brakes with Momentary On Switch? |
Valin=3B
Use the stick output to energize a bi-stable spdt relay. Each time the coil
is energized the relay switches and the opposite wire becomes energized. (
also referred to as a "latching relay") This assumes the speed brake contro
ller is happy with a maintained input.
Bob McC
From: thorn(at)starflight.aero
Subject: AeroElectric-List: How to Toggle Speed Brakes with Momentary On Sw
itch?
Date: Fri=2C 10 Jan 2014 11:14:48 -0700
Hello Bob N or anyone that can help=2C I=92d like to toggle our speed brake
s/spoilers up or down by the press of a momentary on button on our Tosten c
ontrol sticks. In my circuit diagram below=2C this arrangement will deploy
(raise up) the Precise Flight Speed Brakes when the left button is pressed
on the stick. Note a positive voltage on SB control unit=92s pin 6 deploy
s them up and positive on pin 7 retracts them down. I=92d like to be able
to press and release it and have it change states up/down. I know the easi
est would be if I could change the switch on the stick to lock closed when
pressed and unlock when pressed ' but=2C that=92s not an option for this
control stick. Is there a simple way to achieve this capability with these
contraints? Thanks=2C Valin ThornLancair Legacy ProjectBoulder=2C Colorado
/9j/4AAQSkZJRgABAQEAcwBzAAD/2wBDAAoHBwkHBgoJCAkLCwoMDxkQDw4ODx4WFxIZJCAmJSMg
IyIoLTkwKCo2KyIjMkQyNjs9QEBAJjBGS0U+Sjk/QD3/2wBDAQsLCw8NDx0QEB09KSMpPT09PT09
PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT3/wAARCARvBPYDASIA
AhEBAxEB/8QAHwAAAQUBAQEBAQEAAAAAAAAAAAECAwQFBgcICQoL/8QAtRAAAgEDAwIEAwUFBAQA
AAF9AQIDAAQRBRIhMUEGE1FhByJxFDKBkaEII0KxwRVS0fAkM2JyggkKFhcYGRolJicoKSo0NTY3
ODk6Q0RFRkdISUpTVFVWV1hZWmNkZWZnaGlqc3R1dnd4eXqDhIWGh4iJipKTlJWWl5iZmqKjpKWm
p6ipqrKztLW2t7i5usLDxMXGx8jJytLT1NXW19jZ2uHi4+Tl5ufo6erx8vP09fb3+Pn6/8QAHwEA
AwEBAQEBAQEBAQAAAAAAAAECAwQFBgcICQoL/8QAtREAAgECBAQDBAcFBAQAAQJ3AAECAxEEBSEx
BhJBUQdhcRMiMoEIFEKRobHBCSMzUvAVYnLRChYkNOEl8RcYGRomJygpKjU2Nzg5OkNERUZHSElK
U1RVVldYWVpjZGVmZ2hpanN0dXZ3eHl6goOEhYaHiImKkpOUlZaXmJmaoqOkpaanqKmqsrO0tba3
uLm6wsPExcbHyMnK0tPU1dbX2Nna4uPk5ebn6Onq8vP09fb3+Pn6/9oADAMBAAIRAxEAPwD2aiii
gAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAMzW3xbxr/eaq2irm7Zv7q0/W2zJEvoCa
foa/LM/uBQBrUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQA
UUUUAFFFFABRRRQAUUUUAJS1zPjm38SXOkwr4TmWG8EwMjMyj5MH+8PXFeU+Hte+I3iTUruz0/VQ
8lkwE4fy1A+Yjg456GgD3ulrzPxl4m1jS/iR4d0y0vGitLoR+fEFUh8uQecZ6V0fxI1W80TwPfX2
nTmC5i2bJAAcZcA9fY0AdRRXK+EvEDP8OLTW9audxEDSzzEAZAJ7D6VwMfiXx38Rbud/DGNM0yJt
qyFgufq+CSfYdKAPaKWvFZvEHj74dXEM/iJhqemSNtdtwcD6PgEH0zwa9C8QeIvN+HF5rmi3BXda
GaCXAyp+h7jpQB1FJXg2neIPiVdeHH8Q2t8s9hFuLbljJwp+b5cZrtR46utZ+EN9r1qRa6hAhRig
yFcMASM9iD+tAHolFeY/Cb4iT+I/O0rWp/M1FMyQykAeancYHcfy+lSeIfE+r2fxi0jRre8ZNPnW
MyQhRhs7s84z2FAHpdFJXlvxM8Xa3D4nsPDHh+dbOa5VWa4YhdxYkABj0HFAHqVFee+A/wDhObLW
7nTfEwF1YxpuW7ZgTk9ArY+b3B6VlnxxL/wuc2f9txf2FsHHmr5W7ys/e/3vfrQB6vRVS+1Oz0y1
NzfXUNtAP+WkrhR+tU4PFehXNo11Dq9i0CkK0nnqApPQHnigDXpKovremxfZ/M1C0UXIzAWmUeaP
9nnnr2rhviZ45t4PCFwPD+s25vDOsLmCUF1H8WP05HrQB6RSV4Teajq2i/CaC/tfE891c3N5ESY5
iXtwY2JjJyT1wccdK3/Ew8Q6honhK407xBDZM9vG83n3YiaRyFO85+/16e/vQB6xRVeW6isbTzr2
4iijRfnlkYIv15rPtPFug38cr2usWMiwjMhEy/KPU+3vQBsUVx3xB1tk+HOoalot/hl2eXcW0mf+
WgBww/EVX8G+L7K28DaTceINZhS6nRiWuZhvf5iM880AdzSVmanq9rBoE9+t7AkJiYxT+YNpODtw
enWuH+Dviu713Tr2PWdTFzeif90kjKH2BRnA9M0AemUlMnYrbyMpwQpIP4V558IPEuq+JLXVn1e7
a5aCZFjLKBtBBz0HtQB6PRUc9xFawtNcSJFEgyzuwVVHuTWXZ+LdB1Ayi01ixlMQLOFmX5QOp+nv
QBsUVSj1jT5rF72K+tntI87p1lBRcdct0qrc+LNCs7aO4uNYsUhkOEfz1IbHXHPNAGvRUNrd299b
pcWk0c8LjKyRsGU/iKp6p4h0nRcf2nqNrak9FlkAJ/DrQBpUVT07V7DV4fN068t7qMdWhkDY+uOl
Jqesafo0Im1K9t7WM9GmcLn6etAF2krKTxVoclot0ur2H2d22iQzqFJ6469a4/4lxa1dX2jSaLr1
tp8JYsVkuhDvORhhn74wenv70AejUVnSa1p1nI1vd6jaR3EUe+RHlVWAxyxGeBU+n6laaraJdWFx
HcW752yRnKnHB5oAtUV538YfEmq+GtI06bSLtraSW4KOQoORtz3Fd5Yu0un28jnLvErE+pIoAsUV
napr+l6KqnVNQtrTd90SyBSfoOtTadqtjq0Hn6ddwXUXdoXDAflQBboqve39rp1s1xe3EVvCvWSV
wqj8TVC18V6Fe20txbavYyQxf6xxMuE7c+lAGvRUNvdwXdstxbzRywMMrIjAqR6g1mw+LdBuL/7F
Dq9i9znHlrMuSfQetAGxRVOz1ax1F5Esry3uGi4kEUgYp9cdKj1PXtM0VQ2p39tag9PNkCk/QdaA
NCiqGm63p2sxmTTb63u1HUwyBsfUdqfZ6tYahLJHZXtvcSRf6xYpAxT6gdKALlFU77VrDTNn2+9t
7bzOE86QJu+metWwcgEdDQAtFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAUUUUAFFFFABRRRQAUUUUAFIeaWigDlZkMczp3ViK6W2fzLaNvVRWDqSbL+UepzWvpT77CP
/ZyKALlFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAYGrtm+I/uqBV/Rk22Zb+8xrL1B999MfRsVtaau2wi9xmgC1RRR
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAV498Gv+Ry8Vf7/AP7UevYa80+GfhXV9A8TeILrUrQww3bZhYup3fOx7H0IoA574uw3lx8S
NCh02Xybx4kWGQnG1zIcHP1qh4w8O+PrDwzdXGva0lzp67fNiE5bd8wxxtHfFdl408LavqvxK0DV
LK0MtlaeX50m8DbhyTwTnpXQ/EbSbzXPBF9YadCZrmUpsTIGcMCeT7CgDg9TEx/ZytPI3YwnmY/u
+af64ruPhgbX/hXmkfY9m3yv3m3/AJ6ZO7PvmneEvDzxfDq00TWrbDGBop4SQeCT3H1rgF8KeOvh
7fTr4VcahpkrbhGcNj6oSMH3HWgD0P4im1/4QDWftu3y/s527v7/APDj33YrgfDPnf8ADPeq+du2
bZvKz/dyOn47qhm8NePviFdQw+JSNN02NtzKAFB+igkk/XpXofiDw75fw6vNC0W3zi1MMEWRkn6n
uetAHz/b6j4hs/DtjY/2jJa6LqLOi4Pyfew+7Az3yR6V6/rPhmDwn8FdS06CXzyIfMklxgOzMuSP
bpis+1+HV7ffCFdHvrYQ6tbyyT26swOGyTjI4+YcflV+20rxJffCG90PUrB11OOIQQAyKfNQEEc5
6gcc+lAHnkfhu5sfAejeM9D3R3lm7fadvoHIV8fofatJPElv4r+LnhjU7f5TJHEssf8AzzkG7cP8
9q9N+H2hXOl+ArXStYtgko8xZYWIYFWY8HHHINcFp3wu1Xw/8ULS7srcy6PFciVZt4yiEHgjOcjp
QB7TXHfELwBD4zsEkhcQanbA+RMehHXa3t79q7GvNPHujeMoPE1vr3hi5luo402/Y9wxHxg/KeGB
/OgCD4d+N9Ug1o+EfFSOuoRZWCZz8zYGdrHvxyG71zB8G6N/wu46Cbdv7O2B/L8w5z5W/r161veF
PCnifXfHkXijxXCtp9mH7uMAAsQCFAAJwBnOTWofC+rf8LvOvfZD/ZnlhfO3Dr5IXpnPWgDm9bsj
49+MjaFfzyR6bp6ELGhxwqgnHuSevpTPip8ONI8OeHk1TRlkt9sqxSxGQsrg5weec5Fb/jjwTrkH
iuPxX4QYNegDzoCQCxAxkZ4II4IrA8TaR8R/G+lKNR06G3ggcFbWMqhkbpuOSenue9AGV45h+0eH
/AEIYqZLMJuHUZ8sVv8AxS8D6H4c8Cwy6ZaGKWK5VQ5cktuGGJz67RUniTwTr1/p/guO2sC76bAq
3Q3qPLIKe/PQ9K6z4q6FqHiLwh9i0q3M9x9oR9m4DgA5PP1oA4Dxdodjo3wU0uSxiKNe3EE8xLE7
nMTZPPSo/iD/AMgPwB/17J/KOur8ZeFNY1T4V6NpFnZmS+t2hMsW9Rt2xsDyTjqRVHxl4M1zVNK8
IQ2diZJNPhVbkb1GwgJ6nnoelAFb4lmfxN8TNI8LSXDw2LBGYL3Zskn3OBgVY8d/CrQdK8H3d/pK
zW1zZx7yxlLCUZ5DZ7/Sr/xO8MR6vqllqOlataWWv2oUJFLcLG0ozlcZ6EHOOxrl/Fx+IF34Vuv+
EmltbLT4VBcAoGuGyML8pOeeew4oAuwf8m2SfU/+lFN8GfDDSNZ+Hh1PUBM97cRyNE4kIEQUkLgd
+nOa0NH0W+1b9n9NPsYDLdT5aNMgbh52ep9hXY+C9JvNK+Htppt7CY7uOCRWjyDgktjkcdxQB538
MbGHxB8N9e03U981rby+bGm4jawTdxj3GasfAfRLKe3vNXeMm9gmMMb7jgKVGRjpWx8MfCmseH/D
OuWuqWhgnuSfKXep3fIR2PrVv4QeGtU8M6Jfwavam3lluA6KWDZG0DsaAO9uf+PaX/cP8q8p+An/
AB467/18R/yavV51LQSKoySpA/KvCvDvh/4k+E1uk0fT0jS4cM+8xNkjOOp96ANr4tXF1rfi/Q/C
kc5gtbko8hB+8zMVBPrgDj3NWfFvwj0HT/CV3daUJre8s4GlErSk+YAMkMOnIz0xU/i3wPrfinw/
o+rBlh8TWUYMi5C7znOARwCDyO3NZOoR/E7xVo02lXthBaQeWfNk+VGnxyF6nr7YFAEXhb/k33W/
96X/ANlpnw3+Gmj+I/Br6jqgmlnnZ0i2yFRCFOMgDqc561uaB4S1mz+DuqaJcWZTUZ2kMcO9Tuzt
xznHY10fw00a+0HwRb2GpweTco8hKbgeCxI5FAHA/CPV5tH8LeKnyZEsF86ND03bW/ntFHw58D2f
ji2uvEfieWa9mmnZFjMhA4xkkjnvwO2K3fhh4N1LSIdft9esjFBf4VQXB3r8wPQ+hrJtPD3jr4dX
lzB4bgi1TS5n3or4OPqMgg4xnHBxQB2fh34Z6R4Y8QSappk94m5dotzL8gz1z3b8elcDZaUvxL+K
2rrrU0pstOLKkKtj5VbaFHoOpNdn4LPjy71iW88TfZ7awZcC12jdnttwePfJNYfiTwZ4k8O+MZfE
vgtVnF1kz2xx1P3hg4ypPPqDQBzXxb8BaZ4VtrO90fzIYZ5THJAzlgGxkMM8+taHxc+/4L/65f8A
xqq/irw58Q/Gtvb3OpafEixMVjtImVduRyxBPtjrXRfEXwhrWuN4YOnWZm+xR4n+dRsPyep5+6aA
MTxVo0Gv/HqLTrvcbaZI/NVTgsojzjPvivY9L0u00bTobHT4hDbQjCICTjnPU/WuCuvC+rSfGyDX
UtCdNWMAzbhwfLK9M5616RQB5R8fv+QBpP8A19N/6DXpME32bQIpiMiK2D49cLmuL+L/AIZ1XxNp
Gnw6Pam4khnLuAwXA247mq3hOT4iHWbS28Q2sS6QEKS4WPptIHQ564oA800jWNL1fV73V/Fum6lq
880nyJAcRqPQ4IPHGBWh4f1WDRviHY3fhqx1S0065kWG5t7hSRhjg4PcDIIz0rqU8N+Mvh3qt2fC
dvFqWk3T7xBJyUPYEZByOmQea6PwY/ju91aW88TfZrSwYfLaBBuz2xgkgeuSaAOR8YW8vjf4w2/h
u7uHi0+2QHap6/JvYj3PTPpUvxH+GGi6J4Sn1PRlltpbXaJFMpZZVLAc575IP4VofEPwwb3xRbax
4c1ayt9fh2hrZ7hUeQj7pAJ644weormPHJ8c3nhiSXxXLa2VlC67IEKhrh84AwpOccn04oAn8Qa3
daZ8EPDtnaOY/t+6OR1ODsBJI/HIrqLD4LeH28ORRymc6g8Qc3ayEbXIzwvTANR2vgr/AIS34M6P
YllhvIohPbu3QEknB9iD/Ks2wb4pxWC6CLOGNFXyRfSFSUTpndnnA74zQBV+C7nSv+Eqkk/eNaoG
bH8RXf8A4VF8PfClv8RrrUvEHieWa6YT+WsQcqM4zzjnABAAFdD8JvB2reHJdaj1u02R3IRUYuGE
gG7PQ+/esyPwt4z+HmrXbeE4Y9R0y5bd5T4JX0BGQcjpkdaAOu0X4W6N4f8AEi6vpk15BtXC26y/
JnvnuR7E1yeoD/hAPjRBeKPL0zWhh8cKCxw35Phvxrf8Iv8AEHUNf+2eIFtrLTduGtigyfTaASQf
cn8Kr/HG2spPBkU9w4S6huF+zerE/eH0wM/gKAMY/wDFxfjJ2fSdE/FXKn+r/otexVw3wk8M/wBg
eDop5lIu9QxcSZHIUj5B+XP413VABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQBh60m26Rv7y1Z0R828i/wB1qbrafJE/oSKi0R8T
yp2K5oA2qKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKK
ACiiigAooooAKKKKACiiigApOlLUczbIXb0UmgDmZW3yyN6sTXTW67LeNfRQK5iMbpEHqRXVDigB
aKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAo
oooAKKKKACiiigAooooAKKKKACikpaACiiigAooooAKKKKACiiigAooooAKKKKACiiigDlfGfw+0
vxpHG92ZILuIYjuIsbgPQg9RXK2/wNtGnjOpa7fXkCHPlbdufbJJx+FeqUUAQWdpBYWkNraxLFBC
gSNFHCqOgqeiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA4/xn8NtL
8ZSx3MzyWl9GNouIQMsOwYd8Vz1l8D7IXkcurazeahFGciEjaD7E5Jx9MV6jRQAyGFIIUiiUJGih
VUDgAdBT6KKACiiigArk/F3gODxhqWnz317MlvZHcLZFG2Q5BOT7gAV1lFACKoUAAAAdAKWiigAo
oooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAo6uu6wY/3WBrM0p9l+n+0CK2r1PMs5V/2TXPWr7LqJvRhQB1FFFFABRRRQAUUUUAFFFF
ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAVW1Bt
ljMf9nFWaoaw22xI/vMBQBk2K776Ef7Wa6Wuf0ld1+nsCa6CgAooooAKKKKACiiigAooooAKKKKA
CiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigCOeeO2t
5JpnCRRqXdj0UDkmvAPF3xk1fU7+SLQZmsLBDhHUDzJB/eJPT6CvYvHsM8/gXWo7UEytavgDqRjn
9M182eE59Lt/FFhLrkYk05ZP3ykZGMcEjuAcE0Aaen/E3xXp84lXWJ5hnJSfEin8D/SvbvAHxEtP
Gts0TILbUoVzLBnIYf3lPp7dqi8S/Dnw/wCLNEDabBaWlwU3W11bIFU+mdvDKa0PBPgXT/BmneXA
omvZAPPumHzOfQei+1AHUUVzPjXxta+CLK2uby2muFuJDGoiIBBAz3rH0b4waFqdhfXlysthDaBc
+cQWkLZwFAOSeKAO+oryG6/aAtEnK2miTSRA/eknCE/gAf5103hL4r6J4puVtDvsb1/uQzkYc+it
0J9jigDuKKTNV76/tdMs5Lu9njgt4hl5JDgAUAWaK8p1T49aXbTtHpum3F4oOPMdxED9Bgn88UzT
/j7p00ypqGk3Fsh6yRyCTH4YFAHrNFUtK1ey1uwjvdNuY7i3k6Oh7+h9D7GrtABRXLeLfiFovg8C
O+laa7YZW2hwXx6nsB9a4Zv2gYfN+TQJDH73QB/9BoA9iorh/CvxY0LxPcpaZksbx+EiuMYc+isO
Cfriu3oAWiquoajaaVZS3l/cRwW8Qy8jnAFeYal8fNOguGj07Sp7qMHAlkkEYP0GCfzoA9Yr5Z1D
xTrya/dRrrWpKi3TqFF0+ANx4xmvYPDnxq0TWruO1v4ZNNlkOFeRg0ZPoW4x+IxXhWokHxHdEEEG
7fBH++aAPriE5gjJ5JUfyqSo4P8Aj3j/AN0fyqSgBDXzdefFnxdDfXEaamAqSMoHkp0B+lfSJr4/
vADrM4IyDcNn/vqgDsbX4z+LbeRWkure4UdVkgXB/LBr1bwD8TbTxkzWc8ItNSRd3lBsrIvcqfb0
qt4n+F3hebw3dzW1lHYXEMDSpPGxABC55BOCK8V8CSzxeOdFa1LCQ3ca/L6E4b9M0AfVtFUNb1RN
E0W71KaNpI7WIysidSB2FcRo/wAatE1SedZbW5s4oIGmeWUqRgY4ABySc8UAejUV5r4d+MUXiXxR
BpNpo04SdiFmMwyoAyWK46YHrXoN9f22m2ct3ezpBbxDc8jnAUUAWaK8o1T49abb3DR6bpc93Gpx
5skgjB+gwT+eKu+Hvjbour3SW2oW8umyOcLI7B48+7cY/EUAelVFdEi1mIOCEbBH0rzS6+Ouk2t7
NbHTL1zFI0e9WTDYOMjnpXpEsnm6c8gGA0RbH1FAHy/oninXpde0+OTWtSZGuY1ZWunIILDgjNfV
FfIWgf8AIxab/wBfUX/oYr68YhQSTgDqTQAtFea6r8cND07Up7SG1urxIm2+dEV2Me+Mnp7113hT
xG3inShqK6fcWVu5/deeRmQf3gB2oA3KKzdc1/TvDmnte6pdJBCOBnksfRR1JrzW9+P9lHKVsdGn
mjHR5ZghP4AH+dAHrlFeX6N8ddGvrhIdSsrjTwxx5u4SoPrgA/pXpdtcw3ltHcW0qSwyKGR0OQw9
QaAJaKztc12w8O6ZJf6nOIbePv1LHsAO5NeYT/tAWy3JEGhyvADwzzhWP4YP86APYKK5Pwh8RtG8
Ykw2rvb3ijJtpsBiPVT0IrrKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAGsu5SPUYrlWBRyO6musrmb1Nl5Mv+0a
AOkjbdGreoBp1VrB/MsYj/s4/KrNABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFF
ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAVl6437qJfVia1KxdbbM8S+ik0AGiLm4kb0XFb
VZWhr8kzepArVoAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoo
ooAKKKKACiiigAooooAKKKKACiiigAooooARgGUggEHqDXgHxO+GM2h3E2r6NCZNMclpYl5NuT7f
3f5V7/UKXFtdNNCkkUrRnZKgYNtJHRh9PWgD5x8AfEq98H3C21xvudKc/PDnmP8A2k/w6GvojStV
s9a06G+0+dZreYZV1/kR2PtXjXxW+GUOlW8uv6GgjtgQbm2HRMnG5fbJ5HaqPwR8Rz2Pig6M8jG0
vkYqh6LIozkfUAj8qAOo+P3/ACANK/6+m/8AQa8o8IeFLzxhra6fZkRqF3yysMrGvr7+wr1f4/f8
gDSv+vlv/Qaz/wBn94A2tIdv2giIj12fNn8M4oA2P+FDaD9i8v7ff/acf67K4z/u4/rXkfi/wpe+
Ctd+x3D7gQJIJ04DrnqPQg19V141+0A8ONFT5fP/AHp99vy/1oA7P4XeKJfFHhGOW7YteWreRMx6
uQAQ34gj8c15Z8ZPFk2reJpNIhlIsdPO0qOjy/xE+uOn4Guq+AAb+yNYJ+558ePrtOf6V5H4lV/+
Eq1VZOH+2S5z/vmgD0rwT8IdOvdLh1DxJdsHnUOlrFIF2qem49c+w6Vf8T/BnR306SXw7dmG7jUl
YZpgyS+2eoNcWnwi8YyorpaRlWAIIuk5H507/hT/AIz/AOfOP/wKT/GgCP4X+K7jwv4shtZnYWV5
IIJ4yeAxOA31B/Svd/GniEeF/Ct7qYwZY02wqe8h4X9efwrw6D4QeMYriOX7DFlHDZ+0J2P1r0X4
5B/+EEgx0F2m7/vlqAPHfD+i3/jrxQYZLn97MxluLmU/dXuff0Ar2G3+DXg+K1Ec1xcTS45lNyFJ
P0HFeMeGvCureKrieDRo0klhQO6tKE4zjv1rof8AhT/jP/nzj/8AApP8aAK3xA8CN4MvYZbS7F1Y
Tk+VJuG9GHO1sfoa9g+E3iybxP4W2Xjl72xYQyOerrj5WPvjj8K8nPwd8ZN1soj9blP8a9E+Efgz
W/Cd1qZ1iBIY7hIxHtlV8kE56H3oA4j4y+K59W8TSaRE7LZaedpQdHkxyx+mcD8ateAPhCPEWmR6
rrVxLBazcwwxYDuv94k9B6cVxPjUOPG2tCT732yXr/vGvqDw88Mnh3TWtypiNrHs29MbRQB5T4r+
B0Ftpst14dup3liUsbachvMA67WAHPtXj0IIuYweocfzr7HOK+R9ZeJ/FV81vgwteOU29MbzjFAH
1rB/x7x/7o/lUlRwf8e8f+6P5VJQAhr49v2K6rcsOonYj/vo19hGvkC7GdanB6faG/8AQqANfV/i
B4k12xNlqGqSPbNw0aqqBh77QM10XwcuvD1n4j83VpXj1Jjssy4HlAkYPPZj0GeK9luPAvhm/twt
xolidy9UiCH8xg187eO/D8XhbxfeabayM0EZV4yx5CsAQCfbNAH0T4+/5ELW/wDr0f8AlXzDpGnT
avq1rp9sf3t1KsS56cnGTXvo1KXV/gRLd3DFpm011dj1Yrlc/pXkPwuUN8R9GBGcSsf/ABxqAPcP
Cnwz0fwjqK31i1xJc+SYmaVgQc4ywGODxXmPxp8Vz6j4ibRIZSLKxxvVTw8pGST9AcfnXv1fKfjw
OvjvWxJ977XJ/PigDr/h98I/+El06PVdYuJbezlJ8mKLG+QDjdk9B+Fbfif4F28WnyXHh26uGnjU
t9nuCG8zHYMAMGvTPCjwSeE9Ja1K+SbSLbt6fdH9a1qAPjfaVlCsCCGwQeor6+H/ACBx/wBcP/Za
+VPErwv4t1NrbHkm8kKY6Y3mvqsf8gcf9cP/AGWgD5N0D/kYtM/6+4v/AEMV6r8WviVuM3h7Q5uB
lby4Q/nGp/mfwryKxhlub+3ggbbNLIqI2cYYnAOfrU99Y3Gi6xJa6nbMJreTEsTkjdz6+h9fegDt
/hf8OG8T3S6nqkbLpMLcKePtDDsP9n1P4V9BqiQRKqhUjRcADgKBWF4J1/SvEHhy2m0dEhhiURtb
DgwED7pH8j3rV1cMdGvdn3vs8mPrtNAHzT458TXXjPxbK8bO9usnkWcXoucD8Sea9H8O/BfQ4bCN
9fvWuLx1BeOKYIkZ9ARyfrXi2n2U2o6hBZ2wBnnkEcYZto3E4HJ6V2f/AAp/xn/z5x/+BSf40Abv
jz4S2OmaXLqfh27LrAu6W2lkDHaOpU+3pTfgl4tmtdXPh66lLW1yGe3B/gkAyQPYgH8RWJ/wp/xn
/wA+Uf8A4FJ/jWv4P+F3inRvF2mX91ZxJBbzq8jCdCQvfgGgC98f5rn7Zo8JLfZfLkcDsXyAf0x+
dYfw78FeGvFulzx3+qywatvISFWVcL2YAj5vwNe1eLvCVj4w0drG+BVlO6GZR80Teo9vUV8+eKPh
5r/hCUzTwNNaocrd2+So9z3U/WgD0/wJ8If+Ed159S1W4S4e3k/0NY8gf77e/tXqVeHfDL4p366p
baJrsxube4YRQ3Dn542PABPcHpzzXuFAC0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAVgaum2+J/vKDW/WNraYlif1
BFAFrR23WWP7rEVfrJ0NuJk+hrWoAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoooo
AKKKKACiiigAooooAKKKKACiiigAooooAKKKKACsDV23XxH91QK365vUG3X8x9GxQBqaMu2yz/eY
mtCqmmLtsIvcZq3QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQByXxKTXD4QuZPD1w8VxF80qxj53j/iCnqD34968C
8JeNdS8H6s95aMJlm4nhlJxKPc+vvX1TXCeJvhDoHiK5e6iEmn3TnLtb42ufUqeM/TFAHnHjL4xX
HifQpNLtNOFnFPgTO0u9iAc4HAx0pvwT0Ge/8YjU/Lb7LYIxL44LsCoX8iT+FdhY/ATSIZ1e81O7
uYwcmNVWPP1PJr0jSdIstE0+Oy023S3t4/uog/UnufegDzT4/f8AIA0r/r5b/wBBryLwz4i1Dwrq
8ep6cRvT5HVhlHU9VP5fpXrvx+/5AGlf9fTf+g1hfBTSLHXLTX7HUrZLi3dYco46H5uQex9xQBq/
8L/tvsmf7Em+07ennDZn64zivLdd1zVPGviD7VcgzXUxEcUMY4UdlUV7Dd/AbQprgvbX99bxn/ln
lXx9CRmun8K/DvQvCTCaxgaW7xg3M53P+HYfhQAvw88LHwl4UgspQPtch864IOfnPb8AAK8q+Mvg
y407XZNdtYi9jeEGVlGfKk759AeufXNe+0yeCK5geGeNJYpBtZHGQw9CKAPCPBvxom0LS4tO1eze
8hgUJFNG2HCjoCDwcfhWhr/x5eezaLQdPe3nbjz7ghtn0UcE/Wul1f4I+HNQnMto91YEnJSJgyfg
G6fnVex+BGg284e7vL26Uf8ALMlUB+uBn9aAJPhh8Q9Y8WzSWmo6errAuXvovlUHsGX1Pt+Vdh4u
8Pp4n8MXulsQrTJmNz/C45U/mKvaXpNjo1ilnp1rHbW6dEjGB9T6n3NW6APlTTdQ1j4e+KjKIjDe
2xKSRSD5XU9QfUHqD9K9Rg+P2nG3U3Gj3azY5VJFK59icH9K77xJ4N0bxXEq6tZrI6DCTIdsi/Rh
29q4eT4BaO0hMeq3yoTwpVDj8cUActcfHPXpNaE9ra2yWQ+UWjLuLe5brn6ce1e3aHf3GqaPbXl1
ZSWM0ybmgkbLJ9a53w38LPDvhqdLmK3e7u05Wa5O4qfUDGB+VdjQB4P8afB01lrJ8QWkRa0u8C4K
jPlyDjJ9ARj8c1neBPizd+E7MadfW5vbBcmIB9rxewPce1fQs9vFcwPDPGksUg2ujjIYehFed6t8
DvD1/cmazmurAMcmOMhk/AHkfnQByXir433Gq6bJZaNYtZecpSSeR9zgHqFA6fWvLYRi5jB6hx/O
vo7w78IvDvh+4S5aOW+uYzuR7kgqp9lHH55qOb4NeF57p7h0vfMdzIcT8ZJz6UAd1B/x7x/7o/lU
lNRdiKo6AYp1ACGvj6+bZq1yw6idj/48a+wTXAy/BbwrNM8rpe7nYsf3/c/hQB55L8dfETQ7IrXT
4mxgMI2JH5muIZtU8XeIcnzLzUb2TsOSf6AfoK93HwS8Jgg+Xen2Nx/9aum8P+DtE8MK39k2EcLt
96U/M5/4EecUAYusaMPD/wAHrzTAwY22nMjMOhbGSfzJrxX4W/8AJSNH/wCujf8AoDV9KarpsGsa
Xc6fdbvIuYzHJtODg+hrl9F+FPh3QNXt9SsVuxcW7Fk3zZGSCORj3oA7OvDfjZ4Png1QeIrSMvbT
qqXO0f6twMBj7EY/Ee9e51HNDHPE8UsayRuNrKwyGHoRQB87eA/ireeEbX7BdwG908EmNN214ieu
0+ntW14m+OU+o6bJaaJYtZtKpV55XDMoP90Dofeur1f4IeHtRuTNZy3On7jkxxEMn4A9Pzq54e+D
/h3QblLmRJb+4jbcjXJBVT/ujj880AfOIz5gznOe9fX4/wCQOP8Arh/7LXGXPwa8L3V1LcSJeeZK
5kbE+BknJ7V3Pkr9m8nnZt2decYxQB8j6B/yMWm/9fUX/oYr6F+I/wAPYPGGnm4tQkWrQL+6k6CQ
f3G/oe1Q2vwa8L2l1DcRJe+ZC6yLmfuDkdq72gD5X8NeItU8BeI2lWN0eNvLurWTjeAeVPv6Gvpb
QdesfEujw6hp8gkglHIPVD3Vh6isfxJ8ONA8VX63uowSLcBdpeF9hcds+tTeGPAml+EZ5ZNJkvFW
YYeOSbcjehxjr70AeD/ELwhdeDvEsjxI62M0hltJl6DnO3PZhXZ6D8ePIsEh1zTpJ50GPPt2A3+5
U9D9DXr+paZZ6vZPZ6hbR3FvJ96OQZH19jXnmofAnQLmcvaXd7aKf+WYYOB9MjP60Acz4i+Ot9dB
I/D9oLJQQWlnw7t7Y6Afn+FegfDjxnqPjHS5bi/0z7MIiFFwh/dzHvtB5479RWXpXwQ8OWE4lu5L
q/IOQkrBU/EKMn869Dt7aG0t44LeJIoYxtREXCqPQCgDzL4t/EG/8OyQ6TpIkt7mVRK90V4C5+6u
evTn8qyLT48Rvo7Q6ro3nXRQoxjcCKTjuDyAe45r1TX/AA1pfiay+y6taJPGOVboyH1VhyK4Cb4B
6M8xaLU7+OMnhCEYj8cUAeR+FNNuNb8Yafb2UeHe5WQhRxGobJP0AFfV9c94V8D6N4PicaZA3nSD
Ek8p3Ow9M9h7CuioAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigA
ooooAKKKKACiiigAooooAKKKKACiiigAooooAKzdbTNsjejVpVU1RN9hJ7YNAGboz7bxl/vLW7XO
ac2y/i9ziujoAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoooo
AKKKKACiiigAooooAKKKKAErl523zyt6sTXTSHbGx9ATXLKN7AdyaAOntl2W0a+iipaRRhQPSloA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAo
oooAKKKKACiiigAooooAKKKKACiiigDgPiz4T1TxbpVhb6REkkkM5dw8gTA2471T+EfgvWPCMmpn
WII4xcCPy9kofON2en1Fel0lAC0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUU
UUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRR
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAVFcp5ltIvqpqWkIyMUActCxSaNvRga6muVkXZI6/3WIrp4H8yCNvVQaAJKKKKACiiigAoo
ooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAIL1t
llMf9k1z9ou+7hX1YVtas23T39yB+tZWmLu1CL2yf0oA6KiiigAooooAKKKKACiiigAooooAKKKK
ACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAo
oooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA5u/T
ZfTD1bP51taa2+wiPoMVl6wm2+z/AHlBq7or5tGX+6xoA0aKKKACiiigAooooAKKKKACiiigAooo
oAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAM7WmxaKvq9Z2nTx29z5kp
wNpA4q3rjf6lfqaoW9pLc7vKXO3rzigDZ/ta1/vn/vk0f2ta/wB9v++TWX/ZV3/zzH/fQo/sq7/5
5j/voUAan9rWv99v++TR/a1r/fb/AL5NZf8AZV3/AHF/76FL/ZV3/cX/AL6FAGl/a9r/AH2/75NH
9r2v99v++TWb/ZN1/cX/AL6FH9k3f9xf++hQBpf2va/3m/75NH9r2v8Aeb/vk1m/2Td/3F/76FH9
k3f9xf8AvoUAaX9r2v8Aeb/vmj+17X+83/fJrN/sm6/uL/31R/ZN1/cX/vqgDS/te1/vN/3yaP7X
tf7zf981m/2Tdf3F/wC+qP7Juv7q/wDfVAGl/a9r/eb/AL5o/te1/vN/3zWb/ZN1/dT/AL6o/sm6
/up/31QBpf2va/3m/wC+aP7Xtf7zf981nf2Rdf3V/wC+qP7Iuv7q/wDfVAGj/a9r/eb/AL5o/te1
/vN/3zWd/ZF1/dT/AL6o/si7/up/31QBo/2va/3m/wC+aP7YtfV/++azv7Iuv7qf99Uf2Rdf3U/7
6oA0f7YtfV/++aP7YtfVv++azv7Iuv7qf99Uf2Rdf3U/76oA0f7YtfV/++aP7YtfV/8Avms7+yLr
0T/vqj+yLr0T/vqgDR/ti19X/wC+aP7YtfV/++azv7IuvRP++qP7IuvRP++qAND+2LX1f/vmj+2L
X1f/AL5rP/si69E/76o/si69E/76oA0P7YtfV/8Avmj+2bX1f/vms/8Asi69E/76o/se69E/76oA
0P7ZtfV/++aP7ZtfV/8Avms/+x7r0T/vql/se69E/wC+qAL/APbFr6v/AN80f2za+r/981Q/se69
E/76o/se6/2P++qAL/8AbNr/ALf/AHzR/bFr/t/981Q/se5/2P8Avqj+x7r/AGP++qAL/wDbNr/t
/wDfNH9s2vq//fNUP7Huf9j/AL6o/se5/wBj/vqgC/8A2za/9NP++aT+2bX/AKaf981R/se5/wBj
/vqj+x7n/Y/76oAv/wBs23/TT/vmk/tm2/6af981R/se5/2P++qP7Huf9j86AL39s23pJ/3zR/bN
t6Sf981R/se5/wBj86P7HufVPzoAvf2zbekn/fNH9s23pJ/3zVL+xrn1T86P7GufVPzoAu/2zbek
n5Uf2zbekn5VS/sa59Y/zo/sa59Y/wA6ALv9s23pJ+VH9tW3pJ+VUv7GufWP86P7GufWP86ALv8A
bVt6SflR/bVv6SflVL+xrn1j/Oj+xrn1j/OgC7/bVv6SflR/bVv6SflVL+xrn1j/ADo/sa59Y/zo
Au/21b/3ZPypP7at/wC7J+VU/wCxrj+9H+dH9jXH96P86ALn9tW/92T8qX+2rf8AuyflVL+xrj+9
H+dH9jXH96P86ALn9tW/92T8qP7at/7sn5VT/sa4/vR/nR/Y1x/ej/OgC5/bVv8A3ZPyo/tq3/uy
flVP+xrj+9H+dL/Y1x/ej/OgC3/bVv8A3ZPyo/tq3/uyflVT+xbj+9H+dH9i3H96P86ALf8AbVv/
AHZPyo/tq3/uSfkKqf2Lcf3o/wA6P7FuP70f5mgC3/bUH9yT8hR/bUH9yT8hVT+xbj+9H+Zo/sW4
/vR/maALX9twf3JPyFH9twf3JPyFVf7FuP78f50f2Lcf34/zNAFr+24P7kn5Cj+24P7kn5D/ABqr
/Ytx/fj/ADNH9iz/AN+P9aALX9twf3JPyH+NH9twf885PyFVf7Fn/vx/rR/Ys/8Afj/WgC1/bcH/
ADzk/IUf23B/zzk/IVV/sWf+/H+tH9iz/wB+P9aALX9twf8APOT8hR/bcH/POT8hVX+xZ/78f60f
2LP/AH4/1oAtf23D/wA85P0o/tuH/nnJ+lVv7Fn/AL8f60f2LP8A34/1oAs/23D/AM85P0pP7bh/
55yfpVf+xZ/+ekf60f2LP/z0j/WgCx/bcP8Azzk/Sj+24f8AnnJ+lV/7Fn/56R/rR/Ys/wDz0j/W
gCx/bcP/ADyk/Sj+24f+eUn6VX/sWb/npH+tH9iTf89I/wBaALH9txf883/Sj+24v+eT/pVf+xJv
+eifrR/Ys3/PRP1oAsf23F/zyf8ASj+24v8Ank/6VX/sSb/npH+tH9iTf89I/wBaALH9txf88n/S
j+24v+eT/pVf+xJv+ekf60f2JN/z0T9aALH9txf88n/Sj+24/wDnk/5iq/8AYk3/AD0T9aX+xJv+
ekf60ATf25H/AM8n/MUf25H/AM8n/MVD/Yk3/PSP9aP7Em/56p+tAE39uR/88n/MUf25H/zyf8xU
P9iTf89U/Wj+xJv+eqfrQBN/bkf/ADxf8xR/bkf/ADyf8xUP9iTf89U/Wj+xJv8Anqn60ATf25H/
AM8X/MUf25H/AM8W/MVD/Ykv/PVPyNH9iS/89U/I0ATf25H/AM8W/Oj+3E/54t+dQ/2JL/z1T8jR
/Ykv/PVPyNAE39uJ/wA8W/Oj+3E/54t+dQ/2JL/z1T8jR/Ykv/PVPyNAE39uJ/zxb86P7cT/AJ4t
+dQ/2JL/AM9U/I0f2JL/AM9U/I0AS/24n/PFvzo/txP+eLfnUX9iS/8APVPyNL/Ykn/PVPyoAk/t
xP8Ani3/AH1R/bif88G/76qP+xJP+eqfkaP7Dk/56p+RoAk/txP+eDf99Uf24v8Azwb/AL6qP+xJ
P+eqfkaP7Ek/57L+RoAk/txf+eDf99Uf24v/ADwb/vqo/wCw5P8Ansv5Uf2JJ/z2X8qAJP7cX/ng
3/fVH9uL/wA8G/76qP8AsR/+ey/lR/Yj/wDPZfyoAk/txf8Ang3/AH1R/bi/88G/76qP+xH/AOey
/wDfNH9iP/z2X8qAJP7cX/ng3/fVH9uL/wA8D/31Uf8AYb/89l/75o/sR/8Ansv/AHzQBJ/bi/8A
PA/99Un9uL/zwP8A31TP7Ef/AJ7L/wB80f2G/wDz2X/vmgCrfXgvHRghXaMcnOauaG/+uT6Gq13p
rWkPmGQMM4wBT9GbF4V/vKaAN2iiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAKKKKACiiigAooooAKKKKACiiigDE1ps3KL6LVjRFxBI3q1UtVbdfv7ACtHR1xYg/3mJo
Av0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAVFLPHDjzHAJ6VLVWFQ13OWGSMAZoAd9ut/+en6Ufbr
f/np+lT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B
+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7
R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8
qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9
B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VA
EH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH26
3/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56
D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qP
t1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/AM9B+VT7R6D8qNo9B+VAEH263/56D8qPt1v/
AM9B+VT7R6D8qNo9B+VAEH263/56fpR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/K
p9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9
B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG
0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/
KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD
7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/
APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQ
flR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPQflR9
ut/+eg/Kp9o9B+VG0eg/KgCD7db/APPT9KPt1v8A89P0qfaPQflRtHoPyoAg+3W//PQflR9ut/8A
noPyqfaPQflRtHoPyoAg+3W//PQflR9ut/8AnoPyqfaPQflRtHoPyoAg+3W//PQflR9ut/8AnoPy
qfaPQflRtHoPyoAg+3W//PQflR9ut/8AnoPyqfaPQflRtHoPyoAg+3W//PQflR9ut/8AnoPyqfaP
QflRtHoPyoAg+3W//PQflR9ut/8AnoPyqfaPQflRtHoPyoAg+3W//PQflR9ut/8AnoPyqfaPQflR
tHoPyoAg+3W//PQflR9ut/8AnoPyqfaPQflRtHoPyoAg+3W//PQflR9ug/56fpU+0eg/KjaPQflQ
A2OZJhmNgRT6qgBdRG0Y3Jz+dWqACiiigAooooAKKKKACiiigAooooAKKKKACiiigCpqi7tPk9sG
sbTn2X8R9Tit+5XfbSL6qa5qFtk8bejCgDqqKKKACiiigAooooAKKKKACiiigAooooAKKKKACiii
gAoqulyXu5YNmPLVTuz1zU9AC0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAc1ftuvpj/tYrb0
5dthEP8AZzXPzNumkb1Ymultl2W0a+iigCWiiigAooooAKKKKACiiigAooooAKKKKACq1v8A8fNx
9R/KrNVrf/j5uPqP5UAWapzanawahBYyShbmcFo0x1A61crjL/StYvby71OGGFHSVWt0kz5u2PoF
7Ddz19aAOy3D1FQWd7He2yzxh1RiQBIpU8HHQ1g/2Zdza5GNjppszreyBjysoGNn4nB/Cs6PTblI
LQ6np91d2yxyqIIz8ySFyQxGR1GMHtQB2xYDqRUEV5HLdz26q4eDbuJUhTkZGD3rk/7Bu7kRLqUM
szRaa6qd5OJd3yjOeWA70h03U3t5DLBcPGRamaINhpVVMOoOeucZ9aAOz3DGcjHrmoL6/g061a4u
WKxggcDJJPAAA6muZ1HT0n8PGOy02+tx9o3rBjdkgdSu77p9M+9al7E8nhmOO606SZjGgkt4X+ZO
mSpPUigC3DrdpcNahGcG63+WGQqfl+9nPTFXywHORiuQh0y81RtKXVbeaWGJ5wTLw2zHyb8dzVGX
SNSNpp4uYbl4IoZE8sR+aVbccEqWH8OMHtQB1l/rtnpzzJcM+6GNZGCrnIZtox6nNaCPvRWwRkZw
RgiuIvdBvJY1jlgmuQtvbrucDJIkyQcHqFNduiqiKqjCqMAegoAdRRRQAUUUUAFFFFABRRRQAUUU
UAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQ
AUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAVj/wAhFf8Arn/WrNVm/wCQiv8A1z/rVmgA
ooooAKKKKACiiigAooooAKKKKACiiigAooooAQjIx61ysilJGXuCRXV1zV8u2+mH+1mgDoYW3wo3
qoNSVV0599hEfQYq1QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAUYM/2vdemxP61dqlASdW
u/TYn9au0ALRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABTZDtjY+gNOqC8bZZzH/YNAHNKNzgeprqw
MACuYtl3XUS+riuooAKKKKACiiigAooooAKKKKACiiigAooooAKrW/8Ax83H1H8qs1Wt/wDj5uPq
P5UAWaKKKAEpaKKAEopaKAEpaKKAEpaKKAEpaKKACiiigAooooAKKKKACiiigAooooAKKKKACiii
gAooooAKKKKACsnxN4gtvC+hXGqXas6RYAROrsTgKPxrWrhPjF/yIjf9fUP/AKFQBz3/AAtXxM/z
JounIp5CvMxYfWj/AIWl4o/6A+l/9/Xrn6KAOg/4Wl4o/wCgPpf/AH9ej/haXij/AKA+l/8Af165
+igDoP8AhaXij/oD6X/39ej/AIWl4o/6A+l/9/Xrn6KAOg/4Wl4o/wCgPpf/AH9ej/haXij/AKA+
l/8Af165+igDoP8AhaXij/oD6X/39ej/AIWl4o/6A+l/9/Xrn6KAOg/4Wl4o/wCgPpf/AH9ej/ha
Xij/AKA+l/8Af165+igDoP8AhaXij/oD6X/39ej/AIWl4o/6A+l/9/Xrn6KAOg/4Wl4o/wCgPpf/
AH9ej/haXij/AKA+l/8Af165+igDoP8Ahafij/oD6Z/39ej/AIWn4o/6BGl/9/Xrn6KAOg/4Wl4o
/wCgPpf/AH9ej/haXij/AKA+l/8Af165+igDoP8AhaXij/oD6X/39ej/AIWl4o/6A+l/9/Xrn6KA
Og/4Wl4o/wCgPpf/AH9ej/haXij/AKA+l/8Af165+igDoP8AhaXij/oD6X/39ej/AIWl4o/6A+l/
9/Xrn6KAOg/4Wl4o/wCgPpf/AH9ej/haXij/AKA+l/8Af165+igDoP8AhaXij/oD6X/39ej/AIWl
4o/6A+l/9/Xrn6KAOg/4Wl4o/wCgPpf/AH9ej/haXij/AKA+l/8Af165+igDoP8AhaXij/oD6X/3
9euy8D+NR4tguY57X7Jf2bATw7ty4PRlPocV5bXSfCX/AJG3xB/1wg/rQB6xRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUySVIULyuqIvVmOAPxprXMClw00YKLuYFh8o9T6CgCWioorqC4eRYZ
o5GjIDhGBKkjIzjpxRBcwXUfmW80cqZK7o2DDI4IyKAJaKSmySxwoXldUQdWY4A/GgB9FME0Zk8s
SL5m3dtzzj1x6U7IoAWikzRmgBaKTNGaAFooooArN/yEV/65/wBas1Wb/kIr/wBc/wCtWaACiiig
AooooAKKKKACiiigAoopKAFopKWgAooooAKwNXTbfk/3lBrfrG1tcSxN6qRQBZ0Zt1lj+6xFaFZO
hv8ALMnoQa1qACiiigAooooAKKKKACiiigAooooAKKKKACiiigDPt/8AkNXvB+5H9O9X6z7fH9tX
o77I/wCtaAoAWiiigAooooAKKKKACiiigAooooAKKKKACqmqNt0+T3wP1q3WfrLYsgP7zigDM01d
1/F7En9K6OsDSFzfA+imt+gAooooAKKKKACiiigAooooAKKKKACiiigAqtb/APHzcfUfyqzVa3/4
+bj6j+VAFmiiigAooooAKKKKACkzQa8k8Z3usWfiDU9G024uBLPJHqkLB2wkSRsZF+hZBx70Aet5
ozXlNhrc2pw2GuOZWXUNbdoEaRgI40hIUAA4IypyOlOHirUytlrt2lubp9Fub2JIi4RQNuFK5wT7
0AeqUV51J461zTLe8GoQafJcfZLe5t2i3LGnnOEw5J6AnJNbXhzXNWuPE+oaPq0lhMbW2imWW0DA
MWJ6gk46UAdXmivJdX1fXIrHxRHbwM1kurhTefa9rwDfH8qp1xz2Pc1s6x4z1yGPV9QsBpkdjpt5
9jME+4zOwZQW4OBndwO4oA9Corz/AFDxjrkK6rNbJYlLbVI9Nt0dGyxYrlmOemG7VDc+O9bsoJrG
W2tptUXU/sKywRs0ePLD7tmck4OMZoA9Gorzu88aeI7bw+t2+nxQPDdNHc3EsLbfKC58wRg7sdm5
O3rWpZeKb+fxsunXP2SPT7iLfZuqsxufkDEq+cA8/dIBxzQB2FFJS0AFFFFABRRRQAUUUUAFFFFA
BRRSZoAWuE+MX/IiN/19Q/8AoVd1XC/GL/kRG/6+of8A0KgDz6iiigAooooAKKKKACiiigAooooA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigArpPhL/wAjb4g/64Qf
1rm66T4S/wDI2+IP+uEH9aAPWKKKKACiiigAooooAKKKKACiiigAooooAKKKKAM7xBpq6x4f1Cwc
ZFxbvGPYkcH88V4gk+ranFDqMgIHiErozqOihPLBb8dsn617lq+r2eiWDXmoTeVApC52liWPAAA5
JPpVew1jSdQ0Y6laOjWcO52byyDGVzuyuMgjntmgDhHvLyLxjcabYXX2GOfWEt3eCNAxjFsGxkjn
p1NVtJvdTuv7O06x1JtOimOoyytbxJljHL8vUY+pr0BPEWhS3ESpdQGWW1+3odvJix9/OPT8ak0z
WNL1S4MdiNzLCk4bySoKSDIIJHegDzweLtSu7PT5dR15tJRtKFzFKkKkXc+WBHIOcAD5Ryc1qavf
XGp/A37ZeS+Zcz2kTvIwHLF15Irpta8Iafrksck015blYzHttZzGrL6EDj8RzWra2FrZafDZQQot
tCgjSPGQFHQUAeZ6jd6/oviLVruae1utRj0NDE9tbsoRDOAWKkkkqMt+FQXfim9s11hNL8UvqsVv
piXEc5RP3cplVTyBg8Hp2zivQLrxXoVnr6aXPdIt85WM4jJCluVVmxgE9gTUdl4j8O3esSaPayQG
6UsmwQ4R2XllDYwSO4FAHH65f69Y3GuLba/cqujafBcqGjQ+c7bid3HQ46CoNU8VeIZPEd1HBfQW
TwyRLaW0syRpMGUHJVlLOGJIypGK9Gj1TS7nVbzTUlhe9t41e4i28hT0zxz/APXqrB4h0G+uNM8q
4gkmvldrMmM7mC/ewSOMfhQBx8/iXU4fFWuWb63EhFrK9uFCtDaFVX/WjG5SCTzyGz+FdH8PdWl1
fw35lxcy3U0U7xPLIVYMRj7rKAGXng/4VYufFfh6002LVJLmMw3hMcTJEWecqSCAoG5uhq5oGt6X
rdmz6RKrRwtseMRmMxt1wVIBFAGrRRRQBWb/AJCK/wDXP+tWarN/yEV/65/1qzQAUUUUAFFFFABR
RRQAUyR1jRndgqqMsxOAB60+vOPjPrc1j4ct9NtnKSajIVkYH/lmoyw/HgfnQNK7sjP8R/GGQXEl
v4atoZIkypvbjOwn/ZXjI9zXM2vxZ8UpcAm/sbnB5ie3CqfoRg1xioPskc05Lg8JEvAp8qyLEDcW
8flf7HVa53Udz2IYGmormXS/X9NvxPd/BnxItPE8wsLuH7DqgGRETlJR3KH+ldqDmvlNnubC6tpb
SdhJEfNhf+JCvI5r6c8P6n/bXh+w1HGDcwJIQOxI5/WtYS5lc87FUPY1HE0aKKKs5wrM1tcwRt6N
itOqWrLusGP90g0AUdFbF06/3lrbrndLbbfx++RXRUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAF
FFFAGfp+kwaYZTAZmaTG5pZWkPHTkmr4paKACiiigAooooAKKKKACiiigAooooAKKKKACsrXG/dR
L6sTWrWNrbZliX0BNACaIuZ5W9FxW1WToa/LM3uBWtQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQA
VWt/+Pm4+o/lVmq1v/x83H1H8qALNFFFABRRRQAUUUUAFYUN34c1XxFKIZ7K41a3iaFwrAyKhPzL
9M9a3DkA4GT6V5B4KSZfF2lf695o3vPtFi1qUXTg5LZ8zHz5IA5J68UAd+9r4Y0+zFpILKCDSCJf
LZ8C2L5wx54zk9fWorq38J2saWtyLJFhgW0WMtykUpwqY9Gx+lcz480G61LxlaWVukn2LXIVhvJE
B+QQsXBJ7ZBA5rN0OHWP+EdfUbyOZL241aztmAQ7jFCVTJGOh+Y0Aeh6p4Xsr+zuYoVW1nntha+e
sYciMHIUq2QR7VQ8H+CIfCs91cees1xcKsZ8uERIqrnACjPPPJJrj7qTXYvC9hc/a79UutRmF9JI
8uY41ZxGvygsqHA5UelM1C71q38KadPJqt9Ni7kaGK3SdXuI+NqFyu7cDnaWGGHWgD0HVbPw/pul
Xr6oltBZXMwmuTKcLJJkYJ9TlR+VZesW/gW4EOt6t/ZbC7wI7l3GJcdOh5I9e1TeNNUs9M0K2vrr
TJb67jdZLSDy2crLt4ZsdMZOT+XNcbPc6dpPhOwhtYWvdUuxNGbx7KXy7UStmVtm3OMnAGOcelAH
oN3Y+H7e1Mt4lpHb3V2lxvd8LJOcbGBzyTgYqPUNP8NONQtdQjs8yAXt2kjYOBwJTzkYxjIriNe0
u412DS9E0Oxm1DTNO08NvlkNtmRlKxtlhyVALYx3FQa5Fqeu2OgTC3mS8v420XUgUI2DepZj7fKx
z05oA7g6F4TvbO00z7LYSwJGbu3hDZ+Q9ZBzkg55PeotMufBlz4mefTZtMfWNuwmJxvIAwdvY8DH
FcVonh/WbjRPFNt5cq3VpbjSrLdlTJEjMxAP+0CBmtKPXvtur6HZeHNJs/LhZFktrmwkSWxxw7bi
AowOBgkk0AemClpBS0AFFFFABRRRQAUUUUAFFFFABVBBJeXM+ZZEiify1VDgk4BJJ/Gr9UrJgr3p
Y4AnJJ/4CtAEc/2W2YC41B4ieQJLjbn864j4uM0PhDyfNaWKaeJ0LHJBDjPPcHIqj4ibTrjxXd6l
9p8KX0FzDEIl1K4O5AoPK4BABz+lWfi3j/hDbDaIwMx4Ef3fvJ09vSgDkKKKKACiiigAooooAKKv
aNot3rl59ns1XKjczscKo96ua54Tv9ChWecxzW7Hb5kR4B9CKAMWiiigAooooAKKKKACiitO80Ce
y0O01R5Y2iujhUGdw69fyoAzKKfbwNc3MUCEBpXCKT0yTiukufh9rNvC0i+RNtGdiOdx+mRQBzFF
BBBIIII4IPaigAoorT0PQZ9eluEt5Y4zAm9t+eR+FAGZRSUtABRRRQAUUUUAFFFFABRRRQAV0Hwt
guZPE+vvBIsSCKBWYruPc4A6Vz9dZ8JP+Q34i+lv/wCgtQB6J9muv+f6T/v2n+FML3NpcQiWbzop
n8vlArIcEg8dRxiuX8a2Wo3mt6e0NneX2mxwyCaC2vxbfvCRtJO4E4GeK19Ni8jRdLj+yzWuJx+5
mn8515bq+Tn86AN+loooAKKKKACiiigAooooAKKKKACiiigDkviNa3N3oNstvDcyRx3sUs7Wi7p4
o1JO+Mf3gcfhmmfD6ynj0C9ivIblbee8leFrxds80bdWkH94kn8MV19GKAPDJ/BniFdKnnitbn7X
b3H9lQKEOWsyrKWx6fMOfaum17QNQk1ua0htrx9PMmmxAxbgpjUsJMEdABjNem4qnql9/Z1n5ojM
js6xxoDjc7EKoz2GT1oA8y1Dw/rD+LrpSb6GQ3Sf2fcQ2zypDCMbcOHCqBgggjn3zW54es7y1+I2
qyG0v5LadXZ7q5VkCNkYVDna6nnGACtdHLq1zpRY6wsHleU8oktgxxsGWUqeTx0I646Us/ie1t4m
lktr0RxqDMwhyIs9A3PXBB4zjIzigDldfnlvvF8FgdC1GPSorhLi5ubeyLfa5lxsyw/gXglvbFNt
LyW88aLPc6Bqdnp+nGU2EUdiwSSRgd8rsOATyAPfPWuvj8SWTyMGWeOJTIPOkjwhKZ3AHrxg9ucU
xvFFlErm5jurYrH5oE0W3euQoxz1JIGOvrigDg9J0fxLpur6f4kutOhL3Fy7Xiwl2uTHMQNrpjGE
wvQ8YNZeoeENegn1m9sbe4MmkXH/ABKVVDl0kdmfb64D9q9b0zVrbVo5Dbkh4m2yRsRuQ4yM4JHI
9DV7FAHn76Xc+FrnQNQjsJ7y0s9MNjKlvHvkt3OD5gTvnBBxzWn4Gl166k1C61h3No7qLXzrRbeV
8D5mZRyOwGfSutxS0AFFFFAFZv8AkIr/ANc/61Zqs3/IRX/rn/WrNABRRRQAUUUUAFFFFABXlfxw
spPsGlakqkxW8rxSY7bxwfzFep15v8bZ3HhqwswxEd1eqJMdwFJx+ePypPYunfnXLueNRkTWcKxk
edCQ2w8ZqSWeS5iMSQOhbhi3QVHJEYxtuI2kUfdlT7w+tM8xH+WSaeVR0QLg/jXJZPVH0fPOC5Ja
XVn8v66XFup40kiEbb/LRlJHrjAr6U8GWEmmeDdJtJgRJFapvB7EjJH6181zRzLB56gQCEh41Xrk
Hqa+p9Pna6062nf70sKOfqQDW9K1tDycx5/aJyVr7fl+hZooorU88KgvV32cw/2TU9NddyMvqCKA
OatH2XcLejCunrk/uN/umuqQ7lB9RQA6iiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKK
KKACiiigAooooAKKKKACiiigAooooAKwdYbN6B6IK3q53VG3ahJ7YH6UAaOiri0Y+rmtGqWlLtsE
9yT+tXaACiiigAooooAKKKKACiiigAooooAKKKKACq1v/wAfNx9R/KrNVrf/AI+bj6j+VAFmiiig
AooooAKKKKACkxS0UAJiilpDQBlTa04uJltLGa6it22zyRso2nGSFBOWI70//hINL2O322LCKrvz
yobpn3OenWmf2Zd20lyLC5ijiuXMjCSMs0bH7xXkdeuD3qCLw59kiAs5lV451nj8xMjiPy8Nzzxn
ntQBYPiXR1iEn9oQbSSOGyeMZ468ZGfTNS3Ou6bZyKlxewxll3jLcbexz0Ge3rVGw8OyW2pz309x
HJJMZSVWLaF3hBxz22fjms290XUIrC50yzTelzHGhlaNSuQoUnO7IGF6YPtQB0i6pZPfNZrcIbhe
qf0z0z7Vb61gWvhhLbUFmDo8SXDXC7gxfc2T/e29Sece1b9ABijFLRQAUUUUAFFFFABRRRQAUUUU
AFFFFABWfblguoGMbnEzbQe52ritCqNo4j+3Oc4WdicdfurQB51oA8S6dctJq3hq+1KOWBd6ym3O
ybJz5fIwmMACrHxhO7wnZkxmIl0Pln+H5k449KQ/Fa6uElks9LswkNsb1vNvhuMIONuAOJP9k0fF
6cXXhCxnUFVlZHAPUAshoA4+iiigAooooAKKKKAN/wAH67DouoSpeD/RbpdkjDqnofpzU3irQrnS
bVHtbqS40d23RfPkRk+v9DVXw1HotxJcW+tFo2kXEM27Cof8frWxrN3puj+EJNFs7/7fLK+QRghB
kHtwOlAFi8s/D2jaHpl7eaf5000a4jRiPMO0Elqo6tpmlap4ZfW9GgNq0DbZoO3b/EHitrV7PTL7
w3osGpXZs3MQMMuMrnaMg1j6vf6Xo/hiTRNKuPtclw26eYdPf+QGKAL1n4ZttJ0q2mm0ebVryddz
KD8kYPaqXibw1BHpEeq2NnLZNuCy2sh6ZOAR+NXINbtte021R9bm0m9t02OA2Ek96x/El7FFFFb2
eu3moNwZt7Zj45H69qAN2Pw1a6LZwK+iTavdSLulYEbE9hmsvxR4Zht7S11DT7eW1WeQRPbS9Y2P
T9a0jrVr4itoJV16bSLqNNssW7Ct7isLxFfxxSwRWOs3moCNleTzWzHuHIIoA1dRt/DvhVIbG809
r+7dA0rk4K59PTv0p/i77L/whWlfYCxtfMHl7uoGDwaTUToHi1Yb+fUhp9yiBZkcDJx6Z/HkVX8U
6hpUvhbT7PS7pZBC4whPzgYPJFAHM6R/yGbH/r4j/wDQhXqRtoI/F010uohrowBVsS+3PHBP/wCq
vK9NkSLVbOSRgqJOjMx6ABhmu+vZfDUviBNbl1hWkiClYo2yCQOOnNAGV4c0a31DVNbXWrUCSLLF
c/6skknFQ6Ppum+JNXuLpbX7HpdnEC0Snlzz1P4Vd0jxJZXGra9eXE0dutzGFhWQ4LAAgfjWN4P1
y30m5nt78H7JdpskYDO0+v05NAGxpc3hXXNXis00prc5PlNnAlx2YCrXhm1jtfFniC2towkaJtRB
29qr6VY+GtC1iG7/ALZWfk+UvGEyOrEUaPrNhB4r125kvIkhnX91IW4f6UAU5dJ0/wAMaJ5urwJd
ancjMUDE4jHvj9fyp3hnw7by6M+r3lnLfMzlYbWLgHBxk0kOr2HibRzZa7OlvfQDMF2/G76/1p2g
6zbf2O+iXeovYyRSEw3cLfKec4z6UAXL3wzbarpFzPBpE2k3duu5UY/LIBzjimaHpGlp4Yt75tMb
VJJSfP2HLReuB7e3NVdXuYbDTXWLxRe3t23CpG2UI9D6fnTvCq6ZaW8F3Hrz2dwrZuYHwFcemD/O
gDldQNsdQn+wxyR2+47EkPzAe9V61PE19bal4gurmzXELkYOMbiBgn8ay6ACiiigAooooAK6z4Sf
8hvxF9Lf/wBBauTrrPhJ/wAhvxF9Lf8A9BagCle3VrL4yuP7b0EXFh9rmRkXS5GZAANsokH3ixGC
K77TzYHRtM/sq2a2s/PHlxNEYyv3s/KeRzmqN58QLaLVH02y0zUL2685rePy0VUlkQZdQzED5Ryc
1o2mrwa7pOmajbK6xTzqdsgwykbgQfcEEUAblFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABVe
9s4r+1aCdSUbB4OCCDkEHsQQDVikoAx7rSraQOmo30krSxNChkdVKqeu0ADk8c0690CK+W5jN1cx
Q3WPOjjYAMQAM5xkZAAOOtULgRW97qn9o24llnINvI9u0qNHtA2ADuDu44znNVJG1mO1mkBkt1Uw
R+UoO2GPaC5XGSTnAJ5xzQBuT6DBJYi3GWCGRlDnglw2c47fMelUI/Dtxdzl9UnLhYRFGBJvIIYN
u+6B1UdQc96oyXOri2ti1yws2lk3TBJA2ABsGQN2M7ucc4H4yo2sGznuZLi6aaFYTFGse0Pk/Nlc
ZOQeR2oA6HT9OTT43VXLtI25mIA9uAAABVykFLQAUUUUAFFFFAFZv+Qiv/XP+tWarN/yEV/65/1q
zQAUUUUAFFFFABXP+KfEdnpFk0LaxbaffSY8rzIzK3v+7HJ4qLx1dX1poUb2UlxDGbmNbua2TdLF
AT8zKMHnp24BNZPw5sIFuNZvII5ri3luQba/vIyLiZdo3ZLAEqD04FADfBHjkX8Ii8Q6rbpqE7fu
rd7ZrfaASMZbhieDxWd8bf8AkFaL/wBfv/shrtPF1oLvwtqKjT4r+Vbd2igkTcGYDjHv9K8N8UXv
+haJY2mt3WrWce15PtEfNvLjGzdjPTPynJGKmfws1ofxY+qM6gcUGivJP0KyK+of8eE3+7X0XDqt
lo/heyudRu4bWEW0fzytgZ2jp6/QV86X/wDx4Tf7temeDLS31LxNpFxG9/qnlWBF42ownZaPhdgj
yAAScjAzxzmu/C/Cz5TPv48fQuaH8QJV8QXC61rtudKjwIZv7PkiWYkf3zwu08c9a9JgniuYUlgk
SWJxlXRgVYexFK8aSRGORFZCMFWGQR9K8k0u5n0TxBNBp15NbXsuseX/AGEkX7n7OWwZAMfKNvzb
gcZ4rpPDPXqKKKAOXul2XUq+jGuhs332cTeqisTU02X8nvg1q6U27T09iRQBdooooAKKKKACiiig
AooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACuZvG3Xkx/wBs10tc
tKd0rn1Y0AdFYLssYR/s5qxUcI2wRr6KBUlABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABVa3/wCP
m4+o/lVmq1v/AMfNx9R/KgCzRRRQAUUUUAFFFFABRRRQAUUUUAY/iCVoxZpJK8FnJPtuZUbaVXac
At/CC2AT7+9Z32x7W/ez0ttoeeJC7SmaNAc5wM/KxAzjOO9dQyq6lWAKnggjg1kf2tZWuoPp6WzI
Y3C5VFCbim8YGc9O+KAMi28S6m5aZ7VGBSZvswdd67AcDAJOcgA5HeiHxBqr25I+ytK6wlWJUhC8
gXopPGCcZ54rfsb6xurdL6HykM4XJOA2WAIU+/I4p9tPp7zSQWrWxkB3OkeM5Hc4oAi0m7nmmvre
5dZHtJxGJFXbvBRWHHr82PwrSpoUAkgAE9SB1p1ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABVOw
/wBZef8AXwf/AEFauVTsP9Zef9fB/wDQVoA5u+m8E/2zc6fqltpVvdWrJOxuUjQOXGdwJ6njn8Kx
vjIyv4XtWjIKNIhUr0I3JjFQeOL3y9f1PzrqGzltbaKTT4GtI5Pt7nOQSyktyAuARjOaf8XC7eDr
AyRiJy0ZaMdEO5Mj8KAOQooooAKKKKACiiigBKMcYpaKANTVdfn1bT7K0mijRLQbUK5y3AHP5VlU
tFAAAWIAGSTgCrV5pV/p6K95ZzwIxwGdCAfxqCD/AI+Yv+ui/wAxXdazqltJ4il0b7PNJ9pvIROZ
pNyYGOEXtmgDgaK7S0sNNn1XWZHtIVWwYRwwLGzrjcQXZQctS/2VpUuoyS29m0ksVmZvsZjaNZXz
wVB5xjtQByFraT304htYmllIJCqOcDrUVdXpKC78R2Zn0hbDfDKcIGRZMKeQD0xRLplrceFIZYbN
IHj2G4mlRlfDNjerdGX2oA5Op7Syub+UxWcEk8gG4qgycetdnqul6Naw3dsbYokEWY5o7Z94bHDF
+hBrH8FusV3qDyByi2MhYI20kcdD2oAy/wCxdR8wobKYOrrGVI5DNyB+NVJYngmeKVCkiEqynqCO
1dpoklvf2btCkywSanbjbLKXbpzlqjewht7Zp7bSU1KW4vpYpd25vJAbgDHQkd6AORS1me1kuUiY
wRMFdx0UnoKIrWa4jmkhiZ0hXdIw/hHqa7a+FppFr4hVLGGSCK5t9sDZ2AkDrileO2019fS2s4RE
1jFNsbJA3dV+negDg6KBS0AJRS0UAJS0UUAFFFFABRRRQAV1nwk/5DfiL6W//oLVyddZ8JP+Q34i
+lv/AOgtQB0up+FvC95rhS4hEOq3KmdXileOTjAZ1IOAeQDjk1qLp9rpVhptlYxiO2gmVUUHOBg9
+9cv48sYNX8Q6ZpxisIrhreWZby8DFUVSMooDDk5yTngCiLUzD8MtMvtOgSzYSKVjQl1B3EEqWyS
DyRnsacVd2FJ2VzvqWvK/wDhNNc/5+R/36FH/Caa5/z8j/v0K6vqdTyOX65Dsz1SivK/+E01z/n5
H/foUo8a62rAm5U4PQxjmj6nU8g+uQ8z1KlrM0LWodbsFuIvlccSJnlWrTrlacXZnVGSkroKKKKQ
wooooAKKKKACiiigAooooAp6tenTdLubwIHMMZfaTgH8ayLfxXE4R5Vj8kGYSSxuWUeWFORwD/Fj
p2rY1O2jvrGWzkl8sTqUDAjP4ZrN/wCEaguHkkurqW4lkV1lf5V3blC9AMDAAoAvXWsWdm7pM58x
dg2BSSxbO0D16H8qmsr6DUITLbsSFYowIwVYdQR2NZknhtZ43a6vJJrourrO8afLtBAG3GCMMc/W
tDTbNLC18lZPMO4lm2quWPXgAAfSgC5RRRQAUUUUAFFFFAFZv+Qiv/XP+tWarN/yEV/65/1qzQAU
UUUAFFFFACUUtFACV5l8bQBpWjYAGb7Jx/uGvTq8x+N3/IK0X/r9/wDZDUz+FmtD+LH1R53pdg2q
arbWSuENxII9zdFzXXw/DhPtc1rdakYJ3Z1s0aLmUIOWb0FcdYCFtQgFzO9vDvG+ZBlkHqPeu2tt
Ps9X1Bzo/iy8n1VoWVPPjILrjlc1wUoprVH12PqVYSXLLlVu1/xPOdSUpZ3CnqoI4r6W0X/kB2H/
AF7R/wDoIr5p1IFbKdWGCAQRX0tov/IDsP8Ar2j/APQRXRhvhZ4+efxo+hdpNo3ZwM4xmnUV0niB
RRRQBhayuLtW/vJVvRGzbOv91qi1xf8AUt9RSaG3zTJ6gGgDYooooAKKKKACiiigAooooAKKKKAC
iiigAooooAKSlpKAClpKWgAooooAKKKKACiiigAooooAKKKKAGSnbE59ATXLKNzKPUiulvG22cx/
2DXPWq7rqFfVhQB04GABS0UUAFFFFABTJJFiRnkZVRRksxwAPc04kAZJwK8A8deOJfFmsy2FrJMd
KgcxxW0Gd10w4LNjt6CgD1m5+JHhO1mMUuuWu8HB2EuB+IBFa2k6/peuxtJpV/b3ar97ynBK/UdR
Xz8nh6dEX7dfadozMMxW8hUu3+96Cqs8OpeHLyK7aN7C5U5ivrU5if647H0NAH05RXL+APFy+L/D
y3LhUvIW8q5Regb1HsRzXUUAFFFFABRRRQAVWt/+Pm4+o/lVmq1v/wAfNx9R/KgCzRRRQAUUUUAF
FFFABRRRQAUUUUAFc3d+GprnXpr1WtkSR0cShD5ybV2lQemD39ia2tSJXTLsqSGELkEdc7TXF2F7
c2kK+SRPsZJkWGRnj/493+Qk85yuSPcUAbFl4au7NIbUXEBtBLFPI20796KowO2CVHPUc1LpPh2S
wvIWlMLw2oYQsGcud3GSCcDj06+1Un1+7guZI4r+3vUFkLgusX+rYuq5OP4QCTjrxUGr6pdWt/p5
ttQS9CyOHkSPIhUxHLOF4YDrgf8A16AO0FLUcJDQowcSAqDvHRvepKACiiigAooooAKKKKACiimS
OsaM7sFVRkk9hQBFe3sNhaSXNw4SOMZJrkT8SIc8afLj3kFYnijxBJr18tva7jao2I1HWRvX/Cug
0jwJZiwRtTV3uW+ZgrkBfauyNKnTjzVd2cTq1KkrUtkR/wDCyIf+gdL/AN/BR/wsiH/oHS/9/BWl
/wAILov/ADxl/wC/ho/4QXRf+eMv/fw0c2G7MfLie6Mz/hZEP/QOl/7+Ctrw3qQ1rTrq6jRofMuH
ABOSuABmoP8AhBdF/wCeMv8A39NXtBsINMgura1UrElw2ATnqFNZVZUWv3a1NaSqp++9DiprbUrH
UtdkuvF19IumwxTuVsY3MYKseARgHAz8uPemfF1xJ4PsXEhlDNGRIRjf8yc/jT/Gl1oMHiWaC7ud
WhN1CE1EWePKeNVZlV8jOdob7vOKb8XjEfCFibfHklk8vHTbuTH6VgbnH0lLXR+DoIYZrzV7tN9v
YRFtuM7nPAFAHN0tdJ4l0tJfEdtJaskdvqYSSNjwFJwD/n3pmteH9O0i7gga/uN5lCSh4MYX++p6
EUAc9RXRL4SYa/d2U1wyWtrEZnuAoPyYyDjpk/0pLPw/pzaHDqt/qUlvBJK0e0RbicHjFAHPUV17
eDdNg1OKyuNXYS3Q3WyrFkkdi3aqVr4Xg+yX9xqN+bZbG48mTbHu3fT3oA52iurm8K6TbNazT6w4
tLwD7ORF85J9fQcioIvBznV7+2muCttZANJMkZZmB5ACjvQBzYJBBBwRyDUj3Nw119oklkNxkN5j
E7s9jmugvPDNtBBDfwXVz9h85Y5/OgKSRZ74PUVt674es9Y8RXP+nPC8NossgEWQoGMfmM0AcNFe
XUNybqKeZJiSTKrEEk9eaGvrp7sXTXMxuAciUud3510L2rT+ETFp9w0tq+oiKFHiAZiQOSe3XpTL
jw/otlI9pd62UvkHz4hJjVsfdzQBiPqV7Jci5kvJ2nA2iQudwHpmmPfXUtqts9zM1upyIi5Kj8Kg
fgMAcgZ59a6TxjGBNpKxoAWsY+FHU0AYj6jeyWgtXu52tx0iLnb+VRRTywb/ACZHj3qUbacbgeoP
tXSHwtpttPFYX+rGLUpQDsWLKIT0BNV7Pwvh7+TVrkWltYv5cjqNxZuwUfl+dAGLDd3FumyGeWNd
4fCsR8w6H61q6Z4i/s6GSOey86Rn3NIJniZj6Nj7341YudAs7fSodV07UXuEN0kSq0WNpz3HqKu6
roUmo+JtSkvr1I7a0RGnuPLx1AwAo70Ac5f6rdajc3MsshVblw8kan5SR049qia+unMha5lPmIEf
LH5lHQH2q5qlnpUMCS6XqT3BLbWikiKsPf6VZ8Jabb6hqksl4u+3tIWneP8Av46CgDC6DPb17Utd
Mvjq5aXEtjZPYnj7N5QAC+mfWqmnaNbX9tc6pfT/AGHTkk2qEXcST/Cv0oAxKK35/DUPn6dJZXhn
sL6URLNswyN3BFXJfCNgXv7S11Vpb+zQyGMxYXA7Z9aAOU59Dg0V22oabY3ug+HLaO8kBlbZG3lc
sCfmJ9MVmP4Vt5NcbTbS+Zvs6s93NJHtWMD0HegDm6U5HUEfWt270Gwm0u5vNF1B7oWozNHJHtbb
/eHtVnx0AL/TtoA/0FOn1NAHMUtdx4Ps7J/D81zPawOqSt9qknjLHywv8HvXEymMzSGEERFjsB6g
Z4oAbXWfCT/kN+Ivpb/+gtXJ11nwk/5DfiL6W/8A6C1AF/xJp+uar4kh0+6k8Oz2bxyS29vdwOzY
Uj5j3yAeoIHtXQadL9r0DSZHks5laVcNaIVhIG4DaDyBgVmeNpLfTdV03U49Zi03USrWsQkgMyyo
5GflHIwcc9K0NGs7Sw8OaPb2FyLq3WVSs4/5aE7izfiSaAN/7PF/zyT/AL5FH2eL/nkn/fIqWinc
VkRfZ4v+eSf98is/WtCttXsHt3RUfqjqOVatWkoUmndCcU1Znk1jeXvhTW2EikMh2yx9nX1H9DXq
Njew6hZx3Ns4eKQZB/pWP4q8OLrVp5kIAvIh8h/vD+6a47wz4gl0C/aC6DC2dtsqHrG3r/jXbNLE
Q54/Etzji3h58svhZ6lRTI3WSNXRgysMgg8EU+uE7gooooAKKKKACiiigAooooA5PxjbNPeQFRgr
ay7G8gyEvuQhVI+6xxwabDJcpI63T3VhbzXM0jvEmW3/AC7Vzg4H3ucc4rpdRuTZabdXSqHMELyB
ScZwCcfpWLpviyO5s3ubgRmD92I5YCSsjtn5BkDLDHPbmgChY319PbxnVL2/tiIy0LJBhpm3sPmX
aeQAvy8dat6I15H4g1CO5EsVs1y7wYT5ZjtXJY9sdhwDz1rSj8Q2cyqIfNklZ2TyUXLgqATkdMAE
c57iptG1H+1dPF1sKAySIFIIOFcryD0PFAF4UtFFABRRRQAUUUUAVm/5CK/9c/61Zqs3/IRX/rn/
AFqzQAUUUUAFFFFABRRUVzcw2du89zKkMMY3PJIwVVHqSelAEteY/G3/AJBWi/8AX7/7Ia9AsNa0
zVWddO1C0uzGAXEEyvtB6ZweK8/+Nv8AyCtF/wCv3/2Q1M/hZrQ/ix9Ued6aUXUIXmtXu4kbdJCm
cuvpxXaW2sRWtlLqfh7wfJCyqyi7Zi4j7EioPBOrafpuh3yPqkem6hNKuyZofMOwDpj866dvE2iH
WLa7HiRVtooDG9osRCSserH8a5KcUo3ufR46tKdVx9m2l62fyWh4zqLFrGdickjJNfS2i/8AIDsP
+vaP/wBBFfNerFTb3RT7hJ2/TPFfSmjf8gOw/wCvaP8A9BFaYb4WcWefxY+heorMg8SaNdXYtLfV
bGW5LFRClwpckdRgHPGK0q6TxBaKKKAM7WlzaK391xVLR2xekf3lNaeqLu0+X2wax9OfZfxH1OKA
OjooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiikoAWkoooABS0lLQAUUUUAFFFFABRR
RQBU1Ntuny++B+tY+nLuv4fY5rU1lsWOPVhWfpC7r9T/AHVJoA36KKKACiiigDL8SyyweGNUlgz5
qWkrLjsdhrwn4cjZqN40aguLFGX65r6HmiSeF4pF3I6lWHqDwa+Z28/wl4u1Cy0u/jMlvKYVLjMc
qA5Cn0IoA9I+HfhzRtb8MnUtStINQ1G7lk+1POm4xtuI2AH7vGPzrAjiitLTxdpllJ52mWhkW2JO
4LlCWUHvg1iDV9Leaea+XU9IupRmVLGU+Xcn2x3NVrzXZo9JaysYF0rSypUqfnmmz1z7mgDrvgZI
6axqcKE+U9nDIw7bug/QmvaK8z+B+m28Hhm61COVZLi5n2SL3iCcKp9+c/iK9MoAKKKKACiiigAq
tb/8fNx9R/KrNVrf/j5uPqP5UAWaKKKACiiigAooooAKKKKACiiigBCM1j3uu2+mXUlu1s+yERs7
oVAG9iowM5PI7CtmsO88PLc62NVR4xdRiMQl03bQu7cD7EN+BANAF5L6wW5e2SaBZgTuUYHPU/jU
Vpq2n3F6lnZtG5MbS5jxgAEDP47utZknhMTyzRTPEbR3kkBAbzQz599owWPOParthpl7FqMNzeXF
s4gt2t0WGIrkEqdxJP8As9BxQBsAADAGB6UtJS0AFFFFABRRRQAUUUlAAa8/8aeJvtDtptk/7pTi
d1P3j/dHt61qeMvEv9nxGws3/wBKkHzsP+Wa/wCJrE8G+Gv7QmF/eJ/o0Z+RT/y0b1+grro01CPt
Z/I461Rzl7KHzNTwX4Z+zqupXqfvWGYUYfcHqfeuzoAxS1z1KjqS5mdNOmqceVBRRRUFiVUsP9be
f9fB/wDQVq5VOw/1t5/18H/0FaAPPPGWlafq/i+VYbfXZ7mFIzex6eiGNgVYKCWIwSpYcdqf8XlV
fCFiqRmJQyARt1Qbk4P0qbxDYx6j4zv00/S9RuL2KGL7TLDqv2RcEHaAM89DUPxeUp4QsVZSpDRg
qzbiPmTgnv8AWgDj66Sy8UDRfD0FppYBunkaS5aSPK+wHr2rm6KAOlvvElvrmjwRasrC7guAytAg
AMZ6geh/wp3iDXdPutBj0+1murtll3rLcqA0S4+7nvXMUlAHaa7qs1v4M0+1nXbe3kSiRv4jEvTP
14/WsO51S3l8JWemrv8AtEM7SNkfLg571lzXE1ywaeV5WUbQXbOB6VasdGvNStbq5tY1aK1XdKS2
DjBPHr0oA2LrxBZzeKNKv08zyLWONZMrzkA5wPxpl/rtpc6Xq9vH5nmXl758WV425HX0NZWnaNea
rBczWkatHbLvkJbGBgnj16VRyMUAbmp6vbXenaJBFv32S4lyvHUdPXpWt/wl9r/bmpOGuY7O9VAJ
YvlkjZRjIFcla273l1DbxY8yZwi5PGScU++s5NOvprScr5sLbW2nIzQBs63rMM9rHb2up6leZbMp
uCAhHYBfWtCXxTp76vqdyPO8u6sRbx/Jzux39q47IozQBu2eux2XhmG0j3fbIr4XK5X5cADvVq+u
vDOpXMuoTm/jnmG57dAMb8dQ3pWbpPhvUNbhklsUiZI22sXkC81Bqmj32jSrHfwGIt91s5VvoRQB
RbnOPwzXVatquh6lZW0okvV1C1tkjiAUBNy+v41g6Xpk2rzyQ2zRKyRmQ+Y2BgVTBzQB1susaBqN
/Dq98t2l4gUyW8agpIy9Dn0qfSb6XxAmri8sZZ7O5kEjfZ2BkhYfdwOp4A/KuLyPWpbe6mtJfNtZ
pIpOm6NiDQB2esw2mleDraCGG5gDXqyBbgASOB1bHaqs3ijT7nV9US4jmfTNQVAWUYdGUcHFc6Pt
+tXqR7p7u4fhQzFj/wDWFak/gjWoIGk8mKUqMtHHIGcfhQBS1RNFjgjTS5buabcS8kyhVx6Ypuha
u+iamtyqCSMqUljP8anqKjOlzjR/7SJjEHm+Vt3fNn6VSzQB1HmeD45jdLHfyfxC0IwufTPp+NV9
O1fTpdMudK1KOWGzkm86F4fmaI+nPUVz+Qe9GRQB08mv6fbPpVnp6zfYLK4E8kkg+eRvXFJZ+ILO
DxHq98/meTdxyLHhect0yO1Y0OlTz6TLqCNF5McgiILfMSfb8aTVdMn0e+NpdFPNChjsORg9KANd
NetFt/DqHzM6c5af5e2c8etEHiO3t/E+oXbRPJY325JF6NsPf61zmQaKAOjl1LSNK0i9tdFa6nnv
V8t5J12iNPQepqv4o1a31e6s5LXfthtlibcuPmBP+NYlLQB2OkeJ9OtdM09JpbuCWyDBoYUBSfPr
msbxNqFhqd7DPpsflRiIIYvKCbSPcdax6KACus+En/Ib8RfS3/8AQWrk66z4Sf8AIb8RfS3/APQW
oAufE2ysp7vT5W1UWd8FKpEbZ5/MQOr52pyMMo5/Ct3w/BbW3hjRorOWWWFZh+8liMbMxLFjtPI5
J4rN8a+SniLTZYLvWI9TEEixx6ZbrKzR5G4tuGMZxW1pzTPo2mNcNevKZxuN7GqTfxfeVeBQBv0U
UUAFFFFACVxvjTwz9pRtSsk/fKP3qAffHr9RXZ0hGRV06jpy5kRUpqpHlZ594L8TfZXTTbx/3LnE
Lk/dP936V6CK868ZeGfsErahZp/ozn94o/5Zt6/Q1seDfE326MafeP8A6TGP3bn/AJaL/iK6K1NT
j7Wn8zmo1HCXsp/I66ikpa5DsCiiigAooooAKKKKAK95DHeWk9rI2FliZH2nkBgRms19As/Ke3Wd
497JJGuVOyRRjeARjJ7joeag8Q6XcXl9brbIxivI2tbx1bGyLO7P14ZR/v1mRaTfXE1s92J4Zxee
S0sZ58qOJ1VgewYknPvQBsnRYYhCE1CSK8hJInGwNhyAQVxtwcDAx2FaGmafHpdkttHJJIAzOXlO
WJZixyfqa5e6s7+8h8qY3Z8ue3AkUYd1W4PJOOcLg/rVjS5NYbXENzM/zSSefEUcoqDO3GQFHbBB
OeaAOropBS0AFFFFABRRRQBWb/kIr/1z/rVmqzf8hFf+uf8AWrNABRRRQAUUUUAU9U1S00bT5b2/
lEVvEMsxGfYAAdST2rk4vEup+MLm7s9Atba0tbfCXE2pxMZMkZGIeOPdjXR+I9DXxBpD2ZnaBw6S
xSqASjowZTg9eR0qr4e8P3Om3t7qOqXy3uo3oRZHSLy0VEBCqq5Pqec0AYWmeGPEPg+3mfSbrTNQ
jd2mlgmthbsxJJO2RScdTgEYHtXHfEbxlpvirRNG+xmSK4W73SQSqQVG0gkHowzxkGvZ7y2S9sp7
aTISaNo2wecEYP8AOvE/iNoOq6PpugRahfWtxa2kv2a1EMGx9u3q5z1woHH1qZfCzWh/Fj6o5yyt
Gv76G1jdEeZwis54BPrVu88N6tZXUlvLp9yzRsVLJExU+4OORVfSxdnVLVdPZlu2kAiZeoY9K9Fu
rLxKhtYLXxVLPdSmVHXACKyLkqDjk9q8+nBSR9jjMXOhUSTVmut/0PJ9RBFjMCMEDBFey2Pjxr2D
S9I8OWgnvJbcBbi8DRW/yqN204zIR6D0rxzUyxtLgvkvzuz655r2vwx4Ru400S51DVftVpp0Iayg
WAIylkx87Z+bAOB0rpw3ws8TPXetH0I4PBWvWmry61b6rpX9oSqFaM6cBFgZxghtwPJyetXdM8fW
41J9I1+NNP1SKRYm2MZIHZvu4fHBPo2DXXdq4nUPAt9dXOoWkOowJo2pXQu7qNoczhsglUfOMEqO
SMiuk8Q7alpKWgCG6TzLWVfVTXOW7bLiJvRhXUMMqR61yhGxz6qaAOsopsbb41b1ANOoAKKKKACi
iigAooooAKKKKACiiigAooooAKKKKACkNLSUAFFFFABS0lLQAUUUUAFFFFABRRRQBl622II19W/p
UGiDNzIfRP60/XG+aFfYml0NeZm+goA16KKKACiiigBrHCk+gr5iggjvraZrhQ5knkdieudx5zX0
7J/q2+hr5l0z/j0P/XR//QjQBGNNlj+WG+nVOysA2Pxp8OmRRyiWVnnlHRpDnH0FbVjo2oals+x2
ryh92CMAfLjdyfTIqnJG8MrxyKVdCVZT1BHagDvPgs5E/iKH+ATROB7lTn+Vep15V8F/+P7xH/10
h/8AQWr1WgAooooAKKKKACq1v/x83H1H8qs1Wt/+Pm4+o/lQBZooooAKKKKACiiigAooooAKKKKA
KupW73em3MEUjxySRlUdDgq2OCD9a5JNQ1PUfJdmuYoNWZUjAXb9mEfLn23gN+ldXqV+NPhjcxPK
0kixKiEAknpyeKht9b0+4t4pPtEcfmRecEkIVlT1I7Dg89KAOdsr+/j0XTkvJY50ubeOReGVkIeM
ctnLZDfmPSmw6vqdpbrCLiNi011IbiRVAwspAQbmH169O1dVb3tjdKnkTQuDkKAR26jHbHFMub3T
Yo0NzPbBW+dN5X5vcev4UAT2E8lzYW80yCOSSNWZVOQCR2NWKit54rmFZYJFkjcZVlOQaloAKKKK
ACiiigBKxPE3iGPQ7L5cNdSjESf1PsKu6vq0Gj2D3NweBwqjq7egrzOGK+8Wa6cnMkhyzfwxJXRQ
oqXvS2RzV6zj7sd2TeH9En8Sam8twzmANunlPVj6D3NeoQwpbwpFEoSNBtVR0AqDTdOg0uxjtbZc
Ig692Pcn3q3U1qzqPyKoUVTXmLRRRWJuFFFFABVOw/1t5/18H/0FauVQtXEX29yCQszMQPZVoA8/
8ZwWdzr+sXQ0XTbg6VbRzXkl1LIskysCQqbSAMBep78UvxaaN/BmntChSJjGUU9VG5MCrN6keu+A
x4t1DStOn1KKBrmEOG2+UG3BWweTtHfjNV/i7OLrwdYTqu0StG4U9sshxQByFFFFABRRRQAld34O
uo9L8PJJMqlL6+Fu2fQriuEq7Lq1zLpVtp52LBbuZEKjDbj3JoA9B0azTw/5WkSKvmajLOSf9gDC
/piuZ0qGDR/D15qz2kV1dR3P2dFlG5Yvcis+fxPqFzq9tqUrRm4t1CoAvy456jPvTbLxHe2F1czR
CFkumLTQOmY2J9qAOitmt520PXI7G3guJ7r7PJGq/I/beB2Iqa9FvJq+vapcWUM76aFSKHbw5P8A
Gw7muWu/Ed9e31tdSGNfsrBoYkXEaY9qIfEd/Bq8+oxugmnP71NuUcehFAG4n2fX9Hj1Oayt7a5t
7yOImFNqTKWHGPxqh41njXW5bG3tbeCG3bI8tApYkDOTVS/8TX1+bcMIYYbdxIkMKbU3DnJHeqWo
382qX8t5cbPNlILbBgdMUAbVgSvgDVCCQftMfT8K0dLD3PhKzGoguo1KNbfzeSVyMjnt1rB0fxNf
aHbyw2iwMkjbm8xN3P502+8SajqN7b3NzKrG3YPFGFwike1AHUg29x4wv7EWVrHb2tvLsVIgMkgZ
JqlpujweJ9K0yWKKOOS1l8m82ALuTqGPvx+tYSeIbyPVrnUVEXn3KMj5X5cHrgZ9qg0/V7vS4rqO
1cKtzH5cmR29R70Adbp0em393rGreVZxR2rLFbrKn7pB03MB1zVDxH/Zdzo6Tpc6e+pJIB/oalVk
T3HqKwtK1e60eZ3tShWRdskci7kcehFSarrlzqyRRyx28MMWSkUEYVQaANbwd5otNaaz/wCP4W37
nHXHfH6Vg2Ut+t2TZNc/acHPlk7unOabZXtxp10lzaSmKZOjD+Vbc/jnVZYXSMW0EjjDSxRYc/jQ
Be0K1gl8Pae8kMbu+rKjMygkjHQ+1WFtrTUfFV/BJZQLa6VHI8cESbfNOR19ea5m11+8s7SG2j8s
xxXIuVLLkl/c56UxNavYtZfVIpBHdO5clR8pz1GPSgCzqXiJdUsHik0qyifdmOWFCpjHp71s31nb
L4j8MIlvEI5oYi6hBhznnPrWLqXia71Oza2aC0gidgziGIKXPqTUtl4v1Gxs47dFt5PJBEMsse54
x7GgDbu47eztdZuI7W3YwaqgQNGMAccfT2rX1CSCfxFqS3NlbTLaaf5q7owSx68n8K8/XWLoafPZ
sUeO4mE8jMPmLD3q1L4p1Ca8urlhB5l1B9nkwnG32560AaVnD/wluh3UcdvBHqUE6yKYowu5G4I+
gqh4ra1h1JLCyjRYrKMRM6qAZH/iJPeneFtRt9Ga+vpJts6wFIIRn94x/oMVhszSOzuSWYksT3NA
CUUUUAFFFFABXWfCT/kN+Ivpb/8AoLVyddZ8JP8AkN+Ivpb/APoLUAa/je3ju9e02K0ttQudXEEj
RLa3v2YJECNxLe5wAK1NDube88N6PPayXTxPMDm6ffKDlgwZu5ByPwqlcW8XjK51GVIrq1m0md7W
2ura48uSY7R5iZxwpOB+tWvDk9rc+EtCksbY2sG9VEBOTGw3BgT35B570AdRRRRQAUUUUAFFFFAE
c0STxPFKoZHBVlPQivLvEWhzeHNSSW3ZhAzboZB1U+h+leq1U1HT4NTspLa5XdG4/EHsRW1Gs6cv
IxrUfaLzM3wx4hTW7LD4W6iGJF9f9oe1bleSzw33hPXQVJDxnKN/DIlel6Nq0Gs2CXMBxnh07o3c
Gqr0VH3o7MjD1nL3Zbo0KKSlrnOkKKKKACiikNAGHc+Ijb+IU00xxMGdE++Q/wAylt2MYwMY61Kv
iWyeFJUW4ZGj844hOVj7OR1APPvwadc6Il1fPO9zIIpHjd4QFwzJ93nGfT8qjfQFjRVt7yW3Bt1t
pSAp8xF4HXo3J596ALS63YNLHH9pQPLKYUB43OF3ED8Oagg8SWNxKFiMzLuVDJ5R2KW+7k++R+Yq
K68J6XemZ3jcGaBIco+NoXoV9G4Az6AVaOjW4SVFLIkkscu1cYXYFAA9vlFAGiKWkFLQAUUUUAFF
FFAFZv8AkIr/ANc/61Zqs3/IRX/rn/WrNABRRRQAUUUUAFFFFABXmPxt/wCQVov/AF+/+yGvTq8x
+Nv/ACCtF/6/f/ZDUz+FmtD+LH1R57pE9zbaxaTWUZluI5Q0cYGdxHau8u/G+kWUSyw6ZeQ6mjyy
rDMNqpJIMMfcVwOliRtVtlhultJDINs7HAjPrmvV9VP2DQEGqWcniZmXInjhTav/AAIc/jXFRvyu
zPp8z9n7aHPG/wA7f8A8W1IlrKdm5JBJNfS2i/8AIDsP+vaP/wBBFfNOpnNncELtBBwvp7V9LaL/
AMgOw/69o/8A0EVthvhZ52efxo+heooorpPECiiigArmLtdl3Mvo5rp653VF26hJ74P6UAbVi26y
hP8AsirFUtJbdYIP7pIq7QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUlFLQAUUUUAFFFJQAtFJS
0AFFFFABRRRQAUUUUAYmtNm6QeiVY0RcW8h9WqlqzZv2HooFaOjjFiD6sTQBfooooAKKKQkAEk4A
oAST/Vt9DXzLpv8Ax6H/AK6P/wChGvo231jT7+C6e0vbeZLclJmSQEIwGcE1846YQbMlSDmR8f8A
fRoA7Pw9c+bpX9m/2jcW5uJtoRLLzRyRxvzkAkDI9qwtTWZNVu0uXV51mcSMvRmzyRXoWn6K+lWI
htbjU5Iy6K0cV0kaNvALSLjnA6YNeealbCz1S7t1kMiwzMgc/wAWD1oA7P4L/wDH94j/AOukP/oL
V6rXk3wYuIV1XxBC0qCZ3iZULDcwAbJA9q9K07XNN1aSeOwvYZ5LdzHKiN8yMDg5HWgC/RSUtABR
RRQAVWt/+Pm4+o/lVmq1v/x83H1H8qALNFFFABRRRQAUUUUAFFFFABRRRQBm63pzanaxRqIWMcyS
lZhlWC9jWVF4VeO2lTz4t7JFsHlnYhSVpAmM/c+YDHoK0PET3dvZJdWEoSaKRV2P9xw5CfN9CQR9
Pes59YvrC6ls41SVLQxRlp3UPOWAy2Swx14wDyKAJ7rw7PqCzyT3K29zNKjhrcHCqBtIyeSWUsCf
p6Ulp4TisriJ45d6Q3KyRI658qJVYLGvsCxOf8Kz49YurbUlQTAiXMe6ZiUizPINx/BQB+FW5vEl
3aoR5EV0zSvawvDkLJNgFATztByQfQqaANzTrM2UMkZYNumeQYGMbmJx+tW6ytD1aXWIpZzB5UKM
IwGBDFx/rPwDcfga1aACiiigBKiurqKztpJ53CRRjczHtUjMFBJIAHJJrzPxZ4jbWboWloSbSNsD
H/LVvX6ela0aTqyt0Ma1VU436lXV9Tu/FOsIsKMVLbIIvQep9/WvQfD2hRaHYCJcNM3Msn94/wCF
UPCPhoaTbfablQbyUc5/5Zj0+vrXS1pXqp/u4bIzoUmv3k92LRRRXMdQUUUUAFFFFABWejmzubgS
RyGOV/MV0QsOQAQcdOlaFFAHFN4P05jJb/bdXXSpJDK2mqCISSckfd3bSeducVl/Fwef4SEiRvHF
DNEqll27iXHQHsAP1r0muE+MX/IiN/19Q/8AoVAHn1FFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFF
FABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABXSfCu+htvEevwzNsMiQMGbheA
3GfXmubro/hMA3i3xACMjyIOv40AdRc6LeW+oXsug+Irayt79/NnikjWQpIRgvGcjBOB1zzWnYWN
rp1jpmlaa/mx2rAlt24hQDlmPqSf1rb8qP8AuL+QpVRV+6APoKAHUUUUAFFFFABRRRQAUUUUAZPi
DQ4tcsDC+FmXmKT+6f8ACvPNK1K78Lay6yowAO2eL+8PUf0r1iub8W+Gxq9t9otlAvIhx/00H93/
AArpoVUvcnszlr0m/fhujetLqK9tY7i3cPFIMqwqevMPCniJ9Fuza3ZYWkjYYH/lk3r/AI16arBl
DKQQRkEd6zrUnTlboaUaqqRv1HUUUVkbBRRRQBy97ZXEGtX0lkrSCO2N3BCw+Q3J3Ln8gOPUk96o
i6vL6yYNO9zGrwlvkbKvu5Gdq9uo5xXa4oxQBx8d9eW9vFC01xDOsEAs4Fiys3yLu3ceuQeRgDNS
PfeIllaJYCVVjZiTYMlycif/AHAuBj1zXWYoxQAiLtQAksQOSe9OoooAKKKKACiiigCs3/IRX/rn
/WrNVm/5CK/9c/61ZoAKKKKACiiigAqrqN8NOspLloLicJj93bxmR25xwo61S8Ra5/YVlFIls91c
3M621vArBfMkboCTwBwST7VzOlpq/i/UdRh1rUbrSzYSiJ9P099gwygqxm6tkemKAOl8PeJLbxNZ
vdWUF3HADtV7iExh+udueuCCK4n42/8AIK0X/r9/9kNa1/4Uh8KaPPfaJrV/pkdnG0rRySG4gYDk
go3r7EHmuF+IniS/1bSdCt9Y0mTTrxpRcL84ZJEKkZGDkHkfKeRmpn8LNaH8WPqjnLE2638JvI5J
bcOPMjjOGYegr0S6vfEei6Kx0Lw8mmWAXcxJEsoHqRnj8q4HRbyKw1yyu7hN8MMyu4xngGvQomh0
7xHe+JLjxBbz6dMjlIFlLPIGHCbPauKjs9T6nMv4kbq+nW9m+3qeUakxeynZjksCSfevpbRzjQrA
4zi2j4/4CK+adSYNZ3BAwDkgenNet2Op6/rE+jaRcM+gWd3Z+ZBLAyyzXARVyN3SPg56H61thvhZ
5mefxo+h1Ok+MbTWNXl02Cy1OKeEfvTPalFj4yMntkdPWt+uSHw8soHkuLPVNZt7+TBe7F4zO5HT
cD8rfTFZ+ieNdQtpZINXtnu7CO++wJq8ShA752jfHnI+bjcOM10niHfUUlLQAVh60uLtW/vJW5WR
ri8wt9RQBJojZtpF9GrTrH0NsPMvqAa2KACiiigAooooAKKKKACiiigAooooAKKKKAEpaSigBaKS
loAKKKSgBaKSloAKKKKACiiigAooooA5vUTu1Cb64rZ0xdunxe4z+tYV2266mPq5rorNdtpCP9gU
ATUUUUAJXj3xSk8XJcv9sZ18OnPzWGen/TXv/SvYqayK6lWAZSMEEZBFAHy9Gb6PSCsxmXQGm622
fJaTA++RznGOtX4ViWJRCFEeONvSvf7Tw5pOmWl5BZ2EEUN2xkmiC5VyRjp0/CvnjS1C2ZCjAEj8
D/eNAHWQeC7u5ijlh1HS2SVxGh+09X67enX2rDuYGtLqW3kKl4nKMVOQSDg4rqPDcck2jRG5sbaa
2t7oy20k14IP3uBkc/eHArmtQeWXUrqS4ZGmeVmcxnKkk84I6igDMmQSX0KWaTvqZb9wLTPm59sU
21g1tteZLf7S/iISHm0P7xWzz5jDj616N8GIYzqfiGUxoZFeFQ+OQCGyAa9K07RdP0lp20+zht2u
JDJKyLgux5JJoAqeFo9di0aJfEk1tLfdzAuMD/a7E/TitmiigAooooAKrW//AB83H1H8qs1Wt/8A
j5uPqP5UAWaKKKACiiigAooooAKKKKACiiigBrorrtdQw9CM1HJZ28s6TyQRPNH9yRkBZfoeoqai
gCF7S3kRkeCJlcbWBQEMM5wfxp0dvFDEscUSJGn3UVQAv0FSUUAIFC9ABn0paKKACkNFcx4v8SjS
rc2lq3+mSjqP+Wa+v19KqEHOSiiJzUI8zMvxr4m3b9Msn46TyA/+Oj+tP8FeGcBNTvU56wRsOn+0
f6VmeEfDh1a5+2Xik2kbZwf+Wrf4etelKAAAOAOgrqqzVKPsofM5aMHVl7WfyFpaKK4ztCiiigAo
oooAKKKKACiiigArhPjF/wAiI3/X1D/6FXd1wnxi/wCREb/r6h/9CoA8+ooooAKKKKACiiigAooo
oAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAK6T4S/8jb4
g/64Qf1rm66T4S/8jb4g/wCuEH9aAPWKKKKACiiigAooooAKKKKACiiigApDS0UAcP418M7w+p2S
fMOZ4wOo/vD+tReCvE2wppl6/wAp4gkJ6f7J/pXdlQwwRkGvNvF/hs6XcG9s1ItZG5A/5ZN/hXZR
mqsfZT+RxVoOlL2sPmelClrlvB/iX+1IBZ3bf6XEvBP/AC0X1+vrXUVyzg4S5WdUJqceZC0UUVJY
UUUUAFFFFABRRRQAUUUUAFFFFAFZv+Qiv/XP+tWarN/yEV/65/1qzQAUUUUAFFFFAFDWdGs9d09r
O+RmjLB1ZGKsjDkMpHII9aj0Pw/ZeH7eSKzErNM/mTTTSGSSVvVmPXitOigCC8s4L+zmtbqNZYJk
MciN0ZSMEV458UPCttoNlpE8d3fXUhuRChupzJ5UYUkKvoK9qrzH42/8grRf+v3/ANkNTP4Wa0P4
sfVGH4P0e2l0K/1WbSX1aeKVYYrUHjnqab4q8FXcGsB9G0q5NrLEsu1V3CNj1XPtXN2es6jp0bR2
N9cW6McssUhUE+tWP+Eq1zn/AInN7/3/ADXBzwceVo+vlhsTGu6sZK3Z3MPUQUspwRggYIr3vwj4
S03Sba01CH7RLcNaoqGeZpBCpAJVAfugmvBNRJaynZjkkZJ9a+ltF/5Adh/17R/+giujC/Czx89/
jR9C7XNf8IJpn9rG9Et55RuPtZsvOP2fzuu/Z6559M101FdJ4YUUUUAFZ2tLm0Vv7r1o1T1Vd2ny
e2D+tAGdozYvSP7yGt2uc01tuoRe5Iro6ACiiigAooooAKKKKACiiigAooooAKKKKAEopaSgBaSl
ooAKSlooASlpKWgAooooAKKKKACkPAJ9KWmSnbC59FNAHLudzsfUmuoiG2JB6KK5eMbpEHqwrqqA
FooooAKKKKAGyf6tvoa+ZdN/49D/ANdH/wDQjX01J/q2+hr5l0z/AI9D/wBdH/8AQjQB2nh+4jm0
hLGWTRHJnLRw3wffuOBwRwAa56+jeLULmOWJIZEkZWiT7qEHoPaul8NSSWmlQSSXsNotxdGG2b7E
sz+ZxyWPIAyK5q/img1G5iuW3zpKyyNnOWzyaAO0+C//AB/eI/8ArpD/AOgtXqteVfBf/j+8R/8A
XSH/ANBavVaACiiigAooooAKrW//AB83H1H8qs1Wt/8Aj5uPqP5UAWaKKKACiiigAooooAKKKKAC
iiigAooooAKKKKACkpapapqUGlWMl1cthEHAHVj2AppNuyE2krsp+I9ei0OwMnDXD8RR+p9T7CuA
0XSbrxPq7vM7FN2+eU/yHvTGa+8Wa76ySHgfwxJ/9b9a9N0nS4NIsEtrccL95j1Y9ya7W1hoWXxM
4lfETu/hRYtreK1t0hgQJGg2qo7CpqSlrhO61gooooAKKKKACiiigAooooAKKKKACuE+MX/IiN/1
9Q/+hV3LMFBLEADua434pWkuq+B7mOxCzTRSRzeWrDLKrZOPwoA83orLHiPTSATcbT3BU5FL/wAJ
Fpn/AD9D/vk/4UAadFZn/CRaZ/z9D/vk/wCFH/CRaZ/z9D/vk/4UAadFZn/CRaZ/z9D/AL5P+FH/
AAkWmf8AP0P++T/hQBp0Vmf8JFpn/P0P++T/AIUf8JFpn/P0P++T/hQBp0Vmf8JFpn/P0P8Avk/4
Uf8ACRaZ/wA/Q/75P+FAGnRWZ/wkWmf8/Q/75P8AhR/wkWmf8/Q/75P+FAGnRWZ/wkWmf8/Q/wC+
T/hR/wAJFpn/AD9D/vk/4UAadFZn/CRaZ/z9D/vk/wCFH/CRaZ/z9D/vk/4UAadFZn/CRaZ/z8j/
AL5P+FH/AAkWmf8AP0P++T/hQBp0Vmf8JFpn/P0P++T/AIUf8JFpn/P0P++T/hQBp0Vmf8JFpn/P
0P8Avk/4Uf8ACRaZ/wA/Q/75P+FAGnRWZ/wkWmf8/Q/75P8AhR/wkWmf8/Q/75P+FAGnRWZ/wkWm
f8/Q/wC+T/hR/wAJFpn/AD9D/vk/4UAadFZn/CRaZ/z9D/vk/wCFH/CRaZ/z9D/vk/4UAadFZn/C
RaZ/z9D/AL5P+FH/AAkWmf8AP0P++T/hQBp0Vmf8JFpn/P0P++T/AIUf8JFpn/P0P++T/hQBp10n
wl/5G3xB/wBcIP61xH/CRaZ/z9D/AL5P+Fd38IIXkv8AWNXI8u0uRHFAz8GTbnJA9ORQB6pRSZpC
wBAyMntQA6imq6uMqwI9jmnUAFFFFABRRRQAUUUUAFFFFABUVxbx3UDwzIHjcbWU9xUtFAbnlGua
Rc+GdWSSB2Ee7dBKO3sfeu+8Oa/HrlgH4W4j4lT0PqPY1c1XS4NWsZLW4XKt0YdVPYivMf8ATvCW
u+kkZ/4DKn/1/wBK7k1iYWfxI4Wnh53Xws9apapaVqcGrWEd1btlW6jup7g1driaadmdqaaugooo
pDCiiigAooooAKKKKACiiigCs3/IRX/rn/WrNVm/5CK/9c/61ZoAKKKKACiiigAooprOqKWYhQOp
JwBQA6vMfjb/AMgrRf8Ar9/9kNelRzxSkiORHI67WBrzX42/8grRf+v3/wBkNTP4Wa0P4sfVHAaF
bwXevWMF0rNBLOquFHJGa7XWb6fTdUuLS28FWbwRMVjkNszbl7HIGK5LR0sYfs92+qyWd4lwAAkO
7y0/vg+vtXYnXrbB/wCK/vj/ANuY/wAK46StH/hj6bHzbrJ2uktve/Q8w1Qk2tySu0nPy+nPSvpX
Rf8AkB2H/XtH/wCgivmrVTm1uTuLZz8x789a+ldG40Ow/wCvaP8A9BFa4b4Wefnn8aPoXqKiW5hd
tizRs390MCalrpPECiiigAqG8XfaSr6qamprruRl9RigDmbVtl1E3owrqK5P7re4NdUh3KD6jNAD
qKKKACiiigAooooAKKKKACiiigAooooASiqlrqVpfOyWt1DMyDLBHBIFWhQAtLSUtABRRRQAlLRR
QAUUUUAFFFFABUF622zmP+yanqpqjY0+X3wP1oAw7Rd13CPVxXT1zmnLuv4fY5ro6ACiiigApGYI
pZiAAMknoKDXjHxQHi1blzqjsfD5J2/YMhAO3m/xf0oA9Xt9c02/s7m4tL63mgt2aOWVXG1GA5BP
TvXzpphDWZKnIMj4I/3jUKrfLpCfa/O/sEzHyzb/APHuZOM78c56dauxBBDiILs/h29KAOu8PTPF
oZ+yara21wkxkeK6hMixjAAkXCna3vXNXOftUuZlnO85lUkh+eozzzXe2ralFriXGlWsbabdW0Ea
3IwI4olwX3HpnhgQa4bUWgbVLtrQYtzM5ix/dycUAdd8GLiFdU8QwmVBK7xFULDcwAbJA9q9J0vX
tM1ppl029huGgcpKqN8yEHByOv4186tGbjUYYtOjnk1TP7kWmRKD65HT8abp9prc+uGLT/tEniBZ
Dl7RsMhzyZGHHXrQB9O0VwOn3vxItrNIrvStIu5V4MpuNhb6gcZqz/anxA/6AGkf+BhoA7WiuJ03
xT4iXxdY6Lr2l2NsLuKSVHgnLnCCu2oAKrW//HzcfUfyqzVa3/4+bj6j+VAFmiiigAooooAKKKKA
CiiigAooooAKKKKACiimkgDJ6UAMnnjtoHmmcJGg3Mx7CvLdd1i48S6qkdurGINtgiHf3Puau+MP
Ep1Oc2NmxNrG3zEf8tW/wFb/AIO8M/2bAL27T/S5B8qn/lmv+NdtOKoR9pLd7HDUk68/Zx26mj4b
0CPQ7EKcNcycyv7+g9hWzRS1xyk5O7OyMVFWQUUUUigooooAKKKKACiiigAooooAKKKKAKE6LPq0
UUqh40iaQKem7IGcfSrP2W3/AOeEX/fAqu5Yayu0An7OeCcfxCrO6X/nmv8A31/9agBn9n2Z5+yQ
f9+x/hSf2dZ/8+lv/wB+1/wqTdL/AM81/wC+v/rUbpf+ea/99f8A1qAI/wCzrP8A59Lf/v2v+FH9
nWf/AD6W/wD37X/CpN0v/PNf++v/AK1G6X/nmv8A31/9agCnf/2Rpdo91fpZ29un3pJFVVH403TX
0bV7NbrThZXNuxwJIlUjPpVDxZe6db2EEWtJbKs8wS3e4TzIkmwdjNxgAH1rB+F7tGuvWx8i4nj1
AtNdW7YhmZgD8gAwMdMCgDt/7Os/+fS3/wC/a/4Uf2dZ/wDPpb/9+1/wqTdL/wA81/76/wDrUbpf
+ea/99f/AFqAI/7Os/8An0t/+/a/4Uf2dZ/8+lv/AN+1/wAKk3S/881/76/+tRul/wCea/8AfX/1
qAI/7Os/+fS3/wC/a/4Uf2dZ/wDPpb/9+1/wqTdL/wA81/76/wDrVU1bVF0bSbrULpAILaMyPtbJ
IHYcUATfYbHdt+y227rjy1zS/wBnWf8Az6W//ftf8K8j8Ca2+q/E0aldX8E9xqNi7iBJCVg+YbYv
qFGTXsG6X/nmv/fX/wBagCP+zrP/AJ9Lf/v2v+FH9nWf/Ppb/wDftf8ACpN0v/PNf++v/rUbpf8A
nmv/AH1/9agCP+zrP/n0t/8Av2v+FH9nWf8Az6W//ftf8Kk3S/8APNf++v8A61G6X/nmv/fX/wBa
gCP+zrP/AJ9Lf/v2v+FH9nWf/Ppb/wDftf8ACpN0v/PNf++v/rUbpf8Anmv/AH1/9agCP+zrP/n0
t/8Av2v+FH9nWf8Az6W//ftf8Kk3S/8APNf++v8A61G6X/nmv/fX/wBagCP+zrP/AJ9Lf/v2v+FB
0+yAybS3x/1zWpN0v/PNf++v/rVyvxD1W+tNBTT9NQDUNWlFnbtvwFLdTntxn86AOlSxsXUMtrbF
TyCI1waX+zrP/n0t/wDv2v8AhXOeANRS48OixhshayaVIbKaEy7wHXGSGxyDnNdPul/55r/31/8A
WoAj/s6z/wCfS3/79r/hTJbXToE3TQWsa5xl0UD9an3S/wDPNf8Avr/61ZPieLTpdCuJdetIJ7G2
UzukhyMqP59vxoAuwwaZcZ8iKzkx12Kpx+VS/wBnWf8Az6W//ftf8K5D4Y6CdJ0CTUPscVvPqshu
TEpwIoz/AKtB9Ac/jXZ7pf8Anmv/AH1/9agCP+zrP/n0t/8Av2v+FRSwaZbkedFZxk9N6qM/nVnd
L/zzX/vr/wCtXmfxAsbyfX5NZn07S9R0rSrEiW3uJ/mBLZYgDo2AMZoA9HWwsXUMtrblSMgiNeae
bK2K7TbxbcYxsFVtKnWfSLKWzt1itpII2ijJxtQqCBjHYVb3S/8APNf++v8A61AEOnjZbtHklY5G
RcnJwDxXM3N9a6h8StMhtrmOYw2V2k6Rvkod0Yw2Oh6101hkxzZ6+c/86WHTLK2vJbuC0gjuZv8A
WSpGA7/U9TQBzfw9t4rODXba3XZDDrFwkaA5CgbcCutqOK3it9/kxJH5jF32KBuY9SfU+9Yl41q+
uTpq0wjiWFTbrJIURhzvPUAtnH0GKAN+lrlZtZktkm+x3ibIEjNtBKCz3Yb3PJyflGOmOafNq2pQ
QS3bSxlPOuIkhEX3QiuVJPc5UZ7c0AdPRXH3Ou6tZm1iZopTcwxSvNtCLBuJDdeMZwBn1qxBrV1K
LZLi8t7aORpf9LGGV9pGFz90Hk/988UAdPmlrkpdRu4L2W5jvUlikgt1MojxHGGdgZcZ9v19BVm0
1S9udXhtI7qKW2Ekga4WMfvQqqcDsCCxBI9KAOkopBS0AFFFFACVj+JNAi1yxKcLcR8xSeh9D7Gt
mkNOMnF3RMoqSszynQ9XufDOrPHOrCPdsniPb3HuK9St7iO6gSaFw8bjcrDuK5rxh4a/tOA3lov+
lxDkD/lovp9a57wh4kOlXAsrxiLSRsAn/lm3+FdlSKrx9pHdbnHTk6EvZy2ex6XRTQQRkdPWnVxH
cFFFFABRRRQAUUUUAFFFFAFZv+Qiv/XP+tWarN/yEV/65/1qzQAUUUUAFFFFAEF3eW9hayXN3MkE
ES7nkkbCqPc1yFx4qPi6O60/w1pkOq2o/d3NxdSGK3GeduMbm/AVueK9Dk8Q6FJZwypFMJI5ozIu
5CyMGAYd1OOaq+GtC1Cy1PUtV1Z7Rbu+EamGzBEaKgIByeSxz1+lAHOeHtB17wJFPJBoumX8czl5
vsUzLOFySFUOMMFzgDINYXxO8UaV4l0LRpdMu0kZbzMkJOJIvlIwy9RXrt7b/a7G4txI0ZmjaPev
VcjGRXhnj3QdS0fTtAjv7PTII7R/s0c1pnfccZ3NkDH3c455JqZfCzWh/Fj6oo+GBnxRpoLIoNwo
y4yOvcV6ZaaxqFx4xvdMm0a3hsY1fbOYPugDhi3Qg1554e8H6r4jjefTxEI4n2l3k24br9a6i8g1
JLNrDWPG9nFGBteJTucj0J4NcdHmUdj6TMfZVKtlJXta2t156Hmmqndb3RyDknkdOte1WnjyzNrY
aVoMf9r6qbZP3EThUjwoBLueAB7ZNeKakAtpcBTlQCAfUV7H4V8J6oP+Efm1CXT1s9KhL25tY2WW
YumPnzwAAecdTWuG+FnDnn8WPoU7Hwbr2ma/Lr9vpHh/7Q4G22WaUbDzllbGNxzzxiuo0fxpY396
2m34OmavGQr2Vy4DEnkFD0cH2ro+1ee6p4I1S6v9RtoU09rPUbxbs38hP2m3wVJVRjkjbwc8ZrpP
EPQ6KQdKWgAooooA5e5XZcSr6Ma6K0bfaxN6qKwtRXZfzD1Oa2NLbdp8ftkUAW6KKKACiiigAooo
oAKKKKACiiigAooooAyIYoY/FExjRVc2iZ2jGRvNa1ZSY/4Smbjn7In/AKGa1aAFooooAKKKKACi
iigAooooAKKKKACqGsNixI9WFX6zNbb/AEeNfVv6UAU9IGb8H0Umt+sPRVzdufRP61uUAFFFFABT
WRXUqyhlYYIIyCKdRQBmWvh/S9Nsbq2tLCCK3uWaSWIJlGYjng8dulfO2lgLZkKMASOAB/vGvpqT
/Vt9DXzLpv8Ax6H/AK6P/wChGgDp4/D9yYCiaxpYiYbmQXwA/EVjTR+TM8W9H2MV3Icqcdwe4rsf
B2qaZbaLc211cwW0xYtJ5qZ81fl2445xhuPeuTv5Yp9RuZbdNkLys0aYxtUngUAdl8F40/tHxE+x
d4eEBscgENnmvStO0iw0lZV0+0htxK5kk8tcFmJyST3rzf4L/wDH94j/AOukP/oLV6rQAlLRRQBx
Ws/8lc8Of9eVz/IV2tcXrH/JXfDv/Xlc/wBK7SgAqtb/APHzcfUfyqzVa3/4+bj6j+VAFmiiigAo
oooAKKKKACiiigAooooAKKKSgArifGvibyw+mWT/ADkYndT90f3R7+tafi3xINHtfIt2BvJR8o/u
D+8f6VyfhXw6+t3puboMbSNsuW/5aN6f4110KaS9rPY5K9Ryfsobml4K8M+ayanep8g5gQjqf7x/
pXeikRAihVACgYAHanVhVqOpLmZvSpqnGyCiiiszQKKKKACiiigAooooAKKKKACiiigAooooApH/
AJDa/wDXuf8A0IVdqvcWvnMrrI0UqfddfTuCD1FN+z3X/P4f+/S0AWqKq/Z7r/n8P/ftaPs91/z+
H/v2tAFqiqv2e6/5/D/37Wj7Pdf8/h/79rQA69sbbUbV7a9t4riB/vRyoGU/gaSx0+00y1W2sLaG
2gXpHEgVR+ApPs91/wA/h/79LWVod3f6kb7zbpV+z3LQrtiHIHr71Si2m+xLkk0u5v0VV+z3X/P4
f+/a0fZ7r/n8P/ftakotUVV+z3X/AD+H/v2tH2e6/wCfw/8AftaALVNeNJUKSKrq3BVhkGq/2e6/
5/D/AN+1o+z3X/P4f+/a0AVE8N6bHryavHbLHeJAYFKDChSc9PX3rVrk9C1jUtU8UeINNmuUWHTZ
IkiZYhlgy5Oa6L7Pdf8AP4f+/a0AWqKq/Z7r/n8P/ftaPs91/wA/h/79rQBaoqr9nuv+fw/9+1o+
z3X/AD+H/v2tAFqiqv2e6/5/D/37Wj7Pdf8AP4f+/a0AWqKq/Z7r/n8P/ftaPs91/wA/h/79rQBa
rO1rQrDxDYGz1OATQ7g45IZWHQgjkGp/s91/z+H/AL9rTJYrpIXYXhyqk/6oUAN0bRbHQNPWy02A
QwKS2MkliepJPJPvV+szT/tl3YQzvd4Z1yQIhirP2e6/5/D/AN+1oAtVS1XSrPWrB7LUYRNbSEFk
JIBwcjp7in/Z7r/n8P8A37WmSxXUcLuLw5VSf9UtAFtVCqFUAADAA7U6sLw7dX2r6Fa3s90FklBL
BYhgYJH9K0/s91/z+H/v2tJO6uNqzsWa5/VvAuga3qYv7+wWS4OA5DsokA6bwDhvxrX+z3X/AD+H
/v2tZNxeX0Piaz05bpfKmheRmMQzkdKG7DjFy2N5VCKFUAADAA7U6qv2e6/5/D/36WkNtcsCDesA
e6xrmmSLY/cm/wCuz/zrgrTxbr1x4+uNOhf7Raxagbd7cWhxHDtz5hlHGQexr0K3gW2hEaZwO5OS
T3JPrVLStEh0mfUJYZHc31ybmQNjCsQBge3FAGZ4f1HUpvFGv6dqFzHPHZtC0BSIJtV1LYPrjjmu
ieKOVQJEVwDnDDPNULLRYbLWtR1JJHaW/wDL8xT91dgwMfnWlQA0xozKzIpZfukjkfSjap/hH5U6
igBrRowIZVIIwQR1FNaGJo/LaNCg/hKjH5VJRQA3YpBBUYIweO1IsaIoVEVQvQAYxT6KACiiigAo
oooAKKKKAEIrg/GvhnYX1OyT5TzPGo6f7Q/rXe01lDKVYAgjBB71pSqOnLmRnVpqpGzOJ8FeJt4T
TL1/mHEDk9R/dP8ASu3rzHxX4dfRbwXVoCLSRsqR/wAsm9P8K6rwl4kGr232e5YC8iHP/TQeo/rW
9empL2sNjChUcX7Ke50tFJS1yHWFFFFABRRRQAUUUUAVm/5CK/8AXP8ArVmqzf8AIRX/AK5/1qzQ
AUUUUAFFFFABRRRQAV5j8bf+QVov/X7/AOyGvTq8x+Nv/IK0X/r9/wDZDUz+FmtD+LH1RzHg7SPE
l87z6BcNbxo+2SQy7Uz7r3/Kut1TUtGs7J7fxV5Gq3q97a0KFT6b6850/XNS0kMNPvZrdWOSEbAJ
+lbMHxF8QRrtluIblcYxPCp/UYrihUjGNj6nFYKvVq86tby0f32OR1MqbO4KDCkHAPYZ4r6V0X/k
B2H/AF7R/wDoIr5p1Ni9ncOcAsCePrX0tov/ACA7D/r2j/8AQRW2G+FnmZ5/Gj6F2jFLRXSeIFFF
FABRRRQBg6wuL3P95RV3RWzZlf7rmq+uLiWJvVSKfobfLMvuDQBrUUUUAFFFFABRRRQAUUUUAFFF
FABRRRQBlID/AMJTN6fZE/8AQjWpWaj/APFSzLjpaoc/8CNaVAC0UUUAFFFFABRRRQAUUUUAFFFF
ABWRrh/1K/U1r1i622biNfRaAHaGvzTN7AVsVl6GP3Mp9WFalABRRRQAUUU13VELMQqqMkk4AFAB
J/q2+hr5l03/AI9D/wBdH/8AQjX0Tba/peoWNzc2l/by29uzRyyq42IwHIJ6dxXztpjBrIkEEGRy
CP8AeNAHfeG5pf8AhGxDaTalazC4Z2ms7LzQ4wMKTntXKX+7+0bjzHkkfzGy8i7WY56kdj7V0+kX
X9m6JZJfz3+lrHd/akdImK3S4Hyj3478c1zF/ci81G5uVTYs0rSBc9ATnFAHafBf/j+8R/8AXSH/
ANBavVa8l+DFzCuq+IIGljEzvEyxlhuYAHJA74r0jSvEOl620yadewzvA5SVFPzIQcHI6/jQBpUU
UUAcXrH/ACV3w7/143NdpXFax/yV3w7/ANeVzXaUALVa3/4+bj6j+VWaqsksU7yRKHV8ZBOMGgC1
RVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/z
wX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzWVr+tw6JYNNJ
hpW4ijzyx/wqS/1NtNs5Lm6jVI0HPz8n2HvXmt1cX3izWwFUl3OI07Rr/nrXRQo875pbI569bkXK
t2O0zT7vxVrTNK7Hcd08vZR6D+gr1KztIbG1jt7dAkUYwoFZ2jaYdFsEtre3U45dy3Lt6mr/AJtz
/wA8F/77pV63tHZbIdCj7NXe7LNFVvNuf+eC/wDfdHm3P/PBf++6wNyzRVbzbn/ngv8A33R5tz/z
wX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A
33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbz
bn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/vugCzRVbzbn/ngv8A33R5tz/zwX/v
ugCzRVbzbn/ngv8A33R5tz/zwX/vugCxXPeEvvav/wBf8n9K2fNuf+eC/wDfdYPhZ5gdV2RBs3z5
+bp0rWH8OXyMZ/xI/M6eiq3m3P8AzwX/AL7o825/54L/AN91kbFmiq3m3P8AzwX/AL7o825/54L/
AN90AWaKrebc/wDPBf8Avujzbn/ngv8A33QByPg//koHjT/rvb/+i67euD8JPMPH3jMrECTPBkbu
n7uuz825/wCeC/8AfdAFmiq3m3P/ADwX/vujzbn/AJ4L/wB90AWaKrebc/8APBf++6PNuf8Angv/
AH3QBZoqt5tz/wA8F/77o825/wCeC/8AfdAFmiq3m3P/ADwX/vujzbn/AJ4L/wB90AWaiuf+PaX/
AHD/ACqPzbn/AJ4L/wB91HPLcm3lzAoGw/x+1ACaL/yB7X/cq9WVpEk40q2CQhl2cHd1q55tz/zw
X/vugCzUVz/x6y/7h/lUfm3P/PBf++6juJLk28uYFxsP8ftSew1uZvgj/kULD/db/wBCNb9c14Le
dfCVgEhDLtbndj+I1uebc/8APBf++6UPhRU/iZZrnL7/AJH3TP8Ar1l/mK2vNuf+eC/991gXjzf8
JzppMQ3/AGWXC7veiRdHd+j/ACOnparebc/88F/77o825/54L/33VGJZoqt5tz/zwX/vujzbn/ng
v/fdAFmiq3m3P/PBf++6PNuf+eC/990AWaKrebc/88F/77o825/54L/33QBZoqt5tz/zwX/vujzb
n/ngv/fdAFmiq3m3P/PBf++6PNuf+eC/990AWaKrebc/88F/77o825/54L/33QBZoqt5tz/zwX/v
ujzbn/ngv/fdAFmiq3m3P/PBf++6PNuf+eC/990AWaKrebc/88F/77o825/54L/33QA67tYr22kt
7hA8UgwymvLdV0278LayjROwCnfBKO49D/WvUPNuf+eC/wDfdUdX006zYPbXFuozyjhuUb1Fb0K3
s3Z7Mwr0faK63Qvh/XItc08SphZl4lj/ALp/wrWryS3nvvCeuHcuJE4dP4ZFr0mw1Q6nZx3NrGrR
uP7/ACD6H3p16PI+aOzFQrc65Zbo0qKrebc/88F/77o825/54L/33XOdBZoqt5tz/wA8F/77o825
/wCeC/8AfdAFmiq3m3P/ADwX/vujzbn/AJ4L/wB90AB/5CK/9c/61ZqtDHI05mlAU42hQc1YoAWi
o5Jo4QDLIiA9NzAZqP7da/8APzD/AN/BRcdmyxRVf7da/wDPzD/38FH261/5+Yf+/gouHK+xYqpq
WpW2k2Ml5eyeVbx43PtLYycdBzVXWPENpo+ni6k33G+RYYorcB3lkboqj1rmtO1HX/GN5exxXZ8P
wWUoie3EIkuiSMgsW+VQQeMZ+tAjptE8SaZ4iikl0m6FxHEQrsEZQCfqBmuF+Nv/ACCtF/6/f/ZD
Wp/wjmq+DdIebSPERe0tEaRrbUY1MRXlm+dQGXvzzXFfEXxdF4j0bQ0ksbywu/PE5huIyoZSpG5G
/iGamXws1ofxY+qORNFBoryT9DK+of8AHhN/u19LaOduhWBPQW0f/oIr5pv/APjwm/3a9g0/xPrG
sPpejaZbtoyzWYkS8vYtzTKoAPlJnGec/Menau/C/Cz5PPv48fQ6jTPGmhaxqP2DT74TXQBJjEbg
jHXqK3a4yLwNqVndXF/Z+Kr5b+42mV5IImjkKjC5TA4A9DTNE8fE3j6frlsyTR3X2MX9tGxtJZPT
cfunPGD3710nhnbUUUUAFFFFAGXri5hib0YiodEbFxIvqv8AWresLuss/wB1gaztJbF+o9VIoA6C
iiigAooooAKKKKACiiigAooooAKKKKAMmMH/AISmc9vsif8AoRrVFZiE/wDCSzL2+yqf/HjWmKAF
pKWkoAKWkpaACiiigAooooAKKKKACsHWDm/x6KK3q53VGzqEntgfpQBo6KuLMn1c1o1S0pcafH75
P61doAKKKKAErxj4oQeLBdO+qSPL4f5wLEEIo7eaOv8ASvaKayB1KsAQRgg9DQB8vrHfDSEe885t
B84+WYP+PcScfeA5z061dh8sxDytvl9tvTFfQdtoOmadZXVvaWMEUFyzSSxKnyuxHJI6dq+ddLUL
ZkKAAJHAA/3jQB2d34xtr+3eC80dZUdkdh9qcfMq7RgduOwrmpmR5naKPy42YlUznaPTPeu10tIt
V0aBhoekxW8bSNJNK0m1cbRzg5ySRxn8K4+/iMGo3MTRpEySspSMkquD0GecUAZrRG71GGDTop5t
UzmEWuRIp9cjp+NQ2Gm69deIyumy3Euuo53m1ODGc8l3HHXrXpXwXjT+0fETbV3B4QGxzjDd69Ls
NJsdKSRbC1htxK5kfy1A3MeSTQBxuneDfFz2aNqXjW7juSPmSCFWVfbJxmrX/CF+If8AoedS/wDA
eOu0ooA8k1LwzrMfxF0a0fxVeyXEtrMyXRhTdEB1UDpzXQ3PhPxZaQNPp/jC5urqL5kguYEEcpH8
LEdAal1f/kr3h/8A68biu1oA53wr4th8Qxy21xC1lq1r8t1ZSfeQ+o9VPY10Vc14p8IrrTxahp85
sdbtebe7Qdf9hx/EpqPwt4ubU7mTSNZgFjr1sP3tuT8so/vxnup/SgDqaKSloAKKKKACiiigAooo
oAKjllSGJpJGCogyzHoBTycV534z8TfbZW0+zf8A0dD+9df429PoK1pUnUlZGVWqqcbsoeI9dm8R
akkNsrG3VtsMY6ufWu28L+HU0Sz3SYa7lGZGHb/ZHtWd4M8M/Yo11C8T/SHH7tCP9Wvr9TXXVrXq
q3s4bIxoUnf2k92FLRRXKdYUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUA
FFFFACVz3hL72r/9f8n9K6Gue8J/e1f/AK/5P6VrD4JfIxn/ABI/M6KiiisjYKKKKACiiigDiPB/
/JQPGn/Xe3/9F129cT4P/wCSgeNP+u9v/wCi67agAooooAKKKKACiiigAooooAKiuP8Aj2l/3D/K
paiuXjjtZXndY4lQl3Y4CjHJzQBW0X/kD2v+5V6sTw5r2j6rbm30i9W4+zABgQVbB6HBAyD69K26
ACqGtanaaRpU93fyGOBRtJVSxJbgAAckkkDFX6wfGlidR8M3FuLe5uAWRiltKscmFYHKs3GRjP4U
AR+Dry2bTFsLWDUY1tV+/eWrQ7sknjPWuirj/Amp6fqYuzY6xqt88ZCSxX5yYSM9MDGfoT0rsKEr
A3cK5y+/5H3TP+vWX+Yro65y+/5H3TP+vWX+YqZGtHd+j/I6KlpKWqMgooooAKKKKACiiigAoooo
AKKKKACiiigAooooAKKKKACiiigApKWigDC8T+Hk1yyygC3UQzE57/7J9jXD+Hdcm8Oam0NwrCBm
2zRnqh9R716pXJeMvDX26I39mn+kxj94o/5aL/iK6qFVW9nPZnJXpO/tIbo6qGVJ4lljYMjjKsOh
FPrznwb4l+wTLp94/wDozn92x/5Zt6fQ16MDmsqtJ05WZtRqqpG6FooorI1CiiigApruEUsxAUDJ
J7Utc34huZdTvY9BsmIaUb7qRf8AlnH6fU0m7IunDnlYrWloni7Upb+8jL6bDmK1jPSQ93rT/wCE
P0P/AKB8X61q2ttFaW0cEChIo1Cqo7CpaSiupcq8r+47Ixf+EO0L/oHxfrR/wh+h/wDQPi/M1tUU
cq7E+2qfzP7zDvvCOnXWlCygWSzCTLcRS27YeKUdGBOeam0Dw9FoS3L/AGme7u7uQSXFzORvkIGB
0AAAHQCr1/drY6fc3T/dgiaQ/QDP9K5Twj4zl1jQbvVtTudN8q3iEskNsjq8HyliH3nnjoRxVENt
u7Oq1PT7fVtMubC7UtBcxtFIAcHBGODXjvxP8Nz6Ta6NcXmr3Gouk/2eHzY1QRxhSe3U8Dk+lei+
CfE9z4is7kalaCzvoHUtAM/6t1DRtz6g/mDWZ8WtFn1XwiJ7SNpJtPnW52KMkqAQ2PwOfwpSV0y6
UlGpFvo0eOUVWN/DgeXukYjO1Bmk+2MvMlvKq+uM15ns5dj7r67Q/mHah/x4Tf7te8eFfCiWaadq
VzqN7fSxWipbLcMpW3VlG4LgDJ4Ayc8V4bZ2cniG9ttL0/Mk124XgfcXPzMfQAV9NW8K29vHCn3I
0CL9AMV2YaLUdT5nOqsKldcjvZElcn/wgaC/JGp3I0s3n246fsXb527d9/rt3c7fWutoroPHCiii
gAooooAq6iu6wm+maxdPbbfwn/axW/crvtpV9VNc1A22aNvRhQB1VFFFABRRRQAUUUUAFFFFABRR
RQAUUUUAZiZ/4SWYdvsq8/8AAjWkKy0/5Gib/r0X/wBCNagoAKKKKAFopKWgBKWiigAooooAKKKK
ACuZvm3Xsx/2jXTVys53TyH1Y0AdDp422MI/2as1FbLttoh6KP5VLQAUUUUAFFFFADZP9W30NfMu
m/8AHof+uj/+hGvpqT/Vt9DXzLpn/Hof+ur/APoRoA7jQdMM/hjzo7O6v2e6Ktbx3nkqu0DDY7nP
euZvVK39wrRtEwkbMbPvK89C3f61oLrVmFAPh7S2IGMnzef/AB+suVxJM7rGsSsxIRM7V9hntQB3
PwX/AOP7xH/10h/9BavVa8q+C/8Ax/eI/wDrpD/6C1eq0AFFFFAHFav/AMle8P8A/XjcV2tcVq//
ACV7w/8A9eNxXa0AFYHinwnbeJbeNvMa11G2O+1vIuHhb+o9RW/RQBx/hvxXcrqH/CP+J0W11lB+
7kHEd4v95D6+orr6x/Enhmx8T6d9lvVZXQ74J4ziSB+zKawtD8TX2i6nH4e8XMoum4s9Q6R3g7A+
j+3f+YB21FJmloAKKKKACkNFYHinxGmiWflxENdyj92v90f3jVRi5vlRM5qCuzO8aeJvssbadZP+
/cfvXX+Aen1NZvgvw19rddSvE/cIcwof4z/e+lZ/hrQZfEGoNPcljbI26Vz1dvTP869QjjSKNUjU
KijAA6AV11ZKjH2cN+pyUoutL2k9ug4ClooriO0KKKKACiiigAooooAKKKKACiiigAooooAKKKKA
CiiigAooooAKKKKACiiigAooooASue8J/e1f/r/k/pXQ1z3hP72r/wDX/J/StYfBL5GM/wCJH5nR
UUUVkbBRRRQAUUUUAcT4P/5KB40/672//ouu2rifB/8AyUDxp/13t/8A0XXbUAFFFFABRRRQAUUU
UAFFFFABXN+O7ix/4Ri80+81C0spL6FooWuZNik49faukrG8QabqWoLCNNuLKAoTvN1a+cD6Y5GK
AOP8PNrepa/FqdnfeGb029qlnItrO52puBJwB1OOM8V6QK5nQfC93Ya3JqupXltPctB9nRbW2ECB
d24kjJyc109ABWB42jil8KXq3FtBcQ7RvS4uDDGBkZYuORjrx16Vv1y3j64sG0L7Dd3TQ3Nw6tap
HC0zu6MHH7teWGQM+1AFD4Xw/Z9Gmij1uG/hjYKlvHEU+y99uWAY8dyO1dxXG+BpP7T1HVdZuLuC
S/n8uCa3hheLyAgOAyv8245JyfwrsqAENcvr1wdN8UWGpTQzPaRwOjvGhbaSe9dTTSuRg9KTVy6c
+R3aKlhqtlqce+zuY5h6KeR9RVzNYt/4V069k85I2trjtNbtsb9OtVBH4i0f7jR6rbjs3ySgfXoa
V2ty/Zwl8D+T/wAzpqKwrLxbYXEoguS9jc9DFcrtOfY9DW2GDKCpBB7g0009jOUJQ+JDqKQUtMkK
KKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigApCKWigDz3xp4Z+zO+pWSfuWOZkA+4f730q
/wCC/E32lF029f8AfKP3Lsfvj0+tdhJGsqMjqGVhgg9CK8w8T6BJoF+s9qWFs7bonHWNvT/Cu2lJ
Vo+ynv0OKrB0Ze0ht1PUQc0tc94V8RrrVp5cxC3kQ+cf3h/eFdBXJOLg+VnXCamuZC0lLTXYIpZi
ABySe1SUZ+t6tHo+mvcMN0h+WKMdXc9BVfw5pL2Fq892d9/dHzJ39z0X6CqGnKfEmtnU5AfsFoxS
0U9Hbu/+FdRioWrubz/dx5OvX/IKWiirMAooooAq6jayXthPbw3D20kiFVmQAlD64PBrlD4BuLy2
vxqurme41AwpcyRW4iDQxnPlgA8Zzya7WigDmtH8E2Xh/Xf7Q0mSWGOSAwzQO7SCTnKtuYkjHI/G
sn4reLJfDnh5LexcrfX5MaMBkogHzsPfBAH1ru68Z+OSONX0mRv9WbaZVPbdx/Sk9i6ceaSTPNow
yW4K4t4O7HlmpI/LDjyJZY3b/noOGqSTi2tHYZiUjdT76aKWAJGyvIxGwLyRXJe7PpPZxjHfZL1f
p2Lvh7xHceE/ElvqKRbcfLcooyJYifm/Hv8AhX0xBKk8EcsTBo5FDKw7g8ivla/IV/n/AOeLA19L
eFY5IvCekpNnzFtIg2fXaK6KTvE8bMKahWdjXooorQ4QooooAKKKKAEIyCPWuVb5XI9DXV1y90uy
6mX0Y0AdNG26NT6gGnVBZNvs4T/sip6ACiiigAooooAKKKKACiiigAooooAykP8AxVEw3D/j0Tjv
981qA1lxx/8AFUTyYXm0Vc9/vGtQUAFFFFABS0lLQAUUUUAFFFFABRRRQAjHCk+grlD8zH3NdRO2
23kb0U1zEQ3SRj1YUAdSgwgHoKdSUtABRRRQAUUUUANk/wBW30NfMunELZsWIAEj5J7fMa+myQAS
eAOua+W9QW0vPEd/DpouLmya6dra3Rcs+T1OO1AE76xZI2POBx/dBIqxb3cF0Mwyq/sDyPwqQaG8
Cgapqtjo8hXMVsMM3tv9qoarpN1p4WW8twg6xX9p80bemcUAemfBcH7b4jPbzIf/AEFq9VrzP4If
Z38OahMsu+9kuj9oGMBcD5ce2M/rXplABRRRQBxerf8AJXvD/wD14XFdpXF6t/yV7QP+vC4rtKAC
iiigArN13QbDxFpkljqUAlhfkHoyN2ZT2IrSooA4LTNcv/BmoxaJ4qmM1jKdlhqzdG9I5fRveu8B
BAIOc1V1PS7TWNPlstQgSe3lGGRh+vsfeuJttQvvhxdx2OsSyXfhyVtlrft8z2hPRJf9n0NAHoNJ
TY5EljV42V0YZVlOQR6g1Fe3sNhayXFw4SKMZJo3Bu2rKut6zDotg1xMQW6Rp3dvSvNrO1vfFmuM
XYlnO6WTtGvt/Sl1C+vPFetIsaEljthi7Ivqf6mvRtB0WHRLBYI/mkPMj45Zq7tMND+8/wADh1xM
/wC6i3YWMGnWcdtbIFjjGAPX3PvVmkpa4W77nalbRBRRRQMKKKKACiiigAooooAKKKKACiiigAoo
ooAKKKKACiiigAooooAKKKKACiiigAooooASue8J/e1f/r/k/pXQ1z3hP72r/wDX/J/StYfBL5GM
/wCJH5nRUUUVkbBRRRQAUUUUAcT4P/5KB40/672//ouu2rifB/8AyUDxp/13t/8A0XXbUAFFFFAB
RRRQAUUUUAFFFFABUc5K28hBwQpIP4VJUVz/AMe0v+4f5UAQaTI82l28kjFnZMlj1NXKo6L/AMge
1/3KvUAFc1rWhapceJbfWNKvLKGSG1a323UDSDDMGJGGXB4Arpaiuf8Aj2l/3D/KgDA8P6JqNrrt
/q2p3tncSXkUcWLWFo1GzPPLNk8/pXSVgeCP+RQsP91v/QjW/STurjkrOwUUUUxCYoxS0UAVb3Tr
TUYjHeW8cyHs65rEbwxc6exfQtRlt+/kTfPGfz5FdJRScUzSNWUdE9Dmx4jvtMO3XNNkjUf8vFt8
8f4jqK2bHVLPUohJZ3MUy/7Lcj6irZUEYIyD61i3/hXTruTzoka0uByJrc7D+OOtKzRV6ct1b0Nr
NLXMgeI9H+6YtWtl7H5JgP5GrVl4s0+5lEFwz2Vz0MVyuw59j0NHMuonRla8dV5G5RTQwYAggg9C
KWqMhaKSloAKKKKACiiigAooooAKKKKACiiigAooooAKrX1lDqFnJbXCbo5Bgj+tWaShO2qE1fQ8
mvrO98Ka2pjYhkO6KTHDr7/yIr0fQ9Zh1vT1uIvlccSJnlG9KNc0WDW9PaCXhxzG/dGrziwvb3wp
rbCRCCh2yx9nX1H9DXdpiYf3l+Jxa4ef91nrJNc54iupdQu49BsXIknG65kX/llF3/E1cvfEVrb6
F/aUTCVXGIlHVnPRfrmmeG9KksbaS5vTuv7s+ZO3p6KPYV58r35T1KVox9o/l/XkalpaxWVrFbwK
EjiUKoHpU9JS1Rk3fVhRRRQIKKKKACiiigArlviB4RXxf4ea1jKpeQt5ts7dN390+xHH5V1NJigD
5Xns7jTruS0nV7S6jOJLaccfh7VGPMGSscNt6yE/yr6a1fw5pOvIqarYW90F+6ZF+YfQ9RWPa/DD
wnaTeamjxO2cgSuzgfgTisnSPRhj2opNfj/VvkeR+BPA0nizVobiSOT+yoHDzXEg/wBcR/AvqPU1
9DKAAABgDoKZFDHBGscKLHGgwqIMAD2FSVolZWOKpUdSXMwooopmYUUUUAFFFFABXO6ku2/l98Gu
irB1hcXuf7yigDS0tt2nx+2R+tXKztFbNow9HNaNABRRRQAUUUUAFFFFABRRRQAUUUUAZaZ/4SWf
0+yr/wChGtMVlxj/AIqac8f8eqfX7xrUFABRRiigApaSigBaKKKACiiigAooooAr3x22Mx/2TWBZ
ruvIR/tCtzVG26fL74H61j6aM38Xsc/pQB0dFFFABRRRQAUUUUAZfiaSWLwvqrwf61bSUrj12GvC
fhzlNQvDGAWFihUepz/jX0PLGs0TxyDKOCrA9wa+c9W0bUvAHima3t7loA/NrLIuY54s5Cn3FAHf
/DXRtI1Pwu19eW1ve6jcyyfbWnjDsrbiNuD0GMfnXOxJDbWvi+x05/M0q2Mi2xzuCkoSyg+gNYLa
rpc00s2q2d/YXco/eHT5SI7n2I96hvdbuf7M+w2kKaVprAosEfzTTZ7E+poA674GO66zqUaE+U1n
C7Dtu7fpmvaK4T4UeEpvDXh5575Cl7fMJHjPWNAMKp98cn613dABRRRQBxerf8le0D/rwuK7SuL1
b/kr2gf9eFxXaUAFFFFABRRRQAVDdWsF7ayW11Ek0EqlXjcZDD0IqakNAHnub74Yz4/fXvhSRv8A
ek08k/mU/l/PP8SeJD4juo47Fi9kD+62f8tT/e/wrS8beJRcmTS7RgYRxO46P/s/T1rntH0PUfA7
Q+IVsTeaS2WmtQMy2yn/AJaoP6V104+xXtJL0OSpL2z9nFnoHhTw4ujWnnTqDeSj5z/cH90V0NVN
M1O01fT4r2wnSe2lGUdD/nB9quVzTk5vmZ0wgoLlQUUUVJQUUUUAFFFFABRRRQAUUUUAFFFFABRR
RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAJXPeE/vav/1/yf0roa57wn97V/8Ar/k/pWsP
gl8jGf8AEj8zoqKKKyNgooooAKKKKAOJ8H/8lA8af9d7f/0XXbVxPg//AJKB40/672//AKLrtqAC
iiigAooooAKKKKACiiigAqK5/wCPaX/cP8qlqK5/49pf9w/yoAraL/yB7X/cq9VHRf8AkD2v+5V6
gAqK5/49Zf8AcP8AKpaiuf8Aj2l/3D/Kk9hrcxfBH/IoWH+63/oRrfrA8Ef8ihYf7rf+hGt+lD4U
VP4mFFFFUQFFFFABRRRQAUlLRQAmKrXum2moxGO8t45lP99c/rVqiiw02ndHNHwzdacxfQtRkgH/
ADwn/eRn+ooHiS900hNd02SJf+fiD95Gfr3FdJSFQRgjI9DU8ttjX23N8av+ZWstTtNSiElncxzK
f7rcj6irQNYl94U0+6l86BXs7nqJrc7D+PY1W/4qPR/+eerW6/8AAJQP5Gi7W4ezhL4H950tFYdl
4r0+6l8iZ3s7nvFcrsP+BraDAgEHI9aaaexnKEoO0kOooopkhRRRQAUUUUAFFFFABRRRQAUUUUAJ
iuf8WeHU1iyM0QC3cIJRjxuH9010BrnPEV3NfXMWhWLETXA3TuP+WUXf8TTVR03zIaoqt7j2OF0D
UIbLVbZr4M9rFIWC5+VGPG7HtXrcbrIiujBlYZBHQiuJ8U+EI0skutMiwYECyRr/ABKO/wBareC/
E32Z1028f9yxxC5P3T/d+npXXUgq0faw36nFCo6U/ZTenQ9CopAc0tcZ2BRRRQAUUUUAFFFFABRR
RQAUUUUAFFFFABRRRQAUUUUAFFFFABWNri4lib1BFbNZeuL+6hb0YigBNDb5Jl9wa1axdEbFxIvq
ua2qACiiigAooooAKKKKACiiigAooooAyox/xU8/XP2Rf/QjWoKzk/5GGY8f8ey/+hGtEUAFLRSU
ALRRRQAUUUUAFFFFABRRRQBQ1hsWOPVgKz9JGb9fZSaua2cW0Y9Xqtoq5unPon9aANyiiigAoooo
AKKKKACqGsaJp+v2DWeqWsdxA38LjlT6g9QfcVfooA82m+CulmUmz1bU7aI/8sw6sB9CRW34d+Gm
g+HblbuOKW8vF+7PdNvKn1UdAa66igBKWiigAooooA4rVf8Akr+g/wDYPuP512tcVqv/ACV/Qf8A
sH3H867WgAooooAKKKSgANcp4y8Tf2fCbGzf/SpB87D/AJZr/ia0PE3iCPQ7LKkNdScRJ/U+wrhd
A0WfxJqjy3DOYQ26eU9WPoPc11UKSt7SeyOWvVd/Zw3Ze8HeGjqMwv7xD9mjbKKf+Wjev0FejbRj
GBj0psEMdvCkUSBI0G1VHQCpKyq1XUldmtGkqcbI4LU9Dv8AwXqEut+FoTPYSnff6SvRvWSL0b2r
q9D12x8RaZHfabMJYX4I6Mh7qw7EVo4ridc8NX2ialJ4h8IqBct815p+cR3Y7kej+/f+eRqdvRVT
Sr46lpdveNbzWxmQOYZlw6Z7EVboAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoooo
AKKKKACiiigAooooAKKKKAErnvCf3tX/AOv+T+ldDXPeE/vav/1/yf0rWHwS+RjP+JH5nRUUUVkb
BRRRQAUUUUAcT4P/AOSgeNP+u9v/AOi67auJ8H/8lA8af9d7f/0XXbUAFFFFABRRRQAUUUUAFFFF
ABUVz/x7S/7h/lUtRXP/AB7S/wC4f5UAVtF/5A9r/uVeqjov/IHtf9yr1ABUVz/x7S/7h/lUtRXP
/HtL/uH+VJ7DW5i+CP8AkULD/db/ANCNb9YHgj/kULD/AHW/9CNb9KHwoqp8TCiiiqICiiigAooo
oAKKKKACiiigAooooASjFLRQBUvtMs9RjMd5bRzKf768j8axT4bvNNJfQtRkhX/n3uP3kZ+ncV0t
JScUzSNWUdE9Dmx4lu9OITXdOkgHT7RB+8j/AMRW1ZalaajEJLO4jmT/AGW6fhVllDAggEHsaxL3
wpp9zKZ7cPZ3PUS27bDn3HQ0tUVenPdW/I3M0Vytze654bi827kh1GyDBS5+SVcnH0NdSh3KD6jN
NO5M6bik73THUUUUzMKKKKACiiigApKKRiACTwB3oAo6zqsekadJdScleEQdXY9AKp+G9LltIJLy
++a/vD5kx/u+ij2FUrQf8JNrxvnGdOsWK24PSWTu30FdRioWrubz/dx5Or3/AMgwK858ZeGvsEza
hZp/o0h/eKv/ACzb1+hr0amTQpPE0cqh0cYZT0IropVXTldHHVpKpGzOV8G+Jvt8QsLx/wDSYx8j
H/lov+Irra8r8Q6JP4c1NJbdnEDNugkHVT6H3ruPDHiFNcsvnIW6iGJU9f8AaHsa1r0lb2kNmY0K
rv7Oe6N2ikpa5TrCiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKz9ZXNln+6wrQqpqa7
tPl9hmgDL0hsX4HqpFb9c5pzbb+I+pxXR0AFFFFABRRRQAUUUUAFFFFABRRRQBmR/wDIyT8/8uq8
f8CNaQrMQ/8AFSzDA/49V5/4Ea06ACiiigApaKKACiiigAooooAKKKKAMnXG4hX3Jpuhj95MfYCm
62f38Q9FJqXQx+7mPuKANWiiigAooooAKKKKACiiigAooooAKKKKACiiigDitV/5K/oP/YPuP512
tcXqv/JYNB/7B9x/Ou0oAKKKKACqGr6rBo9g9zcHgcKo6u3YCrN1dRWdtJPcOEijG5mPYV5brGqX
fijWESFGKltkEXoPU/1rehR9o9dkYV63s1ZbsZFHfeLddOTmSQ5Zv4Yk/wAK9P0zToNLso7W2XCI
Ovdj3J96qeHtCi0OwES4aZ+ZZPU/4CtanXrc75Y7IVCjyLmluwpaKK5zoCkpaSgDA1/xRpWmiaxm
1u206/KZUyDeyZ6Nt71m+F/F6SwvFrOpW7b7gxWFzIogN6mB8wQ+5IyODitzVfDljq15Z3kytHd2
cgeKeLAfHdT6qe4NcKPD+q6u19p19pLpeX1yTfatPtKLAGyiQc5+7gAcYOSaAPT6Wq9xd22nwB7q
4igiGFDyuFH5mpwc0ALRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUVznivxPP4fk0+C1sVu
7i+laOMSTCJAQM43HjcegHegDo6Kwr3xnoukyrBqt9HZ3XlrI8D5LIG9SBjHv0qfUfFOjaSYBfah
DEZ13x8lty/3uM4X3PFAGtRWRqPivRdKkhjvdRhiaZd6DJb5ezHGcL7niq3iDxnpGgQyLcXsH2sQ
NNFAWPzjGRyMgAngE0AdBRVTSrw6jpNneFNhuIUl2Zzt3KDj9at0AFFFFACVz3hP72r/APX/ACf0
roa57wn97V/+v+T+law+CXyMZ/xI/M6KiiisjYKKKKACiiigDifB/wDyUDxp/wBd7f8A9F121cT4
P/5KB40/672//ouu2oAKKKKACiiigAooooAKKKwtR1K7sddyo8ywjtg88arl1yxG8euMcj0+lAG7
UVx/x7S/7h/lXNaHd3Gs29mtxfypmyjnHlEK0xYnLZx0GBwPXmtLSrua70i6Mz+b5UksSTYx5qqS
A3p7cccUAWtF/wCQPa/7lXqo6J/yBrX/AHKvUAFRXP8Ax7S/7h/lUtRXP/HrL/uH+VJ7DW5i+CP+
RQsP91v/AEI1v1y/hmR4fh7FJG210t5GVvQgtg1Wk8QajBJawTYF2lnNM4VfknwqlXHtknI7H8KU
PhRU/iZ2NFZdlB5Zt5f7VmuPNXOGZSs3GcqMcevFaYqiBaKKKACiiigAopDXNeJfG1l4fzCo+03m
P9UpwF/3j2q4U5VJcsVdkTnGCvJnS0teNXvxC167cmO4S2TPCxIOPxOapDxhrwfcNVuM+5GPyxXd
HLKrWrRxvMaaeiZ7lRXk2lfEvVLWVRqCpdw9yBtcfQjg16TpGs2et2a3NjLvjJwQeCp9CK5q+FqU
fiWh0UcTTq/CzQooornNwooooAKSlooA5/xt/wAi3L/10j/9CFbsf+rT6CsPxr/yLcv/AF0j/wDQ
hW5H/q0+gqV8TNpfwo+r/QfRRRVGIUUUUAFFFIaACsbxHFf3dpHZWAKi5fZNMD/q07n8elN1u5u5
L6y0yxn+zSXW93nwCURcZCg9zmo9J1m8uNfutPurYxxRxh4WY/OQDtJYdsnkVLd9DWEXH30a9jZx
afZxW1ugWOJdqgVZpKWqM223dhRRRQIqalp0GqWUlrcpmNx17g+o968vnhvvCeujacPGco38MiV6
3WT4g0OHXLAxNhZk5ik/un/CuihW5Hyy2Zz16POuaO6JtH1aDWbBLm3PXh0PVG9DWhXk2lald+Ft
ZdZkYANsniPceo/pXqVpdRXttHPbuHikG5WFKvR9m7rZjoVvaKz3RPRRRWBuFFFFABRRRQAUUUUA
FFFFABRRRQAUUUUAFFFFABUN2u+0lX1Q1NTXG5GHqCKAOZtW23MR9HFdRXJg7WB9DXVqcqD60ALR
RRQAUUUUAFFFFABRRRQAUUUUAZiA/wDCRTccfZV/9CNaQrPT/kYJv+vZf/QjWgKAFooooAKKKKAC
iiigAooooAKKKKAMLWTm9A9EFXNFGLRj6uaoaq27UH9gBWlpAxYL7sTQBeooooAKKKKACiiigAoo
ooAKKKKACiiigAooooA4vVP+SwaF/wBg6f8AnXaVxeqf8lg0L/sHT/zrtKAEpGYKpLHAHJJpTXC+
NfE2S+mWT8dJ3B/8dH9a0p03Ulyozq1FTjdmb4t8RtrF19ktCTaRtgY/5at6/T0rp/CPhoaTb/ab
pQbyVe//ACzX0+vrWX4K8M42anepz1gQjp/tH+ldzW9eoor2VPbqYUKbk/az3CloorkOsKKKKACi
iigAqG6ilmtZY4JjBKykLKFDFD64PBqaigDyzVPCE/8AwmOmWOoXH9rxXkouGubskzW6RYZ1AHyh
GO0cAHkiug07x/ZTalP9ruoI7W4uha6bEgLTTYO1nIH8JbofQV1GpWCalYz2zu8XnRtH5sRw6gjB
we1eZ33gq40TxBbtoFpBp2maXavLJqdwBK5cg7mA6syqDgHgE0AerUtcBo/iO90DQ7a71DSr7+xp
WDm/uLsSzqHPEkiY+VTkcD7ua75WDqGUggjII70ALRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABXNe
NdH1PW9MFpp6afNDJuWeG8DY5HyurDkFTzXS1l+Jr+bSvDOpX1tt8+3t3kTcMjIGRkUAcTFofiK2
8RXltY/Y7hv7JtrWa6vkfbIQGBZSOpHcHrxUlz8OLy1ktW02aG5VbCOxlFzNLFgJn5h5Z5BycqaT
w98SJ306eTUk+3yLcwW8H2OExvI8qEgFGPABGN3Q1s33xCtrGS6J0vUZre0kWG4uYkUxxynGUznt
kAnpmgDK1H4d3KXwk0v7K9vLZxWkkM080axhBjjacspB6Gp73wXqlo2ow6E+nfZNSs47aRbsOWh2
JsG085GPXoauWXjIjxJqOkzq1zcLfiC3hhUbki8tWZ3PZQWPJ+gp9l8RtJvdVjtESZYJpzbw3TFN
kkg4xjO4AkEAkYNAHQaPZvp+i2NnKys9vbpExXoSqgHH5VdoooAKKKSgArnvCf3tX/6/5P6VD4q8
e6R4YtrgSXCTX0UZZbWMlmJ7bsZ2j3Nee+APixH/AGrd2+twxW0Fy7TiaJWIRu4I5496uMkoyRnK
Lc4y7HtVFV7K+ttRtUubKeK4gcZWSNgyn8RVioNAooooAKKKKAOJ8H/8lA8af9d7f/0XXbVxPg//
AJKB40/672//AKLrtqACiiigAooooAKKKKACmeUnmmXYvmFdpbHOPSn0UAU7nSbG7hjhntIXjj+4
pQYX6elQanqlnolvHE6kNIrLBDHEW3bRnACjgVp1g6z/AMjNon+7c/8AoAoA8g8IfELxRJ46iivp
Z5bZ5CtxaiElYU7kKBkba9k/4SnTv+nv/wABJf8A4muX8MAD4ieL2wM7rfnHP3K7HJ9aAK3/AAlO
nel3/wCAkv8A8TXn/wAV/HGpWdhZpoD3NvBIzfaLgwMhB42rlh35/KvScn1rlfifz8O9Vzz8qdf9
8UAUvhv4oEvgqGLWIJlYM6oEtXZXjPQ8AjuRXV/8JHpWUPl3OYxhD9ik+Ueg+WpbHjT7UDgCFOB/
uip8n1oC9zKttT8P2dw09tZyxSt1dLGQH/0Hirn/AAlOnel3/wCAkv8A8TVnJ9aMn1oArf8ACU6d
6Xf/AICS/wDxNH/CU6d6Xf8A4CS//E1ZyfWlBORzQBNYX0GpWUV3aPvglG5GwRkfQ1YrE8F/8ilY
f7rf+htW3QBi+LdbOg6DNdJgzN+7iB/vHv8Ah1rxGWWSeV5ZnZ5HO5mY5JNesfEDQdT12Gyj06JZ
FiZmfLhecYHX8a4n/hXniLtaR5/67LXs5fOjTp3k0mzycbGrUnZLRFHQvDGo+IXb7FGBEhw0shwo
Pp7mt24+F+rRRF4ri1mYDOwEqT+dejaDpq6TolrZqgRo4xvA7t3/AFrRrnqZlVc/c2NqeAp8vvbn
zzc2s1lcvb3MTRTIcMjDkVseENek0LW4n3H7NOwSdO2D0P1Fa/xRMJ8RW4jx5otx5mPqcZriz04r
1oNYiheS3R5sk6Fa0XsfRY5AparaeXOnWxk++Yl3fXAqzXzLVmfQp3VwooopDCiiigDA8a/8i3L/
ANdI/wD0IVuR/wCrT6CsPxr/AMi3L/10j/8AQhW5H/q0+gqV8TNpfwo+r/QfRRRVGIUUUUAFVb+5
e2tJXgjE0yqWSHdguR2FWTXGaxrNld3FxBq2j3OLOURrNFIN6lvulcENz7Um7F04OTMiPUo7/UIZ
pbbUobO5lLLKMlrSY8Ha4z8p6FT0rutL0e30vzWiaWWaYgyzTNud8dMn09qzfC+kLYPc3NtdXjW1
yc+RdR7WVx1bnnmuipRXc0rTTdo7C0UUVRgFFFFABSYpaKAOa8XeGxq9t9otlAvIhx/00Hp/hXLe
E/Eb6Ldm1uywtJGwwP8Ayyb1/wAa9NNcR418M7g+p2SfMOZ41HUf3h/WuuhUUl7KexyV6bi/aQ3O
2Rg6hlIIIyCO9Org/BXibYU0y9f5TxA5P/jp/pXd5rCrTdOXKzelUVSN0LRRRWZoFFFFABRRRQAU
UUUAFFFFABRRRQAUUUUAFFFFAHKzrsmkX0Y10ts262jb1UVz9+u2+mH+1mtzTm3WEJ/2cUAWaKKK
ACiiigAooooAKKKKACiiigDMRv8AipJlx/y6qc/8CNaQrNT/AJGSX/r1X/0I1pCgBaKKKACiiigA
ooooAKKKKACiiigDm9QOb+Y/7WK2dMGNPi9wT+tYd2d13Mf9s10FmNtnCP8AYFAE9FFFABRRRQAU
UUUAFFFFABRRRQAUUUUAFFFFAHF6p/yWDQv+wdP/ADrs64zU/wDksGh/9g6f+dbniLXotDsDIcNO
/EUfqfU+wpxi5OyJlJRV2Z/i/wASjSrc2lq3+mSjqP8Almvr9fSub8I+G21e5+2Xak2kbZwf+Wrf
4etU9G0q68T6u7zOxTdvnlP8h716lbW0VpBHBAgSKMbVUdhXZUkqEPZx3e5xwi68+eWy2JFAUAAY
A6U6iiuI7gooooAKKKKACiiigAooooAKgvLSK+sp7W4XdDPG0bj1UjBqeigDhbLwjr8Gq2kN1qNp
c6PbwfZZElVma5h/hV4z8u4f3gee4rf1HxNpuharY6Ze77f7WNsExTEORwE3dAfQVt1R1jRrHXtM
lsNSgWa3lGCp6g9iD2I9aALtLXAWOrX/AIBvItK8RTPc6NI2yy1RusfpHL/Q/wCR3qsHUMpBBGQQ
eDQA6iiigAooooAKKKKACiiigAooooAKpazpqazo93p0kjRpdRNEzqOVBGMiuL1uyi1Px1qqXmrX
lhFa6bDLE8N00SxsWfLEZweg61mWvj/xDPY6dBa2iy3S6cl3cSNbtJ5pJIXgEbQQuS3vQB0Vn8O4
beeC5udVu7u7hngkEsiqPlhzsTAGMfMeetO1PwAL+W+WHWb21sb6YXE9pGFKNJkEnJGQCQMiqM3i
rxDeahPBYx6dY/Z9OivZY74NvBYHcnB6cde1Zi+MrhNRu9Xt4cPfWFgIoZnIjieV2G5vYevfigDq
X8D2w1mfVre7mg1CW6+0CZVHC7VVoiP4kIXoe/Ipmk+A7fR9TWa3u2NnHI0kdq0EZ2ljn/WY3EAn
jnis2XxfrGmHUYNQSyuJdKeCa6ltlba9vISGwCfldevuKr3nj7VJFtm0y1R49TupUsZBC0h8mMcv
sBBYsc4GRxQB6JS1wMPi7Xr46Xp8dnbWGpXbTFpbxWETJHjlVBzls9M8YNaPw3mnuPDty91Isk39
oXIZlYsv3z90nt6UAdbXKeLNXu5L620DR5jDeXSGW4uV5NtADgsP9ongfia6quJsAJvG/ia4cHzI
3t7dc9kEYb9SxNc2MrOjRlOO5UVd2J7LQdM0zTJbOK2jFvIpE5k5Muepdjyc+9clZaFYeCdci1HS
ZIbmw1CdbSVDhmt9/wB3awPTI5Bre8cQwT+G3FzdLbosqMNyF1lYHiMqOWB6YFcEkUS63ply0EFj
eJdxCOwisZIBOC2Cx3cHaOR6V4uDhOpCU5Set7o0lZOx3WoWcnhW4k13Qoysandf2MfCXCd3UdnH
XI613lpdQ3tpDc2ziSGZBIjDoykZBrHZFk3I3KtlT9Kp/DZ2Pgm0jJJWGSaFD/srIwH6CuzKcROr
BwnrYmorHVUUUV65mFFFFAHE+D/+SgeNP+u9v/6Lrtq4nwf/AMlA8af9d7f/ANF121ABRRRQAUUU
UAFFFFABRRRQAVhaz/yMmi/7tx/6AK3awtZ/5GTRfpcf+gCgDyPxp4k1zwd4u1qXT4TbpqMkZW6k
iyGCJyFzweTXofw/8Q3fifwpDf38apP5jRsyjAkx/EB/npWnqkUF8htb3ShewAhsOgZc/jV6CGK3
gjigiSKJFwsaLgKPQCgDI8Z6wdD8JaheJkzeX5UIHUu/yr/PP4V4VB4r8Salpn/CLKDcxTAQLbmP
95uDZ69c5HevWPFs7at400PQlhklhtmOoXKKfvBeEz+NdZDpGnxX7ahHYW0d5IPnmWIBznrzQBNb
kQ2dukpVGWJVIYgcgDNSedF/z1j/AO+xWF4k0HT/ABA8Mep6ZcXawZMbRyFAM9ehHpVBfhZ4VZQT
pswyOn2mTj9aAOs86L/nrH/32KPOi/56x/8AfYri7j4a+GYZNqaJdSjGdy3MmP51YX4WeFWUE6ZM
CRnBuZOP1oA6zzov+esf/fYpyOjt8rq30Oa5L/hVfhT/AKBsv/gTJ/jWtoPhLSfDUsr6VbPC04Cu
WlZ8gdOpoAueC/8AkU7H6N/6G1blYfgz/kU7H6P/AOhtW5QAlFLSUAFcz4u8YQ+HoPJh2y38g+SP
PCD+83+FaPiTWk0HRprxgGcDbGp/ic9BXh91dTXt1Jc3Mhkmlbc7Hua78DhPbPmlsjhxmJ9kuWO4
l1dTXt1Jc3MjSTSHc7N3NafhfRX13XYLYKfKVhJM3oo/x6VW0fRrvXL9bSyTLHlmP3UHqa9l8O+H
bXw7YCC3G6RuZZSOXP8Ah7V6WMxUaEOSO/5HDhcPKtLmlsayjAAA4FOpKWvnj3AooooAKKKKAMDx
r/yLcv8A10j/APQhW5H/AKtPoKw/Gv8AyLcv/XSP/wBCFbkf+rT6CpXxM2l/Cj6v9B9FFFUYhSGl
rP1y6ubLSLieyi824VfkXGec4zjvjrQNK7sVL3xLBZ3s1v8AZbuZbcAzyxJuWLIyM85PHPAplxpV
vq+qaZrNo0T+UcluokQg4P1BPH41hTG4stblSfUzHqLiJYpUgBFyrZGHj77SDyO1dXoumLpGmpaL
IZCCzM5GMsxycDsMnpUrU2klBXW5fFLRRVGAUUUUAFFFFABRRRQAlDAEEEZBpaKAPNPF/hs6VcG8
tFItJG5A/wCWTf4V0Xg/xL/akAs7tv8AS4hwT/y0X1+vrXR3NvFdQPDMgeNxtZT3FeXa3pFz4Y1Z
JIGYR7t8Eo/kfeu2nJV4ezlutjhqRdCXPHbqerUtY3hvX49csA/C3EfEqeh9R7GtiuOUXF2Z2Rkp
K6FooopFBRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAHPaqu2/f3ANaekNmwUejEVR1pcXaH1SrWiN/
ozj0f+lAGlRRRQAUUUUAFFFFABRRRQAUUUUAZaZ/4SWUZ4+yLx/wM1pisxCP+EnmGOfsi8/8DNaY
oAWiiigApKWkoAWikpaACiiigApDS02Q4jY+gNAHLSndI59WP866iEYgjHoorlhyw9zXVqMKB6Cg
BaKKKACiiigAooooAKKKKACiiigAooooAKKKinnjt4HmmcJGg3Mx6AUAcL4l1CHS/ilpF1cHCR6b
PwOpOeAKw3a+8W67xzJIeB/DElZvibVZfEvxCsPs8RK/Z3jgQDk89T9a9S8NaBHodjtOGuZOZX/o
PYV2QaoRbfxHHUi68kl8Jd0jSoNIsEtrccLyzHqx7k1epKWuRtt3Z1pJKyCiiikMKKKKACiiigAo
oooAKKKKACiiigAooooArX9hbanZS2l7Ck9vKu143GQRXCxXF98M7lba9eW98KyNthuDlpLAn+Fv
VPQ16HUU9vFdQPDPGskUilXRxkMD1BFACwTx3MCTQyLJFIoZHU5DA9CDUleeSwX3wzuWuLNJr3wr
I2ZbcfNJYE/xL6p6jtXd2N9balZxXdlMk1vKu5JEOQwoAsUUUUAFFFFABRRRQAUUUUAY2peEtD1i
/W91LTLe5uVUKHlXPA6D070az4e0PUIkn1axtpEtUOHcYCIOSOP4eOnStms7xEjSeG9URFLM1pKA
oGSTsNAHOXfh3wzqXiGG+1B7W7XU4I47K3ZflIjBbKEdQQRx04rfvNI0dILy4vLS28qS3Edwzr8p
iQEgEeg5rg7HVrq60/wtBpCXS3FnbSwzLLbuiiUW/wAoJYAY3Dr0rKh1CaWaytor/XJ7i5028N9B
eh9hlEJ4UEYPP93I6UAd7daRolp4HvYtLlg0zTruAs91GmRsYctzycqe/rWlJ4d0i+0W10+ezhns
oEUQqw+6AMAgjkcV5ld6XqNt4amsFuNVnt7nw4lw0UhZgsyuoCqMccHG30FbtrJeWHxA0u0S61O5
tjbRxmA+YFgxHncxI2uCepzkGgDsLjwpot1pkGnT6bbvZ253RRbcBD6g9RVvTdKstHtfs2nW0dtA
GLeXGMDJ6nFWxS0AJXEa0P8AhH/G66hN8un6xGkEkh6Rzp9zd6BlOM+oruKq6jp1rqtjLZ30KT20
y7XjYcEVlWpRrU3CWzGnZ3MDVNLttXsmtL1C0ZIYbWKsrDkMCOQRXF6tpOmLq1lZ6fdXd/raXUbB
pblpTaxqwZyey5Ax75rY1zTvEfg/RLyfSbqLU7GCIskd2CZ4B7MOHA6888VwHw21/wAS6j4gvLSw
Ftcy3m6eaS5BCo3HzkqM+2K8ihgMRR5rS06LuaOaZ6l4j1caTprvEplvJz5NpAv3pZW4AH06n2Fb
vhjR/wCwfDljpxYO8EYEjj+Jzyx/Mms/Q/CX2K//ALU1a7bUdVK7VlZdscCnqsa/wj36mukrvwOE
WGhZ7vciUri0UUV2khRRRQBxPg//AJKB40/672//AKLrtq4nwf8A8lA8af8AXe3/APRddtQAUUUU
AFFFFABRRRQAUUUUAFYOtf8AIyaJ/wBvH/out6sHWv8AkY9D/wC3j/0XQBeqhres2nh/SJ9Rv2K2
8IGdoyWJ4AHuTV+s3xBolr4i0S50293eTMv3l6qRyCPxFAHG/DjXrXxP4n8Q6t8yXMvlrFC/VIBw
Ofr1r0SvO/g94etbDQJNVRne6u3eJi3RVRiAB9cZNeiUAZOv6E2uwwxrqd9p/lMW3Wkm0vnsa5mX
wjawXgtJvHGsx3JQyCJ7xQ20dTj0rpPEviS38MWEN3c289wJp1gSOAAsWYHHX6V5p4njkvPD1/qN
1pckd/qeqb4EuU2ypBFHkj2BCsPxoA27bR9Ju9Oub+Dx9rL2tqcTSfagAnpnjPPb17UXGjaTaadb
38/j7WVtLk4hl+1Ahz3xx27+nem+J/7L/wCEx8HTrb7YbtUM0aDEbINvlbh0O1mGKbbDSrH4j+JY
JIA8UFjJNFC4zGjMoaYKOg3cfrQBaTw3YSasNMj8d6y18U3iFbsFiMZ9PTnFdP4e8NvoU8sjaxqW
oeaoXbdybgmD1Fed+HIjH8N4rq3siL/SdUjuX8pd0kinafqfkfGPavRvDviux8Sy3SWMV1E9qyiV
LiLYwz04/CgC74M/5FOx+j/+htW5WH4M/wCRTsvo/wD6G1blABSUtIaAPNvitek3FhZA8BWmYfoP
6156TxXq3jHwXe+I9Wiura4gjRIRHtkznOSe31rAPwr1Qgj7bZ8/73+Fe5hMTRpUVFvU8bE4erUq
uSWh2XgfRo9J8OW7BR59wollbuSeg/AV0VR20XkW0UX/ADzQLx7DFS141SbnJyfU9anFQiooKKKK
gsKKKKACiiigDA8a/wDIty/9dI//AEIVuR/6tPoKw/Gv/Ity/wDXSP8A9CFbkf8Aq0+gqV8TNpfw
o+r/AEH0UUlUYhVR9Stk1KOwMn+kyIXCAZ4Hr6Umq6lDpWny3c5+SMcDux7AVm+G9NmRZdT1AZvr
w7mB/wCWafwqKlvWxpGC5XKXy9TRk0q1l1aLUnjzcxRmJGPQAnJ/GrtFLVENthRRRQIKKKKACiii
gAooooAKKKKACqOraZBq9i9rcLlW6MOqnsRV6kpptO6E0mrM8lBv/CWu+kkZ/wCAyp/n8q9O0vU4
NWsY7q2bKt1B6qe4NU/EmgR65YleFuY+Yn9D6H2NcDoesXPhnVXjnVhFu2zxHt7j3rtaWIhdfEji
TeHnZ/Cz1alqK3uI7mBJoXDxuNysO4qWuE7twooooAKKKKACiiigAooooAKKKKACiiigDH1xfnhb
1BFLojczL9DUmtrmCJvRsVX0RsXMg9V/rQBt0UUUAFFFFABRRRQAUUUUAFFFFAGUh/4qmYf9Oa/+
hmtQVmIP+Kom/wCvRf8A0M1pigBaKKKACiiigBKWiigAooooAKiuW220p9FNS1XvztsZj/s0Ac9A
N08Q9WFdTXM2Qzewj/aFdNQAUUUUAFFFFABRRRQAUUUUAFFFFABRRSUABOBmvN/GHiQ6lObGzY/Z
Y2wxH/LRv8K0/GvibylfTLJ/nIxO4P3R/dHvVbwV4Z81k1O9T92vMCEdT/eP9K7KMFTj7WfyOKtN
1Jeyh8zJ0DR5dL+JWiG5GJZ9Pnk2Efc5wPxr1SuL1L/ksOi/9g2f/wBCrta5Zyc5OTOuEVCKigoo
oqSgooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAGugdSrAFSMEEZBFcDfaTf+ALyXVfD0
L3OiytvvdMXrF6yRf1H+R6BSEZoApaPrNlrumRX+mzrNbyjhh1B7gjsR6VerhNX8O3/hfU5tf8JR
b0kO6/0scJP6uno/866bw94isPE2mre6fLuXO2SNuHiburDsaANWiiigAooooAKKKKACkpaKAGyR
rLGySKGRgQykZBHpWPpXhHRtFvGutPshHOVKqzSM+xT1VQxO0ewxW1RQAlFLRQAUUUUAFFFFACEA
jBGQe1cN8NLeGJ/EpiijQjWJkG1QPlGMD6V3VcV8N/v+Jv8AsNT/ANKAO1ooooAKKKKACiiigDif
B/8AyUDxp/13t/8A0XXbVxPg/wD5KB40/wCu9v8A+i67agAooooAKKKKACiiigAooooAKwdb/wCR
j0P6z/8Aout6srWNIm1G4tLi1vPss9qzlWMQkBDLggg0AS0jfcb6GqX9j61/0HY//ABP8awvGreI
/D/hW81Cz1RLmWIDKiyUbVJALZz2BzQBH8Lf+RFt/wDrvP8A+jDXX15T8KG8RTm90j7atvZ2yiZZ
Ps6ygs5zgE468mvSP7H1r/oOx/8AgAn+NA2mnZnNfEv/AJB+h/8AYZtv/Zq2fFPhqHxPaxQy3M1s
8MhZJYsFsMpVhz6gmvOfijqHiG11e10vz0uYbYJqCS/Z1j+dSQO/OPSu98Mf2/r/AIcstTuNVjtp
bmPe0X2FTt5Pv+NFwcWlcfqXg3T9TudJmkeeP+ywqxqjcSKpBCt+Kg0P4M06TxLea07TNNdwNDJF
n5PmXazDvkgYrS/sfWv+g7H/AOACf40f2PrX/Qdj/wDABP8AGgRU8M+GrbwtYyW1pNPN5km9pJiC
xwAoHHYAAVkeEjnx94x/6+IP/QK277T9bs7C4uF1lJDDE0gRbBMtgZwOa8g8A+L9b1Px5LEksUUm
sSBriRbcPtKqcEAngcc0Ae0eDP8AkVLL/gf/AKG1blUNF00aRpMFiJTL5IIMhGCxJJJx261foAKQ
0tIelAHE+M/HEmi3P2DTkRroANJI4yIwegx3Nc1p/wAStYt7lWvTFcwZ+ZdgVsexFU/H1nNa+Lrp
5QdlxiSNj0IwB+mK5uvfw+EoSoptXueHXxNVVXZ7H0HYXkOoWUN3btuimUOp9qs1heDLKaw8K2MN
wCJNm4qf4cknH61u14U0oyaR7UG3FNhRRRUlBRRRQAUUUUAYHjX/AJFuX/rpH/6EK3I/9Wn0FYfj
X/kW5f8ArpH/AOhCtyP/AFafQVK+Jm0v4UfV/oPppPvTq5/xJfzExaTp5/0284LD/llH/Expt2Ih
BzlZFVf+Ko8QbzzpmnPhfSaX1+grqRVTTdPh0uwitLdcRxrj6n1NWxSirDqTUnaOy2FoooqjMKKK
KACiiigAooooAKKKKACiiigAooooAQ1y3jDw1/acBvLRP9LiHKj/AJaL6fX0rqqQ1cJuEuaJE4Kc
eVnm3hDxIdLuBZXjEWkjcFv+WTf4V6QCCMg5FcJ418M+WX1OyT5TzOgHT/aH9am8FeJt4TTL1/mH
EEjHqP7p/pXTWgqsfaw+Zy0ZulL2U/kdvRSUtcZ2hRRRQAUUUUAFFFFABRRRQAUUUUAUNZXNjn0Y
Vn6Q22/Uf3lIrU1Nd2ny+wzWNpzbb+H64oA6SiiigAooooAKKKKACiiigAooooAykz/wlE3p9kT/
ANDNagrMTH/CSyjnd9kX/wBDNadAC0UUUAFFFFABRRRQAUUUUAFU9VONPk98D9auVQ1g4sT7sKAM
vTRu1CL2JP6V0dYGkDN+D6Ka36ACiiigAooooAKKKKACiiigAooooASuc8WeJBo1r5FuwN5KPl/2
B/eP9Kv6/rcOiWDTSYaRuIo+7H/CvO9M0+88Va07Sux3HdNL2Ueg/oK6aFJP357I5a9Vr3Ibss+F
fDz65em5utxtY2y5PWRvT/GvTURUUKoAUDAA7VFZ2cNjax29ugSKMYUCrFRWqupK/Q0o0lTjbqcX
qX/JYdF/7Bs//oVdpXF6l/yWHRf+wbP/AOhV2lYmwUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUU
UAFFFFABRRRQAUUUUAJXG+IfC17Y6m3iPwkVi1LH+lWh4ivl9COz+hrs6SgDE8MeKbPxPZNJb7ob
mE7Lm1l4kgfuCP61uVyXifwjNc3q654cmWy12EcN/wAs7lf7kg759at+FfF0PiFJba4hay1a1O26
spPvIfUeqnsaAOiopKWgAooooAKKKKACiiigAooooAKKKKACiiigArivhv8Af8Tf9hqf+ldrXFfD
f7/ib/sNT/0oA7WiiigAooooAKKKKAOJ8H/8lA8af9d7f/0XXbVxPg//AJKB40/672//AKLrtqAC
iiigAooooAKKKKACiiigAooooAKayhlIYAgjBB706koA5nS0XRvFV3pygJbXi/aIFAwAw4YCumrn
/FlvIltBqlspM+nyeZgfxJ0YflWvDf282nrerIvkMnmb+wFRHTQ3qe+lNej9Tm/EOnw+I/EkGlTK
DDDbPJKR1Bbhf8an8E6hM9hNpN8f9O0t/Ikz/Gv8DfiKf4VRryS91mUENeyYiB7RrwKpeJlPh/xD
ZeI4RiByLW+A/uE/K5+hqdveN/i/cdtvX/g7HYUtNVgyhlIIIyCO9OrU4RDXK+E7CyXVtauY7G1i
nS7aISRwqrbeDjIrqq53wp/x+a7/ANf7fyFXFe6yJP3kdHRRRUFhRRRQBQ1XRbHWrbydQgWVRypP
BU+oPasrTvAeiaZcieK2aWRTlTM5YKfYV0lFWqk4rlT0IdODd2tRAMUtFFQWFFFFABRRRQAUUUUA
YHjX/kW5f+ukf/oQrcj/ANWv0FYXjX/kW5f+ukf/AKEK3Yz+7T6CpXxM2l/Cj6v9CtqeoQ6XYS3d
wcJGM49T2ArL8N6fN+91XUB/p15820/8sk/hUVVP/FUa/jrpenP+E0v+ArqcUl7zuOX7uHL1e/8A
kFLRRVmAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFADXUOpVgCCMEHvXmXivw6+i3Yur
UMLSRsqR/wAsm9P8K9OqC7tIb22kt7hA8Ug2sDWtGq6cr9DGtSVSPmYXhLxINYtvs9wwF5EOf+mg
/vf410leT6ppt34V1lGidgAd8Ev94eh/rXofh/XIdcsFmTCzLxLHn7p/wrSvSS9+GzM6FVv3J7o1
qKSlrmOoKKKKACiiigAooooAKKKKAILxd1nMP9g1z1q226hb0cV0sq7onHqpFcsp2sp9DQB1lFID
kA0tABRRRQAUUUUAFFFFABRRRQBkp/yNcv8A15L/AOhmtWs2102WHU5L24ujNI8IhwIwgABJ9fet
KgBaKKKAEpaKKACiiigAooooAKzdbbFtGvq9aVZOuHiEe5NAEOijN259ErcrG0MfvZj7AVs0AFFF
FABRRRQAUUUUAFFFFABVXUL+DTbKS5uX2xoM/U9gPeppZUhiaSRgqKMsx6AV5f4j12bxDqKw2wY2
6tthjHVz61tRoupLyMa9ZU15kF1c33izXAFUl3O2NO0a/wCetelaLo8Oi2CW8Iyerv3dvWqPhfw6
miWe6QBruUZkb0/2RW/V16ql7kdkRQouPvy3YlLRRXMdJxepf8li0b/sGT/+hV2lcXqP/JYtG/7B
k3/oVdpQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABXM+KvCA1
p4tR06c2Ot2ozb3ad/8AYf1U101JQBy/hbxc2qXMukazALDXbYfvbcn5ZR/fjPdT+ldRWB4p8J23
iWCNxI1rqNsd9rexcPE39R6is3w94vnivjoXisR2erxDKSk4iu0/voemfUf/AKqAOyoqp/alh/z+
23/f1f8AGj+1LD/n9tv+/q/40AW6Kqf2pYf8/tt/39X/ABo/tSw/5/bb/v6v+NAFuiqn9qWH/P7b
f9/V/wAaP7UsP+f22/7+r/jQBboqp/alh/z+23/f1f8AGj+1LD/n9tv+/q/40AW6Kqf2pYf8/tt/
39X/ABo/tSw/5/bb/v6v+NAFuiqn9qWH/P7bf9/V/wAaP7UsP+f22/7+r/jQBbrivhv9/wATf9hq
f+laXirxlY+G/D1zqSyw3MkYAjhSUZdicDp29a8u+GPxIaHxHcWGoQwpDq1285lU48qRu3P8PGKA
PdKKqf2pYf8AP7bf9/V/xo/tSw/5/bb/AL+r/jQBboqp/alh/wA/tt/39X/Gj+1LD/n9tv8Av6v+
NAFuiqn9qWH/AD+23/f1f8aP7VsP+f22/wC/q/40Acp4P/5KB40/672//ouu2rhvBU0c/jvxlJDI
kkbTwYZGBB/d+tdzQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQA11DqVYAqRgg965tvBkRLQrfXSa
ez7zZhvl+meuPaumopOKe5cKkofCyOKFII1jjUKiAKqjoBUOpWEOqadcWVwoaKdCjD696tUhp2JT
adzl/BF/N9juNGvmze6W/ktnq8f8DflXUZrmta0DUZNch1fQriC3u/KMMwmUlZF7cDuKi+zeNv8A
n+0j/vy1Qm46WOmcI1HzqSV+nmdVXOeFP+PzXf8Ar/b+QqD7N42/5/8ASP8Avy1ZGhQeJ2uNT+wX
enI4umE5kjYhnwMlfQVpGXuy0MJUfej7yPQc0Zrlfs3jb/n+0j/vy1H2bxt/z/aR/wB+WqObyNPY
r+ZHVZozXK/ZvG3/AD/aR/35aj7N42/5/tI/78tRzeQexX8yOqzRmuV+zeNv+f7SP+/LUfZvG3/P
9pH/AH5ajm8g9iv5kdVmjNcr9m8bf8/2kf8AflqPs3jb/n+0j/vy1HN5B7FfzI6rNGa5X7N42/5/
tI/78tR9m8bf8/2kf9+Wo5vIPYr+ZHVZozXK/ZvG3/P9pH/flqPs3jb/AJ/tI/78tRzeQexX8yOq
zRmuV+zeNv8An+0j/vy1H2bxt/z/AGkf9+Wo5vIPYr+ZFnxxKieGpS7qo8yP7xx/EKTXdUd7a207
S5Fe7vlwrqchE7vXnPxEg8QJdWra1JHNDtIja3UiMHvketdH8JtNmSxur24iZVchIGcfw98e2ax5
3KbjY9B4WFLCxrOSdnsdzpenQ6Vp8VpbjCRjr3Y9yfrV2kpa6NjyW23dhRRRQIKKKKACiiigAooo
oAKKKKACiiigAooooAKKKKACiiigAooooAz9Z0iDWbB7acYJ5Rx1RuxFeaW8994S10hlIeM4dP4Z
E/z0r1qsPxP4eTW7LKYW7iGY29f9k+1dFCqo+5LZnNXouXvx3Rp6dqEGp2Ud1bPujcfiD6H3q1Xl
Xh3XJvDupNDcBhbs22aM9UPr9a9RhlSeJZI2DI4yrDoRU16Lpy8iqFZVF5klFFFYm4UUUUAFFFFA
BRRRQAVyko2yuPRjXV1zF4u27mH+2aAOjhO6FD6qP5VJVewbdYwn/ZqxQAUUUUAFFFFABRRRQAUU
UUAJilopKAFooooAKKKKACiiigAooooAKxtcP72EexNbNYetHN2g9E/rQBPoY+WY+4FatZuiDFtI
fV60qACiiigAooooAKKKKACkJozXH+NPE32SNtOsn/fuP3rg/cHp9TV04OpLlRFSoqceZmX4z8Tf
bZW06zf/AEdD+9cfxn0+grV8GeGfsUa6heJ/pDj92h/5Zr6/U1l+C/DP2uRdRvE/cIcxIf4z6/Sv
QwMV01pqEfZQ+ZzUabnL2s/kFLRRXGdgUUUUAch4v0PVDqln4j8Pskmo2EbRm0k+7cRE5ZQezela
nhnxTY+KLAz2u6OeI7Li2lGJIH7qw/rW1iuR8TeEZ5b8a94blWz1yIc9o7pf7kg/rQB19Fc74V8X
QeI4pYJYms9VtTtu7KXh429R6qexroqACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAK
KKKACiiigAooooAKzdY8PaX4ggSHVrGG6jjbcgkH3T7Ec1pUUAct/wAKz8I/9AK2/Nv8aP8AhWfh
H/oBW35t/jXU0UAct/wrPwj/ANAK2/Nv8aP+FZ+Ef+gFbfm3+NdTRQBy3/Cs/CP/AEArb82/xo/4
Vn4R/wCgFbfm3+NdTRQBy3/Cs/CP/QCtvzb/ABo/4Vn4R/6AVt+bf411NFAHLf8ACs/CP/QCtvzb
/Gj/AIVn4R/6AVt+bf411NFAHLf8Kz8I/wDQCtvzb/Gj/hWfhH/oBW35t/jXU0UAchd/Czwnc2ss
K6RFCzqQJI2YMh9RzWJoXwR0TS7159Qnl1JMEJDKuxR7nB5NelUUAct/wrPwj/0Arb82/wAaP+FZ
+Ef+gFbfm3+NdTRQBy3/AArPwj/0Arb82/xo/wCFZ+Ef+gFbfm3+NdTRQBy3/Cs/CP8A0Arb82/x
o/4Vn4RHP9hWv5t/jXU0UAZmj+HNK8PiUaTYw2gmIMnljG7HT+dadFFABRRRQAUUUUAFFFFABRRR
QAUUUUAFFFFABRRRQAUUUlAC0maiubuCzgaa5lSKJOWZzgCucbWdS8QMYtBi+z2nRr6dev8AuL3+
tVGLZMpJGrq+v2Wjqv2iQtM/3IIxukc+wqn4UtLuGO+ubyA27XlwZliLZZQR396s6T4cs9Kdphuu
Lx/v3Mx3O349vwrWxTbSVkJJt3kLRRRUFhRRRQAUUUUAFFFFABRRRQAUUUUAFFFFADHjSRdsiKy+
jDIpVUKAFAAHYUtFAC0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BSEZpaKAOQ8ZeGft0TahZp/pMY/eIP8Alov+IrI8G+JfsMq6feP/AKNIf3bN/wAs29Poa9FIrz7x
p4Z+zSPqVmn7ljmZAPuH+99DXZRqKcfZT+Rx1qbhL2sPmegg5orjvBfib7Ui6dev++QfunY/fHp9
RXYiuapTdOXKzpp1FUjzIWiiioLCiiigAooooASue1Ndt/L74P6V0VYGsDF8T6qKANPSmzp8ftkf
rVys/RmzZEejGtCgAooooAKKKKACiiigAooooAKSlooAKKKSgApaKSgBaKSloAKKKKACsDVzm/b2
UVv1zupnOoS+2B+lAGnowxY59WNX6p6Wu3T4/fJ/WrlABRRRQAUUUUAFJS1m63rEOi2D3E3LdI07
u3pTSbdkJtRV2UfFPiJdEs9kRBu5R+7X+6P7xrjPDWgy+INQaa5LG2Rt0rnq59Kr2lre+LNcYuxL
ud0knaNfb+leo2FhBp1nHbWyhY0GB7+5rtk1h4csfiZxQTxE+Z/CieOJIY1jjUKijAUdAKfRRXCd
wUUUUAFFFFABSUtFAHMeKvCA1iWLU9Mn+wa5bD9xdJ/F/sOO6mm+FvF51S4k0nWIPsOvWw/e2zdJ
B/fjPdT+ldRWB4q8JW3iW3icSNaajbHfaXsXDxN/UeooA36WuO8NeLbkaj/wj/iiNbXWkH7uQcRX
i/3kPr7f/qrsKAFooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKK
ACiiigAooooAKSjNZ2ra5ZaNEGu5cO33IlG53PoBTSb0Qm0tzRzWBqHihEuTZaTC2oX3QpGfkj92
boKq/ZtY8S83jPpenH/lgh/fSj/aP8I9q39P0y00u2EFlAkMY7KOT7k96qyjvqyLyltojFtvDMt9
Ot54iuBdzA5S3XiGL8O/1NdGqBFCqAFAwABwKWlqXJvcqMVHYSloopFBRRRQAUUUUAFFFFABRRRQ
AUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFMkjWVGR1DIwwQehFPooA8t8TaBJoGoLPbFhbO26Jx1jb0/wAK7Hwr4jXWrTy5iBeR
D51/vD+8K2L6xh1GzktrhA0cgwR/Ue9eXXtpe+FNbUoxDId0UnZ19/6iu6DWIhyy+JbHDNPDz5l8
LPWaWs3Q9Zg1rT1uIThhxIndG9K0q4mmnZnbFqSugooopDCiiigArE1tcXMZ9U/rW3WTrg/1LfUU
AO0M/uZR6MDWpWPobfNMv0NbFABRRRQAUUUUAFFFFABRRRQAUUUUAFJS0lABRRS0AJS0lLQAUUUU
AJXN3xzfTH/arpa5a4bdPKfVjQB0GnjFjD/u1ZqG1G21iH+wKmoAKKKKACkpaa7rGhZyAqjJJ6Cg
CG9vIbC0kuLhwkUYySa8t1G/vPFWtKsaEljthi7Ivqf6mrPinxDJrl6Le13G1jbCKOsjev8AhXXe
E/Da6NaedOoN5KPnP9wf3RXbBLDw55fE9jhm3iJ8kfhRf0HRIdEsFgjw0jcySd2b/CtSkpa45Nyd
2dsYqKsgooopDCiiigAooooAKKKKACiiigDH8S+GLHxRp32W9VldDvgnjOJIX7Mp7VgaH4mvtD1O
Pw/4wZRcN8tnqI4jux2B9H/n/Pt6ztc0Kw8RaZJYalCJYX6dmQ9mU9iKANClrgNM1zUPBF/Fovim
Zp9OkOyw1VuntHL6H3rvlYMAQQQehFAC0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABR
RRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFF
FABRRRQAUUUUAFFFJmgAqOe4itoXlnkWONRlmY4ArG1LxRDb3H2LT4mv78/8souie7N0FV4PDlxq
ky3XiScXDA5S0j4hj+v94/WrULay0Ic76RGvrt/rrtD4dh2wZw1/OuEH+4P4qvaT4atdNlNzIz3d
8337mc7m/D0H0rXSNY0CIqqq8AAYAp3Shz6LQFDrLUKWsW+1ue31qLT7az85mjEjEyBDtzj5c9cd
TVga/phvBaC8iM+8x7M/xDt9anlY+ZGlRVBdb09742S3UZuQSNgPcdRnpn2oi1vT5r42cd3E1wMj
YD3HUA9CaOV9h8y7l+isS68T2SXMNtayx3FxJcLCUDfdyeTnvijTPE9nfyvDJLHFOJXjSPdywU4z
9eOlPkla9hc8b2ubdFZf/CSaV9m+0fbY/KLbAwzyfQetQz+JLUGza1kjmhuJmjaQNhUCqSxz7Yo5
X2Dnj3NqisyXxFpkEMUst5GscoyhOfmHr9PerF5qUFlp0l7I2YUXdled3pj1zSsx8yLdFYKa7ewz
251HTfs1vcuI0cShmRj90MMcZq7b69pt3di2t7uOSY5wgPXHX8qbi0JSTNGisi715LT7W7RM6QOk
KBOWllb+ED8RVf8At+5s5kXWLEWscqsY5El3jKjJVuODgUKLYOaRv0Vy2j+LZdX1C3tktYl8xDK5
8w5VO3br7VcOuXa65LYvYxrFEokedpwAsZON2Me3Sm4STsxKpFq5u0Vn22u6deRyyQXcTLCMyHON
o9ee3vTbbxDpl2zCC8iYopdh0wo7nPap5X2HzLuaVFYV14t02OynltbiO4lijLrECQWxj9ORzVz+
3LBLpLSW5iS6bA8vPRj2z0zT5X2Dnj3NGikFLUlBRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQ
AUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAVma7osOt2DW8uA45jfujVp0mKabi7oUoqSszyawvb3w
prbLIhBQ7Zo+zr6j+YNeo2N7DqFpHc27h45BkGsbxX4cXWbTzYQBeRD5D/eH901x/hjxBJoN81vd
bhau2JFPWNvX/Gu2aWIhzx+JbnFBvDz5H8LPUqKYkiyIrowZWGQR0Ip9cJ3BRRRQAVma2ubeM+jf
0rTqhrC5sc+jA0AUtFbF249U/rW5WBpBxfqPVSK36ACiiigAooooAKKKKACiiigAooooAKKKKACi
iigAooooAKKKKAEPANcq/wAzN7k11Eh2xOfQGuXQZdR6kUAdRGMRIPRRT6QUtABRRSUABOK4Dxr4
m8930yyf92pxO6n7x/uj29a1PGPib+z4TY2b/wClSD52H/LNf8TWH4O8Nf2jOL68X/Roz8in/lo3
+FdlGmoR9rP5HHWqOcvZQ+Zp+CvDPkKup3qfvWGYUYfdH94+9dpQBgUtc1So6kuZnRTpqnHlQUUU
VBoFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAVNS0211ewlsr+BJ7aUYdHHB/wPvXDwXt98NbqOz1S
SW88MyNtt70/M9kT0ST1X0P/AOqvQ6hubaG8tpILmJJYZFKujjIYehFADoZo54UlhdXjcBldTkMD
0INSV526X3wxuDLCs174UkbLx8tJp5J6j1T/AD9e8sr231G0iurOZJreVdySIchhQBYooooAKKKK
ACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA
KKKKACiiigAooooAKKKKACiiigAooooAKKKSgBaTNMlmSGNpJXVEUZLMcAVzkviG81mVrfw3AHQH
D30oxEv+6P4jVKLZMpJGvqutWWjwebezBM/dQcs59AO9Yvl6z4l/1hk0nTW/hH+vlHv/AHRV/S/D
NvZT/a7qR72/b71xNyR/ujoBW1indR2J5XL4inpmkWekW4hsoFiXuR1Y+pPermKKWobvqy0ktEFJ
S0UDMDVNLv77VbeTdbC2glWVJACJUx95R2Oay9J0XUb2yiS5EMNrJdm7fKETZDkgenpz6V2WKQ1a
qNKxm6abuctp3hSa2vUFwYZLaKVpUcSPvLEkg7c7QeaTS/Cc1rcRrdNC8EBdo5FkffuOcHGdoPPN
WrTxQhsY5bqN3mmaRo4reMu3lqxG4j8KuL4j09lL+dhBb/aQ5GAUzg49we1U5TIUaZl2Xh7UYZNN
hnezNrp8jMhRTvk4IBPYdeajtvDWpraW9rPNZ+VbyNOrxg73kOcA+2Tye9a6eI7SS6W3WO5MrRCU
jyj8oIJGfQkCsvTPFTTxx3F66QQiF5pFMRyRv2oQff07mmnO1wahfclXw/eWSaXJYvbGazgMLrMD
tOcZYY75FVW8GzXNjaW1zNEPJ86RmjH/AC1dsqQPQelaF94lCaPd3NvBNFNCF2rcxFASxwD7itPT
9Rh1KJ5Lfe0aNt8wrhXPcr6j3pc01qPlg3YwL3w5qF1drdFrVpZLdYZkLuqrjPK7cZBz0Na17oiX
GgDTrdhCI1XyjyQrKQR9RkVQ/tjUbyN7yzaxgtFkZIluWIafBwTnOF6HHWrF94jht4p4kYi5itxM
zqheNMjgkjqM/nQ+d2BciuMOn6rqM9udTa1jgt3EoSAkmVx90knoAecVFZ6DcaemnSHy5DYpM7qn
WSR/SrH/AAlNnbs0Nx5xeEok8qQny0YgHk9hzW2DkZqW5IajFmC+iTzaJbKjpFfxzC73MMqZckkH
25xUdzpOq6oTLfvbRGKNxBFESR5jKV3MT6A9KraX4tmvLm8SRbcxxRSygx5ygRsDdn168VoWfiSH
+y2mvSRNBBHNOEQ4G8ZAFU1OIk4SH6PosmnXryyOjILWG3jA6jYDkn6k1DqHh+a/m1ZjMifbIo44
jjO3bzz7E1PP4o0+3vDbu0mVZUeQISiMegJ9ak1fVG02ax4TyZ5SkrN/CNpOR+VL3rj9yxi6lol5
cWl1d6g0YmEKRRxWkZcYVg3I6nJHT0qkbW91pNUvLyFo1NqsMRit2G4htxwp5I4q5a+MJ7yEYhji
mM75DgnZAq7t5Hrgj860bPxPbfZSbt2MkEKyTyrEQg3AEficjir99dDO0JdTDi0/UfEd3LPPFHCi
RRxI3lNGCN4ZgA3PQfSr6+FZv7UlaXyJbOW5NwSzuHz1AwDjIPetrTNatdVeVIRIksWC8cqbWAPQ
49DWjUyqSvbYuNOLV9wFLRRWRsFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFF
FFABRRRQAUUUUAFFFFABRRRQAhrjPGnhn7QjalZJ+9UZmRf4x6/UV2lIRmrp1HTlzIipTVSPKzz/
AMF+Jvs7rpt6/wC6Y4hdj90/3T7elegA15z4y8Nf2fM1/Zp/o0h/eKP+Wbev0NbPg3xN9viFheP/
AKVGPkY/8tF/xFdFampx9rD5nNRqOEvZT+R11FIKWuQ7Aqpqgzp8vsAf1q3Ve+XdZTD/AGTQBiac
22/i9ziujrmLRtt3Cf8AbFdPQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQBDd
NttJT/sGuctxuuIh6sK6DUDiwm/3aw7Ebr6Ef7VAHS0UUlABWJ4m8QR6HZZXDXUgIiT+p9hV7V9V
g0ewe6uDwvCqOrN2ArzKOO+8W66cnMkhyx/hiSuihRU/elsjmr1uX3Y7sl0DRZ/EmqPLcM5hDbp5
T1Y+g9zXqMMMdvCkUKBI0AVVHQCoNM02DS7GO1tlwiDr3Y9yferdTWre0fkVQo+zWu4tFFFYm4UU
UUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFADXRZEZXUMrDBBGQR6VwF5pV98PbuXU/D8L3W
gyNvvNNXloPWSL+o/wAj0GkoApaRrFlrumxX+nTrPbSjKsvb1BHYj0q9XCat4dv/AArqcuveEovM
ikO+/wBKHCTDu8Y7P/P9K6bw94isPE2mLe6dLuT7rxtw8Td1YdjQBq0UUUAFFFFABRRRQAUUUUAF
FFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUU
UUAFFFFABRSVT1LVrPSLfzr2dY17DqWPoB3oSvsJu25czWJqnia3sp/slrG17ft923h5I/3j0Aqj
v1nxN/qw+laa38R/18o9v7orb0vRbLR4PLsoQmfvOeWc+pPerso/ERzOXwmPF4eu9YlW48RzB0By
ljEcRL/vH+I10cUKQRrHEioijCqowAKfilpSk2VGKQUUUVJQUUUUAFFFFACVT1K1ubq3C2d39mkB
zu2BgR6EVdpKE7Cauc+nhmW1W1On6g1vLDb/AGd3MYfeuc5x2Oc1Wn8MpNf6XaCFvsVihZ5Wb/Wk
nIX355NdTRir55E+ziYtzoElzrH25r0qBGyIixgEblxgt3HfB71W/wCEQjNuY/tb5EEUMbBBlDGd
wb3ye1dExwCT2rnLfxIbTw3BqF+fMluZGWJVwu7LHaM9BwOpppyexLjBblm40K5v7FrbUtQ+0K0q
SECEKu1Tnbj3q7pWnHS7drdZ2kgDEwqw5jX+7nuB2rnrvxRc6nbWsWmRvFcS3XkylWVioA3Haehy
O/tWhoF3f6podxNNI0MryyCKUhW2qDgcdDjBpyjLl1EpR5tCG48JNNE9ol6q2DuXETwBnjz1CMem
cn6VYk8LxNb3sEc5SO68pQAn3EjxhffOD+dUtK1q+j022mune/ur4t5ECIseApOST6Yweat/8JTv
jt1hsJpLqaV4Wg3AFGQZbJ6Y96HzguQqW3h29uxfC7ungtrq6aSS3CAllBGMN2BAFdBax3P2Mrcu
glO7HljhR2HvgYqvY6ut/pk1z5TQvCXSSN+qMvUZrntD8U3RtLy41BzMkFstxtMXltk5+Ueo6c+p
pNSlfyBOMbLuW4PBrR27RS6iz4t3t4ysIXaH6k8/N+NTz+FfNuH23rJbTCITQ+WCX8vGMN2HFRa7
4jmgtLiKzhdblYYnD5HymRsAc96ZZeIrtJL5ru2kc/aVtraBWUkuF+YZ/Umq9+1xfu07E58IxHVZ
LrzYmhll854pLdWOfQMegq9ruhx67ZR20sjRokqyEqMkgdR+NVG8U7IMNYTfaxci2a3DDIYjIOeh
GK0dI1P+1rRpvJaFkkaJ0Yg4ZTg8jrUtzWrKSg9EZ03hSCS91C6SYxveW4twAvEQxgkfXApW8KxP
pt5aNOxFzIjhto+TaFCjHcfKK3qMUueXcr2cexl6Loq6UJWZoXlkPLRwLHgenFatJS1Ld3dlJJKy
CiiikMKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAC
iiigAooooAjmhSeJ4pVDxuMMp6EV5b4h0Sfw3qaS27MIGbdBKOqn0PuK9VqrqWnQapZSWtyu5HH4
g9iPetqFZ05eRhXoqovMzfDPiFNcsvnwt1GMSp6/7Q9jW5Xks0V94T1wbTiSM5Rv4ZUr07SdRj1b
TYbuIFVkHKnse4qq9JR96OzJw9Vy92W6LtMmG6CQeqkU+kPIIrnOk5aI7ZEPowrqa5VvlY+xrqYz
ujU+oBoAdRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAFPVDjT5PfA/WsnTBnUIv
bJ/StPWDixx6sBWfpAzfr7KaAN+obq5is7eSedwkUY3Mx7Cpq5zx1/yLE3/XRP51UI80lEicuWLk
cVrGqXXijV0SFGKltkEXp7n3r0Hw9oMWh2AjGGnfmWT1Pp9BXN/Dm1ic3lwyAyoVRW9ARzXdV04m
dn7KOyOfDQv+9luwpaKK5DrCiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiig
BK4zxD4VvbDVG8ReEisWpY/0m0PEV6vcEdm9DXaUhoAxPDHiqz8T2TSQBobqE7Lm1l4kgfuCPT3r
crkvFHhGa6vV1zw9MtlrsA4f/lncr/ckHf61Z8KeL4fECy2tzC1jq9r8t1ZSfeQ+q+qn1oA6Siii
gAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKA
CiiigAooooAKKKKACiiigCvfytBYXEqHDpEzL9QK57wvo8F3Z22s37Pd386b/Mm5Efso6Ct7Vf8A
kE3n/XF//QTVHwl/yKum/wDXEVonaDsZtXnqbGKWiiszQKKKKACiiigAooooAKKKKACiiigAoooo
AZNGJonjJIDqVJHUZrEj8J26WKWpvLx1iYNCzOuYSP7vHv3zW9RTUmthOKe5lxaFDG1ozT3Ej2xd
lZ2BLFhgk8dh0qxZaZFYaWljCz+UiFAxPzc98+vNXKKHJsFFLYx5PDdsbOygimuIGsl2wzRsA4GM
HPGDn6VSl8Lf8TC0NvPNDBbxyHzUk/emVyMsSRzkZrpaSmpyRLhFlCDR7e30qSwiMgjlVg7lsuxb
qxPrzVODwpZxW80Us1zcCWEW+6VwSkY6KuAMc1uUUczHyJmLF4YtljIknuJpGljlaWRgWbZ91Tx0
HpTpPDdq9qYVlnR/tDXKzKwDo5PJBx74+lbFFHM+4ckTIg8OWkDwPvmeSKYzl3bJkcrty3Hoe2Ku
adp0WmWxhhZ2Uu0hLnJJY5P86t0UnJvcailsFFFFIYUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUU
UUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABSUtJQBw/wASAANPPu/9
K2fBH/Ir23+83/oRrG+JH3dP+sn9K2fBH/Ir23+83/oRrrn/ALtH1OOH+8S9DoKKKK5DsOWuF2zy
j0Y10dq261iPqgrAvxi+mH+1W5p5zYQn/ZoAs0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFF
FFABRRRQBm62cW0Y9X/pVXRVzdsfRKn1w/JCPc1HoY/fSn/ZAoA2a5zx3/yLEv8A10T+ddHXOeO/
+RYl/wCuifzrWj/Ej6mVb+GzM+G//Hvf/wC+v8jXbVxPw3/497//AH1/ka7aqxP8WROG/hIKKKKw
NwooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAErmvFXhBNcaK/sJz
Y61a8294nX/df1U101JQByvhbxe+oXUmja7ALDXrYfvIT92df78Z7g+ldVnNYXinwnaeJrWPe721
9bnfa3kXEkLex7j1FZfh3xZdW+pDw94rVLbVlH7mccRXq/3lP971H/6qAOyopgkT++v50u9f7w/O
gB1FJuX1H50ZHqKAFopKWgAooooAKKKKACiiigAooooAY0iIyqzqpboCcZ+lM+2W+AfPiwwBB3jk
Zxn8+KyvFNrdT6dHJYRl7qGUFAOuCCrfoaxIdAvIbO/t/KlKwtDb2rD7xjEgcsPpn9KAOxluYYTi
WVEON2GYDj1/UVJmuL1HTNSmF1blbuaJRIImY5YjdGQM9T/F+VXbaHWF8SESSXAgWQ4JBaNoscDO
cZ/DOaAOka4hUkNKgIIUgsOp6D60i3MLyeWksbPgnaGBPBwf1rlfEWjX13rLvaI3kmEXGR3mjzsH
45qP+z9VhtLNYknSV4d0zR8FXeVWYZ9cE/lQB2WabJKkSF5HVEXqzHAH41zHk6yPEDr5lysAc7GA
LIYtvTrjdn15zV3Q4rqTRZ4tQjndizKv2jlpBjrg5xz2oA2YZ4rhN8MiSJnG5GBH6UskscMZeV1R
F6sxwB+NciLTULTS7CKKC8jVbUgJa4UrP2L+1aurWtzLbadNNb/axbuHubdMHeduMgHg4POKANiG
4huYw8EqSof4kYEfpT81ytvDqU0Y/wBG+yQyXiE+RH5TsmDuLDJx2FJbxay/npm8W4MEolaRv3Zk
/g8v0/zmgDq6RnVFLOwVVGSTwAK5VI9V1C8hLi/trVnRHG7YwxG24+wLY5qvdw6tJpscdymoybrR
0VYTyZdxA8z1G3H60AdkrB1DKQVIyCO4p1Z8V1BpekWpvpo7cLEinzG284HFXIJ4rmJZYJEkjYZV
kOQaAJKKKKACiiigAooooAqar/yCbz/ri/8A6Cao+Ev+RV03/riKvar/AMgm8/64v/6Cao+Ev+RV
03/riKv7HzI+38jZoooqCwooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAK
KKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoo
ooAKKKKACiiigAooooAKKKKACiiigApKWkoA4f4kfd076yf0rZ8Ef8ivbf7zf+hGsb4kfd076yf0
rZ8E/wDIr23+83/oRrrn/u8fU44f7xL0OgooorkOw53VBjUJPfB/SprTVfs9ukRiLbe+abrC4vs+
qiqNAHVg5APrS01PuL9KdQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFJQBzuokm+l5JA
PSruhjiY+4qhfHN9N/vmtHRB+4lPq39KANSuc8d/8ixL/wBdE/nXR1znjv8A5FiX/ron861o/wAS
PqZVv4bMz4b/APHvf/76/wAjXbVxPw3/AOPe/wD99f5Gu2qsT/FkThv4SCiiisDcKKKKACiiigAo
oooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKy9d8OaX4lsxa6vaJcRK25ck
hlPqCORWpRQBxR+EXhD/AKBsg+l1L/8AFUf8Ki8JdrKcfS7l/wDiq7WigDiv+FSeFh0t7sfS8k/x
o/4VL4ZHSO+H0vJP8a7WigDiv+FT+HR0Ooj6Xsn+NL/wqnQR0m1QfS+f/Gu0ooA4v/hVeiDpdauP
pfPR/wAKt0ftfayPpfvXaUUAcX/wq7Se2o62PpfvR/wq/TO2q68P+39q7SigDiv+FX6f21nXx9L9
v8KP+FYWXbXfEI/7f2/wrtaKAOK/4VjbDp4h8RD/ALfz/hSf8Kzi7eJPEY/7fj/hXbUUAcT/AMK1
A6eKPEY/7ff/AK1H/Ct3HTxX4jH/AG9j/Cu2ooA4n/hXM46eL/EY/wC3kf4Uf8K8ux08Y+Iv/Ahf
8K7aigDi/wDhX98OnjPxD/3+X/Cj/hAtR7eNNf8AxlX/AArtKKAOK/4QPVe3jbXPxZaP+EF1odPG
+sfiqmu1ooA4n/hCNeH3fHGqfjEho/4QvxGPu+OdQ/G2Q121FAHE/wDCG+KB93x1efjZxn+tJ/wi
Pi4dPHc/46fGf6129FAHEf8ACKeMh08dOfrpsX+NL/wjHjUdPHAP10yKu2ooA8y8QeFPE7QRy32p
HWihONkCxGMf7o6/Wt/wTb3Oi6T5eoKY0nffHk5CdsH0zXWkVRtkVZJ7OQAoDuUHupoAvA5paz8S
6ccruktvTun/ANarsUqTRh42DKehFAD6KKKACiikoA5fxx4ibRNOWGOIPLdhky3RVxyf1qP4e6yN
R0QWpTa9kFTOfvA9DUet6dF4q8Uf2bOXFrYwb5Chwd7dBn6Com0iDwPe2d7ZGT7FIfs93vbJ5Pyv
+BrqXs/Zcn2jkvP2vP8AZO2opAQQCDkHvS1ynWFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFF
FFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFJS0lAHD/Ej7unfWT+lbPgj/kV7b/e
b/0I1jfEj7unfWT+lbPgn/kV7b/eb/0I11z/AN3j6nHD/eJeh0FFFFch2GJrY/0mM+qf1rNNauuD
5oT7EVlGgDqoTmFD6qKfUFm26zhP+wKnoAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACkpaQ
nAJ9KAOYuTuuZT6ua2NGGLMn1c1iMdzsfUk1vaSMWCe5J/WgC7XOeO/+RYl/66J/OujrnPHf/IsS
/wDXRP51rR/iR9TKt/DZmfDf/j3v/wDfX+Rrtq4n4b/8e9//AL6/yNdtVYn+LInDfwkFFFFYG4UU
UUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRR
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAVSvv3MsNyP
4Dtf/dNXajmjE0Lxt0YYoAf1FU5LWS3czWeOfvRHo309DTtPlL2+x/vxHY34VboAgt7pLlSVyGH3
lPUVPVW5s/MYSxN5cw6MO/saS3vCz+TOvlzDt2b3FAFuo55kgheWQ4RFLMfQCpK57xlcP/ZCWMB/
f6hKtuvsD94/lTiruxMnZXG+DYmlsLjU5gfN1CZpsn+50UflWzf2UWo2M1pOuY5kKtUlrbpa2sUE
YwkSBF+gGKlpyleVwjG0bHP+FL6U202l3rf6Zp7eU2erp/C35V0ArmfESNo+qWuvwg+WuILwDvGT
w34GulR1dAynKkZBHcU5/wAy6ig7e6+g6iiioLCiiigAooooAKKKKACiiigAooooAKKKKACiiigA
ooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACi
iigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKSlpKAOH+JH3dO+sn9K2fBH/Ir23+83/oRr
G+JH3dO+sn9K2fBP/Ir23+83/oRrrn/u8fU44f7xL0OgooorkOwy9cH7qI/7RFY9betDNop9HFYl
AHQaU27T4/bI/WrlZmiPm3dP7rfzrToAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACobptlr
K3opqaqWrSbLBx3YhaAOf7V0emjGnxfSucrprEbbKEf7AoAnrnPHf/IsS/8AXRP510dc547/AORY
l/66J/OtaP8AEj6mVb+GzM+G/wDx73/++v8AI121cT8N/wDj3v8A/fX+RrtqrE/xZE4b+EgooorA
3CiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA
KKKKACiiigDL1a5ube5skt5EVZ5fLbcmccZz+lUpPEqKRKYZhGok4yuH28H3rauLSK5eF5QS0L70
wcYNU30CxeMI0bbRv43n+I5NAEDeIlj8zzLSdfKKeZyPlDdD1q5qV3La6RPcooWVE3ANzg0S6Raz
CYOjHzgof5jzt6VNLZxT2bWsoZomXaQWOSPrQBzVzr9/HbNuV0kKFopAgUMBjJIPPGa2INXectHH
aTO0QCysCuFYj681PdaRa3gQTozBIzGuGI+U4/wFDaTatP52xlc43bXIDY6ZA60AUdF1mS4W3guk
cyzB2WU4w2002LWp31x7ZmgFujEFicDAHY9znqK0YNKtrZoGjQgwBhH8x4Ddary6Fp0kuHjO5mMi
rvOA3cgUAM1fULzTpkaGNZopx5aDoVk7ZPoaR9aa1imDwvcPaqPtEiYVQxGcAGtG4s4roRiYFvKc
OvOOR0qC60azvJJHljbMgw+1yob6gdaAKCeLLNvK3K670Z2yR8hGeD7nFbFrMbi1jmKGMuoba3UZ
qifD2nFXUwcOyu3zHqOlaYGBigBaKKKACiiigAooooAKKKKACiiigAooooApH/RtTB6JOMf8CFXa
rX8JltmK/fT51+oqS3mE8CSL/EM0AS1DcW0dym1xyOjDqDU1FAFFLiS0cRXZyp4WXsfrWOSNW8dD
+KDS4c+3mv8A/WrfvZIobOaWcAxIhZs+gGa5rwnHPZ6UdQlj3LfSGdwPvID936jFXHRORnLVpHVi
lpkUiTIHjYMp6EU+oNCG6tory1lt51DRSqUYHuDWD4VuZLYXGiXbZuLBsIx/jiP3T/SujrmvFET6
ddWuv2yktaHZcKP44T1/LrVw190znp7x0tLUcMyTwpLEwZHUMpHcGpKg0CiiigAooooAKKKKACii
igCtfX0Wn2/nT7/LBwSqk4+tJ9viMSOufnI+U4DDPcg0zV7SS+0ue3iKh5Bgbjx1rKvdAnubi4lU
RbneIqSeQFGDQBvfaIiCfNTA5PzCnB1IJBBA64Nc5D4aZUgDxwErbyRyf7Tn7p98Vr6ZayWumxwT
KgkVQpKnO7jrQBDHr9nMD5RckDOCu3IzgkZ6irVpqEF3Zx3COFSTpuIB+lYZ8Mt/ZkUe2M3QkBdm
Ykbck4H50+DQJrdbcmG1n2QmN45CQobP3hxQBs2+oQ3E88Kkh4X2EN3OM8Uy61e0s7lYJ5CsjYPC
kgZOBk9uayjoE5lklCwrKbmOVGB+6gHIFP1PSL271P7VC8JKbfJLnhMdcjHOaANa5vobSSFJ2K+c
21WI4z6E9qS21C3u4TLE/wC73FQzcBiPTPWq1/Yz3+hPbS7GuWQcnpu9ar3OjyNJatFFBLHFD5Xk
yEhVP94UAa4niYAiRCCduQw6+lOV1fO0g4ODg9DXJReFr6OIJ50aqv71QpPEo6fhiui0myawsUjk
IaViXkYd2JyaALtFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUU
UAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABSUtJQBw/xI+7p31k/pWz4I/5Fe2/3m/9CNY3
xI+7p31k/pWz4J/5Fe2/3m/9CNdc/wDd4+pxw/3iXodBRRRXIdhR1cZsG9iDWDXQ6mM6fL7DP61z
ygscDrQBo6LJtuXT+8uR+FbdczZS+TeRP2zg/jXS0ALRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABR
RRQAVka3J/qox7sa1q53UZvOvXOeF+UfhQBVPSupgGIIx6KP5Vy/pXVIMIo9qAHVznjv/kWJf+ui
fzro65zx3/yLEv8A10T+da0f4kfUyrfw2Znw3/497/8A31/ka7auJ+G//Hvf/wC+v8jXbVWJ/iyJ
w38JBRRRWBuFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAF
FFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABVe7jZ4g8YzLGdyfX0/HpVikoAbFIssSuhyrDIp9
VIf3F08HGx8yR/8Asw/r+NW6ACiiigAooooAKKKKACiiigAooooAKKKKACiiigBDVOz/AHFzNbHo
DvT6GrtUr8GF4rpf+WbYb/dNAF2ikByOKKAOd8ZTNJp8GmQkibUJlh4/u9WP5VvwQpBAkUYwiKFU
egFc7D/xNPHMsvWHTIfLX/ro/J/IV0oq5aJRM46tyKUlrJbuZrPv96Ls309DU9tdJcqSuQw+8p6i
p6q3Np5jCWJvLmHRh39jUGhaqOaFJ4nilUMjqVYHuDUFveFn8mdfLmHbs3uKtUAc14YlfTrm60C5
YlrU77dj/HCen5dK6Wuc8VW0lt9n1u0XNxYNlwOrxH7w/rW9a3Md5bRXELBo5VDKfUGrnr7xnDT3
SaiiioNAooooAKKKKACiiigAooooAKKKKACiiigBKiuRJ5LGE/OvzAeuO341NSUANikWWJZF+6wy
KdVaD/R7l4OiPmSP+o/Pn8atUAFFFFABRRRQAUUUUAFFFFABRSUUALRSUUALRSUtABRRRQAUUlLQ
AUUUUAFFJRQAtFJRQAtFJRQAtFJS0AFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFJS0lAHD/Ej7un
fWT+lbPgj/kV7b/eb/0I1jfEj7unfWT+lbPgj/kV7b/eb/0I11z/AN3j6nHD/eJeh0FFFFch2EF6
u6ymH+ya5+0x9rhz0LAV0dwM28g9VP8AKuZhO2aM+jCgBbiIwTvGf4TxXQ2U/wBotI374wfrWdrM
GJFnUcN8rfWk0a42StCx4flfrQBtUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAQXk4t7V5O4H
H1rm1Uu2ByTV/V7rzZhCp+VOvuabYQf6PcXDDgIVWgClGN0iD1YV1VcxajddRD1cV09AC1znjv8A
5FiX/ron866Ouc8d/wDIsS/9dE/nWtH+JH1Mq38NmZ8OP+Pe/wD99f5Gu2rifhv/AMe9/wD76/yN
dtVYn+KycN/CQUUUVgbhRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUU
UAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABSUE15v41+IxgkfTtDkUuMrLcjkD2X396AOv1
nxbpGhHZfXQEv/PNBub8q5TUfiZcNbvLp2nrDH/DJcty30Uf41wehWf227e4nYv5ZycnJY+9T+I5
MTwJ2AJoFcuX3jrWdQZftN15SdMQLsxnvnrWSuvanDJvW/uQVPBEhrIvJdsR9axY5Z/P+ZmKg9KA
uepWPxM1y2EaytBcoOpkTBI+orrbD4maeWWPVbeWyZsbZB88bfiOR+VePQOWjHpium0uJL7Q/JlG
VJZc+nNAHtVreW99As1rNHNEwyGRsip6+eNK13UfCmpyNYTY2na8bco/1FexeEvGdp4ptiFHk3kY
HmQsevuvqKBnS0UlLQAUUUUAFFFFABRRRQAUUUUAFMljEsTI3Rhin0UAVNPkLW/lv9+I7G/pT766
SxsprmU4SJC5P0FQv/o+pK38E42n/eHSsnxhI1xbWekxHD6hOI29kHLGqiruxM3ZXJPB1q8WiC6n
B+0XztcyE9fmPH6YroKZGixRqiDCqAAPanUpO7uEVZWFooopFENxbR3KbXHI6MOo+lV0uJLRxFd8
qeFl7H61eprxrIhV1DKeoNACMqyRlWAZWGCD0Irm/DjnR9UutAmPyJmezJ7xk8r+BrXIl0/7u6W2
9P4k/wDrVmeJ7Z5rODV9P+a6sG81Nv8AGn8S/lVw1919SJr7S6HRUtVtPvYtRsYbqBsxTIGWrNRs
WncKKKKACiiigAooooAKKKKACiiigAooqhq+s2eh2LXd/KI4hwO5Y+gHc0AXqpXutadppAvb2CBj
0V3AJ/CvKdY+IOr67erb6YzWMBJVQjfOw9Saz763TTrRpmZpbqQ4MrnJz3oFc7/VfiLo0ez7I0lz
MjgqyrtUevJ9qzX+LHlyFG0rBBwf33/1q8zlkwhNZkutETbTHvPTduoC57ppnxN0e7UC98yzf/aG
5fzFdJYazp2qZ+w3kFwR1COCR+FfO1vN5kQPrW7pMX2uJpI5HguoCNk8ZwwoC57zS149o3xJ1TRL
w2mtbr2BWwXJ/eKPUHv9DXqek6xZa5ZLdadOs0R4JHBB9CO1Ay9RRRQAUUUUAVtQvYtPsprqc4ji
Usf8K52HxHfSaK8k0UcOoLeJbmPGQoYgjj/dNbOraRHrCQxXEjfZ0ffJEOkvoCfTvVBfCNtFcl7a
aSKIyxzeV94bkBwcnnuPyrSPJbXcynz30LGl6rJPo1zf3RUJHJLtIGBsUkD+VYTeNLlPDkFw0aDU
JZ/LMe04VQRkkZ9CPzre/sFR4cOkCdwhQoZccnJyePeqtx4PtZ572USurXKoowARGFIJx9dopxcL
u4mqllYtXniO0sp5InSeRYcefJHHlIc9NxqO78V2VncSxPHcuIWVZJEjyilhkc/jTbvwz9pubkre
zR2t2we4t1UfOQMHDdRnHNPbw5E6SqZmxLeLdMNo/hxhPpwKXuD98T/hKrJbeSSSO4jkjmEHksmH
LkZAA+lA8V2LWsUyJcO0kxt/KVMuHAzgio7vwrFdGZ/tBWZ7k3KuYwwU7du0qeCMVNb+HY4GsWM2
5rV3kOIlQSMwxkgelHuB+8KreJ/tF7pa2kUghuGk87enKBODnnjB6+1S/wDCX2W6PMN0scu7ypTF
hJAASSD6YFOtPDENs8Jad5BFHLGQQBu8xsk/0qqfCDyRRQy6pO8METxQoY1GwMu38SBT9wX7wuw+
KLKVN8izQIYDcK0ybQyDqR+Yq3JqkUejNqTpIkaxGXY4w2MZxj1rL1LQP7Q1DS4Hi/0OyXc8hP38
AAJj04ya0Nfspb/Qrq2twPNdPkBOASCCB+lS1HSxSctbmXa6hrV/L9kia3hnSNZp5XjJEe/lYwM8
nHUmpIPEptkkg1KJnu4rkW2LZCwkJXcCB24/Kp30i5luBf2l29hczRKs8ewSKcDjj1HTNOtvDkVt
PaS+fJJJBI8rs+CZXYY3H6dqbcSbTITr7Tz6XNbAi2up3t5Y5Ew6sAf5EEUeKdbm0eO08iSGMzOw
Z5ULAKFJ6DnrgUyx0OaHULSN8taWO+VZGxmaVycnA6AAn86uavosmpXNtPDeNbPAHAIjV87hg9fa
j3E0P33F9yO08Rwvao1zG0cwsheSKvIVfr61l3/iu5Q6i9tA/lQW0TxFo+jv0zz0watP4PTy0it7
6aGL7OLaZdoJlQHPU9DyelWpvDcUq3S+cyrcSxOQF+6seML9OP1ppwTE/aNCf8JRaxMqSxXGFKxz
SiP5InOPlY+vP4U7/hJ7P7ebXyrjif7OZfL+QP2Gaik8MCW4lBvZRZTT+fJahRhmyD97rjIzipF8
OIoTNw523jXh+Ucsc4H4Zpe4P94WtL1qDVmm+zxzBYmK73TCsQSDg/UVo1k6Poh0u4up3unuJLkg
sSgUcd8DjPqa1qiVr6FxvbUKKKKRQUUUUAFFFFABRRRQAUUUUAFJS0lAHD/Ej7unfWT+lbPgj/kV
7b/eb/0I1jfEj7unfWT+lbPgj/kV7b/eb/0I11z/AN3j6nHD/eJeh0FFFFch2DXGUYeorlRwR7Gu
rrlZBiRx6E0AdLPCtzbGNujDr6GubZXt5iD8rof1rp4TmFD6qKo6nYeePNiH7xRyP7woAsWV2t3A
GHDDhh6GrNcvb3ElrLvjOD3B71uWupQ3IA3bH/utQBcooooAKKKKACis7+2rf+7J+VH9tW/92T8q
ANGis7+2rf8AuyflR/bVv/dk/KgDRorO/tq3/uyflQ2tQAcJIT9KANGs/UdQFupjjOZT/wCO1TuN
YllBWJfLHr1NUoYZLmXbGCzHqf8AGgBbeB7mcRpyT1Pp71uXUa2+lyInChMCnWVklnHgcufvN60z
VTjT5PfH86AMewGb6Ef7VdLXO6YM6hF+J/SuioAK5zx3/wAixL/10T+ddHXOeO/+RYl/66J/OtaP
8SPqZVv4bMz4b/8AHvf/AO+v8jXbVxPw3/497/8A31/ka7aqxP8AFkThv4SCiiisDcKKKKACiiig
AooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAC
iiigAoopKAOB+JfixtNthpVjIyXU6hpHX+BPT6mvJQK0PEE1zceIb971i0/nuG9sHGB7VBYafPqU
5itwMgZYnoBQJmj4evY7eZ4ZDgS42ntmpPE0L7VnUZCDke1JP4aeFBm5Td6EYqlLcX2nr5Uw8yM9
A3IP0NMRz8l0kykZ5+v+NQc/3fxq5e29rdOWMTwsf+efIqiNNhLf66cj02UgLkd2oIRPmJ446mu2
0fFlpKvOwUKCzE1x9iIbIhorfe/96StREvtWPU+UOuThFoAp3UoubqWYAgSMWANO0/ULnSb6K8sp
TFPEflYfy+lbCeFzJGSl2pb2XisW8s5rG4MM64YdD2I9aB3PoDwv4hg8S6LFew/K/wByVO6OOorY
rxv4RXEqeJri3WRhFJblmTPBIIwf1r2SgYUUUUAFFFFABRRRQAUUUUAFFFFAFPVPLSweSSRYxHhw
7HAB+tc/pVzHr3jCe9R1eKxt1ijweNzcsR/Kr/jUZ8Iah/uL/wChCuY+GH/H3qH+4n8zVKVrktXP
QxS0UVJQUUUUAFFFFACVSltHgZpbQDDffiPRvpV6igDjfDepW2ma1d6P5yC3kcy2wLfcJPzR/UHt
XY15BBz4+H/YQP8A6Ga9gqpPmdyYx5VYKKKKkoKKKKACiiigAooooAKKKKAKeqalBpGmz3t022KF
Sx9T6Ae5rwfxH4ju/EupNc3LbYwcRRA/Kg/xrqPitrctzq6aQuVhtgJH/wBtmHH5CuCoEzU8PlRq
ahupGF+tafiME2ansrc1z0aTIRIiSAjkMFNao1xJ4DDfIckY3AfzFMRz88u5cDH+NZbW+ZM8/kav
32myo5ks5lkQ8hSeRWY32sNgw5PrQBq2snloB09j/nium8MNuFwR0JArkLSxubhg1xIkUffnmulg
1aDTrQQ2SFmH8RHGaAIvEeDq77eyLn60nh/X7vw3qiXlm2cfK8bfdde4IqoY7i4d5SkjsxLM2081
XbIJBBB9DSGfR+javba5pcN9ZsTFKOh6qe4P0q/XiPw18RyaT4gSxkYtaXzBCueEfs39K9uoGFFF
FABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUU
AFFFFABRRRQAUlLSUAcP8SPu6d9ZP6Vs+CP+RXtv95v/AEI1jfEj7unfWT+lbPgj/kV7b/eb/wBC
Ndc/93j6nHD/AHiXodBRRRXIdgVy9yMXMo/2zXUVzV8MXsw/2jQBv2h3WkR/2B/Kpar6ed1hCf8A
ZqzQBQvdMS4JeMhJO/oax5rWa3OJIyB69q6ekIzQBy6zyoMLK4Hs1L9qn/57Sf8AfVdG1tC33okP
/ARSfZLf/njH/wB80Ac79qn/AOe0n/fVFdF9kt/+eMf/AHzRQBkf2Ncf3o/zo/sa4/vR/nW7RQBh
f2Ncf3o/zo/sa4/vR/nW7RQBhf2Ncf3o/wA6UaNcf3ox+NblFAGVFoijBmkLeyjFaMUEcCbYlCj2
qSigAqhrBxY49WFX6zdaP+ioPV6AKWkDN+p9FNb9YeijN459ErcoAK5zx3/yLEv/AF0T+ddHXOeO
/wDkWJf+uifzrWj/ABI+plW/hszPhx/x73/++v8AI121cT8N/wDj3v8A/fX+RrtqrE/xWThv4SCi
iisDcKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKTNGaAFopKM0ALRSZooAWi
kooAWikzRQAtFJRmgBaKSigBaKSopLqGL78qA+mefyoAmpDVf7XvGYoZX9Pl2j9cUZu3HCxRfUlj
/SgDxj4g6U1h4nupMfJO3mjHv/8AXzVTwjdRQ38scpwZUAX3IPSu7+JGkt9hg1FnMjIfKk+UAbT0
6e/868puEMEgZCQAcqR2oJZ311GkkhHBB6VRudOW4gaJgMEfKT/Cfaufh8SP5YS6Ukjo6ipf+Er8
sj5i4HbbyaYjGdMMytwykqfqKj2jNI1yZZZJHxukYsQO2aXOT+FAyWNN8kca/edgo/Gu0i08QxLB
GMRp+p7muIWdoJ4pkGTG4bHrit0eLA7HDhAexXkUCOlhiSHgYFcj4mu47nVMRnIiXYfrmm3XiORk
KWoxnq7D+VZ9tD5pLyZK9fqaQ0ehfCDTm/tG9vmXhYhGD7k5/pXrFcz4Q0KfRdBhUSATy/vZY2GV
yRwM9RgYrdS7AYJOphc9A3Q/Q9DQUWaKSloAKKKKACiiigAooooAKKKKAMPxp/yKOof7g/8AQhXL
/DH/AI/b/wD65p/M11PjL/kUtQ/65j/0IVyvwx/4/r//AK5r/M0Aei0UUUAFFJS0AFFFJQAtFFFA
Hj9rz49T/sIH/wBDNewV4/Y8+PI/e/P/AKGa9goAKKSigBaKKKACikpaACiikoAWikzUMl5BH96V
c+gOT+QoA8g+KNm0PitrjB2zxIQfoMf0rndAhjuNat0mAK5Jwe5AyK9N+JFoL/SIbpYJMQsVZ2XH
yt/9fFeTkyWN0jocMjblamSzvrxXXCoccdqxL3S1vARIoEv8MgH86fbeIYr6EbnEcw6ox6/Spv7W
t+kikNQI4qa22uyOuGU4I96gNsmR1/OtTWLiKTV5zAwKHGSOm7HNUSckUDGpbovIArodJ0tBbrcT
Rh2fmNT2Hqa5+VsQnFdtFqNkkUQDAqEG3bzQIs2wm/jbjsAMYrF8W28SLFMABMxwSO4rRl1mCEb5
HWNB0yeTXKanqEuq3hkwdv3UX+tIaNHwPYnUPGWmx4yqS+Y30UZ/pX0FXlHwt0swXc+pSQu0cSeW
HUZwx68d8D+deqRSpMgaNwy+ooKH0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQA
UUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABSUtJQBw/xI+7p31k/pWz4I/5Fe2/3m/8A
QjWN8SPu6d9ZP6Vs+Cf+RXtv95v/AEI11z/3ePqccP8AeJeh0FFFFch2BXOakMahL9R/Kujrn9WG
NQb3UUAamlnOnx+2f51cqjpBzYL7MavUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABWXrh/
dwj1YmtSsfXD88I9iaAG6IP38p/2RW1WRoY5mP0Fa9ABXOeO/wDkWJf+uifzro65zx3/AMixL/10
T+da0f4kfUyrfw2Znw3/AOPe/wD99f5Gu2rifhv/AMe9/wD76/yNdtVYn+LInDfwkFFFFYG4UUUU
AFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABSGlpDQByN14g1d/Fc2mWKWKLBsIiuCyvOh+8y
npx6Vo3vjPRtOu5rW6umSeFgroI2YjIzngdPesfxLpmtavqAgTTbfEcqPaagk21oACN24dT34HFV
rebUrXxj4gl0/TItQ3NHG+ZAjKdnHX+E966VCMlfyObnlF28zqbnxLpVrpsV/Lex/Zpv9Uy/MZD6
ADk1Su/FdrLpUN5pd1C6tdRwP5itldzYII6g/WsW28MarpEem38MEF3c27zPLaB9qr5hz8hPGRTL
rw7q9+1xqMtnHBPdXls/2WNwdiRtyzHoW5pckO4OpU7G9pniPcmszapNFDBY3jQq54woAxn1PNT2
vizSb23uJoLkkWyGSRGQq4Ud9p5Irnb3wpqN/p2rxqnlyPqhu4FLgeaoHr2/GoLTwvqM8d/cXFpe
xzi0khgE94spcsMY4HA/GjkptXuLnqLSx0qeNNGktVuI7l2Rn2IFiYsxxk4GMnA6mtm3uI7q3jnh
JMcgDKSCMj6GuR1XQJ5/C+kwJp873lrEAr286xvA23HBPBGetdJosV7Bo1pHqcgkvFjAlYdzWc4x
SvE1hKTdpHNR+KtQbwrDqBEPnvqP2Y/Lxs8wr09cVrXvjPRtPvJrW5umSeFgroI2JGRnPA6e9c+n
h7WVSPRPskf2FNQ+1/bPNHKb92NvXPai3n1K18YeIZNO0uK/DPGjgyBGQ7OOv8PrWvJBmXPNHY/2
raNpLalFMslqsZk8xTkEAVzt3rGvGXRbW1a0iur+OSSTzoyVXABC8H0OKhtdKms9M0/QJ2Tzry4e
6uUj+6kYbcVHtnaPxNXfEkGox6/pOoafp7Xi2qyh0WRU+8AByamKipW9S5OTj9xLpPiOdZ76z19b
e1ubFBK8iN+7eM9GGelTW3jPRbyOdoLssYIzKyeWwYoOrKCOR9Kwrrwzq2vR6lf3scNreXCxJBbl
9yhEbdhyPU1bi0/Vdc1vT7jUtMh0+3sA2cSB2lJXbtGOi/Wm4Q3uJTntY3V17T5ZbGJbgFr9C8Ax
99cZ/CqJ8V6HZ24m80Rw+e1sHERwXXqOnT3rk/8AhBtVigvpo2f7VZSBdKw4+4GLfhndjn0rbk8M
T29l4ZtYYRKtnciW5PHGQST78mh06a63BTqO+h0Wk61Za3bNPYTeYittYFSpU+hB5FaFYGg6bcWW
t67NND5cNzcK8JyPmG3BP51v1jJJPQ2g21qRXNvFd28kE6B4pFKsp7g14H4o0abw/q81lN8yfejc
dGQ9K+ga5jx14YXxHox8sKLu3y8THuO6/jUlHgLybG9RSL5c3AbB9KW+t5LeRkcEEVnSDmmSaq24
QZBzTd2Hx7VlrczJwHOKDdyFutAGrvGKY0ij0rN86RurGnxnnJoA0IyGPP5V3/w38OtrOqfbrhAb
K0bkH+N+w/Dqa5Hwv4eu/EuqJZ2g2qeZJSOI19TX0Lo+k22i6XBY2ibYolxnux7k+5pDRdpHRZFK
uoZT1BHFOooGVfs8kH/Hs/yj/lm5yPwPUU6O6DOI5FaKQ9Fbv9D3qeggd6AFopKKAFopKWgAopKM
0ALRSUtAGL4w/wCRT1D/AK5/1Fcn8Mf+Qhfj/pkv8663xf8A8ipqH/XL+orkvhj/AMhG+/65L/Og
D0akpaSgDK1jxJpuhGMahOUaTJVVQscDqSB0HvWjb3EV1bxzwOJIpFDI69CD3rkPGT2cWoRXMGpW
9pq9tAxWOf7k8R6o2eOazL7VU1PV9FNzqE+j2d1Yb3WOTyxnPC56D61vGlzJNGEqrjJo9GzUVzcx
2ltLcTEiOJC7kDOABk1502t3trY6hbWeqSz6bHdQwjUm+doUb7/zd8cc+9PnvfsE93Z6TrM+pWsm
nzSzF5fM8hgvysGHTPpR7B9w9uux29prdne3otYHYymBbjBUgbG6H/61aGa86tr25trm6u7YGS6T
QIXXIyS3r71Q0LVtUbVLBre5lnknceck1/HIJFP3sJ1UjrTdDdpkrEW3R0Nt4Dkg19NSN8rBbjzt
nl++cZzXZ5rzjTrTUrvwpd39vq863LzvGqzT7U2CT7oJ6E4xn3rpfBV6L3RX+W5WSGdo5Fnm80qw
6gN3FROnyq9zSFXmdrGg2vWSNqIZ3zpwDXHyngYzx68VctbqO8tIriEkxyoHQkYyCMiuE1O+trC7
8Yw3c6RSzwoYkc4MmY8cevNQXcmzVdCsb3Vp9Mtn0tfM2SbNzehPY+/tVexvt/WhHtmn/Xc9IzWR
f+J9O06Gead5NkEwgcpGW+cjOBjrWFoGtNZ2+tn7a+oafYEG3uHO4sSOU3fxc4H41Fr1qdM8J6WL
pgJjqEM1w56b2bcxP5/pUqn71mU6nu3R0mj+JNN1t3Sxn3SxjLxOpR1Hrg81q5rhtY1G3u/Fdjca
E0d3d2tvO87QncNu35VYj1bHFZUepmHTrDU7XxBPdavPKglsjICrFjhk8v8Ahx6+1V7K+q0J9tbR
np2arvFNIT/pGxc8BEGfzOa851G91y1u7rQbF52ntbhr5ZWYkmADcFz354xUs+p3up+Fda19J5rd
Lh44rVA5HlqpAJH1JNHsHZO4e3W1j0E2ULgCXfL/AL7E/p0qZI0jGEVVHsMVyOjR3WleMfsD6hc3
cM9j57Cd92H3YyPT6V2FZSjys2hLmVyC/s49QsZrWcZjmQo3tmvBfEOlyaPqlxp9xkmI/Kx/iXsa
+gq474ieFxrekG7t1AvLRSwwOXXuv9RUjZ4e5AOD+BprtKw4kcj/AHqbcBkJDAgj1qn57xHKH8DT
EW0STuMD0qXcRge9VU1XtIn5U176MkHPegC9nNRjfGf3cjoPQHiqZvh/CM0n2ln9hQBcLF3yzF29
Sa0tNtJLm6it7ZDJPMwRQOpJrHjfFey/DHwg1lAutahGy3EqkQRt/Ah/i+p/lSGjs9B0iPQ9HgsY
zu8sfMx/iY8k1altEdzIhMcv99OD+Pr+NWKKBlXz5oP9em9P+ekY/mv+FTxypKgaNgynuDTqge0Q
v5kZMcmeWTv9R3oAsUUgpaACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiig
AooooAKKKKACiiigAooooAKKKKACkpaSgDh/iR93TvrJ/StnwR/yK9t/vN/6EaxviR93TvrJ/Stn
wT/yK9t/vN/6Ea65/wC7x9Tjh/vEvQ6CiiiuQ7ArC1kYvR7oK3axNbH+lRn1T+tAFrRTmzYejmtG
szRD+4lHo39K06ACiiigAooooAKKKKACiiigAooooAKKKKACiiigArF1s/6RGP8AZ/rW1WFrJzeq
PRBQBZ0MfuZT6sK1KztFGLRj6ua0aACuc8d/8ixL/wBdE/nXR1znjv8A5FiX/ron861o/wASPqZV
v4bMz4cf8e9//vr/ACNdtXE/Df8A497/AP31/ka7aqxP8Vk4b+EgooorA3CiiigAooooAKKKKACi
iigAooooAKKKKACiiigAooooAKKKKAENQxWcEE800USJLMQZGA5cjgZqeigBMUUtFACUYpaKAExR
S0UAJioYrOCCeaaKJEknIMjKOXI4GanooAZ5SeZ5m0b8Y3Y5x6Zp1LRQAlFLRQAlGKWigBKWiigA
pKWigDxv4laOmn68ZUjHk3a+YABwG6N/j+NedXVsASY+noa9r+LFvv0myn7xysv5j/61eQywGQ8U
CZhOMVH3rZfS5JASENUEs2e5MX8QpkkKDOK0LS1UkGQ5/wBmnjTpI/4TVm0gPnord2ApDR7h8O9A
i0fw7HPtHn3iiViB0X+Ef59a62o4IxDbxxqAFRQoA7YFSUFGZr1+1hpxMJInlYRx4GSCe+PYVnaZ
4gkLR2lxh5l8zfI3ykhRlTj3rfkt4pZY5JI1Z4zlGI+79Kin0yzuZGkmto3dsZZl5OKAOestfujL
c3LxqySeUqRlzhS3T8PWprzV7udooYQ0U63DQyCEghjtyME1ufYLXEg+zx4kADjbwwHShNPtYxGE
t41ETbkwPun1oA5tdWuoNQjF4W3wbjOqNkOQmenapL/W7uX7NEiJFI7xyKUkyCpP3TXQ/YLUzmcw
R+aTkvjnpj+VMTS7KMYS1iUbg/C9x0NAFS/uZ/7QtLNZRbrKrM0gAJJH8IzVJNavINTfTkEd2QTt
lY7f4ckHHcVvT20N1HsuIkkXrhhmo0sLWPy/LgjXy87MLjbnrQBmLqkmoW1rLArKfLa4kRTyQuQF
z7n+VVpNQu4dHi1Jb0SSSY/0faNvP8I75H9K3LWwgs2cwRhA2BgdAB0ApBptms5mW2iEh/iCjNAH
PeH57251GIzzu6GDzSDIe5Izj+ldVUEFlb2zBoYUQhdgKj+HrirFAGP4t/5FXUf+uR/mK5D4Y/8A
ITvv+uK/zrsPFnPhbUf+uJrjvhj/AMhS9/64j/0KgD0ikpaKAKt3plnf7DeWkE5Q5XzIw2Ppms67
8Ow3uvw304ikt47YwG3eMEHJzn0rbpKpSa2JcE90QR2NtDbfZ4reJIMY8tUAX8ulRQ6TYW8MkMFl
bxxSgh0SMAMPfHWrtFK7HyorRWFrBL5kNvGjiMRblUA7B0X6VHBpNhbXDTwWVvFM3WRIlDH8cVdo
ouwsjn4dT8Nzn+y4ntXEkhX7P5fysxPPGMZzW1bWsFnCIbaGOGJeiRqFA/AV5HoXPja2/wCvs/zN
exUXCyKlxplndzJLc2kE0kf3HkjDFfoTWfd+Hor7xCmoXIilgFsYDBJHuBy2c81t0lNSa2E4p7mb
daLbz21vbRosFtFKspijQBX28gY9M4P4Vau7G2v4PJvII54s52SKGGfpVmildj5UVbPTbPT1K2dr
Dbq3URIFz+VNj0qxiujcx2Vulw3WVYwG/OrlFF2HKiH7LD9oNx5SecybDJt+Yr6Z9KjOm2Zsvsn2
aL7N/wA8tg29c9PrVqildhZEAtIPtIuPKTzwnliTHzBfTPpU1LRQMKSlooA8Z+JPhmLT9WE8YCw3
eXUAfdbuP1rzm6tWh+9yOxFfQHxI09LzwtLOw+e1YOp+pwf514dcKTn0oEzDYVGeoq9LbEkkCqbR
sHx3oECirEMTSNhBk0kdu3BYGr1upXgDAoA7j4Z+D01TVTd3sYktbbllPRn7D39TXtoAA44Fcz8P
dPjsfB9my/fuAZnPuf8A62K6egobI4jRnY4VRkn2rNsNftL5GbJh2uEAk43Z6Y+tWdTtJL6xkt4p
REZOGYjPy96ybjwt+/iktLlowm3Ik+bJU5X8KAL763brqkdmHQlg25t33WHY0651m1hs5LiORZ1j
IDCJgTycCqKeHGMzyTXAJlWUS7Vxy/p9KbL4clngkWW4j3mNIV2x4G1TnkdzQBLJ4liEbMkWWRgj
Rs4DA7sdPTnrVy71e1tYZ2WaN5IVLGMOMnHaqN94cFxcK9s0cEYRV2BfR92aZL4aeSLyftC+UnmN
F8nzZb+8e45oA0Tq0C6dFdsSVlwFVOSWP8I96auswJKYrtXtHxuAmwAw9iDiln0vz7G3hEmyW32t
HIB0YD09Kp3uhXGoyJLd3MZkjI2BUwoGcnvyTQBoS6lCtm9xA6zBTtARs7m6AVA2tIPMZLeeWOE7
ZZIwCqkdcc5OPao4dJkj1F3YqbdpjcYHHzYwB+HJpf7KuYVnhtLpY7edixDJlkz1wc/zoArL4qil
vRBDErq0mxZDIAD74xW9WFZeG/sN5FJHKpiilZwpHOCuMZrdoAWiiigAooooAKKKKACiiigAoooo
AKKKKACiiigAooooAKKKKACiiigAooooAKKKKACkpaSgDh/iR93TvrJ/StnwR/yK9t/vN/6Eaxvi
R93TvrJ/StnwT/yK9t/vN/6Ea65/7vH1OOH+8S9DoKKKK5DsCsfXB+8hPsa2KydcHEJ9yKADQzxM
PcVrVj6GfnmHsK2KACiiigAooooAKKKKACiiigAooooAKKKKACiiigArn9WOdQb2AFdBXOakc6hL
9R/KgDU0cYsR7sav1T0oY0+P3yf1q5QAVznjv/kWJf8Aron866Ouc8d/8ixL/wBdE/nWtH+JH1Mq
38NmZ8N/+Pe//wB9f5Gu2rifhv8A8e9//vr/ACNdtVYn+LInDfwkFFFFYG4UUUUAFFFFABRRRQAU
UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR
RQAUUUUAcZ8UMf8ACMJnr9oXH5GvLbMRqMtya9F+K12FsbK0BGXdpGHsOB/M15nGSMmmJmjLIgiO
AAK5ZG26o0nbmtae4/dkd6xnHz7vegRsGYYptv8APqMAXvIo/WqSy5XFT20hjmSQdUYMPwNAH0tS
1DaTi6tIZ1IIlRXGPcZqakUFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAZHir/AJFfUf8Ari1cb8Mv
+Qte/wDXAf8AoVdn4o/5FjUf+uDVxnwy/wCQvef9cB/6EKAPSaKKKACiiigAooooAKKKKAPHfD3P
jS1/6+j/ADNexV474b58ZWn/AF8n+texUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAYXjVN/hDUh
6RZ/IivDorbz5CD0r3Dxu/l+ENQ94wv5kV4lE5RjigTLI0qBRkgE1z2oQpHqkYVRtyM10BucIea5
+9O+5L9waZJpeRCyg7RioJYljYbRTYpsxjJo3FzQM+gfCI2+E9LH/Tuv8q2ax/CUiyeFNMZen2dR
+QxWxSKCiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiig
AooooAKKKKACiiigAooooAKKKKACkpaSgDh/iR93TvrJ/StnwR/yK9t/vN/6EaxviR93TvrJ/Stn
wT/yK9t/vN/6Ea65/wC7x9Tjh/vEvQ6CiiiuQ7ArL1sfuYj/ALX9K1KzdaGbVD6PQBX0Q/6RKPVf
61tVhaMcXrD1Q1u0AFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFACVzd8c30x/2q6WuXuTuuZT
/tmgDf08bbCEf7NWahtBi0iH+wKmoAK5zx3/AMixL/10T+ddHXOeO/8AkWJf+uifzrWj/Ej6mVb+
GzM+G/8Ax73/APvr/I121cT8N/8Aj3v/APfX+RrtqrE/xZE4b+EgooorA3CiiigAooooAKKKKACi
iigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACimNKiEB3VSemTjNOoAWio5Z4oFDTS
JGpOMscDNODqyBgQVIyD2xQA6imJKkmdjq2Ou05p1AC0UUlAC0VFLcwwnEsqIcZ+Y4qSgBaKKKAC
mswRSzHAAySe1OrA8bXsth4TvZYSVcqEyOwJwaAPL/GWtjW9dmmjbdAn7uL/AHR3/E5NYaD5TTGb
JqaJcrTJKNzkZ9KpuPlFXbsbSRVJz8tACRjmrUfGKghGTVjGKAPYvhpr39oaQdPmYGazACerR9vy
6flXbV4H4T1GbTvEdjLCcFpVjYZ4KscEV73SKFooooAKKKKACiiigAooooAKKKKACiiigDK8T/8A
Is6j/wBcG/lXE/DL/kM3f/XD/wBmFdv4l58Naj/1wb+VcR8M/wDkNXf/AF7/APswoA9LooooAKKK
KACiiigAoopD0oA8e8Mc+MrP/r4b+texV494W58ZWf8A13b+Rr2GgAooooAKKKKACiiigAooooAK
KKKACiio55kt4JJpThI1LMfQAZNAHCfFHVfLtLbTo25lJkkHsOn6/wAq8xXrV/XNWk1jVbi7kJ/e
MSoP8K9h+VUohkmmiWQXDFRWfIuQxrQuQRnNUD900AMjJ4FWY6rxj5qsqMUAexfC/WRd6G2nyMPN
tD8o7lD/APXzXcV4D4Z1yTQNXhvUG5V+WRf7yHqK97hlWeFJYzlHUMp9QeRSKH0UUUAFFFFABRRR
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAUlLSUAcP8AEj7unfWT+lbPgj/kV7b/AHm/9CNY3xI+7p31k/pWz4I/5Fe2/wB5v/QjXXP/
AHaPqccP94l6HQUUUVyHYFUNZGbL6OKv1S1YZsH9iP50AZukHF+PdTW/XPaUcahH9D/KuhoAKKKK
ACiiigAooooAKKKKACiiigAooooAKKKKAENcrIdzufUmupc4Rj7Vyo5b6mgDqYRiFB6KKfSLwoHt
S0AFc547/wCRYl/66J/OujrnPHf/ACLEv/XRP51rR/iR9TKt/DZmfDf/AI97/wD31/ka7auJ+HH/
AB73/wDvr/I121Vif4rJw38JBRRRWBuFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUU
UUAFFFFABRRRQAUUUUAc14rt555rYwQGXakmflzjgfr6VDcz38cE4jkvUZFQWypHkMuBkscda6ui
gDi9RbUJ7BfO+1tdrNuMQiyigdCDirn2jVDtB8/zMRiKPy/3bqQN2444PX0rpZWZYnaNdzgEgZxk
1lRa8kotCECiZGkly3+qC9c/jxQBm2tvcW5RLdJIBJfSByiY+Tt26VDe3WrLahkkvRd+YfMjWL5F
HOMHFbja5auE8qXaxdVIkRgSD0IH9alTWrJ95EjbFBJkKEIcdcHpQBhXM2rQOVWe6dBHHJxHksSO
VBA4qWSTVGklkWW5QC5jRUKAjYQMnp2rcs9Ttr8stu5LKASpBBwehxVugDib9dTuJZbeQ3MkUbEK
2z72HGOceldlEnlxKu5mwANzdT9akooArMbzcdi2+3PGWOf5Umb7+5bf99N/hVqigCrm+/uW3/fT
f4Vi+NLea68GX6yBA6KJMISRgEHvXSVXv4RcafcQkBvMiZcHvkUAfPIGatxL8lRLGUcow5U4NW41
+SmSY99kNVBzxWjqeN1ZjcigCe35NWiOKrWvWrjL8tAFvQUZ9f05FGSbmP8A9CFfQ9eD+CIhL4z0
xW6CXd+QJr3ikNBRRRQMKKKKACikooAWikzS0AFFJmloAKKKSgDN8Sf8i3qH/XBv5Vw3wz/5Dl1/
17/+zCu68Rc+HdQ/64P/ACrhPhn/AMh25/69v/ZhQB6bRRRQAUUUUAFFFFABSN90/Slpr/cb6UAe
QeE+fGVn/wBdm/k1ew14/wCERnxlZ/8AXV/5NXsFABRRRQAUUUUAFFFFABRRRQAUVDNK6YEcTSE+
hAA+pqPbdSdXjiHoo3H8z/hQBZJxWfq0qT6NqEcTq7i3fIU5/hNWPsMbNulZ5T/ttkfl0qYRIqFA
ihTxgDAoA+chVq3WpNTszZatd2p6wzMn5GlhSmSUL3oazWPBrV1FPlJrIY8GgB0PLVbxVS3Pzir+
OKAGA4U19FaR/wAgax/694//AEEV864r6QtIxDZwRr0SNVH4CkMmooooGFFFFABRRRQAUUUUAFFF
FABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUlLS
UAcP8SPu6d9ZP6Vs+CP+RXtv95v/AEI1jfEj7un/AFk/pVTQfGcGj6TFZyWksjITllYAHJzXdySn
h4qK6nDzxhiG5M9EorjP+Fj2v/PhP/32KP8AhY9r/wA+E/8A32Kw+rVf5Tf6zS/mOzqpqYzp8v0H
865f/hY9r/z4T/8AfYqK5+INtPbvGLGYFhjO8UfVqv8AKH1ml/MaumnGoRfX+ldHXnNt4xgguI5T
aykKc4DCtP8A4WPa/wDPhP8A99ij6tV/lD6zS7nZ0Vxn/Cx7X/nwn/77FH/Cx7X/AJ8J/wDvsUfV
qv8AKH1ml/MdnRXGf8LHtf8Anwn/AO+xR/wse1/58J/++xR9Xq/yh9ZpfzHZ0Vxn/Cx7X/nwn/77
FFH1ar/KH1ml/Mb/APwkukf9BC3/AO+6P+El0j/oIW//AH3XH/8ACur7/n7tvyNH/Cur7/n7tvyN
aeyofzmXta/8p2H/AAkukf8AQQt/++6P+El0j/oIW/8A33XH/wDCur7/AJ+7b8jR/wAK6vv+fu2/
I0eyofzh7Wv/ACnYf8JLpH/QQt/++6P+El0j/oIW/wD33XH/APCur7/n7tvyNH/Cur7/AJ+7b8jR
7Kh/OHta/wDKdh/wkukf9BC3/wC+6P8AhJdI/wCghb/991x//Cur7/n7tvyNH/Cur7/n7tvyNHsq
H84e1r/ynWy+JNJMTgahb52nHz1gRatYeambuEDIz81Z03w/vYYnkN3bkKM8A1Ti8I3MsqotxDlj
gcGmqVD+cPa1/wCU7/8A4SXSP+ghb/8AfdH/AAkukf8AQQt/++64/wD4V1ff8/dt+Ro/4V1ff8/d
t+Rpeyofzh7Wv/Kdh/wkukf9BG3/AO+6w/GGtafe+H5Yba7hlkLqQqtk9ay/+FdX3/P3bfkaP+Fd
X3/P3bfkaqEKEZKXOTOdeUXHlL3w3/497/8A31/ka7auf8K+H59AiuVuJY5DKwI2A8YHvW/XPXkp
VG0dFCLjTSYtFFFZGwUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAUUUUAJWVD4etY5Lxizut0CpU9FBOSB+Na1FAGMfDsUjI81xLLIhUKzAcKvReKkTQ0W2e1N
zM1oylRCcYUH3xnitWigCjp2lx6cG2vvZgBuKKpx6cCr1FFABRRRQAUUUUAFJS0lAHh/iGzFl4n1
C3UYUTFh9Dz/AFqsq4U1t+PLc2/jK4Yj5Z0SRfyx/MVj4wlMkwdUPz4rKJ4rT1U/vDWUTQBeseWr
RYcVmWDYetTqlAHSfDa1+0eMoXxkQRPJ+mB/OvZZHZFyqFz6Agfzry74TRA6zqEmOVgVQfq3/wBa
vVKQ0QedL/z7P/30v+NHnS/8+z/99L/jU9FAyETSkgG3cA99y8frUtLRQBxcmpXkd1eqsshW7laG
D5j8jBgOPTg0/Tteu4tNmjd0aePYId+S0hLEH611vkR5B8tODkfKOD60CCIEERoCvQ7RxQBylnql
3Y2UUaGNhLJKd8nAXB6ZJ71sXupSwaALh0C3MqhURTnLngY/nWmYIym0xoVznG0YzTmjVsblBxyM
jpQBxcV3dW13a2lz9oeRJxKnm8M42nI/OrF14mvIbe3lSS0ZpslowpzH7HmuraJGcOyKWXoxHIpp
toSSTFGSTk5UUAYB1jUFkcE2zBbpbf7hGdw69aS21+7bUUt7hrcKJjCSiksxB9M8D35rofJj/uL1
z0HX1oEMYbcI0Ddc7RmgCl4g58Pah/1wf+VcF8NDjXrj3tj/AOhCu+1//kX7/wD64P8AyrgPhr/y
ME3/AF7n+YoA9PooooAKKKKACiiigApsn+rb6GnUyX/VP/umgDyPwf8A8jlZ/wDXR/8A0Fq9fryD
wbz4xs/99/8A0Fq9foAw9d1mfTbuKKERnfGWAZSSzZwFGOmakl8QxwwyStaztHCwSR1xtVu469s9
atX2kWuoyB7lWZghQENjAzn86im8P2c+8OJdrkFlEhAYjuR60AZuqeI3S1guLZJo4HkI80op3qM5
wD/Wr39uxEBVWTbuWIzFRtVyOARnPem3Xh7TTAfPMiQIS23zSFT1wO1SjTdOFzE2fnch0TzPlcgc
Njucd6AK1lrkvlRG6QSPNK8aCJcbdvUnJpbjxTBbwRzta3Hkyk+W+BhgO/WrQ02ytWtwdwKyMYwS
Tlm65qKXwzp8yBHE2xSSqeYcL9B2oAa3iWFJPKe2uFkyBtIAwCMg5zinN4hiEpT7NcECbyAwAwX7
DrUs+hWdzI7yiQmQKHAcgMBwART10a1XbhWG2f7QPm/j/wAKAMe88SO0qLZiVX3qrxsq8fNgjPr2
rpVJKgkYJHQ9qzP+EdsfPMu195fefnPXO7+datABSUtJQB4z44svsnjC844mxKPxHP61lRLiuv8A
ijAq6xp8w6yRMh/A/wD165NBhaZLMvUzhTWKW61s6seKwietAFm1OZBWnt+Wsq0P74VsLgrQA/S7
X7XrFnb4z5s6KR7ZFfRHCj0Arw3wTb/aPGenJ2WQyH/gIJr3FlDqVYAg9QaRSDev94fnRvX+8Pzq
L7Hb/wDPCL/vkUfY7f8A54Rf98igCXev94fnS1D9jt/+eEX/AHyKmAAGB0oAyZ9bFvrq2Dx/IU3e
ZnocE4x+FRaV4lhvzIssZidcsAMnKgZzUt/4fi1CWeR5nRpQuCoHy7fT65qP/hGYVneaG4kiZl2f
KBgLtwRQAWniW3mlujISkEZXy32H5sj+ftWna3sF7CZYHDIDg9sH3rO/4Rm2EMkYd9rMjLkA7Sow
PrVqPTFi0+W1jk2GQENIqAHn2HFAGY3igtFdtHbgeWu+EseJVDbSavSeILGBWMkjfJgMVQkBvTPr
Ve48KWU1vFHEXhaMYLryWHvmnT+HElgkt0upY4JH8wxgAjd9ev4UASDxJp5APmSYK78+W33c4z9K
efEOnh9nnMXJAChGyfcDHIqJfD0SQtGJnw1t9mzgdM5z9abceHIrmXebiRf3aR8KM4XoQexoA2Qd
wBHQ0tNRdiBck4GMmnUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR
RQAUlLRQBl6xoFnrgh+2eZ+6zt2Njr/+qs3/AIQDR/8Ap4/7+V01FaRqzirJmcqUJO7RzP8AwgOj
/wDTx/38o/4QHR/+nj/v5XTUU/b1P5hewp/ynM/8IDo//Tx/38qK48CaTFbyOon3KpI/eV1dQ3Qz
aSj/AGD/ACo9vU/mD2FP+U4WDwtp8k8asJcMwBw9bX/CA6P6XH/fymW5xcRf7w/nXU0e3qfzB7Cn
2OZ/4QHR/wDp4/7+Uf8ACA6P/wBPH/fyumoo9vU/mD2FP+U5n/hAdH/6eP8Av5R/wgOj/wDTx/38
rpqKPb1P5g9hT/lOZ/4QHR/+nj/v5RXTUUe3qfzB7Cn/AChRRRWRqFFFFABRRRQAUUUUAVdROLCb
/drEsBm+h/3q2dVONPk98fzrJ0sZ1CL2yf0oA6GloooASilooAKKKKACiiigAooooAKKKKACiiig
AooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAC
iiigAooooA82+KFvt1TTbns6NGT9Dn+tcmeENd18U4S2nafN2jmKn8R/9auFb/V/hTRLOb1Y/PWV
mtXVz89Y+eaBF6yPz1sgfu6xLL/WCt1RmOgZ3/wjiGdVl7gxr/6Ea9Jrz34SRkWWpydmlQD8Af8A
GvQqRQUUUUAFFFFABRRRQAUUUUAFFFFABRRRQBn67zoN/wD9cH/ka8++G3/Iwy/9e5/mK9C1z/kB
X/8A1wf+Rrzz4b/8jE//AF7t/MUAepUUUUAFFFFABRRRQAUyb/Uv/umn1HP/AKiT/dP8qAPJfBfP
jC0/3n/9BNevV5F4I58X2n/A/wD0E167QAUUUUAMmjWaF43GVdSpHsa5m1sNT8uY7Ck1rAYLZj/F
zyw/DArqaKAOXEOq/aYjALpbfzFwJmywO05J/wBnOKkjh1H+z5BGt4L/AMv53kcFCc87efTpiuko
oAytEhuokkNxJMykjasq4IPfuTWrRRQAUUUUAFFFFAHBfFO2LWOn3IH+rlKk+xH/ANauGQfLXqHx
ChEvg+6PeNkcfnj+teXx8xA+1NEsxtY6GsEnmt3WPumufJ+agCzanEorbjyY6wrY/vBW9AP3YoA6
b4brnxrCSPuwyH9K9lryH4ZR7vFzt/ct2/UivXqRQUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUU
UAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQ
AVHOMwSD1U/yqSmuMow9jQBy8XEqf7wrqq5ROGX6iuqHSgBaKKKACiiigAooooAKKKKACiiigAoo
ooAKKKKAKGsHFifdhWfpAzfj2U1d1s4tUHq9VNGGbxj6IaAN2iiigAooooAKKKKACiiigAooooAK
KKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoo
ooAKKKKACiiigAooooA5H4lxb/Cu/wD55zo38xXmwObcH1Fep+P4/M8HXv8As7W/8eFeURNmyX6U
0SzntXb95WOTzWpq7fvTWTu60CL9if3orfT/AFX4Vztj/rBXRR/8e5oGeo/CqPb4anf+/ct+gFdv
XJfDJNvg6I/3pZD+tdbSKCiiigAooooAKKKKACiiigAooooAKKKKAKOtc6Hff9cH/wDQTXnXw4P/
ABUjf9e7fzFejaz/AMgW+/64P/6Ca84+HP8AyMv/AG7t/SgD1SiiigAooooAKKKKACo7j/j3l/3D
/KpKiuf+PaX/AHD/ACoA8o8Dc+LrX6P/AOgmvXK8k8Cc+Lrb/df/ANBNet0AFFFFABRRRQAUUUUA
FFFFABRRRQAUUUUAYfjSPzfCGpL6RbvyINeR2xzbj6V7VrcQm0O+jIyGgf8A9BNeI2LZtiM8g00J
mTrB+UiufY/NW7rJxmsAnmgksWx/eL9a6K3/ANWK5u2P7xfrXSWvMf0oGdv8Ko92u6hJ/cgA/Nv/
AK1ep15v8Jovn1Wb3jT+Zr0ikUFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFF
FFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFIehpaQ0Acp0b8
a6tfuj6Vyr8O31NdTH/q1+goAdRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQBla4f3UI/2jUWi
D/SJT6L/AFp+uHmEfWjQxzMfoKANeiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKA
CiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAx
PGMfm+EtSX/pln8iDXjULf6F9K9t8Rp5nhzUV9bd/wCVeH25/wBFkHpTQmc9qRy5JrLzzWhqZ/eG
szvQSX7M/vBXRxn/AEYn26VzNmcOK6NGzZk45xQNHsnw6Tb4Lsv9ouf/AB411Fc74CXb4K033Rj/
AOPGuipFBRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAFPV+dGvf+uD/APoJrzb4dH/iph7wP/SvStW5
0i8/64P/AOgmvNPh2f8AiqE/64P/AEoA9WooooAKKKKACiiigAqK6/49Jv8Acb+VS1Dd/wDHnP8A
9c2/lQB5X4CGfFtv/uSfyr1qvJvAPPi2D/rnJ/KvWaACiiigAooooAKKKKACiiigAooooAKKKKAI
L1d9jcL6xsP0rwey+VZl9Gr32Qbo2X1BFeBRjbdXKf7Z/nTQmYmrvuYisI9TWzqxw7ViMctQSWbY
/OK6WyP7quXtm+cV09if3PB6CgZ6Z8Jh/wAS/U29Z1H/AI7XoFcH8Jh/xJL1vW4/oK7ykUFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFF
FFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAHKS/6x/8AeNdRCcwof9kVzE/+uk/3j/Oultjm2iP+
wP5UAS0UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAYuuH99EP9k1NoY/dSn/aFV9aObxR6JVrR
B/ozn1f+lAGlRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAUtaG7RL4etu/8A6Ca8
HgP7mUV71qo3aReD1gf/ANBNeCQ9JBTQmc1qJ/ems81e1E/vmFUKCS3anDiuhib/AEMj2rnLY/PX
QRH/AEP60DR7v4LXZ4P0sf8ATEH9TW5WP4TGPCel/wDXsn8q2KRQUUUUAFFFFABRRRQAUUUUAFFF
FABRRRQBV1TnSbz/AK4P/wCgmvMvh3/yNMf/AFwf+lem6n/yC7v/AK4v/wCgmvMfh5/yNMX/AFxf
+lAHrFFFFABRRRQAUUUUAFQXv/HlP/1zb+VT1Bff8eFx/wBcm/lQB5b8Px/xVkP/AFyk/lXrNeT/
AA+/5GuH/rk/8q9YoAKKKKACiiigAooooAKKKKACiiigAooooAK8DuBs1m8X0lcf+PGvfK8I1hPK
8T6gnpO/8zTQmcrq5+dhWMeta+sHErfWscnmgkmtzhxXSaew8hs+lc1AfmFdDYH9y30oGet/Cf8A
5F65/wCvg/yFd1XDfCj/AJF24/6+D/IV3NIoKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKS
gDl7ni4l/wB810doc2cP+4P5Vzt0P9Km/wB810NlzZQ/7goAnooooAKKKKACiiigAooooAKKKKAC
iiigAooooAwNXOb8+yir+jDFln1c1naoc6hJ7Y/lWppQxp8fuT/OgC7RRRQAUUUUAFFFFABRRRQA
UUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABR
RRQAUUUUAFFFFABRRRQAUUUUAV78Z0+5HrE38jXz/Hw8o96+grsbrOYesbfyr59OFuJR700JnM6n
xO31qhnrWhqv+vas0HrQSWbc/OK6JBizWuct+ZBXRg/6GtA0e/eFePCumf8AXsn8q1qy/DK7fDOm
j0tk/lWpSKCiiigAooooAKKKKACiiigAooooAKKKKAK2o/8AIMuv+uL/AMjXl/w9/wCRqh/64v8A
yFeo6h/yDbr/AK5P/I15d8Pv+Rqg/wCuT/yoA9ZooooAKKKKACiiigAqvf8A/IPuf+uTfyNWKr6h
/wAg65/65P8AyNAHl/w9/wCRqi/64v8AyFesV5R8PP8AkaI/+uL/ANK9XoAKKKKACiiigAooooAK
KKKACiiigAooooAK8K8R/L4t1H3nf+de614X4o+Xxbf/APXZv50ITOO1r/XtWQetbOtj96axM84p
kk0J+cV0Nj/x7Ma5yI/MK6Oy4s2oA9h+FS48LO3964b+Qrtq474Wrjwch9Z3P8q7GkWFFFFABRRR
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFA
BRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAHMXnF5N/vmt+w/48Yf8AdFYN7xezf7xrd0//AI8If92g
CzRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQBzeoHN/N/vYra00Y0+H6VhXZ3Xcx/2zW/YjFjC
P9kUAWKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKAC
iiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKZJKkSF5HVFHVmOBVXVr7+zNKurzZvMEZc
LnGcV4dq/iPUdZuXkvp3IJysQOEX6CgD2SXxfocEhSTUodw64BI/MCmf8Jr4f/6CUf8A3y3+FeGG
4P8AeppuD/e/WgVz2vUfHmhw2EzRXizybSFjVWyxx9K8ZG+SaSTHysxNVJbk4PzVWi1CWAkBjtPa
mJlHVj/pDYrNB61sXECXjbvMCk+tVxpJGf3qHI9aBFa1b94K6NgfsS4H41jR2IgIZpVOPSrrai7R
CBOEHfFAz3Dwz450T+wbOK4u/s80MSxujqeoGMjA6VrDxroB/wCYlH/3y3+FeAW9wY161OLo+p/O
kO576ni3Q3+7qdv+LY/nV611Kzvh/ol1DNj/AJ5uDXzr9pPrT4b+W3lWSCaSKQdGRiCKBn0jRXGf
DnxHfa9YXCX+Ha1KqJf4nznr+VdnQAUUUUAFFFFABRRRQAUUUUAV7/8A5B9z/wBcm/ka8t+H/wDy
NVt/1yf+Vep3v/Hhcf8AXJv5V5X4B48V23/XN/8A0GgD1uiiigAooooAKKKKACq2o/8AIMuv+uL/
AMjVmqupf8gu7/64v/6CaAPMvh3/AMjOn/XB/wCler15T8Ov+RmX/rg39K9WoAKKKKACiiigAooo
oAKKKKACiiuF8S/EmDTriWz0yMT3EZ2tK33FPcD1IoA7qivFZ/iBrszbvtxT2jQAVA3jnXP+glP+
n+FAXPcK8I8WzK3i6+MbBlMrYI6HmifxprUsTI+pXBVhgjdjisFL6ITHzwTnvTQmyhrRIf61iZy1
bWrKZyWiBK1jiCTfgoaBDoT84ro7RsWbVzkUMgcfIa6G2ngisisxO49AKAPbPheyt4Kt9rAnzJNw
B6fN3rr6+ctF1++0ov8AYbuW3VvvBGxmtoeO9cHTUpj9cf4UhnudFeJJ8QdeTpfsfqin+lWbf4m6
5DIpklhmUHlWiAz+IoGeyUVzXhbxrZeJcwqpgvEXLRMfvDuVPcV0tABRRRQAUUUUAFFFFABRRRQA
UUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABR
RRQAUUUUAc1f8X03+9W5p3/HhD/u1iah/wAf83+9W1p3/HhD/u0AWqKKKACiiigAooooAKKKKACi
iigAooooAKKKQ9KAOWnOZpD6sa6W3GLaIeiD+Vcy3Lt7k11MYxGo9AKAHUUUUAFFFFABRRRQAUUU
UAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQ
AUUUUAFFFFABRRRQBV1KyXUtOuLORiqzxlCw6jPevDvEnhrUPDU4S7jElu5PlzLyrD39D7V73Uc0
EdxC0U0aSRuMMrjIP4UAfNDlSPlJB9DULMwr1zxF8JbS8/e6JMLOTvFJloz9O4rzLW/C2s6DMyXt
lKqjpKi7kI9cimKxmNk1GyetRm4dfQj3o+3L/FF+RoEOEdP2GkW9tz1yPrT/ALXbno4zQBF5RpVi
welO+224/ipp1CP+FGNAEwBFOBNVTdu33VCirmnWF/qswjsbaa5cnGIkJ59/SgYD/aOBV3T7O41G
7S2sIHlmc4AUZP8A9YV22hfCC6lZJdbukgjIyYYfmf6Fug/DNelaL4e07w/btDptssSscs2cs31J
5pDMrwL4Ym8NaXKl1IrXFw4d1XkLgYAz3rqKKKACiiigAooooAKKKKACiiigCG8/48p/+ubfyryn
wHx4stf91/8A0E16vdf8ek3+438q8o8C8eLbX6P/AOgmgD1yiiigAooooAKKKKACqmqf8gm8/wCu
D/8AoJq3VPVjjSL3/rg//oJoA82+HP8AyMo/64N/SvVa8r+HP/Iy/wDbBv6V6pQAUUUUAFFFFABR
RRQAUUUUAFfPmv272uuXkVxE8MnnO2GGMgkkGvoOsfxB4Z0/xHaGG9jw4+5MgAdPofT2oA8AYsuS
OR6ioTOa6zxH8O9X0QyTWqG9s158yMfMB7r/AIVxjykZDDkdaZI95SRVZ1LHNO8+PvkU4NG/3XFA
EayyL0Y49Kk8+Q46flTxDn0pfKoAgaaQ57fQVFhmPJNWxFS+Wo5OBQAxDtAqUSGomliXguM+1IJl
PTNAycSGpAGx8x2+3eksLW71K5W3sbeSeZjgJGuT/wDWr0Pwz8KrqSZZ9fYQxKQRAjBmf6kcAfSk
Az4UWUkmvT3gjbyYoChfHG4kcZ9cA165UFpZ29hbpBaQpDCgwqIMAVPQMKKKKACiiigAooooAKKK
KACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoooo
AKKKKACiiigDm9R/4/5vr/StrTf+QfD9KxtR/wCQhN9f6Vs6b/yD4fp/WgC1RRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABTZDiNj6A06org7baU+in+VAHMryw9zXVDoK5aEZljHqwrqqACiiigAooooAK
KKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAoo
ooAKKKKACiiigAooooAKKKKACiiigApGUMpVgCDwQe9LRQBzup+AfDmrMz3OlwrIw/1kWYz+lclq
XwQ02cMdO1G5t27LKokX+hr0+igDxWT4FagB+71i1J9GiYVy+tfD6+8P6gLa5uraR9m8GMNjBz6/
SvpKvLfiR/yMa/8AXuv8zQKxzlh8EtVu7aKd9Tso0lQOAFZjgjNa1l8C3WUfbdZUx+kMPJ/M16lo
/wDyBbH/AK4J/wCgirtAzidP+EvhmyA823mu29ZpDj8hiutsdPtNMt1gsbeK3iXokagCrNFACUtF
FABRRRQAUUUUAFFFFABRRRQAUUUUAR3HNtL/ALh/lXk3gf8A5G+0/wCB/wDoJr1mf/USf7p/lXk3
gnjxfafV/wD0E0Aeu0UUUAFFFFABRRRQAVS1j/kDXv8A1wf/ANBNXao60caJff8AXu//AKCaAPOv
hx/yMh/692/mK9Try34b/wDIxv8A9e7fzFepUAFFFFABRRRQAUUUUAFFFFABRRRQAlYOueCtE8QI
ftlmqy9pofkf8x1/Gt+igDyTWfgo2S+jaiCP+edyOf8Avof4VyGpfC7xRYE40/7Sv963cP8Ap1r6
KooCx8oz6Vqtk5SayvImHZoWH9KksdPv7x3G94dmD+9UjP0r6prg/ih/qtO/3n/kKBWPDbyzvba6
aL97LgA7o1JHNS2Wg6xqLhbbTr2YnptibH54r6E+H3/IqQ/9dJP/AEKumoCx8/6d8JvE13Hukt4b
Uek8uD+QzXaaH8GrK3RZNau5LmTOfLhOxPoT1P6V6ZRQMqWGl2WlwiKxtYbdAMYjQD8/WrVLRQAU
UUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRR
RQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQBzmo/8hCb6/wBK2dN/5B8X0/rWLqP/ACEJvr/StrTf
+QfD9P60AWqKKKACiiigAooooAKKKKACiiigAooooAKr3xxZTf7pqxVXUTiwm/3aAMK0G68hH+2K
6eub08Zv4f8AerpKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACvLfiP/
AMjGv/Xuv8zXqVeW/Ef/AJGNf+vdf5mgD0XR/wDkC2P/AFwT/wBBFXapaP8A8gWx/wCuCf8AoIq7
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAMl5if/dNeSeC+PF9p/vP/AOgmvXH+430ryPwb
/wAjhaf77/yNAHr1FFFABRRRQAUUUUAFUNc40K//AOvd/wD0E1frP1440DUP+vd//QTQB598N/8A
kYpP+vdv5ivUa8v+Gw/4qGX/AK9z/MV6hQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFcF8
UP8AU6d/vv8AyFd7XBfFD/U6d/vv/IUAa/w+/wCRUh/66Sf+hV01cz8Pv+RUh/66Sf8AoVdNQAUU
UUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRR
QAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFJS0UAc3qP/H/ADfX+lbWm/8AIPh+lYuof8f8
3+9W1p3/ACD4f92gC1RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABVPVTjT5PfA/WrlUNYP+gn3YUAZ
mmDOoR/j/Kuirn9JGdQT6GugoAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKK
KKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooo
oAK8t+I//Ixr/wBe6/zNepV5b8SP+RjX/r3X+ZoA9F0f/kC2P/XBP/QRV2sHS/EWkxaTZxyajbK6
woGBkGQcCrX/AAkuj/8AQTtf+/goA1KKy/8AhJdH/wCgna/9/BR/wkuj/wDQTtf+/goA1KKy/wDh
JdH/AOgna/8AfwUf8JLo/wD0E7X/AL+CgDUorL/4SXR/+gna/wDfwUf8JLo//QTtf+/goA1KKy/+
El0f/oJ2v/fwUf8ACS6P/wBBO1/7+CgDUorL/wCEl0f/AKCdr/38FH/CS6P/ANBO1/7+CgDUorL/
AOEl0f8A6Cdr/wB/BR/wkuj/APQTtf8Av4KANSisv/hJdH/6Cdr/AN/BR/wkuj/9BO1/7+CgDTPI
NeQ+D/8AkcbT/ro/8jXpf/CS6N/0E7X/AL+CvNPCB/4rG0IPBkfH5GgD1+iiigAooooAKKKKACs7
xBx4e1H/AK9pP/QTWjWb4i48Oaj/ANe0n/oJoA4L4bf8jBN/17n+Yr0+vKfAN9bWGtTSXc8cKGAg
M5wCcivQv+El0f8A6Cdr/wB/BQBqUVl/8JLo/wD0E7X/AL+Cj/hJdH/6Cdr/AN/BQBqUVl/8JLo/
/QTtf+/go/4SXR/+gna/9/BQBqUVl/8ACS6P/wBBO1/7+Cj/AISXR/8AoJ2v/fwUAalFZf8Awkuj
/wDQTtf+/go/4SXR/wDoJ2v/AH8FAGpRWX/wkuj/APQTtf8Av4KP+El0f/oJ2v8A38FAGpRWX/wk
uj/9BO1/7+Cj/hJdH/6Cdr/38FAGpRWX/wAJLo//AEE7X/v4KP8AhJdH/wCgna/9/BQBqVwXxQ/1
Onf77/yFdT/wkuj/APQTtf8Av4K4z4h6nZajFYCzuopyjPu8ts44FAHQ/D7/AJFSH/rpJ/6FXTVz
Pw+/5FSH/rpJ/wChV01ABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUU
UUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUlAHN3//AB/T
f71bmn/8eEP+7WFe/wDH7N/vmt6w/wCPGH/doAsUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAVna1/
x5r/AL4rRrN1v/j1T/foAp6OP9PHsprerC0Yf6Yx9ErdoAKKKKACiiigAooooAKKKKACiiigAooo
oAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiig
AooooAKKKKACiiigAooooAK4zxX4Ovde1dbq2nt0QRBMSE5yCfQe9dnRQB5l/wAK01T/AJ+rP82/
wo/4Vpqn/P1Z/m3+Fem0UAeZf8K01T/n6s/zb/Cj/hWmqf8AP1Z/m3+FemZooA8z/wCFaap/z9Wf
5t/hR/wrTVP+fqz/ADb/AAr02koA8z/4Vpqn/P1Z/m3+FH/CtNU/5+rP82/wr02igDzL/hWmqf8A
P1Z/m3+FH/CtNU/5+rP82/wr02koA8z/AOFaap/z9Wf5t/hR/wAK01T/AJ+rP82/wr0zNGaAPM/+
Faap/wA/Vn+bf4Uf8K01T/n6s/zb/CvTaKAPMv8AhWmqf8/Vn+bf4Uf8K01T/n6s/wA2/wAK9MzR
mgDzP/hWmqf8/Vn+bf4VoaD4E1DStbtrya4tmjiYlghbJ4I9K7yjNABS0lGaAFooooAKKKTNAC1T
1a0kv9Ju7WIqrzRMilugJGKt0UAeZ/8ACtNU/wCfqz/Nv8KP+Faap/z9Wf5t/hXptJQB5n/wrTVP
+fqz/Nv8KP8AhWmqf8/Vn+bf4V6ZRmgDzP8A4Vpqn/P1Z/m3+FH/AArTVP8An6s/zb/CvTaKAPMv
+Faap/z9Wf5t/hR/wrTVP+fqz/Nv8K9MozQB5n/wrTVP+fqz/Nv8KP8AhWmqf8/Vn+bf4V6bRQB5
l/wrTVP+fqz/ADb/AAo/4Vpqn/P1Z/m3+FemZpaAPMv+Faap/wA/Vn+bf4Uf8K01T/n6s/zb/CvT
M0tAHmX/AArTVP8An6s/zb/Cj/hWmqf8/Vn+bf4V6bRQB5l/wrTVP+fqz/Nv8KP+Faap/wA/Vn+b
f4V6bRQBj+F9Im0TRY7O4dHkV2YlM45Oe9bFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQ
AUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAcxdnN3Mf8AbNdBZcWUP+4K525ObiU/7Z/nXR2gxaQj/YFAE1FFFABRRRQAUUUUAFFF
FABRRRQAUUUUAFZut/8AHtH/AL/9K0qzNb/494/97+lAFfRP+PqT/c/rW3WJon/HzJ/uf1rboAKK
KKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooo
oAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigDlfiLYyXXhG8uYb+
8s5bKN7hGtpNhchTw3tWDoesv4T8F6PIHv8AWtV1wJJBbzTZO9kBYBj91B/Wu28RabJrPh3UNOhd
Y5LqB4lduikjGTXO3vgi6l8O6BFZ30dvrGhoggnK7o2IUKwI67TigCMfEKexh1SHXNGks9TsLX7W
LeOUSLNHnGVYehPNYfiTxfrGs/C/UL9NNW1BMYWe3vVcBCQSwI5yDgEe9btl4S117y/1nU9Ss21u
e1+y2/lQkwQJnPQ8tk+tZVv8M9SOgeILae7sIbnV/LxFaxstvFtOSQOuT7UAXrn4gXdiLDTI9Ntz
qz2qz3EdxfJFHCvQZc/eY9cD1ps3xTRPDkeow6Y0tyL4WE1qswO2Qgn5WGQwOOKl8QeAbi71eHVt
NXS57oWy288GoweZE+3ow7hh/KkufAF3caBptn5umw3VvqEd5O1tbeTG4XPygDqcHGTQBpeG/F15
quv32jatpR06+tY1mCiYSK0bdOR35Fcx8UvEOpaT4o0X+zXm8qyja9uo43IDxh1B3DuMA9fWuvtf
Ds8Hj6919pozBcWaW6xAHcCCDk9scVWv/Bzap4svtSvJY2tLnTDYLEAdy7jlm9KAOS17xfdS/FbR
1tLmRdIgkht5djEI7zKWG4dDwR+VN0XXbnTvFfi/Xdat7gW9gxTi73KnQLGE6Etxz2rQs/hdc2fg
2PTFvYG1FdQS9NyQ207OAPXpV7UfCCQaX4ufUzJcW2qyCdUtIy0sYUcEA9SDg49qAGL8QdatptKG
q+GTaQapcJDBKLoNtDdNwxkHBzitjx/rt5oPhvzNOKreXM8drC7DIRnON34c15raX+peJtb8N6fH
qx1NLC8jkZEsHh8pE/ilZuN2BjA461634m8P23ifQ5tNumeNXIZJE+9G4OVYfSgDmY/h3qFr5N3a
+LNWGqKwaSWZ/Mik55HlntWN4uW8g8eK2sazqWmWEyxrp13bN+4jkGN6yL0yeev8q2YvD3juXybO
78T2qWcTDNxBBi4kA7HPH+e9Hivwd4i124vLa31uA6RfhBLBcxbmg2/888etAHZG+tYpktpLuETs
BtjaRQ7fQe9eIeJPEV5F4n1eX+19RTUbbUEiszBJ/occeRkSdgcda9gj8KaQLizuprGKa8s40jiu
ZFzIAgwpzXGXnw514pqWlWOr2aaFqVybiVZISZkyQSAeh6etAHpMZJiQkqSQMleh+lefWniQ6P4v
8cXeo3E72Nglu6RbiQuU6KOgJOK7O8sLkaC9lpd0LW5WERwzum/YQMAkd65Kw+Ht5d2PiEeJb6Ga
81oRrI9qmFjEY+UgHvnB/CgCey8eajHf6emv6E2m2epuI7W4+0LJ8x5VXH8JNSyfECO10nXLi8tD
FeaVc/ZzbK+4zM3+rIOP4s+naqtt4N1/Ub7TB4m1OzuLDSpFlhjtoirTOowrOT0x7VU1Dw/Brnxh
jljjkFvY28c972jkmBPlD3IBz+FAF5/HuoHxZHoUOiq06RxPcB7pUZd4BOwH74XPOPSuR1DWdTN3
49W+t7pLSLyixhvMNBggKF4P3hycD2rq/F3gnV/E+uQyfa9OisY5EkSXyCLqDb1CuOufel1PwFeX
y+LQl3br/bnk+VuB/d7MZ3fXHagCSTxjfLdw6N4d0h9Tu7e0iluWmuAixBlBALHqxFUPFuvXaN4Q
vdRil0jdqObqF5hhVA53EHBHers/g/XNM1dtU8M39lFcXNvHBeQ3cbGNyigB1I5zUuteDL/xFa6F
HrF3a3b2Nx5t3mIosyngqAPbigDX8MeIJ/EtrNfCxe2sGci0kkb550H8e3+EHtXPa4dR8V+OJvDl
vqM+nadY26T3L2zbZZi3RQ3YVueFtB1Dw4J7BrxLrSUObIPnzoV/uE9CB2qp4k8I3t3rUWu+HdQG
n6tHH5LmRd0U6dgw9vWgDG8O3elaFrdxBY+MpdRiMbKunXMnmP5q5PD9uh4qjN4uufE9v4c1C60+
5sLS41SKO2aC8wZG+YNuGPugjp3rW0f4f3v9sSaxrk+nterC8VvFZW4jiQuCC7cZY80tr8P72Dw7
4Y043luX0e+F1K4DYkXcxwvv83egBi/ELWbx9TOl+GGuoNMuHhnl+1BdwXrtGMk45xXYaFrFvr+i
2up2m4Q3Kb1DdR2IP0ORXmfhvS/FN4fEsei39rZ21xqk8ci3ULFlz1dD7g4/Cu20XS73w9LpOiae
gbSbS1c3FzIPmkcnhV54OSWPtQBj/Fy51G30HTV0i5lt7ubUY4kaNyuSQ2AfbOKyoPF8+veIvBxE
sltcedPBqForEASqnRh6dxXYeMPDc/iSHTEt5oojZ38V23mAncq54GO/NZd98PVk+I1j4nspo4VQ
lrqEg/vG2lQy++Dz9KAIrn4hag7391o/h+S+0jTpGjuLrz1RmK/eKL3ArqY9Tg1Xw0dRsZCYZ7Yy
xt0Iyv8AMVyMvgjxBYjUNO0LVrSDRtRkeSRZoi00G/74Qjg59666w0SHS/DcWkWZxFDb+SjN34xk
/U80AeO+ANav7rWtETTtW1e+u5HY6pb3BLwRxf3gT+H412t/8TZEv75dL063urOwkMc0k18kLyMv
3vLQ8tj9aND+Hl9oEug3dneW63ljG1ve/KdlzCWLAeuRnjNV7v4b31vqN62kDQ5ba9mM27UbPzZb
dicnYe49AaAEPiu3uPHdjq8dzMNKbQZLtkycDDHOV6bhjFPn+JmsWmlQardeF3j027kRbeU3SlsM
eCy4yMjpWlc+ARda3HM8lulh/ZT6fJFFHsJLHJZQOAOc4rGvPAPiy/0S20S41vT206zkjMJELCSV
VPyhz2wPSgDo5fG8NlceIYtSg+zto6LKPnz58bD5SOOCTxj1NZN18RtRi1LTdPi0JWvLu1S6eKW7
WPAY8IhYYZgOoqDxh4fg8SfEnRbVEkAjgMuoMoIVolYFEY9yWHSr/jrwdq3iuWOC3uNMSx2qMzwE
zQMDktGw9RxjpQB2yElQWGD3HpTqhtYTb2sUJdnMaKm9urYGMn3qagAooooAKKKKACiiigAooooA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAo
oooAKKKKACiiigAooooAKKKKACiikoA5ab/WyH/aP866aAYt4x6KP5VzD8u3uTXUxjEaj2FADqKK
KACiiigAooooAKKKKACiiigAooooAKzNb/1Ef+9/StOszW/+PeP/AHv6UAQaJ/x8yf7n9a2qxdE/
4+ZP9z+tbVABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFAB
RRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFFFFABRRRQAUUUUAFF
FFABRRRQAUUUUAFFFFABSUtFACYA7UtFFABRRRQAUUUUAFFFFABSYFLRQAUUUUAJS0UUAFFFFABS
UtFACYFGKWigApKWigAooooAKKKKACiiigBMCloooAKKKKACiiigAooooAKKKKACiiigAooooAKK
KKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooo
oAKKKKACiiigAooooAKRvun6UtMmO2CQ+imgDlhy31NdWOAK5WIZkQerCuqoAWiiigAooooAKKKK
ACiiigAooooAKKKKACs3W/8Aj3j/AN7+laVZut/8eqf7/wDSgCton/H1J/uf1rbrD0U4vG90rcoA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAo
oooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACii
igAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKK
ACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooA
KKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACiiigAooooAKKKKACobw4s5
j/sGpqragcWM3+7QBz9sM3EQ/wBsfzrqa5qxG6+hH+1XS0AFFFFABRRRQAUUUUAf/9k
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | How to Toggle Speed Brakes with Momentary On Switch? |
Thanks Bob McC. I'm checking with Precise Flight if maintained input is
okay. Seems like it would be.
I didn't know that latching relays would toggle the switch without changing
the polarity at the coil. What does the relay symbol look like for that?
Does anyone know of a good source for a 24 VDC SPDT Bi-Stable/Latching
Relay?
Thanks again,
Valin
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: Friday, January 10, 2014 12:00 PM
Subject: RE: AeroElectric-List: How to Toggle Speed Brakes with Momentary On
Switch?
Valin;
Use the stick output to energize a bi-stable spdt relay. Each time the coil
is energized the relay switches and the opposite wire becomes energized.
(also referred to as a "latching relay") This assumes the speed brake
controller is happy with a maintained input.
Bob McC
_____
From: thorn(at)starflight.aero <mailto:thorn(at)starflight.aero>
Subject: AeroElectric-List: How to Toggle Speed Brakes with Momentary On
Switch?
Date: Fri, 10 Jan 2014 11:14:48 -0700
Hello Bob N or anyone that can help,
I'd like to toggle our speed brakes/spoilers up or down by the press of a
momentary on button on our Tosten control sticks. In my circuit diagram
below, this arrangement will deploy (raise up) the Precise Flight Speed
Brakes when the left button is pressed on the stick. Note a positive
voltage on SB control unit's pin 6 deploys them up and positive on pin 7
retracts them down. I'd like to be able to press and release it and have it
change states up/down. I know the easiest would be if I could change the
switch on the stick to lock closed when pressed and unlock when pressed -
but, that's not an option for this control stick.
Is there a simple way to achieve this capability with these contraints?
Thanks,
Valin Thorn
Lancair Legacy Project
Boulder, Colorado
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Z-12 Essential Bus Questions |
Hello Bob N and anyone else with thoughts on this,
We're working to implement your Z-12 power grid/distribution architecture
(Prime Alt, Standby Alt, Single Battery, E-Bus) in our Lancair Legacy. I'm
struggling a bit with whether or not to have an Essential Bus. I don't see
it as saving that much time if the alternators go down to load shed with one
switch vs. just powering down some boxes one by one. I see the main
advantage of the Essential Bus is having a way to get power to critical
boxes/functions even if the two alternators and the battery contactor fails.
What's complicating my thinking on this architecture is my desire for an
Avionics Bus. If I remember right, you're not a fan of Avionics Buses. My
reasoning for one is that we have an EFIS system with no dedicated engine
instruments. So, for engine start we'll have the minimum EFIS components on
to monitor the engine health and not expose any other avionics to the engine
start voltage drop and potential unnecessary power cycling. One key box I'd
like to protect, as an example, is the $15,000 Garmin GTN 750 - of course
there are others...
So then when I think about what needs to be on the E-Bus, a bunch of
avionics seems to belong there - which would expose them to the risk of the
engine start power cycling. It seems like I'd need an E-Bus off the Main
Bus and the Avionics Bus.?
When I consider the low probability of both alternators and the battery
contactor going down at the same time, I wonder if it's worth the
complication.
Would appreciate anyone's thoughts on this. Below is an excerpt from power
grid hybrid schematic.
Thanks,
Valin Thorn
Lancair Legacy Project
Boulder, Colorado
________________________________________________________________________________
| From: | Jan de Jong <jan_de_jong(at)casema.nl> |
| Subject: | Re: How to Toggle Speed Brakes with Momentary On Switch? |
________________________________________________________________________________
| From: | Jan de Jong <jan_de_jong(at)casema.nl> |
| Subject: | Re: How to Toggle Speed Brakes with Momentary On Switch? |
(trying again - text in original was invisible)
Latching relays can be had with one of (at least) the following modes of
actuation:
- a set coil and a reset coil, possibly with the + terminals in common
- one coil with different polarity for set and reset
- one coil with the same polarity for set and reset (toggle action)
Jan de Jong
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | How to Toggle Speed Brakes with Momentary On Switch? |
Valin;
Here's a couple of examples;
1: Omron G4Q-212S-12VDC or G4Q-212S-24VDC
Bob McC
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Valin &
Allyson Thorn
Sent: Friday, January 10, 2014 5:04 PM
Subject: RE: AeroElectric-List: How to Toggle Speed Brakes with Momentary On
Switch?
Thanks Bob McC. I'm checking with Precise Flight if maintained input is
okay. Seems like it would be.
I didn't know that latching relays would toggle the switch without changing
the polarity at the coil. What does the relay symbol look like for that?
Does anyone know of a good source for a 24 VDC SPDT Bi-Stable/Latching
Relay?
Thanks again,
Valin
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob
McCallum
Sent: Friday, January 10, 2014 12:00 PM
Subject: RE: AeroElectric-List: How to Toggle Speed Brakes with Momentary On
Switch?
Valin;
Use the stick output to energize a bi-stable spdt relay. Each time the coil
is energized the relay switches and the opposite wire becomes energized.
(also referred to as a "latching relay") This assumes the speed brake
controller is happy with a maintained input.
Bob McC
_____
From: thorn(at)starflight.aero
Subject: AeroElectric-List: How to Toggle Speed Brakes with Momentary On
Switch?
Date: Fri, 10 Jan 2014 11:14:48 -0700
Hello Bob N or anyone that can help,
I'd like to toggle our speed brakes/spoilers up or down by the press of a
momentary on button on our Tosten control sticks. In my circuit diagram
below, this arrangement will deploy (raise up) the Precise Flight Speed
Brakes when the left button is pressed on the stick. Note a positive
voltage on SB control unit's pin 6 deploys them up and positive on pin 7
retracts them down. I'd like to be able to press and release it and have it
change states up/down. I know the easiest would be if I could change the
switch on the stick to lock closed when pressed and unlock when pressed -
but, that's not an option for this control stick.
Is there a simple way to achieve this capability with these contraints?
Thanks,
Valin Thorn
Lancair Legacy Project
Boulder, Colorado
________________________________________________________________________________
| Subject: | Re: How to Toggle Speed Brakes with Momentary On Switch? |
| From: | "racerjerry" <gki(at)suffolk.lib.ny.us> |
Are you certain that momentary switch controlled speed brakes (latching up and
down) are a good idea? I can see you getting in trouble during a go-around situation
where you are busy applying power/setting flaps/killing carb heat/raising
gear and losing track of speed brake position. During go-around, you are
too darned close to the ground and eyes must be outside the airplane and control
positioning must be achieved by feel.
I have no experience with speed brakes and I could be dead wrong, but I think this
is at least worthy of consideration.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416774#416774
________________________________________________________________________________
| From: | "Dr. Andrew Elliott" <a.s.elliott(at)cox.net> |
| Subject: | Really technical information |
For a very good reference document about relays, including latching
ones, see
http://tinyurl.com/7738cer
Andy
------------------------
Andy Elliott, CL:480-695-9568
N601GE/Z601XL/TD/Corvair
555 hrs since 11/08
<http://servi-aero.com/n601ge/4sale/> Web Site Link
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Z-12 Essential Bus Questions |
At 04:24 PM 1/10/2014, you wrote:
>Hello Bob N and anyone else with thoughts on this,
>
>Were working to implement your Z-12 power
>grid/distribution architecture (Prime Alt,
>Standby Alt, Single Battery, E-Bus) in our
>Lancair Legacy. Im struggling a bit with
>whether or not to have an Essential Bus. I
>dont see it as saving that much time if the
>alternators go down to load shed with one switch
>vs. just powering down some boxes one by one. I
>see the main advantage of the Essential Bus is
>having a way to get power to critical
>boxes/functions even if the two alternators and the battery contactor fails.
>
>Whats complicating my thinking on this
>architecture is my desire for an Avionics
>Bus. If I remember right, youre not a fan of
>Avionics Buses. My reasoning for one is that we
>have an EFIS system with no dedicated engine
>instruments. So, for engine start well have
>the minimum EFIS components on to monitor the
>engine health and not expose any other avionics
>to the engine start voltage drop and potential
>unnecessary power cycling. One key box Id like
>to protect, as an example, is the $15,000 Garmin
>GTN 750 of course there are others...
>
>So then when I think about what needs to be on
>the E-Bus, a bunch of avionics seems to belong
>there which would expose them to the risk of
>the engine start power cycling It seems like
>Id need an E-Bus off the Main Bus and the Avionics Bus?
>
>When I consider the low probability of both
>alternators and the battery contactor going down
>at the same time, I wonder if its worth the complication.
>
>Would appreciate anyones thoughts on
>this. Below is an excerpt from power grid hybrid schematic.
>
>Thanks,
>
>Valin Thorn
>Lancair Legacy Project
>Boulder, Colorado
You've expressed concerns for "unnecessary power cycling", "voltage drops",
etc. Is it written anywhere that such stresses are to be avoided . . .
particularly by the folks who manufactured and qualified the hardware?
After all, they KNEW it was intended for use in an airplane. They
were obligated to test to all the nasties that DO-160 would throw
at it. If there were things that you should avoid . . . or adopt as
specialized operating practice for their device . . . it seems that
such words would be included in the installation or operating literature.
I am not a fan of avionics busses because they were ill-conceived
in the first place and are certainly unnecessary given the rigorous
testing required to get a device onto a TC airplane.
The Essential Bus is really an ENDURANCE bus . . . and yes,
very unlikely to be needed to back up dual alternator failures.
But it DOES offer a way to power up a minimal suite of electro-whizzies
during pre-flight to get the ATIS and clearance delivery. Some people
put a "clearance delivery" switch feature in the power to the comm
radio for this purpose . . . but as long as you're going to add one
more switch, it might just as well be the E-Bus Alt Feed switch.
I would encourage you to produce drawings not unlike those found
in the back of the service manuals for a Beech, Cessna, Piper
or those found on the aeroelectric.com website. Wirebook schematics are
a language intended to convey meaning . . . you've spent a significant
amount of time and effort to produce the pictograms . . . and while
they are accurate, they are the linguistic equivalent of ebonics
or some other variant of the spoken word.
The schematic processes cited above will convey the meat of your
meaning in a heartbeat. The pictograms take some study and
might give some folks pause to wonder if they should bother.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | How to Toggle Speed Brakes with Momentary On |
Switch?
At 04:04 PM 1/10/2014, you wrote:
>Thanks Bob McC. I'm checking with Precise Flight if maintained
>input is okay. Seems like it would be.
>
>I didn't know that latching relays would toggle the switch without
>changing the polarity at the coil. What does the relay symbol look
>like for that?
>
>Does anyone know of a good source for a 24 VDC SPDT Bi-Stable/Latching Relay?
>
Don't think you want a bi-stable device. These are MECHANICALLY
bi-stable with two coils and would still require some external
electronics to achieve the P-ON/P-OFF behavior.
I don't think you want a device that can remain in the ON state
after power down. My favorite approach to this design problem
is shown here . . .
http://tinyurl.com/jwzaocy
You need a DPDT relay rated at 1/2 your system voltage. If
you've got a 24v system, then a 12v relay. Select resistors
equal to the resistance of the relay. If power is shut off
the relay relaxes and stays in that state.
When power is applied, capacitor C charges to 1/2 system
voltage through the voltage divider of the two resistors.
Pushing the button discharges the capacitor into the relay
coil causing it to energize and latch through the lower
normally open contacts.
In this state, the capacitor finishes discharging to
zero volts through the paralleled resistor. Pushing
the button again causes the capacitor to act like a
momentary short across the relay coil causing it to
de-energize, opening the latching contacts.
If you HOLD the button closed for an OFF cycle the
relay MIGHT re-energize on the approximately 1/3
system voltage applied to the relay coil . . . which
. . . depending on the relay might cause it to re-close
after the capacitor charges up. If this happens, adjust
the resistor across the capacitor downward until this
phenomenon stops. This generally isn't an issue if you
keep the button pushes short.
You will want to fiddle with this a bit and adjust
R across the capacitor as needed. I've used this
circuit many times . . . most recently to convert
a momentary contact radio remote to Push-ON/Push-OFF
for the driveway light on my garage.
Suggest you purge the term "speed brake" from your
language used to talk about this system. It's
a spoiler system that kills lift . . . designed to
INCRASE rate of descent without materially
increasing forward velocity. A speed brake puts
out DRAG intended to slow the forward velocity.
A pilot flying a Lanceair IVP with Precise Flgiht found
himself on short final to the rocks out in California
a few years ago. Check out the narrative paragraph
3 here http://tinyurl.com/m3zxgpw
His deployment of "speed brakes" in fact increased
his downward velocity. The Precise Flight system
is not a speed brake.
Bob . . .
________________________________________________________________________________
| From: | "Dennis Johnson" <pinetownd(at)volcano.net> |
| Subject: | How to Toggle Speed Brakes with Momentary On Switch? |
Hi Valin,
If your Precise Flight speedbrakes are the same as mine, which I think
they are, you need the function of an ON-On switch. That's because
connecting ship's power to pin #6 extends the speedbrakes and keeps them
extended; connecting ship's power to pin #7 retracts the speedbrakes.
You can see this on the attached wiring diagram from my wiring book. (I
drew it in AutoCAD and converting it to PDF screwed it up a little, but
it's still readable.)
I've seen at least one Legacy wired with an ON-OFF switch. It sort of
works because the speedbrakes controller automatically snaps the
speedbrakes closed if all power is removed. But instead of a smooth
powering closed, they snap closed fast and hard from a strong spring
inside them.
To answer one of your questions, power is continuously connected either
to pin #6 or pin #7 at all times. Disconnecting power will
automatically (and almost violently) retract the speedbrakes. It sounds
like an ON-ON latching relay will work fine.
Contact me directly if you want more info on this.
Thanks to Bob N. for his advice to create a Wire Book with one page per
component. I've referred to mine many, many times.
Best,
Dennis
Legacy, 680 hours
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | How to Toggle Speed Brakes with Momentary On |
Switch?
Bob;
Respectfully beg to differ on your comment below that bi-stable relays are
dual coil devices requiring some additional electronics to operate with a
single button. While this is correct for SOME bi-stable relays others are
single coil devices simply changing state on each subsequent operation,
while still others are single coil devices which change state when alternate
polarities are applied to the coil. The Omron G4Q-212S-xxVDC series for
example are ones which have a single coil which alternates the contacts each
time the coil is momentarily energized.
I don't disagree with the rest of your comment however, but the question
posed was "How do I do this?" and the single coil bi-stable relay is one
simple inexpensive solution. Granted it is one of many and the plusses and
minuses of whatever method is chosen must be assessed before a "best
solution" is decided upon.
Bob McC
> -big snip-
> Don't think you want a bi-stable device. These are MECHANICALLY
> bi-stable with two coils and would still require some external
> electronics to achieve the P-ON/P-OFF behavior.
>
> I don't think you want a device that can remain in the ON state
> after power down. My favorite approach to this design problem
> is shown here . . .
> -another big snip-
> Bob . . .
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | How to Toggle Speed Brakes with Momentary On |
Switch?
Thanks Bob and everyone for your most excellent help. I'm a novice at
electrical circuit stuff as you can tell - but, eager to learn and willing
to ask questions.
And yes, I agree, "spoilers" is a more accurate term for these lift
disturbing devices - I'll correct that.
Thanks again,
Valin
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Saturday, January 11, 2014 8:30 AM
Subject: RE: AeroElectric-List: How to Toggle Speed Brakes with Momentary On
Switch?
nuckolls.bob(at)aeroelectric.com>
At 04:04 PM 1/10/2014, you wrote:
>Thanks Bob McC. I'm checking with Precise Flight if maintained
>input is okay. Seems like it would be.
>
>I didn't know that latching relays would toggle the switch without
>changing the polarity at the coil. What does the relay symbol look
>like for that?
>
>Does anyone know of a good source for a 24 VDC SPDT Bi-Stable/Latching
Relay?
>
Don't think you want a bi-stable device. These are MECHANICALLY
bi-stable with two coils and would still require some external
electronics to achieve the P-ON/P-OFF behavior.
I don't think you want a device that can remain in the ON state
after power down. My favorite approach to this design problem
is shown here . . .
<http://tinyurl.com/jwzaocy> http://tinyurl.com/jwzaocy
You need a DPDT relay rated at 1/2 your system voltage. If
you've got a 24v system, then a 12v relay. Select resistors
equal to the resistance of the relay. If power is shut off
the relay relaxes and stays in that state.
When power is applied, capacitor C charges to 1/2 system
voltage through the voltage divider of the two resistors.
Pushing the button discharges the capacitor into the relay
coil causing it to energize and latch through the lower
normally open contacts.
In this state, the capacitor finishes discharging to
zero volts through the paralleled resistor. Pushing
the button again causes the capacitor to act like a
momentary short across the relay coil causing it to
de-energize, opening the latching contacts.
If you HOLD the button closed for an OFF cycle the
relay MIGHT re-energize on the approximately 1/3
system voltage applied to the relay coil . . . which
. . . depending on the relay might cause it to re-close
after the capacitor charges up. If this happens, adjust
the resistor across the capacitor downward until this
phenomenon stops. This generally isn't an issue if you
keep the button pushes short.
You will want to fiddle with this a bit and adjust
R across the capacitor as needed. I've used this
circuit many times . . . most recently to convert
a momentary contact radio remote to Push-ON/Push-OFF
for the driveway light on my garage.
Suggest you purge the term "speed brake" from your
language used to talk about this system. It's
a spoiler system that kills lift . . . designed to
INCRASE rate of descent without materially
increasing forward velocity. A speed brake puts
out DRAG intended to slow the forward velocity.
A pilot flying a Lanceair IVP with Precise Flgiht found
himself on short final to the rocks out in California
a few years ago. Check out the narrative paragraph
3 here <http://tinyurl.com/m3zxgpw> http://tinyurl.com/m3zxgpw
His deployment of "speed brakes" in fact increased
his downward velocity. The Precise Flight system
is not a speed brake.
Bob . . .
www.buildersbooks.com
www.homebuilthelp.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Z-12 Essential Bus Questions |
Thanks Bob. I read your recent, excellent article on DO-160 testing. With
EAB airplanes, can we count on all the devices installed having seen the
same testing? I'm planning on a bunch of Garmin's experimental avionics
offerings and I'm not sure those boxes see the same testing as their
certified hardware. I've Googled it a few times but can't find anything. I
need to ask Garmin's Team X about it. So that's why I'm a bit shy to risk
putting all the avionics through engine start power cycling.
Good point about the every flight usefulness of at least getting a radio up
without bring all your avionics up - so yes, why not add a few other
essentials and provide a path around the battery contactor as well...
Sorry about my "pictogram schematics" sometimes requiring more study than a
basic schematic. The power grid is a bad example of the benefits in my
wiring drawings. I have about 10 drawing layers covering the various
systems where the wiring schematic is laid out in a kind of topology of the
airplane - a top down view of the airplane in cartoon form. It helps me
visualize where components and wires need to be within the airplane and
where connectors might be most useful. On these drawings are also included
the basic wiring schematic and other key info related to that system like
pin outs for connectors, part numbers, etc.. The power grid example in my
email was an excerpt from its overall page and didn't include the ancillary
stuff. Working them up helps me get my novice head around the problems
involved and collect a lot of key related data in one place.
Thanks again Bob and everyone for your help.
Valin
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Saturday, January 11, 2014 8:12 AM
Subject: Re: AeroElectric-List: Z-12 Essential Bus Questions
nuckolls.bob(at)aeroelectric.com>
At 04:24 PM 1/10/2014, you wrote:
>Hello Bob N and anyone else with thoughts on this,
>
>We're working to implement your Z-12 power
>grid/distribution architecture (Prime Alt,
>Standby Alt, Single Battery, E-Bus) in our
>Lancair Legacy. I'm struggling a bit with
>whether or not to have an Essential Bus. I
>don't see it as saving that much time if the
>alternators go down to load shed with one switch
>vs. just powering down some boxes one by one. I
>see the main advantage of the Essential Bus is
>having a way to get power to critical
>boxes/functions even if the two alternators and the battery contactor
fails.
>
>What's complicating my thinking on this
>architecture is my desire for an Avionics
>Bus. If I remember right, you're not a fan of
>Avionics Buses. My reasoning for one is that we
>have an EFIS system with no dedicated engine
>instruments. So, for engine start we'll have
>the minimum EFIS components on to monitor the
>engine health and not expose any other avionics
>to the engine start voltage drop and potential
>unnecessary power cycling. One key box I'd like
>to protect, as an example, is the $15,000 Garmin
>GTN 750 - of course there are others...
>
>So then when I think about what needs to be on
>the E-Bus, a bunch of avionics seems to belong
>there - which would expose them to the risk of
>the engine start power cycling. It seems like
>I'd need an E-Bus off the Main Bus and the Avionics Bus.?
>
>When I consider the low probability of both
>alternators and the battery contactor going down
>at the same time, I wonder if it's worth the complication.
>
>Would appreciate anyone's thoughts on
>this. Below is an excerpt from power grid hybrid schematic.
>
>Thanks,
>
>Valin Thorn
>Lancair Legacy Project
>Boulder, Colorado
You've expressed concerns for "unnecessary power cycling", "voltage
drops",
etc. Is it written anywhere that such stresses are to be avoided . . .
particularly by the folks who manufactured and qualified the hardware?
After all, they KNEW it was intended for use in an airplane. They
were obligated to test to all the nasties that DO-160 would throw
at it. If there were things that you should avoid . . . or adopt as
specialized operating practice for their device . . . it seems that
such words would be included in the installation or operating
literature.
I am not a fan of avionics busses because they were ill-conceived
in the first place and are certainly unnecessary given the rigorous
testing required to get a device onto a TC airplane.
The Essential Bus is really an ENDURANCE bus . . . and yes,
very unlikely to be needed to back up dual alternator failures.
But it DOES offer a way to power up a minimal suite of electro-whizzies
during pre-flight to get the ATIS and clearance delivery. Some people
put a "clearance delivery" switch feature in the power to the comm
radio for this purpose . . . but as long as you're going to add one
more switch, it might just as well be the E-Bus Alt Feed switch.
I would encourage you to produce drawings not unlike those found
in the back of the service manuals for a Beech, Cessna, Piper
or those found on the aeroelectric.com website. Wirebook schematics are
a language intended to convey meaning . . . you've spent a significant
amount of time and effort to produce the pictograms . . . and while
they are accurate, they are the linguistic equivalent of ebonics
or some other variant of the spoken word.
The schematic processes cited above will convey the meat of your
meaning in a heartbeat. The pictograms take some study and
might give some folks pause to wonder if they should bother.
Bob . . .
www.buildersbooks.com
www.homebuilthelp.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Z-12 Essential Bus Questions |
On 1/11/2014 10:12 AM, Robert L. Nuckolls, III wrote:
>
>
> At 04:24 PM 1/10/2014, you wrote:
>> Hello Bob N and anyone else with thoughts on this,
>>
>> Were working to implement your Z-12 power grid/distribution
>> architecture (Prime Alt, Standby Alt, Single Battery, E-Bus) in our
>> Lancair Legacy. Im struggling a bit with whether or not to have an
>> Essential Bus. I dont see it as saving that much time if the
>> alternators go down to load shed with one switch vs. just powering
>> down some boxes one by one. I see the main advantage of the Essential
>> Bus is having a way to get power to critical boxes/functions even if
>> the two alternators and the battery contactor fails.
>>
>> Whats complicating my thinking on this architecture is my desire for
>> an Avionics Bus. If I remember right, youre not a fan of Avionics
>> Buses. My reasoning for one is that we have an EFIS system with no
>> dedicated engine instruments. So, for engine start well have the
>> minimum EFIS components on to monitor the engine health and not
>> expose any other avionics to the engine start voltage drop and
>> potential unnecessary power cycling. One key box Id like to protect,
>> as an example, is the $15,000 Garmin GTN 750 of course there are
>> others...
>>
>> So then when I think about what needs to be on the E-Bus, a bunch of
>> avionics seems to belong there which would expose them to the risk
>> of the engine start power cycling It seems like Id need an E-Bus
>> off the Main Bus and the Avionics Bus?
>>
>> When I consider the low probability of both alternators and the
>> battery contactor going down at the same time, I wonder if its worth
>> the complication.
>>
>> Would appreciate anyones thoughts on this. Below is an excerpt from
>> power grid hybrid schematic.
>>
>> Thanks,
>>
>> Valin Thorn
>> Lancair Legacy Project
>> Boulder, Colorado
Valiln, I had some similar concerns with my RV10 panel. I built a Z-14
(dual batt, dual alt, dual bus - diagram attached) with an avionics
panel containing a full complement of electro whiz-bangs. I had no
avionics bus or additional power switching for any devices that did not
include such a switch. Of note, I have 3 GRT/HX EFISs that power up with
the master switch.
>
> You've expressed concerns for "unnecessary power cycling", "voltage
> drops",
> etc. Is it written anywhere that such stresses are to be avoided . . .
> particularly by the folks who manufactured and qualified the hardware?
GRT does not document any concerns about "unnecessary power cycling" or
"voltage drops". However, in conversations with GRT I was warned that
interruption of the EFIS boot procedure may result in problems. Nothing
definitive beyond that. However, before hearing this, I did expose the 3
units to a number of interrupted boot sequences. And I did have to
return the unit that experienced most of the interrupts for service
during this period though no connection with the interrupts was
necessarily made. (I'd add that I am many software updates past this
experience and any boot/power issues may have been addressed.)
>
> After all, they KNEW it was intended for use in an airplane. They
> were obligated to test to all the nasties that DO-160 would throw
> at it. If there were things that you should avoid . . . or adopt as
> specialized operating practice for their device . . . it seems that
> such words would be included in the installation or operating literature.
Agreed. The procedure I adopted was to insure that the 15sec+ boot
procedure on all 3 units be complete before engine start. Seems obvious
since a display is required for engine parameter display but early on I
did expose 1 unit to cycling during the start because 1 unit would
always lag behind the other 2 due to configuration differences... and I
was unnecessarily impatient.
My EFIS units were still occasionally being cycled during engine start
due to some issues unrelated to the discussion here (thanks to Bob and
GRT for working these thru with me). During the course of getting these
issues under control, I added a TCW Technologies Intelligent Power
Stabilizer (IPS) to my installation. It was connected to some unused
backup power inputs on the EFIS units. Now, no matter how much I 'abuse'
my system, I can rely on my EFIS units to stay up during engine start.
What do I mean by 'abuse'? Running the EFIS units and some other
avionics for an extended period on battery power only and then
attempting a start of a cold engine, on a cold day, and perhaps
forgetting to tie the buses and their batteries together for the start.
At this point I think the IPS is unneeded, but for a period of time, it
stopped some inadvertent power cycling of the units. You might consider
one of these units for your installation to ease your concerns. I know
that some Garmin units have backup power inputs in which case the
addition of an IPS is similar to simply adding a backup battery that you
never need to charge. It will also work with units that only have a
single power input.
>
> I am not a fan of avionics busses because they were ill-conceived
> in the first place and are certainly unnecessary given the rigorous
> testing required to get a device onto a TC airplane.
>
> The Essential Bus is really an ENDURANCE bus . . . and yes,
> very unlikely to be needed to back up dual alternator failures.
> But it DOES offer a way to power up a minimal suite of electro-whizzies
> during pre-flight to get the ATIS and clearance delivery. Some people
> put a "clearance delivery" switch feature in the power to the comm
> radio for this purpose . . . but as long as you're going to add one
> more switch, it might just as well be the E-Bus Alt Feed switch.
>
> I would encourage you to produce drawings not unlike those found
> in the back of the service manuals for a Beech, Cessna, Piper
> or those found on the aeroelectric.com website. Wirebook schematics are
> a language intended to convey meaning . . . you've spent a significant
> amount of time and effort to produce the pictograms . . . and while
> they are accurate, they are the linguistic equivalent of ebonics
> or some other variant of the spoken word.
This electrically challenged builder found the drawings clear and easy
to read.... but then I'm probably fluent in ebonics.
> The schematic processes cited above will convey the meat of your
> meaning in a heartbeat. The pictograms take some study and
> might give some folks pause to wonder if they should bother.
>
>
> Bob . . .
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Re: How to Toggle Speed Brakes with Momentary On |
Switch?
Hi Jerry,
No I'm not certain having the spoilers on the control sick is the best
approach for the reasons you described =93 especially with my
flying to mostly be from high elevation airports in Colorado.
I take some comfort in that a number of Lancair Legacy pilots have
accidentally landed with the spoilers deployed and it was not an issue.
I'm planning an annunciator high on the instrument panel to help make
its clear they're deployed if the noise and vibration from them does not
make it clear enough.
I struggle with what=99s best to have on the control stick with
few precious switches there. For the spoilers, I imagine that
they=99ll be most useful when precise energy management is need on
approach and landing. So a hand on the throttle to add energy and seems
nice not have to move a hand to speed removing it with the spoilers (and
higher AOA allowed to increase drag, to be technically precise on Bob
N=99s recommendation :)). Although, I=99ll be moving my
hand to deploy flaps The problem with putting flaps on the
stick is if one accidentally hits the flaps button at high speed they
will likely be damaged at the Legacy=99s cruise speeds. Full
flaps max speed in the Legacy is 120 kts, where it cruises at over 200
kts
I=99m still deliberating where the spoiler switch goes
Thanks.
Valin
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
racerjerry
Sent: Saturday, January 11, 2014 4:54 AM
Subject: AeroElectric-List: Re: How to Toggle Speed Brakes with
Momentary On Switch?
gki(at)suffolk.lib.ny.us>
Are you certain that momentary switch controlled speed brakes (latching
up and down) are a good idea? I can see you getting in trouble during a
go-around situation where you are busy applying power/setting
flaps/killing carb heat/raising gear and losing track of speed brake
position. During go-around, you are too darned close to the ground and
eyes must be outside the airplane and control positioning must be
achieved by =C3=A2=82=AC=CB=9Cfeel.=C3=A2=82=AC=84=A2
I have no experience with speed brakes and I could be dead wrong, but I
think this is at least worthy of consideration.
--------
Jerry King
Read this topic online here:
<http://forums.matronics.com/viewtopic.php?p=416774#416774>
http://forums.matronics.com/viewtopic.php?p=416774#416774
www.aeroelectric.com
www.buildersbooks.com
www.homebuilthelp.com
www.mypilotstore.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| Subject: | Re: How to Toggle Speed Brakes with Momentary On Switch? |
| From: | "mmayfield" <mmayfield(at)ozemail.com.au> |
nuckolls.bob(at)aeroelect wrote:
>
> Suggest you purge the term "speed brake" from your
> language used to talk about this system. It's
> a spoiler system that kills lift . . . designed to
> INCRASE rate of descent without materially
> increasing forward velocity. A speed brake puts
> out DRAG intended to slow the forward velocity.
>
> A pilot flying a Lanceair IVP with Precise Flgiht found
> himself on short final to the rocks out in California
> a few years ago. Check out the narrative paragraph
> 3 here http://tinyurl.com/m3zxgpw
>
> His deployment of "speed brakes" in fact increased
> his downward velocity. The Precise Flight system
> is not a speed brake.
>
Unfortunately I'm going to have to disagree with Bob here! I'd suggest the term
"speed brake" is quite appropriate when looking at how the Precise Flight system
is designed to work. so it's no surprise that the company have named them
"speed brakes".
Spoilers are designed to reduce lift and moderately increase drag. They do so by
creating a controlled stall over that section of the wing immediately behind
them. Speedbrakes are primarily designed to increase drag with minimal effect
on lift.
On the Boeings and Airbuses I've flown in my day job you'll see the lever which
actuates the spoiler panels labelled "speed brake". On the ground, they function
as lift dumpers. In the air they function as speed brakes. The function is
defined by how many spoiler panels extend and to what degree. On fighter jets
the "speed brake" is normally a pure speed brake - panels extending from the
fuselage and having minimal to no effect on lift.
Going by the photos on their website, the Precise Flight system is narrow perforated
flat plates extending perpendicularly from the wing. I'd suggest this is
a classic speed brake design characteristic, not a spoiler design at all, even
though it's on top of the wing.
The increased drag of speed brakes, or reduced lift/increased drag of spoilers,
can both be used to either increase descent rate or reduce forward speed. The
dominant effect on flight path depends entirely on what the pilot does with the
pitch attitude of the aircraft. It does not necessarily define whether they're
primarily "spoilers" or "speed brakes".
Food for thought. [Wink]
--------
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=416824#416824
________________________________________________________________________________
| From: | "Valin & Allyson Thorn" <thorn(at)starflight.aero> |
| Subject: | Re: How to Toggle Speed Brakes with Momentary On |
Switch?
Yes, in the version used in the Legacy they scissor up from the wings - see
image below...
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of mmayfield
Sent: Sunday, January 12, 2014 8:15 AM
Subject: AeroElectric-List: Re: How to Toggle Speed Brakes with Momentary On
Switch?
mmayfield(at)ozemail.com.au>
nuckolls.bob(at)aeroelect wrote:
>
> Suggest you purge the term "speed brake" from your
> language used to talk about this system. It's
> a spoiler system that kills lift . . . designed to
> INCRASE rate of descent without materially
> increasing forward velocity. A speed brake puts
> out DRAG intended to slow the forward velocity.
>
> A pilot flying a Lanceair IVP with Precise Flgiht found
> himself on short final to the rocks out in California
> a few years ago. Check out the narrative paragraph
> 3 here <http://tinyurl.com/m3zxgpw> http://tinyurl.com/m3zxgpw
>
> His deployment of "speed brakes" in fact increased
> his downward velocity. The Precise Flight system
> is not a speed brake.
>
Unfortunately I'm going to have to disagree with Bob here! I'd suggest the
term "speed brake" is quite appropriate when looking at how the Precise
Flight system is designed to work. so it's no surprise that the company have
named them "speed brakes".
Spoilers are designed to reduce lift and moderately increase drag. They do
so by creating a controlled stall over that section of the wing immediately
behind them. Speedbrakes are primarily designed to increase drag with
minimal effect on lift.
On the Boeings and Airbuses I've flown in my day job you'll see the lever
which actuates the spoiler panels labelled "speed brake". On the ground,
they function as lift dumpers. In the air they function as speed brakes. The
function is defined by how many spoiler panels extend and to what degree. On
fighter jets the "speed brake" is normally a pure speed brake - panels
extending from the fuselage and having minimal to no effect on lift.
Going by the photos on their website, the Precise Flight system is narrow
perforated flat plates extending perpendicularly from the wing. I'd suggest
this is a classic speed brake design characteristic, not a spoiler design at
all, even though it's on top of the wing.
The increased drag of speed brakes, or reduced lift/increased drag of
spoilers, can both be used to either increase descent rate or reduce forward
speed. The dominant effect on flight path depends entirely on what the pilot
does with the pitch attitude of the aircraft. It does not necessarily define
whether they're primarily "spoilers" or "speed brakes".
Food for thought. [Wink]
--------
Mike
Read this topic online here:
<http://forums.matronics.com/viewtopic.php?p=416824#416824>
http://forums.matronics.com/viewtopic.php?p=416824#416824
http://www.matronics.com/Navigator?AeroElectric-List
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Dennis Johnson" <pinetownd(at)volcano.net> |
| Subject: | Spoilers vs. Speed Brakes |
In my opinion, the Precise Flight speed brakes installed on many
Lancairs, including on my Legacy, are correctly called "speed brakes"
instead of "spoilers."
I think the confusion comes from their installation on the top of the
wings. Obviously, in that position, they do in fact "spoil" lift when
extended. However, a classic spoiler is a narrow panel that extends
across much of the span of the wings. A spoiler's primary purpose is to
kill lift. Here's a photo of a typical airliner spoiler. You can see
that it is much wider than it is tall.
Precise Flight speed brakes, in contrast, extend far higher than would
be appropriate for spoilers and are less than a foot wide; a tiny
fraction of a Lancair's wingspan. As a spoiler, the speed brakes are
terribly designed. Here is a photo of a typical Precise Flight speed
brake. You can see that it is tall and narrow in comparison to a
spoiler.
On Lancairs, which are low drag airplanes, their primary purpose is to
increase drag to slow down. Functioning like flat plate drag devices,
they are dramatically more effective at high speed, when you need them,
than at low speed. That's because drag increases with the square of
airspeed.
The thing that makes this confusing is that they are installed on the
top of the wings, so they also reduce lift. At high airspeed, the drag
effect is much more than the reduction in lift. At low airspeed, when
the drag effect is relatively low, the effect of the loss of lift is
more significant.
If the speed brakes were primarily used for landing, to kill lift like a
glider does, they should accurately be called "spoilers." If they are
used primarily to increase drag to slow down from high speed, then they
should accurately be called "speed brakes." In Lancairs, I don't know
anyone who uses them to kill lift; they're used almost exclusively to
slow down.
Tomato, tomahto,
Dennis
December 29, 2013 - January 13, 2014
AeroElectric-Archive.digest.vol-me