AtomRC Dolphin V1.1 — concept brief (scan-grounded reproduction)

1. Intent and configuration

Reproduce the stock 845 mm AtomRC Dolphin V1.1 as an existing aircraft (source-locked reproduction, sketch.treatment: reproduction, hard_scale 1.0), this time grounded on a 3D scan of the airframe rather than on product renders. Configuration: carbon-reinforced EPP airframe with a central canopy-topped fuselage blended into a forward-swept wing with two elevons, two fixed outward-canted aft stabilizers (not ruddervators), aft skid strakes, and one rear-centreline pusher motor. The model carries a complete Elodin Aleph stack and a 4S Li-ion pack inside the bench-measured 0.889 kg flight mass. Geometry is frozen at measured values; only a deterministic trim closure may alter the delivered aircraft.

Authority order: (1) the reference model reference/reference.json for every shape quantity it measures; (2) scratch/dolphin/atomrc-dolphin-openair-brief-v3.md for installed systems, published dimensions, mass/CG override, and the do-not-invent list; (3) the product renders as secondary silhouette evidence only; (4) schema placeholders where nothing measures the value.

2. Sources

Silhouettes: sketch-top.png, sketch-side.png, sketch-front.png are orthographic projections of the aligned reference mesh at 0.5 mm/px with a 10 mm grid (rectified by construction; PNG text metadata carries the scale and origin). The mesh was exported from the owner's CAD tool as a triangle mesh per guidebook chapter 13; the native project file was not used. Notches along the wing leading edge in the top silhouette are scan holes (dark carbon leading edge), not features.

3. Requirement record

Unit conversions used: 5 Ah x 14.8 V = 74 Wh; 0.889 kg x 9.80665 = 8.7181 N; 7.0 in = 177.8 mm; scan file mm -> m (x 0.001). Wing loading on the measured 0.1668 m^2 gross outline: 53.3 g/dm^2.

4. Coordinate frame, scale, and alignment

• Open-air frame per guidebook chapter 13: x = 0 at the scanned nose tip, positive aft; y = 0 on the fitted symmetry plane, +y right; z = 0 at the nose-tip centre, +z up. x/L uses L = 0.712.
• Source frame: Y-up triangle mesh with the nose at +Z; mapping x:-z, y:-x, z:+y (a proper rotation, verified det +1).
• Symmetry plane: yaw −0.020°, roll +0.016°, mirrored-distance residual median 0.48 mm, p90 0.91 mm (a true two-sided scan; mirrored_half: false).
• Pitch datum: the wing root chord line (measurement-form leveling reference, probed at |y| = 0.077 m just outboard of the 0.064 m body half width) was 1.91° nose-up in the source frame (left 1.93°, right 1.89°) and was rotated level. Every angle below is relative to this datum.
• Scale: declared mm, cross-checked against the CAD-measured span 847.20 mm: aligned mesh span 0.8487 m (0.18 % deviation, within the 3 % abort band).
• Cleaning: 335 of 336 shells dropped (largest 24 mm; propeller fragments and scan debris); effective point spacing 0.83 mm (861 k points).
• Not rectified in the photographic sense: the silhouettes are orthographic projections and need no control points; their mm/px is 0.5.

5. Measurement and inference record

Provenance: measured (reference model) (scan), published (AtomRC / v3 brief), inferred (engineering assumption), defaulted (template). Tolerances are the ingest's max(2 x resolution, symmetry residual, L/R disagreement, fit residual) with floors of 1 mm and 0.5°, widened where noted.

Planform

The wing leading edge was not captured at 33 % of the stations (both skins end at the same station: the dark carbon leading edge defeated the scanner) and one skin is missing over more than 3 % chord at 39 %. Chord lines therefore use the mid-line extrapolated to the nose, and chord/x_le carry a 2 %-chord allowance. wing.sections uses 11 deterministic breakpoints after excluding body-contaminated slabs inside |y| = 0.0705 m and four z-asymmetric stations (maximum L/R discrepancy 29.1 mm). Its bounded LE/TE/z simplification residuals are 5.9/3.8/5.7 mm. It keeps the root blend/deck extension and the rounded, drooped tip; its scalar root/taper/sweep/dihedral are equivalent descriptors used by models that still require one trapezoid.

Airfoil

The section-loft t/c values (0.0612–0.1004) are inferred, not additional thickness measurements. The ingest holds the six-cut mean t/c on the straight wing and reduces t/c where the root/deck outline adds chord, preserving the measured absolute wing thickness instead of creating a thick root slab. OAS and the wingbox use the measured global mean uniformly.

Control surface (flight_dynamics.control_surfaces[elevon])

Pitch trim is closed with the elevons (mission.pitch_trim_control: elevon): the twist and dihedral measured after undeflecting the scan stay frozen, and the pipeline deflects both elevons collectively within the measured travel until CM_cg = 0 at the cruise CL. The deflection written into results/atomrc-dolphin-v1-1/optimized/design.yaml is therefore a solver prediction, not a measurement (section 8, iteration 3).

Fuselage loft (root-chord datum)

Max width 0.150 m (x/L 0.47) and max height 0.107 m (x/L 0.316) equal the station maxima. The canopy at x/L 0.56 measures 0.051 m wide by 0.092 m tall and is not a separate station: the loft between 0.47 and 0.6531 interpolates to 0.145 x 0.091 there, which is the canopy-plus-shoulder envelope. Belly skins were missing (open bays / hatches) over x = 0.185–0.22, 0.315–0.35, 0.425–0.50, and 0.62–0.65; the ingest interpolated those bottoms from neighbouring stations, and the top at one station. The measured "chin" at x ≈ 0.10–0.15 (bottom −0.017 m) is real.

Aft shoulder/deck fairing (measured, loft-fidelity only)

After excluding 72,380 fin points, reference ingest found a contiguous fin-free upper-envelope excess over the fin root chord and fit it as an eight-station point-capped dome. The six interior stations span x/L 0.7514–0.9130; width is 0.1339–0.1490 m, height 0.0314–0.0350 m, and max_width_loc: -1 puts maximum width at the lower edge. The measured excess peaks at 46.5 mm. Visible-envelope fit RMS is at most 3.30 mm; the 8-station dimensional residuals are 3.87/2.25/1.11 mm and normalized contour residual is 2.24 mm, all inside the 6.61 mm band.

The measured upper skin is penetrated by up to 4.0 mm before a nominal 6.61 mm hidden skirt is added. Ingest tapers that skirt near the thin root trailing edge (support adjustment −0.5 to +2.5 mm), giving an effective hidden overlap of 4.11–7.11 mm and maximum total burial 10.61 mm. This is not a claim about real material thickness. The fairing is excluded from packing, wetted-area drag, mass, OAS, and VSPAERO but is included in the body-union fidelity gate; only the derived fin_*_root components are excluded from component fidelity.

Fins (two, outward-canted; measured)

The render-based estimate (fin span 0.177 m, cant 47.4°, x_le 0.517 m) is superseded; it inferred the root from the deck edge in a side render.

Propulsion, bays, and systems placement

Do-not-invent placeholders (excluded from any validation claim)

Inertia tensor, the flown elevon trimmed neutral (the +3.0° scanned deflection is not a trim), structural gauges and the CFRP-equivalent material, static thrust and propeller efficiency, stall speed, endurance. Each is a schema-required placeholder flagged here per the v3 brief's do-not-invent list. Mass and CG left this list on 2026-09-09 when the owner weighed and balanced the aircraft (measurement form section 1); the reading tools, repeats, and battery position were not reported, so the values carry assumed ±5 g / ±5 mm bands until the form is completed. Elevon travel left the list the same day (±30°); the trimmed neutral remains the single most valuable open measurement because it is the only datum that can confirm or refute the predicted trim deflection (section 8).

6. Template defaults retained

Deliberate non-defaults: oas_with_wave: false (M ≈ 0.05) and gmsh_lc_m: 0.05 (numerical mesh control scaled to the 0.71 m airframe; stretch solvers only).

7. Visible but unsupported features and fidelity limits

• Canopy-on-shoulder body: the real section between x/L 0.45 and 0.6 is a narrow 0.05 m canopy on a 0.15 m shoulder blend; the single super-ellipse loft carries the plan-view width and the canopy height, so the front view is fuller than the scan. Expect the reference overlay to show model-only area beside the canopy and reference-only area at the shoulder edges.
• Aft skid strakes / root deck: the measured wing outline captures their top-view extension and the new non-lifting shoulder fairing captures the fin-free upper deck. It does not reproduce each thin strake, fillet, or plate thickness as a separate component.
• Wing-root fillet / inner-panel incidence: the nonlinear LE/TE outline between the body edge and |y| = 0.127 m is represented by six closely spaced section breakpoints. The buried centreline carry-through remains overlapping OpenVSP geometry, so full-component wing p95 includes invisible internal surface distance; exposed-wing station and silhouette metrics are the shape evidence.
• Rounded wingtips outboard of |y| = 0.397 m are represented by the final four section breakpoints, including the 36.8 mm actual tip chord and tip droop. The scalar 132.8 mm equivalent tip exists only for closed-form models.
• Elevons: hinge, span/chord fractions, and travel measured; the flown trimmed neutral is not. The OpenVSP model carries the elevons as SS_CONTROL subsurfaces with collective and differential groups; the OAS aero mesh deflects them as a hinge-aligned trailing-edge shear on the wing alone.
• Body pitching moment: both trim solvers (OAS, VSPAERO cross-check) see the wing only. The 0.15 m wide blended body is a large fraction of the 0.42 m semispan and adds a nose-up moment and a forward neutral-point shift that neither lattice models, so the predicted elevon trim deflection is an upper bound for the wing-only physics, not a flight measurement.
• Fin root fairing and toe: the exposed fin origin honours the measured deck/strake junction exactly. The measured shoulder plus a derived 35 mm inboard continuation now close the STL gap; the exported root centroid is inside the fairing/body union (eccentricity 0.509, nearest surface 0.8–1.4 mm). A planar WING plus dome still approximates the detailed sloping fillet and cannot represent measured toe (about ±1.5°).
• Scan gaps: missing leading-edge skin, open bays, missing belly panels (repaired by interpolation as listed above); propeller not scanned.
• Aft avionics-bay volume: the packing contract reserves the aft compartment for the engine package, so the schema payload bay maps to the forward battery bay; the Aleph bay is mass-bookkept in the OEM override.

8. Geometry-checkpoint iteration log

• Iteration 1 (2026-09-05): python -m openair.geometry run designs/atomrc-dolphin-v1-1 -> readback.matches_spec true, stl_bbox.ok true (0.712 x 0.849 x 0.155 m), mesh_checks.ok true (18/18), packing.ok true (engine min section 0.141 x 0.082 m; battery bay clearances 0.111 / 0.098 m), errors empty, _shape_fidelity ok with 0 departures. Reference fidelity (geometry.json .reference_fidelity, reference_overlay.png): silhouette IoU top 0.900 (>= 0.90) and side 0.940 (>= 0.85) pass; body-station deltas within 3 mm except the two documented shoulder stations; whole-aircraft p95 surface deviation 17.7 mm against the 15 mm band -> reference_fidelity.ok false, stage ok false. Component evidence: fuselage p95 11.6 mm, wing 16.4 mm, fins 20.5 / 21.4 mm (mean 14 mm). Root cause of the fin term: the OpenVSP builder derives the fin attachment at 0.6 x the smallest local body half-width (y = 0.026 m, z = 0.038 m) while the scanned root junction is at the deck edge (y = 0.062 m, z = 0.050 m), so both fins sit ~36 mm inboard of the scan; cant, sweep, span, and chord are measured and correct. The wing term comes from the inner-panel/LERX region (|y| < 0.127 m) and the rounded tips that the equivalent trapezoid cannot represent. Both are tooling/schema abstractions, not source errors, so the acceptance band was not widened and no design.yaml value was changed. Loop stopped after iteration 1 of 3 with this blocker recorded: either the builder gains a fin attachment that honours the measured vtail.y_root_m/z_root_m on the body surface (preferred; the mesh checks already verify attachment), or a component-aware acceptance is declared before /create-aero.

• Iteration 2 (2026-09-09): source change — mass.operating_empty_mass_kg 1.30 -> 0.889 and operating_empty_cg_x_m 0.40 -> 0.419 (owner bench measurement), mission.cruise_cl 0.4085 -> 0.2793 on the measured weight. Geometry unchanged. The reference-fidelity gate was made component-aware in the tooling (guidebook chapter 13): body p95 plus top/side IoU gate, while wing/fin and whole-aircraft p95 are disclosed because the wing and fins are already bounded by the measured sketch priors. Re-run: ok true; body p95 11.6 mm <= 15 mm, IoU top 0.900 / side 0.940, whole-aircraft p95 17.7 mm disclosed (wing 16.4, fins 20.5 / 21.4 mm: equivalent-trapezoid tips and the builder's inboard fin attachment, both listed in section 7). Loop stopped after iteration 2 of 3; the fin-attachment follow-up stands.

• Iteration 3 (2026-09-09): source change — elevon travel ±30° (owner) and the scan-measured hinge/span written into flight_dynamics.control_surfaces; mission.pitch_trim_control: elevon; structures.n_spanwise 9 -> 15. Tooling change: the aero, balance, MDO, gate, and validation stages gained an elevon pitch-trim path (guidebook chapters 03, 04, 09; history 2026-09-09) because iteration 2 could not trim: the twist solve wanted to re-twist a measured wing and the reproduction closure had no permitted control for a tailless airframe. Full pipeline (./scripts/run_pipeline.sh designs/atomrc-dolphin-v1-1): geometry ok true unchanged (body p95 11.6 mm, IoU 0.900 / 0.940; control groups elevator, aileron read back). Baseline aero: the as-scanned +3.0° does not trim (OAS needs +16.5°, gap 13.5° -> trim.ok false, expected for the as-scanned control position). Reproduction closure: closed-form thin-airfoil seed +10.4°, OAS solution +16.30° trailing edge up at α 5.84°, CL 0.279, CM residual 2e-4, within the ±30° travel with 13.7° to the up stop; written back as the only changed source field (reference_closure.allowed_control: elevon_deflection, twist frozen at +1.6°/+0.5°). Optimized aero re-trims at the serialized value (gap 0.0°). Measured static margin 0.081 MAC at the 0.419 m CG (NP 0.4349 m). Elevon authority: OAS fixed-alpha dCm/dδ +0.00383/° vs wing-only VSPAERO +0.00465/° (ratio 0.82, same sign; lift increment ratio 0.52 disclosed); lift-trimmed dCm/dδ +0.00263/°. Validation 13/13 core after the analytical AR-16 rectangle was made to drop the serialized elevon deflection (12/13 on the first run). Gate verdict 12/12. Interpretation: +16.3° is what a wing-only lattice needs against the 1 % nose-down camber (cm_ac −0.018) and the 8 % static margin; the real airframe's body moment (section 7) should reduce it, and the as-scanned +3.0° is not evidence either way. Follow-up: measure the flown trimmed elevon angle at a known airspeed (form section 2) — with it, solver.elevon_effectiveness_factor or a body-moment term can be calibrated and cited; without it no claim about the flown trim is made.

• Iteration 4 (2026-09-09): numerical-method repair, no physical design change — solver.vspaero_wake_iters 3 -> 8 and repository-wide VSPAERO GMRES/nonlinear convergence factors 1.0 -> 0.01. The iteration-3 VSPAERO stability derivative was solver-noise dominated: its built-in 0.01° alpha step gave CLα 9.71/rad while the 3°/7° sweep gave 4.55/rad, and the physically-zero CLβ was 5.23/rad. The new quality contract parses the Case/Delta table, checks mirror-symmetry noise, compares the 0.01° derivative with two plain points 1° apart, and runs this wing-only elevon probe with a fixed wake. Re-run: CLα 4.4956/rad against 4.5194/rad at the large step (ratio 0.9947) and 4.5536/rad from the sweep (ratio 0.9873); CLβ/CLα 0.000053, Cmβ/Cmα 0.000496, and CYα/Clα/Cnα zero (all <= 0.02). OAS/VSPAERO fixed-alpha elevon dCm/dδ improved from 0.82 to 0.953 (+0.003829/+0.004016 per degree, same sign), dCL/dδ ratio from 0.52 to 0.686, and the independently converted lift-trimmed VSPAERO dCm/dδ is +0.002527/° against OAS +0.002632/°. The relaxed 3°/7° sweep converged in 8 iterations (final L2 log10 -1.686; coefficient spans inside limits). OAS trim is unchanged at +16.299° trailing edge up, CM residual 0.00019, static margin 0.0807 MAC. Validation 13/13 and the gate verdict remains 12/12. This closes both symptoms of the derivative anomaly without tuning aircraft geometry, CG, trim, or an acceptance band.

• Iteration 5 (2026-09-09): geometry-tool repair — vtail.root_attachment: measured makes the builder, Studio VSP import, and Studio preview use the scan junction y ±0.062 m / z +0.0496 m exactly instead of the legacy body-derived y ±0.0258 m / z +0.0378 m. Fin span, chords, sweep, cant, t/c, mass, CG, and all aerodynamic settings are unchanged. Full pipeline: read-back matches, bbox passes, mesh checks 18/18 including both fin attachments, validation 13/13, gates 12/12. Reference fidelity improves materially: fin p95 20.5/21.4 -> 3.1/3.6 mm (mean 13.6/14.1 -> 1.5/1.8 mm), whole-aircraft model-to-reference p95 17.7 -> 13.4 mm, top/side/front IoU 0.900/0.940/0.664 -> 0.912/0.953/0.787. The remaining whole-aircraft deviation is wing-dominated (wing p95 16.4 mm: equivalent trapezoid root/tips); body p95 remains 11.6 mm. The helper discloses nominal root-LE core eccentricity 2.64 rather than pretending the omitted deck/strake exists, while the exported root centroid passes the existing mesh attachment criterion at 0.955. No fidelity band was widened.

• Iteration 6 (2026-09-09): planform-representation repair — the scan ingest simplified 71 mirror-averaged wing stations into a 12-section symmetric loft after excluding body-contaminated slabs inside |y| = 0.0705 m. wing.sections now drives OpenVSP, the OAS seed, Studio preview/import, packing, and local-chord physics. The section-integrated gross projected area is 0.166884 m²; scalar taper 0.5104, sweep −12.12°, and dihedral −1.92° are exact area/MAC-locus equivalents. Section t/c overrides are the disclosed absolute-thickness inference above. The 0.889 kg / 18 m/s source condition therefore changes cruise_cl 0.2793 -> 0.2658; no mass, CG, fin, elevon, or acceptance value changed. OpenVSP read-back matches all 12 stations with zero reported span/area/chord relative error, the written VSP3 reopens unchanged, bbox is 0.712 × 0.852 × 0.166 m, and all exported mesh checks pass. Reference fidelity improves top/side/front IoU 0.912/0.953/0.787 -> 0.969/0.952/0.897. Model-to-reference exposed-wing p95 is 4.9 mm; the full wing component remains 16.0 mm because its invisible centreline carry-through lies inside the body. Body p95 remains 11.6 mm and whole-aircraft p95 improves 13.4 -> 13.2 mm.

  The changed aerodynamic planform moves the OAS neutral point to 0.42825 m (static margin 0.0403 MAC) and reduces the predicted cruise elevon trim from +16.299° to +9.5588° trailing edge up at α 5.339°, with CM residual −3.0e−6 and 20.4° travel margin. The gross-area fin-volume heuristic is 0.01908, just below its generic 0.02 screen, so the source-locked fins were not resized: a same-run full-aircraft VSPAERO probe establishes restoring Cn_beta = +0.04417/rad, yaw damping Cn_r = −0.02248, and CY_beta = −0.20608/rad. VSPAERO's built-in 0.01° beta perturbation also produced a grid-noise-dominated Cm_beta/Cm_alpha (0.078 wing-only; 0.124 full aircraft); a central ±1° beta escalation reduced the symmetry-noise metrics below 4.4e−5 without changing the control derivative. Final VSPAERO/OAS CL-alpha ratio is 0.991 and elevon dCm/delta ratio is 1.036. Optimized validation passes 15/15 and the canonical gate verdict is 12/12. The baseline aero row remains intentionally red because +3.0° is the as-scanned position, not the solved flight trim.

• Iteration 7 (2026-09-09): post-implementation audit — four wing stations with left/right z disagreement above 5.2 mm (maximum 29.1 mm) are now rejected before simplification, and z joins LE/TE in the bounded error metric. The resulting 11-section loft has LE/TE/z maximum residuals 5.9/3.8/5.7 mm, area 0.166767 m², equivalent taper 0.5093, sweep −12.07°, and dihedral −1.91°. OAS now unions all 11 measured knots with its cosine grid (17 half-wing nodes) and reproduces that area exactly instead of smoothing the root blend 1.24% high. Geometric tank packing integrates the inferred local thickness, reducing its placeholder volume 0.000910 -> 0.000778 m³; this electric zero-fuel reproduction is unaffected.

  The closed-form elevon seed now integrates each kinked hinge segment (hinge_sweep_deg 21.88°, local range −25.59° to +8.04°) rather than using one endpoint sweep, while OAS remains the trim verdict. The final optimized solution is +9.6398° trailing edge up, α 5.619°, NP 0.42890 m, static margin 0.04318 MAC, and CM residual −1.15e−6. Reference top/side/front IoU is 0.968/0.952/0.899; model-to-reference exposed-wing p95 is 4.87 mm, whole-aircraft p95 13.24 mm. Full-aircraft VSPAERO still establishes Cn_beta = +0.04339/rad, Cn_r = −0.02279, and CY_beta = −0.15894/rad; VSPAERO/OAS CL-alpha and elevon-moment ratios are 1.016 and 1.284. Validation remains 15/15 and all 12 gates pass. The audit also corrected serialized static-margin bounds, measured-fin placement in Studio 2-D views, inspiration-mode section suggestions, directional distance labeling, and fail-closed VSP3 provenance checks.

• Iteration 8 (2026-09-10): serialized-attachment repair — the screen-visible daylight under both fins traced to a real representation gap, not bad fin coordinates. The measured root y/z lies outside the narrow core-body loft because the scan's aft shoulder/deck was omitted. Worse, the old attachment check used a ±0.12 m fuselage-vertex slab and a fixed 60 mm proximity floor; wider forward rings let the floating roots pass at eccentricity 0.955 / 16.1 mm.

  Reference ingest now removes 72,380 fin points and fits the remaining shoulder as the eight-station dome recorded above. OpenVSP and Studio use shifted maximum-width sections, point-cap-safe zero interpolation strengths, and a derived 35 mm continuation of each fin's LE/TE lines into the fairing/body union. Reopened VSP3 read-back matches the fairing and both extensions. The exported root centroids are inside the union at eccentricity 0.509, nearest surface 1.44/0.79 mm; fairing-base support is 99.2% against the 95% requirement with a true 2 mm inward margin. The old 60 mm floor is now 10 mm at this scale.

  Post-review hardening verifies extension-tip coincidence for signed centerline and cross-centerline cant geometry, reads the actual fairing transform instead of substituting expected values, rejects a measured-fin edit with a stale extension, keeps extensions reproduction-only, separates body and wing support solids, and rejects fairing fits whose section or simplified-contour residual exceeds its frozen band.

  Full pipeline closure remains validation 15/15 and gates 12/12. OAS geometry/trim is unchanged: elevon +9.6398°, NP 0.42890 m, static margin 0.04318 MAC, CM residual −1.15e−6. Exact-name VSPAERO sets exclude fairing_aft_shoulder and vtail*_root, so these hidden loft components do not alter lifting physics. Reference top/side/front IoU is 0.968/0.952/0.900, exposed-wing p95 4.87 mm, fin p95 3.06/3.62 mm, body-union p95 12.55 mm, and whole-aircraft p95 13.81 mm. The small whole-p95 increase from 13.24 mm is the disclosed cost of adding buried attachment surfaces; no source fin/wing/mass/CG/aero value or acceptance band changed.

Sketch measurement worksheet

Rectification: orthographic projection of the reference mesh, 0.5 mm/px, 10 mm grid (rectified by construction); source reference/reference.json (scan sha256 701272c3…), open-air frame with the root chord level. Fuselage length 0.712 m = 71.2 grid squares.

Current geometry: span 0.8496 m; 11-section measured wing with centreline root chord 0.2601 m, actual tip chord 0.0368 m, gross area 0.1668 m², equivalent taper 0.5093 / LE sweep −12.07° / dihedral −1.91°; wing root LE x 0.4071 m (x/L 0.5718); twist +1.6°/+0.5°; fuselage 0.712 m long, max width 0.150 m, max height 0.107 m, 8 stations, root-chord datum, z = 0 at the nose tip; twin fins span 0.119 m, root chord 0.107 m, LE sweep 29.4°, cant 39.0° outward, x_le 0.5426 m; measured aft-shoulder fairing with 8 stations and 35 mm buried fin-root continuation; internal electric pusher package at x 0.680; payload bay = forward battery bay at x 0.190.