million reais of restricted cash, about 600 million reais of accounts receivable, and 1.9 billion reais of deposits. Uh, the way that would break down in the Q4 would be about ni- uh, uh, 900 to a billion reais of cash and investments, about th- uh, which is down around, uh, 200 million reais. Because as we ramp up, uh, to the high season and get our fleet back up above 100 operating aircraft, we're investing in working capital, spare parts, if you will, to, um, uh, get all these aircraft up and flying. So that, that's effectively going into, uh, assets, uh, but it's obviously consuming some liquidity. And to some extent, it's also increasing our spare parts inventory which, uh, supports the collateral in our Senior Secured Notes program. Uh- Uh- The restricted cash, uh, will be a similar balance of around 300 million reais. Uh- Yep, yep. Accounts receivable, accounts receivable increases, about 200 million reais to 800 million reais. That's obviously associated with the, um, ramp up in operations. You know, we expect that by Q1, we should be back, uh, to a more normalized level accounts receivable, which would be, you know, somewhere between 1 to 1.2 billion reais. Okay. The deposit amount, the deposit amount goes down, uh, from the Q3 to the Q4 by about 100 million reais. Because as we, uh, as we return aircraft, uh, you know, we use some of those, uh, security deposits as well as, uh, the inaudible deposits to cost out, uh, the return inaudible. 'Cause u- if you know, we're accelerating our transition from the MGs to the masses, and so we're using, um, those deposits to cost out aircraft re-deliveries. Which is why as we said, you know, we do have axos- access to those deposits as it relates to the, to the asset that they're supporting. And, um, and so that's why we include that number in our liquidity. So that, that basically, there's no external capital raising in there, it's all operational. So the, the difference, which is- Oh- Around you know, that total number down from 4 billion to, uh, 3.8 billion. It basically represents an investment in working capital, uh, spare parts, to, uh, end the year with, uh, a little over 100 operating aircraft. Okay. So that, okay, that's helpful. So it's, it's flat-edged, to slightly down, before anything, and we know that we're… You know, hopeful that- Well, you know, the crosstalk capital raising in there. As you know, we have, in addition to that, and kinda maybe taking advantage of your question. 'Cause we have some questions on how do we get to the 6.1 billion of liquidity. Uh, in addition to what I described, you know, we have, uh, potential connecting sources of, uh, based on inaudible, uh, unencumbered assets that we have of a little over 2 billion reais. And so how we get to the 6 billion, the additional 2 billion, uh, comes out of unencumbered assets. About half of that is the collateral we have, uh, through the loyalty program. You know, in the Q3 we finalized the take in of the loyalty program, so we control 100% of those assets and the additional collateral, uh, we had, uh, in spare parts, in all actual property. Uh, which if we wanted to could be deposited into our Senior Secure Notes program, uh, for raising additional capital. We have no plans currently, uh, to do anything with this additional collateral. But it is important to highlight that the unencumbered assets that we have represents a potish- a potential additional 2 billion reais of long-term capital, should we, uh, uh, choose to pursue that. Okay, now that's super helpful. And then, just, um… You know, you, you're always helpful in sorta calling out, you know, the call it, the non o- operating expenses associated with fleet idleness and personal related costs. And in this quarter, this fourth quarter, it looks like it's just gonna be under a billion reais. Now, over the year, that number has actually moved up meaningfully, despite the fact that you are putting more people and planes back into service. So I don't know, is that, is that an FX related issue, what's driving that number? Or am I just, my logic in thinking that as you put more people and planes back to work, and that that should go down. That, that logic's… That maybe there's something wrong there and how it's being accounted for. If you could just detail that. Thanks, Rich. Yeah, I think what you, I think it says a depreciation affect, uh, Michael, which is a non cash affect in there. Okay. Um, but let me, let me, let me get back to that because that's a more technical calculation. But obviously in that, you know, in the unit cost, uh, is the depreciation. And so, uh, part of it, uh, relates to that. Um, also, you know, in the Q3, uh, you know the number… In the Q3, the number of flights is still reduced. mm-hmm <affirmative>. Um, and so there's a, there's a substantial ramp up in the, um, in the Q4. Okay. And, uh, that will kinda revert back. But in the, in the Q3, also in the month of, uh, September as you know, we sc- had to scale back a little bit, uh, given the transition of our PSS. Uh, which in fact did our, you know, our scale, and our, our revenues, and, and our ability to, uh, improve, uh, inaudible pollution, you know, because of the migration to the, uh, new revenue system which was done in August and, um, and September. But in, in the Q3, you know, we had, uh, uh, 70, uh, aircraft operators. And so we still had 60 aircraft still idle in the Q3. And so what you're seeing there is, in, in the Q3, is the effect of those 60 aircraft, um, still idle. Uh, that number at the end of the Q4 will be reduced to, you know, hopefully less than 30. Uh- Nom- And, and so those, those, uh, you know… And we're, we're trying to, you know, separate that out. I think we're one of the few companies that tries to separate that our for you guys. You know, we're separating the idle costs versus the, um, total. Uh, but we'll probably only see a normalization on a, on a unit cost basis for comparative purposes in the Q1. 'Cause we're still gonna have, you know, idle c- idle, idle costs in the Q4. What's, uh, now… When you say normal in Q1, are you, are you saying that approaches zero in Q1? Or, I, I'm just assuming it gets to zero by the back part of 2022. But maybe, maybe it gets there sooner? Oh, no, no, no, no. In the, in the Q1 it goes again, we're, you know, we've returned aircraft. Uh, we are, uh, thi- this Q4 is, uh, activation of a majority of the grounded aircraft. And as we get into the January, February high season, you know, we might be a little bit in there