THESIS COMPRESSION TESTS ELYRIA GAS ENGINE A. H. NICHOL CA ROSCOE H, @. SCKMER 1917 3 01589 6818 ‘LIBRARY Michigan State University ft pond, Ns WE tar ne PLACE IN RETURN BOX to remove thie checkout from your record. TO AVOID FINES retum on or before date due. DATE DUE DATE DUE DATE DUE || 4 MSU Is An Affirmative Action/E qual Opportunity Inetitution c\chc\datedus. — |— |— |] — |— |_| pm3-p. 1 Determination of the Most Efficient Compression Pressure for the Elyria Gas fngine A Thesis Submitted to The Faculty of MICHIGA:: AGRICULTURAL COLLEGE by A. Nichoi G.V'. Osgood aE H.G. Sommer Candic:tes for the Degree or Bachelor of Science June, 1917 THES!S Le ACTUOVIL DGG Ve wish to express our a,preciation to the Mechanical Engineering Tepartment for the use of the apparatus on which this test was mde, azlso for the services cf the mechainic who kept the engine in runnins order. bigned, Tie Authors 10318%¢ The R.E. Olds Hall of Ensineering Se PREFACE During the last few years the internal combustion engines, in both the stationary and portable types, have reached, as regards the mechanical construction, a high degree of development. The simplified construction and the attendant reduction of the first cost has brought about & marked increase in the use of this type of prime mover. Coincident with the large use of internal com- bustion engines has arisen a problem of efficiency. In all kinds of internal combustion engines the com- pression pressure plays an imortent part in the effic- iency derived from that engine. The theoretical effect of increasing the compression, and the commercial limits to this increase cre very important. In running test to determine the most efficient com ression pressure the problem cf economy is dealt with only as a minor subject. ane subject matter of thermal and mechanical efficiency is of prime importance. Different fuels will stand varied degrees of compression but we are limiting our test s to the use of illuminat- ing gase It is our problem to determine the most effic- ient compression pressure, all other things being as nearly constant es possible. 4. GENERAL DESCRIPTION The object of this thesis wis to determine the most efficient pressure for the Elyria Gas Engine in the M.A.C. Mechanical Engineering Laboratory by running efficiency tests under constant conditions. The differ- ent compression pressures were to be obtained by chang- ing the length of the connecting rod. The engine on which this test was made is the "Little Big Engine", of the tandem, single acting type, built by the Elyria Gas Engine Company. Elyria, Ohio. It has & twelve inch stroke and two cylinders of 8.5" diameter, each. It developes 35 HP. at 325 RPM. The piston rod which is 2" in diameter runs through the front cylinder to tne rear, thus reducing the :piston area of the front cylinder by 3.1416 sq. in. The connecting rod is so mede that it can be lengthened by inserting shims near the crank pin box. For lower com-~ pressions there is a connecting rod 1-25 inches shorter than the first. By means of these two rods and several shims the compression can be changed from 70 pounds to 190 pounds. A good idea of the external appearance cf this engine may be had from the accompaning photograrh. The speed cf this engine is controlled by a constant quizlity governor which is guaranteed to govern within two per cent of the mean speed. or Ag fuel the engine burns < mixture of air and illum- inating gas. The gas was taken from the mzins of the Lansing Gas Co. Before the gas enters the manifold it passes thru an Equitable gas meter which registers tenths of cubic feet. Manometers in the gas line at the entrance and exit of the meter show the dro, of pressure of the gas as it passes t hru. Two thermometers register the temp- erature of the gas as i t enters and leaves the meter. To determine the amount of air used as fuel a special measuring device was built. This device consisted of a long cylindrical tank fitted with two 2" orfices in o ne end and connected from the other end to a 3" pipe lead- ing to the manifold. A Manometer measures the drop in pressure betveen the air outside and the air inside of the tank. The tank is also equiped with a thermometer. The method just described is known as the R.J Durley's method. The indicators used in connection with this test were Crosby outside spring indicators. An ordinary prony brake was used to maintain @ constant load on the engine. For starting, com,ressed air is admitted to the rear Cylinder at regular intervals by a cam mechzenism which turns over the engine until it is operated on gas. Seven thermometers were used to aid in regulating the temperature of the cooling water. Other auxiliary apparatus which was useful in this test was: @ watch, foot rule, engineer's sccle, speed counter, log boards and weighing scales. The klyria gis engine on which the test Vas made PROCEDURE Ve It has been stated by good authority thet very few tests of this nature have been run without any mishaps. We found no exception to this rule. After numerous delays such as burned out bearings, worn packing, bent rviston rod, etc, we succeeded in finishing the experiment. Ve have, however, endeavored to use due cure in performing these tests so that the results can be reiied on. To determine the most eitficient compression, five tests were m.de, @ different length of connecting rod being used with each test. Each test was composed of a series of runs, five in number, one for each load. These runs covered a period of twenty minutes during which the load was kept constant by a prony brake. The different loads were, zero, guarter, half, three-quarter, and full load. Before starting the engine we noted carefully that everything was in running order, suck as texrings, oil cups, cooling system, ete..Then the engine was set s0 that when compressed air was admitted to the rear Cvlinder it would start the engine. The engine was allowed to run for several minutes so th-t it would be properly warmed up when the first readings would be taken. In the meantime the indicators were attached, the temp- erature of the cooling water was regulated by the adjust- ment of vaives provided for that purpose, and a trial reading of R.P.M. was taken. As the greatest efficiency can be had when the engine is running at a high tempera- ture, just enough cooling water was allowed to pass thru Be the jackets tc ,revent over-heuting. “Ye first made a preliminary run to determine the range of load thit the engine would carry without the speed f:.lling velow 2 of the mean R.P.II. The first run was m.de with the brake entirely loose. At 2 predetermined instant the "no load" test was begun. Two men took the folloving readings: Gas meter rezding, pressure and temperature of gas entering and leaving the meter, cooling water temperatures, mzinometer reacings on the air meter, and temperature of air passing thru the meter. The weight of cooling water used wes also obtained. The third man took indicator cards and recorded the R.P.if. Ten minutes later a similar set of readings were tzeken againe At the end of twenty minutes the final readings were recorded and the brake was set to maintain the next nigher Load. When tne readings nd cards h:.d been t:.ken for the five different loads, we obtained compression c:.rds in tne fole~ lowing manners At full load the spark wes cut off by hold= ing down the push rod of the spark brecking mechonism so that the cam would not touch ite During this interval « card was taken, the indicator drum being overated by hund. The cards thus obtained, instead of looking like ordinary cards, resembled a series or peaks and valleys. The distance between the atmospheric line and one draw thru the peaks, when reduced to scale, ill ecual the compressicn uressure &t full loud. As a precaution 9. arainst errcr several cards were taken for esc: cylinder. We used 100 and 150% indicator springs for this purpose. For no load and cuarter load a 100;/ suring was used. 150% and 200# springs were inserted for the respective remaining loads. The onix preparation necessary for t:.e next test was the lengthening cf the connecting rod. This was done by inserting a half inch shim. The second test was run in & Similar manner as the first. We however, had trouble with the ignition. At times the engine f2eiled to carry its load becuse of misfiring. We remedied this trouble by adjusting the locknuts on the ignition push rods. To obtain the desired compression for the third test we inserted e& quarter inch shim, which, with the half inch shim already in use, reduced the clearance volume by ~75 times the ,iston crea. This test was run without any mishaps. Yor the fourth and fifth tests the shorter connecting rod w.s used. Three quarter inch of shims were used to bring 2bout the desired compression in the fifth test. All barometric pressures were obtained from tne U.S. yveather bureau, at East Lansing, Mich. The heating value of the gas was obtained from the records of the chemical engineering department at M.A.C. 10, Osgood Nichol Sommer lle CONCLUSIONS une tests .nich were m:.de vill herestter ve referred to, ag, A, 4, C, 0, E, whose res.ective com:ression pressures wy att - -o.’t _ a ~ LE me are 120", 148", 158), 70%, 93. i585 has deen stated cefore we n..ve endesvored to use due cre in ..erformin:;; these tests so th..t tne results eun relied u.on for compar:tive pur Loses. ifter ..e.reful ex:mination of the curves and tivsula= ted results we heve come to tne conclusion that the ensine runs most efficiently witn the compression runing from GS&: to 120°. At first sight it is difficult to decide which <2 tne %.0 compressions gives the better results. Ww te > whe he 5s “When using . L120, compression pressure, .. fxr better mechunic.l eZficiency is oot:..ined- In the other nand, tne aver..ce thermal efficiency is nisner and the ensine Consumes less fue. er 3.H.P. Hr. when . 95:5 com,.ression is maint..ined. When the engine is zullins « 25 H.¥. lond,u 937 com -res- Sion is oest, dec.ise the efficiencies xre com: .ratively hish within tht renge- A&A 120° com_ression is best for a 35 H.e>. loxnd vec use of tiie Followin,s re.sonss a. In this test tne ensine develoved 335 U.P. without tne speed Sulling 2. below the mean R..’.2. ®. the thermal .nd mechinical efficiencies are practie.lly as high 2s the: were in test E in which only ~38i1.P. wus developed. ec. The engine consumes only a smail amouny of more Gas per sclep. Hr. for . 33 Hew. loud than it does for in vo Heuve Load. In seneral tne curves ootained are fairly smootn and £ test . any irresul:rities in the regular. In tne cause oa curves «re due to the trouble which we encountered wivth the isnition. For the fluctuations cf the R.2.:i. we wis:ced the blime on the governor which w.s not sensitive encugn to meet the emergency. In ail of the tests the hishest therm:1 efficiencies are coout tue some. Ap vorenvly tne: do not seem to increase wlth tae com,ression pressure. In com-ering the thermal efficiency curves, we rind tn.% they differ only in the 2 constant velue. In tests rel:tive time in which they reach a A and E they rise quickly st the start, while in the other f. tesis the slope is more gr..ducsl at first. In tests B anc D tue therm:1 efficiency curves fall sfter the 20 H. point has been pessed. the air and cas ratio should remain constant for lignt ana heavy louds bec use the enczine is equip ved with i constant quality governor. In this m.tter ve found some to 6-1 discreponces; the ratio droys from 10 - 1 at no lond ohn -& as "3 — at fuse Loed. a. This is due to tne inadequrte desizsn of the Covernor. It w.s our intentions +o mke a more exhaustive test than we neve. But, becuse of tne shortened serm cnc because of engine trouble, we are unable to give more complete results. CONS TAN Ts Why Bae A HEATING VALUE CF GAS / C.F BRAHE CONSTANT s_)) ao ne — FRONT CYLINDERP CONSTANT PPEAF ne 2/4. OF CrYLINDEF S TROAE PISTON POD D/A. DIA. OF AIR ORIFICES Le A Zk Tol. F =) Ya la tte TIS molest) oo Be al O0O162S 00/72 G2 /@ ie. | m oa Ss aa Op eg = NT Ces tees a || 8 Le y ae ae NS NTN © b xR a Serr UT ae es iN “/ S| M4 a I | Wa a go ea) Ce L. 4 A |e ae Be 6b! a : ui NI S i. A SSS} . “ais Rs y| Caare . < aS ioe ee ee Q t Nigge Sia : SR NS , NS Pare $ a SY \ a x S " > 4 ae és aS \) ty ‘ x ol es Ma aw ahaa bs wo x SNe Sie - ie viata eed alee! lca Sy] SH oP eh Sc ep Seine | ig ea Sle . aes a ia aes ik a S| 8 a aes ‘ a | (il ft eee en EDO he? A oy ae AL oa Tn i l ar -er oe a) : Vig tei Sommar : Foss coer es) Sg 4 a oe SS = ; SS} ——— SSS > — Gross BRane Loap An ey | 70 2S SO ES, Vie Ke) TUTE eof TEST VAT vag) 20 20 20 20 eld Te ae 3 Ae Sh TA StS ah ea Pe “F 68.8 | 70.7 | 70.57 4A) 678 a ee ee SS LE Oe MES ed RSD / | Press. in Gas Marys AO Ye a FIT |}. 4o7 |) 3.36 UE an tele eee QUANTITY of GAs USED GF. | ee Lk i a 07: PB ee Se ee : ee Ee / | al Ad To] a7. Si) 2 2) salads tad tat, la YT Veo Fe ee ce ee See vrs DE ose Yo | Ded 7 _ ae F | 68 677 mei eS Ly Laieaasi ee eee EL te) 1 Ramee PRESS. o— Alm Lac. “FeO Sen eee eR Nas Re tS eee i D ld OPN AGULATED MMe —————— os ee | 4 ATE EL fe = ——_ —. 4 nes 1 og | = i Si } F om) | | GRoss BRAKE LOAD LBS { Fake IN 6S /00 “FS | vee ae. ed a a AL | 2o y Te. 20 Zo Fad @) TL ae a7 al - ee- 672 | 680 | exsy 670° PRESS 14 GAS Mas eo FA OS | 4.775| 4.075 | 4233] 93.35 Watt DS eels FS iy gie £8 , Mine PUANTITY of Gas ksi A | Py ee Nd ee | 2/20 | ass? fr. P /7. 3/6 9/0 ctor 4 FoF 296 SAPOMIETRIC PRESS oe 270 297.0! 29%o 270 270 eee tattle SI Ie Oe Sa Th lh Fe ol nc Bas n a AY oT am va i 67 oes rae) _ FRPESS OF AiR yrae “Heo LI EPO NAG SS. | SF cry pain Sele ee eS ce Saree ee ee Aas et Aa DS | mee tt Ak Cea St bie Ses — — ee 7 | WCHOL | OS600D J oOs77A1& ; Zest We @) ) ye TABULATED Dara ee Baal teat f | “ | 4 Age ee { Gross BRaxeE Load a ak ae ae) | 410 (ES) S70 ad ae ee Le 20 20 20 r—¥eo) é 20 TEr7P OF Gas °F 78.4 Ved 7? 795 | 79.2 al Ea AL TAA) WA Pree ASSES | 4/5 | 3,79 ined C.F. oF Gas usen 7a Led) Pte 277.8 Me eo Aceon EZ) A Ns a SAROMETER Press. “Ag. || 28.95 | 28.9 | 28.9s| 26.95 | 20.95 tial oT A wk | ea 78 80 80 8o PRESS. OF Al Vac. 7 ee de ex eee 7 ee RO oe Sie a A meee ni pS 2 1 pa ac EDD Dm i! y ne FE | ea | | NE a eee Pied i Peer aR ie eae aah Se ioe Bs i | = i ela | a ls aa i Frun tva () TaBuLaTED DATA one ) Ate hee Eine cpa d F Fe 3 ye iz _ Gross Branwe Loan ie Ft ae) 4/10 (435° | 4/80 ee) A a Who? 20 20 20 2o re) ___7EMP_oF Gas i od 6 4 633 | 83.5-|83./ | 62.3 PRESS.1N Gas /TaIns “HzO 448 | 4/25 | $2@5| 3.85 | 3.305 QUANTITY OF GAS USED C.F. ri (85.5 | /64.5'| 2/68 | 283 Mas a Bd eo 2972 STA 288 SAROMETE PRESSURE ‘9. ee ee Lt Aad oe Th ard Rei) 8s 84.7 | 847 ks PRESS. OF AIP vac. Le) M3 276 | .38/ Brow rf a, + —— += aa oe VAI Vy ME P [ay da) CARD LENGTH = 2.15 TT ode Sp ed | MEP a ae rae 1oo . 87 ~3Z 3Z . 6Z - 23 23 Aa To) 30 - gO x fo) . 34 Ta er: 34 ae) 36 .36 36 45 45 45 aoe - 4 ce -45S ae .30 hd yy 3 to (Ye) 66 R F F ig PP = — las ry F a FP lg F a R a r Ee hth Oscoepd Sommer Test B TT =a hd act os Dara CARD LENGTH = 215 | Leap Cve | Sprina| Caen Area | Mean Hot. MEP Av. MEP ie) F EX . 50 . 182 27.3 R . 44 ma. yaaa Pon yy F . 40 145 21.8 F . 30 109 16.4 19.1 ee us Me ge ars he) a a) +7 ce) cay | ae F 48 mer a9 4 WSs? td mt Shit 27S rae ky us i 150 I mob yee Bay ad rar) 2 ae 4) 56.2 55.3 She: F EY. 9 + os ot: ee) a 200 wi yy) gene Mae, Ke Was KE ig ry A ages Gtk, snus ee a ee ig ce ee a +3 F aT .218 mre oe os 2325 cle aD | 98 hg Loo I a fate bt rR eo | 1363 aC 12.6 F .73 + + Ce) ra TS res Cees ae Tas Oscoon | eed anon ah) MEP Dara CARD LENGTH = 2.15 ey Te) Cru | Spring | Caro Arer | Mean Wort. MEF Av MEP yo ey rR 150 . 8 a) a7 ie te 16 ya) ya a ee) i yes ed eee) A. rs ae re ie Alay 4 Al) 39 Rk . 78 . 268 ee 40.5 a ae 4 . 43 ree es m7) ae a 33 33.75 100 id ane) & ae ae F .98 - 36 54 SILIS F es = aco Tbs ae 2 .78 .28 re ee 13S R 200 82 aE I 66 R . 68 ay & eT 65 y= F . 14 ery | as a a -- _ 24 48 S| 170 R Pa . 43 tS FR hy a aad shi 87 Pea F eS 22 ie tae 2, a . 98 . 36 rs vA hehe OSGoOSD ScemMER Zest D Vie MEP Dara CARO LENGTH =2.85 | iy -T ae Sperinc| Caro Area | Mean Hor MEP Alv. MEP Mee r ei mt wel Za eo R 7 wre. ra an.) a a ay 204 ya | . 6F ye hy py es 22.5 10 FR 1.07 31S 37.5 as BES) .362 36.2 36.8 F loz er: ew] 2: F iF .323 32.3 34.1 ate lad Ps) ye 50.5 |. . r te Fo ar ey ee) SAS a im) FR 150 Pee Sr ed Te) bed ey a 121 eye ar 65.2 eres a 1.o% ary] 53.7 re ee ers 53.1 53.4 WAY i 7 ae) Soe) ia 1.32 +63 693.4 CS ~ a F ees a 7a Be) F ae ory 62.2 63.0 Crys O8GoCOD Ae ¥. Pac dt 4 eee |e Test ED June, 17 MEP Dara CRRD LENGTH =2.8 Loan one RD mer SW al 74 Belts a MEP. Av. MEP Be ks ux To ae 189 18.9 Fr . 46 - 164 Ae ae 17-65 a rs} ey eee 5 la i. Safe 9 AS 70 FP lo a | 39.3 F ho . 393 39.3 39.3 bed i tod rays a .88 ea 31.4 23.8 110 ro !5o l.oS ay e- 56.25 F 7} ey 52.5 Cree F Ty 232 Te a) a . 70 .250 37.5 36.5 Ms 3 ad 1.22 A i] a ae 20 a) 64.5 ee ae. f 90 . 322 +8.3 al .88 . 314 47.1 +77 180 r 200 1.08 . 386 nae ee 8 F 1.10 . 393 78.6 te (B F. .87 a 2 (

} ——+ on a + a Nev BRranxeé Loap LBS. 745 | 895 | 1345 | 17Aa5 ——————_—— a oH 7 -4 BHP ieee, a a So Pa cae erie. peta ae ON BR SS ol ie VE Sao LH.P FRONT CrLINDER eo a Bee et ge Ok ed maT Sg Woe ) 2 sai an Teas la tad a Ve A Tora. L.H.P ef on oe —eéCcH. EFF ia tas C.F. S72. Gas / Hour te a ” Ae ae hb EYen ta THERMAL EFF WA O VAR) (4.7 | 16.04 | om ae ae : ae a 27 a YY ee Alp re Gas Frario 10.5 ard a 4 6 COMPRESSION PRESS. Vlog = — “ae ae 420 aaa SUPPLIED/B. H.R - HR cael 22800 |/7060 | 15850! /6370 ——— | 4; ee aca i | eee : | ean sith ae é i Sa ee eee ' PSI SL SS ee a eee | a TABULATED RESULTS Aoshi % Lit 4ey Vad te Jonna tn aan Hae Ner Brane Lord ee 0 Ce ae a = ek seid BS. HF G0S | 49.9 | /98S| 23.4 me ftcé P FRONT CYLINDER 4 BF CIF FOS | SAO7 | (20 7S os os ea Naa a 6.87 0.80 aA Te eA Tora. JL.H..FP ee ¢ Se Eee 2747)\ 30.85 _ WMecw. EFFict1encr ve 4) 46.4 | 68.75|.7225| 76 _ CF. Sro. Gas / HF. 263./ | #4l | S415 | 6216 | 765.4 mp z u LA BHP He. Fe Ree ee Aone ae hee) _ BTU. SUPPLIED x aoe o — -§ 29.380 | 18/70 | 16750 |/80900 THERPITAL EFFICIENCY To o ee Ae) eek Ve CF STD. AiR / HR. Xe ea eh to Lolo ComPREession Press. sa — — = aa ae BES 5 ‘pel Ic ess! ee ees eS sg is Se ee ee = | Test Wa. ©) el TABULATED PESULTS mee ay: y, F ) 4 so NET GRrANE Lown ae oO Co ae ec Oe ne ae Ree PN BO. . P QO 73S | /3.6 200 248 fel aN) ike ida 61s | os 10.75 | 42.6 171 FPEAR I (oe ad iaoR Ke) Rs “270 ae &- ToTaL L.H.P Ad cok dl ata dl ko a Vecw. EFeictEncr To 7) v4 yw ed) 67.2 e eels a he 249.6 | 333.9| ¢$48.2| 607.2; 732.7 hi 0 0 f — |454 | 92.76 | 70.36 2964 STU SUPPLIED/ + + —__ 44,260 | 17630 | 16830) 15,850 | e Al TO GAS FATIO /O4S %/4 | B52 7.68 hae a ComPREssion Press. 9/4 eed mages =r ar et 3 mae S70. A/F / H#. C580 | Josh | 36970 | 4668 | 4884 — o ea ERMAL EFFIC(IENCY To oO ee (443 | (6S | (6.05 aoe ; : Reman SS II t 5 ar ate i (‘me Sri = IA NE VS TN a it goatee Tier, aa ei 1) dad (ABULATED Presu.rs I! } a check ; I A hhot nay S eee ee Sie Ure Ge a | NET Braxe Loan (arc Re o ed deco LA ae 2 OF Oo G45 | 157 4 ee L.H.P FRronr Crz. SSS | O75 | 12./ | 12.8 | 14.85 eee od Ma - 4 49.0 of Tee Vie Jy ee p Toraa L.H. aciie brug he “44S | 18.75| 25.5 | 29.4 Sf oea _ (lecH. E Feie1ency Zo o 45 | 645 | 722 | 8/ EO oe Ve he De Pe er 537.6) 655.5| 7978 é “SBHP HF. as 44.8) 34.9 | F097) 34.7 BTU SUPPYLIED/ 1+ —- 23950 |\/86S0)| /éEsso| /6 Poo THERMAL EFFICIENEr bs ° 7 eS et Ie ee La Mahe 2400 | 3082 | 3864) 4464 | 5238 LE ak) aa) Ze m- 7.78 eae) ad ComPReSSioy FRESSURE Var ne nad Bis =A a COMPRESSION PRESS. ASN ee Y= | —- ee ATED FRESULTS (esi iE, ae SVICHOL / } ee | oe 2/| 3 oe Alte DRraxé Load Pale eco Fe a dined eae AS rE NES ke ot se (eel Nek Ak irak a FRONT Crt. ik — a, Te 2 — | S43 oo: PEAR ” FILE 263.) 3S | 43 | 44.6 Aer PY 65 | 18.28 | 22.0 225 | 33.9 A 30 A ale We fo) 96.2 66.8 76.0 | 78.8 C.F STD. Gas / HP. 203./ | 347.5 | 4566 600 789 i tt os eee Si FFM Nee eae Loan = -0006- 312-445 = 8.33 We feet Pe ae i | i 7 ee ee ee 33000 ef 2 - ee - ee R. Cri = .00112-mer- £5 =.0017Z: 34-156 = 9.1 — Ee ee > Mecn.Err = Pa ee i A Que PT _ 29.03: s2z2z FPeoucrion Factor = Tr —s6 sz8:l rr es a eld Cu Fr. Srv. Gas per Hr. = 127:.956: $2 = 3645 Cu.Fr. Sto. Gas per BHP per HR. = 364.5 + 833 = 42.6 law Me ©] SuPrPLied 7 ta BHP per he = 42.6°535 = 22,800 Test A ~ Run @& Juve LF tate T Sampre Comeurarions CePe yey SommerR ey THoermarc Err, = re yin TAA : a Uo Wr, = .01369 a*Vir as eet C =.600 K =. 01369: 2-600 - 3600 = 120.03 a0, aed ae -Y Wr= 120.09V-2 seost—'S2) _ S27 For Twe oriFrices Wr = 109.2-2 = 218.4 218.4 Cu.Fr Stv.Air OETA ita to gir a 1 -) Air te Gas Fratio = ire = 7.9 199.2 a | June 17 faa dis ' 2) WICHOL Oscoop Vol ee a ee 4 S y H CY . eS gle > a ea . 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