UDR-TR-86-121

ANALYSIS OF
ARROW AIR DC-3-63 AOOIDENT
GANDER, NEWFOUNDLAND ON 12 DECEMBER 1935

James K. Luers
and
Mark A. Dietenberger

October 1986

UNIVERSITY OF DAYTON
RESEARCH INSTITUTE
DAYTON, OHIO 45^69
 FOREWORD

The work conducted in this study was performed for the

Canadian Aviation Safety Board under contract MM012-6-0005/0T-GR.
Safety Investigator David McNair was the contract monitor.

The authors express their appreciation to Mr. Patrick Haines

for his technical assistance and guidance in performing the digi-
tal takeoff simulations and Mr. Cliff Cerbus for his programming
help. The clerical work of Joanda D'Antuono is greatly
appreciated.

11
 ABSTRACT

The University of Dayton Research Institute conducted a

performance analysis of the Arrow Air DC-8-63 Accident which
consisted of two separate studies. The Flight Recorder Data was
used for the solution of the airplane equations of motion using
various assumed inputs to determine the trajectory of the aircraft
that satisfied the known variables and impact conditions. A
second study consisted of introducing performance degradating
events into a digital takeoff simulation program and assessing the
performance deterioration that occurred and its probable con-
tributing effect to the accident. Results from the two studies
were totally consistent. The only satisfactory explanation of the
accident requires serious drag and lift penalties consistent with
ice accretion on the wings of the airplane. It is also possible
that an engine failure occurred during rotation.

This report contains a description of each of the two

studies and the conclusions derived from each. Results from the
two studies are then compared in arriving at the final conclusion.
These conclusions are presented immediately following the intro-
duction to the report.

111
 TABLE OF CONTENTS

SECTION PAGE

I INTRODUCTION 1
II CONCLUSIONS 4
III TAKEOFF SENSITIVITY ANALYSIS 5
IV ACCIDENT RECONSTRUCTION 34
APPENDIX A AIAA J. of Aircraft Paper A-1

IV
 LIST OF ILLUSTRATIONS

FIGURE
FDR1 Flight Data Recorder Information.
N1. Normal Takeoff.
N2. Normal Takeoff.
ER1. Early Rotation.
ER2. Early Rotation.
RT1. Reduced Thrust.
RT2. Reduced Thrust.
ELVR1. Engine Loss at V R .
ELVR2. Engine Loss at V R .
ELVR51. Engine Loss at V R + 5 Seconds.
ELVR52. Engine Loss at VR+ 5 Seconds.
2EL1. Loss of Two Engines.
2EL2. Loss of Two Engines.
CLCD1. Lift and Drag Curves for Airplane with
Roughened Wing Surface.
IW1. Ice on Wing .
IW2. Ice on Wing.
EREL1. Early Rotation, Engine Loss.
EREL2. Early Rotation, Engine Loss.
IWER1. Iced Wings, Early Rotation o E = -17 o
IWER2. Iced Wings, Early Rotation o E = -17 0
IWEREL1. Iced Wings, Engine Loss, Early Rotation,
o E = -17° .
IWEREL2. Iced Wings, Engine Loss, Early Rotation,
o E * -17°.
1 Plot of Unprocessed and Smoothed FDR Load
Factor Data versus FDR Time for Scenario #1.
2 Plot of Pressure Altitude, Ground Elevation,
and Aircraft Center of Gravity in Feet above
Sea Level (ASL) versus FDR Time for Scenario
3 A Plot of FDR Magnetic Heading and the Aircra
Ground Heading versus FDR Time for Scenario #

V
 LIST OF ILLUSTRATIONS (continued)

FIGURE PAGE

Plot of FDR Indicated Airspeed and the 45

Calculated Time Airspeed versus FDR Time
for Scenario #1.
Plots of Assumed Pitch History and the Derived 46
Angle of Attach and Elevation Deflection
History for Scenario #1. Two Other Assumed
Pitch Histories are Included for Comparison.
6 Plot of Rate of Climb versus FDR Time for 47
Scenario #1.
7 Plot of Aerodynamic Data and A/C Trajectory 48
Values of Lift, Drag, and Moment Coefficients
versus Angle of Attack for Scenario #1.
Plot of Aerodynamic Data and A/C Trajectory 49
Values of Lift, Drag, and Moment Coefficients
versus Angle of Attack for Scenario #2.
Aerodynamic Data Relating to Each Scenario. 50

VI
 SYMBOLS

g is the magnitude of the acceleration of gravity,

V is the magnitude of the velocity relative to the earth,
T is the angle between V and the X-axis (the flight path angle),
F_ is the magnitude of the thrust vector,
m is the aircraft mass,
6» is the angle between the thrust vector and the fuselage
reference line (FRL),
a is the angle between V and the FRL,
q is the dynamic pressure which is equal to one half the air
density (p) times the square of magnitude of the velocity rela
tive to the air mass (V ), q = 1/2pV ,
a. cL
S is the aircraft wing area,
<5 is the angle between V and V,
a.
CD is the drag coefficient, and
CT is the lift coefficient.

q is the time derivative of the pitching rate (q),

LT is the effective moment arm of the thrust vector,
c is the Mean Aerodynamic Chord,
I is the moment of inertia about the symmetry plane of the
aircraft, and
Cm is the pitching moment coefficient,

VII
 T
SECTION 1

INTRODUCTION

A performance analysis was conducted of the Arr;« Air DC-3-

63 takeoff accident at 10:15 GMT, December 12, 1985 at Gander,
Newfoundland. A two-part study was conducted. Takeoff sen-
sitivity analysis was performed using a digital, fixed stick,
simulation program to establish the relative performance degrada-
tion resulting from several factors that are candidate causes or
contributing factors to the accident. The second approach was to
reconstruct the accident trajectory by solving the airplane
Equations of Motion using flight recorder data as input.
Consistent results were achieved from the two approaches. The
overall conclusions are given in the next section of this report.

The accident occurred during takeoff in sub-freezing

weather. After a long takeoff run, the airplane lifted off,
climbed very slightly and began descending over downward sloping
terrain before impacting into a wooded area 2973 feet from the end
of the runway and 14 degrees right of the centerline. The impact
altitude was 147 feet below the elevation of the departure end of
the runway. A survey and analysis of the damage path through the
trees indicated that at impact the aircraft was at a 10° pitching
right wing down attitude and 12° descent angle. This corresponds
to a 22° angle of attack - well beyond the stall angle of the
airplane. Figure (Flight Data Recorder) FDR1 shows the 4 channels
of data obtained from the airplane's flight data recorder. From
visual inspection of this figure, several likely conjectures can
be made. From the load factor (vertical acceleration) trace,
liftoff probably occurred in the time range of 1:25 to 1:28
minutes. Stall likely occurred near 1:33 where the load factor
indicates a sharp downward acceleration and the heading begins
deviating from 220° (indicative of a stalled wing). The airspeed
at this time is approximately 165 knots, well above the 144 knot
clean wing stall speed of the airplane. Other indications that

1
the airplane actually stalled are the erratic pressure altitude
and airspeed profiles after about time 1:30.
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F i g u r e FDR1. F l i g h t Data R e c o r d e r Information.

 SECTION II
FINAL CONCLUSIONS

Two independent analyses were conducted to establish the

cause of the DC-8-63 Arrow Air accident at Gander, Newfoundland on
12 December 1985. A sensitivity analysis was performed to estab-
lish the relative performance degradation produced by several
factors that are potential causes of the accident. The second
analysis reconstructed the aircraft trajectory by solving the
aircraft equations of motion, using FDR data and appropriate
assumptions as input, subject to the known boundary conditions at
input. Results achieved from the two analysis are totally
consistent. The conclusions are as follows:

• Any satisfactory explanation of the Arrow Air DC-8-63

(stall) accident requires significant loss of lift and
increase in drag consistent with ice accretion on the
wings of the airplane.

• Ice accretion coupled with the loss of thrust from one

engine during rotation also provides a satisfactory ex-
planation of the accident. This explanation derives a
drag penalty more consistent with that expected for an ice
roughened airfoil. Inaccuracies in FDR data and the
assumptions required to solve the equations of motion
however prevents a positive determination of whether or
not an engine loss occurred. Supporting evidence from
post-crash inspection of the engine should also be con-
sidered .before establishing the probability of an engine
loss.

• Other factors that were analysed were, loss of 1500 lb.

thrust throughout the flight, early rotation at an
airspeed 8 knots less than the value for the proper
airplane weight, and loss of lift due to slot failure on
one wing. Each of these factors, if they actually oc-
curred, would have had only a minor influence on the
airplane performance.
4
 SECTION III
TAKEOFF SENSITIVITY ANALYSIS
James K. Luers
A two-dimensional three degree of freedom digital takeoff
program was used to simulate various takeoff scenarios. A normal
takeoff trajectory was simulated and then various abnormal trajec-
tories were generated under assumed conditions or events that
might have produced performance degradation. The airplane equa-
tions of motion used in the simulation are described in NASA CR-
2287*.
The equations are:

F - -
V = -g s i n Y + -mI c o s ( 6 TT+ a ) m- J D
^ Cn cos 6 + 5m^ LCT s i n 6 (1).

F - -
cos Y a> C 3ln s
* ""V * 17 smc V " If D * S l CL oos 6
<2)

yy yy

where the symbols are defined in Appendix 1. The aerodynamic and

thrust data were provided by the Douglas Aircraft Company for the
DC-8-63 airplane. The takeoff weight was considered to be 344,500
pounds. The corresponding "V" speeds are V R = 154 knots and V -
166 knots. For the sensitivity analysis a normal takeoff con-
sisted of initiating rotation 1 second after V 2 , rotating to a
pitch of approximately 13° at a rate less than two degrees per
second and climbing out at Vp+10 knots. This was achieved in the
simulator program by deflecting the elevator linearly to -14° over
a six second period beginning one second after V R then backing the
elevator to -13° over the next two seconds. This resulted in the
aircraft rotating to a pitch of 12.6° at a rotation rate slightly
less than 2° per second and reaching V-+10 at 35 feet and climbing
out at a stabilized speed of Vp+10 (see Figures N1 and N2).

Luers, James K., and Reeves, Jerry B., "Effect of Shear on

Aircraft Landing," NASA CR 2287, July 1973-
5
 The abnormal events that were evaluated with the sensitivity
analysis were:

Early rotation
Reduced thrust from one engine
Loss of an engine
Loss of two engines
Ice on wings
Combinations of the above

The individual effect of each factor on a normal takeoff as well

as the combined effects of several factors were determined. The
details and results from each simulation are as follows.

EARLY ROTATION
Since the V R and V^ speed bugs on the co-pilots instrument
panel, as observed from the wreckage, corresponded to the aircraft
being at a lighter weight than that deduced after the accident,
the result of premature rotation at a lower VR speed was
simulated. The input conditions were:

Begin rotation at V R - 146 knots + 1 second

Deflect elevator to -14° over 6 seconds
Backoff elevator to -13° over 2 seconds

The results are shown in Figures (Early Rotation) ER1 and ER2.

Conclusio/i
Climb rate changes very little. Airspeed can be
maintained. Angle of attack is about one degree higher than
normal takeoff. Still very adequate stall margin. Does not
produce serious performance deterioration.

6
REDUCED ENGINE THRUST

Because one engine was known to be running hot,

there are indications that the engine may have been throttled back
during takeoff. The effect of a 1500 pounds loss in thrust in one
engine was simulated.

Input Conditions

Thrust - takeoff thrust - 1500 pounds

Other input same as normal takeoff

The results are shown in Figures (Reduced Thrust) RT1 and

RT2.

Conclusions

Slight reduction in climb rate. Airspeed easily

maintained. Angle of attack almost unchanged. No significant
performance degradation.

LOSS OF ONE ENGINE

In post-crash analysis one engine exhibited less rotational

damage than the other three. The effects of an engine loss at V R
and at VR+5 seconds were simulated.

Input
a) Engine thrust decreased by 25? at V R
Other inputs same as normal takeoff
b) Engine thrust decreased by 25? at v R + 5 seconds
* Other inputs same as normal takeoff

The results are shown in Figures (Engine Loss V R ) ELVR1,

ELVR2 and (Engine Loss V R + 5) ELVR51 and ELVR52.

Conclusion
Climb rate near normal to 100-150 feet, then speed
increases as a/c maintains altitude. Angle of attack about 1

7
degree higher than normal takeoff - no danger of stall. Causes
normal performance deterioration expected from loss of an engine.
Not a likely cause of the DC-8 Gander accident in which airplane
apparently stalled.

LOSS OF TWO ENGINES

To assess worst case possibilities consisting of the loss of

two engines, or perhaps one engine in a thrust reversal mode a
simulation was made with two engine thrust loss at VR+5 seconds.

Input

Engine thrust decreased by 50$ at VR+5 seconds

Other inputs same as normal takeoff

The results are shown in Figures (Two Engine Loss) 2EL1,

2EL2.

Conclusion

Airplane climbs initially then begins to lose al-

titude, increases speed, and again starts to climb. Is able to
maintain airspeed at low altitude. Angle of attach very similar
to that of a normal takeoff. Will not result in stall unless
airplane is allowed to climb rapidly at takeoff until sufficient
airspeed is lost to stall airplane at an altitude well above the
ground level. Since in the Gander accident the aircraft barely
climbed off the ground, the two engine loss scenario is not a
likely event that caused the accident.

ICE ON WINGS

Weather conditions observed at Gander suggest the pos-

sibility that the aircraft penetrated super-cooled water droplets
or freezing rain while landing at Gander approximately one hour
and 10 minutes prior to takeoff. Ice on wings, due to roughness
is known to cause serious loss in lift near c r m a x a n d a s i 8 ~
nificant rise in drag. To simulate this effect the DC-8-63 lift
8
and drag curves were modified. The modified curves represent only
the generic nature of what can be expected with an ice roughened
airfoil. The curves should not be considered to represent how the
DC-8-63 actually performs when exposed to a specified amount of
ic ing .

Input

C D vs a (basic) j a s s h o w n i n F i g # C L C D 1 .
C L vs a (basic)
Other input same as normal rotation (because of
reduced lift 6, -1 4° produces only 11° of pitch attitude).

The results are shown in Figures (Iced Wings) IW1 and IW2.

Conclusions

The airplane climbs while maintaining airspeed but

is dangerously close to the rough wing stall angle of attack. If
the airplane were rotated to a 12 or 13 degree pitch attitude (as
would be expected), the airplane would stall at the end of the
rotation at a very low altitude with recovery impossible. This
scenario provides a reasonable explanation of the accident.

LOSS OF ENGINE AND EARLY ROTATION

The early rotation scenario is likely to have actually

occurred since the bug indicators on the co-pilot's instruments
give a good indication of the speeds being used to fly the
airplane. Thus a combination of early rotation with other events
was simulated. *

Input

Thrust decreased by 25% at V- + 5 seconds

Other input same as for early rotation

The results are shown in Figures (Early Rotation/Engine

Loss) EREL1 m d EREL2.

9
 Conclusion
Airplane climbs rapidly to 100 feet, then increases
speed while maintaining altitude. Airplane is capable of climbing
out. Angle of attack about 1 degree higher than for normal
takeoff. Airplane would have to fly to a considerable height
rapidly to lose enough airspeed to stall the airplane. Not a
likely explanation of the accident.

ICE ON WINGS, EARLY ROTATION

This simulation considers combined effects of early rotation

with ice on wings. With ice on the wings, an elevator deflection
of -14° only produces a pitch of about 10 degrees. Since the
pilot is expected to rotate to about 13 degrees, the rotation was
changed to advance the elevator to -17°.

Input
C_, C, curves from Figure CDCL1
Rotation begins at V- - 1^6 knots + 1 second
Elevator deflected to -17° over 6 seconds

The results are shown in Figures (Iced Wing/Early Rotation)

IWER1 and IWER2.

Conclusions

The airplane climbs initially but stalls during

rotation (post-stall simulation results are doubtful because of
questionable accuracy of the post-stall lift and drag curves).
Airspeed begins to drop off shortly after rotation. Due to stall,
the aircraft would not likely reach the altitude shown in Figure
IWER1. This scenario provides a reasonable explanation of the
accident.

10
ICE ON WINGS, ENGINE LOSS, EARLY ROTATION

Since post-crash engine analysis indicated a possible engine

loss, the combination of engine loss, early rotation and ice on
wings was simulated.

Input
Thrust reduced by 25% at V"2 + 5 seconds

Other input same as ice on wings, early rotation.

The results are shown in Figures IWELER1 and IWELER2.

Conclusions
The airplane barely climbs off the ground, loses
airspeed and descends rapidly to the ground. Airplane exceeds
rough wing stall angle of attack during rotation. This simulation
most nearly matches the accident data, however, accuracy of post-
stall simulation is unknown. This scenario provides a reasonable
explanation of the accident.

11
 SUMMARY OF RESULTS OF SENSITIVITY STUDY

Of the factors and events that were considered, all

scenarios that provide a reasonable explanation of the accident
require the presence of ice on the wings to produce the lift and
drag penalties that are needed to make the airplane stall at a
very low altitude. Other factors that may contribute, such as
early rotation or loss of an engine, when combined with ice on the
wings also provide a reasonable explanation of the accident. No
other factor or factors (excluding ice on wings) when considered
separately or in combinations are capable of providing a
reasonable explanation of this accident.

-\

12
500.00T

458.00-

400.00H

350.00-

300.00-

250.00-

200.00-
v.
150.00-

100.00-

50.08-

0.00C
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure Nl. Normal T a k e o f f .

13
 20.00T

15.00
H £- a stall
A
P

D 0.00-

5.00-
t
T
A

D 0.08H
E
G

-5.00L
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

- F i g u r e N2. Normal Takeoff,

14
 500.0a—

450.00-
G
H
T 400.00-
F
T 350.00-

300.00-

250.00-
A
I
R 200.00-
S
P 150.00-
E
E
D 100.00-
K 50.00-
N
0
T t t
S 0.00^
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ERl. Early Rotation.

15
 20.9ft

A
L
P
H
A
P
D
E
G

H
E
T
A
D
E
G

-5.0»
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ER2. Early Rotation,

16
 500.0a—
h
E
I 450.00-
G
h
400.00-
F
T 350.00-

300.00-

250.00-
A
I
R 200.00-
S
P 150.00-
E
E
D 100.00-
K 50.00-
N
0
T
S 0.001 t
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure RTl. Reduced Thrust,

17
 20.0a

A
L
P
H
A
P
D
E
G

T
H
E
T
A
D 0.00
E
G

-S.00L
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

' Figure RT2. Reduced Thrust,

18
 500.8a—
h
E
I 450.00-
G
h
T 400.00-
F
T 350.00-

300.00-

250.00-
A
I
R 200.00-
v.
S
P 150.00-
E
E
D 100. 0 0 -

K 50. 0 0 -
N
0
T
0.00t ±
S 0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ELVRl. Engine Loss at VT

19
 28.00r

A
L 15.00=
P
H
A
P
D 10.00
E
G

T 5.00-
H
E
T
A
D 0.00'
E
G

-5.001
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ELVR2. Engine Loss at V,

20
 500.00 —
h
E
I 450.00-
G
H
T 400.00-
F
T 350.00-

300.00-

250.00-
A
I
R 200.00-

S
P 150.00-
E
E 100.01
.00-
D
K 50 .00-
N
0
T 0.00^ ±
S 0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ELVR51. Engine Loss at V R +5 seconds.

21
A
L
P
H
A
P
D
E
G

T
H
E
T
A
D 0.00
E
G

-5.001
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ELVR52. Engine Loss at V R + 5 Seconds,

22
 500.00k-
h
E
I 450.00-
G
H
T 400.00-
F
T 350.00-

300.00-

250.00
A
I
R 200. 0 0 -

S
P 150.00
E
E
D 100.00-

K 50.00-
N
0
T 1
S
0.00< ±
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure 2EL1. Loss of Two Engines,

23
 20.00r

15.00=.
H L stall
A
P
D 10.00-
E
G

T 5.00-
H
E
T
A
D 0.00-
E
G

-5.00L 1
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure 2EL2. Loss of Two Engines,

24
 L i f t / Drag Curves

Basis f o r Rough Curves AIAA-82-0213

Ks=1.4mm
AC
klEM = .30
'Lmax

A a
stall

D ROUGH
.20 20

D SMOOTH

L SMOOTH
15 1.5

10 1.0-

.05 .5

Figure CLCD1. L i f t and Drag Curves for Airplane

with Roughened Wing S u r f a c e .

25
 500.00r

450.00-
H
T 400.00
F
T 350.00

300.00

250.00-
A
I
R 200.00-

S
150.00-
P
E
E 100.00-
D
K 50.00-
N
0
T
S 0.00t ±
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

F i g u r e IWl. I c e on Wing.

26
 20. ea-

A
L
P 15.00=.
H
A T 'stall (clean wing)
P
D
E
G
10.00-- -
r 'stall
(rough wing)

T 5.00-
H
E
T
A
D 0.00-
E
G

-5.00L 1
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure IW2. Ice on Wing.

27
 500.0$
h
E
T 450. 0 0 -
6
H
T 400. 0 0 -
F
T 350. 0 0 -

300.00-

250.00
A
I
R 200.00-
v.
S
P 150.00-
E
E
D 100.00-

K
N 50.00-
0
T 1
S 0.00t
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure ERELl. Early Rotation, Engine Loss,

28
A
L
P
H
A
P
D
E
G

T
H
E
T
A
D 0.00
E
G

-5.001
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure EREL2: Early Rotation, Engine Loss.

29
 500.01
T
450.00
G
h
I 400.00
i
F j
T
350.00

300.00-

A 250.00-
I
R
S 200.00-
P
E i50.00-
E
D
100.00-
K
N
0 50.00-
T 0.00^-
S 0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure IWERl. Iced Wings, Early Rotation 6 E = -17'

30
 20.00.

A
L 5.00=
P ..«•••"i.

h • ^
A stall
P (clean wing

D 10.00
E
G a
stall
(rough wing

T 5.00
H
E
T
A
D 0.00
E
G

-5.00
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

Figure'IWER2. Iced Wings, Early Rotations, 5E = -17'

31
 20.8ft-

A
L 15.00 =
P
H a
A stall
P (clean wing)

D 10.00-.
E
G
stall
(rough wing)

T 5.00-
H
E
T
A

D 0.00
E
G

-5.0» 1
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

F i g u r e IWERELl. Iced Wings, Engine Loss, Early R o t a t i o n ,

5E = - 1 7 ° .

32
 500. 00r
E
I 450.00-
G
H
T 400.00-
F
T 350.00-

300.00

250.00
A
I
R 200.00

S
P 150.00
E
E
D 100.00-

K 50.001-
N
0
T 1
S 0.00^ ±
0.00 20.00 40.00 60.00 80.00

TIME (SEC)

F i g u r e IWEREL2. I c e d Wings, E n g i n e L o s s , E a r l y Rotation,

6E = - 1 7 ° .

33
 SECTION IV
ACCIDENT RECONSTRUCTION
Mark A. Dietenberger

The Arrow Air Gander accident was reconstructed using the

technique developed by the University of Dayton Research Institute
researchers for the analysis of the Pan Am New Orleans
accident . There were several changes to the equations and a
slight modification in the solution method in order to apply this
technique to the Arrow Air Gander accident. The equations
directly used in the Gander accident reconstruction are Eq (5)-
(14), (21) and (22) from Reference 1. Equation (15) was modified
to convert indicated airspeed to equivalent airspeed (utilizing
data provided by Douglas) and then converting this value to the
true airspeed. Equation (16) was modified to simulate yawing
effects at stall. The aerodynamic data and the engine thrust data
provided by the Douglas Co. were curve fitted and interpolated for
insertion into the computer program. This data replaced Equations
(17) - (20) of Reference 1. An additional moment equation similar
to that used in NASA CR-2287 was incorporated into the program in
order to calculate the elevator deflection. This required
development of an algorithm to calculate pitch rate and rotational
acceleration from the pitch history profile. The takeoff run
equations were revised to allow computation of drag penalties for
an assumed constant wind condition. The lift penalty could not be
calculated during the takeoff run because of the ground loading of
the aircraft. Lastly, terrain elevation was explicitly included
in the takeoff run and used for the calculations of the ground
effect during tfhe airborne segment of the flight.

During different segments of the trajectory, the equations

of motion were solved for different variables depending upon
assumed and known conditions. The method of solution is as
follows:

Dietenberger, M.A., Haines, P.A., and Luers, J.K.,

"Reconstruction of Pan Am New Orleans Accident," Journal of
Aircraft, Vol. 22, No. 8, August 1985, pp. 719-728"!
(See Appendix A)
 1) During the takeoff run to time = 1:20, the equations are
solved for aircraft acceleration because the airspeed
indicator gives unreliable data at low speed and thus
acceleration cannot be derived from the derivative of
airspeed.

2) At an airspeed of 70 knots the aircraft acceleration is

constrained to follow the airspeed data assuming a
constant wind and a negligible drag penalty at low
angles of attack.

3) Just before the beginning of rotation at time t = 1:20

and until liftoff, the airplane acceleration is derived
from the airspeed data, so that the equation of motions
are solved for the drag coefficient as the angle of
attack increases. The lift coeficient was taken from •
the aero data as it is only important in computing
rolling friction.

4) At liftoff the load factor data is included to determine

aircraft's vertical acceleration for an assumed pitch
history. Smoothed values of load factor, as shown in
Figure 1 were used as input to the equations. The
equations of motion are solved for lift C, and drag CD-
Wind is constrained to be approximately constant.

The boundary conditions and constraints that had to be satisfied

in solving the equations of motion are:

• Airplane tail strikes tree at a position of

x = 2881 ft from end of runway
y =« -718 ft right of extended runway centerline
z = 278 ft ASL

• At initial impact
pitch angle » 10°

35
 descent angle = -12°
yaw angle = -9°

• Constant wind: 4 knots at 290° heading

• Liftoff (wheels off the runway) at pitch angle of 8° to

8.5° and before reaching end of runway

• Airplane must be less than 150 ft above ground throughout

flight

• Elevator deflection at tree impact = -24°

In solving the equations iteratively, certain parameters

were found to have primary influence on satisfying specific
constraints. In particular (1) Brake release time was constrained
iteratively to give an average -1.24 knot headwind during the
takeoff run; (2) Brake release position was constrained itera-
tively to give the correct impact "x" position at impact time t =
1:39; (3) Liftoff time was constrained iteratively to give the
correct impact "z" position at impact time; (4) Yawing effect due
to asymmetric wing stalling was constrained iteratively to give
impact "y" position at impact time, and (5) A pitch history was
assumed to provide a reasonable pilot response, consistent lift
and drag penalties, and a less than normal rotation rate due to
the lift and drag penalties.

The solution of the equations of motion of the aircraft

determines the^lift coefficient to a high level of accuracy. The
derived lift coefficient is largely insensitive to the assumed
pitch history. The lift coefficients that were calculated did not
approach that expected for a clean aircraft passing through C T _ _ .

The drag coefficient derived from solving the equations of

motion are not as accurate as the lift coefficient since it is
dependent on an assumed thrust. Loss of thrust from one engine
for example cannot be distinguished from a drag increase of *0.05.

36
 The only acceptable solutions to the A/C equations of motion
using the FDR data as input, subject to the known boundary con-
straints were (1) loss of lift and drag increase due apparently to
ice on the wings and (2) loss of lift and drag increase due to
iced wings along with an engine loss during rotation. The solu-
tion trajectories are described as follows.
Scenario #1 - Aerodynamic Penalties Due to Ice on Wing and Slow
Rotation to 14° Pitch '

Figures 2 through 8 show the solution of the equations of

motion when no loss of engine thrust is assumed. This solution
indicates loss in lift and a drag increase likely resulting from
wing icing.

Figure 2 shows the FDR pressure altitude trace (too noisy to

be of use in the analysis) and the derived aircraft trajectory
versus ground elevation. The airplane barely climbed near the end
of the runway then started to descend rapidly. It's center of
gravity altitude was about 140 feet below the runway when the tail
struck the tree.

Figure 3 shows the derived ground heading of the aircraft

and its deviation from the magnetic heading, which eventually
reached a -9.1° yaw angle at initial impact.
Figure 4 shows both the FDR indicated airspeed and derived
true airspeed. For airspeed below 70 knots the true airspeed was
calculated by the integration of the aircraft ground acceleration.
Above 70 knots the true airspeed was calculated from the indicated
airspeed data via the equivalent airspeed and the atmospheric
density ratio corrections.
*
Figure 5 provides results about elevator deflection and
angle of attack for three different assumed pitch time
histories.Each pitch profile assumes the nose began to rise at
about 79 seconds, shortly after V R at a rate of 1 degree per
second. At 87 seconds the airplane wheels lifted off the ground,
which required a pitch angle of 8°, but hardly any higher because
the tail would have scraped the runway. The pitch was assumed to
continued to increase to 14°, 12.5° and 10°, respectively at a
37
rate of 1 degree per second. Pitching to a limit of 14° gave the
most consistent lift and drag penalties that are representative of
ice accretion on the airfoil. Other pitch history assumptions,
i.e., the 12.5° or 10° pitch limits had only a minor effect on
changing the aircraft trajectory. The derived elevator deflection
time history indicates that after the end of rotation it decreased
monotonically (more negative), even while the nose was lowering to
10° pitch. The derived elevator deflection of -23.3° at time 1:39
and the derived angle of attack of 22° is consistent with known
impact conditions.

Figure 6 shows the climb rate throughout the trajectory. A

positive climb only occurred for a few seconds after liftoff. At
impact the descent rate approached 3000 ft/min.

In Figure 7 the dashed lines represent clean wing C\, C D ,

and C M obtained from the aerodynamic data provided by the
manufacturer. The solid lines represent C, , C D , and Cw derived
from the method of solution discussed earlier for the case of
pitching up to 14°. At angles of attack less than 15° (while
ignoring those less than 8° during ground roll), a 20 to 30$ loss
in the lift coefficient is noted, while at angle of attack greater
than 15° the loss in the lift coefficient was 30 to 50 percent.
At angles of attack less than 9° the drag increment was about 200$
of clean wing drag and at angles of attack greater than 10°, the
drag increment decreased to 100? of clean wing drag. At impact
the angle of attack was 22°, the drag increment was more than
200%, and the C Q value was C D - 1.5. This value seems extremely
high even for a deep stall. Examination of Figure 4 shows a
questionable st^ep drop in airspeed during the last three seconds
before impact that gave rise to such an unreasonably high drag
coefficient at initial impact. The validity of the last three
seconds of airspeed data thus is questionable.

Scenario #2 - Aerodynamic Penalties Due to Wing Ice, Slow Rotation

to 14° Pitch, and The Loss of One Engine at 80 Second's

In this solution for the equations of motion a loss of

thrust from one engine is assumed to have occurred at 80 seconds.

38
This scenario also produced an acceptable solution to the equa-
tions of motion. The results shown in Figures 1 to 6 from
scenario #1 are practically identical to the results obtained for
scenario #2. The only difference in results between scenario /M
and scenario #2 is the derived values of drag coefficient.
Instead of the 200% increment in C D for angles of attack less than
9° with scenario #1, we have about 100% increment in drag for
scenario #2 as shown in Figure 8. Thus, loss of an engine is
equivalent to a drag increment of about 0.05. The lower increment
in drag coefficient for the scenario #2 solution is more repre-
sentative of that expected for a roughened airfoil.

Other Modifications of Scenario #1

Other modifications of scenario #1 assumptions include a slot

lift loss, a 1500 lb. thrust loss, and a higher rotation rate. No
noticeable changes in Figures 1 to 7 occurred except for minor
variations in the estimates of the lift and drag penalties.

Result Summary of Accident Reconstruction

t Scenario #1 , Aerodynamic Penalties, No Engine Loss, Pitch

to 14° Peak

Brake release time 31-5 sec.

Brake release position -8752 ft.
Liftoff time 87 sec.
Peak pitch angle of 14° at 93 sec.
Pitch rotation rate of 1 degree/sec.
Elevator deflection at tail impact = -23-3°
Descent angle at tail impact = -12.1°
Yaw angle at impact = -9.1°
20 to 30* lift penalty before stall angle = 14.8° and
before 93 sec.
30 to 50$ lift penalty after stall angle = 14.8° and
after 93 sec.
»200% increase drag penalty before 9° angle of attack
*100% increase drag penalty from 10° up to stall angle

39
 Scenario #2, One Engine Loss, Aerodynamic Penalties, Pitch
to 14° Peak

same as above except -

Brake release position -8729 ft
Elevator deflection at impact -2M.10
=100? increase drag penalty before stall angle

Sensitivity Study

Slot lift loss - minor

1500 lb thrust loss - minor
Higher rotation rate - minor
Pitch history variation after liftoff minor

Conclusions

The Aircraft Trajectory Analysis, based upon Flight Recorder

Data and appropriate assumptions, has concluded that any
reasonable accident scenario must include serious lift and drag
penalties consistent with ice accretion on the airfoil. If
reduced thrust due to engine loss at rotation is also assumed, a
consistent and more acceptable drag penalty at low angles of
attack is derived. However, insufficient evidence exist in light
of inaccuracies in FDR data and the assumptions that are required
for the reconstruction to definitely conclude whether or not an
engine failure occurred. Other possible influencing factors such
as lift decrease resulting from a slot failure, a continuous 1500
lb. lost of thrust, or a higher rotation rate produced only minor
effects on the accident trajectory.

40
 SENSITIVITY ANALYSIS vs ACCIDENT RECONSTRUCTION

The sensitivity analysis provided conclusions totally com-

patible with the accident reconstruction. The major factor in
question is whether in addition to wing ice, an engine failure
occurred during rotation. Figure 9 reviews the aerodynamic data
germane to the analysis. The dotted lines are the clean wing lift
and drag curves provided by the manufacturer for the DC-8-63 with
18° flaps. The ground effects that are included in these curves
reflect the altitude history of the reconstructed trajectory. The
dashed lines represent the lift and drag curves assumed for a
roughened airplane, that were used in the takeoff simulations in
the sensitivity study. The solid lines are the lift and drag
coefficients derived from the accident reconstruction to satisfy
the airplanes equations of motion. The two accident scenarios
are: 1) wing icing and 2) wing icing and loss of engine. Note
that the derived lift curve is essentially the same for both
scenarios and agrees well with the assumed lift curve for a
roughened airfoil that was used in the sensitivity analysis. The
drag curve derived from scenario 1 (iced wings only) is con-
siderably higher than that for scenario 2 which included engine
loss. The iced wing/engine loss drag coefficient curve better
agrees with the generic drag coefficient for the roughened airfoil
used in the sensitivity analysis, but still exceeds the roughened
airfoil curves. Some of this unexpected drag increase may have
resulted from increased friction drag due to ice on the fuselage
and other parts of the airplane.

The drag coefficient derived from the iced wing only scenario
appears considerably larger than is normally expected for a
roughened wing. This is especially true at low angles of attack
before lift off where a nearly 200J increase in derived airplane
drag coefficient resulting from ice on the wings and fuselage far
exceeds the expected performance degradation.

41
 FDR data
smoothed FDR data

L
0
A
D
F
A
C
T
0
R
0.75-

0.501
0.00 20.00 40.00 60.00 80.00 100.00

TIME (sec)

Figure 1. Plot of Unprocessed and Smoothed FDR Load Factor

Data versus FDR Time for Scenario #1.

42
 600. 00r T
~Tnn.

500.001-
Aircraft
Ground Altitude
Elevation

A
L
T
I 400.001-
T
U
D i Runway
E Pressure A l t i t u d e End

Highway
300.00t-

200. 00L 1 1 J_
0.00 20.00 40.00 60.00 80.00 100.00

TIME (SEC)

Figure 2. P l o t of P r e s s u r e A l t i t u d e , Ground E l e v a t i o n , and

A i r c r a f t Center of Gravity in Feet above Sea
Level (ASL) v e r s u s FDR Time for Scenario # 1 .

43
 250.0ft T T
magnetic heading
aircraft ground heading

240.0a-

H
E
A 230.00-
D
I
N
G
220.00-
D
E
G

210.00-

200.00l 1 1
0.00 20.00 40.00 60.00 80.00 100.00

TIME (SEC)

Figure 3. ' A Plot of FDR Magnetic Heading and the Aircraft

Ground Heading versus FDR Time for Scenario #1.

44
 280. ea- 1 1
Indicated Airspeed
True Airspeed
171" V
V2+10 = 168 Knots
(Bug Setting) 166 />
A 150.00-
I
R
S
P
E
E
D 100.00-

K
N
0
T
S 50.00-

0.00L 1
0.00 20.00 40.00 60.00 80.00 100.00

TIME (SEC)

Figure 4. P l o t of FDR I n d i c a t e d Airpseed and the C a l c u l a t e d

Time Airspeed v e r s u s FDR Time for Scenario # 1 .

45
 30.00T

#
Angle of attack Scenario 1

20.00- Pitch
Angle of Attack

A 10.00-
N
G
L
E
S 0.00- •II.IUI.... _...!.I.

D Elevator Defection
E
G -10.00-

-20.00-

-30.00L 1 1 1
0.00 20.00 40.00 60.00 80.00 100.00

TIME (SEC)

Figure 5. Plots of Assumed Pitch History and the Derived

Angle of Attack and Elevation Deflection History
for Scenario #1. Two Other Assumed Pitch
' Histories are Included for Comparison.

46
 1. 08r

R 0.00-
0
C

1
0
0 -1.00-
0
F
T
/
M
I
N -2.00-

-3.00L I I -
0.00 20.00 40.00 60.00 80.00 100.00

TIME (SEC)

Figure 6. Plot of Rate of Climb versus FDR Time for

Scenario #1.

47
 2.00T

'L, a e r o ..•''
1.50
A
E *L,ground
R
0
1.00
C
0
E
F
F
I 0.50
C
I
E
N
T
S 0.00-
'M,aero M,A/C

•0.501 1 1
-5.00 0.00 5.00 10.00 15.00 20.00 25.00

ANGLE OF ATTACK (DEG)

Figure 7. Plot of Aerodynamic Data and A/C Trajectory

Values of Lift, Drag, and Moment Coefficients
versus Angle of Attack for Scenario #1.

48
 2.0a-

ij,aero .••
1.50-
A
R
E
0 'L,ground
1.00
c
0
E
F
F
I 0.50
C
I
E
N D,aero
T
S 0.00-
'M,aero M,A/C

-0.501 I 1 1 1
-5.00 0.00 5.00 10.00 15.00 20.00 25.00

ANGLE OF ATTACK (DEG)

Figure 8. . Plot of Aerodynamic Data and A/C Trajectory

' Values of Lift, Drag, and Moment Coefficients
versus Angle of Attack for Scenario #2.

49
 2.00b-

1.50-
A
R
E
0
1.00-
c
0
E
F
F
I 0.50- Iced Wings —
C Loss of.Engine
I
E
N
T
S 0.00-

-0.501 1 1 1 1
-5.00 0.00 5.00 10.00 15.00 20.00 25.00

ANGLE OF ATTACK (DEG)

Figure 9. Aerodynamic Data Relating to Each Scenario,

50
 APPENDIX A

AIAA J. of Aircraft Paper

-#

4
Reconstruction of Pan Am New Orleans
Accident
M. A. Dietenberger, P. A. Haines, J. K. Luers

Riprintwl from

0 Volume 22, Number 8, August 1985. Page 719

AMERICAN INSTITUTE OF AERONAUTICS AND ASTRONAUTICS • 1633 BROADWAY • NEW YORK. N Y 10019
VOL 22. NO. 8. AUGUST 1985 J. AIRCRAFT "|0

Reconsi action of Pan Am New Orleans Accident

Mark A. Dietenberger,* Patrick A. Haines,+ and James K. LuersJ
University of Dayton Research Institute, Dayton. Ohio

\ n improved technique has been developed for reconstructing the trajectory of an aircraft based upon the
analysis of five channel flight data recorder (FDR) information. The FDR data of heading, indicated airspeed,
pressure altitude, and load factor are combined with engine thrust, aircraft aerody namic data, and the boundary
conditions for the trajectory in order to solve the lift and drag equations of the aircraft. In reconstructing air-
craft wind shear accidents, the trajectory of the aircraft, the horizontal wind field, and pitch time history of the
aircraft can be determined uniquely, if factors other than wind shear are present that may potentially influence
aircraft aerodynamics performance, such as wing ice or rain induced aerod>namic roughness, then both wind
shear and roughness penalties can be calculated by imposing additional constraints on the trajectory. The
reconstruction technique has been applied to the Pan Am accident in New Orleans July 1982 in which both wind
shear and heavy rain were present. Three scenarios were considered—wind shear only, aerodynamic penalties
due to heavy rain only, and a combination of wind shear and lift loss and drag increase due to heavy rain. It is
suggested that the latter scenario gives results that are most consistent with other evidence concerning the
accident.

Introduction heavy-rain research, the UDRI was asked to conduct a stud>

O N July 9, 1982, at 16:08, Pan Am flight 759, a Boeing
727-235, began its takeoff from runway 10 at the New
Orleans International Airport in Kenner, La. According to the
National Transportation Safety Board (NTSB) report, "At
the time of Flight 759's takeoff there were showers over the
east end of the airport and to the east of the airport on the
airplane's intended takeoff path. The winds at the time were
gusty, variable, and swirling. Clipper 759 lifted off the run-
way, climbed to an altitude between 95 and 150 feet and then
began to descend. The airplane struck a line of trees about
2376 feet beyond the department end of Runway 10 at an
altitude of about 52 feet above the ground. The airplane was
destroyed. 145 persons on board the airplane and 8 persons on
the ground were killed in the crash...
"The NTSB determines that the probable cause of the acci-
dent was the airplane's encounter, during the liftoff and initial
climb phase of flight, with a microburst-induced wind shear
which imposed a downdraft and a decreasing headwind, the
effects of which the pilot had difficulty recognizing and react-
ing to in time for the airplane's descent to be arrested before
its impact with the trees."
Weather Conditions at the Time of the Accident
The NTSB report attributes the cause of the crash to wind
shear. However, when Pan American flight 759 departed run-
way 10 at the New Orleans International Airport, it en-
countered heavy rain as well as wind shear. Recent studies by
the University of Dayton Research Institute (UDRI) re-
searchers: have proposed that heavy rain may cause signifi-
cant aerodynamic performance penalties to an aircraft by
aerodynamically roughening the wing surface in a manner
analogous to ice or frost. Any possible detrimental effects due
to heavy rain were not taken into account by the NTSB when
performing the wind shear analysis. As a result of previous
Received Nov. 16, 1984; revision received April 8, 1985. Copyright
<?' American Institute of Aeronautics and Astronautics, Inc., 1985.
All rights reserved.
"Research Physicist, Applied Systems Analysis. Member AIAA.
tResearch Meteorologist, Applied Systems Analysis.
tSenior Research Scientist, Applied Systems Analysis. Member
AIAA.
for the U.S. Aviation Underwriters, Inc., to determine if the
presence of heavy rain had any significant influence on the
aerodynamic performance of Pan Am flight 759. In perform-
ing this study, the UDRI developed a procedure for analyzing
flight recorder data measured during severe weather to deduce
aerodynamic performance. A discussion of this procedure and
its application to the Pan Am 759 accident is the basis for this
article. As a prelude, it is first necessary to perform an analysis
of the wind and rain conditions present at the time of the
accident.
Heavy-Rain Analysis
A limited amount of direct evidence of the rain magnitude
at the time of the accident exists in the form of the observed
rainfall rate at the airport terminal, various radar reflectivity
returns, eyewitness accounts of visibility, and the recordings
of transmissometers located along runway 10. A rainfall rate
can be assigned to each of these data. Other indirect data from
which the rainfall rate can be inferred also exist and consist of
personal observations of where and when heavy rain was en-
countered. While there is no fixed conversion of rainfall rates
from indirect evidence, it can modify the directly derived rain-
fall rates.
The observed rainfall rate at the National Weather Service
Contract Station, located at the airport terminal 3000 ft
southwest of the departure end of runway 10 (Fig. 1). was at
least 0.5 in./h (12.7 mm/h) at 16:10 (the time of ground im-
pact). 3 The National Weather Service WSR-57 radar, located
31 miles north and east of the airport at Slidell, La., indicated
a 44 dBz radar return over the departure end of runway 10 at
16:08. This return incorporates a consideration for attenua-
tion by precipitation between this cell and the radar. A 44 dBz
return translates to a rainfall rate of about 1.8 in./h (46
mm/h) using the relation between radar return and rainfall
rate used by the NTSB. 1 While the radar return gives a good
picture of the rainfall rate for the entire airport, it does not
have sufficient resolution to resolve smaller regions of intense
precipitation.
Other radar returns from aircraft located on the ground at
the airport indicated even higher rainfall rates. On a Cessna
Citation, located near the touchdown zone of runway 19 out
of the rain, the Bendix RDR 1000 radar was contouring at
least a 49 dBz return over the end of runway 10 at the time of
AUGUST 1985
By substituting Eqs. (3) and (4) into Eq. (2) and integrating the
result with respect to altitude allows one to calculate the
horizontal and vertical wind and compare the calculations
with the independent anemometer measurements at specified
locations The results of comparing the derived winds to the
observed winds are deferred to the section on accident
scenarios because the maximum wind Wm and the downdraft
center location are determined from the accident reconstruc-
tion analysis.
NTSB Analysis/Conclusions
In analyzing the Pan Am flight 759 accident, the NTSB
reviewed the reconstructions developed in a NOAA report,"" a
Pan Am-sponsored report by Dr. Theodore Fujita,5 and a per-
formance analysis report produced by the Boeing Company.8
In each of these analyses, it was assumed that wind shear was
the only external factor affecting the performance of the air-
craft. Wind shears that fully accounted for the total aircraft
performance degradation experienced by the Pan Am aircraft
were deduced. Other factors that could have caused perform-
ance deterioration, such as airfoil roughness resulting from
the penetration of a heavy-rain cell or water injestion in the
engines, were not considered in the analyses. Significant
aerodynamic penalities resulting from rain-induced airfoil
roughness would mean that the wind shears were
overestimated in each analysis.
The NTSB analysis results are in agreement with those
derived from the NOAA and Pan Am Studies. The conclu-
sions are that between the time of takeoff and the time the
airplane reached the tree line on Williams Boulevard, Pan Am
flight 759 experienced a decreasing headwind shear of about
38 knots and a 7 ft/s downdraft at 100 ft above ground level.
The wind shear was caused by divergent flow from a
microburst that occurred at the New Orleans International
Airport.
One serious discrepancy that the NTSB investigation fails to
convincingly explain concerns the difference between the wind
profile derived from the reconstructed microburst and the ac-
X AC HEAO (DEC.)
O G I H HEAD DEC)
M :
- Sy
i
i
!'
4 - .
<
O HEIGHT (FEET)
0 '0 10 K '0
TIME (SEC)
Fig. 2 Raw and processed FDR data of altitude, airspeed, load fac-
tor, relative beading TS time.
PAN AM NEW ORLEANS ACCIDENT ~:i
tual observed and transmitted wind values of the eas:
anemometer and the centerfield anemometer. Three second^
after the accident, a wind shear alert was transmitted from the
tower giving wind value readouts of 6 knots at 310 deg for the
east anemometer and 15 knots at 80 deg for the centerfield
anemometer, or about a 20 knot wind shear between the
anemometers. In the Ref. 5 microburst reconstruction.
however, a 22 knot northwest wind is expected at the site of
the east anemometer (as compared to the measured 6 knots)
and a 38-40 knot shear is deduced for the flight.
The NTSB accident report addresses this discrepancy be-
tween microburst-denved winds and anemometer-measured
winds by saying that "although the east sensor had been
placed in accordance with the established criteria, there are
trees to the north, east, and south of the sensor. Since the
northwest wind would have had to flow over trees before im-
pinging upon the sensor, the retrieved 6 knot speed could have
been lower than the actual speed." The same report, however.
describes the FAA program manager's testimony at the public
hearing, stating that "the sensors at the airport are located in
accordance with established criteria and that there were no
obstacles near any sensor that could have affected the
readings." As a result of the UDRI accident reconstruction
analysis that follows, we believe an alternative explanation to
the NTSB's wind shear conclusion can account for some of the
aircraft's performance degradation, while remaining consis-
tent with the two anemometers' wind observations. First, it is
worthwhile to review the accident trajectory reconstruction
technique that has been used to analyze previous accidents at-
tributed to wind shear.
Accident Reconstruction from
FDR Information—Historical Approach
The first comprehensive accident reconstruction using the
flight data recorder (FDR) data resulted from the crash of
Eastern Airlines flight 66 at John F. Kennedy International
Airport in 1975. A method was developed by the Boeing Com-
pany to deduce horizontal and vertical wind shears based upon
the information obtained from the FDR and cockpit voice
recorder (CVR) on the aircraft. The engine thrust was deduced
from a spectral analysis of the sound trace on the CVR. From
the conversations heard on the CVR, the event times were
correlated with FDR readout information. The five-channel
FDR, which still remains the standard recorder for all but
wide-body and newer commercial aircraft, recorded magnetic
heading, pressure altitude, indicated airspeeds, load factor,
and an identifying channel for voice transmission. This time-
t FOR LOAC FACTOR syncronized FDR information continues to be the main input
C SX. LOAD FA£TM
to accident reconstruction analyses.
The equation used in previous accident reconstructions to
deduce wind shear is that of the motion of the aircraft in the
direction of the true airspeed vector, commonly referred to as
the drag equation. Equation (5) shows the terms and
parameters of this equation:
maD=FrCOS(5T + a)-CD(^)vl-mg(yz~Wz) (5)
•
AITHUOE (FEE - ) V
f
where
L.
W = mg = aircraft weight, lb
aD = acceleration in the drag direction
g = gravitational acceleration, ft/s 2
FT = aircraft's thrust, lb
5 7 = angle between the thrust and the fuselage center-
line, deg
a = angle of attack, deg
CD = drag coefficient
p„ = air density, slugs/ft3
50 60 7" A = wing reference area, ft2
Va = true airspeed, ft/s
Vz = climb rate, ft/s
Wz = vertical wind, ft/s
AUGUST 1985 PAN AM NEW ORLEANS ACCIDENT
tion technique is to be applied to a takeoff accident, the
ground track heading, brake release point, and the impact
location will also be required. Consider first the load factor.
The load factor is related to the sum of all the forces (divided
by m) in the direction perpendicular to the fuselage by the
equation
(/v,-cosfl)g = a i cosa-a D sina (13)
where V is the load factor and the pitch angle 8 is
d=a+y (14)
The load factor derived from the FDR readout is noisy and for
that reason is smoothed piecewise by a least-squares
polynomial. An example of smoothing of the load factor from
the Pan Am flight 759 accident can be seen in Fig. 2.
The true airspeed Va is related to the indicated airspeed V,
at low Mach number by
• / „=Vp atm /p>/A:os'"a (15)
This equation corrects the pitot tube system for the true at-
mospheric density and for the static pressure sensor's
dependence on the angle of attack. pa is the ambient density
and paim is the standard calibration density. A value of m = 2
was derived from a curve fit of the true airspeed vs the in-
dicated airspeed for Boeing 727 flight test data.8
The airplane's heading 6, is derived from the FDR magnetic
heading after subtraction of the runway magnetic heading, as
can be seen in Fig. 2. For a takeoff accident, the ground track
heading dg of the airplane is known both until liftoff and, by
the path of debris, after the initial impact. The values of
ground heading between the time of liftoff and the initial im-
pact are interpolated to provide a smooth fit with the debris
path after impact. In most cases, the interpolation formula
can have the form
&g = 0 for t<t,
=6
°(~Br)n for
'-'' (16)
where 6, and /, are the ground track heading and time, respec-
tively, at the impact point and t, the time at liftoff. The expo-
nent n is a fitting parameter that can be made to fit a trajec-
tory constraint or a cross-runway impact distance constraint.
For a takeoff accident, the location of the brake release (X0,
Y0, Z0) and the initial impact location (X„ Y,, Z,) are gener-
ally determined in the accident investigation. These locations
provide important constraints for the solution of the equa-
tions of motion.
Determination of Bask Aerodynamic and Enfine Data
The aerodynamic data needed for imput to the equations of
motion are the total lift and drag coefficients CL and CD as a
function of the angle of attack for the appropriate aircraft
flight configuration. These data are sometimes available in
the literature or, as in the case of the Pam Am accident, the
data were derived from the 727/200 flight simulator output
based upon steady flight at the appropriate conditions. The
condition representative of the Pam Am accident was an EPR
of 1.95, flap settings of 15 deg, atmospheric pressure of 1015.3
mbar, and density of 0.07323 lb/ft3. Based upon measured
flight simulator output with prescribed input, the equations of
motion of the 727/200 aircraft were solved, using Eqs. (5-15)
for CD and CL as a function of the angle of attack. The de-
rived relationships for the clean aircraft are
CL = 0.343 + 0.096a for a < 10.3
= 0.785 + 0.053a for 10.3<a< 17.0 (P)
= 1.69 for 17.0<a
and
CD = 0.073 + 0.0966(CL~0.49): (18)
For a stabilized aircraft, the drag and lift of the tail and
fuselage are implicitly included in Eqs. (17) and (18). The ef-
fects of the pitch rate and rate of change in the angle of attack
on the lift and drag coefficients are not included, but are
assumed to be of second order. The effects of the ground and
extended landing gear are also not taken into account.
However, a ground effect influence is added to Eq. (17). The
ground effect influence was nondimensionalized from Boeing
747 aerodynamic data.'' The result is
^ ,„J (3.55(Z-3.6)V\
x\0.I + 0.I3i\n[0.I85[a + 0.l)] | (19)
No ground effects term is added to Eq. (18) for drag because
the gear's drag is assumed to be of the same magnitude as the
ground effect drag reduction.
The functional form for the takeoff engine thrust FT was
deduced from the engine fact sheet for Pratt and Whitney
JT8D-9A models. Since the fact sheet provides no data on an
EPR setting, a relationship for an EPR setting of 1.95 was
determined from the 727/200 simulator results. The relation-
ship in pounds of force is
F r = 40623-39.23 K„+0.049821^ (20)
An initial engine spool-up time of 4 s is assumed. During this
time interval an average thrust of FT is used. The value of FTn
is chosen to satisfy a distant constraint.
Methods of Solution
In the UDRI accident reconstruction method, the unknowns
in the lift and drag equation are the acceleration aD and the
pitch of the aircraft. The vertical wind is derived from the in-
compressible continuity equation (2). All other variables are
determined from Eqs. (6), (7), and (9-20). The horizontal tail-
wind, WX>Q, or headwind, WX<Q, is derived as
Wx=Vx-Vac<xi (21)
and the crosswind is computed from
^ = ^ t a n («„-«,) (22)
In solving Eqs. (5) and (8), an iteration process is required.
The vertical wind Wt is determined from numerically in-
tegrating Eq. (2), the incompressible continuity equation. This
equation, in turn, requires maximum horizontal winds Wm,
the distance R from the downdraft center, and the current
altitude. The horizontal wind WR at current altitude is com-
puted vectorally from Wx and Wy using Eqs. (21) and (22) and
is used in Eq. (3) to derive Wm. The downdraft center location
(Xd, Yd), used to determine the distance R between the
downdraft center and the airplane's projected position, is a
result of a least-squares solution of several converging rays of
the wind vectors WR derived from the Wx and Wy along the
airplane's trajectory. If the derived wind vectors along the
Al'Gl.'ST 1985 PAN AM NEW ORLEANS ACCIDENT
1
*: 3 " V-" '
— ^ 5 ? sec
Fig. 5 Drag and lift coefficients vs angle of attack, wind only
scenario.
The first accident scenario parallels the NTSB conclusion,
whereby only wind shear caused the airplane to crash. Because
of discrepancies that result from this assumed scenario, other
scenarios are considered. The second scenario assumes that
heavy rain alone is accountable for the airplane performance
degradation. The last scenario assumes that both wind shear
and heavy rain caused the accident and provides the most con-
sistency with all of the relevant accident data.
Accident Scenario
If wind shear is assumed to be the sole cause of the aircraft
performance penalties, then the equations of motion are
solved uniquely for the unknown pitch angle and the horizon-
tal wind. The results of this analysis are shown in Figs. 3-5.
These figures show the solution for the pitch angle and the
horizontal windfield, as well as other important parameters
such as the angle of attack, indicated airspeed, and climb rate.
In this scenario, the analysis reveals that the aircraft lifted
off at 43.2 s with a normal climb rate buildup to 844 ft/min at
50.4 s, as shown in Fig. 3. At this point, the climb rate rapidly
diminished and at 55 s the aircraft reached peak altitude. At
59.1 s, its sink rate exceeded 923 ft/min. In the last 3 s before
impact, there was a rapid recovery that, unfortunately, was
too late to prevent impact with the trees.
The indicated airspeed history showed that shortly after
rotation, the airspeed advanced to V2 + 10 knots. During the
next 10 s, the airspeed remained well above V2, while the climb
rate of the airplane began to decrease. Even when the airplane
rapidly descended, the airspeed remained well above the stall
warning stick shaker activation speed of 123 knots. Thus, at
no time was the airplane near the stall condition.
The curve shown by X in Fig. 3 is the pitch time history that
would have had to occur if wind shear were the only cause of
the accident. This pitch history shows that the pilot rotated the
aircraft to 12 deg nose-up. When the airspeed was still
significantly above V2 and the climb rate was an acceptable
844 ft/min at 50.4 s, he began to let the aircraft pitch down to
Fig. 6 Pitch angle, angle of attack, indicated airspeed, and climb
rate vs time, rain only scenario.
6 deg and, just before impact, rapidly raised the nose to a very
high attitude. If indeed the pilot did this, it appears to be in
conflict with the CVR deciphered statement of the captain to
the first officer who was piloting the plane at the time of 49 s,
"Come on back, Don, you're sinking."
A possible interpretation of scenario 1 is that the pilot was
trying to maintain V2 + 10 airspeed and, when the airspeed
decreased during the 5 s prior to the Captain's command, the
pilot began lowering the nose. The pilot then was too late in
responding to the rapidly decreasing climb rate. An examina-
tion of the angle-of-attack history in Fig. 3 shows this angle
after takeoff to be constant at 8.0± 1.0 deg. until at 58.4 s the
angle increases to 14.5 deg at impact. This history is useful
because major changes in the angle of attack are due either to
action of the control wheel action or to major changes in the
winds (especially vertical ones). The fact that the angle of at-
tack did not change until slightly before impact implies that
the pilot did not push on the control wheel to gain airspeed
and instead pulled on the control wheel at approximately 58 s.
shortly before impact.
The derived wind profile for scenario 1 is shown in Fig. 4. A
horizontal wind shear of approximately 38 knots occurred be-
tween the rotation point of the aircraft and the activation of
the GPWS. These winds give a downdraft center at Xd = 7795
ft and Yd = 6ll ft. The maximum downdraft vertical wind
derived from the continuity equation along the aircraft trajec-
tory is 4.5 ft/s at 54.7 s. Such a downdraft would induce a
maximum change in angle of attack of 1 deg during the flight.
The downdraft model gives the horizontal wind as 14.6 knots
at the location of the centerfield anemometer, which agrees
closely with the measured value of 15 knots. At the location of
the east anemometer at A",= 11,400 ft, K, = 1200 ft, and
2, = 30.5 ft, the downdraft model gives a horizontal wind of
16.3 knots, as compared with the measured value of 6 knots.
The downdraft model used by Fugita5 gives even poorer agree-
ment. His model computes 24 knot horizontal wind at the
location of the east anemometer. The downdraft models thus
gives a 30-39 knot horizontal shear between the two
anemometers as compared to the measured 20 knot wind
shear.
 AUGUST 1985 PAN AM NEW ORLEANS ACCIDENT

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Fig. 9 Pilch angle, angle of allack. indicated airspeed, and climb Fig. 10 Derived lailwinds, crosswinds, and vertical winds vs time,
rale vs time, wind/rain scenario. wind/rain scenario.

caused by heavy rain are higher than would be anticipated in

all but the most severe of rainfall rates. Thus, the scenario is
not considered a likely cause of the accident.

Accident Scenario 3
The third scenario assumes that both wind shear and heavy
rain penalties occurred. The trajectory is analyzed in two ' •••' t:

parts. During the light-rain segments of the trajectory, no rain

penalties are assumed. Thus, the equations of motion provide
a unique solution for the horizontal winds and pitch attitude.
The second region corresponding to the location of the region
of heaviest rain in Fig. 1 is entered into at time 51 s. In this
region, it is assumed that the pilot maintained at least his
present pitch angle of approximately 11 deg and the tailwind
shear did not exceed the shear measured by the anemometer.
The latter was achieved by controlling aD so as not to exceed
1.81 ft/s 2 , which is its value at 51 s. These constraints result in
• - ~ u * •.:« WUG ; : E [ [ "
consistent lift and drag penalties. Although the assumptions o :EB,»£C WAG ZW ;:£*-

made in scenario 3 may appear quite arbitrary, they in fact are

not. Assuming stabilization at a different pitch angle or a dif-
ferent time at which the aircraft entered the heavy rain pro-
duces inconsistent results. That is, the lift and drag penalties ^>
are not internally consistent and/or the derived wind shear
does not match that observed at the anemometers. Scenario 3
is the only reasonable scenario consisting of both wind shear
and heavy-rain penalties. With these constraints, the winds
solved in the model at the centerfield and east anemometers
were, respectively, 13.2 knots east and 7.6 knots northwest, as
• - ; s so '5 ic : •: : s : • :
compared with the observed 15 knots east and 6 knots * L ^ 3Er
northwest.
Fig. 11 Smooth wing and actual derived drag and lift coefficients vs
The results are shown in Figs. 9-11. The angle-of-attack angle of attack, wind/rain scenario.
history in Fig. 9 shows it is constant at 8 ± 1 deg after takeoff
until 53.5 s, when it increases and eventually reaches 14 deg at
58.4 s. This is consistent with the first officer pulling back on Figure 10 shows the wind structure along the aircraft's tra-
the control wheel in response to the captain's command, jectory. The aircraft experienced roughly a 25 knot head wind
"Come on back." Also at 53.5 s, the climb rate had dropped shear, a crosswind of 9 knots at 54.1 s at the distance of 1411
to 400 ft/min and continued to rapidly decrease. Pulling back ft from the downdraft center (xd = 7851 ft, yd = 899 ft) and a
on the control wheel was necessary to maintain a pitch that maximum vertical wind of 3.5 ft/s at 54.1 s. The lift and drag
otherwise could have decreased due to loss in lift. penalties shown in Fig. 11 indicate that up to a 3007o loss in lift
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37 1 013 119 79 2 226 10 33 0 00 -2639 0 142 74 -4 9
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92 0 979 220 37 B6 30 9 7 B6 779 60240 17 52 0 74B 0 667 0 238 -0 709 2. 181 81 40 -11 BS 397 -27 130 33 -9 0
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File _HBCOOO«DUA3: [OANDER MARKJFOROOB DAT. 6 < 5741. 183. O ) . la»t rtviitd on 10-SEP-I986 13 33. i* a 36 block laqurntlal fil. owned bg
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Job F0R008 <6B3) queued to JPC PRINT on 10-SEP-19B6 13:39 by u*er OANDER. UIC [OANDER]. under account 93419-03 at priorltg lOO.
started on printer _ALPHA»TXA6: on 10-SEP-1986 13:39 from queue JPC_PRINT.

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99 1 0 4 2 128 9 3 41 0 6 0 7 41 462 69729. 2 59 -0 006 0 OOO 0 OOO 2 340 -7 203 42 48 0 00 -2155 0 139 64 -4 9
96 1 016 128 9 3 44 77 0 8 49 160 69203 2 SB -0 002 0 000 0 OOO 0 997 -1 716 44 19 0 00 -2111 0 139 32 -4 9
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 «
L 90 0 844 199. 03 86. 74 4 9 87 014 49171 19 04 1 304 1 000 0 000 0 031 -0 096 83 30 -6 69 232 -9 132 72 -17 4
, • 91.1.007 1 7 7 7 0 B6 74 6 9 87 017 49168 16 90 1 228 1 OOO 0 000 -0 439 1 340 B2 99 -B 12 319 -16 131 70 -IB 9 t
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98 0 747 190 27 80 93 29 1 BO 777 49944 23 10 2 134 -0. 667 0 OOO -1 217 3 746 64 40 -36 99 842 -190 104 94 -22 2
99 0. 868 199 03 72 17 26 4 72 407 46171 29 66 2 3B7 -0 667 0 000 0 467 -1 438 96 94 -40 91 903 -229 91 66 -24 1
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88 00000 -O 1973626 9 6944429E-02 0677766E-O6 1411679
89 00000 -O 2B36090 6 9831707E-02 203268BE-06 1997406
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aOQQOQQQQQ OOOOOOOOOOOOOOOOOOOOOOOO Dioital Equipment Corporation - VAX/VMS Version V4 4 OOOOOOOOOOOOOOOOOOOOOOOO iVlOOCtaOlHci
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File HSCO0O«DUA3 CGANDER CL IFF ]BLER 17 OUT.l (9212.B3.0), last revised on ll-SEP-1986 10 07, is a 152 block sequential file owned
by UIC [GANDER] The records are variable length with FORTRAN (FTN) carriage control The longest record is 117 bytes

Job BLER17 (772) queued to J P C P R I N T on ll-SEP-1986 10 IB bq user GANDER, UIC [GANDER], under account 93419-03 at priority 100.
started on printer ALPHASTXA6 on 11 BEP-19B6 10 IB from queue J P C P R I N T

(I0QOOOO0QQ OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO QOQQOQOOOQ

(1000000000 OOOOOOOOOOOOOOOOOOOOOOOO Dlqital Equipment Corporation - VAX/VMS Version V4 4 OOOOOOOOOOOOOOOOOOOOOOOO QQQQQQQOQQ
000.0000000 OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO QGQOOQQQOfi
 AIRCRAFT LANDING SIMULATOR

WRCRAFT TYPE—DC-8

CONTROL =NO
AIRCRAFT PARAMETERS INITIAL FLIGHT CONDITIONS AERODYNAMIC DATA PROGRAM INSTRUCTIONS

344999 843750 WT 0 OOOOOO TIME 0 900000 CLO 0 10 DELTA

8700000 000000 YYI 0 OOOOOO X 5 300000 CLA 100 00 TSTOP
~»o 730000 C 10 OOOOOO H 0 005300 CLDE WIND
2926 B00O49 S 0 010000 V 7 6B0000 CLO NONE CONDITION
3 570000 DELTAT 0 001000 GAMMA 0 OOOOOO CLAD 0 0000 WSTAR
4 000000 TL 0 057296 THETA 0 140000 CDO 0 0000 ML
0 056296 ALPHA 0 501 OOO CDA 0 0000 UZO
-7 OOOOOO DELTAE 1 B18000 CDA2 0 0000 WK
70000 OOOOOO FT 0 OOOOOO CDCL 0 0000 UD
0 010000 VA 0 OOOOOO CDCL2
0 002375 RHO -0 010000 CMO
0 001000 GAMMAP -1 062000 CMA
0 056296 ALPHAP -0 016100 CMDE
0 OOOOOO WX -12 300000 CMO
-4 010000 CMAD
0 679103 CL
0 02B370 CD
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0 200 014 10 00 1 3B 0 0010 0 0563 0 0573 1 38 1 92199 0 0B691 0 85
T
0 300 031 10 00 2 07 0 ooio 0 0563 0 0573 07 1 92199 0 08691 1 27
0 400 055 10 00 •~i
75 0 0010 0 0563 0 0573 2. 75 1 92199 0 08691 1 69
0 500 006 10 00 3 44 0 0010 0 0563 0 0573 3 44 1 92199 0 08691 n 10
4 12 T
0 600 124 10 oo 0 0010 0 0563 0 0573 4 12 1 92199 0 08691 52
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2 9O0 2B 68 10 00 19 68 0 0010 0 0563 0 0573 19 6 8 1 92198 0 08692 12 04
3 OOO 30 68 10 00 20 35 0 OOIO 0 0563 0 0573 20 35 1 92198 0 0B692 12 45
3 100 32 75 10 00 21 02 0 0010 0 0563 0 0573 21 02 1 921 98 0 0B692 12 86
3 200 34 BB 10 00 21 68 0 0010 0 0563 0 0573 21 68 1 BB678 0 06910 13 27
 3 300 37 08 10 oo 22 35 0 0010 0 0563 0 0573 22 35 1 80664 O 06321 13 67
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6 000 121 53 10 0 0 40 13 0 0010 0 0563 0 0573 40 13 0 91014 0 05211 24 56
6 100 125 5B 10 0 0 40 7B 0 0010 0 0563 0 0573 40 78 0 89694 0 05200 24 95
6 200 129 69 10 0 0 41 43 0 0010 0 0563 0 0573 41 43 0 BB434 0 05190 25 35
6 3O0 133 87 10 0 0 42 08 0 0010 0 0563 0 0573 42 08 o B7229 0 05180 25 75
6 400 138 11 10 0 0 42 73 0 0010 0 0563 0 0573 42 73 0 B6077 0 05171 26 14
6 500 142 41 10 oo 43 38 0 0010 0 0563 o 0573 43 3B 0 B4973 0 05162 26 34
6 600 146 7B IO 0 0 44 03 0 0010 0 0563 0 0573 44 03 0 B3916 o 05154 26 94
6 700 151 22 10 0 0 44 67 0 0010 0 0563 0 0573 44 67 0 82902 0 05146 27 33
6 BOO 155 72 10 0 0 45 32 0 0010 0 0563 o 0573 45 32 0 81929 0 05139 27 73
6 900 160 28 10 0 0 45 96 0 0010 0 0563 0 0573 45 96 0 80994 0 05132 28 12
7 000 164 91 10 0 0 46 61 0 0010 0 0563 0 0573 46 61 0 B0095 0 05125 28 52
7 100 169 60 10 0 0 47 25 0 0010 0 0563 0 0573 47 25 0 79231 0 05119 2B 91
7 200 174 36 10 0 0 47 90 0 ooio 0 0563 0 0573 47 90 0 78400 0 05113 29 31
7 300 179 IB 10 0 0 48 54 0 0010 0 0563 0 0573 48 54 0 77599 0 05107 29 70
7 400 184 07 to oo 49 18 0 0010 0 0563 0 0573 49 IB 0 76827 0 05101 30 09
7 500 189 02 IO 00 49 82 0 0010 0 0563 0 0573 49 82 0 760B2 0 03096 30 4B
7 600 194 03 10 00 50 47 0 0010 0 0563 0 0573 50 47 0 75364 0 05091 30 88
7 700 199 11 10 oo 51 11 0 0010 0 0563 0 0573 51 11 0 74670 0 050B6 31 27
7 BOO 204 26 10 00 51 75 0 0010 0 0563 0 0573 51 75 0 74000 0 05082 31 66
7 900 209 46 10 00 52 39 0 0010 0 0563 0 0573 52 39 0 73352 0 05077 32 05
8 OOO 214 73 10 oo 53 02 0 0010 0 0563 0 0573 53 02 0 72725 0 05073 32 44
8 10O 220 07 10 00 53 66 0 ooio 0 0563 0 0573 53 66 0 72191 0 05070 32 83
0 200 225 47 10 00 54 30 0 ooio 0 0563 0 0573 54 30 0 71676 0 05066 33 22
8 300 230 93 10 00 54 94 0 0010 0 0563 0 0573 54 94 0 71179 0 05063 33 61
8 400 236 45 10 oo 55 57 0 ooio 0 0563 0 0573 55 57 0 70700 0 05060 34 OO
8 500 242 04 10 00 56 21 0 0010 0 0563 0 0573 56 21 0 70237 0 05057 34 39
8 600 247 69 10 00 56 85 0 0010 0 0563 0 0573 56 85 0 69791 0 05O54 34 78
8 700 253 41 IO oo 57 48 0 0010 0 0563 0 0573 57 48 o 69359 0 05051 35 17
B BOO 259 19 10 00 5B 11 0 0010 0 0563 0 0573 5B 11 0 68942 0 05048 35 56
8 900 265 03 10 00 5B 75 0 0010 0 0563 0 0573 5B 75 o 6B53B 0 05046 33 94
9 000 270 94 10 00 59 38 0 0010 0 0563 0 0573 59 38 0 68148 0 05043 36 33
9 100 276 91 10 00 60 01 0 0010 0 0563 0 0573 60 01 0 67770 0 05041 36 72
9 200 282 94 10 00 60 64 0 0010 0 0563 o 0573 60 64 0 67405 0 05039 37 10
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9 500 301 42 10 01 62 54 0 0010 0 0563 0 0573 62 54 0 66376 0 05O33 38 26
9 600 307 70 10 Ol 63 16 0 0010 0 0563 0 0573 63 16 0 66054 0 05031 38 65
9 700 314 05 10 01 63 79 0 0010 0 0563 0 0573 63 79 0 65742 0 05029 39 03
9 800 320 46 io Ol 64 42 0 0010 0 0563 0 0573 64 42 0 65439 0 05027 39 42
9 900 326 94 10 01 65 03 0 ooio 0 0563 0 0573 65 05 0 65145 0 05025 39 80
10 000 333 47 10 01 65 68 0 0010 0 0563 0 0573 65 6B 0 64860 0 05023 40 IB
10 100 340 07 10 01 66 30 0 ooio 0 0563 0 0573 66 30 0 64583 0 05022 40 57
10 200 346 73 10 01 66 93 0 0010 0 0563 0 0573 66 93 0 64314 0 05020 40 95
10 300 353 46 10 01 67 55 0 0010 0 0563 0 0573 67 55 0 64052 0 05019 41 33
10 400 360 24 10 01 68 18 0 0010 0 0563 0 0573 68 IB 0 6379B 0 05017 41 71
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10 600 374 00 10 01 69 43 0 OOIO 0 0563 0 or.73 69 43 0 63312 0 05014 42 48
10 700 380 9B 10 01 70 05 0 0010 0 0563 0 0573 70 05 0 6307B 0 05013 42 B6
10 800 388 01 10 01 70 67 0 0010 0 0563 0 0573 70 67 0 62651 0 05012 43 24
10 900 395 11 10 01 71 29 0 0010 0 0563 0 0573 71 29 0 62631 0 05010 43 62
1 1 000 402 27 10 01 71 91 0 0010 0 0563 0 0573 71 91 0 62416 0 05009 44 00
1 1 100 409 50 10 01 72 53 0 0010 0 0563 0 0573 72 53 0 62206 0 05008 44 38
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11 3 0 0 424 13 10 01 73 77 0 0010 0 0563 0 0573 73 77 0 61B04 0 05006 45 14
1 1 400 431 53 10 01 74 39 0 0010 0 0563 0 0573 74 39 0 61611 0 05005 45 51
11 5 0 0 439 00 10 01 75 01 0 0010 0 0563 0 0573 75 01 0 61422 0 05003 45 89
1 1 600 446 54 IO 01 75 63 0 0010 0 0563 0 0573 75 63 0 61239 0 05002 46 27
1 1 700 454 13 10 01 76 24 0 0010 0 0563 0 0573 76 24 0 61059 0 05001 46 65
1 1 BOO 461 78 10 01 76 86 0 0010 0 0563 0 0573 76 86 0 608BS 0 05000 47 03
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12 2 0 0 493 02 10 01 79 32 0 0010 0 0563 0 0573 79 32 0 60228 0 04997 48 53
12 3 0 0 500 9B to 01 79 93 0 0010 0 0563 0 0573 79 93 0 60074 0 04996 48 91
1 ~* 4 0 0 509 01 10 01 80 54 0 0010 0 0563 0 0573 BO 34 0 59923 0 04995 49 28
12 5 0 0 517 09 10 01 81 16 0 0010 0 0563 0 0573 Bl 16 0 59776 0 04994 49 65
12 6 0 0 525 24 IO 01 81 77 0 0010 0 0563 0 0573 81 77 0 59632 0 04994 50 03
12 7 0 0 533 45 10 01 82 38 0 0010 0 0563 0 0573 82 36 0 59492 0 04993 50 40
1 2 BOO 541 71 10 01 B2 99 0 0010 0 0563 0 0573 82 99 0 59354 0 04992 50 78
12 9 0 0 550 04 10 01 83 60 0 0010 0 0563 0 0573 B3 60 0 59220 0 04991 51 15
13 0 0 0 558 43 10 01 84 21 0 ooio 0 0563 0 0573 84 21 0 59089 0 04991 51 52
13 1 0 0 566 B9 10 01 B4 82 0 0010 0 0563 0 0573 B4 B2 0 58961 0 04990 51 B9
13 2 0 0 575 40 IO 01 B5 43 0 0010 0 0563 0 0573 85 43 0 58B35 0 04989 52 27
13 3 0 0 583 97 10 01 86 03 0 0010 0 0563 0 0573 86 03 0 5B713 0 04989 52 64
13 4 O 0 392 60 10 01 86 64 0 0010 0 0563 0 0573 86 64 0 58393 0 049B8 33 01
13 5 0 0 601 30 10 01 87 25 0 0010 0 0563 0 0573 B7 23 0 58476 0 04987 33 38
13 6 0 0 610 05 10 01 B7 85 0 0010 0 0563 0 0573 87 B5 0 58361 0 04987 53 75
13 7 0 0 618 87 10 01 B8 46 0 0010 0 0563 0 0573 8B 46 0 5B249 0 04986 34 12
13 8 0 0 627 74 IO 01 B9 06 0 0010 0 0563 0 0573 89 06 0 5B139 0 049B6 54 49
13 9 0 0 636 6B 10 01 89 67 0 0010 0 0563 0 0573 89 67 0 58031 0 049B5 54 B6
14 0 0 0 645 6B 10 Ol 90 27 0 0010 0 0563 0 0573 90 27 0 37926 0 049B5 53 23
14 1 0 0 654 74 10 01 90 87 0 0010 0 0563 0 0573 90 B7 o 57823 0 049B4 55 60
14 2 0 0 663 85 10 01 91 47 0 0010 0 0563 0 0573 91 47 0 57722 0 04983 55 97
14 3 0 0 673 03 10 01 92 08 0 0010 0 0563 0 0573 92 08 0 57623 0 04983 56 34
14 4 0 0 682 27 10 01 92 68 0 0010 0 0563 0 0573 92 66 0 57526 0 04982 56 70
14 5 0 0 691 57 10 01 93 28 0 0010 0 0563 0 0573 93 28 0 57431 0 04982 57 07
14 6 0 0 700 92 10 01 93 BB 0 0010 0 0563 0 0573 93 8B 0 57337 0 04981 57 44
14 7 0 0 710 34 10 Ol 94 48 0 0010 0 0563 0 0573 94 4B o 57246 0 04981 57 80
14 8 0 O 719 82 10 01 95 OB 0 0010 0 0563 0 0573 95 06 0 57157 0 049B1 58 17
14 9 0 0 729 36 10 01 95 67 0 0010 0 0563 0 0573 95 67 0 57069 0 049B0 58 54
15 0 0 0 738 95 10 01 96 27 0 0010 0 0563 0 0573 96 27 0 569B3 0 04980 58 90
1 5 100 74B 61 10 01 96 B7 0 0010 0 0563 0 0573 96 87 0 56899 0 04979 59 27
15 2 0 0 758 33 10 01 97 46 0 0010 0 0063 0 0573 97 46 0 56616 0 04979 59 63
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T l 500 1624 94 10 03 139 46 0 0010 0 0563 0 0573 139 46 0 533B7 0 04962 B5 33
1 1 600 1638 91 10 0 3 140 01 0 0010 0 0563 0 0573 140 01 0 53361 0 04962 85 66
22 700 1652 94 10 03 140 57 0 0010 0 0563 0 0573 140 57 0 53335 0 04962 86 00
22 800 1667 03 10 0 3 141 12 0 0010 0 0563 0 0573 141 12 0 53310 0 04962 B6 34
22 900 1681 17 10 03 141 67 0 0010 0 0563 0 0573 141 67 0 532B5 0 04962 86 68
23 000 1695 36 10 03 142 23 0 0010 0 0563 O 0573 142 23 0 53260 0 04962 B7 02
23 10O 1709 61 10 03 142 7B 0 0010 0 0563 o 0573 142 7B 0 53236 O 04962 87 36
23 200 1723 92 10 03 143 33 0 0010 0 0563 0 0573 143 33 0 53212 0 04962 87 69
23 3O0 1738 28 10 03 143 88 0 0010 0 0563 0 0573 143 88 0 53188 0 04962 88 03
23 400 1752 69 10 03 144 43 0 0010 0 0563 o 0373 144 43 0 53165 0 04962 BB 37
23 500 1767 16 10 03 144 98 0 0010 0 0563 0 0573 144 98 0 53141 0 04961 BB 70
23 600 1781 69 10 03 145 53 0 0010 0 0563 0 0573 145 53 0 53118 0 04961 89 04
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23 900 1B2S 59 10 03 147 17 0 0010 0 0363 0 0573 147 17 0 33051 0 04961 90 04
24 000 1840 34 10 03 147 72 0 0010 0 0563 0 0573 147 72 0 33030 0 04961 90 38
24 100 1855 14 10 03 14B 26 0 0010 0 0363 0 0573 14B 26 0 33008 0 04961 90 71
24 200 1869 99 10 03 148 81 0 0010 0 0363 0 0573 148 81 0 329B7 0 04961 91. 03
24 300 18S4 90 10 03 149 33 0 ooio 0 0563 0 0573 149 33 0 52966 0 04961 91 38
24 400 1899 86 10 03 149 90 0 0010 0 0563 0 0573 149 90 0 52945 0 04961 91 71
24 300 1914 88 10 03 150 44 0 0010 0 0563 0 0573 150 44 0 52924 0 04961 92 04
24 600 1929 93 10 03 130 9B 0 0010 0 0563 0 0573 130 98 0 52904 0 04960 92 38
24 700 1945 07 10 03 151 53 0 0010 0 0563 0 0573 151 53 0 S2BB4 0 04960 92 71
24 BOO I960 25 10 03 152 07 0 ooio 0 0563 0 0573 152 07 0 52864 0 04960 93 04
24 900 1975 49 10 03 152 61 0 ooio 0 0563 0 0573 152 61 0 52B45 0 04960 93 37
25 000 1990 7B 10 03 153 15 0 ooio 0 0563 0 0573 153 15 0 52825 0 04960 93 70
25 100 2006 12 10 04 153 69 0 ooio 0 0563 0 0573 153 69 0 52806 0 04960 94 03
25 200 2021 32 IO 04 154 23 0 ooio 0 0563 0 0573 154 23 0 527B7 0 04960 94 36
25 300 2036 97 10 04 154 77 0 0010 0 0563 0 0573 154 77 0 5276B 0 04960 94 69
25 400 2052 47 10 04 155 31 0 ooio 0 0563 0 0573 155 31 0 32750 0 04960 93 02
25 500 2068 0 3 10 04 135 83 0 0010 0 0563 0 0573 135 BS 0 52732 0 04960 95 35
25 600 2083 64 10 04 156 39 0 0010 0 0563 0 0573 156 39 0 52713 0 04960 95 68
25 7O0 2099 31 10 04 136 92 0 0010 0 0563 0 0573 136 92 0 32696 0 04960 96 01
25 800 2115 02 10 04 137 46 0 ooio 0 0563 0 0573 157 46 0 52678 0 04960 96 34
25 900 2130 BO 10 04 138 00 0 0010 0 0563 0 0573 158 00 0 52660 0 04960 96 67
26 000 2146 62 10 04 158 53 0 0010 0 0563 0 0573 158 53 0 52643 0 04959 97 OO
26 100 2162 SO 10 04 139 07 0 0010 0 0563 o 0573 159 07 0 52626 0 04959 97 32
26 200 2178 44 10 04 159 60 0 0010 0 0563 0 0573 159 60 0 52609 0 04959 97 65
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26 400 2210 47 10 04 160 67 0 0010 0 0563 0 0573 160 67 0 52576 0 04959 98 30
26 500 2226 36 10 04 161 20 0 ooio 0 0563 0 0573 161 20 0 32559 0 04959 98 63
26 600 2242 71 10 04 161 74 0 OOIO 0 0563 0 0573 161 74 0 52543 0 04959 98 96
26 700 2258 91 10 04 162 27 0 0010 0 0563 0 0573 162 27 0 52527 0 04959 99 28
26 800 2275 16 10 04 162 80 0 0010 0 0563 0 0573 162 BO 0 52511 0 04959 99 61
26 900 2291 47 10 04 163 33 0 0010 0 0563 0 0573 163 33 0 52495 o 04959 99 93
27 000 2307 83 10 04 163 86 0 0010 0 0563 0 0573 163 86 0 524B0 0 04959 100 25
27 100 2324 24 10 04 164 39 0 0010 0 0563 0 0573 164 39 0 52464 0 04959 100 58
27 200 2340 70 10 04 164 92 0 0010 0 0563 0 0573 164 92 0 52449 0 04959 100 90
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27 400 2373 79 10 04 165 98 0 0010 0 0563 0 0573 165 98 0 52419 0 04959 101 55
27 500 2390 42 10 04 166 50 0 0010 0 0563 0 0573 166 50 0 52405 0 04959 101 87
27 600 2407 09 lO 04 167 03 0 0010 0 0563 0 0573 167 03 0 52390 0 04959 102 19
27 700 2423 82 10 04 167 56 0 0010 0 0563 0 0573 167 56 0 52376 0 04959 102 52
27 eoo 2440 60 10 04 168 08 0 0010 0 0563 0 0573 168 08 0 52361 0 04958 102 84
27 900 2457 44 10 04 168 61 0 0010 0 0563 0 0573 168 61 0 52347 0 04958 103 16
28 000 2474 33 10 04 169 13 0 0010 0 0563 0 0573 169 13 0 52333 0 04958 103 48
28 100 2491 27 10 04 169 66 0 0010 0 0563 0 0573 169 66 0 52319 0 0495B 103 BO
28 200 2508 26 10 04 170 18 0 0010 0 0563 0 0573 170 18 0 52306 0 04958 104 12
28 300 2525 30 10 04 170 70 0 0010 0 0563 0 0573 170 70 0 52292 0 04958 104 44
28 40O 2542 40 10 04 171 23 0 0010 0 0563 0 0573 171 23 0 52278 0 04958 104 76
28 500 2559 55 10 04 171 75 0 ooio 0 0563 0 0573 171 75 0 52265 0 0495B 105 08
28 600 2576 75 10 04 172 27 0 0010 0 0563 0 0573 172 27 0 52252 0 0495B 105 40
2B 700 2594 00 10 05 172 79 0 0010 0 0563 0 0573 172 79 0 52239 0 0495B 105 72
2B 800 2611 31 10 05 173 31 0 0010 0 0563 0 0573 173 31 0 52226 0 04958 106 04
28 900 2628 66 10 05 173 B3 0 0010 0 0563 0 0573 173 83 0 52213 0 0495B 106 36
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29 100 2663 53 10 05 174 87 0 0010 0 0563 0 0573 174 87 0 52186 0 04956 106 99
29 200 2661 05 10 05 175 39 0 0010 0 0563 0 0573 175 39 0 52176 0 04958 107 31
29 300 2698 61 10 05 175 91 0 0010 0 0563 0 0573 175 91 0 52163 0 04958 107 62
29 400 2716 23 10 05 176 42 0 0010 0 0563 0 0573 176 42 0 52151 0 0495B 107 94
29 500 2733 90 10 05 176 94 0 0010 0 0563 0 0573 176 94 0 52139 0 04958 108 26
29 600 2751 61 10 05 177 46 0 0010 0 0563 0 0573 177 46 0 52127 0 04956 106 57
29 700 2769 39 10 05 177 97 0 ooio 0 0563 0 0573 177 97 0 52115 0 0495B 108 B9
29 BOO 2787 21 10 05 178 49 0 0010 0 0563 0 0573 17B 49 0 52104 0 04958 109 20
29 900 2809 08 10 05 179 00 0 0010 0 0563 0 0573 179 00 0 52092 0 04958 109 52
30 000 2B23 01 10 05 179 52 0 0010 0 0563 0 0573 179 52 0 52080 0 04956 109 83
30 100 2840 99 10 05 180 03 0 0010 0 0563 0 0573 1B0 03 0 52069 0 04958 110 15
30 200 2859 02 10 05 180 54 0 0010 0 0563 0 0573 1B0 54 0 52058 0 04958 110 46
30 300 2877 lO 10 05 181 05 0 0010 0 0563 0 0573 181 05 0 52047 0 04956 no 78
30 400 2895 23 10 05 181 57 0 0010 0 0563 0 0573 181 57 0 52035 0 04957 HI 09
30 500 2913 41 10 05 182 08 0 0010 0 0563 0 0573 182 08 0 52024 0 04957 111 40
30 600 2931 64 10 05 182 59 0 0010 0 0563 0 0573 182 59 0 52014 0 04957 111 71
30 700 2949 93 10 05 1B3 10 0 0010 0 0563 0 0573 183 10 0 52003 0 04957 112 03
30 BOO 2968 26 10 05 183 61 0 0010 0 0563 0 0573 183 61 o 51992 0 04957 112 34
30 900 29B6 65 10 05 184 12 0 0010 0 0563 0 0573 184 12 0 519B2 0 04957 112 65
31 000 3005 09 10 05 1B4 63 0 0010 0 0563 0 0573 1B4 63 0 51971 0 04957 112 96
31 100 3023 57 10 05 185 14 0 0010 0 0563 0 0573 1B5 14 0 51961 0 04957 113 27
31 200 3042 11 10 05 185 64 0 0010 0 0563 0 0573 185 64 0 51950 0 04957 113 56
31 300 3060 70 10 05 186 15 0 0010 0 0563 0 0573 186 15 0 51940 0 04957 113 69
31 400 3079 34 10 05 186 66 0 0010 0 0563 0 0573 186 66 0 51930 0 04957 114 20
31 500 309B 03 10 05 187 16 0 0010 0 0563 0 0573 187 16 0 51920 0 04957 114 51
31 600 3116 78 10 05 187 67 0 0010 0 0563 0 0573 187 67 0 51910 0 04957 114 82
31 700 3135 57 10 05 IBB 17 0 0010 0 0563 0 0573 IBB 17 0 51900 o 04957 115 13
31 BOO 3154 41 10 06 188 6B 0 OOIO 0 0563 0 0573 188 68 0 51891 0 04957 115 44
31 900 3173 30 10 06 189 IB 0 0010 0 0563 0 0573 189 18 0 51881 0 04957 115 75
32 000 3192 25 10 06 189 69 0 0010 0 0563 0 0573 189 69 0 51B71 0 04957 116 06
32 100 3211 24 10 06 190 19 0 0010 0 0563 0 0573 190 19 0 51862 0 04957 116 36
32 200 3230 29 10 06 190 69 0 0010 0 0563 0 0573 190 69 0 5IB52 0 04957 116 67
32 300 3249 38 10 06 191 19 0 0010 0 0563 0 0573 191 19 0 51843 o 04957 116 98
32 400 326B 52 10 06 191 70 0 0010 0 0563 0 0573 191 70 0 51834 o 04957 117 29
32 500 3287 72 10 06 192 20 0 0010 0 0563 0 0573 192 20 0 51B25 0 04957 117 59
32 600 3306 96 10 06 192 70 0 0010 0 0563 0 0573 192 70 0 51816 0 04957 1 17 90
32 700 3326 26 10 06 193 20 0 0010 0 0563 0 0573 193 20 0 51B07 0 04957 1 IB 20
32 BOO 3345 60 10 06 193 70 0 0010 0 0563 0 0573 193 70 0 5179B 0 04957 118 51
32 900 3365 OO 10 06 194 19 0 0010 0 0563 0 0573 194 19 0 51789 0 04957 118 81
33 000 3384 44 10 06 194 69 0 0010 0 0563 0 0573 194 69 0 51780 0 04957 119 12
33 100 3403 94 10 06 195 19 0 OOIO 0 0563 0 0573 195 19 0 51771 0 04957 119 42
33 200 3423 48 10 06 195 69 0 0010 0 0563 0 0573 195 69 0 51763 0 04957 119 73
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33 300 3443 07 10 06 196 18 0 0010 0 0563 0 0573 196 IB 51754 0

0 04957 120 03
33 400 3462 72 10 06 196 68 0 0010 0 0563 0 0573 196 68 0
51746 0 04957 120 34
33 500 34B2 41 10 06 197 IB 0 0010 0 0563 0 0573 197 IB 51737 0
0 04957 120 64
33 600 3502 15 10 06 197 67 0 0010 0 0563 0 0573 197 67 51729 0
0 04957 120 94
33 700 3521 94 10 06 198 17 0 0010 0 0563 0 0573 198 17 51720 0
0 04957 121 24
33 800 3541 79 10 06 19B 66 0 0010 0 0563 0 0573 198 66 51712 0
0 04957 121 55
33 900 3561 68 10 06 199 15 0 OOIO 0 0563 0 0573 199 13 51704 0
0 04957 121 B5
34 000 3581 62 10 06 199 65 0 0010 0 0563 0 0573 199 65 51696 0
0 04957 122 15
34 100 3601 61 10 06 200 14 0. 0010 0 0563 0 0573 200 14 0
51688 0 04957 122 45
34 200 3621 65 io 06 200 63 0 0010 0 0563 0 0573 200 63 516B0 0
0 04957 122 75
34 300 3641 73 10 06 201 12 0 0010 0 0563 0 0573 201 12 51672 0
0 04957 123 05
34 400 3661 B7 10 06 201 61 0 0010 0 0563 0 0573 201 61 51664 0
0 04957 123 35
34 5O0 3682 06 10 06 202 11 0 0010 0 0563 0 0573 202 11 51657 0
0 04957 123 65
34 600 3702 29 10 06 202 60 0 0010 0 0563 0 0573 202 60 51649 0
0 04957 123 95
34 700 3722 5B 10 06 203 08 0 0010 0 0563 0 0573 203 OB 51641 0
0 04957 124 25
34 BOO 3742 91 10 07 203 57 0 0010 0 0563 0 0573 203 57 0
5 J 634 0 04957 124 55
34 900 3763 29 10 07 204 06 0 0010 0 0563 0 0573 204 06 0
51626 0 04957 124 85
35 OOO 3783 72 10 07 204 55 0 0010 0 0563 0 0573 204 55 0
51619 0 04957 125 15
35 lOO 3B04 20 10 07 205 04 0 0010 0 0563 0 0573 205 04 51611 0
0 04957 125 45
35 200 3824 73 10 07 205 52 0 0010 0 0563 0 0573 205 52 51604 0
0 04957 125 75
35 300 3845 30 10 07 206 01 0 0010 0 0563 0 0573 206 01 51597 0
0 04957 126 04
35 400 3865 93 10 07 206 50 0 0010 0 0563 0 0573 206 SO 51589 0
0 04957 126 34
35 5O0 38B6 60 10 07 206 9B 0 0010 0 0563 0 0573 206 98 31582 0
0 04957 126 64
35 600 3907 33 10 07 207 47 0 0010 0 0563 0 0573 207 47 51573 0
0 04957 126 93
35 700 3928 10 10 07 207 95 0 0010 0 0563 0 0573 207 95 0
51568 0 04957 127 23
35 BOO 3948 92 10 07 20B 44 0 0010 0 0563 0 0573 208 44 51561 0
0 04957 127 53
35 900 3969 78 10 07 208 92 0 0010 0 0563 0 0573 20B 92 51554 0
0 04957 127 82
36 000 3990 70 10 07 209 40 0 0010 0 0563 0 0573 209 40 51547 0
0 04957 12B 12
36 100 4011 67 10 07 209 88 0 0010 0 0563 0 0573 209 88 51540 0
0 04957 128 41
36 2O0 4032 6B 10 07 210 37 0 0010 0 0563 0 0573 210 37 51534 0
0 04937 128 71
36 3O0 40S3 74 10 07 210 85 0 0010 0 0563 o 0573 210 85 51527 0
0 04937 129 00
36 400 4074 85 10 07 211 33 0 0010 0 0563 0 0573 211 33 51520 0
0 04957 129 30
36 500 4096 00 10 07 211 81 0 0010 0 0563 0 0573 211 Bl 51514 0
0 04957 129 59
36 6O0 4117 21 10 07 212 29 0 0010 0 0563 o 0573 212 29 0
51507 0 04957 129 88
36 700 4 138 46 10 07 212 77 0 0010 0 0563 0 0573 212 77 51501 0
0 04956 130 18
36 BOO 4159 76 10 07 213 25 0 0010 0 0563 0 0573 213 23 51494 0
0 04956 130 47
36 900 4181 11 10 07 213 72 0 0010 0 0563 0 0573 213 72 S14BB 0
0 04956 130 76
37 000 4202 51 10 07 214 20 0 0010 0 0563 0 0573 214 20 51481 0
0 04956 131 06
37 100 4223 95 10 07 214 68 0 0010 0 0563 0 0573 214 68 0
51475 0 04956 131 35
37 200 4245 44 10 07 215 16 0 0010 0 0563 0 0573 215 16 51469 0
0 04956 131 64
37 300 4266 98 10 07 215 63 0 0010 0 0563 0 0573 215 63 51462 0
0 04956 131 93
37 400 42B8 57 10 07 216 11 0 OOIO 0 0563 0 0573 216 11 31436 0
0 04956 132 22
37 300 4310 20 10 08 216 58 0 0010 0 0563 0 0573 216 58 31450 0
0 04956 132 51
37 600 4331 89 10 08 217 06 0 0010 0 0563 0 0573 217 06 51444 0
0 04956 132 80
37 700 4353 61 10 08 217 53 0 0010 0 0563 0 0573 217 53 0
51 438 0 04956 133 09
37 BOO 4375 39 10 08 218 00 0 OOIO 0 0563 0 0573 218 00 31432 0
0 04956 133 38
37 900 4397 22 10 OB 21B 4B 0 0010 0 0563 0 0573 218 48 51426 0
0 04956 133 67
38 000 4419 09 10 OB 21B 93 0 0010 0 0563 0 0573 218 95 51420 0
0 04956 133 96
3B 100 4441 01 10 08 219 42 0 0010 0 0563 0 0573 219 42 51414 0
0 04956 134 25
38 200 4462 97 10 08 219 89 0 0010 0 0563 0 0573 219 89 51408 0
0 04956 134 54
3B 300 4484 98 10 08 220 37 0 0010 0 0563 0 0573 220 37 51402 0
0 04956 134 B3
38 400 4507 04 10 08 220 B4 0 0010 0 0563 0 0573 220 84 51397 0
0 04956 13S 1 1
38 30O 4529 13 10 OB 221 31 0 0010 0 0563 0 0573 221 31 51391 0
0 04956 135 40
38 600 4551 31 10 OB 221 7B 0 0010 0 0563 0 0573 221 78 51385 o
0 04956 135 69
38 700 4573 51 10 OB 222 25 0 OOIO 0 0563 0 0573 2~*2 25 51379 0
0 04956 135 98
10 08 222 71 0 0010 0 0563 0 0573 ~ » T I 71 51374 0 04956 136 26
38 BOO 4595 76 0
38 900 461B 05 10 08 223 18 0 0010 0 0563 0 0573 223 IB o 5136B 0 04956 136 55
39 OOO 4640 39 IO 08 223 63 0 0010 0 0563 0 0573 223 65 0 51363 0 04956 136 84
39 100 4662 78 10 OB 224 12 0 0010 0 0563 0 0573 224 12 0 51357 0 04956 137 12
39 200 4685 22 10 08 224 5B 0 0010 0 0563 0 0573 224 58 0 51352 0 04956 137 41
39 300 4707 70 10 OB 225 05 0 0010 0 0563 0 0573 225 05 0 51346 0 04956 137 69
31? 400 4730 23 10 08 225 52 0 0010 0 0563 0 0573 225 52 0 51341 0 04956 137 9B
39 500 4752 80 10 08 225 98 0 0010 0 0563 0 0573 225 9B 0 51336 0 04956 138 26
39 600 4775 42 10 08 226 45 0 0010 0 0563 0 0573 226 45 0 51330 0 04956 138 55
39 700 4798 09 10 08 226 91 0 0010 0 0563 0 0573 226 91 0 51325 0 04956 13B 83
39 800 4B20 80 10 08 227 37 0 ooio 0 0563 0 0573 227 37 0 51320 0 04956 139 1 1
39 900 4843 56 10 OB 227 84 0 0010 0 0563 0 0573 227 84 0 51315 0 04957 139 40
40 000 4866 37 10 08 22B 30 0 0010 0 0563 0 0573 228 30 0 51310 0 04957 139 6B
40 100 4B89 22 10 09 22B 76 0 0010 0 0563 0 0573 228 76 0 51304 0 04957 139 96
40 200 4912 12 10 09 229 22 0 0010 0 0563 0 0573 229 22 0 51299 0 04957 140 25
40 300 4935 07 10 09 229 68 0 0010 0 0563 0 0573 229 68 0 51294 0 04957 140 53
40 400 495B 06 10 09 230 14 0 OOIO 0 0563 0 0573 230 14 0 51289 0 04957 140 81
40 500 4981 10 10 09 230 60 0 0010 0 0563 0 0573 230 60 0 512B4 0 04957 141 09
40 600 5004 IB 10 09 231 06 0 0010 0 0563 0 0573 231 06 0 51279 0 04957 141 37
40 700 5027 31 10 09 231 52 0 0010 0 0563 0 0573 231 52 0 51274 0 04957 141 65
40 800 5050 48 10 09 231 98 0 0010 0 0563 0 0573 231 9B 0 51270 0 04957 141 93
40 900 5073 71 10 09 232 44 0 0010 0 0563 0 0173 232 44 0 51265 0 04957 142 21
41 000 5096 97 10 09 232 90 0 0010 0 0563 0 0573 232 90 0 51260 0 04957 142 49
41 100 5120 29 10 09 233 36 0 0010 0 0563 0 0573 233 36 0 51255 0 04957 142 77
41 200 5143 64 10 09 233 81 0 0010 0 0563 0 0573 233 81 0 51250 0 04957 143 05
41 300 5167 05 10 09 234 27 0 0010 0 0563 0 0573 234 27 0 51246 0 04957 143 33
41 400 5190 50 10 09 234 72 0 0010 0 0563 0 0573 234 72 0 51241 0 04957 143 61
41 500 5213 99 10 09 235 18 0 0010 0 0563 0 0573 235 IB 0 51236 0 04957 143 89
41 600 5237 53 10 09 235 63 0 0010 0 0563 0 0573 235 63 0 51232 0 04957 144 17
41 700 5261 12 10 09 236 09 0 0010 0 0563 0 0573 236 09 0 51227 0 04957 144 45
41 BOO 5284 75 10 09 236 54 0 0010 0 0563 0 0573 236 54 0 51222 0 04957 144 72
41 900 530B 43 10 09 237 00 0 0010 0 0563 0 0573 237 00 0 5121B 0 04957 145 00
42 000 5332 15 10 09 237 45 0 0010 0 0563 0 0573 237 45 0 51213 0 04957 145 28
42 100 5355 92 10 09 237 90 0 0010 0 0563 0 0573 237 90 0 51209 0 04957 145 56
42 200 5379 73 10 09 238 35 0 0010 0 0563 0 0573 238 35 0 51204 0 04957 145 B3
42 300 5403 59 10 09 238 80 0 0010 0 0563 0 0573 238 80 0 51200 0 04957 146 11
42 400 5427 49 10 09 239 25 0 0010 0 0563 0 0573 239 25 0 51196 0 04957 146 38
42 500 5451 44 10 10 239 71 0 0010 0 0563 0 0573 239 71 0 51191 0 04957 146 66
42 600 5475 43 10 10 240 16 0 ooio 0 0563 0 0573 240 16 0 51187 0 04957 146 93
42 700 5499 47 10 10 240 60 0 ooio 0 0563 0 0573 240 60 0 511B2 0 04957 147 21
42 800 5523 55 10 10 241 05 0 0010 0 0563 0 0573 241 05 0 51 178 0 04957 147 48
4? 900 5547 68 10 10 241 50 0 0010 0 0563 0 0573 241 50 0 51 174 0 04957 147 76
43 000 5571 B5 10 10 241 95 0 ooio 0 0563 0 0573 241 95 0 51 170 0 04957 148 03
43 100 5596 07 io 10 242 40 0 ooio 0 0563 0 0573 242 40 0 51165 0 04957 148 31
43 200 5620 33 10 10 "»4° B4 0 ooio 0 0563 0 0573 242 84 0 51 161 0 04957 148 58
43 300 5644 64 10 10 243 29 0 0010 0 0563 0 0573 243 29 0 51 157 0 04957 14B 85
43 400 5668 99 10 10 243 74 0 0010 0 0563 0 0573 243 74 0 51153 0 04957 149 13
43 500 5693 39 10 10 244 18 0 0010 0 0604 0 0614 244 18 0 56978 0 04988 149 40
43 600 5717 83 10 10 244 63 0 0010 0 0727 0 0737 244 63 0 57089 0 04989 149 67
43 700 5742 31 10 10 245 07 0 0010 0 0935 0 0945 245 07 0 572B0 0 04991 149 94
43 800 5766 84 IO 10 245 51 0 0010 0 1230 0 1240 245 51 0 57552 0 04994 150 21
43 900 5791 41 10 10 245 96 0 0010 0 1613 0 1623 245 96 0 57905 0 04998 150 48
44 000 5816 03 10 10 246 40 0 0010 0 20B5 0 2095 246 40 0 58339 0 05003 150 75
44 100 5B40 69 10 10 246 84 0 ooio 0 2647 0 2657 246 B4 0 5BB55 0 05009 151 02
44 200 5865 40 10 10 247 28 0 ooio 0 3298 0 330B 247 28 0 59451 0 05015 151 29
44 300 5890 15 10 10 247 72 0 0010 0 4040 0 4050 247 72 0 60127 0 05024 151 56
44 400 5914 94 10 10 248 16 0 ooio 0 4B70 0 4880 248 16 0 60B82 0 05033 151 83
44 500 5939 78 10 10 24B 60 0 0010 0 57B8 0 579B 248 60 0 61713 0 05043 152 10
44 600 5964 66 10 10 249 04 0 0010 0 6793 0 6803 249 04 0 62619 0 05055 152 37
44 700 59B9 59 10 10 249 47 0 OOIO 0 78B2 0 7B92 249 47 0 63597 0 05069 152 64
44 800 6014 56 10 10 249 91 0 0010 0 9055 0 9065 249 91 0 64644 0 05083 152 90
44 900 6039 57 10 11 250 35 0 0010 1 0309 1 0319 250 35 o 65758 0 05100 153 17
45 OOO 6064 63 10 11 250 7B 0 0010 1 1641 1 1651 250 78 0 66936 0 05118 153 44
45 100 6089 73 10 11 251 21 0 0010 1 3049 1 3059 251 "* 1 0 68174 0 0513B 153 70
45 200 61 14 87 10 11 251 65 0 0010 1 4529 1 4539 251 65 0 69469 0 05160 153 97
45 300 6140 06 10 11 252 08 0 0010 1 6079 1 6089 252 08 0 70816 0 05184 154 23
45 400 6165 29 10 11 252 51 0 0010 1 7694 1 7704 252 51 0 72213 0 05211 154 49
45 500 6190 56 io 11 252 94 0 0010 1 9372 1 9382 252 94 0 73654 0 05239 154 76
45 600 6215 87 10 11 253 37 0 0010 2 1 109 2 1119 253 37 0 75137 0 05270 153 02
45 700 6241 23 10 11 253 79 0 0010 2 2900 2 2910 253 79 0 76658 0 05303 155 28
45 BOO 6266 63 10 11 254 22 0 0010 -> 4742 ^ 4752 254 22 0 78211 0. 05338 155 54
-1
45 900 6292 07 10 11 254 64 0 0010 6632 2 6642 254 64 0 79793 0 05377 155 80
1 T
46 000 6317 56 10 11 255 06 0 0010 B564 8574 255 06 0 81401 0 05417 156 06
46 100 6343 09 10 11 255 48 0 0010 3 0534 3 0544 255 48 0 B3030 0 05461 156 31
46 2O0 636B 66 10 11 255 90 0 0010 3 2540 3 2550 255 90 0 84676 0 05507 156 57
46 300 6394 27 10 11 256 32 0 0010 3 4576 3 45B6 256 32 0 B6335 0 05556 156 82
46 400 6419 92 10 11 256 74 0 0010 3 663B 3 664 B 256 74 0 B8005 0 05608 157 08
46 500 6445 62 10 11 257 15 0 0010 3 8723 3 8733 257 15 0 896B1 0 05662 157 33
46 600 6471 35 10 11 257 56 0 0010 4 0826 4 0836 257 56 0 91360 0 05719 157 58
46 700 6497 13 10 11 257 97 0 0010 4 2943 4 ;."V53 257 97 0 93038 0 05779 157 83
46 800 6522 94 10 11 258 3B 0 0010 4 5072 4 5082 258 38 0 94713 0 05B42 158 08
46 900 6548 BO 10 11 258 78 0 ooio 4 7207 4 7217 25B 78 0 963B1 0 05907 158 33
47 000 6574 70 10 11 259 19 0 0010 4 9345 4 9355 259 19 0 9B041 0 05975 15B 5B
47 lOO 6600 64 10 12 259 59 0 0010 5 1483 5 1493 259 59 0 99688 0 06046 158 82
47 200 6626 62 10 12 259 98 0 0010 5 361B 5 3628 259 98 01322 0 06119 159 07
47 300 6652 64 10 12 260 38 0 0010 5 5746 5 5756 260 38 0293B 0 06194 159 31
47 400 6678 69 10 12 260 77 0 0010 5 7865 5 7875 260 77 04537 0 06271 159 55
47 500 6704 79 10 12 261 16 0 0010 5 9971 5 9981 261 16 06115 0 06351 159 79
47 600 6730 93 10 12 261 55 0 0010 6 2062 6 2072 261 55 07671 0 06432 160 03
47 700 6757 10 10 12 261 94 0 0010 6 4136 6 4146 261 94 09203 0 06516 160 26
47 800 6783 31 10 12 262 32 0 0010 6 6190 6 6200 262 32 10711 0 06601 160 50
47 900 6809 56 10 12 262 70 0 0010 6 QTn 6 8232 262 70 12193 0 066B7 160 73
48 000 6835 85 to 12 263 08 0 OOIO 7 0231 7 0241 263 08 13647 0 06775 160 96
48 100 6862 18 10 12 263 45 0 0010 7 2214 7 2224 263 45 15075 0 06865 161 19
48 2O0 6B88 54 10 12 263 82 0 0010 7 4171 7 4181 263 82 16474 0 06935 161 42
48 300 6914 95 10 12 264 19 0 0010 7 6099 7 6109 264 19 17844 0 07047 161 64
48 400 6941 38 10 12 264 56 0 0010 7 7999 7 B009 264 56 19185 0 07139 161 B7
4B SOO 6967 86 IO 12 264 92 0 0010 7 9869 7 9B79 264 92 20497 0 07232 162 09
48 600 6994 37 10 12 265 25 0 0010 8 1708 B 1718 265 25 21167 0 08791 162 29
48 700 7020 91 10 12 265 58 0 0010 8 3516 8 3526 265 58 21850 0 0B904 162 49
48 800 7047 48 10 12 265 89 0 0010 8 5292 8 5302 265 89 225 IB 0 09017 162 68
48 900 7074 09 10 12 266 21 0 0010 8 7036 8 7046 266 21 23169 0 09131 162 B8
49 000 7100 72 10 12 266 52 0 0010 8 8747 8 8757 266 52 23805 0 09245 163 07
49 100 7127 39 10 12 266 83 0 0010 9 0427 9 0437 266 83 24425 0 09359 163 26
49 200 7154 09 10 12 267 14 0 0010 9 2074 9 2084 267 14 25031 0 09473 163 44
49 3O0 7180 82 10 13 267 44 0 0010 9 3690 9 3700 267 44 25621 0 095B6 163 63
49 400 7207 58 10 13 267 74 0 0010 9 5275 9 5285 267 74 25400 0 09700 163 Bl
49 500 7234 37 10 13 268 03 0 0010 9 6829 9 6839 268 03 25400 0 09B13 163 99
49 600 7261 18 10 13 268 32 0 ooio 9 B353 9 B363 268 32 25400 0 09926 164 17
49 700 72B8 03 10 13 268 61 0 0010 9 9847 9 9B57 268 61 25400 0 10039 164 34
49 BOO 7314 91 10 13 26B 89 0 0010 10 1313 10 1323 268 B9 25400 0 10131 164 52
49 900 7341 Bl 10 13 269 17 0 0010 10 2752 10 2762 269 17 25400 0 10263 164 69
50 000 7368 74 10 13 269 45 0 0010 10 4163 10 4173 269 45 25400 0 10374 164 B6
50 lOO 7395 70 10 13 269 73 0 0010 10 5550 10 5560 269 73 25400 0 10485 165 03
50 200 7422 68 10 13 270 00 0 0010 10 6913 10 6923 270 00 25400 0 10595 165 19
50 3O0 7449 70 10 13 270 26 0 0010 10 8253 10 8263 270 26 25400 0 10706 165 35
50 4O0 7476 74 10 13 270 52 0 0010 10 9572 10 9582 270 52 25400 0 10816 165 52
50 5O0 7503 80 10 13 270 7B 0 OOIO 11 0872 11 0882 270 78 25400 0 10925 165 67
50 600 7530 89 10 13 271 04 0 0010 11 2155 11 2165 271 04 25400 0 11035 165 B3
50 700 7558 01 10 13 271 29 0 0010 11 3421 11 3431 271 29 25400 0 11145 165 99
50 BOO 7585 15 10 13 271 54 0 0010 11 4673 11 4683 271 54 25400 0 11254 166 14
50 900 7612 32 10 13 271 79 0 0010 11 5913 11 5923 271 79 25400 0 11364 166 29
51 000 7639 51 10 13 272 03 0 0010 11 7142 11 7152 272 03 25400 0 1 1475 166 44
51 100 7666 72 10 13 272 27 0 0010 11 8362 11 8372 272 27 25400 0 1 1586 166 58
51 200 7693 96 10 13 272 50 0 0010 11 9575 11 9585 272 50 25400 0 1 I69B 166 73
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18 900 1160 71 10 02 119 42 0 0010 0 0563 0 0573 119 42 0 61181 0 03981 73 06
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20 200 1320 83 10 02 126 90 0 0010 0 0563 0 0573 126 90 0 60625 0 03979 77 64
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20 700 1384 99 10 02 129 76 0 0010 0 0563 0 0573 129 76 0 60438 0 03979 79 39
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20 900 1411 06 10 02 130 90 0 0010 0 0563 0 0573 130 90 0 60367 0 03978 80 09
21 000 1424 IB 10 02 131 46 0 0010 0 0563 0 0573 131 46 0 60332 0 03978 BO 43
21 100 1437 35 10 03 132 03 0 0010 0 0563 0 0573 132 03 0 60297 0 03978 80 78
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21 500 1470 62 10 03 134 30 0 0010 0 0S63 0 0373 134 30 0 60164 0 0397B 82 17
21 600 1504 08 10 03 134 B6 0 0010 0 0563 0 0573 134 86 0 60132 0 03978 82 51
21 700 1517 59 10 03 133 43 0 0010 0 0563 0 0373 133 43 0 60100 0 03978 82 86
21 BOO 1531 16 10 03 135 99 0 0010 0 0563 0 0573 135 99 0 60069 0 03978 83 21
21 9O0 1544 79 10 03 136 56 0 0010 0 0563 0 0573 136 56 0 60038 0 03977 83 35
22 000 1358 47 10 03 137 12 0 0010 0 0363 0 0573 137 12 0 60008 0 03977 83 B9
22 100 1572 21 10 03 137 68 0 0010 0 0563 0 0573 137 68 0 59978 0 03977 84 24
22 200 1586 01 10 03 138 25 0 0010 0 0363 0 0573 138 25 0 59948 0 03977 84 58
22 300 1599 86 10 03 138 81 0 0010 0 0363 0 0573 138 Bl 0 59919 0 03977 84 93
22 400 1613 77 10 03 139 37 0 0010 0 0563 0 0573 139 37 0 59890 0 03977 B5 27
22 300 1627 74 10 03 139 93 0 0010 0 0363 0 0573 139 93 0 59861 0 03977 BS 61
22 600 1641 76 10 03 140 49 0 0010 0 0363 0 0573 140 49 0 39833 0 03977 83 96
22 700 1633 84 10 03 141 03 0 0010 0 0363 0 0573 141 03 0 39B03 0 03977 86 30
22 800 1669 97 10 03 141 61 0 0010 0 0363 0 0573 141 61 O 39778 0 03977 86 64
22 900 1684 16 to 03 142 17 0 0010 0 0363 0 0373 142 17 0 39730 0 03976 B6 98
23 000 1698 40 10 03 142 73 0 0010 0 0363 0 0573 142 73 0 39724 0 03976 87 32
23 100 1712 70 10 03 143 28 0 0010 0 0563 0 0573 143 2B 0 39697 0 03976 87 66
23 200 1727 06 10 03 143 B4 0 0010 0 0563 0 0573 143 84 0 39671 0 03976 88 01
23 300 1741 47 10 03 144 40 0 0010 0 0563 0 0573 144 40 0 39643 0 03976 88 33
23 400 1733 94 10 03 144 93 0 0010 0 0563 0 0573 144 93 0 39620 0 03976 B8 69
23 500 1770 46 10 03 143 31 0 0010 0 0363 0 0573 145 31 0 39594 0 03976 89 03
23 600 1783 04 10 03 146 06 0 0010 0 0363 0 0573 146 06 0 59570 0 03976 B9 37
23 700 1799 67 10 03 146 62 0 0010 0 0563 0 0573 146 62 0 59343 0 03976 89 71
23 800 1B14 36 10 03 147 17 0 0010 0 0363 0 0573 147 17 0 39321 0 03976 90 04
23 900 1829 11 10 03 147 73 0 0010 0 0363 0 0573 147 73 0 39497 0 03976 90 38
24 000 1843 91 10 03 14B 28 0 0010 0 0363 0 0573 148 28 0 39473 0 03976 90 72
24 100 1838 76 10 03 148 B3 0 0010 0 0363 0 0573 14B 83 0 39450 0 03976 91 06
24 200 1873 67 10 03 149 38 0 0010 0 0563 0 0573 149 38 0 59426 0 03973 91 40
24. 300 1888 64 10 03 149 93 0 0010 0 0563 0 0373 149 93 0 59404 0 03973 91 73
24 400 1903 66 10 03 130 49 0 0010 0 0563 0 0573 150 49 o 593B1 0 03973 92 07
24 500 1918 74 10 03 131 04 0 0010 0 0563 0 0573 151 04 0 59359 0 03973 92 41
24 600 1933 87 10 03 131 59 0 0010 0 0563 0 0573 151 39 0 59337 0 03973 92 75
24 700 1949 03 10 03 132 14 0 0010 0 0563 0 0573 132 14 0 39315 0 03973 93 OB
24 BOO 1964 29 10 03 132 6B 0 0010 0 0563 0 0573 132 6B 0 39293 0 03973 93 42
24 900 1979 59 10 03 133 23 0 0010 0 0563 0 0573 153 23 0 39272 0 03973 93 75
25 000 1994 94 10 03 133 78 0 0010 0 0563 0 0573 133 78 0. 39231 0 03975 94 09
25 100 2010 35 10 04 154 33 0 0010 0 0563 0 0573 154 33 0 39230 0 03975 94 42
25 200 2025 81 10 04 154 88 0 0010 0 0563 0 0573 154 B8 0 39209 0 03973 94 76
25 300 2041 32 10 04 153 42 0 0010 0 0563 0 0373 155 42 0 39189 0 03973 93 09
25 400 2056 89 10 04 153 97 0 0010 0 0563 0 0573 153 97 0 39169 0 03973 93 43
25 3O0 2072 52 10 04 156 51 0 0010 0 0563 0 0573 136 31 0 39149 0 03973 93 76
25 600 20BB 19 10 04 157 06 0 0010 0 0563 0 0373 157 06 0 39129 0 03973 96 09
25 700 2103 93 10 04 157 60 0 0010 0 0563 0 0573 157 60 0 39110 0 03975 96 43
25 BOO 2119 72 10 04 138 13 0 0010 0 0563 0 0373 158 13 0 39091 0 03974 96 76
25 900 2133 56 10 04 138 69 0 0010 0 0963 0 0573 158 69 0 39072 0 03974 97 09
26 000 2151 45 10 04 159 23 0 0010 0 0563 0 0573 159 23 0 59033 0 03974 97 42
26 100 2167 40 10 04 159 7B 0 0010 0 0563 0 0573 159 7B 0 59034 0 03974 97 76
26 200 2183 41 10 04 160 32 0 0010 0 0563 0 0573 160 32 0 59016 0 03974 9B 09
26 300 2199 47 10 04 160 B6 0 0010 0 0563 0 0573 160 B6 0 38998 0 03974 98 42
26 400 2213 58 10 04 161 40 0 0010 0 0963 0 0573 161 40 0 58979 0 03974 98 79
26 300 2231 75 10 04 161 94 0 ooio 0 0963 o 0373 161 94 0 3B962 0 03974 99 08
26 600 2247 97 10 04 162 4B 0 0010 0 0963 0 0573 162 4B 0 5B944 0 03974 99 41
26 700 2264 24 10 04 163 02 0 0010 0 0963 0 0573 163 02 0 5B927 0 03974 99 74
26 BOO 22B0 37 10 04 163 56 0 0010 0 0963 0 0573 163 36 0 5B909 0 03974 10O 07
26 900 2296 96 10 04 164 10 0 0010 0 0963 0 0573 164 10 0 38892 0 03974 100 40
27 000 2313 39 10 04 164 64 0 0010 0 0963 0 0573 164 64 0 3BB75 0 03974 100 73
27 100 2329 B8 10 04 169 17 0 0010 0 0963 0 0573 165 17 o 58B59 0 03974 101 06
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27 400 2379 68 10 04 166 7B 0 0010 0 0563 0 0573 166 78 0 58810 0 03974 102 04
27 500 2396 38 10 04 167 32 0 0010 0 0563 0 0573 167 32 0 58794 0 03974 102 37
27 60O 2413 14 10 04 167 85 0 0010 0 0563 0 0573 167 85 0 58778 0 03974 102 70
27 700 2429 95 10 04 16B 39 0 0010 0 0563 0 0573 168 39 0 58762 0 03974 103 03
27 BOO 2446 82 10 04 16B 92 0 0010 0 0563 0 0573 168 92 0 58746 0 03974 103 35
27 900 2463 74 10 04 169 46 0 0010 0 0563 0 0573 169 46 0 58731 0 03974 103 68
28 000 2480 71 10 04 169 99 0 0010 0 0563 0 0573 169 99 0 58716 0 03974 104 01
2B 100 2497 74 10 04 170 52 0 0010 0 0563 0 0573 170 52 0 58701 0 03973 104 33
28 200 2514 81 10 04 171 05 0 0010 0 0563 0 0573 171 05 0 58686 0 03973 104 66
28 300 2531 93 10 04 171 59 0 0010 0 0563 0 0573 171 59 0 58671 0 03973 104 98
28 400 2549 13 10 04 172 12 0 0010 0 0563 0 0573 172 12 0 58656 0 03973 105 31
28 500 2566 37 10 04 172 65 0 0010 0 0563 0 0573 172 65 0 58642 0 03973 105 63
2B 600 2SB3 66 10 OS 173 18 0 0010 0 0563 0 0573 173 18 0 58628 0 03973 105 96
28 700 2601 01 10 05 173 71 0 0010 0 0563 0 0573 173 71 0 58613 0 03973 106 28
28 BOO 2618 40 10 05 174 24 0 0010 0 0563 0 0573 174 24 0 58599 0 03973 106 60
2B 900 2635 BS 10 05 174 77 0 0010 0 0563 0 0573 174 77 0 5B585 0 03973 106 93
29 000 2653 36 10 05 175 29 0 0010 0 0563 0 0573 175 29 0 58572 0 03973 107 25
29 100 2670 91 10 03 175 82 0 0010 0 0563 0 0573 175 82 0 5853B 0 03973 107 57
29 200 26BB 52 10 05 176 35 0 0010 0 0563 0 0573 176 35 0. 3BS43 0 03973 107 90
29 300 2706 IB 10 05 176 88 0 0010 0 0563 0 0573 176 88 0 58331 0 03973 108 22
29 400 2723 90 10 05 177 40 0 0010 0 0563 0 0573 177 40 0 38518 0 03973 108 54
29 500 2741 66 10 OS 177 93 0 0010 0 0563 0 0573 177 93 0 SB505 0 03973 10B B6
29 600 2759 48 10 05 178 45 0 0010 0 0563 0 0573 178 43 0 5B492 0 03973 109 IB
29 700 2777 35 10 05 178 9B 0 0010 0 0563 0 0573 178 98 0 38479 0 03973 109 50
29 BOO 2795 28 10 05 179 50 0 0010 0 0563 0 0573 179 30 0 3B466 0 03973 109 B3
29 900 2813 25 10 05 180 03 0 0010 0 0563 0 0373 180 03 0 SB433 0 03973 110 15
30 000 2831 28 10 05 180 55 0 0010 0 0563 0 0573 180 35 0 58441 0 03973 110 47
30 100 2849 36 10 05 181 07 0 0010 0 0S63 0 0573 181 07 0 5B429 0 03973 no 79
30 200 2867 50 10 05 181 60 0 0010 0 0563 0 0573 1B1 60 0 5B416 0 03973 HI 11
30 300 2885 68 10 05 182 12 0 0010 0 0563 0 0573 182 12 0 5B404 0 03973 111 43
30 400 2903 92 10 05 182 64 0 0010 0 0563 0 0573 1B2 64 0 58392 0 03973 111 74
30 500 2922 21 10 03 183 16 0 0010 0 0563 0 0573 183 16 0 58380 0 03973 112 06
30 600 2940 53 10 05 183 68 0 0010 0 0563 0 0373 183 68 0 5B368 0 03973 112 38
30 700 2958 95 10 05 184 20 0 0010 0 0363 0 0573 184 20 0 5B357 0 03973 112 70
30 BOO 2977 39 10 05 184 72 0 0010 0 0363 0 0573 184 72 0 58345 0 03973 113 02
30 900 2995 B9 10 05 183 24 0 0010 0 0363 0 0573 IBS 24 0 58333 0 03973 113 34
31 000 3014 44 10 OS IBS 76 0 0010 0 0363 0 0373 183 76 0 58322 0 03973 113 65
31 100 3033 04 10 05 186 28 0 0010 0 0563 0 0573 186 28 0 58311 0 03973 113 97
31 200 3051 70 10 OS 186 79 0 0010 0 0563 0 0573 1B6 79 0 5B300 0 03973 114 29
31 300 3070 40 10 03 187 31 0 0010 0 0563 0 0573 187 31 0 SB28B 0 03973 114 60
31 400 3089 16 10 OS 187 83 0 0010 0 0563 0 0573 187 83 0 58277 0 03973 114 92
31 500 3107 97 10 05 IBB 34 0 0010 0 0563 0 0573 IBB 34 0 38267 0 03973 115 23
31 600 3126 83 10 05 IBB 86 0 0010 0 0563 0 0373 188 B6 0 38256 0 03973 US 55
31 700 3145 74 10 05 189 38 0 0010 0 0563 0 0573 1B9 38 0 58245 0 03973 115 87
31 800 3164 70 10 06 189 B9 0 0010 0 0563 0 0573 189 89 0 58234 0 03972 116 IB
31 900 3183 72 10 06 190 40 0 0010 0 0563 0 0573 190 40 0 3B224 0 03972 116 50
32 000 3202 78 10 06 190 92 0 0010 0 0563 0 0573 190 92 0 58213 0 03972 116 81
32 100 3221 90 10 06 191 43 0 0010 0 0563 0 0573 191 43 0 5B203 0 03972 117 12
32 200 3241 07 io 06 191 94 0 0010 0 0563 0 0573 191 94 0 58193 0 03972 117 44
32 300 3260 29 10 06 192 46 0 0010 0 0563 0 0573 192 46 0 58183 0 03972 117 75
32 400 3279 56 10 06 192 97 0 0010 0 0563 0 0573 192 97 0 58173 0 03972 11B 06
32 500 3298 88 10 06 193 48 0 0010 0 0563 0 0573 193 4B 0 58163 0 03972 lie 38
32 600 3318 26 10 06 193 99 0 0010 0 0563 0 0573 193 99 0 58153 0 03972 118 69
32 700 3337 6B 10 06 194 50 0 0010 0 0563 0 0573 194 50 0 58143 0 03972 119 00
32 BOO 3357 16 10 06 195 01 0 0010 0 0363 0 0573 193 01 0 58133 0 03972 119 31
32 900 3376 68 10 06 195 52 0 0010 0 0563 0 0573 195 52 0 SB 124 0 03972 119 63
33 000 3396 26 10 06 196 03 0 0010 0 0563 0 0573 196 03 0 58114 0 03972 119 94
33 100 3415 89 10 06 196 54 0 0010 0 0563 0 0573 196 54 0 5B105 0 03972 120 25
33 200 3435 57 10 06 197 05 0 0010 0 0563 0 0573 197 05 0 5B095 0 03972 120 56
33 300 3455 30 10 06 197 56 0 0010 0 0563 0 0573 197 56 0 58086 0 03972 120 87
33 400 3475 OB 10 06 19B 06 0 0010 0 0563 O. 0573 198 06 0 58077 0. 03972 121 IB
33 500 3494 91 10 06 198 57 0 0010 0 0563 O 0573 198 57 0 58067 0 03972 121 49
33 600 3514 8 0 10 06 199 08 0 0010 0 0563 0 0573 199 08 0 58058 0 03972 121 80
33 700 3534 73 10 06 199 58 0 0010 0 0563 0. 0573 199 58 0 5B049 0 03972 122 11
33 800 3554 71 10 06 200 09 0 0010 0 0563 0 0573 200 09 0 58040 0 03972 122 42
33 900 3574 7 5 10 06 200 59 0 0010 0 0563 0 0573 200 59 0 58031 0 03972 122 73
34 000 3594 83 10 06 201 10 0 0010 0 0563 0 0573 201 10 0 58023 0 03972 123 04
34 100 3614 96 10 06 201 60 0 0010 0 0563 O 0573 201 60 0 58014 0 03972 123 35
34 200 3635 15 10 06 202 10 0 0010 0 0563 0 0573 202 10 0 58005 0 03972 123 65
34 300 3655 39 10 06 202 61 0 0010 0 0563 0 0573 202 61 0 57997 0 03972 123 96
34 400 3675 67 10 06 203 11 0 0010 0 0563 0 0573 203 11 0 57988 0 03972 124 27
34 500 3696 01 io 06 203 61 0 0010 0 0563 0 0573 203 61 0 57980 0 03972 124 58
34 600 3716 39 10 06 204 11 0 0010 0 0563 0 0573 204 11 0 57971 0 03972 124 88
34 700 3736 8 3 10 07 204 61 0 0010 0 0563 0 0573 204 61 0 57963 0 03972 125 19
34 BOO 3757 3 2 10 07 205 12 0 0010 0 0563 O 0573 205 12 0 57955 0 03972 125 50
34 900 3777 85 10 07 205 62 0 0010 0 0563 O 0573 205 62 0 57947 0 03972 125 80
35 000 3798 44 10 07 206 12 0 0010 0 0563 0 0573 206 12 0 57939 0 03972 126 11
35 100 3819 0 8 10 07 206 62 0 0010 0 0563 0 0573 206 62 o 57930 0 03972 126 41
35 200 3839 76 10 07 207 11 0 0010 0 0563 0 0573 207 11 0 57922 0 03972 126 72
35 300 3B60 50 10 07 207 61 0 0010 0 0563 0 0573 207 61 0 57915 0 03972 127 02
35 400 3B81 29 10 07 208 11 0 0010 0 0563 0 0573 208 11 0 57907 0 03972 127 33
35 500 3902 12 IO 07 208 61 0 0010 0 0563 0 0573 208 61 0 57899 0 03972 127 63
35 600 3923 01 10 07 209 10 0 0010 0 0563 0 0573 209 10 0 57891 0 03972 127 94
35 700 3943. 94 10 07 209 60 0 0010 0 0563 0 0573 209 60 0 57883 0 03972 128 24
35 BOO 3964 9 3 10 07 210 10 0 0010 0 0563 0 0573 210 10 0 57876 0 03972 128 54
35 900 3985 96 IO 07 210 59 0 0010 0 0563 0 0573 210 59 0 S786B 0 03972 128 85
36 000 4007 05 10 07 211 09 0 0010 0 0563 0 0573 211 09 0 57861 0 03972 129 15
36 100 4028 18 10 07 211 58 0 0010 0 0563 0 0573 211 58 0 57B53 0 03972 129 45
36 200 4049 36 10 07 212 08 0 0010 0 0563 0 0573 212 08 0 57846 0 03972 129 76
36 300 4070 60 IO 07 212 57 0 0010 0 0563 0 0573 212 57 0 57839 0 03972 130 06
36 400 4091 B8 10 07 213 06 0 0010 0 0563 0 0573 213 06 0 57831 0 03972 130 36
36. 500 4113 21 10 07 213 56 0 0010 0 0563 0 0573 213 56 0 57824 0 03972 130 66
36 600 4134 59 10 07 214 05 0 0010 0 0563 0 0573 214 05 0 57817 0 03972 130 96
36 700 4156 02 10 07 214 54 0 0010 0 0563 0 0573 214 54 0 57B10 0 03972 131 26
36 BOO 4177 50 10 07 215 03 0 0010 0 0563 0 0573 215 03 0 57803 0 03972 131 56
36 900 4199 02 10 07 215 53 0 0010 0 0563 0 0573 215 53 0 57796 0 03972 131 87
37 000 4220 60 10 07 216 02 0 0010 0 0563 0 0573 216 02 0 57789 0 03972 132 17
37 100 4242 23 10 07 216 51 0 0010 0 0563 0 0573 216 51 0 57782 0 03972 132 47
37. 200 4263 90 10 07 217 00 0 0010 0 0563 0 0573 217 00 0 57775 0 03972 132 76
37 300 4285 63 10 07 217 49 0 0010 0 0563 0 0573 217 49 0 57768 0 03972 133 06
37 400 4307 4 0 10 08 217 97 0 0010 0 0563 0 0573 217 97 0 57761 6 03972 133 36
37 500 4329 22 10. 08 218 46 0 0010 0 0563 0 0573 218 46 0 57755 0 03972 133 66
37 600 4351 09 10 08 21B 95 o ooio 0 0563 0 0573 218 95 0 57748 0 03972 133 96
37 700 4373 01 10 0 8 219 44 0 0010 0 0563 0 0573 219 44 0 57742 0 03972 134 26
37 BOO 4394 9B 10 08 219 92 0 0010 0 0563 0 0573 219 92 0 57735 0 03972 134 56
37 900 4417 OO 10 0 8 220 41 0 OOIO 0 0563 0 0573 220 41 0 57728 0 03972 134 85
38 000 4439 0 6 10 0 8 220 90 0 0010 0 0563 0 0573 220 90 0 57722 0 03972 135 IS
38 100 4461 IB 10 08 221 38 0 0010 0 0563 0 0573 221 38 0 57716 0 03972 135 45
38 200 4483 34 10 08 221 87 0 0010 0 0563 0 0573 221 87 0 57709 0 03972 135 75
38 300 4505 55 10 08 222 35 0 0010 0 0563 0 0573 222 35 0 57703 0 03972 136 04
38 400 4527 81 10 08 222 84 0 0010 0 0563 0 0573 222 84 0 57697 0 03972 136 34
38 500 4550 12 10 0 8 223 32 0 0010 0 0563 0 0573 223 32 0 57690 0 03972 136 64
38 600 4572 47 10 0 8 223 81 0 0010 0 0563 0 0573 223 81 0 57684 0 03972 136 93
38 700 4594 8B 10 08 224 29 0 0010 0 0563 0 0573 224 29 0 57678 0 03972 137 23
38 BOO 4617 33 10 OB 224 77 0 0010 0 0563 0 0573 224 77 0 57672 0 03972 137 52
38 900 4639 83 10 08 225 25 0 0010 0 0563 0 0573 225 25 0 57666 0 03972 137 82
39 000 4662 38 10 08 225 73 0 0010 0 0563 0 0573 225 73 0 57660 0 03972 138 11
39 100 4684 98 10 OB 226 22 0 0010 0 0563 0 0573 226 22 0 57654 0 03972 138 41
39 200 4707 63 10 08 226 70 0 0010 o 0563 0 0573 226 70 0 57648 0 03972 138 70
39 300 4730 32 10 08 227 18 0 0010 0 0563 0 0573227 18 0 57642 0 03972 138 99
39 400 4753 06 10 08 227 66 0 0010 0 0563 0 0573227 66 0. 57636 0 03972 139 29
39 500 4775 BS 10 08 228 14 0 0010 0 0563 0 0573228 14 0 37630 0 03972 139 5B
39 600 4798 69 10 OB 228 62 0 0010 0 0563 0 0573228 62 0 37624 0 03972 139 87
39 700 4B21 57 io 08 229 09 0 0010 0 0563 0 0573229. 09 0 37619 0 03972 140 17
39 800 4844 51 10 08 229 57 0 0010 0 0563 0 0573229 57 0 57613 0 03972 140 46
39 900 4867 49 10 0 8 230 05 0 0010 0 0563 0 0573230 05 0 57607 0 03972 140 75
40 000 4890 52 10. 09 230 53 0 0010 0 0563 0 0573230 53 0 57602 0 03972 141 04
40 100 4913 59 10 09 231 00 0 0010 0 0563 0 0573231 00 0 57596 0 03972 141 34
40 200 4936 72 10 09 231 4B 0 0010 0 0563 O 0573231 46 0 57591 0 03972 141 63
40 300 4959 89 10 09 231 96 0 0010 0 0563 0 0573231 96 0 57585 0 03972 141 92
40 400 49B3. 11 10 09 232 43 0 0010 0 0563 0 0573232 43 0 57580 0 03972 142 21
40 500 5006. 38 10 09 232 91 0 0010 0 0563 0 0573232 91 0 57574 0 03972 142 50
40 600 5029 69 10 09 233 38 0 0010 0 0563 0 0573233 38 0 57569 0 03972 142 79
40 70O 5053 05 10 09 233 85 0 0010 0 0563 0 0573233 85 0 57563 0 03972 143 OB
40 BOO 5076 46 10 09 234. 33 0 0010 0 0563 0 0573234 33 0 5755B 0 03972 143 37
40 900 5099 92 10 09 234 BO 0 0010 0 0563 0 0573234 80 0 57553 0 03972 143 66
41 0 0 0 5123 42 10 09 235 27 0 0010 0 0563 0 0573235 27 0 57548 0 03972 143 95
41 100 5146 97 10 09 235 75 0 0010 0 0563 0 0573235 75 0 57542 0 03972 144 24
41 200 5170 57 10 09 236 22 0 0010 0 0563 0 0573236 22 0 57537 0 03972 144 53
41 300 5194 22 10 09 236 69 0 0010 0 0563 0 0573236 69 0 57532 0 03972 144 81
41 400 5217 91 10 09 237 16 0 0010 0 0563 0 0573237 16 0 57527 0 03972 145 10
41 500 5241 65 10 09 237 63 0 0010 0 0563 0 0573237 63 0 57S22 0 03972 145 39
41 600 5265 44 10 09 23B 10 0 0010 0 0563 0 0573238 10 0 57517 0 03972 145 68
41 700 52B9 27 10 09 238 57 0 0010 0 0563 0 0573238 57 0 57512 0 03972 145 97
41 800 5313 IS 10 09 239 04 0 0010 0 0563 0 0573239 04 0 57S07 0 03972 146 25
41 900 5337 OB 10 09 239 51 0 0010 0 0563 0 0573239 51 0 37502 0 03972 146 54
42 000 5361 0 5 10 09 239 98 0 0010 0 0563 0 0573239 98 0 57497 0 03972 146 83
42 100 5385 07 10 09 240 45 0 0010 0 0563 0 0573240 45 0 57492 0 03972 147 11
42 200 5409 14 10 09 240 91 0 0010 0 0563 0 0573240 91 0 57487 0 03972 147. 40
42 300 5433 26 10 09 241 38 0 0010 0 0563 0 0573241 38 0 57482 0 03972 147 68
42 400 5457 4 2 10 10 241 BS 0 0010 0 0563 0 0573241 BS 0 57477 0. 03972 147 97
42. 500 5481. 6 3 10 10 242 31 0 0010 0 0563 0 0573242 31 0 57473 0 03972 148 26
42 600 5505 8 8 10 10 242 7B 0 0010 0 0563 0 0573242 78 0 57468 0 03972 14B. 34
42. 700 5530 18 10 10 243 25 0 0010 0 0563 0 0573243 23 0 57463 0 03972 148 83
42 BOO 5554 53 10 10 243 71 0 0010 0 0563 0 0573243 71 0 5745B 0 03972 149 11
42 9O0 5578 9 2 10 10 244 17 0 0010 0 0563 0 0573244 17 0 57454 0 03972 149 39
43 000 5603 36 10 10 244 64 0 0010 0 0563 0 0573244. 64 0 57449 0 03972 149 68
43 100 5627 85 10 10 245 10 0 0010 0 0563 0 0573245 10 0 57445 0 03972 149 96
43 200 5652 38 10 10 245 57 0 0010 0 0563 0 0573245 57 0 57440 0 03972 150 25
43 300 5676 96 10 10 246 03 0 0010 0 0563 0 0573246 03 0 5743S 0 03972 150 53
43 400 5701 59 10 10 246 49 0 0010 0 0563 0 0573246 49 0 57431 0 03972 150 81
43 500 5726 26 10 10 246 95 0 0010 0 0563 0 0573246 95 0 57426 0 03972 151 09
43 600 5750 9B 10 10 247 41 0 0010 0 0563 0 0573247 41 0 57422 0 03972 151 38
43 700 5775 75 10 10 247 BB 0 0010 0 0563 0 0573247 88 0 574 IB 0 03972 151 66
43 8O0 5B00 56 10 10 248 34 0 0010 0 0563 0 057324B 34 0 57413 0 03972 151 94
43 9 0 0 5825 41 10 10 248 80 0 0010 0 0563 o 0573248 BO 0 57409 0 03972 132 22
44 000 5850 32 10 10 249 26 0 0010 0 0563 0 0573249 26 0 57404 0 03972 132 50
44 100 5875 26 10 10 249 72 0 0010 0 0563 0 0573249 72 0 57400 0 03972 152 7B
44 200 5900 26 10 10 250 17 0 OOIO 0 0563 0 0573250 17 0 57396 0 03972 153 06
44 3O0 5925 30 10 10 250 63 0 0010 0 0563 0 0573250 63 0 57391 0 03972 153 35
44 400 5950 39 10 10 251 09 0 0010 0 0563 0 0573251 09 0 573B7 0 03972 153 63
44 50O 5975 52 10 10 251 55 0 0010 0 0563 0 0573251 55 0 S73B3 0 03972 153 91
44 600 6OO0 70 10 10 252 01 0 OOIO 0 0563 0 0573232 01 0 57379 0 03972 154 r9~
44 700 6025 92 10 11 252 46 0 0010 0 0563 0 0573252 46 0 57375 0 03972 134 46
44 800 6051 19 10 11 252 92 0 0010 0 0563 o 0573252 92 0 S7370 0 03972 134 74
44 900 6076 50 10 11 253 3B 0 0010 0 0363 0 0573253 3B 0 37366 0 03972 155 02
45 000 6101 86 10 11 253 83 0 0010 0 0563 0 05?:r 253 B3 0 37362 0 03972 155 30 '
45 100 6127 27 10 11 254 29 0 0010 0 0563 0 0573 254 29 0 5735B 0 03973 153 58
45 200 6152 72 10 11 254 74 0 0010 0 0563 0 0573 254 74 0 57354 0 03973 155 86
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45 500 6229 35 10 11 256 10 0 0010 0 0563 56 O 57338 03973 156 97
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45 600 6254 9B 10 11 256 56 o 0010 O 0563 01 O. 57334 03973 157 25
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45 700 6280. 66 10 11 257 01 o 0010 0 0563
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45 900 6332 15 10 11 257 91 0 O 03993 138 07
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46 0O0 6357 96 10 11 258 36 0 O 03995 158 35
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46 100 63B3. 82 10 11 258 81 o 0010 0 03999 158 62
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46 200 6409. 73 10 11 259 26 o 0010 0 04O03 158 90
239 71 0 0010 210B 2118 259 71 O 63291
46 300 6435 67 10 O 04007 159 17
260 16 o. 0010 2677 2687 260 16 O 63860
46 400 6461 67 lO 0 04013 159 45
260 61 0 0010 3336 3346 260 61 O. 64517
46 500 6487 71 _ 10 11 O 04019 159 72
10 11 261 06 o 0010 4084 O 4094 261 06 O 65260
46 600 6513 79 4921 4931 261 50 O 66088 04027 160 00
46 700 6539 92 10 11 261 30 0 0010 O 04035 160 27
10 11 261 93 o 0010 5B46 O 5856 261 95 O 66998
46 800 6566 09 6856 O 6866 262 40 O 67988
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46 900 6592 31 10 12 262 40 o 0010 O. 69034 04056 160 81
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47 000 6618 37 10 12 262 84 o 0010 O O 70194 04068 161 09
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47 100 6644. 88 10 12 263 29 o 0010 O O 71404 04081 161 36
0378 0388 263 73
47 200 6671 23 10 12 263 73 o 0010
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47 300 6697 62 10 12 264 17 0 O. 74019 O. 04112 161 90
0010 1 3109 3119 264 61
47 400 6724 06 10 12 264 61 0 0 04129 162 17
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47 500 6750 34 - 0010 1 6115 6125 265 49 O 76863 O 04148 162 44
47 600 6777 07 10 12 265 49 o 162 71
265 93 o 0010 1 7713 7723 265 93 O 78364 O 04169
47 700 6803 64 10 12 04191 162 97
10 12 266 37 o.0010 1 9368 937B 266 37 O 79908 O
47 BOO 6830 26 266. 81 o 81491 O 04215 163 24
47 900 6836 92 10 12 266 81 o 0010 2 1077 2 1087
267 24 o 83111 O 04241 163 51
48 000 6883 62 10 12 267 24 0 0010 2 2835 2. 2845
4649 267 68 o 84761 0. 04269 163 77
48 100 6910 37 10 12 267 68 o 0010 2 4639 2. 04299 164 04
10 12 268 11 0010 2 6483 2 6493 268 11 o 86437 O. 04330
48 200 6937. 13 0 0010 2 B364 2. B374 268 54 o 88136 O 164 30
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48 300 6963 99 0 0010 3 0277 3 0287 268 97 o 89851 O 04364
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48 400 6990 B6 o 0010 3 2217 3 2227 269 40 o 91581 O 04399 164 83
48 500 7017 78 10 12 269 40 165 09
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48 600 7044 74 10 12 269 83 3 6175 270 25 o 95062 O 04476 165 35
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48 700 7071 73 o 0010 3 8164 3 B174 270 68 o 96807 O 04517
48 BOO 7098 79 10 12 270 68 165 87
10 o 0010 0174 0184 271 10 o 98549 0 04560
48 900 7125 88 10 12 271 166 13
271 52 o 0010 2192 2202 271 52 1 00286 O 04605
49 OOO 7133 01 10 12 166 38
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49 100 7180 19 10 13 271 94 0 0010 4212 166 64
0010 6233 6243 272 36 1 03729 O 04701
49 200 7207 40 10 13 272 36 O 04751 166 89
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49 300 7234 66 o 0269 273 19 1 07113 0 04803 167 14
49 400 7261 93 10 13 273 19 o 0010 5 0259 5 08776 O 04856 167 40
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49 500 7289 29 10 13 273 60 0 0010 5 2259 167 65
0010 5 4245 5 4255 274 01 1 10417 O 04911
49 600 7316 67 10 13 274 01 0 167 89
0010 5 6216 5 6226 274 41 1 12034 O 04967
49 700 7344 10 10 13 274 41 o 168 14
0010 5. 8168 5 8178 274 82 1 13625 O 05024
49 BOO 7371 56 10 13 274 82 o 168 39
0010 6 0100 6 0110 275 22 1 I51B9 O OS082
49 900 7399 06 10 13 275 22 o 168 63
0010 6 2008 6 2018 275 62 1 16725 O 05141
50 000 7426 60 10 13 275 62 o 168 88
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276 42 0010 6 5749 6 5759 276 42 1 19706 o 05262 169 12
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50 200 7481 BO 0 7589 276 81 1 21150 o 05324 169 36
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50 300 7509 47 0010 6 9379 6 9389 277 20 1 22563 o 03449
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50 400 7337 17 1160 277 59 1 23943 o 169 84
10 13 277 59 o 0010 7 1150 7
50 500 7364 91 2899 277 98 1 25286 o.03511 170 08
10 13 277 98 0 0017 7 2882 7
50 600 7392 68 4607 278 36 1 26531 o 05572 170 31
SO 700 7620 30 10 14 278 36 o 0102 7. 4505 7 74 1 27674 o 05631 170 54
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50 BOO 7648 36 10 14 278 74 o 0269 6015
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50 900 7676 23 10 16 279 12 o 0513 7416
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51 000 7704 18 1212 7 8 I 134 279 B7 1 30533 o OSBOB 171 23
51 100 7732 15 10 24 279 87 o 9922
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51 400 7816 27 10 53 2B0 93 0 2716 B 3039 8 5755 280 95 1 32633 0 06009 171 89
51 500 7B44 3B 10 67 281 30 0 3321 B 3935 8 725S 2B1. 30 1 33189 0 06085 172 11
51 600 7872 53 10 85 281 64 0 3971 8 4771 8 8742 281 64 1 336B1 0 06168 172 32
51 700 7900 71 11 07 2B1 98 0 4663 B 5554 9 0217 281 9B 1 34115 0 06256 172 32
51 BOO 792B 92 11 31 282 31 0 5397 B 62B3 9 1680 282 31 1 34551 0 06354 172 72
51 9 0 0 7957 17 11 60 282 63 0 616B 8 6959 9 3128 282 63 1 34923 0 06459 172 92
52 0 0 0 79B5 43 11 92 282 94 0 6974 8 7SB2 9 4556 282 94 1 35232 0 06570 173 11
52 100 8013 75 12 29 283 25 0 7B11 8 B1S2 9 5963 2B3 23 1 35480 0 06687 173 30
52 2 0 0 8042 09 12 70 283 55 0 8674 8 8670 9 7343 2B3 35 1 35669 0 06811 173 48
52 300 8070 46 13 15 283 84 0 9561 8 9138 9 B699 283 84 1 35800 0 06940 173 66
52 400 8098 83 13 64 284 12 1 0468 8 9556 10 0024 284 12 1 35B77 0 07073 173 B3
52 500 8127 27 14 IB 2B4 39 1 1391 a 9927 10 1318 284 39 1 35901 0 07212 174 00
52 6 0 0 8133 72 14 77 284 63 1 2327 9 0252 10 2379 284 65 1 33B76 0 07353 174 16
52 7 0 0 8184 19 15 41 284 90 1 3274 9 0533 10 3B07 284 90 1 35804 0 07498 174 31
52 800 8212 6B 16 09 2B3 14 1 4228 9 0771 10 5000 285 14 1 33689 0 07643 174 46
52 9 O 0 B241 20 16 B3 283 38 1 5187 9 0969 10 6157 283 3B 1 33334 0 07793 174 60
53 000 8269 74 17 61 289 60 1 6148 9 1130 10 727B 2B3 60 1 33342 0 07941 174 74
53 100 8298 29 IB 44 289 81 1 7109 9 1254 10 8362 283 81 1 33117 0 08090 174 87
53 2 0 0 8326 B7 19 31 286 02 1 8067 9 1344 10 9411 286 02 1 34860 0 08237 174 99
53 300 8333 47 20 24 286 21 1 9020 9 1402 11 0422 286 21 1 34376 0 08383 173 11
53 400 83B4. 08 21 21 286 39 1 9967 9 1431 11 1398 286 39 1 34268 0 08926 173 23
S3 300 8412. 71 22 23 2B6 37 2. 0906 9 1432 11 2338 286. 57 1 33938 0 08666 173 33
53 600 8441 36 23 30 2B6 74 2 1833 9 1407 11 3242 286 74 1 33389 0 0B804 173 43
53 700 B470 02 24 42 286 89 2 2733 9 1359 11 4112 286 89 1 33223 0 08937 173 33
53 800 8498. 69 25 38 287 04 2 3638 9 1290 11 4948 287 04 1 32B46 0 09066 173 62
53 900 8527 38 26 79 287 18 2 4549 9 1201 11 5750 287 18 1 32457 0 09191 173 71
54 000 8556 07 28 04 287 31 2 5426 9 1095 11 6521 287 31 1 32058 0 09311 173 78
54. 100 8384 78 29 34 287 43 2 6288 9 0972 11 7260 287 43 1 31633 0 09426 173 86
54 200 8613 SO 30 68 287 33 2 7133 9 0836 11 7970 287 33 1 31244 0 09936 173 93
54 300 8642 23 32 06 287 63 2 7962 9 0688 11 8650 2B7 65 1 30832 0 09642 173 99
54 400 B670 96 33 48 287 73 2 8774 9 0329 11 9303 2B7 75 1 30418 0 09742 176 06
54 300 8699 70 34 93 287 B4 2 9568 9 0361 11 9929 287 84 1 30006 0 09837 176. 11
54 600 8728 43 36 43 287 93 3 0344 9 01B6 12 0530 287 93 1 29393 0 0992T 176 16
54 700 8737 21 38 00 288 01 3 1102 9 0005 12 1106 288 01 1 29188 0 10013 176 21
54 BOO B783 97 39 38 288 08 3 1B43 8 9B16 12 1658 288 08 1 28808 0 10095 176 23
54 9O0 8614 73 41 20 288 14 3 2567 8 9617 12 2184 288 14 1 2B426 0 10173 176 29
55 000 BB43 30 42 BS 288 20 3 3273 8 9408 12 2681 288 20 1 28041 0 10245 176 33
55 100 8872 2B 44 54 288 23 3 3961 8 91B7 12 3149 2BB 23 1 27653 0 10311 176 36
55 200 8901 05 46 27 288 30 3 4631 B B953 12 3584 288 30 1 27261 0 10372 176 39
55 300 8929 B3 48 02 288 34 3 S2B1 8 8706 12 3987 288 34 1 26865 0 1042B 176 42
55 400 8958 61 49 81 288 38 3 5912 B B444 12 4356 2BB 38 1 26462 0 10478 176 44
55 500 B9B7 39 51 64 288 41 3 6523 8 8168 12 4691 288 41 1 26054 0 10523 176 46
55 600 9016 IB 53 49 288 44 3 7113 B 7876 12 4989 288 44 1 25640 0 10S63 176 48
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80 49916249 12 509 80 295 89 3 5015 7 4514 10 9529 293 89 1 11046 0 10353 181 04
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BO 79916337 73 513 24 293 9B 3 3238 7 4489 10 9747 293 98 1 11026 0 10350 181 09
80 89916367 27 317 06 296 01 3 5341 7 44B0 10 9821 296 01 1 11019 0 10350 181 11
BO 99916396 82 318 89 296 04 3 3425 7 4472 10 9897 296 04 1 11013 0 10349 181 12
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Bl 19916435 92 322 56 296 09 3 5594 7 4457 11 0051 296 09 1 11000 0 10347 181 16
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81 39916515 03 526 24 296 14 3 5766 7. 4442 11 0209 296. 14 10988 0 10346 81 19
Bl 49916544 5B 528 09 296 16 3. 5B54 7 4435 11 0289 296 16 10983 0 10345 81 20
81 59916574 14 529 95 296 19 3 5942 7 4428 11 0370 296 19 10977 O. 10345 81 22
81 69916603 71 531 81 296 21 3 6031 7 4421 11 0452 296 21 10971 0 10344 81 23
81 79916633 27 533 67 296 24 3 6120 7. 4415 11 0535 296 24 10966 0 10343 81 25
Bl B9916662 84 535 54 296 26 3 6211 7 4408 11 0619 296 26 10961 0 10343 81 26
81 99916692 41 537 41 296 28 3 6301 7. 4402 11 0703 296 28 10956 0 10342 Bl 27
82 09916721 9B 539 29 296 30 3 6393 7. 4396 11 0789 296 30 10951 0 10342 81 29
82 19916751 55 541 17 296 32 3 6485 7. 4390 11 0875 296 32 10946 0 10341 81 30
82. 29916781 12 543 06 296 34 3 6578 7. 4384 11 0962 296 34 10941 0 10341 Bl 31
82. 39916810 70 544 96 296 36 3 6672 7 437B 11 1050 296 36 10937 0 10340 81 32
82. 49916B40 27 546 85 296 38 3 6766 7. 4373 11 1139 296 38 10933 0 10340 81 34
82 59916869 85 548 76 296 40 3 6860 7. 4368 11 1228 296 40 10928 0 10339 81 35
82 69916899 43 550 66 296 42 3 6956 7. 4362 11 1318 296 42 10924 0 10339 81 36
8 2 79916929 01 552 58 296 44 3 7052 7. 4357 11 . 1409 296 44 10920 0 10338 81 37
82 89916958. 59 554 50 296 45 3 7148 7. 4353 11 1501 296 45 10916 0 10338 Bl 38
B2 99916988 IB 556 42 296 47 3 7245 7. 4348 11 . 1593 296 47 10913 0 10337 Bl 39
8 3 O9917017. 76 558 35 296 49 3 7342 7 4344 11 1686 296 49 10909 0 10337 81 40
83 19917047. 35 560 2B 296 . 50 3 7440 7. 4339 11 17B0 296 50 10906 0 10336 Bl 41
83 29917076 94 562 22 296 52 3 7539 7. 4335 11 1874 296 52 10903 0 10336 81 42
83 39917106 53 564 16 296 53 3 7638 7. 4331 11 1969 296 53 10900 0 10336 81. 43
83 49917136 12 566 11 296 55 3 7737 7. 432B 11 . 2065 296 55 10897 0 10335 81 44
83 59917165 71 568 07 296 56 3 7837 7. 4324 11 2161 296 56 10B94 0 10335 81 44
83 69917195. 3 0 570 0 3 296 57 3 7938 7. 4321 11 2258 296 57 10891 0 10335 81 45
83 79917224 89 571 99 296 58 3 8038 7. 4317 11 2356 296 58 10889 0 10335 81 46
83 B9917254 48 573 96 296 59 3 8140 7. 4314 11 2454 296 59 10887 0 10334 Bl 47
83 99917284 08 575 94 296 60 3 8241 7. 4311 11 2553 296 60 10884 0 10334 81 47
84. 09917313 67 577 92 296 62 3 8343 7. 4309 11 2652 296 62 10882 0 10334 81 4B
84 19917343. 27 579 90 296 62 3 8445 7 4306 11 2752 296 62 10880 o. 10334 Bl 48
84 29917372 86 5B1 9 0 296 63 3 8548 7 4304 11 2852 296 63 10B79 0. 10333 81 49
84 39917402 46 583 89 296 64 3 B651 7. 4302 11 2953 296. 64 10B77 0 10333 81 50
84 49917432 06 5B5 90 296 65 3 8754 7. 4300 11 3054 296 65 10876 0 10333 Bl SO
84 59917461 6 5 587 9 0 296 66 3 8858 7 4298 11 3156 296 66 10874 0 10333 Bl 50
84 69917491 25 5B9 92 296 66 3 8962 7 4296 11 3258 296 66 10873 0 10333 81 51
84 79917520 85 591 93 296 67 3 9066 7. 4295 11 3361 296 67 10872 0 10333 Bl 51
84 B9917550 45 593 96 296 6B 3 9171 7 4294 11 3464 296 6B 10871 0 10332 81 52
84 99917580 04 595 99 296 68 3 9275 7 4293 11 3568 296 6B 10B71 0 10332 81 52
85 09917609 64 598 02 296 68 3 9380 7 4292 11 3672 296 68 10870 0 10332 81 52
85 19917639 24 600 06 296 69 3 9485 7 4291 11 3776 296 69 10870 0 10332 81 52
85 29917668 B4 602 11 296 69 3 9591 7 4290 11 3881 296 69 10869 0 10332 81 53
85 39917698 44 604 16 296 69 3 9696 7. 4290 11 3986 296 69 10B69 0 10332 81 53
BS 49917728 0 3 606. 22 296 70 3 9B02 7 4290 11 4092 296. 70 10869 o 10332 Bl 53
85 59917757 63 608 28 296 70 3 9908 7. 4290 11 4198 296 70 10870 0 10332 81 S3
85 69917787 23 610. 35 296 70 4 0014 7 4290 11 4304 296 70 10870 0 10332 81 S3
85 79917816 B3 612 42 296 70 4 0120 7 4290 11 4410 296 70 10870 0 10332 81 S3
85 B9917B46 42 614 SO 296 70 4 0226 7 4291 11 4517 296 70 10871 0 10332 81 S3
85 99917B76 02 616 58 296 70 4 0332 7 4292 11 4624 296 70 10872 0 10333 81 S3
86 09917905 62 618 67 296 69 4 0439 7 4293 11 4731 296 69 10B73 0 10333 81 53
86 19917935 21 620 77 296 69 4 0545 7. 4294 11 4839 296 69 10874 0 10333 81 53
86 29917964 BO 622 87 296 69 4 0651 7 4295 11 4946 296 69 10875 0 10333 81 52
86 39917994 4 0 624 97 296 69 4 0758 7 4296 11 5054 296 69 10876 0 10333 81 52
86 49918023 99 627 08 296 68 4 0864 7. 4298 11 5162 296 68 10B7B 0 10333 Bl 52
86 59918053 5B 629 20 296 68 4 0971 7 4300 11 5271 296 68 10880 0 10333 Bl 52
86 69918083 18 631 32 296 67 4 1077 7 4302 11 5379 296 67 10881 0 10334 81 51
86 79918112 77 633 45 296 67 4. 1184 7 4304 11 5487 296 67 10883 0 10334 81 51
B6 89918142 36 635 59 296 66 4 1290 7 4306 11 5596 296 66 10885 0 10334 81 51
86 99918171 94 637 72 296 65 4 1396 7 4309 11 5705 296 65 10888 0 10334 81 SO
87 09918201 53 639 87 296 64 4 1503 7 4311 11 5814 296 64 10890 0 10335 81 50
87 1991B231 12 642 02 296 64 4 1609 7 4314 11 5923 296 64 10893 0 10335 Bl 49
87 29918260 70 644 17 296 63 4 1719 7 4317 11 6032 296 63 1 10B95 0 10339 181 49
87 39918290. 29 646 33 296 62 4 1821 7 4320 11 6141 296 62 1 10898 0 10336 181 48
87 49918319 87 64B 50 296 61 4 1926 7 4324 11 6250 296 61 1 10901 0 10336 181 47
87 59918349 45 650 67 296 60 4 2032 7 4327 11 6359 296 60 1 10904 0 10336 181 47
87 69918379. 03 652 85 296 59 4 2137 7 4331 11 6468 296 59 1 10908 0 10337 181 46
87 7991B408 61 659 03 296 98 4 2242 7 4335 11 6577 296 SB 1 10911 0 10337 181 45
B7 89918438. 18 697 22 296 56 4 2347 7 4339 11 6686 296 56 1 10914 0 10338 181 45
87 99918467. 76 699 41 296 55 4 2452 7 4343 11 6795 296 55 1 10918 0 10338 181 44
88. 09918497 33 661 61 296 54 4 2557 7 4347 11 6904 296 94 1 10922 0 1033B 181 43
88 19918926. 90 663 81 296 52 4 2661 7 4352 11 7013 296 52 1 10926 0 10339 1B1 42
88 29918556 47 666 02 296 51 4 2765 7 4357 11 7122 296 51 1 10930 0 10339 1B1 41
88 39918586 03 668 23 296 49 4 2B69 7 4362 11 7231 296 49 1 10934 0 10340 181 40
BB 49918619 60 670 45 296 4B 4 2972 7 4367 11 7339 296 48 1 10939 0 10340 181. 39
88 99918649 16 672 67 296. 46 4 3075 7 4372 11 7447 296 46 1 10943 0 10341 181 38
88 6991B674 72 674 90 296 44 4 317B 7 4377 11 7556 296 44 1 10948 0 10341 181 37
88 79918704 28 677 14 296 43 4 3281 7. 4383 11 7664 296 43 1 10953 0 10342 1B1 36
88 B9918733 84 679 38 296 41 4 3383 7 43B9 11 7772 296 41 1 10958 0 10343 181 35
B8 99918763 39 6B1 62 296 39 4 3485 7 4395 11 7B79 296 39 1 10963 0 10343 181 34
89 09918792 94 683 87 296 37 4 3586 7 4401 11 7987 296 37 1 10968 0 10344 181 33
89 19918822 49 686 13 296 35 4 3687 7 4407 11 B094 296 35 1 10973 0 10344 181 32
89 29918892 04 688 39 296 33 4 3787 7 4413 11 8201 296 33 1 10979 0 10349 181 31
89 39918881 59 690 69 296 31 4 3887 7 4420 11 8307 296 31 1 10984 0 10346 181 29
89 49918911 13 692 92 296 29 4 3987 7 4427 11 8414 296 29 1 10990 0 10346 181 28
89 99918940 67 699 20 296 27 4 4086 7 4433 11 8520 296 27 1 10996 0 10347 181 27
89 69918970. 21 697 48 296 29 4 4185 7 4441 11 8626 296 25 1 11002 0. 10348 1B1 25
89 7991B999. 74 699 76 296 22 4 4283 7 444B 11 B731 296 22 1 1100B 0 10349 1B1 24
89 B9919029 28 702 05 296 20 4 4381 7 4455 11 B836 296 20 1 11015 0 10349 181 22
89 999I905B 81 704 35 296 IB 4 447B 7 4463 11 B94I 296 18 1 11021 0 10390 181 21
90 09919088. 33 706 65 296 19 4 4575 7 4470 11 9049 296 19 1 11028 0. 10391 181 20
90 19919117 86 708 95 296 13 4 4671 7 4478 11 9149 296 13 1 11034 0. 10392 181 IB
90 29919147 38 711 26 296 to 4 4767 7 4486 11 9293 296 10 1 11041 0 10392 181 16
90 39919176 90 713 97 296 08 4 4B62 7 4494 11 9396 296 08 1 11048 0 10393 181 IS
90 49919206 41 719 89 296 09 4 4956 7 4502 11 9498 296 09 I 11055 0 10394 181 13
90 59919235 92 718 21 296 02 4 5050 7 4511 11 9561 296 02 1 11062 0 10399 1B1 12
90 69919265 43 720 94 296 00 4 5143 7 4519 11 9662 296 OO 1 11069 0 10396 181 10
90 79919294 94 722 B7 295 97 4 5236 7 4528 11 9764 295 97 1 11077 0 10396 1B1 OB
90 89919324 44 725 21 295 94 4 5327 7 4537 11 9864 299 94 1 11084 0 10397 181 07
90 99919393 94 727 99 295 91 4 5419 7 4546 11 9965 299 91 1 11092 0 10358 181 05
91 09919383 44 729 89 295 88 4 5509 7. 4555 12 0064 299 88 1 11100 0 10359 181 03
91 19919412 93 732 24 295 89 4 5599 7 4564 12 0164 299 89 1 11108 0 10360 181 01
91 29919442 42 734 60 295 B2 4 S68B 7 4574 12 0262 299 82 1 11115 0. 10361 180 99
91 39919471 91 736 96 295 79 4 5777 7 45B3 12 0360 299 79 1 11124 0. 10362 180 97
91 49919501 39 739 32 295 76 4 5865 7. 4593 12 0458 299 76 1 11132 0. 10363 180 96
91. 99919930 87 741 69 295 73 4 5952 7 4603 12 0559 299 73 1 11140 0 10364 ISO 94
91 69919560 35 744 06 295 70 4 6038 7 4613 12 0651 299 70 1 11149 0 10365 180 92
91 79919989 82 746 43 295 66 4 6124 7 4623 12 0747 299 66 1 11157 0 10366 180 90
91 89919619 29 748 Bl 295 63 4 620B 7 4633 12 0842 299 63 1 11 166 0 10367 180 88
91 99919648 76 751 20 299. 60 4 6292 7. 4644 12 0936 299 60 1 11175 0 1036B 180 86
92 09919678 22 793 99 299 96 4 6376 7. 4654 12 1030 299 96 1 11183 0 10369 180 84
92 19919707 67 799 9B 299 93 4 6458 7 4665 12 1123 299 93 1 11 192 0 10370 1B0 81
92 29919737 13 758 37 299 90 4 6540 7 4676 12 1215 299 90 1 11202 0 10371 180 79
92 39919766 98 760 77 299 46 4 6620 7 4687 12 1307 299 46 1 11211 0 10372 180 77
92 49919796 03 763 18 299 43 4 6700 7 469B 12 1398 299 43 1 11220 0 10373 180 79
92 99919829 47 765 58 299 39 4 6779 7. 4709 12 1488 299 39 1 11229 0 10374 180 73
92 69919854 91 767 99 295 39 4 6858 7 4720 12 157B 299 35 1 11239 0 10375 I BO 71
92 79919884 34 770 41 295 32 4 6935 7 4732 12 1666 299 32 1 11249 0 10377 1B0 68
92 89919913 78 772 83 295 2B 4 7011 7 4743 12 1754 299 28 1 11298 0 10378 1B0 66
92 99919943 20 775 29 295 24 4 7087 7 4755 12 1842 299 24 1 11268 0 10379 180 64
9 3 09919972 62 777 67 295 21 4 7161 7 4767 12 1928 299 21 1 11278 0 10380 I BO 62
93 19920002. 04 780 10 295 17 4 7235 7 4778 12 2013 295 17 1 112B8 0 10381 180 59
 7308 4790 12 209B 295 13 1 11298 0 10382 1B0 57
93 29920031 46 7B2 54 295.13
7380 4802 12. 2182 295 09 1 11308 0 10384 180 55
93 3992O060. 87 784 97 295 09
7450 4B15 12 2265 295 05 1 11318 0 10385 180 52
93. 49920090 27 7B7 41 295 05
7520 4827 12 2347 295 01 1 11329 0 10386 180 50
93 59920119 67 789 85 295 01
7589 4839 12 2429 294 97 1 11339 0. 10387 180 47
93 69920149 07 792 30 294 97
7657 4B52 12 2509 294 93 1 11350 0 10388 1B0 45
93 79920178 46 794 75 294 93
7724 4865 12 25B9 294 B9 1 11360 0 10390 180 42
93 89920207. 85 797 20 294. 89
7790 4877 12. 2667 294 85 1 11371 0 10391 180 40
93 99920237. 24 799. 65 294 85
7B55 4B90 12 2745 294 81 1 11382 0 10392 180 37
94 09920266 62 802 11 294 81
7919 4903 12 2B22 294 77 1 11393 0 10393 1B0 35
94 19920295 99 804 57 294 77
79B2 4916 12 2B98 294 73 1 1 1404 0. 10395 1B0 32
94 29920325 37 B07 04 294. 73
8044 4929 12 2973 294 68 1 11415 0 10396 180 30
94 39920354 73 809 50 294 68
8104 4942 12 3047 294 64 1 11426 0 10397 180 27
94 49920384 10 811 97 294 64
8164 4956 12 3120 294 6 0 1 11437 0 10399 180 24
94 59920413 45 814 44 294 60
8223 4969 12 3192 294 56 1 11448 0. 10400 180 22
94 69920442 Bl B16 92 294 56
82B0 4983 12 3263 294 51 1 11459 0 10401 180 19
94 79920472 16 819 40 294 51
8337 4996 12 3333 294 47 1 11471 0 10403 ISO 17
94 89920501 SO 821 88 294 47
8392 5010 12 3402 294 43 1 11482 0 10404 180 14
94 99920530 84 824 36 294 43
8446 5024 12 3470 294 38 1 11494 0. 10405 180 11
95 09920560 18 826. 84 294 38
B499 5037 12. 3537 294 34 1 11505 0 10407 180 08
95 19920589 51 829 33 294 34
8552 5051 12 3603 294 29 1 11517 0 10408 180 06
95 29920618 B3 831 82 294 29
8602 5065 12 3668 294 25 1 11528 0 10409 180 03
95 39920648 15 834 31 294 25
8652 5079 12 3731 294 20 1 11540 0 10411 180 00
95 49920677 47 836 81 294 20
8701 5093 12 3794 294 16 1 11552 0 10412 179 9 8
95 59920706 78 839 30 294 16
B74B 5108 12 3856 294 11 1 11564 0 10414 179 95
95 69920736 09 841 80 294 11
8795 5122 12 3917 294 07 1 11576 0 10415 179 92
95 79920765 39 844 30 294 07
8840 5136 12 3976 294 02 1 115B8 0. 10416 179 89
95 89920794 69 846 80 294 02
8884 5150 12 4034 293 98 1 11600 0 10418 179 86
95 99920823 98 849 31 293 98
B927 5165 12 4092 2 9 3 9 3 1 11612 0 10419 179 84
96 09920853. 27 851 B2 293 93
8968 5179 12 4148 293 88 I 11624 0 10421 179 81
96 19920882 55 854 32 293 88 179 78
96.29920911.83 856 83 293 84 9009 5194 12. 4203 293 84 1 11636 O 10422
904B 5209 12 4257 293 79 1 11648 0 10423 179 75
96 39920941 11 859 34 293 79 179 72
96 49920970 38 861 86 293 74 90B6 5223 12 4310 293 74 1 11660 0 10425
9123 5238 12 4361 293 70 1 11673 O 10426 179 69
96. 59920999. 64 864 37 293 70 179 66
96 69921028. 90 866. 89 293 65 9159 5253 12 4412 293 65 I 116B5 O 10428
9193 5268 12 4461 293 60 1 11697 0 10429 179 64
96 79921058 15 869 40 293 60 179 61
96 89921087. 40 B71 92 293 56 9226 52B2 12 4509 293 56 1 11710 0 10431
925B 5297 12 4556 293 51 1 11722 0 10432 179 58
96 99921116. 65 B74 44 293 51 179 55
92B9 5312 12 4602 293 46 1 11735 0 10434
97 09921145 89 876 96 293 46 179 52
9319 5327 12 4646 293 41 1 11747 0 10435
97 19921175 12 879 48 293 41 179 49
9347 5342 12 4689 293 36 1 11760 0 10437
97 29921204 35 BB2 Ol 293 36 179 46
9374 5357 12 4731 293 32 1 11772 0 10438
97 39921233. 58 8B4 53 293 32 179 43
94O0 5372 12 4772 293 27 1 11785 0 10440
97 49921262 80 887 06 293 27 179 40
9424 5388 12 4812 293 2 2 1 11797 0 10441
97 59921292 01 889 58 293 22 179 37
944B 5403 12 4851 293 17 1 11B10 0 10443
97 69921321 22 892 11 293 17 179 34
9470 5418 12 4888 293 12 1 11B23 0 10444
97 79921350 43 894 64 293 12 179 31
97 89921379 63 897 16 293. 08 9491 5433 12 4924 293 08 1 11B35 0 10446
9510 5448 12 4958 293 03 1 11848 0 10447 179 28
97 9992140B 83 B99 69 293. 03 179 2 5
952B 5464 12 4992 2 9 2 9 8 1 11861 0 1044B
98 09921438 02 902 22 292 9B 179 22
9545 5479 12 5024 292 93 1 11B73 0 10450
98 19921467 20 904 75 292. 93 179 20
9561 5494 12 5055 292 88 1 11BB6 0 10451
9B 29921496 38 907 28 292.88 179 17
9575 5509 12 5085 292 83 1 11899 O 10453
9B 39921525 56 909 81 292 83 179 14
9589 5525 12 5113 292 79 1 11911 0 10454
98 49921554 73 912. 34 292. 79 179 11
9601 5540 12 5141 2 9 2 74 1 11924 0 10456
98 59921583 90 914 87 292 74 179 08
9611 5555 12 5166 292 69 1 11937 0 10457
98 69921613 06 917 40 292 69 179 05
9620 5571 12 5191 292 64 1 11950 0 10459
98 79921642 22 919 94 292 64 179 02
962B 5586 12 5214 292 59 1 1 1962 0 10460
9B 89921671 37 922 47 292 59 17B 99
9635 5601 12 5236 292 54 1 11975 0 10462
9B 99921700 52 925 00 292 54 178 96
9641 5617 12 5257 2 9 2 50 1 119BB 0 10463
99 09921729 66 927 53 292 50 17B 93
9645 5632 12 5277 292 45 1 12001 0 10465
99 19921758 79 930 06 292 45
 12 5295 292. 40 1 12013 10466 178 90
99 2992 1787 93 932 59 292 40 964B 5647
12 5312 292 35 1 12026 10468 178 87
99 3992 1817 05 935 12 292 35 9649 5663
12 5327 292 30 1 12039 10469 178 B4
99 4992 1B46 18 937 65 292 30 9650 5678
12 5342 292 25 12051 10471 178 81
99 5992 1875 29 940 IB 292 25 9649 5693
12 5355 292 21 12064 10472 178 7B
99 6992 1904 41 942 71 292 21 9646 5708
292 16 12077 10474 17B 75
99 7992 933 52 945 24 292 16 9643 5724 12 5366
292 11 120B9 10475 178 72
99 B992 1962 62 947 77 292 11 9638 5739 12 5377
292 06 12102 10477 178 69
99 9992 1991. 72 950 29 292. 06 9632 7 5754 12 53B6
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AIRCRAFT TYPE—DC-8

CONTROL ^NO
AIRCRAFT PARAMETERS INITIAL I L ICHT CONDITIONS AERODYNAMIC DATA PROGPAM INSTRUCTIONS

344999 B 4 3750 WT "i 0 0 0 00 0 T1MF 0 900000 CLO 0 10 DELTA

B700000 000000 YYI I OOOOOO X 5 30OOOO CLA 100 00 TSTOP
2 2 730O00 C 10 000000 M 0 0053OO CLDE WIND
2926 B00049 S 3 010000 V 7 680000 CLQ CONDITION
3 570000 DELTAT 3 001OOO OAMMA 0 OOOOOO CLAD 0 0000 WBTAR
4 000000 TL 0 0 5 7 ?9 6 THETA 0 140000 CDO 0 0000 U L
3 0 5 6 ?9 6 Al P H A 0 501000 CDA 0 0000 W Z O
7 OOOOOO DEI T A E 1 818000 CDA2 0 0000 W K
70000 000000 FT 0 OOOOOO CDCL 0 OOOO W D
D O1O00O VA 0 OOOOOO CDCL2
3 002375 WHO ~0 010000 CMO
3 001000 ..AMMAP -1 062000 CMA
3 0 5 6 ?9 6 ALPHAP -0 016100 CMDE
U< _ 1 1
3 OOOOOO 300000 CMQ
-4 010000 CMAD
0 679103 CL
0 028370 CD
TIME X H V OAMMA A L P H A P THETA VA CL CD IAS
0 OOO 0 00 10 00 0 01 0 0010 0 0563 0 0573 0 01 0 67910 0 02837 0 01
0 100 0 04 10 oo 0 70 0 0010 0 0563 0 0573 0 70 1 92199 0 0B691 0 43
0 200 0 14 10 00 1 38 0 0010 0 0563 0 0 5 73 1 3B 1 92199 0 0B691 0 85
0 300 0 31 10 00 ~» 07 0 0010 0 0563 0 0573 07 1
~> 92199 0 0B691 1 27
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0 400 0 55 10 00 2 75 0 0010 0 0563 0 0573 75 1 92199 0 0B691 1 69
0 500 0 86 10 00 3 44 0 0010 0 0563 0 0573 3 44 1 92199 0 08691 p 10
0 600 1 24 10 00 4 12 0 0010 0 0563 0 0573 4 12 I 92199 0 0B691 -t
52
0 0010 i
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 1

SUPPLEMENTARY COMMENTS UPON QUESTIONS FROM

THE CANADIAN AVIATION SAFETY BOARD
REGARDING AIRCRAFT ICING AS RELATED TO
AVIATION OCCURRENCE REPORT 85-H50902

Myron M. Oleskiw, Ph.D.

Associate Research Officer
Low Temperature Laboratory
Division of Mechanical Engineering
National Research Council

The comments which follow are an attempt to answer questions related to aircraft icing which
were raised by Board members during their meeting of 1988 June 28. This meeting was held to
discuss the Conditional Draft of Aviation Occurrence Report 85-H50902.

1. PROBABLE THICKNESS OF WING ICE ACCRETION DURING AIRCRAFT DESCENT

In an attempt to refine estimates of the probable thickness of wing ice accretion during the Arrow
Air DC-8's descent into Gander on 1985 December 12, the ice accretion model of Lozowski et al.
(1983) which had been used by Stallabrass (1987), was rerun using somewhat different
conditions. The Lozowski et al. model estimates the rate of rime or glaze ice accretion which
could occur on a cylinder under given conditions. It differs from the model of Oleskiw (1982) in
that it is able to calculate the thickness of glaze ice accretion on a cylinder. Glaze ice results
when the rate of supercooled water droplet impingement and/or the air temperature at the
cylinder surface are sufficiently high that not all of the water at the surface is able to freeze
immediately upon impact. This water can then run back along the surface of the cylinder to form
hom-shaped glaze ice deposits further back from the stagnation line. Unlike the model of
Oleskiw, however, the Lozowski et al. model cannot calculate the rate of icing on airfoils of
arbitrary shape, only on cylinders.

The conditions that were changed from the runs previously made by Stallabrass were:
- the liquid water content was reduced from 0.5 gm-3 to 0.3 gm-3. This change to what is a more
probable liquid water content during the DC-8 descent was explained previously in Oleskiw
(1988).
- the static air temperature and true airspeed were changed from -5 C and -6 C at 100 ms-1 used
previously to -6.5 C at 82 ms-1 and -9.5 C at 129 ms-1. The two new sets of temperatures
approximate the environmental temperatures at cloud base and cloud top as determined from the
Atmospheric Environment Service's (AES) rawinsonde released near St. John's, Newfoundland
approximately two hours after the accident. (The atmospheric sounding data from AES have
been made available to the CASB). The airspeeds (corresponding to 160 KIAS and 250 KIAS)
are those obtained from the DC-8 flight recorder at altitudes corresponding to the approximate
cloud base and cloud top altitudes.
- cylinder diameters of 7,12, 18, 22 and 33 cm were used in place of the 20 cm used previously
by Stallabrass. This change was made in response to the DC-8-63 wing profile data provided by
McDonnell Douglas. Since the Lozowski et al. model is able to simulate icing only upon
cylinders, the cylinder diameters chosen result in curved surfaces which approximate the
curvature of the upper and lower surfaces of the DC-8-63 wing profile at various semi-span
stations between 26 and 85 %.
 2

At 85 % semi-span, the DC-8-63 wing has a chord of about 3.19 m (125.5 in). The wing profile is
such that the upper surface leading edge has a curvature equivalent to a cylinder of 18 cm while
that for the lower surface is about 7 cm. The maximum ice accretion predicted for the 18 cm
cylinder "flying" under the conditions of the DC-8's descent is about 6.3 mm (0.25 in) while for the
7 cm cylinder it is approximately 10.8 mm (0.43 in) some 2.8 cm (1.1 in) back from the stagnation
point. Even if the liquid water content is doubled to the maximum possible theoretical value for
the conditions on that day, the maximum predicted thickness of the accretion increases by only
11 % to 12 mm (0.47 in) about 3.4 cm (1.3 in) back from the stagnation point. While slight
variations between the local collision efficiencies on the cylinder and the DC-8-63 wing would
lead to slightly different forms of ice accretion on the wing than on the cylinder, it is believed that
12 mm (0.47 in) is approximately the maximum value of ice accretion thickness which could have
been observed on the DC-8-63 wing during the aircraft's descent into Gander.

At 53.4 % semi-span, where the chord is about 5.75 m (226.4 in), the curvature of the upper
surface can be approximated by a cylinder of 33 cm diameter, while thetowersurface is closer to
a 12 cm diameter cylinder. The maximum predicted ice thickness for the upper surface is about
3.8 mm (0.15 in) some 10.1 cm (4 in) back from the stagnation line while for the lower surface it is
about 8.2 mm (0.32 in) some 4.7 cm (1.9 in) back.

At 26.2% semi-span, where the chord is about 7.95 m (312.9 in), the curvature of the upper
surface can be approximated by a cylinder of 31 cm diameter, while the lower surface is more
nearly similar to a 18 cm diameter cylinder. The maximum predicted ice thickness for the upper
surface is similar to that at 53.4 % semi-span, 4.0 mm (0.16 in) while for the lower surface it is
about 6.3 mm (0.25 in).

In summary, the maximum thickness of ice accretion expected during the DC-8-63's descent is
about 11 mm (0.4 in) on the lower surface of the wing slightly behind the stagnation line and not
far from the tip of the wing. The most probable estimate of the thickest ice accretion would vary
from about 8.7 mm (0.34 in) at 85 % semi-span through 6.5 mm (0.26 in) at 53 % to 5.0 mm
(0.20 in) at 26 %. The greatest length of runback would be expected to occur on the upper
surface of the wing from the root to about 50 % semi-span, where it would extend as much as
14 cm (5.5 in) back from the stagnation line.

2. THE EFFECTS OF AIR COMPRESSIBILITY ON WING ICE ACCRETION RATES

It had been stated previously (Oleskiw, 1988) that "the effect of air compressibility on the
calculation of the droplet trajectories, and thus upon the collision efficiency of the airfoil, is not
significant at the airspeeds during this portion of the flight". Brun et al. (1953) claim that the
greatest overestimate of collision efficiency by using an imcompressible flow assumption in the
calculation of droplet trajectories instead of the actual compressible flow is 3 % of the correct
value. Thus the previous claim that the effects of compressibility add insignificant error to the
estimation of ice accretion by the methods currently available is justified.

3. THE FORMATION OF FROST ON THE DC-8-63 WINGS DURING THE GANDER

STOPOVER.

Tokura et al. (1988) have provided a methodology for estimating the thickness and density of
frost accretion on a plane surface under ventilated conditions. While using their methodology
(which is based upon the generalization of experimental results), the following conditions have
been assumed: the air temperature and dew point temperature were as recorded (-4 C and -5 C
respectively), the wind speed was as measured (4 kt or 2 ms-1), the period of accretion was 1 hr,
 3

and the wing surface temperature above and below the outboard tanks which held cold-soaked
fuel was near -30 C. Two representative lengths have been used for these analyses (0.3 m and
3.19 m) because it is not evident from reading the paper as to which value might be more
appropriate for estimating the thickness of the frost formed on the forward 10 % of a 3.19 m chord
wing section.

The predicted frost thickness under these conditions is between 0.25 mm (3.19 m chord) and
0.4 mm (0.3 m chord). Since proportionately more comparatively-warm fuel was added to the
inner tanks than the outer ones during the stopover at Gander, the thickness of the frost deposits
on the inner portions of the wings would have been less since the wing surface would have been
warmer. The predicted frost density is about 10 % that of solid ice (that is about 90 kg m-3).

4. ICE DEPOSITION DURING VERY LIGHT FREEZING DRIZZLE

During the meeting of 1988 June 28, there was some discussion upon whether or not they may
have been a deposit of ice on the top surface of the DC-8-63's wings as a result of the very light
freezing precipitation which was observed to have occured during a portion of the stopover of the
Arrow Air DC-8. Officials at the Atmospheric Environment Service in Downsview have expressed
the opinion that the official definition of very light precipitation ("the intensity when scattered
drops, flakes, grains, pellets or stones are occurring at a rate which would not wet or cover a
surface, regardless of the duration") may be misleading when the spread between the
temperature and dewpoint temperature is very small, particularly when the temperature is also
below freezing. In such a situation, the rate of evaporation or sublimation of the precipitation
deposited upon a surface would be very low, and thus most of the precipitation which fell, even
though it fell at a very light rate, would remain on the surface of the observer's sensor.
Furthermore, these officials believe that if the surface upon which the precipitation is falling is
colder than the ambient temperature (as would have been the case with at least a portion of the
DC-8-63's wings), then this adds even greater certainty to the prediction that the precipitation
would remain on the surface.

The official rate of fall during light freezing drizzle is less than 0.2 mmhr1. Thus the rate of fall
during very light freezing drizzle should be considerable less than this, but under the conditions
during the Arrow Air's stopover, the precipitation which fell probably remained on the upper
surface of the wing, just as at least some of the precipitation which fell on the observer's sensor
remained there for him to observe.

REFERENCES

Brun, R.J.; J.S. Serafini and H.M. Gallagher (1953): Impingement of cloud droplets on
aerodynamic bodies as affected by compressibility of air flow around the body. National
Advisory Committee for Aeronautics (NACA) Technical Note 2903, Lewis Flight
Propulsion Laboratory, Cleveland, Ohio, U.S.A. 21 pp.

Canadian Aviation Safety Board (1988): Aviation Occurrence Report 85-H50902. Conditional
Draft 1.

Lozowski, E.P.; J.R. Stallabrass and P.F. Hearty (1983): The icing of an unheated, non-rotating
cylinder. Parti. A Simulation Model. Jour. Climate and Appl. Meteor., 22, 2053-2062.

Oleskiw, M.M. (1982): A Computer Simulation of Time-dependent Rime Icing on Airfoils.

Unpublished Ph.D. Thesis. Division of Meteorology, Department of Geography, University
of Alberta.
Oleskiw, M.M. (1988): Comments on "Critique of the Ice Contamination Hypothesis presented in
Conditional Draft No. 1" Unpublished submission to the Canadian Aviation Safety Board.
4 pp.

Stallabrass, J.R. (1987): Icing rate on a cylinder. Unpublished submission to the Canadian
Aviation Safety Board. 7 pp.

Tokura, I.; H. Saito and K. Kishinami (1988): Prediction of growth rate and density of frost layer
developing under forced convection. Warme- und Stoffubertragung. 22,285-290.