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Subject: Re: [LML] Fox Article
From: Ron Laughlin <ronlaughlin@gmail.com>
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The FAA's own research shows that slower stall speeds don't seem to result
in increased survivability rates in emergency forced landings in aircraft
weighing less than 6000 lbs:

[Docket No. 23746; Amendment No. 23-44]
RIN 2120-AD48
Airworthiness Standards; Small Airplanes With Stall Speed Greater Than 61
Knots

The Small Aircraft Stall Speed Study Group reviewed data consisting of
37,530 reports for the 6-year period from 1976 to 1981, which revealed the
following: Emergency forced landings accounted for 14.7 percent of all
accidents, representing 16.6 percent of single-engine airplane accidents and
7.2 percent of multiengine airplane accidents. Fatalities resulted from 2.6
percent of controlled emergency forced landings and 17 percent of
uncontrolled emergency forced landings. For single-engine airplanes, these
values were 2.1 percent and 13.4 percent, respectively, while for
multiengine airplanes, these percentages were 8.5 and 34.2 percent,
respectively. Therefore, the chances for a fatal emergency forced landing
are much higher for a multiengine airplane than for a single-engine
airplane. However, a single-engine airplane is twice as likely to have an
emergency forced landing as a multiengine airplane. Overall, the percentage
of fatal emergency landing accidents where the pilot retained control until
the crash was 2.7 percent for single-engine airplanes and 3.5 percent for
multiengine airplanes.
One multiengine airplane with the highest stall speed of 76 knots had the
lowest survivability ratio (one minus the number of fatalities/number of
accidents), of 84 percent. This value matched the survivability ratio of a
single-engine airplane whose stall speed was 55 knots. There were two
multiengine airplanes that had 100 percent survivability; one had a stall
speed of 60 knots, the other had a stall speed of 74 knots. Furthermore,
survivability values for multiengine airplanes above 70 knots did not appear
different from values for airplanes below 60 knots. Statistical data like
these resulted in two conclusions. *Survivability of controlled emergency
forced landings is not dependent upon landing stall speed and a clear
correlation between safety and landing stall speed cannot be found. *

Ron

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The FAA&#39;s own research shows that slower stall speeds don&#39;t seem to=
 result in increased survivability rates in emergency forced landings in ai=
rcraft weighing less than 6000 lbs:<br><br>[Docket No. 23746; Amendment No.=
 23-44]<font size=3D"2"> </font><br>

RIN 2120-AD48<br>
Airworthiness Standards; Small Airplanes With Stall Speed Greater Than=20
61 Knots<br><br>The Small Aircraft Stall Speed Study Group reviewed data co=
nsisting of 37,530 reports for the 6-year period from 1976 to 1981, which r=
evealed the following: Emergency forced landings accounted for 14.7 percent=
 of all accidents, representing 16.6 percent of single-engine airplane acci=
dents and 7.2 percent of multiengine airplane accidents. Fatalities resulte=
d from 2.6 percent of controlled emergency forced landings and 17 percent o=
f uncontrolled emergency forced landings. For single-engine airplanes, thes=
e values were 2.1 percent and 13.4 percent, respectively, while for multien=
gine airplanes, these percentages were 8.5 and 34.2 percent, respectively. =
Therefore, the chances for a fatal emergency forced landing are much higher=
 for a multiengine airplane than for a single-engine airplane. However, a s=
ingle-engine airplane is twice as likely to have an emergency forced landin=
g as a multiengine airplane. Overall, the percentage of fatal emergency lan=
ding accidents where the pilot retained control until the crash was 2.7 per=
cent for single-engine airplanes and 3.5 percent for multiengine airplanes.=
<br>
One multiengine airplane with the highest stall speed of 76 knots had the l=
owest survivability ratio (one minus the number of fatalities/number of acc=
idents), of 84 percent. This value matched the survivability ratio of a sin=
gle-engine airplane whose stall speed was 55 knots. There were two multieng=
ine airplanes that had 100 percent survivability; one had a stall speed of =
60 knots, the other had a stall speed of 74 knots. Furthermore, survivabili=
ty values for multiengine airplanes above 70 knots did not appear different=
 from values for airplanes below 60 knots. Statistical data like these resu=
lted in two conclusions. <b>Survivability of controlled emergency forced la=
ndings is not dependent upon landing stall speed and a clear correlation be=
tween safety and landing stall speed cannot be found. </b><br>
<br>Ron<br><br><br>

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