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From: William Miller <cwfmd@yahoo.com>
Subject: Sir Isaac Re: LIV Shoulder Harness
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Okay, it's back to school time again, soooo......
Alert- Spoiler- MathemaPhobes should not read past this point:=A0=A0 "Word-=
Problem"
=A0
Crash survivalbility is an important consideration, especially given the hi=
gh number of G-induced fatalities, in this speedy aircraft. Our main threat=
 here,=A0is brilliantly described by Sir Isaac, 423 years ago, because the =
kinetic energy goes up as the square of the velocity. If you are going 2 ti=
mes as fast, as=A0compared to=A0your FAA certified 62 mph'er,=A0when you hi=
t the ditch, or barrier at the boundary of your emergency farmer's field, 4=
 times the forces must be disipated. 10-20 Gs in the X direction (eyeballs =
out) is the limit of survivable crash forces.
=A0
=A0Scenario: On takeoff, I checked all the multi-engine monitors in the gre=
en, the FF hit 44 gph as I rotated and all seemed well, even though I brief=
ed and reminded myself of a very low "abort threshold". If everything went =
well in preflight (did I sample both tanks for water, strainer, and operati=
onal fuel valve?), taxing, and runup, what are the odds of something catest=
rophic happening, in a properly maintained, firewall forward, certified eng=
ine?
=A0=A0Well today it did it, started sputtering at 850 feet, and quit comple=
tely just as I finished lowering the nose for glide, switching tanks, cycli=
ng mags, low boost then high, twidling the knobs.... NADA. Now I've got 450=
 feet AGL and a nice 1000 foot farmers field 18 degrees to the left. If I j=
ust clear the fence, on this end, and get full flaps touchdown at 89 KIAS (=
std day). MAGS, master, valve=A0off, land, pop the door? (wait... is the ge=
ar up or down- which is better?) Do you hold it off for a smooth touchdown =
in ground effect, or plant it like we learned for short runway ops? At 70 K=
IAS =3D 60 Kt GS =3D 30 meters/ second, how much distance do I need to surv=
ive this today?=20
=A0
Hints:=A0 KE=3D 1/2 m v^2=A0=A0 1 G =3D 9.8 meter/sec^2=A0=A0 10 G =3D 98 m=
eter/sec^2
=A0
Newton:=A0 F =3D m a =3D KE/d=A0=A0=A0 or=A0 KE=3D m a d=A0=A0 (mass drops =
out=A0! )
=A0
Bonus question: What if my choices are water (ditching) vs unfriendly rocky=
 beach vs trees?
=A0
Remember, the most important crash survivability criterion is prevervation =
of the space around the human, properly restrained. Would airbags help? I d=
on't have enough data.
How 'bout 4 -5 point restraint - probably, but is there any data from certi=
fication testing on the ES to Columbia to Cessna 400 certification?=A0=A0 h=
mmm
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<table cellspacing=3D"0" cellpadding=3D"0" border=3D"0" ><tr><td valign=3D"=
top" style=3D"font: inherit;"><DIV>Okay, it's back to school time again, so=
ooo......</DIV>
<DIV>Alert- Spoiler- MathemaPhobes should not read past this point:&nbsp;&n=
bsp; "Word-Problem"</DIV>
<DIV>&nbsp;</DIV>
<DIV>Crash survivalbility is an important consideration, especially given t=
he high number of G-induced fatalities, in this speedy aircraft. Our main t=
hreat here,&nbsp;is brilliantly described by Sir Isaac, 423 years <A href=
=3D"http://en.wikipedia.org/wiki/Philosophi%C3%A6_Naturalis_Principia_Mathe=
matica">ago</A>, because the kinetic energy goes up as the square of the ve=
locity. If you are going 2 times as fast, as&nbsp;compared to&nbsp;your FAA=
 certified 62 mph'er,&nbsp;when you hit the ditch, or barrier at the bounda=
ry of your emergency farmer's field, 4 times the forces must be disipated. =
10-20 Gs in the X direction (eyeballs out) is the limit of survivable crash=
 forces.</DIV>
<DIV>&nbsp;</DIV>
<DIV>&nbsp;Scenario: On takeoff, I checked all the multi-engine monitors in=
 the green, the FF hit 44 gph as I rotated and all seemed well, even though=
 I briefed and reminded myself of a very low "abort threshold". If everythi=
ng went well in preflight (did I sample both tanks for water, strainer, and=
 operational fuel valve?), taxing, and runup, what are the odds of somethin=
g catestrophic happening, in a properly maintained, firewall forward, certi=
fied engine?</DIV>
<DIV>&nbsp;&nbsp;Well today it did it, started sputtering at 850 feet, and =
quit completely just as I finished lowering the nose for glide, switching t=
anks, cycling mags, low boost then high, twidling the knobs.... NADA. Now I=
've got 450 feet AGL and a nice 1000 foot farmers field 18 degrees to the l=
eft. If I just clear the fence, on this end, and get full flaps touchdown a=
t 89 KIAS (std day). MAGS, master, valve&nbsp;off, land, pop the door? (wai=
t... is the gear up or down- which is better?) Do you hold it off for a smo=
oth touchdown in ground effect, or plant it like we learned for short runwa=
y ops? At 70 KIAS =3D 60 Kt GS =3D 30 meters/ second, how much distance do =
I need to survive this today? </DIV>
<DIV>&nbsp;</DIV>
<DIV>Hints:&nbsp; KE=3D 1/2 m v^2&nbsp;&nbsp; 1 G =3D 9.8 meter/sec^2&nbsp;=
&nbsp; 10 G =3D 98 meter/sec^2</DIV>
<DIV>&nbsp;</DIV>
<DIV>Newton:&nbsp; F =3D m a =3D KE/d&nbsp;&nbsp;&nbsp; or&nbsp; KE=3D m a =
d&nbsp;&nbsp; (mass drops out&nbsp;! )</DIV>
<DIV>&nbsp;</DIV>
<DIV>Bonus question: What if my choices are water (ditching) vs unfriendly =
rocky beach vs trees?</DIV>
<DIV>&nbsp;</DIV>
<DIV>Remember, the most important crash survivability criterion is preverva=
tion of the space around the human, properly restrained. Would airbags help=
? I don't have enough data.</DIV>
<DIV>How 'bout 4 -5 point restraint - probably, but is there any data from =
certification testing on the ES to Columbia to Cessna 400 certification?&nb=
sp;&nbsp; hmmm</DIV></td></tr></table>
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