1 00:00:56,500 --> 00:00:58,660 the Lewis flight Propulsion Laboratory 2 00:00:58,660 --> 00:00:58,670 the Lewis flight Propulsion Laboratory 3 00:00:58,670 --> 00:01:00,550 the Lewis flight Propulsion Laboratory of the national advisory committee for 4 00:01:00,550 --> 00:01:00,560 of the national advisory committee for 5 00:01:00,560 --> 00:01:02,770 of the national advisory committee for aeronautics has investigated the 6 00:01:02,770 --> 00:01:02,780 aeronautics has investigated the 7 00:01:02,780 --> 00:01:04,420 aeronautics has investigated the problems of survival in light airplane 8 00:01:04,420 --> 00:01:04,430 problems of survival in light airplane 9 00:01:04,430 --> 00:01:06,790 problems of survival in light airplane accidents because this type of accident 10 00:01:06,790 --> 00:01:06,800 accidents because this type of accident 11 00:01:06,800 --> 00:01:08,380 accidents because this type of accident is responsible for many of the 12 00:01:08,380 --> 00:01:08,390 is responsible for many of the 13 00:01:08,390 --> 00:01:11,320 is responsible for many of the casualties of civil aviation it was the 14 00:01:11,320 --> 00:01:11,330 casualties of civil aviation it was the 15 00:01:11,330 --> 00:01:12,880 casualties of civil aviation it was the purpose of this work to determine how 16 00:01:12,880 --> 00:01:12,890 purpose of this work to determine how 17 00:01:12,890 --> 00:01:14,910 purpose of this work to determine how people are injured during such crashes 18 00:01:14,910 --> 00:01:14,920 people are injured during such crashes 19 00:01:14,920 --> 00:01:16,810 people are injured during such crashes in order to obtain the desired 20 00:01:16,810 --> 00:01:16,820 in order to obtain the desired 21 00:01:16,820 --> 00:01:19,480 in order to obtain the desired information on crash survival several 22 00:01:19,480 --> 00:01:19,490 information on crash survival several 23 00:01:19,490 --> 00:01:21,880 information on crash survival several small tamdan to place light airplanes 24 00:01:21,880 --> 00:01:21,890 small tamdan to place light airplanes 25 00:01:21,890 --> 00:01:27,100 small tamdan to place light airplanes were crashed a stall spin accident was 26 00:01:27,100 --> 00:01:27,110 were crashed a stall spin accident was 27 00:01:27,110 --> 00:01:29,830 were crashed a stall spin accident was chosen for study such an accident occurs 28 00:01:29,830 --> 00:01:29,840 chosen for study such an accident occurs 29 00:01:29,840 --> 00:01:31,870 chosen for study such an accident occurs when an airplane stalls and enters into 30 00:01:31,870 --> 00:01:31,880 when an airplane stalls and enters into 31 00:01:31,880 --> 00:01:33,820 when an airplane stalls and enters into a spin during a landing approach the 32 00:01:33,820 --> 00:01:33,830 a spin during a landing approach the 33 00:01:33,830 --> 00:01:36,010 a spin during a landing approach the airplane is too close to the ground to 34 00:01:36,010 --> 00:01:36,020 airplane is too close to the ground to 35 00:01:36,020 --> 00:01:38,980 airplane is too close to the ground to recover from the spin a survey made by 36 00:01:38,980 --> 00:01:38,990 recover from the spin a survey made by 37 00:01:38,990 --> 00:01:41,800 recover from the spin a survey made by Cornell crash injury research indicated 38 00:01:41,800 --> 00:01:41,810 Cornell crash injury research indicated 39 00:01:41,810 --> 00:01:43,749 Cornell crash injury research indicated that this type of accident is a frequent 40 00:01:43,749 --> 00:01:43,759 that this type of accident is a frequent 41 00:01:43,759 --> 00:01:45,340 that this type of accident is a frequent source of fatalities in light airplane 42 00:01:45,340 --> 00:01:45,350 source of fatalities in light airplane 43 00:01:45,350 --> 00:01:48,910 source of fatalities in light airplane crashes to simulate such a crash the 44 00:01:48,910 --> 00:01:48,920 crashes to simulate such a crash the 45 00:01:48,920 --> 00:01:51,550 crashes to simulate such a crash the axis of the crash was rotated the ground 46 00:01:51,550 --> 00:01:51,560 axis of the crash was rotated the ground 47 00:01:51,560 --> 00:01:53,350 axis of the crash was rotated the ground was simulated by a mound of Earth and 48 00:01:53,350 --> 00:01:53,360 was simulated by a mound of Earth and 49 00:01:53,360 --> 00:01:55,510 was simulated by a mound of Earth and the airplane ran along the ground in a 50 00:01:55,510 --> 00:01:55,520 the airplane ran along the ground in a 51 00:01:55,520 --> 00:01:57,760 the airplane ran along the ground in a level attitude to strike the mound of 52 00:01:57,760 --> 00:01:57,770 level attitude to strike the mound of 53 00:01:57,770 --> 00:02:01,270 level attitude to strike the mound of earth the mound was located so that the 54 00:02:01,270 --> 00:02:01,280 earth the mound was located so that the 55 00:02:01,280 --> 00:02:03,310 earth the mound was located so that the airplanes left wing tip left landing 56 00:02:03,310 --> 00:02:03,320 airplanes left wing tip left landing 57 00:02:03,320 --> 00:02:05,649 airplanes left wing tip left landing wheel and the cell would strike at the 58 00:02:05,649 --> 00:02:05,659 wheel and the cell would strike at the 59 00:02:05,659 --> 00:02:08,020 wheel and the cell would strike at the same time in the same manner as in the 60 00:02:08,020 --> 00:02:08,030 same time in the same manner as in the 61 00:02:08,030 --> 00:02:09,669 same time in the same manner as in the stall spin accidents that were being 62 00:02:09,669 --> 00:02:09,679 stall spin accidents that were being 63 00:02:09,679 --> 00:02:12,789 stall spin accidents that were being simulated two dummies were installed in 64 00:02:12,789 --> 00:02:12,799 simulated two dummies were installed in 65 00:02:12,799 --> 00:02:15,250 simulated two dummies were installed in the airplane the dummy in the front seat 66 00:02:15,250 --> 00:02:15,260 the airplane the dummy in the front seat 67 00:02:15,260 --> 00:02:17,259 the airplane the dummy in the front seat was a standard Air Force dummy used in 68 00:02:17,259 --> 00:02:17,269 was a standard Air Force dummy used in 69 00:02:17,269 --> 00:02:19,479 was a standard Air Force dummy used in the testing of parachutes in the 70 00:02:19,479 --> 00:02:19,489 the testing of parachutes in the 71 00:02:19,489 --> 00:02:21,640 the testing of parachutes in the construction of this dummy no attempt 72 00:02:21,640 --> 00:02:21,650 construction of this dummy no attempt 73 00:02:21,650 --> 00:02:23,410 construction of this dummy no attempt was made to simulate the resilience of 74 00:02:23,410 --> 00:02:23,420 was made to simulate the resilience of 75 00:02:23,420 --> 00:02:25,330 was made to simulate the resilience of the human body although the mass 76 00:02:25,330 --> 00:02:25,340 the human body although the mass 77 00:02:25,340 --> 00:02:27,280 the human body although the mass distribution of the component parts was 78 00:02:27,280 --> 00:02:27,290 distribution of the component parts was 79 00:02:27,290 --> 00:02:30,100 distribution of the component parts was similar to that of a human being an Air 80 00:02:30,100 --> 00:02:30,110 similar to that of a human being an Air 81 00:02:30,110 --> 00:02:31,840 similar to that of a human being an Air Force anthropomorphic dummy was 82 00:02:31,840 --> 00:02:31,850 Force anthropomorphic dummy was 83 00:02:31,850 --> 00:02:34,390 Force anthropomorphic dummy was installed in the rear seat this dummy is 84 00:02:34,390 --> 00:02:34,400 installed in the rear seat this dummy is 85 00:02:34,400 --> 00:02:36,130 installed in the rear seat this dummy is a reasonable replica of the human body 86 00:02:36,130 --> 00:02:36,140 a reasonable replica of the human body 87 00:02:36,140 --> 00:02:38,890 a reasonable replica of the human body in both mass distribution and resilience 88 00:02:38,890 --> 00:02:38,900 in both mass distribution and resilience 89 00:02:38,900 --> 00:02:42,699 in both mass distribution and resilience of human tissues motion pictures were 90 00:02:42,699 --> 00:02:42,709 of human tissues motion pictures were 91 00:02:42,709 --> 00:02:44,560 of human tissues motion pictures were taken from various vantage points around 92 00:02:44,560 --> 00:02:44,570 taken from various vantage points around 93 00:02:44,570 --> 00:02:47,080 taken from various vantage points around the crash site these motion pictures 94 00:02:47,080 --> 00:02:47,090 the crash site these motion pictures 95 00:02:47,090 --> 00:02:48,820 the crash site these motion pictures show how the dummy passengers moved 96 00:02:48,820 --> 00:02:48,830 show how the dummy passengers moved 97 00:02:48,830 --> 00:02:50,979 show how the dummy passengers moved during the crash and how the airplane 98 00:02:50,979 --> 00:02:50,989 during the crash and how the airplane 99 00:02:50,989 --> 00:02:53,710 during the crash and how the airplane structure deforms meanwhile the 100 00:02:53,710 --> 00:02:53,720 structure deforms meanwhile the 101 00:02:53,720 --> 00:02:55,720 structure deforms meanwhile the telemeter transmitting station carried 102 00:02:55,720 --> 00:02:55,730 telemeter transmitting station carried 103 00:02:55,730 --> 00:02:58,030 telemeter transmitting station carried in the airplane radioed the crash loads 104 00:02:58,030 --> 00:02:58,040 in the airplane radioed the crash loads 105 00:02:58,040 --> 00:02:59,970 in the airplane radioed the crash loads measured on the passengers and in 106 00:02:59,970 --> 00:02:59,980 measured on the passengers and in 107 00:02:59,980 --> 00:03:02,460 measured on the passengers and in not fit the transmitted data were 108 00:03:02,460 --> 00:03:02,470 not fit the transmitted data were 109 00:03:02,470 --> 00:03:04,199 not fit the transmitted data were recorded by a receiving station at the 110 00:03:04,199 --> 00:03:04,209 recorded by a receiving station at the 111 00:03:04,209 --> 00:03:08,520 recorded by a receiving station at the crash site three crashes were made in 112 00:03:08,520 --> 00:03:08,530 crash site three crashes were made in 113 00:03:08,530 --> 00:03:10,920 crash site three crashes were made in this investigation the airplanes were 114 00:03:10,920 --> 00:03:10,930 this investigation the airplanes were 115 00:03:10,930 --> 00:03:12,720 this investigation the airplanes were propelled by their own power along a 116 00:03:12,720 --> 00:03:12,730 propelled by their own power along a 117 00:03:12,730 --> 00:03:14,550 propelled by their own power along a runway toward the crash barrier a 118 00:03:14,550 --> 00:03:14,560 runway toward the crash barrier a 119 00:03:14,560 --> 00:03:17,430 runway toward the crash barrier a slipper mounted on a monorail guided 120 00:03:17,430 --> 00:03:17,440 slipper mounted on a monorail guided 121 00:03:17,440 --> 00:03:19,949 slipper mounted on a monorail guided each airplane into the barrier the speed 122 00:03:19,949 --> 00:03:19,959 each airplane into the barrier the speed 123 00:03:19,959 --> 00:03:21,660 each airplane into the barrier the speed of the airplane at impact in the three 124 00:03:21,660 --> 00:03:21,670 of the airplane at impact in the three 125 00:03:21,670 --> 00:03:26,100 of the airplane at impact in the three crashes was 60 47 and 42 miles per hour 126 00:03:26,100 --> 00:03:26,110 crashes was 60 47 and 42 miles per hour 127 00:03:26,110 --> 00:03:31,020 crashes was 60 47 and 42 miles per hour the motion pictures obtained verify that 128 00:03:31,020 --> 00:03:31,030 the motion pictures obtained verify that 129 00:03:31,030 --> 00:03:32,699 the motion pictures obtained verify that most of the injuries that result from 130 00:03:32,699 --> 00:03:32,709 most of the injuries that result from 131 00:03:32,709 --> 00:03:35,339 most of the injuries that result from light airplane accidents are caused by 132 00:03:35,339 --> 00:03:35,349 light airplane accidents are caused by 133 00:03:35,349 --> 00:03:37,050 light airplane accidents are caused by the occupant striking part of the 134 00:03:37,050 --> 00:03:37,060 the occupant striking part of the 135 00:03:37,060 --> 00:03:39,660 the occupant striking part of the airplane inside the cockpit these 136 00:03:39,660 --> 00:03:39,670 airplane inside the cockpit these 137 00:03:39,670 --> 00:03:42,390 airplane inside the cockpit these injuries occur in two ways when the 138 00:03:42,390 --> 00:03:42,400 injuries occur in two ways when the 139 00:03:42,400 --> 00:03:44,640 injuries occur in two ways when the airplane structure collapses and strikes 140 00:03:44,640 --> 00:03:44,650 airplane structure collapses and strikes 141 00:03:44,650 --> 00:03:46,740 airplane structure collapses and strikes the occupant this happens to the 142 00:03:46,740 --> 00:03:46,750 the occupant this happens to the 143 00:03:46,750 --> 00:03:50,839 the occupant this happens to the occupant in the front seat of this model 144 00:03:50,839 --> 00:03:50,849 145 00:03:50,849 --> 00:03:53,520 the occupant can also be injured when he 146 00:03:53,520 --> 00:03:53,530 the occupant can also be injured when he 147 00:03:53,530 --> 00:03:55,979 the occupant can also be injured when he is improperly restrained and moves from 148 00:03:55,979 --> 00:03:55,989 is improperly restrained and moves from 149 00:03:55,989 --> 00:03:58,410 is improperly restrained and moves from his normal position to strike objects in 150 00:03:58,410 --> 00:03:58,420 his normal position to strike objects in 151 00:03:58,420 --> 00:04:00,599 his normal position to strike objects in the cockpit as illustrated here by the 152 00:04:00,599 --> 00:04:00,609 the cockpit as illustrated here by the 153 00:04:00,609 --> 00:04:03,390 the cockpit as illustrated here by the occupant in the rear seat the next 154 00:04:03,390 --> 00:04:03,400 occupant in the rear seat the next 155 00:04:03,400 --> 00:04:05,220 occupant in the rear seat the next motion picture sequence of the 60 156 00:04:05,220 --> 00:04:05,230 motion picture sequence of the 60 157 00:04:05,230 --> 00:04:07,680 motion picture sequence of the 60 mile-per-hour crash shows how the front 158 00:04:07,680 --> 00:04:07,690 mile-per-hour crash shows how the front 159 00:04:07,690 --> 00:04:09,809 mile-per-hour crash shows how the front of the airplane collapses and crushes 160 00:04:09,809 --> 00:04:09,819 of the airplane collapses and crushes 161 00:04:09,819 --> 00:04:12,539 of the airplane collapses and crushes the dummy in the front seat now watch 162 00:04:12,539 --> 00:04:12,549 the dummy in the front seat now watch 163 00:04:12,549 --> 00:04:19,050 the dummy in the front seat now watch the dummy in the front seat the red 164 00:04:19,050 --> 00:04:19,060 the dummy in the front seat the red 165 00:04:19,060 --> 00:04:20,849 the dummy in the front seat the red liquid that obscures the airplane in the 166 00:04:20,849 --> 00:04:20,859 liquid that obscures the airplane in the 167 00:04:20,859 --> 00:04:22,890 liquid that obscures the airplane in the latter part of the pictures was used to 168 00:04:22,890 --> 00:04:22,900 latter part of the pictures was used to 169 00:04:22,900 --> 00:04:27,140 latter part of the pictures was used to study the fuel spillage during a crash 170 00:04:27,140 --> 00:04:27,150 171 00:04:27,150 --> 00:04:29,670 there is little chance that the occupant 172 00:04:29,670 --> 00:04:29,680 there is little chance that the occupant 173 00:04:29,680 --> 00:04:31,560 there is little chance that the occupant in the front seat would survive such a 174 00:04:31,560 --> 00:04:31,570 in the front seat would survive such a 175 00:04:31,570 --> 00:04:36,719 in the front seat would survive such a crash the lower part of the dummy was 176 00:04:36,719 --> 00:04:36,729 crash the lower part of the dummy was 177 00:04:36,729 --> 00:04:38,250 crash the lower part of the dummy was trapped in the collapsing airplane 178 00:04:38,250 --> 00:04:38,260 trapped in the collapsing airplane 179 00:04:38,260 --> 00:04:42,719 trapped in the collapsing airplane structure the instrument panel moved 180 00:04:42,719 --> 00:04:42,729 structure the instrument panel moved 181 00:04:42,729 --> 00:04:44,969 structure the instrument panel moved rearward and the dummy's head hit it 182 00:04:44,969 --> 00:04:44,979 rearward and the dummy's head hit it 183 00:04:44,979 --> 00:04:48,409 rearward and the dummy's head hit it with sufficient force to leave a dent 184 00:04:48,409 --> 00:04:48,419 with sufficient force to leave a dent 185 00:04:48,419 --> 00:04:51,480 with sufficient force to leave a dent even if the estimate panel is not pushed 186 00:04:51,480 --> 00:04:51,490 even if the estimate panel is not pushed 187 00:04:51,490 --> 00:04:54,210 even if the estimate panel is not pushed rearward an improperly restrain document 188 00:04:54,210 --> 00:04:54,220 rearward an improperly restrain document 189 00:04:54,220 --> 00:04:56,909 rearward an improperly restrain document may hit it with his head this is 190 00:04:56,909 --> 00:04:56,919 may hit it with his head this is 191 00:04:56,919 --> 00:04:58,560 may hit it with his head this is illustrated in the next motion picture 192 00:04:58,560 --> 00:04:58,570 illustrated in the next motion picture 193 00:04:58,570 --> 00:05:00,990 illustrated in the next motion picture sequence of a crash which takes place at 194 00:05:00,990 --> 00:05:01,000 sequence of a crash which takes place at 195 00:05:01,000 --> 00:05:03,900 sequence of a crash which takes place at 42 miles per hour even though the 196 00:05:03,900 --> 00:05:03,910 42 miles per hour even though the 197 00:05:03,910 --> 00:05:06,000 42 miles per hour even though the fuselage force structure was not pushed 198 00:05:06,000 --> 00:05:06,010 fuselage force structure was not pushed 199 00:05:06,010 --> 00:05:08,100 fuselage force structure was not pushed back into the front dummies lap the 200 00:05:08,100 --> 00:05:08,110 back into the front dummies lap the 201 00:05:08,110 --> 00:05:09,300 back into the front dummies lap the dummy struck the instrument panel 202 00:05:09,300 --> 00:05:09,310 dummy struck the instrument panel 203 00:05:09,310 --> 00:05:11,640 dummy struck the instrument panel because he was restrained only by a 204 00:05:11,640 --> 00:05:11,650 because he was restrained only by a 205 00:05:11,650 --> 00:05:13,679 because he was restrained only by a seatbelt and his torso was 206 00:05:13,679 --> 00:05:13,689 seatbelt and his torso was 207 00:05:13,689 --> 00:05:16,559 seatbelt and his torso was free to move again what's the dummy in 208 00:05:16,559 --> 00:05:16,569 free to move again what's the dummy in 209 00:05:16,569 --> 00:05:24,089 free to move again what's the dummy in the front seat as before the dummy in 210 00:05:24,089 --> 00:05:24,099 the front seat as before the dummy in 211 00:05:24,099 --> 00:05:25,769 the front seat as before the dummy in the front seat struck the instrument 212 00:05:25,769 --> 00:05:25,779 the front seat struck the instrument 213 00:05:25,779 --> 00:05:31,649 the front seat struck the instrument panel the neck of the dummy in the rear 214 00:05:31,649 --> 00:05:31,659 panel the neck of the dummy in the rear 215 00:05:31,659 --> 00:05:33,929 panel the neck of the dummy in the rear seat broke because of an imperfection in 216 00:05:33,929 --> 00:05:33,939 seat broke because of an imperfection in 217 00:05:33,939 --> 00:05:36,299 seat broke because of an imperfection in its construction injuries of this type 218 00:05:36,299 --> 00:05:36,309 its construction injuries of this type 219 00:05:36,309 --> 00:05:44,429 its construction injuries of this type are not likely in an actual crash here 220 00:05:44,429 --> 00:05:44,439 are not likely in an actual crash here 221 00:05:44,439 --> 00:05:49,159 are not likely in an actual crash here is the dent in the instrument panel 222 00:05:49,159 --> 00:05:49,169 223 00:05:49,169 --> 00:05:51,989 these results explain why the survey 224 00:05:51,989 --> 00:05:51,999 these results explain why the survey 225 00:05:51,999 --> 00:05:53,819 these results explain why the survey conducted by quenelle crash injury 226 00:05:53,819 --> 00:05:53,829 conducted by quenelle crash injury 227 00:05:53,829 --> 00:05:56,459 conducted by quenelle crash injury research found so many head injuries in 228 00:05:56,459 --> 00:05:56,469 research found so many head injuries in 229 00:05:56,469 --> 00:05:59,309 research found so many head injuries in actual crashes this survey found that 230 00:05:59,309 --> 00:05:59,319 actual crashes this survey found that 231 00:05:59,319 --> 00:06:00,839 actual crashes this survey found that head injuries were inflicted in 232 00:06:00,839 --> 00:06:00,849 head injuries were inflicted in 233 00:06:00,849 --> 00:06:05,279 head injuries were inflicted in eighty-eight percent of the accidents if 234 00:06:05,279 --> 00:06:05,289 eighty-eight percent of the accidents if 235 00:06:05,289 --> 00:06:07,019 eighty-eight percent of the accidents if an occupant is not to be injured when 236 00:06:07,019 --> 00:06:07,029 an occupant is not to be injured when 237 00:06:07,029 --> 00:06:09,049 an occupant is not to be injured when wearing only a seat belt for restraint 238 00:06:09,049 --> 00:06:09,059 wearing only a seat belt for restraint 239 00:06:09,059 --> 00:06:11,489 wearing only a seat belt for restraint sufficient space must be clear ahead of 240 00:06:11,489 --> 00:06:11,499 sufficient space must be clear ahead of 241 00:06:11,499 --> 00:06:13,739 sufficient space must be clear ahead of the occupant to allow him to flex over 242 00:06:13,739 --> 00:06:13,749 the occupant to allow him to flex over 243 00:06:13,749 --> 00:06:15,809 the occupant to allow him to flex over the seat belt the occupant in this 244 00:06:15,809 --> 00:06:15,819 the seat belt the occupant in this 245 00:06:15,819 --> 00:06:17,969 the seat belt the occupant in this airplane was restrained by only a seat 246 00:06:17,969 --> 00:06:17,979 airplane was restrained by only a seat 247 00:06:17,979 --> 00:06:20,790 airplane was restrained by only a seat belt the front seat and rear control 248 00:06:20,790 --> 00:06:20,800 belt the front seat and rear control 249 00:06:20,800 --> 00:06:23,129 belt the front seat and rear control stick were removed so that there was 250 00:06:23,129 --> 00:06:23,139 stick were removed so that there was 251 00:06:23,139 --> 00:06:25,139 stick were removed so that there was sufficient room for complete flexure of 252 00:06:25,139 --> 00:06:25,149 sufficient room for complete flexure of 253 00:06:25,149 --> 00:06:28,049 sufficient room for complete flexure of the dummy's torso the torso of the dummy 254 00:06:28,049 --> 00:06:28,059 the dummy's torso the torso of the dummy 255 00:06:28,059 --> 00:06:30,449 the dummy's torso the torso of the dummy moved forward and downward until the 256 00:06:30,449 --> 00:06:30,459 moved forward and downward until the 257 00:06:30,459 --> 00:06:34,709 moved forward and downward until the chest contacted the thighs it is 258 00:06:34,709 --> 00:06:34,719 chest contacted the thighs it is 259 00:06:34,719 --> 00:06:36,449 chest contacted the thighs it is apparent that if injuries resulting from 260 00:06:36,449 --> 00:06:36,459 apparent that if injuries resulting from 261 00:06:36,459 --> 00:06:38,939 apparent that if injuries resulting from contact with solid structure are to be 262 00:06:38,939 --> 00:06:38,949 contact with solid structure are to be 263 00:06:38,949 --> 00:06:40,919 contact with solid structure are to be avoided when using only a seat belt for 264 00:06:40,919 --> 00:06:40,929 avoided when using only a seat belt for 265 00:06:40,929 --> 00:06:43,859 avoided when using only a seat belt for restraint a distance of about 45 inches 266 00:06:43,859 --> 00:06:43,869 restraint a distance of about 45 inches 267 00:06:43,869 --> 00:06:45,989 restraint a distance of about 45 inches ahead of the seat must be free of any 268 00:06:45,989 --> 00:06:45,999 ahead of the seat must be free of any 269 00:06:45,999 --> 00:06:48,989 ahead of the seat must be free of any solid objects this much of a clear space 270 00:06:48,989 --> 00:06:48,999 solid objects this much of a clear space 271 00:06:48,999 --> 00:06:56,189 solid objects this much of a clear space is seldom available in an airplane this 272 00:06:56,189 --> 00:06:56,199 is seldom available in an airplane this 273 00:06:56,199 --> 00:06:57,989 is seldom available in an airplane this dangerous movement is reduced to safe 274 00:06:57,989 --> 00:06:57,999 dangerous movement is reduced to safe 275 00:06:57,999 --> 00:07:00,239 dangerous movement is reduced to safe values when the occupant is properly 276 00:07:00,239 --> 00:07:00,249 values when the occupant is properly 277 00:07:00,249 --> 00:07:02,429 values when the occupant is properly restrained by a seatbelt and the 278 00:07:02,429 --> 00:07:02,439 restrained by a seatbelt and the 279 00:07:02,439 --> 00:07:04,739 restrained by a seatbelt and the shoulder harness the dummy in the rear 280 00:07:04,739 --> 00:07:04,749 shoulder harness the dummy in the rear 281 00:07:04,749 --> 00:07:07,079 shoulder harness the dummy in the rear seat in the next crash for a seat belt 282 00:07:07,079 --> 00:07:07,089 seat in the next crash for a seat belt 283 00:07:07,089 --> 00:07:09,809 seat in the next crash for a seat belt and a shoulder harness this dummy moved 284 00:07:09,809 --> 00:07:09,819 and a shoulder harness this dummy moved 285 00:07:09,819 --> 00:07:11,999 and a shoulder harness this dummy moved forward and out of his seat about eight 286 00:07:11,999 --> 00:07:12,009 forward and out of his seat about eight 287 00:07:12,009 --> 00:07:14,549 forward and out of his seat about eight to ten inches the forward movement was 288 00:07:14,549 --> 00:07:14,559 to ten inches the forward movement was 289 00:07:14,559 --> 00:07:16,829 to ten inches the forward movement was limited by the harness in the most 290 00:07:16,829 --> 00:07:16,839 limited by the harness in the most 291 00:07:16,839 --> 00:07:19,109 limited by the harness in the most forward position the torso is about 292 00:07:19,109 --> 00:07:19,119 forward position the torso is about 293 00:07:19,119 --> 00:07:22,049 forward position the torso is about vertical notice this action in these 294 00:07:22,049 --> 00:07:22,059 vertical notice this action in these 295 00:07:22,059 --> 00:07:24,809 vertical notice this action in these slow motion pictures of the crash what's 296 00:07:24,809 --> 00:07:24,819 slow motion pictures of the crash what's 297 00:07:24,819 --> 00:07:30,080 slow motion pictures of the crash what's the dummy in the rear seat 298 00:07:30,080 --> 00:07:30,090 299 00:07:30,090 --> 00:07:32,760 here again the Donnie lost his head due 300 00:07:32,760 --> 00:07:32,770 here again the Donnie lost his head due 301 00:07:32,770 --> 00:07:34,350 here again the Donnie lost his head due to a weakness in the next structure of a 302 00:07:34,350 --> 00:07:34,360 to a weakness in the next structure of a 303 00:07:34,360 --> 00:07:36,540 to a weakness in the next structure of a dummy this would not have happened to a 304 00:07:36,540 --> 00:07:36,550 dummy this would not have happened to a 305 00:07:36,550 --> 00:07:47,530 dummy this would not have happened to a human occupant 306 00:07:47,530 --> 00:07:47,540 307 00:07:47,540 --> 00:07:49,540 if a harness is made of material that 308 00:07:49,540 --> 00:07:49,550 if a harness is made of material that 309 00:07:49,550 --> 00:07:52,150 if a harness is made of material that stretches excessively the occupant may 310 00:07:52,150 --> 00:07:52,160 stretches excessively the occupant may 311 00:07:52,160 --> 00:07:54,510 stretches excessively the occupant may still strike objects inside the cockpit 312 00:07:54,510 --> 00:07:54,520 still strike objects inside the cockpit 313 00:07:54,520 --> 00:07:56,830 still strike objects inside the cockpit the harness restraining the rear dummy 314 00:07:56,830 --> 00:07:56,840 the harness restraining the rear dummy 315 00:07:56,840 --> 00:07:59,260 the harness restraining the rear dummy in the 60 mile-per-hour crash stretched 316 00:07:59,260 --> 00:07:59,270 in the 60 mile-per-hour crash stretched 317 00:07:59,270 --> 00:08:00,850 in the 60 mile-per-hour crash stretched sufficiently to allow the dummy's head 318 00:08:00,850 --> 00:08:00,860 sufficiently to allow the dummy's head 319 00:08:00,860 --> 00:08:02,740 sufficiently to allow the dummy's head to strike the back of the dummy in the 320 00:08:02,740 --> 00:08:02,750 to strike the back of the dummy in the 321 00:08:02,750 --> 00:08:05,560 to strike the back of the dummy in the front seat this situation was aggravated 322 00:08:05,560 --> 00:08:05,570 front seat this situation was aggravated 323 00:08:05,570 --> 00:08:07,360 front seat this situation was aggravated by the collapse of the structure between 324 00:08:07,360 --> 00:08:07,370 by the collapse of the structure between 325 00:08:07,370 --> 00:08:10,090 by the collapse of the structure between the front and rear seats this moved the 326 00:08:10,090 --> 00:08:10,100 the front and rear seats this moved the 327 00:08:10,100 --> 00:08:12,220 the front and rear seats this moved the front dummy rearward again watch the 328 00:08:12,220 --> 00:08:12,230 front dummy rearward again watch the 329 00:08:12,230 --> 00:08:19,600 front dummy rearward again watch the dummy in the rear seat unfortunately the 330 00:08:19,600 --> 00:08:19,610 dummy in the rear seat unfortunately the 331 00:08:19,610 --> 00:08:21,700 dummy in the rear seat unfortunately the fuel missed obscured the actual impact 332 00:08:21,700 --> 00:08:21,710 fuel missed obscured the actual impact 333 00:08:21,710 --> 00:08:23,490 fuel missed obscured the actual impact of the dummy's head with the front dummy 334 00:08:23,490 --> 00:08:23,500 of the dummy's head with the front dummy 335 00:08:23,500 --> 00:08:26,500 of the dummy's head with the front dummy however a post-crash inspection revealed 336 00:08:26,500 --> 00:08:26,510 however a post-crash inspection revealed 337 00:08:26,510 --> 00:08:36,450 however a post-crash inspection revealed a dent in the dummies helmet 338 00:08:36,450 --> 00:08:36,460 339 00:08:36,460 --> 00:08:38,310 here is the position of the dummy's head 340 00:08:38,310 --> 00:08:38,320 here is the position of the dummy's head 341 00:08:38,320 --> 00:08:41,670 here is the position of the dummy's head when it struck the front dummy it has 342 00:08:41,670 --> 00:08:41,680 when it struck the front dummy it has 343 00:08:41,680 --> 00:08:43,290 when it struck the front dummy it has been shown that some of the benefits of 344 00:08:43,290 --> 00:08:43,300 been shown that some of the benefits of 345 00:08:43,300 --> 00:08:45,390 been shown that some of the benefits of a shoulder harness are lost if the 346 00:08:45,390 --> 00:08:45,400 a shoulder harness are lost if the 347 00:08:45,400 --> 00:08:47,070 a shoulder harness are lost if the harness stretches excessively in the 348 00:08:47,070 --> 00:08:47,080 harness stretches excessively in the 349 00:08:47,080 --> 00:08:50,970 harness stretches excessively in the crash if the restraining harness is to 350 00:08:50,970 --> 00:08:50,980 crash if the restraining harness is to 351 00:08:50,980 --> 00:08:54,180 crash if the restraining harness is to serve its purpose it must not break in 352 00:08:54,180 --> 00:08:54,190 serve its purpose it must not break in 353 00:08:54,190 --> 00:08:56,160 serve its purpose it must not break in order to tell the designer how strong to 354 00:08:56,160 --> 00:08:56,170 order to tell the designer how strong to 355 00:08:56,170 --> 00:08:58,320 order to tell the designer how strong to make this harness the forces in these 356 00:08:58,320 --> 00:08:58,330 make this harness the forces in these 357 00:08:58,330 --> 00:09:03,330 make this harness the forces in these traps were measured in the crashes to 358 00:09:03,330 --> 00:09:03,340 traps were measured in the crashes to 359 00:09:03,340 --> 00:09:05,460 traps were measured in the crashes to obtain this information tensiometer 360 00:09:05,460 --> 00:09:05,470 obtain this information tensiometer 361 00:09:05,470 --> 00:09:07,320 obtain this information tensiometer zeeeee were located at each end of the 362 00:09:07,320 --> 00:09:07,330 zeeeee were located at each end of the 363 00:09:07,330 --> 00:09:09,240 zeeeee were located at each end of the seatbelt and on the common juncture of 364 00:09:09,240 --> 00:09:09,250 seatbelt and on the common juncture of 365 00:09:09,250 --> 00:09:11,730 seatbelt and on the common juncture of the shoulder harness the sum of the 366 00:09:11,730 --> 00:09:11,740 the shoulder harness the sum of the 367 00:09:11,740 --> 00:09:13,500 the shoulder harness the sum of the forces on each end of the seatbelt and 368 00:09:13,500 --> 00:09:13,510 forces on each end of the seatbelt and 369 00:09:13,510 --> 00:09:15,180 forces on each end of the seatbelt and the force measured in the shoulder 370 00:09:15,180 --> 00:09:15,190 the force measured in the shoulder 371 00:09:15,190 --> 00:09:17,040 the force measured in the shoulder harness in the 60 mile-per-hour crash 372 00:09:17,040 --> 00:09:17,050 harness in the 60 mile-per-hour crash 373 00:09:17,050 --> 00:09:19,200 harness in the 60 mile-per-hour crash for the dummy in the rear seat are 374 00:09:19,200 --> 00:09:19,210 for the dummy in the rear seat are 375 00:09:19,210 --> 00:09:21,600 for the dummy in the rear seat are plotted against time after the impact 376 00:09:21,600 --> 00:09:21,610 plotted against time after the impact 377 00:09:21,610 --> 00:09:24,060 plotted against time after the impact with the barrier the seatbelt 378 00:09:24,060 --> 00:09:24,070 with the barrier the seatbelt 379 00:09:24,070 --> 00:09:26,550 with the barrier the seatbelt restraining force has two peaks one of 380 00:09:26,550 --> 00:09:26,560 restraining force has two peaks one of 381 00:09:26,560 --> 00:09:28,920 restraining force has two peaks one of four thousand pounds and a second of 382 00:09:28,920 --> 00:09:28,930 four thousand pounds and a second of 383 00:09:28,930 --> 00:09:32,370 four thousand pounds and a second of 3,200 pounds the major seatbelt forces 384 00:09:32,370 --> 00:09:32,380 3,200 pounds the major seatbelt forces 385 00:09:32,380 --> 00:09:35,780 3,200 pounds the major seatbelt forces endured for about one tenth of a second 386 00:09:35,780 --> 00:09:35,790 endured for about one tenth of a second 387 00:09:35,790 --> 00:09:38,460 endured for about one tenth of a second the combined pole on both shoulder 388 00:09:38,460 --> 00:09:38,470 the combined pole on both shoulder 389 00:09:38,470 --> 00:09:40,830 the combined pole on both shoulder harness traps is approximately equal to 390 00:09:40,830 --> 00:09:40,840 harness traps is approximately equal to 391 00:09:40,840 --> 00:09:43,110 harness traps is approximately equal to half that of the seatbelt showing that 392 00:09:43,110 --> 00:09:43,120 half that of the seatbelt showing that 393 00:09:43,120 --> 00:09:46,640 half that of the seatbelt showing that the seatbelt supported most of the load 394 00:09:46,640 --> 00:09:46,650 the seatbelt supported most of the load 395 00:09:46,650 --> 00:09:49,080 the seatbelt supported most of the load the restraining forces in the seatbelt 396 00:09:49,080 --> 00:09:49,090 the restraining forces in the seatbelt 397 00:09:49,090 --> 00:09:51,000 the restraining forces in the seatbelt were higher when the passenger was 398 00:09:51,000 --> 00:09:51,010 were higher when the passenger was 399 00:09:51,010 --> 00:09:53,520 were higher when the passenger was restrained by a seatbelt only even when 400 00:09:53,520 --> 00:09:53,530 restrained by a seatbelt only even when 401 00:09:53,530 --> 00:09:55,890 restrained by a seatbelt only even when the impact speed was reduced from 60 to 402 00:09:55,890 --> 00:09:55,900 the impact speed was reduced from 60 to 403 00:09:55,900 --> 00:09:59,640 the impact speed was reduced from 60 to 47 miles per hour during the 47 404 00:09:59,640 --> 00:09:59,650 47 miles per hour during the 47 405 00:09:59,650 --> 00:10:01,500 47 miles per hour during the 47 mile-per-hour crash in which the dummy 406 00:10:01,500 --> 00:10:01,510 mile-per-hour crash in which the dummy 407 00:10:01,510 --> 00:10:04,050 mile-per-hour crash in which the dummy was restrained only by a seatbelt peak 408 00:10:04,050 --> 00:10:04,060 was restrained only by a seatbelt peak 409 00:10:04,060 --> 00:10:06,870 was restrained only by a seatbelt peak seatbelt forces were 4,400 pounds and 410 00:10:06,870 --> 00:10:06,880 seatbelt forces were 4,400 pounds and 411 00:10:06,880 --> 00:10:09,960 seatbelt forces were 4,400 pounds and 3,000 pounds as compared to a peak of 412 00:10:09,960 --> 00:10:09,970 3,000 pounds as compared to a peak of 413 00:10:09,970 --> 00:10:12,330 3,000 pounds as compared to a peak of 4,000 pounds for the seat belt for the 414 00:10:12,330 --> 00:10:12,340 4,000 pounds for the seat belt for the 415 00:10:12,340 --> 00:10:17,460 4,000 pounds for the seat belt for the 60 mile-per-hour crash seatbelts and 416 00:10:17,460 --> 00:10:17,470 60 mile-per-hour crash seatbelts and 417 00:10:17,470 --> 00:10:19,140 60 mile-per-hour crash seatbelts and harness capable of withstanding these 418 00:10:19,140 --> 00:10:19,150 harness capable of withstanding these 419 00:10:19,150 --> 00:10:21,360 harness capable of withstanding these dynamic loads can be comfortable and 420 00:10:21,360 --> 00:10:21,370 dynamic loads can be comfortable and 421 00:10:21,370 --> 00:10:24,360 dynamic loads can be comfortable and light in weight to summarize the 422 00:10:24,360 --> 00:10:24,370 light in weight to summarize the 423 00:10:24,370 --> 00:10:26,760 light in weight to summarize the information presented so far has shown 424 00:10:26,760 --> 00:10:26,770 information presented so far has shown 425 00:10:26,770 --> 00:10:29,160 information presented so far has shown that injuries and crashes result one 426 00:10:29,160 --> 00:10:29,170 that injuries and crashes result one 427 00:10:29,170 --> 00:10:31,440 that injuries and crashes result one from the cockpit collapses and the 428 00:10:31,440 --> 00:10:31,450 from the cockpit collapses and the 429 00:10:31,450 --> 00:10:33,240 from the cockpit collapses and the occupant is crushed by the airplane 430 00:10:33,240 --> 00:10:33,250 occupant is crushed by the airplane 431 00:10:33,250 --> 00:10:37,800 occupant is crushed by the airplane structure to when the seatbelt in 432 00:10:37,800 --> 00:10:37,810 structure to when the seatbelt in 433 00:10:37,810 --> 00:10:39,510 structure to when the seatbelt in shoulder harness stretch excessively 434 00:10:39,510 --> 00:10:39,520 shoulder harness stretch excessively 435 00:10:39,520 --> 00:10:45,000 shoulder harness stretch excessively under the crash loads and three when the 436 00:10:45,000 --> 00:10:45,010 under the crash loads and three when the 437 00:10:45,010 --> 00:10:47,100 under the crash loads and three when the occupant is restrained by only a 438 00:10:47,100 --> 00:10:47,110 occupant is restrained by only a 439 00:10:47,110 --> 00:10:50,010 occupant is restrained by only a seatbelt even if the structure remains 440 00:10:50,010 --> 00:10:50,020 seatbelt even if the structure remains 441 00:10:50,020 --> 00:10:50,400 seatbelt even if the structure remains in 442 00:10:50,400 --> 00:10:50,410 in 443 00:10:50,410 --> 00:10:52,650 in act both seatbelt and shoulder harness 444 00:10:52,650 --> 00:10:52,660 act both seatbelt and shoulder harness 445 00:10:52,660 --> 00:10:54,960 act both seatbelt and shoulder harness are necessary in small cockpits if 446 00:10:54,960 --> 00:10:54,970 are necessary in small cockpits if 447 00:10:54,970 --> 00:10:58,410 are necessary in small cockpits if serious body blows are to be avoided the 448 00:10:58,410 --> 00:10:58,420 serious body blows are to be avoided the 449 00:10:58,420 --> 00:11:00,030 serious body blows are to be avoided the information presented here has also 450 00:11:00,030 --> 00:11:00,040 information presented here has also 451 00:11:00,040 --> 00:11:01,860 information presented here has also indicated the loads produced in the 452 00:11:01,860 --> 00:11:01,870 indicated the loads produced in the 453 00:11:01,870 --> 00:11:06,540 indicated the loads produced in the restraining harness during a crash even 454 00:11:06,540 --> 00:11:06,550 restraining harness during a crash even 455 00:11:06,550 --> 00:11:08,160 restraining harness during a crash even if the occupant is properly restrained 456 00:11:08,160 --> 00:11:08,170 if the occupant is properly restrained 457 00:11:08,170 --> 00:11:10,889 if the occupant is properly restrained during a crash he may still be injured 458 00:11:10,889 --> 00:11:10,899 during a crash he may still be injured 459 00:11:10,899 --> 00:11:13,860 during a crash he may still be injured by the deceleration she encounters the 460 00:11:13,860 --> 00:11:13,870 by the deceleration she encounters the 461 00:11:13,870 --> 00:11:15,749 by the deceleration she encounters the severity of the injury received from a 462 00:11:15,749 --> 00:11:15,759 severity of the injury received from a 463 00:11:15,759 --> 00:11:18,119 severity of the injury received from a deceleration depends on the magnitude of 464 00:11:18,119 --> 00:11:18,129 deceleration depends on the magnitude of 465 00:11:18,129 --> 00:11:22,769 deceleration depends on the magnitude of the deceleration the rate at which it 466 00:11:22,769 --> 00:11:22,779 the deceleration the rate at which it 467 00:11:22,779 --> 00:11:24,689 the deceleration the rate at which it increases commonly called the rate of 468 00:11:24,689 --> 00:11:24,699 increases commonly called the rate of 469 00:11:24,699 --> 00:11:29,129 increases commonly called the rate of onset and the duration of the 470 00:11:29,129 --> 00:11:29,139 onset and the duration of the 471 00:11:29,139 --> 00:11:31,980 onset and the duration of the deceleration these conclusions were 472 00:11:31,980 --> 00:11:31,990 deceleration these conclusions were 473 00:11:31,990 --> 00:11:33,660 deceleration these conclusions were reached from the work of lieutenant 474 00:11:33,660 --> 00:11:33,670 reached from the work of lieutenant 475 00:11:33,670 --> 00:11:35,540 reached from the work of lieutenant colonel staff in the report entitled 476 00:11:35,540 --> 00:11:35,550 colonel staff in the report entitled 477 00:11:35,550 --> 00:11:38,629 colonel staff in the report entitled human exposures to linear deceleration 478 00:11:38,629 --> 00:11:38,639 human exposures to linear deceleration 479 00:11:38,639 --> 00:11:41,730 human exposures to linear deceleration in this study by staff tests were made 480 00:11:41,730 --> 00:11:41,740 in this study by staff tests were made 481 00:11:41,740 --> 00:11:43,829 in this study by staff tests were made with human beings carefully supported by 482 00:11:43,829 --> 00:11:43,839 with human beings carefully supported by 483 00:11:43,839 --> 00:11:45,629 with human beings carefully supported by specially designed seatbelt shoulder 484 00:11:45,629 --> 00:11:45,639 specially designed seatbelt shoulder 485 00:11:45,639 --> 00:11:48,929 specially designed seatbelt shoulder harness and leg straps under such 486 00:11:48,929 --> 00:11:48,939 harness and leg straps under such 487 00:11:48,939 --> 00:11:51,300 harness and leg straps under such conditions the experimenter subjected 488 00:11:51,300 --> 00:11:51,310 conditions the experimenter subjected 489 00:11:51,310 --> 00:11:53,369 conditions the experimenter subjected himself to a deceleration that had a 490 00:11:53,369 --> 00:11:53,379 himself to a deceleration that had a 491 00:11:53,379 --> 00:11:56,129 himself to a deceleration that had a maximum of forty seven G's the 492 00:11:56,129 --> 00:11:56,139 maximum of forty seven G's the 493 00:11:56,139 --> 00:11:59,519 maximum of forty seven G's the deceleration endured 4.2 28 seconds and 494 00:11:59,519 --> 00:11:59,529 deceleration endured 4.2 28 seconds and 495 00:11:59,529 --> 00:12:03,420 deceleration endured 4.2 28 seconds and had a rate of onset of 735 G's per 496 00:12:03,420 --> 00:12:03,430 had a rate of onset of 735 G's per 497 00:12:03,430 --> 00:12:06,170 had a rate of onset of 735 G's per second the resulting injuries were minor 498 00:12:06,170 --> 00:12:06,180 second the resulting injuries were minor 499 00:12:06,180 --> 00:12:08,660 second the resulting injuries were minor when the rate of onset increased from 500 00:12:08,660 --> 00:12:08,670 when the rate of onset increased from 501 00:12:08,670 --> 00:12:13,319 when the rate of onset increased from 735 to 1550 G's per second signs of 502 00:12:13,319 --> 00:12:13,329 735 to 1550 G's per second signs of 503 00:12:13,329 --> 00:12:15,960 735 to 1550 G's per second signs of shock were observed to obtain an 504 00:12:15,960 --> 00:12:15,970 shock were observed to obtain an 505 00:12:15,970 --> 00:12:17,370 shock were observed to obtain an indication of the injuries that may 506 00:12:17,370 --> 00:12:17,380 indication of the injuries that may 507 00:12:17,380 --> 00:12:18,689 indication of the injuries that may result from the decelerations 508 00:12:18,689 --> 00:12:18,699 result from the decelerations 509 00:12:18,699 --> 00:12:20,009 result from the decelerations encountered in these experimental 510 00:12:20,009 --> 00:12:20,019 encountered in these experimental 511 00:12:20,019 --> 00:12:22,499 encountered in these experimental crashes the deceleration zuv the rear 512 00:12:22,499 --> 00:12:22,509 crashes the deceleration zuv the rear 513 00:12:22,509 --> 00:12:25,050 crashes the deceleration zuv the rear dummies chest were measured these 514 00:12:25,050 --> 00:12:25,060 dummies chest were measured these 515 00:12:25,060 --> 00:12:26,639 dummies chest were measured these decelerations had about the same 516 00:12:26,639 --> 00:12:26,649 decelerations had about the same 517 00:12:26,649 --> 00:12:29,309 decelerations had about the same duration and the magnitudes were very 518 00:12:29,309 --> 00:12:29,319 duration and the magnitudes were very 519 00:12:29,319 --> 00:12:31,439 duration and the magnitudes were very little higher than those reported by 520 00:12:31,439 --> 00:12:31,449 little higher than those reported by 521 00:12:31,449 --> 00:12:34,860 little higher than those reported by staff a maximum deceleration of 50 G's 522 00:12:34,860 --> 00:12:34,870 staff a maximum deceleration of 50 G's 523 00:12:34,870 --> 00:12:36,660 staff a maximum deceleration of 50 G's was measured in the rear dummies chest 524 00:12:36,660 --> 00:12:36,670 was measured in the rear dummies chest 525 00:12:36,670 --> 00:12:40,079 was measured in the rear dummies chest in the 60 mile-per-hour crash the 526 00:12:40,079 --> 00:12:40,089 in the 60 mile-per-hour crash the 527 00:12:40,089 --> 00:12:41,850 in the 60 mile-per-hour crash the maximum full of the 47 mile-per-hour 528 00:12:41,850 --> 00:12:41,860 maximum full of the 47 mile-per-hour 529 00:12:41,860 --> 00:12:46,829 maximum full of the 47 mile-per-hour crash was 40 60 s and the maximum for 530 00:12:46,829 --> 00:12:46,839 crash was 40 60 s and the maximum for 531 00:12:46,839 --> 00:12:51,259 crash was 40 60 s and the maximum for the 42 mile-per-hour crash was 32 Gees 532 00:12:51,259 --> 00:12:51,269 the 42 mile-per-hour crash was 32 Gees 533 00:12:51,269 --> 00:12:53,730 the 42 mile-per-hour crash was 32 Gees from the standpoint of magnitude and 534 00:12:53,730 --> 00:12:53,740 from the standpoint of magnitude and 535 00:12:53,740 --> 00:12:56,220 from the standpoint of magnitude and duration these decelerations are within 536 00:12:56,220 --> 00:12:56,230 duration these decelerations are within 537 00:12:56,230 --> 00:12:58,110 duration these decelerations are within the tolerable limits established by 538 00:12:58,110 --> 00:12:58,120 the tolerable limits established by 539 00:12:58,120 --> 00:13:00,780 the tolerable limits established by steps worked however the rate at which 540 00:13:00,780 --> 00:13:00,790 steps worked however the rate at which 541 00:13:00,790 --> 00:13:02,429 steps worked however the rate at which the deceleration increases in these 542 00:13:02,429 --> 00:13:02,439 the deceleration increases in these 543 00:13:02,439 --> 00:13:04,050 the deceleration increases in these light airplane crashes 544 00:13:04,050 --> 00:13:04,060 light airplane crashes 545 00:13:04,060 --> 00:13:07,080 light airplane crashes buried from 2200 jeez per second for the 546 00:13:07,080 --> 00:13:07,090 buried from 2200 jeez per second for the 547 00:13:07,090 --> 00:13:12,090 buried from 2200 jeez per second for the 60 mile-per-hour crash to 950 for the 42 548 00:13:12,090 --> 00:13:12,100 60 mile-per-hour crash to 950 for the 42 549 00:13:12,100 --> 00:13:15,420 60 mile-per-hour crash to 950 for the 42 mile-per-hour crash it's expected that 550 00:13:15,420 --> 00:13:15,430 mile-per-hour crash it's expected that 551 00:13:15,430 --> 00:13:17,370 mile-per-hour crash it's expected that these high rates of onset would cause 552 00:13:17,370 --> 00:13:17,380 these high rates of onset would cause 553 00:13:17,380 --> 00:13:20,400 these high rates of onset would cause momentary unconsciousness it may be 554 00:13:20,400 --> 00:13:20,410 momentary unconsciousness it may be 555 00:13:20,410 --> 00:13:22,110 momentary unconsciousness it may be concluded therefore that the 556 00:13:22,110 --> 00:13:22,120 concluded therefore that the 557 00:13:22,120 --> 00:13:23,790 concluded therefore that the decelerations measured in these crashes 558 00:13:23,790 --> 00:13:23,800 decelerations measured in these crashes 559 00:13:23,800 --> 00:13:26,430 decelerations measured in these crashes are not large enough to fatally injure 560 00:13:26,430 --> 00:13:26,440 are not large enough to fatally injure 561 00:13:26,440 --> 00:13:30,990 are not large enough to fatally injure the occupant in the rear seat oddly 562 00:13:30,990 --> 00:13:31,000 the occupant in the rear seat oddly 563 00:13:31,000 --> 00:13:32,610 the occupant in the rear seat oddly enough the deceleration of the occupant 564 00:13:32,610 --> 00:13:32,620 enough the deceleration of the occupant 565 00:13:32,620 --> 00:13:34,530 enough the deceleration of the occupant during a crash is often higher than that 566 00:13:34,530 --> 00:13:34,540 during a crash is often higher than that 567 00:13:34,540 --> 00:13:36,870 during a crash is often higher than that of the fuselage floor this effect is 568 00:13:36,870 --> 00:13:36,880 of the fuselage floor this effect is 569 00:13:36,880 --> 00:13:38,430 of the fuselage floor this effect is shown in the following motion picture 570 00:13:38,430 --> 00:13:38,440 shown in the following motion picture 571 00:13:38,440 --> 00:13:40,560 shown in the following motion picture sequence in which the action is slowed 572 00:13:40,560 --> 00:13:40,570 sequence in which the action is slowed 573 00:13:40,570 --> 00:13:43,320 sequence in which the action is slowed to about one sixtieth of normal graphs 574 00:13:43,320 --> 00:13:43,330 to about one sixtieth of normal graphs 575 00:13:43,330 --> 00:13:44,880 to about one sixtieth of normal graphs of the deceleration of the chest and 576 00:13:44,880 --> 00:13:44,890 of the deceleration of the chest and 577 00:13:44,890 --> 00:13:46,920 of the deceleration of the chest and floor are superimposed over the motion 578 00:13:46,920 --> 00:13:46,930 floor are superimposed over the motion 579 00:13:46,930 --> 00:13:49,410 floor are superimposed over the motion picture these graphs developed in phase 580 00:13:49,410 --> 00:13:49,420 picture these graphs developed in phase 581 00:13:49,420 --> 00:13:55,920 picture these graphs developed in phase with the airplanes action notice that 582 00:13:55,920 --> 00:13:55,930 with the airplanes action notice that 583 00:13:55,930 --> 00:13:57,480 with the airplanes action notice that during the period that the seatbelt and 584 00:13:57,480 --> 00:13:57,490 during the period that the seatbelt and 585 00:13:57,490 --> 00:13:59,520 during the period that the seatbelt and harness stretch the dummy decelerates 586 00:13:59,520 --> 00:13:59,530 harness stretch the dummy decelerates 587 00:13:59,530 --> 00:14:01,640 harness stretch the dummy decelerates less than the fuselage floor under him 588 00:14:01,640 --> 00:14:01,650 less than the fuselage floor under him 589 00:14:01,650 --> 00:14:04,290 less than the fuselage floor under him during this period the dummy acquires 590 00:14:04,290 --> 00:14:04,300 during this period the dummy acquires 591 00:14:04,300 --> 00:14:06,330 during this period the dummy acquires velocity relative to the local airplane 592 00:14:06,330 --> 00:14:06,340 velocity relative to the local airplane 593 00:14:06,340 --> 00:14:08,700 velocity relative to the local airplane structure when the seatbelt and harness 594 00:14:08,700 --> 00:14:08,710 structure when the seatbelt and harness 595 00:14:08,710 --> 00:14:10,770 structure when the seatbelt and harness stretch is complete the passenger is 596 00:14:10,770 --> 00:14:10,780 stretch is complete the passenger is 597 00:14:10,780 --> 00:14:12,630 stretch is complete the passenger is decelerated rapidly to the speed of the 598 00:14:12,630 --> 00:14:12,640 decelerated rapidly to the speed of the 599 00:14:12,640 --> 00:14:15,240 decelerated rapidly to the speed of the airplane this causes the dummy to have 600 00:14:15,240 --> 00:14:15,250 airplane this causes the dummy to have 601 00:14:15,250 --> 00:14:17,070 airplane this causes the dummy to have larger peak decelerations than the 602 00:14:17,070 --> 00:14:17,080 larger peak decelerations than the 603 00:14:17,080 --> 00:14:19,500 larger peak decelerations than the fuselage floor the deceleration of the 604 00:14:19,500 --> 00:14:19,510 fuselage floor the deceleration of the 605 00:14:19,510 --> 00:14:21,960 fuselage floor the deceleration of the fuselage floor had a peak of 35 G's 606 00:14:21,960 --> 00:14:21,970 fuselage floor had a peak of 35 G's 607 00:14:21,970 --> 00:14:24,720 fuselage floor had a peak of 35 G's whereas the peak for the chest was 50 608 00:14:24,720 --> 00:14:24,730 whereas the peak for the chest was 50 609 00:14:24,730 --> 00:14:28,080 whereas the peak for the chest was 50 G's this increase in the chest 610 00:14:28,080 --> 00:14:28,090 G's this increase in the chest 611 00:14:28,090 --> 00:14:30,030 G's this increase in the chest deceleration over that of the fuselage 612 00:14:30,030 --> 00:14:30,040 deceleration over that of the fuselage 613 00:14:30,040 --> 00:14:32,610 deceleration over that of the fuselage floor was also found in the 47 614 00:14:32,610 --> 00:14:32,620 floor was also found in the 47 615 00:14:32,620 --> 00:14:34,650 floor was also found in the 47 mile-per-hour crash when the dummy was 616 00:14:34,650 --> 00:14:34,660 mile-per-hour crash when the dummy was 617 00:14:34,660 --> 00:14:37,140 mile-per-hour crash when the dummy was restrained only by a seatbelt this 618 00:14:37,140 --> 00:14:37,150 restrained only by a seatbelt this 619 00:14:37,150 --> 00:14:39,000 restrained only by a seatbelt this amplification of peak decelerations 620 00:14:39,000 --> 00:14:39,010 amplification of peak decelerations 621 00:14:39,010 --> 00:14:41,460 amplification of peak decelerations maybe even greater if the seatbelt in 622 00:14:41,460 --> 00:14:41,470 maybe even greater if the seatbelt in 623 00:14:41,470 --> 00:14:43,260 maybe even greater if the seatbelt in shoulder harness our slack when the 624 00:14:43,260 --> 00:14:43,270 shoulder harness our slack when the 625 00:14:43,270 --> 00:14:46,140 shoulder harness our slack when the crash occurs the slack and stretch in 626 00:14:46,140 --> 00:14:46,150 crash occurs the slack and stretch in 627 00:14:46,150 --> 00:14:48,180 crash occurs the slack and stretch in these members may cause failure of the 628 00:14:48,180 --> 00:14:48,190 these members may cause failure of the 629 00:14:48,190 --> 00:14:50,400 these members may cause failure of the seatbelt and harness as a result of the 630 00:14:50,400 --> 00:14:50,410 seatbelt and harness as a result of the 631 00:14:50,410 --> 00:14:52,610 seatbelt and harness as a result of the high crash deceleration loads produced 632 00:14:52,610 --> 00:14:52,620 high crash deceleration loads produced 633 00:14:52,620 --> 00:14:55,470 high crash deceleration loads produced the deceleration imposed on the occupant 634 00:14:55,470 --> 00:14:55,480 the deceleration imposed on the occupant 635 00:14:55,480 --> 00:14:57,810 the deceleration imposed on the occupant and his restraints depends on the 636 00:14:57,810 --> 00:14:57,820 and his restraints depends on the 637 00:14:57,820 --> 00:15:00,840 and his restraints depends on the deceleration of the fuselage floor the 638 00:15:00,840 --> 00:15:00,850 deceleration of the fuselage floor the 639 00:15:00,850 --> 00:15:02,700 deceleration of the fuselage floor the deceleration of the fuselage floor in 640 00:15:02,700 --> 00:15:02,710 deceleration of the fuselage floor in 641 00:15:02,710 --> 00:15:04,800 deceleration of the fuselage floor in turn depends on the strength of the 642 00:15:04,800 --> 00:15:04,810 turn depends on the strength of the 643 00:15:04,810 --> 00:15:06,930 turn depends on the strength of the airplane structure and the distribution 644 00:15:06,930 --> 00:15:06,940 airplane structure and the distribution 645 00:15:06,940 --> 00:15:09,960 airplane structure and the distribution of the airplane wait in the 47 646 00:15:09,960 --> 00:15:09,970 of the airplane wait in the 47 647 00:15:09,970 --> 00:15:12,060 of the airplane wait in the 47 mile-per-hour crash shown at about 140 648 00:15:12,060 --> 00:15:12,070 mile-per-hour crash shown at about 140 649 00:15:12,070 --> 00:15:13,920 mile-per-hour crash shown at about 140 eighth of normal speed notice how the 650 00:15:13,920 --> 00:15:13,930 eighth of normal speed notice how the 651 00:15:13,930 --> 00:15:15,540 eighth of normal speed notice how the deceleration of the fuselage floor 652 00:15:15,540 --> 00:15:15,550 deceleration of the fuselage floor 653 00:15:15,550 --> 00:15:17,460 deceleration of the fuselage floor reaches successive Peaks 654 00:15:17,460 --> 00:15:17,470 reaches successive Peaks 655 00:15:17,470 --> 00:15:19,170 reaches successive Peaks every time a main structural element 656 00:15:19,170 --> 00:15:19,180 every time a main structural element 657 00:15:19,180 --> 00:15:20,820 every time a main structural element supports the crash load a peak 658 00:15:20,820 --> 00:15:20,830 supports the crash load a peak 659 00:15:20,830 --> 00:15:22,860 supports the crash load a peak deceleration occurs when the loaded 660 00:15:22,860 --> 00:15:22,870 deceleration occurs when the loaded 661 00:15:22,870 --> 00:15:24,620 deceleration occurs when the loaded structure breaks the deceleration drops 662 00:15:24,620 --> 00:15:24,630 structure breaks the deceleration drops 663 00:15:24,630 --> 00:15:27,090 structure breaks the deceleration drops the maximum deceleration of the cockpit 664 00:15:27,090 --> 00:15:27,100 the maximum deceleration of the cockpit 665 00:15:27,100 --> 00:15:29,400 the maximum deceleration of the cockpit therefore depends directly on the 666 00:15:29,400 --> 00:15:29,410 therefore depends directly on the 667 00:15:29,410 --> 00:15:31,500 therefore depends directly on the strength of the structure as long as the 668 00:15:31,500 --> 00:15:31,510 strength of the structure as long as the 669 00:15:31,510 --> 00:15:33,740 strength of the structure as long as the cockpit has not collapsed completely 670 00:15:33,740 --> 00:15:33,750 cockpit has not collapsed completely 671 00:15:33,750 --> 00:15:36,330 cockpit has not collapsed completely this is illustrated by a comparison of 672 00:15:36,330 --> 00:15:36,340 this is illustrated by a comparison of 673 00:15:36,340 --> 00:15:38,730 this is illustrated by a comparison of the maximum decelerations measured in 674 00:15:38,730 --> 00:15:38,740 the maximum decelerations measured in 675 00:15:38,740 --> 00:15:45,090 the maximum decelerations measured in the 60 and 47 mile-per-hour crashes with 676 00:15:45,090 --> 00:15:45,100 the 60 and 47 mile-per-hour crashes with 677 00:15:45,100 --> 00:15:48,300 the 60 and 47 mile-per-hour crashes with those of the 42 mile-per-hour crash the 678 00:15:48,300 --> 00:15:48,310 those of the 42 mile-per-hour crash the 679 00:15:48,310 --> 00:15:50,280 those of the 42 mile-per-hour crash the maximum deceleration in all cases is 680 00:15:50,280 --> 00:15:50,290 maximum deceleration in all cases is 681 00:15:50,290 --> 00:15:54,210 maximum deceleration in all cases is about the same ranging between 26 and 33 682 00:15:54,210 --> 00:15:54,220 about the same ranging between 26 and 33 683 00:15:54,220 --> 00:15:57,360 about the same ranging between 26 and 33 jeans these decelerations represent the 684 00:15:57,360 --> 00:15:57,370 jeans these decelerations represent the 685 00:15:57,370 --> 00:15:59,280 jeans these decelerations represent the maximum load that the airplane structure 686 00:15:59,280 --> 00:15:59,290 maximum load that the airplane structure 687 00:15:59,290 --> 00:16:04,440 maximum load that the airplane structure can support the higher kinetic energy of 688 00:16:04,440 --> 00:16:04,450 can support the higher kinetic energy of 689 00:16:04,450 --> 00:16:06,990 can support the higher kinetic energy of the higher speed crash is dissipated by 690 00:16:06,990 --> 00:16:07,000 the higher speed crash is dissipated by 691 00:16:07,000 --> 00:16:08,940 the higher speed crash is dissipated by more extensive crushing of this fuselage 692 00:16:08,940 --> 00:16:08,950 more extensive crushing of this fuselage 693 00:16:08,950 --> 00:16:11,490 more extensive crushing of this fuselage force structure this increase in the 694 00:16:11,490 --> 00:16:11,500 force structure this increase in the 695 00:16:11,500 --> 00:16:13,170 force structure this increase in the crumpling of the fuselage for structure 696 00:16:13,170 --> 00:16:13,180 crumpling of the fuselage for structure 697 00:16:13,180 --> 00:16:15,300 crumpling of the fuselage for structure increases the time during which the 698 00:16:15,300 --> 00:16:15,310 increases the time during which the 699 00:16:15,310 --> 00:16:21,090 increases the time during which the cockpit decelerations exist the extent 700 00:16:21,090 --> 00:16:21,100 cockpit decelerations exist the extent 701 00:16:21,100 --> 00:16:22,410 cockpit decelerations exist the extent to which the crumpling of the fuselage 702 00:16:22,410 --> 00:16:22,420 to which the crumpling of the fuselage 703 00:16:22,420 --> 00:16:24,330 to which the crumpling of the fuselage force structure reduces the deceleration 704 00:16:24,330 --> 00:16:24,340 force structure reduces the deceleration 705 00:16:24,340 --> 00:16:26,970 force structure reduces the deceleration applied to the cockpit floor can be seen 706 00:16:26,970 --> 00:16:26,980 applied to the cockpit floor can be seen 707 00:16:26,980 --> 00:16:28,680 applied to the cockpit floor can be seen by comparing the deceleration of the 708 00:16:28,680 --> 00:16:28,690 by comparing the deceleration of the 709 00:16:28,690 --> 00:16:30,810 by comparing the deceleration of the engine with that of the fuselage floor 710 00:16:30,810 --> 00:16:30,820 engine with that of the fuselage floor 711 00:16:30,820 --> 00:16:34,230 engine with that of the fuselage floor in the 60 mile-per-hour crash notice in 712 00:16:34,230 --> 00:16:34,240 in the 60 mile-per-hour crash notice in 713 00:16:34,240 --> 00:16:36,180 in the 60 mile-per-hour crash notice in the next motion picture sequence that 714 00:16:36,180 --> 00:16:36,190 the next motion picture sequence that 715 00:16:36,190 --> 00:16:38,010 the next motion picture sequence that the engine deceleration Rises 716 00:16:38,010 --> 00:16:38,020 the engine deceleration Rises 717 00:16:38,020 --> 00:16:40,380 the engine deceleration Rises immediately upon impact whereas the 718 00:16:40,380 --> 00:16:40,390 immediately upon impact whereas the 719 00:16:40,390 --> 00:16:43,050 immediately upon impact whereas the floor deceleration Rises gradually until 720 00:16:43,050 --> 00:16:43,060 floor deceleration Rises gradually until 721 00:16:43,060 --> 00:16:45,060 floor deceleration Rises gradually until extensive crumpling of the fuselage for 722 00:16:45,060 --> 00:16:45,070 extensive crumpling of the fuselage for 723 00:16:45,070 --> 00:16:48,270 extensive crumpling of the fuselage for structure has taken place this crumpling 724 00:16:48,270 --> 00:16:48,280 structure has taken place this crumpling 725 00:16:48,280 --> 00:16:50,340 structure has taken place this crumpling of the fuselage absorbs a considerable 726 00:16:50,340 --> 00:16:50,350 of the fuselage absorbs a considerable 727 00:16:50,350 --> 00:16:52,980 of the fuselage absorbs a considerable portion of the crash energy when the 728 00:16:52,980 --> 00:16:52,990 portion of the crash energy when the 729 00:16:52,990 --> 00:16:54,510 portion of the crash energy when the force structure has crumpled and the 730 00:16:54,510 --> 00:16:54,520 force structure has crumpled and the 731 00:16:54,520 --> 00:16:56,340 force structure has crumpled and the load is applied directly to the fuselage 732 00:16:56,340 --> 00:16:56,350 load is applied directly to the fuselage 733 00:16:56,350 --> 00:16:59,310 load is applied directly to the fuselage floor the engine and floor decelerate at 734 00:16:59,310 --> 00:16:59,320 floor the engine and floor decelerate at 735 00:16:59,320 --> 00:17:05,070 floor the engine and floor decelerate at about the same rate the pig deceleration 736 00:17:05,070 --> 00:17:05,080 about the same rate the pig deceleration 737 00:17:05,080 --> 00:17:07,680 about the same rate the pig deceleration of the engine was 62 jeez while the 738 00:17:07,680 --> 00:17:07,690 of the engine was 62 jeez while the 739 00:17:07,690 --> 00:17:12,990 of the engine was 62 jeez while the floor had a peak of only 35 G's for this 740 00:17:12,990 --> 00:17:13,000 floor had a peak of only 35 G's for this 741 00:17:13,000 --> 00:17:15,360 floor had a peak of only 35 G's for this reason it's desirable to place as much 742 00:17:15,360 --> 00:17:15,370 reason it's desirable to place as much 743 00:17:15,370 --> 00:17:17,310 reason it's desirable to place as much of the airplane as possible forward of 744 00:17:17,310 --> 00:17:17,320 of the airplane as possible forward of 745 00:17:17,320 --> 00:17:19,500 of the airplane as possible forward of the cockpit this arrangement has two 746 00:17:19,500 --> 00:17:19,510 the cockpit this arrangement has two 747 00:17:19,510 --> 00:17:22,380 the cockpit this arrangement has two principal advantages first it places 748 00:17:22,380 --> 00:17:22,390 principal advantages first it places 749 00:17:22,390 --> 00:17:24,240 principal advantages first it places much of the airplane structure in front 750 00:17:24,240 --> 00:17:24,250 much of the airplane structure in front 751 00:17:24,250 --> 00:17:26,460 much of the airplane structure in front of the cockpit to crumple and cushion 752 00:17:26,460 --> 00:17:26,470 of the cockpit to crumple and cushion 753 00:17:26,470 --> 00:17:30,210 of the cockpit to crumple and cushion the crash flow and second it places much 754 00:17:30,210 --> 00:17:30,220 the crash flow and second it places much 755 00:17:30,220 --> 00:17:31,380 the crash flow and second it places much of the airplane mass 756 00:17:31,380 --> 00:17:31,390 of the airplane mass 757 00:17:31,390 --> 00:17:34,860 of the airplane mass front of the cockpit by reducing the 758 00:17:34,860 --> 00:17:34,870 front of the cockpit by reducing the 759 00:17:34,870 --> 00:17:37,140 front of the cockpit by reducing the mass behind the cockpit the load on the 760 00:17:37,140 --> 00:17:37,150 mass behind the cockpit the load on the 761 00:17:37,150 --> 00:17:39,660 mass behind the cockpit the load on the cockpit structure is reduced and failure 762 00:17:39,660 --> 00:17:39,670 cockpit structure is reduced and failure 763 00:17:39,670 --> 00:17:41,610 cockpit structure is reduced and failure of this structure is less likely in a 764 00:17:41,610 --> 00:17:41,620 of this structure is less likely in a 765 00:17:41,620 --> 00:17:45,000 of this structure is less likely in a crash it may be concluded therefore that 766 00:17:45,000 --> 00:17:45,010 crash it may be concluded therefore that 767 00:17:45,010 --> 00:17:46,860 crash it may be concluded therefore that the chances of surviving a crash are 768 00:17:46,860 --> 00:17:46,870 the chances of surviving a crash are 769 00:17:46,870 --> 00:17:49,380 the chances of surviving a crash are better if both the seat belt and the 770 00:17:49,380 --> 00:17:49,390 better if both the seat belt and the 771 00:17:49,390 --> 00:17:51,090 better if both the seat belt and the shoulder harness of proper design are 772 00:17:51,090 --> 00:17:51,100 shoulder harness of proper design are 773 00:17:51,100 --> 00:17:54,000 shoulder harness of proper design are used the chances of impact survival are 774 00:17:54,000 --> 00:17:54,010 used the chances of impact survival are 775 00:17:54,010 --> 00:17:56,430 used the chances of impact survival are also better if the airplane has much of 776 00:17:56,430 --> 00:17:56,440 also better if the airplane has much of 777 00:17:56,440 --> 00:17:58,710 also better if the airplane has much of its structure and mass ahead of the 778 00:17:58,710 --> 00:17:58,720 its structure and mass ahead of the 779 00:17:58,720 --> 00:18:01,830 its structure and mass ahead of the cockpit the information presented in 780 00:18:01,830 --> 00:18:01,840 cockpit the information presented in 781 00:18:01,840 --> 00:18:04,470 cockpit the information presented in this motion picture is reported in NAC a 782 00:18:04,470 --> 00:18:04,480 this motion picture is reported in NAC a 783 00:18:04,480 --> 00:18:07,710 this motion picture is reported in NAC a technical note 2991 entitled 784 00:18:07,710 --> 00:18:07,720 technical note 2991 entitled 785 00:18:07,720 --> 00:18:09,540 technical note 2991 entitled accelerations and passenger harness 786 00:18:09,540 --> 00:18:09,550 accelerations and passenger harness 787 00:18:09,550 --> 00:18:11,820 accelerations and passenger harness loads measured in full-scale light 788 00:18:11,820 --> 00:18:11,830 loads measured in full-scale light 789 00:18:11,830 --> 00:18:14,790 loads measured in full-scale light airplane crashes