Expt.

M-13,pago 1

EL CAMINO COLLEGE
Physics 1A Laboratory
M-13
LINEAR MOTION WITH VARYING ACCELERATION

OBJECTIVE: To graph experimentally the displacement, velocity,and

acceleration of a body moving with non-constant acceleration.

EQUIPMENT: Car (Hall's carriage with spark clectrode), track,

wweights,pulleys,spark generator,waxed tape (all previously set up). Plastic
rules, French curves.Student to provide: 1 or 2 sheets of good
quality,finely divided graph paper (smallest squares 1 mm or.05";1"
squared paper will not serve.) Bring your calculator.(Actually a slide rule is
faster in this expt. if you know how to use one.)

THEORY:

To study the motion of a body,we need to mark the body's position at known
times.Three simple ways of doing this are widely used in experimental physics.
(1)Photographing the body with a stroboscopic light source to show the body's
position at known times;velocities and accelerations of the body can be calculated
from measurements on the photograph.(2)Doppler Effect: bouncing
electromagnetic pulses off the body at fixed time intervals;by comparing the
frequency of the reflected and incident pulses,we can find the velocity of the body
at known times.(3)Spark timing:creating a timed,high-voltage spark between the
moving body and a reference surface, so that positions of the body are recorded at
known times on the reference surface.

Of these three methods,the first two are impractical with students and lab facilities
at the 1A level, and we therefore use the third method.Figure 1 shows a schematic
representation of the apparatus. Mass mu is connected by string S to accelerate car
C on low friction metal (conducting) guide rails. The cart is also connected with a
rubber band (R) to a fixed point. Below and to one side of the cart is a long,tightly
stretched strip of waxed tape that rests directly on top of a long piece of fine wire
connected to one terminal of a high-voltage spark source. A fine metal point is
attached to a metal bracket which in turn is attached to an insulator on one side of
the car.The fine metal point makes a running contact just above the waxed
tape,almost touching it. The metal bracket, in turn,almost contacts a long,parallel to
the track,hidden electrode that is connected to the other terminal of the high-
voltage power supply.
Expt.
M-13,page 2The high-voltage (around 5000 V) generator puts out a pulse of short duration
every 1.0/60 sec.One terminal of V is connected o S (and P), and the other terminal to wire W
under the waxed tape. At every 1/60 sec, as the pulse occurs between S and W,a spark jumps
the gap between P and W,leaving a small spot on the waxed tape. Thus, after the car has
made its trip,we have a record on the waxed tape, Figure 2, of the position of point P attached
to the car at times t=0,t=1.0/60s,t=2.0/60s,ctc.
 Expt.M-13,pago 1

When the car is released from rest, the rubber-band cord,R,attached to the rear of the car,is
slack,and the car moves with practically constant acceleration toward the right,caused by the
hanging weight (neglecting a small irregular friction force). When the rubber-band cord
becomes taut,somewhere near the middle of the track, it causes a variable force to start
pulling back on the car (in this case a force that increases with displacement),and the
acceleration of the car decreases.(Where does the acceleration become zero? Think about
this!) We are using a rubber-band cord to provide a non-constant force (instead of something
like a spring)because its mass is negligible compared with the mass of the car.

Displacements

Suppose,as shown in Figure 2,that we mark points on the tape 1,2,3,...indicating positions of
the car at times 1.0/60 s, 2.0/60 s, 3.0/60 s, etc. We can take thet=0position,where we start
counting time on our graphs,at any point we like,and so we will taket=0at the first clear point
on the tape (the first three or four spots are so close together that they are blurred and
unmeasurable). We measure the displacements,x1,X2,Xy.from thex=0position to point
x=0to point 2,x=0to point 3,etc.,x=0being the point where we are takingt=0.1,

Velocities

We want to find the instantancous velocity of the car at various times. Obviously we cannot
measure an instantaneous velocity directly,because this would require us to measure an
infinitesimal dx and dt. We can measure only finite Ax and At,and then find average velocity in
an interval=Δx/At. Will this give us the instantaneous velocity at the mid-time point of the
interval? Yes,it will, if the acceleration is constant (velocity changing uniformly).For
example,we can find the instantaneous v att=5.5/60s from avg.v between t=5.0/60 and
t=6.0/60s,which is found from(Δxs-6)/(Δtss)=(x6-xs)/(t6-ts)

This method does not give a very accurate value of the instantancous velocity at any time because
there are very large% errors in measuring small intervals Δx (or subtractingx6-Xs)between spots
almost 1 mm in size and only 5 mm apart on the tape. Greater accuracy would obviously be obtained
by measuring a larger interval,such as Δx from 3 to 8 and usingΔt=5.0/60s.Then(Δx3.s)/(Δt3-8)
would give a more accurate value ofVindartan att=5.5/60s,ifhe acceleration is
constant,than (Δxs-s)/(Δtse).
METHOD,THEORY(continued)

But the acceleration is not constant in part of the car's motion in this experiment, and then
it is only approximately true that v at the mid-time of the interval is equal to the average
velocity in the interval. This approximation is more accurate the smaller we take the
interval---this is unfortunate,because the smaller we take the interval,the larger the error
we make in finding v from Δx/Δt. But,fortunately, the errors in v's in successive intervals
will partially compensate each other. If x3 (say) is measured a little too large,and Xy and xa
are measured correctly,then Axy-2 will be a little too large,giving a slightly high velocity at
t=2.5/60, and Δx4.3 will be a little too small,giving a slightly low velocity a t=3.5/60. When
the v's are plotted, the best graph will go between the points. (Will the same
compensation occur if the spark comes a little early in one interval anda little late in the
next?)

Because the acceleration is not constant through part of the motion in this experiment,we
will use the smallest intervals possible to calculate our instantaneous velocities, for example:
Instantaneous velocity at t=5.5/60s=(Δxs-s)/(Δt6-s),and similarly for all other intervals.

Accelerations
 Expt.M-13,pago 1

The accelerations at different times 0, 1.0/60 s, 2.0/60 s could be found from the
definition:[average acceleration in an interval]= [Δv/At for the interval]. If the acceleration
is changing (not too erratically), then to a good approximation the average acceleration
over the interval will be the instantancous acceleration at the mid-time of the interval.
Thus, for example,

[Instantancous accel. 合 t=5.0/60s]=(Δvss4s)/(Δtss4s)=(Vss-V4s)/(5.5/60-4.5/60).

Although this method is approximately correct in principle, it gives very poor results
experimentally because of the large errors that result from subtracting two closely equal
velocities whose difference is not a lot larger than the sum of their errors,---something like
(160±5)-(140±5),which=(20±10)(±50% error). This is obviously not a good way to treat
experimental data.

A much better way to find the accelerations is

to plot a graph of the v's calculated from the
measurements at the corresponding t's, and
draw the best smooth curve for straight line,if
accel.is const.)through the points.We eliminate
the large random errors in the v's when we find
the acceleration at any particular t by finding
the slope of the graph at that time. Figure 3
shows the method---e.g.,to find the
acceleration of the car at t=20/60 s,we draw
the best tangent (judging by eye while
adjusting a rule touching the curve at that
abscissa). Then by drawing a fairly large slope
triangle on this tangent,we can read Δv and At
accurately
enough (3 figures) to find the acceleration to
about 5% accuracy--considerably greater
accuracy than can be obtained by any
calculation done directly from the data. (The
error in drawing a proper tangent at any point
on a curve by eye is much less than you would
suppose if you have never tried it.) Figure
4shows how NOT to find the slope at a point
on the curve.Do NOT draw a very small
triangle using the curve as the
hypotenuse;this makes a pseudo-triangle so
small that you cannot measure Δv and At
accurately. It's also BAD FORM.Figure 3 shows
the correct way.

PROCEDURE-OBTAINING THE TAPE OF x(t).

The equipment is already set up as in Figure 1 (but with a second pulley higher up, not
shown, to give mass m: a greater drop). Each student should run and measure his/her own
tape.The technician has set the rubber-band length and hanging mass before the lab in
accordance with the instructor's directions; do not change these. (Ask the instructor if you
think the length of the rubber band needs adjustment to make a better tape; it should
become taut about half-way across the run.)

Record the apparatus number (#1,2, or 3); the instructor has to know this to check your
 Expt.M-13,pago 1

results. Also record the values of hanging mass (m2) and car mass(m).

CAUTION-WHEN YOU PUSH DOWN THE INSULATED

SWITCH ON THE HIGH-VOLTAGE GENERATOR,PUSH WITH
YOUR FINGER EXTENDED AND KEEP THE REST OF YOUR
HAND AND YOUR BODY AWAY FROM THE GENERATOR
AND AWAY FROM THE METAL PARTS OF THE APPARATUS.
(Shocks are not dangerous but unpleasant.)

Stretch thetape tight and clip it. Set the hinge to hold the car at its starting position. Be sure (do we
need to say it?-it seems so) that the string is on the pulleys,and that the rubber band will not foul
on something.Push the spark switch down an instant before you release the car,and hold it down
until the car reaches the far end; then let it up immediately to avoid getting rebound spots on the
tape,which will make it hard to interpret. You may be able to manage better if you have another
student operate the switch while you handle the car. Mark START on the proper end of the tape
after you detach it---it's rather easy to confuse the START and FINISH ends when you go to measure
the tape. Also, before removing your tape,mark the location (time) on the tape where Fnebertand
= mug, as well as the time (to) where the rubber band just begins to stretch.

Check that your tape has no more than 1 or 2 missing spark-spots for you'll need to estimate the
positions for the missing spots, and put them in. If there are too many missing spots,a new tape
will have to be made.
PROCEDURE-CAICULATIONS.Use egs units throughout.

1. Mark spots on the tape 0,1,2,3... to indicate the position of the car at times 0, 1.0/60
s,2.0/60,3.0/60....Take the zero time at the first clear point. It makes no difference to the
results whetherv=0,or some other value, at t=0.Put masking tape on each end of your tape to
hold it flat while you measure. Place a meter stick (on its edge, of course, to reduce parallax
error) with its zero at the t=0 point on the tape. Record the displacements of each spot
directly from the meter stick,reading the spot center to the nearest ±0.02 cm,if you can. (If
not,try for the nearest 0.03 cm--of course, the spots are larger than 0.3 mm,but you'll have to
use judgment and good sense to read the center of each spot.) It is NOT GOOD ENOUGH to
read to the nearest 0.1 cm (nearest mm); if you do this,you will be wasting your time because
you will need to read all the displacements over again.

You will make fewer errors in reading the displacements, and do it faster, if youcan avoid
looking up from the tape while reading; it works best to write each displacement (in
cm)beside the spot on the tape (e.g., 0,,30,,61,,93,1.26....) and then,when all the readings
are made, transfer all of them to the data sheet.[All of this should take about 20 min.] On the
data sheet,show your estimated absolute error in xi and Xy,in Xu andX12,etc.,as indicated on
the data sheet. This error will probably be the sme throughout.Don't bother recording the
error in all the x's;that is a waste of time.

2. Calculate the instantancous velocity of the car at times 0.5/60 s, 1.5/60 s, 2.5/60 s..... as
discussed under THEORY,above. These calculations go in the Δx and v columns on the data
sheet. Calculating the v's at the midpoints of all the intervals is a rather tedious job,but after
you get into the pattern, you can probably do all of them in 15-20 min.

Errors: Find the absolute error in every tenth Δx (where ± is shown) from the estimated
absolute errors in the x's, and find the % errors in these (Δx)'s. Then find the % errors in the
v's. (Take the % error in the spark-timer intervals to be ±3%).(Leave these error calculations
until later,so that you can get on with plotting the v(t) graph during the lab period.)
 Expt.M-13,pago 1

3. On a sheet of finely divided cm or inch graph paper (smallest squares should be 1 mm

or.05in;Do not use1/4" squared paper.),put TIME coordinates along the long axis. On the left-
side short axis, put scales for x and v, and on the right-side short axis will go the acceleration
scale. Use different colors for each. Choose scales for x and v to fill the page as much as
possible, but don't use inconvenient divisions because that will make it very tiresome to find
Av's to calculate the slopes to find accelerations. For the x and v,zero will be at the lower left.
For acceleration (a),zero will be near the middle of the scale.See sample graphs shown in class.

Plot graphs for x(t) and v(t). Do v(t) first, leave x(t) till later. [For x(t), it's enough to plot just
every other reading---you won't need all 40 or 50 x's to get a smooth curve.] When you plot
v(t),you will probably find that the points are widely scattered,especially near the peak of the
curve. You will have to use sound judgment to put the best-fit curve through the
points. Also note that the intercept of v(t) is very likely NOT zero.(Why not?) Assume
that the acceleration is CONSTANT from the start up to the time when the rubber
band starts to act; mark this time as tan on your abscissa scale. (Actually,track friction
may vary and make the acceleration vary a little, but neglect this effect and put the
best straight line for v from t=0 to tm)

For the curved part of the v(t)graph,you must draw the curve with a French curve.If
you try to draw it free hand,you will get hopeless results for the accelerations.(Even
though a curve you draw free hand may look smooth to you, it will curve in a way that a
physical quantity cannot vary---with higher derivatives not equal to zero. The French
curve insures continuity in the slope of the tangent as you slide the curve around to fit
the points,if you do it with reasonable skill.)

Follow the rules of Lesson 4 about plotting graphs. Label axes,show units,and label the
curves so that the instructor (or any other observer) can see immediately which curve
is x(t),which is v(t) and which is a(t). Use a sharp pencil to draw the curves and a fine
pen to ink over the pencil. Show the plotted points clearly so that they won't be
obliterated by the curves.

4. Find the acceleration of the car during the first period(before rubber band starts to
act) by drawing a large slope triangle on the straight-line v(t) graph you drew for this
period.Show the error estimates for the sides of this triangle. Show the slope
calculation and the error in the slope (as in Expt.M-4).

Find the acceleration at 8 or 9 points (times) after the rubber band starts to act. You may do
these by sketching light slope triangles (big!) on tangents to the curve. It's not necessary to
show Δv,Δt,errors, etc., on these triangles unless you want to doso for your own
convenience; the instructor will assume that you measured the sides as accurately as
possible and calculated the slopes to get values of acceleration at each time. It seems
obvious,without saying it (but we'll say it, anyway), that you need to find several
accelerations in the region where v is changing fast, and not so many where v is changing
slowly. Record the times where you calculate accelerations, and the accelerations,on the
data sheet.Calculate all accelerations in cm/s? [not in awkward units like cm/s/(s/60)]. Since
the a's will be positive during the initial period and negative later, put the zero somewhere
near the middle of your a scale on the graph. Put a dotted vertical line on your graph at the
abscissa where the rubber band starts to act (tan).

Your values of a are likely to show a lot of variation because of the scatter of v's on the v(t)
curve and the difficulty of drawing the best curve. You will have to use your understanding of
the physics of the system to help you in drawing a sensible graph of a(t)---e.g.,the force back
 Expt.M-13,pago 1

on the car increases steadily after the rubber band starts to act. What does this mean about
points of inflexion in the graph of a(t)? (But there may be enough friction to show some
effect on the acceleration also.)

5. Choose a value of t from your data after the rubber band starts to act. Mark this time as t1on
your abscissa scale. Choose t: such that the acceleration is between +300 and-500cm/s.Draw an
ordinate at ti to intersect your acceleration graph,and find the a at this ti.
Show this acceleration on the graph at ti. From this acceleration and the known masses of the
system,calculate the rubber-band force on the car at this time.(You won't make the ugly
mistake,will you, of taking the tension in the string to be the same as the dropping weight ?)

For your calculation,take acceleration positive in the direction the car is moving; of course,your
acceleration may be negative if the rubber-band force has become large enough. Show force
diagrams and method on the data sheet.

6. Draw one slope triangle at some clearly marked time on your displacement curve,
x(t).Compare the velocity you calculate at this time(from the triangle) with the velocity on your
v(t)graph at this time.

7. Calculate from mechanics what the acceleration of the car should be at the instant after it is
released,using the known masses of the system.(You could get the result from your calculation
in Item 5,or just solve the problem again.) Compare this result with the initial acceleration on
your a(t) graph.

8. Explain the shape of your a(t) graph in terms of forces on the car.(Say something that shows
some thought or inspection---not something completely obvious,like "acceleration toward the
right begins to decrease after the rubber-band force starts to act." You might want to comment
on the question: Is the a(t) graph discontinuous at taa? or Is | da/dt increasing or decreasing
after tas,and why?

See the next 3 pages for guidelines in using Excel for parts 2,3,and 4.
Using EXCEL 2000-M-13: In what follows,some familiarity with spreadsheets is assumed.
Specific details concerning keystrokes, given below, are for Excel
2000.
The following may be done in place of Parts 2, 3, and 4 on the data sheet. You
must,however,complete the "±error" on your data sheet by hand. (Use LANDSCAPE
ORIENTATION for the chart. This is selectable in Print Preyiew.)

SHEET 1: NOTE: You'll have to widen the column (see M-4 for
instructions) so the text will fit in the top cell of each column.
You may also wish to use 8 point font size, at least for the text.

Column A: Al: time (sec/60) In

A2,A3,A4,...A(n+2) enter 0,1,2,...n where n is
the number of data points.
Column B: B1: displacement (cm) B2:0,B3:x at
t=1/60 sec,B4:x at t=2/60 sec,... Be sure to let "O"
be the first clear data point on your tape. This
may occur several centimeters after the initial
point. Also if you notice any absent data points
you'll have to interpolate using the data points
just before and after the missing point. If you have
more than 2 or 3 data points,make a new tape.
 Expt.M-13,pago 1

Column C: C1: velfindisp(cm/sec) C2: +(B3-

B2)*60. Note: this calculates the average velocity
In the interval from 0 to 1/60 sec. Copy this
formula into C3,C4,...C(n+1).(See M-4 for
instructions.)
Column D: D1: velave (cm/sec) D2: +(C2+C3)/2.
Note: this actually calculates the average velocity in
the interval fromt=0to 2/60 sec. The purpose of this
is to minimize the effects of errors in the nature of
spark timing and in reading the tape. Copy this
formula into D3,D4,D5,...D(n). Note: this is D(n), not
D(n+1) or D(n+2).

Column E: E1: velfmpoly(cm/sec)

Column F: F1: acceleration(cm/sec2)
(Note: If you've never used Excel for graphing,see the note on graphing
in M-4,in this lab manual,as well as the following instructions.)

CHART It is now time to chart the“raw"data.

1) Select cells A2 through B(n). Hold down the Ctrl key, and select D2 to D(n).

2) Click Insert, Chart. This will open to the Chart Wizard,

Step 1 of 4; select XY Scatter,then next;
Step 2 of 4; Range is already selected in step 1)above,so click on next;
Step 3 of 4; Title; Chart Title: Distance and Velocity vs.Time
(X)Axis: Time (sec/60)
(Y)Axis: None
Gridline,Select major gridlines for both the X- and Y-Axes,
Select minor gridlines for both the X- and Y-Axes,
Legend,Click Legend on, then next;
Step 4 of 4; select As a new sheet,then Finish.
Place cursor on any velocity data point in the graph and right click.Add
Trendline,Polynomial,then increase order up to between 4 to 6.Then click on the
Options tab,Set intercept,and set the intercept value to whatever seems reasonable
after examining your graph. The objective here is to produce as straight a line as
possible for the first part of the velocity graph. Typical values are in the vicinity of 20
cm/sec.(Note: leaving the intercept at zero will often produce an unreasonable
"hump"at the beginning of the velocity curve,which will in turn result in an erroneous
acceleration curve.) Click OK. The velocity curve should be fairly straight for the first
20/60th's of a second or so (until the rubber band begins to stretch). If your data
produces an obvious "hump"during this period in your velocity curve,you may either
change the order of the polynomial,re-set the v-intercept, "lincarize" the first 15 or 20
data points before proceeding,or continue from this point by hand. Once you're
satisfied with the fit,right click on the trendline,select Format Trendline, Options, then
check Display equation on chart.
The next task requires the number of digits used in the trendline be increased to about
10.Don't skip this step, as the results for your acceleration may very well be nonsensical
as a consequence.Click on, but do NOT block the equation.(A gray box should appear
around the equation.)Click on Format, then Selected data labels, Number tab, then
Number,then set decimal to 10 and click OK.. Now move the cursor to the beginning of
the equation and left click. The gray box should again appear.Click the left button again
with the cursor just to the left of the'y'.The box should vanish,and the cursor should
appear just to the left of the 'y.' This will allow you to edit the equation (replace y with
v,and replace x with t). Copy this equation into cell E2 on Sheet 1, by blocking the
 Expt.M-13,pago 1

equation (drag cursor across the equation)and clicking on the Copy icon. Go to Sheet
1,left-click with cursor in cell E2, then click on the Paste icon and the entire equation
should appear,starting in cell E2,and in the formula bar. To put this equation in a
formthat Excel can use, left click with the cursor at the left end of this equation in the
formula bar. Delete the“v”and replace“t””with"*A2^n",so the equation looks
something like
=.0002346873*A2^4+.0123454576*A2^3-...". Be sure there is no space before
the“=",or Excel will interpret the equation as text. Copy this equation into cells E3,
E4,...E(n+1).

Click in cell F2 and type“+(E3-E2)*60",then copy this equation into cells F3 to F(n).
Mark cells F2 to F(n), then click on Copy icon,go to Chart 1 and click on Paste. Don't
panic at what the chart now looks like,just continue following directions. Right click on
any acceleration data,then Format Data series, Axis, select Secondary axis,then OK.

The following can be done if the graph need to be improved,

1) Move cursor inside chart area and right click (depress the right mouse
button),if you need to change the title, axes labels, gridlines,or any other
item of the graph.

2) On the graph, right click on any of the (X) axis minor gridlines. You should
see all the minor x-gridlines marked with a box at either end and a menu box.
Click on Format Gridline,Custom,Style,then select dots or dashes for these
minor gridlines. Now repeat this procedure for the (Y) axis minor gridlines.
3) Now right click on plot area (no lines), Format Plot Area,Area,click
None,then Finish.

The completion of the above satisfies parts 1 through 4 on the M-13 data sheet,except for the
errors,as well as most of what is to be shown on the graph. Continue with Part 5 on the data sheet.
When the lab is complete,submit the sheets in the order given here:
1) M-13 data sheet
2) Excel Chart 1 (Be sure your name and date is on the chart. Also make sure the
chart is properly labeled,and takes up the entire sheet. Include the name of
the software used.If you have a color printer, make use of the colors.)
3) Excel Sheet 1,well labeled,and with your name on it.
Some additional comments for parts 5 through 8:

Part 5: On your chart,mark the time at which the rubber band starts to act. You should
be able to deduce this time by looking at your acceleration graph. Also mark the two
times,ty and t2,after the rubber band starts to act,at which you will calculate
Frstertand.Choose ty before the peak of the velocity curve, and choose t2 after the
peak. DRAW A FBD of the cart and/or system in the allotted space on the data
sheet,and show how you calculated the force. For one ofthe accelerations,you may read
its value directly off the graph.For the other,however,draw a slope triangle at the
corresponding time on the velocity and calculate the acceleration.

Part 6: The time at which you find v should be either tort2. Show your
calculation of Δx/At on the chart!

Part 7: On the data sheet, in the larger box under Part 7,show your calculation of the
initial acceleration assuming zero friction, as you might do on a homework problem.
This is acale.. Also show.on the graph,a calculation of the slope of v(t) before the rubber
band acts. This is a initial-graph·

Part 8: Discuss the shape of the curves, especially the acceleration curve, in terms of
the forces acting on the cart. If you get some unexpected shape, explain what forces
could have caused it,even if such forces are unrealistic.How does the actual initial
 Expt.M-13,pago 1

acceleration(from graph)compare with the calculated initial acceleration? Is it more or

less? Why?

LINEARIZATION NOTES Using Excel 2000: (Last resort--after trying4°,5°,and 6° order

polynomials,and varying the "y"intercept for the trendline-for minimizing the initial "hump" in
the acceleration curve.)
1: Take a close look at your chart,in particular the acceleration plot,and decide
which points from the E-column(source of acceleration plot since F-column equals
the difference in successive E-rows)need to be "linearized." The best choice may
take some trial and error,as the problem with the linearization is the creation of a
"jump"(discontinuity) in the acceleration curve.Let's say,for what follows,that you
decided to linearize the data in cells E2 through E20.Follow steps 2 through 5,which
involve the use of the TREND function, carefully.
2: Select cells H2:H20. (These cells should be empty and of the same "length" as
the group of cells containing the data you wish to linearize.)
3: Click in the formula bar and type the following:=TREND(E2:E20,A2:A20)Do NOT
click Enter yet.See 4:first.
4: Now because the TREND function is being used as an array formula, entering it
requires you to depress and hold the Ctrl and the Shift key, and then depress
Enter. If all went well,Excel should have produced,in cells H2 through H20,data
that will produce a straight (horizontal) line when graphed vs. cells A2 through
A20. That is, it linearized the data.
5. To use this data to chart acceleration,first copy the data in cells E21 through the
end,into cells H21...NOTE:to paste into the H column the data copied from E you will
have to use the Paste Special so that only the data, and not the formula is pasted. Once
this is done,proceed as described in the instructions for column F,except use the data in
column H instead of the data in column E and the new acceleration data will be
generated in column I. If you note a sudden jump,up or down, in the acceleration plot
you will either need to delete the H and I, and select new data to linearize,or simply
manually replace a data point or two, to smooth the jump. Either way is acceptable.