automotive child restraint types and their installation … · automotive child restraint types and...
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CIVIL AVIATION SAFETY AUTHORITY AUSTRALIA
Automotive Child Restraint types and their installation in Transport Category Aeroplanes
5th Triennial International Aircraft Fire & Cabin Safety Research ConferenceAtlantic City, USA, 30 October 2007
Mark BathieAirworthiness Engineer – Crashworthiness, CASA
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Australian situation• Australian Standard for Child Restraints in
Motor Vehicles has required top tether use since 1975.
• CASA requires installation of CRS in accordance with manufacturer’s instructions – installation in aircraft requires top tether use for Australian CRS.
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Australian Aviation Situation• CAR 251(1) “….. seat belts shall be worn by all crew
members and passengers…..”
• CAR 251(3) “CASA may direct that a type of safety harness ….. be worn in place of a seat belt…..”
• CAO 20.16.3 Para.13.2(1) “An infant may be carried in the arms or on the lap of an adult passenger, in a bassinet or in an infant seat…..”
• CAAP 235-2(1) Para 2.1 “An infant carried in the arms of an adult passenger (lap held) must be restrained…..”
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The Research• Concentrated on dynamic
performance.
• Focus on Australian indigenous configuration issues.
• Results applicable to worldwide operations.
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The Research1. Top Tether contribution to
dynamic performance.
2. Alternative to top tether.
3. ISOFIX type CRS.
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Test Setup• Impact-with-Rebound Sled
• TSO-C39b Airline Double Economy Class Seat with breakover limiting devices.
• P series child ATDs
• Hybrid III (Automotive) Adult ATDs
• Two CRS per test shot
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Test Criteria• FAA TSO-C100b ‘Child Restraint Systems’
• Test severity• Instrumentation• Pass/fail criteria, and
• Australian Standard AS/NZS1754:2004 ‘Child Restraint Systems for use in motor vehicles’.
• ATD and ATD installation• Supplemental pass/fail criteria
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Top Tether• Doubles installation
effort.
• Bulkhead anchors not practical.
• Is it effective?
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Belt Angles
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Video Deleted
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Video Deleted
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Top Tether test resultsMax. Head
Acceleration (3ms clip)
HIC36 Max. Head Excursion
Max. Upper Thorax
Acceleration (3ms clip)
Max. CRS displacement (@ belt path)
Safe-n-Sound 49.2g 280 39.7g
IGC Gosafe
Safe-n-Sound
IGC Gosafe
50.1g 295 53.0g ~6.5 in(165 mm)
80.8g 499 35.5 in(902 mm) 53.0g ~12 in
(305 mm)
113.9g 944 36.7 in(932 mm) 42.9g ~13 in
(330 mm)
Forward facing –
P3R
ear facing –P3/4
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Belt Angles
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Alternate restraint mechanism• Remove the use of the Top Tether.• Add horizontal restraint mechanism.• Improve CRS performance.• Part already available on every aircraft.
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Alternate restraint mechanism
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Video Deleted
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Extension Belt test resultsMax. Head
Acceleration (3ms clip)
HIC36 Max. Head Excursion
Max. Upper Thorax
Acceleration (3ms clip)
Max. CRS displacement (@ belt path)
IGC Gosafe(lap belt only) - - - 44.6g -
IGC Gosafe(Lap belt and extension belt)
58.8g 501 33.6 in(853 mm) 37.8g ~10 in
(254 mm)
Forward facing –
P3
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Top Tether
Extension Belt
Video Deleted
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ISOfix• Aircraft lap belt not used.• CRS mechanically fastened to seat.• Rigid link.• Two 40mm long Ø6mm round bars in seat
bight.
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ISOfix
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ISOfix Restraints
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Video Deleted
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ISOfix test resultsMax. Head
Acceleration (3ms clip)
HIC36 Max. Head Excursion
Max. Upper Thorax
Acceleration (3ms clip)
Max. CRS displacement (@ belt path)
Britax ‘Cosy-Tot’ISOfix (RF)- P3/4 57.2g 436 35.2g ~1.5 in
(38mm)
Britax ‘Duo-Plus’ISOfix (FF) – P3 63.6g 276 27.0 in
(686 mm) 32.4g ~2.5 in(64 mm)
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Top Tether
ISOfix
Video Deleted
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Comparative results – Rear facingHIC
280 295
436
0
100
200
300
400
500
600
700
800
900
1000
Chest Acceleration (g)
39.7
53
35.2
0
10
20
30
40
50
60
CRS Displacem ent (in)
6.5
1.5
0
1
2
3
4
5
6
7
Safe-n-Sound
IGC Gosafe
Britax Cosy-Tot (ISOfix)
Limit Limit
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Comparative results – Forward facing CRS Displacement (in)
1213
10
2.5
0
3
6
9
12
15
Safe-n-Sound IGC Gosafe IGC Gosafe (extension belt) Britax Duo-Plus (ISOf ix)
HIC
499 501
276
944
0
100
200
300
400
500
600
700
800
900
1000
Head Excurs ion (in)
35.536.7
33.6
27
0
5
10
15
20
25
30
35
40
Chest Acce leration (g)
53
42.9
37.8
32.4
0
10
20
30
40
50
60Limit
Limit
Limit
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ISOfix modification
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ISOfix modification
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ISOfix modification
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ISOfix modification
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ISOfix concerns• Failure of the CRS due to:
• Overload of the lower anchorage from persons knees seated behind.
• Pressure applied via the additional seat back loading from impact from behind.
• Increased injury to persons seated behind due to:• Femur compression/localised knee damage from
interaction with the lower anchorage.• Increased HIC from reduced seat back breakover.
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Adult/ISOfix interaction• Most concerns not realised
• Knees of 50th percentile ATD restrained before reaching lower anchorage and lower limbs pass below lower anchorage.
• HIC below limits.• Child ATD injury levels not varied.
• Adult head rotation severe
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Video Deleted
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‘ISOfix with rear Pax’ test resultsMax. Head
Acceleration (3ms clip)
HIC36Max. Upper
Thorax Acceleration
(3ms clip)
Max Femur Load
Max. CRS displacement (@ belt path)
Britax ‘Cosy-Tot’ISOfix (RF)- P3/4 53.6g 419 41.0g
Britax ‘Duo-Plus’ISOfix (FF) – P3
Hybrid III behind Britax ‘Cosy-Tot’ISOfix (RF)- P3/4
Hybrid III behind Britax ‘Duo-Plus’ISOfix (FF) – P3
36.0g 148 34.0g ~3 in(165 mm)
92.2g 813 25.3g 2.11,1.21 kN(957, 549 lbs)
90.2g 902 26.4g 1.30,1.89 kN(590, 857 lbs)
Adult A
TDC
hild ATD
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Recommendations• Infants and small children should travel in
their own seat, in an appropriately sized and fitted child restraint system.
• Revisions to CASA’s Advisory material.• Minimum standards for lower anchorages in
aircraft seating need to be developed.• ISOfix further testing:
• Retesting with neck instrumentation in adult ATD.• Retesting with 95th percentile male ATD.• Similar assessment for LATCH CRS.
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Recommendations• Airline encouraged to fit lower anchorages to
window seats, and the centre seats of twin aisle aircraft, were there is no risk of injury to anybody seated behind, i.e in front of bulkheads, lavs/galleys, floor level exits or floor mounted rear facing cabin crew positions.
http://www.casa.gov.au/airworth/papers/index.htm
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Questions ?
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