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Injury to the far side occupant has been demonstrated as a significant portion of the total trauma in side impacts. The objective of the study was to determine the response of PMHS in far side impact configurations, with and without generic countermeasures, and compare responses to the WorldSID and THOR dummies. A far side impact buck was designed for a sled test system that included a center console and three-point belt system. The buck allowed for additional options of generic countermeasures including shoulder or thorax plates or an inboard shoulder belt. The entire buck could be mounted on the sled in either a 90-degree (3-o'clock PDOF) or a 60-degree (2-o'clock PDOF) orientation. A total of 18 tests on six PMHS were done to characterize the far side impact environment at both low (11 km/h) and high (30 km/h) velocities. WorldSID and THOR-NT tests were completed in the same configurations to conduct matched-pair comparisons.

The objective of the study was to document the thoracic deformation contours in a simulated frontal impact. Unembalmed human cadavers and the Hybrid III anthropomorphic manikins were tested. Data from the newly developed External Peripheral Instrument for Deformation Measurement (EPIDM) was used to derive deformation patterns at upper and lower thoracic levels. Deceleration sled tests were conducted on three-point belt restrained surrogates positioned in the driver's seat (no steering assembly) using a horizontal impact test sled at velocities of approximately 14.0 m/s. Lap and shoulder belt forces were recorded with seat belt transducers. The experimental protocol included a Hybrid III manikin experiment followed by the human cadaver test. Both surrogates were studied under similar input and instrumentation conditions, and identical data acquisition and analysis procedures were used. All six testedcadavers demonstrated multiple bilateral rib fractures.

With the widespread use of supplemental restraint systems (airbags), occasional rare injuries have occurred because of the force associated with these systems upon deployment. Recent case studies have demonstrated forearm fractures associated with airbag deployment. The present study was conducted to determine the tolerance of the human forearm under a dynamic bending mode. A total of 30 human cadaver forearm specimens were tested using three-point bending protocol to failure at 3.3 m/s and 7.6 m/s velocities. Results indicated significantly (p < 0.01) greater biomechanical parameters associated with males compared to females. The bending tolerance of the human forearm, however, was found to be most highly correlated to bone mineral density, bone area, and forearm mass. Thus, any occupant with lower bone mineral density and lower forearm geometry/mass is at higher risk. The mean failure bending moment for all specimens was 94 Nm.

In 1989, the EUROSID-1 was accepted in the European regulation ECE-R95. After a steady period of use, an upgraded version of this dummy: ES-2 is now considered as a step towards harmonization of side impact occupant regulations. The upgrades to the dummy include, amongst others, a modification of its torso back plate and a change in rib module guidance (piston-cylinder), especially to overcome anomalous rib deflection responses referred to as ""flat-top.'' Presented here are results of lateral and oblique pendulum tests, conducted on the EUROSID-1 and ES-2 to verify the modified torso back plate and to study the responses of three proposed rib module designs for ES-2. Particularly, rib deflections, rib VC responses, and thorax force-deflection responses are analyzed. The current study primarily addresses sensitivity of the ES-2 thorax to oblique loading.

Inertial loading of the head-neck complex occurs in rear impacts wherein the head and neck of the occupant are initially subjected to rearward forces. Epidemiological evidence exists to demonstrate the significance and societal impact of these injuries [4]. From a clinical perspective, trauma secondary to inertial loads belongs to the lower end of the Abbreviated Injury Scale, and no specific diagnostic techniques are available to quantitatively document the injury. Furthermore, identification of the mechanisms of injury and derivation of injury thresholds are limited. In fact, there is a paucity of literature focusing on the reproduction of rear impact-induced neck injuries due to a single-event rear impact. Because the impact acceleration is transmitted to the head from the torso via the cervical column, the components of the human neck play a role in the mechanics of trauma.

The purpose of the study was to identify all small overlap impacts using published coded NASS-CDS data. Three sets of criteria were used: CDC measurements; crush profiles for frontal impacts; and crush profiles for oblique side impacts to the fender component. All criteria were applied to passenger and non-passenger cars and their different vehicle class sizes. Data were analyzed based on fatalities and different levels of MAIS trauma. The overall data set based on CDC codes for 2005 to 2008 NASS-CDS data had 9,206 MAIS=0; 13,522 MAIS=1-2; 3,600 MAIS=3-6; 1,092 MAIS=7; and 961 fatal cases. For the weighted ensemble, these data were: 5,800,295; 4,324,773; 269,042; 219,481; and 44,906 cases, respectively. However, these cases reduced to 1071, 1468, 364, 82, and 87 raw cases with the application of the CDC criteria for frontal impacts.

Spinal trauma produced from motor vehicle accidents, diving accidents, or falls occur at high rates of loading. This study was undertaken to reproduce clinically relevant cervical spine injuries under controlled conditions. Six isolated head - T2 human cadaveric preparations were tested using an electrohydraulic piston actuator at loading rates from 295 to 813 cm/sec. The Hybrid III head-neck was tested similarly at rates from 401 to 683 cm/sec. The input forces for specimen tests were of higher magnitude and shorter duration than the distally measured forces. In contrast, the Hybrid III head-neck revealed similar magnitude and duration force traces from input to output. The specimen preparations were analyzed kinematically at 1200 frames/sec with 20 to 30 retroreflective targets fixed to each level of the cervical spine. With this technique it is possible to temporally follow cervical damage as a function of applied force.

Head injury is a serious threat to lives of people working around farm machinery. The consequence of head injuries are costly, paralytic, and often fatal. Clinical and biomechanical data on head injuries are reviewed and their application in the analysis of head injury risk associated with farm tractor discussed. A significant proportion of tractor-related injuries and deaths to adults, as well as children, is due directly or indirectly to head injury. An improved injury reporting program and biomechanical studies of human response to tractor rollover, runover, and falls, are needed to understand mechanisms of the associated head injury.

Sixty-three simulated frontal impacts using cadaveric specimens were performed to examine and quantify the performance of various contemporary automotive restraint systems. Test specimens were instrumented with accelerometers and chest bands to characterize their mechanical responses during the impact. The resulting thoracic injury severity was determined using detailed autopsy and was classified using the Abbreviated Injury Scale. The ability of various mechanical parameters and combinations of parameters to assess the observed injury severities was examined and resulted in the observation that belt restraint systems generally had higher injury rates than air bag restraint systems for the same level of mechanical responses. To provide better injury evaluations from observed mechanical parameters without prior knowledge of what restraint system was being used, a dichotomous process was developed.

Axial loading of the calcaneus-talus-tibia complex is an important injury mechanism for moderate and severe vehicular foot-ankle trauma. To develop a more definitive and quantitative relationship between biomechanical parameters such as specimen age, axial force, and injury, dynamic axial impact tests to isolated lower legs were conducted at the Medical College of Wisconsin (MCW). Twenty-six intact adult lower legs excised from unembalmed human cadavers were tested under dynamic loading using a mini-sled pendulum device. The specimens were prepared, pretest radiographs were taken, and input impact and output forces together with the pathology were obtained using load cell data. Input impact forces always exceeded the forces recorded at the distal end of the preparation. The fracture forces ranged from 4.3 to 11.4 kN.

The purpose of this study was to investigate the use of the chestband in side impact conditions by conducting validation experiments, and evaluating its feasibility by conducting a series of human cadaver tests under side impact crash scenarios. The chestband validation tests were conducted by wrapping the device around the thorax section of the Side Impact Dummy at its uppermost portion. The anthropomorphic test device was seated on a Teflon pad on a platform to accept impact from the side via a pendulum system. Tests were conducted at 4.5, 5.7, and 6.7 m/sec velocities using round and flat impactors. Retroreflective targets were placed at each strain gauge channel on the edge of the chestband. The test was documented using a high-speed digital video camera operating at 4500 frames/sec. Deformation contours and histories were obtained using the chestband electronic signals in combination with the RBAND-PC software.

The object of this study has been to develop a quantitative description of the mobility of the human torso, including the shoulder girdle, neck, thoracic and lumbar vertebral column, and pelvis. This has been accomplished by a systematic multidisciplinary investigation involving techniques of cadaver dissection and measurement, utilizing cineradiofluoroscopy for joint center of rotation location, anthropometry, radiography, and photogrammetry for selected positions and motions of living subjects, and computer analysis. Positional and dimensional data were obtained for 72 anthropometric dimensions on 28 living male subjects statistically representative of the 1967 USAF anthropometric survey of 3542 rated officers, including bone lengths of the extremities and vertebral landmarks. Normal excursion of these limbs was measured in the living, utilizing the landmarks established in initial cadaver dissection.

General aviation accident investigations can provide valuable data to the design engineer concerning the crash performance of current models and can indicate needed improvements for occupant protection in future aircraft. Current statistics and the historical background of major investigations during the past 65 years are provided. A five-year study of general aviation accidents occurring in the State of Michigan is used as a basis to illustrate recent findings relative to occupant injury mechanisms, relative crash protection, and crashworthiness performance of current models of aircraft. Results indicate that the degree of structural damage may not relate to the degree of occupant injury when the cabin area remains relatively intact. A primary requirement is documented for adequate upper-torso restraint for all occupants, and the excellent crash performance of such a system is described.

This paper presents an analysis of 67 neck injuries incurred in diving and sliding accidents in swimming pools. The accidents were investigated to establish the appropriate medical and mechanical factors involved. A mathematical model was developed to allow the prediction of the trajectory and velocity of the subjects prior to their injury. Nine of the accidents were selected for real life simulation. The simulation included the selection of test subjects of similar physical build to the accident victims who then performed the maneuvers leading to the injury, but in deeper water. High speed movies (200 frames per second) were taken, above and below the water, to measure the motion. A frame by frame analysis provided data to determine the trajectory and velocity profiles of the test subject. The maneuvers studied included diving from the pool edge, diving from various board types and sliding down various sliding board configurations.

Statistics indicate that during the past decade (1967-1976) the number of general aviation aircraft involved in an accident is equivalent to at least 38% of the total U.S. production during that period. Estimates that an aircraft will be involved in an accident over a 20 year life range are as high as 60-70%. Recognition of this probability has led to crashworthiness and occupant survivability “packaging” design concepts as offering the most realistic approach to reduction of serious and fatal injuries when an accident occurs. This paper reviews and illustrates current general aviation aircraft accident experience relative to occupant impact injury and damage indexes, and provides new data relative to current-generation aircraft.

Business and executive aviation represent a combined total of over 40% of the general aviation fleet, but (1977) accounted for only 8.37% of all general aviation accidents recorded. During the period 1964-1977 some 7,351 aircraft engaged in business flying, and 883 in corporate/executive operations, were involved in accidents reported by the NTSB. These accidents were reviewed utilizing the University of Michigan Computerized Accident Files to provide an overall view of the incidence and nature of business/executive aircraft accidents relative to occupant crash injuries. In addition more detailed case studies of selected accidents investigated including a Lear Jet 25B, Cessna 421, Beech Volpar Model 18, and Ted Smith Aerostar 601, are provided to illustrate specific types of crashworthiness, occupant protection, or post-crash emergency egress findings applicable to business/executive operations. Post-crash fire was reported in 29 cases (16.3%) during the 3-year period (1975-1977).

Although it has been well established that the lap (seat) belt offers considerable protection against injury or death in crash environments, there has long been controversy over the injury potential to the pregnant female. This question is of importance in consideration of restraint and seat protective environments for both aircraft and automotive vehicles. Most of the 4 million pregnant women per year in the United States travel by automobile, with a large number traveling by Commercial Civil Aircraft or the Military Air Transport Service. Thus a sizeable population is involved. This combined study by the Civil Aeromedical Institute, F. A. A., 6571st Aeromedical Research Laboratory, Holloman AFB, and the University of Oklahoma School of Medicine, has been concerned with the clinical, experimental, and applied aspects.

A study of the biomechanical factors concerned with the design of side structures and doors for crashworthiness has been made. Questions regarding optimum stiffness, location of reinforcing members, effect of armrests, and padding have been answered within the framework of injury criteria models. Results of animal studies, cadaver studies, and anthropometric dummies have been combined to produce injury criteria for lateral impacts to the head, thorax, and abdomen. Impacts were applied utilizing a specially designed “air gun” in a laboratory environment emphasizing reproducibility and control. Full-scale crash simulations were performed on an impact sled to verify the results of the more specialized tests and analyses. Scaled models of current production doors were used in the animal series. Scaling relationships for various species of animals have been developed and extrapolated to man. Significant differences in right and left side tolerances to impact were noted and detailed.

Aircraft used for business (executive corporate transportation or personal business) and utility purposes now represent about one-third of the total United States aircraft inventory. Data from accident investigation of business aircraft involved in survivable accidents indicate serious injuries and fatality to the occupants occur most frequently as a result of the unprotected head and neck or chest flailing in contact with aircraft controls, instrument panel, or structure. Improvement of current aircraft to provide increased occupant safety and survival during crash impacts is both necessary and feasible. Design considerations include folding seat back locks to prevent collapse, increased seat tie-down to structure, instrument panels and glare shields designed to absorb energy through structural design and padding, stronger seat structure, lateral protection, design and packaging of knobs and projections to minimize injury in contact, and installation of upper torso restraint.

In a crash, impact against the steering assembly can be a major cause of serious and fatal injury to drivers. But the interrelationship between injury protection and factors of surface area, configuration, padding, relative position of the spokes, and number and stiffness of spokes and rim is not clear. This paper reports a series of high-G sled tests conducted with anesthetized animal subjects in 30 mph impacts at 30 G peaks. A total of eight tests were conducted, five utilizing pig subjects, one a female chimpanzee, one an anthropomorphic dummy, and one test with no subject. Instrumentation included closed circuit TV, a tri-axial load cell mounted between the steering wheel and column, seat belt load measurement, six Photo-Sonics 1000 fps motion picture cameras, and poloroid photography. Medical monitoring pre, during and post-impact was followed by gross and microscopic tissue examination.