Our experts have participated in many cases Airbags. We include these components in our overall systems analysis evaluation of any case.

Our experts have also conducted research and studies on Airbag Deployment Defect Investigations and Recalls

  • Xprts petition to NHTSA resulting in Airbag deployment Defect investigations and recalls. (read more)
  • Don Friedman from Xprts, LLC Petitions NHTSA to investigate Air Bag Deployment in Impala's. (read more)
  • Center for Auto Safey, Clarence Ditlow, writes to US Regulators about a software fault in passenger Air Bags. (read more)

Related Papers and Presentations

Airbag Protection in Low and Moderate Impact, Advances in Bioengineering, ASME Conference


Recent information from National Highway Traffic Safety Administration (NHTSA) indicates that drivers' risk of fatality is reduced due to airbag by 31 % in 12 o'clock frontal impact crashes, 19% in frontal 10 to 2 o'clock crashes and 11% in all crashes. Airbags are approximately 32% effective for right front passengers of 13 years old. In contrast, available evidence indicates that airbags increase overall risk of injury to children under 10 years old by approximately 21%. The small female is also at risk to sustain head or neck trauma at low speed deployment where the occupant is expected to survive with minimal injury. NHTSA has evaluated ninety crashes where the deployment of passenger side airbag resulted in twenty-four serious injuries, one fatal abdominal injury and 65 fatal head or neck injuries to infants or children. Forty-two of children were out of position due to pre-impact breaking with a child in proximity of deploying airbag. A recent reporting on the National Automotive Sampling System- Crashworthiness Data System including 1988 to 1997 data shows that approximately 65 % of deployments occur below a change in velocity of 10 miles per hour, 80% at 15 miles per hour, and approximately 95% at 30 miles per hour. Serious injury risk (Maximum Abbreviated Injury Severity >=3) for the right front passenger whether belted or unbelted, is higher with airbag deployment compared to no deployment.

Pediatric Airbag Injuries, ASME International Mechanical Engineering Congress & Exposition

The advent of airbag  technology  has helped  to reduce  the injuries  to belted occupants in motor  vehicles  during  moderate  to severe  frontal and  near frontal  crashes [1-3]. Airbags have been in use since the early 1970s.  As of July 200 l, airbags have saved 7224 lives including 6066 drivers and 1158 front right passengers. However, the airbag deployments at low crash severity showed higher injury probability of occupants. The majority of airbag fatalities are associated with low speed impacts with deployments. As of July 2001, the National Highway Traffic Safety Administration (NHTSA) has reported 144 fatalities and serious life threatening   injuries to children due to passenger airbags [4]. It is also reported that four children died and one child sustained life- threatening injury due to a driver side airbag. The publication from Transport Canada noted that the airbags increase the overall   risk of injury of   children under the age of I 0 by approximately 2 J % [5].  Although the airbags have saved many lives, they are also responsible for fatalities and serious injuries during low speed severity collision. The present study reports pediatric airbag injuries sustained during low speed crashes.

Effect of Friction Between Head and Airbag Fabric on Ejection Mitigation Performance of Side Curtain Airbag Systems, 2011 SAE World Congress


The Federal Motor Vehicle Safety Standard 226 (FMVSS 226) ejection mitigation standard proposes to measure the performance of ejection mitigation countermeasures (like side curtain airbags) in side impacts and rollovers. An ejection impactor, consisting of a head form attached to a shaft, is propelled at the airbag system at different locations, and the ability of the system to prevent complete or partial ejection out of the side window portals is documented. The friction between the head form and airbag can affect the performance of the airbag to retain the impactor, particularly when the impactor strikes at the bottom of the airbag near the windowsill level. In this study, friction tests were conducted to  measure  the  friction  coefficients  between  a  head  form scalp  material  and  airbag  fabric,  human  hair  and  airbag fabric, and human skin and airbag fabric. A series of LS- DYNA Finite Element simulations of the FMVSS 226 tests then were performed to determine the variation in ejection mitigation performance of a side curtain airbag system for the case of the various friction characteristics applied to the head form. The results indicate that the level of friction on the test device head form can influence the ability to pass the FMVSS 226 requirement. In addition, it was found that the friction from Hybrid III skin is substantially higher than human skin or hair on airbag material.

Examination of the Ability of Conceptual Airbag Systems to Affect Restrained Occupant Kinematics and Associated Neck Loads During Rollover Impact Conditions, ASME International Mechanical Engineering Congress


Rollover occupant protection systems consist of many design elements such as various seat belt types, airbags, active and passive seats, and deployable systems in rollover impacts. In this study conceptual airbag systems intended to modify occupant kinematics were examined. The potential effects of these systems on occupant neck loads were evaluated. Finite element models of an LTV type vehicle and a 50th percentile dummy were utilized to evaluate the effects of alternative designs on neck loads under example rollover conditions. CAE representations of deployable airbag system types were created. Results of the study are summarized below.

Xprts LLC Home Page Areas of Expertise Expert Profiles Page Testing Center Rollover Resources About Xprts LLC Contact Xprts LLC FREE Initial Case Review