[Federal Register Volume 65, Number 9 (Thursday, January 13, 2000)]
[Rules and Regulations]
[Pages 2059-2075]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-705]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Part 572

Docket No. NHTSA-99-6714
RIN 2127-AG76


Anthropomorphic Test Dummy; Occupant Crash Protection

AGENCY: National Highway Traffic Safety Administration (NHTSA), 
Department of Transportation.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This document amends 49 CFR part 572 by adding a new, more 
advanced 6-year-old child dummy (H-III6C). The new dummy, part of the 
family of Hybrid III test dummies, is more representative of humans 
than the existing one, and allows the assessment of the potential for 
more types of injuries. The new dummy is especially needed to evaluate 
the risks of air bag deployment for children, particularly unrestrained 
children. It will also provide greater and more useful information in a 
variety of environments to better evaluate child safety.
    Adding the dummy to part 572 is the first step toward using the 
dummy to evaluate the safety of air bags for children. The issue of 
amending the agency's safety standards, such as the one on frontal 
occupant crash protection or the ones on child restraints, to specify 
use of the dummy in determining compliance with performance test 
requirements will be addressed in other rulemaking proceedings.

DATES: Effective Date: This regulation becomes effective March 13, 
2000. The incorporation by reference of the publications listed in the 
rule was approved by the Director of the Federal Register as of March 
13, 2000.
    Petitions: Petitions for reconsideration must be received by 
February 28, 2000.

ADDRESSES: Petitions for reconsideration should refer to the docket 
number of this rule and be submitted to: Administrator, National 
Highway Traffic Safety Administration, 400 Seventh Street, SW, 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: For non-legal issues, you may call 
Stan Backaitis, Office of Crashworthiness Standards, at 202-366-4912.
    For legal issues, you may call Rebecca MacPherson, Office of the 
Chief Counsel, at 202-366-2992.
    You may send mail to both of these officials at National Highway 
Traffic Safety Administration, 400 Seventh St., SW., Washington, DC 
20590.

SUPPLEMENTARY INFORMATION:

I. Summary of Decision

    Based on NHTSA's use of the H-III6C 6-year-old dummy in calibration 
tests and in frontal impact tests involving restraints such as air bags 
and belts, we have concluded that this dummy is suitable for both 
research and compliance safety assessments. The dummy is not only 
considerably more biofidelic than its predecessor, the Part 572 Subpart 
I 6-year-old dummy, but it also has considerably more extensive 
instrumentation to measure impact responses such as forces, 
accelerations, moments, and deflections in conducting tests to evaluate 
vehicle occupant protection systems. Depending on the intended injury 
assessment needs, the dummy has the necessary instrumentation to 
measure the potential for injuries to the head, the upper and lower 
ends of the neck, the chest, the lumbar spine, the pelvis, and the 
femurs, as well as the forces on the iliac crests 1 caused 
by the lap belt. In extensive agency tests, the dummy exhibited 
excellent durability and robustness as a measuring test tool. Although 
other dummy users were invited to provide comments on their test 
experience with the H-III6C, their responses to the notice of proposed 
rulemaking (NPRM) were based primarily on data from calibration-type 
tests. Little of the data was from the dummy's response in systems 
tests. Accordingly, our judgment about adequacy of the dummy in 
system's tests is based on our own test data. However, we believe that 
our conclusion is consistent with the calibration data submitted in 
response to the NPRM by other dummy users, since those data provide a 
reasonably good match with the agency data.
---------------------------------------------------------------------------

    \1\ The ilium is the dorsal, upper and largest of the three 
bones composing the left or right half of the pelvis.
---------------------------------------------------------------------------

    We have decided to add the H-III6C to Part 572 as Subpart N, and 
designate it as the alpha version of the H-III6C dummy. Further changes 
to the dummy will be designated as beta, gamma, etc., to assure that 
modifications can be easily tracked and identified. The new dummy is 
defined by a drawing and specification package, a new procedures 
document for disassembly, assembly and inspection, and performance 
parameters including associated calibration procedures.

II. Background

    The development of the dummy's initial concept and specifications 
was initiated by the Centers for Disease Control and Prevention (CDC) 
when it provided funds to Ohio State University to develop a design 
foundation for a Hybrid III type 6-year-old child dummy (H-III6C) in 
1989. Ohio State University asked the Society of Automotive Engineers 
(SAE) to form an appropriate working group that could provide advice 
and guidance from the automotive perspective. The development of the H-
III6C has continued since then under the guidance of the Hybrid III 
Dummy Family Task Force of SAE. NHTSA has also been involved in the 
development of the dummy, initially as an observer in meetings of the 
SAE Task Force, and later as a participant sharing relevant test data. 
As the development of the dummy approached maturity, we initiated a 
program in 1997 to evaluate the dummy to determine its readiness for 
use as a test device in agency compliance programs.
    Upon completion of the evaluation program, which also involved a 
series of dummy modifications, we tentatively concluded that the 
upgraded dummy was suitable for potential incorporation into Part 572. 
On June 29, 1998, we published an NPRM in which we proposed to 
incorporate the Hybrid III type 6-year-old child dummy into Part 572 as 
Subpart N, and invited comments (63 FR 35170).
    We received comments from 14 organizations: First Technology Safety 
Systems (FTSS), the American Academy of Pediatrics (AAP), Applied 
Safety Technology Corporation (ASTC), Robert A. Denton, Inc., 
Transportation Research Center, Inc. (TRC), International Electronic 
Engineering (IEE), TRW, Advocates for Highway and Auto Safety 
(Advocates), Entran, Mitsubishi, Volvo, SAE Dummy Test

[[Page 2060]]

Equipment Subcommittee (DTES), National Transportation Safety Board 
(NTSB), and the American Automobile Manufacturers Association (AAMA). 
Several of the commenters expressly supported adding the H-III6C to 
Part 572, and others provided technical comments indicating overall 
support.
    The comments tended to fall into two groups. Commenters either 
supported the rulemaking generally without being specific as to any 
particular aspect of the proposal, or they provided very specific, 
technical discussions on several portions of the proposal. Often, these 
technical comments dealt with procedures on how the dummy is set up and 
positioned for calibration test or concerns with the sufficiency and 
clarity of the dummy drawings. These highly technical comments are 
addressed in the ``Technical Analysis of Issues Report'' (TAIR-HIII6C) 
supporting this final rule. Where we have agreed with the comments, we 
have made appropriate changes in either the drawing package or the 
regulatory text. The TAIR-H-III6C is in the docket.

III. Dummy Drawings

    Two of the commenters, primarily ASTC and to a lesser extent 
Denton, raised a number of questions about the specifications in the 
drawings, including missing and incomplete data, availability of molds 
and patterns, instrumentation, and whether several drawings cited in 
the drawings package replaced existing drawings already referenced in 
the CFR. To simplify analysis of the large number of detailed issues 
related to design specifications, we divided the comments into four 
categories: critical, performance, manufacturing, and other issues.
    Critical Issues: This group of issues concerns those requested 
changes that, in our opinion, are essential to assure the dummy's 
structural consistency and its appropriate functioning. They involve a 
series of questions essential to dummy design, as well as missing or 
incomplete significant specifications. The issues deemed critical 
involve dummy drawings that need to be changed either by adjusting 
existing specifications or adding further specifications to assure a 
correct fit and interface between components and their appropriate 
functioning in the impact environment. While these changes are 
important, they must be addressed with a degree of technical 
specificity that will likely be appreciated only by the two dummy 
manufacturers who commented on the NPRM. Accordingly, they are fully 
discussed in the TAIR-H-III6C.
    Performance Issues: This group of issues involves comments on 
drawings and specifications that we consider relate primarily to 
production decisions which dummy manufacturers need to address on their 
own. We believe the requested changes to the specifications falling in 
this category are of little consequence to the fit and function of the 
dummy. The performance issues primarily concern requests for the 
addition of new dimensions and specifications that have little, if any, 
functional significance for the part in question; expanding the 
specifications to include manufacturing processes and further details 
for material specifications; and assignment of dimensional and surface 
finish controls on parts that have no foreseeable effects to their fit 
and overall dummy performance. We have found no reason to include the 
requested information in the drawing set of the final rule. The 
inclusion of such information would be of little value, if any, and 
would not assure better quality of the manufactured dummy. Indeed, the 
addition of the specifications may reduce a dummy manufacturer's 
flexibility in selecting a superior production technique or process, 
and may preclude competition. The comments are fully discussed in the 
TAIR-H-III6C.
    Manufacturing Issues: ASTC commented that the proposed drawing set 
does not allow another manufacturer to produce this dummy because it 
lacks surface contour information. ASTC stated that the surface contour 
information affects not only outside vinyl skin pieces, but also many 
internal structures such as skull, clavicle, clavicle link, and pelvic 
bone. ASTC argued this would create problems in interchangeability and 
equivalency between dummies produced by different manufacturers, and 
could also affect dummy performance. ASTC requested that the agency 
provide opportunities for commenters to review the dummy to answer 
their questions and provide patterns or parts for the surface contour 
information. Careful consideration was given to these comments. Several 
options were considered for resolving ASTC's concerns. The drawing 
review option was impracticable for this dummy, since drawings were 
already released as part of the NPRM package, and there was no way to 
assure that all parties would ever be satisfied with any contour 
definitions placed on the drawings. The availability of molds and 
patterns was also impracticable, since the agency does not own any 
molds and patterns for this dummy.2 As a third option, the 
agency considered making a copy of the dummy available to interested 
manufacturers for non-destructive dimensional inspection and extraction 
of surface contour information. In order to provide all interested 
parties with the opportunity to inspect and measure the dummy, NHTSA 
decided it will make the dummy available to any interested party for a 
period of six months after the issuance of this final rule. Such access 
is subject to the following terms:
---------------------------------------------------------------------------

    \2\ The NPRM incorrectly stated that dummy molds and digital 
patterns would be part of the dummy specifications in the final 
rule. This statement was corrected in a correction notice that was 
published on September 3, 1998 (63 FR 46979), where we noted that 
NHTSA does not have molds or patterns for the H-III6C dummy.
---------------------------------------------------------------------------

     All inspections are to take place at VRTC's convenience, 
although reasonable attempts will be made to accommodate the interested 
party's schedule.
     An individual or company that wishes to inspect the dummy 
will need to contract directly with TRC to make arrangements for an 
individual to oversee the measurement process. This oversight by TRC is 
necessary to ensure that the dummies are not damaged and are 
reassembled correctly without the undue expenditure of agency 
resources.
    ASTC has already availed itself of this opportunity, although it 
was warned that prior to the issuance of this rule, the dummy was 
subject to changes.
    Other Issues: Some issues were raised which do not fall into the 
above categories for this dummy. Discussion of those comments can be 
found in the TAIR-H-III6C.

IV. Calibration Procedures

    The agency proposed calibration tests involving head drop tests, 
neck pendulum tests, thorax and knee impacts, and torso flexion tests. 
AAMA, TRC, TRW and Mitsubishi were the principal commenters on test 
procedures.
    Discussion of the vast majority of these comments is left to the 
TAIR-H-III6C because they raise very minor issues. Nevertheless, we are 
discussing a couple of the comments here because they raise concerns as 
to whether the proposed semi-static torso flexion test and the knee 
calibration test should be calibration tests or simply initial, as 
received, inspection tests. This distinction is important because 
inspection tests usually are performed at the time the dummy is 
received from the manufacturer and are not necessarily repeated during 
the life of the dummy. An additional concern, unrelated to the 
inspection test issue, was raised that the impact probes

[[Page 2061]]

specified for the knee and thorax tests were unduly design restrictive.
    The semi-static torso flexion test (upper torso half relative to 
the lower half) was proposed as a calibration specification for this 
dummy. AAMA, TRC and TRW objected to characterizing this procedure as a 
calibration test, claiming it is not critical to the dummy's 
performance. Rather, they suggested it be retained as an inspection 
test as shown in the SAE user's manual. Further, they claimed that the 
preflexion test is not needed and that the upper torso return angle 
upon release of the bending force should be eliminated.
    The commenters have not provided any factual support for the claim 
that flexion stiffness of the torso is not critical to the dummy's 
performance, and that the measurement of stiffness during the dummy's 
inspection is sufficient. They have argued that the SAE user's manual 
lists this test as an ``inspection test'' which is supplemental to the 
calibration tests to ensure that a component meets its design intent. 
They note that inspection tests are performed by the dummy manufacturer 
on new parts, but that the dummy user may conduct inspection tests only 
after a part is damaged or replaced. The agency does not agree with the 
SAE assessment. The dummy's torso midsection provides an important 
coupling and transfer of loads between the upper and lower torso 
halves. The lumbar spine and the pelvis bone cavity control the 
confinement of the abdomen fit from the rear and the bottom of the 
torso. Thus, the bottom of the ribcage as it glides around and pushes 
on internal surfaces of the flesh has a substantial influence not only 
on the extent the torso will flex, but also on how the load transfer 
between the upper and lower torso halves will be distributed. By 
suggesting that we adopt the agency-developed, but SAE-interpreted test 
procedure contained in the SAE user's manual, the commenters have 
admitted its need and importance. We believe the flexion procedure is 
necessary as a calibration test to ensure that when the dummy is used, 
its torso flexion stiffness is consistent, provides consistent upper 
torso kinematics relative to the lower torso, and does not cause the 
variability of dummy response measurements in other body segments. A 
procedure relegated to an inspection category would be nearly useless 
for these purposes, since if the dummy was not tested prior to the 
compliance test, it would never be known if the dummy had the correct 
mid-section stiffness and if the responses of the other body segments 
were not affected by mid-section variability.
    We also disagree with the suggestion that the return angle during 
the bending stiffness test of the lumbar spine/upper torso assembly is 
not needed. There will be a substantial difference in overall torso 
kinematics between a seated dummy that can and a seated dummy that 
cannot return its upper torso half from a flexed position to an upright 
posture, particularly after full flexion has occurred. Without return, 
the flexion is substantially plastic, while evidence of a specific 
return would be indicative of the torso mid-section having certain 
elastic properties. Also, evidence of consistent return would indicate 
that the forces of restitution are intact, while no or indefinite 
return would indicate a substantial change within the internal 
mechanisms of the mid-torso structure, such as failure of the lumbar 
spine, abdomen, or a substantial shift between interfacing body 
segments within the abdominal cavity. Analysis of all of the test 
results indicate that the upper torso returns consistently within 8 
degrees of the starting position, indicating the necessity of 
specifying the return angle.
    The commenters also suggested removal of the preflex provision, 
claiming such a provision is not needed and would interfere with the 
waiting time between tests recommended in the SAE user's manual. A 
preflex provision was proposed to provide an opportunity for the mating 
parts to inter-align between themselves, so that the internal 
structures within the dummy's mid-torso are not sprung or misaligned at 
the time of testing. Preflexing was performed in the agency tests, and 
it is working reasonably well in developing a stabilized set-up 
posture. We see no reason to remove a provision that helps to assure a 
stabilized posture and better and more consistent measurements, 
including the integrity of the interconnection between the upper and 
the lower torso halves. In response to FTSS' comments about excessive 
flexing angle of the torso for stabilization purposes, the proposed 
provision for flexing the torso 3 times by 40 degrees from its initial 
upright position is being reduced to a nominal 30 degrees. The agency 
found 30 degrees of flexion sufficient to achieve stabilized 
interalignment of parts within the dummy's abdominal area.
    The agency proposed knee assembly impact tests using a ballistic 
test probe for impacts. AAMA and TRW recommended that the knee impact 
test should be an inspection test, instead of a calibration test. AAMA 
also argued that only an inspection test is needed since femur loads 
are almost never measured.
    The NPRM proposed knee assembly calibration tests using a 
cylindrical probe for impacts. AAMA and TRW noted that the proposed 
knee impact calibration test is identical to the inspection test in the 
SAE H-III6C user's manual. AAMA stated that ``this test is included in 
the SAE user's manual as an inspection test since femur loads are 
almost never measured with the dummy. However, if femur loads are 
measured, the test should be run periodically as a calibration test.'' 
TRW noted that inspection tests are supplemental to the calibration 
tests, arguing they should be used only to ensure that a component 
meets the design intent. TRW stated that it believes that knee impact 
tests fall within the inspection description.
    The agency proposed incorporating this dummy into Part 572 with the 
intent of it being used for all types of crash test and restraint 
conditions including those in which knee impact is involved. In most 
test conditions, it is not known ``a priori'' that knee impacts will or 
will not occur. Any test that is being conducted with this test dummy 
should consider the possibility of knee impact. Accordingly, knee 
calibration even by AAMA-TRW's criteria is necessary. Thus, we disagree 
with AAMA and TRW's support of the SAE position that a calibration test 
is not needed if a part in question is not impacted. Calibration tests 
are also needed to ensure that the knee linking the femur with the 
tibia is properly connected. Such tests assure that the connection is 
not a source of noise and spikes in other measurements within the 
dummy.
    The impact probes specified by the NPRM for knee and thorax tests 
are meant to be ideally cylindrical in shape and of a certain diameter. 
TRC noted that this type of test probe description in the NPRM 
unnecessarily restricts the design of the probe and puts additional 
burden on test laboratories. TRC prefers the wording used in current 
drafts of the SAE user's manuals. That wording was chosen by committee 
consensus to allow a wide range of design options without affecting 
impact results. In the case of the SAE H-III6C manual, TRC claims, the 
wording for the knee probe is more correct and preferred.
    Up to now, all of the agency-specified dummy impact probes have 
been defined as rigid body cylinders of a specified diameter. 
Similarly, most SAE user's manuals, which are patterned after the 
agency's test procedures, also specify cylindrical impact probes, 
although in practice such probes may

[[Page 2062]]

not be perfectly cylindrical. The addition of several new dummies to 49 
CFR Part 572 may make it necessary for some dummy calibration 
laboratories to equip the existing test facilities with a variety of 
new impact probes. Some of those probes may be difficult to design in a 
pure cylindrical form due to their low weight.
    We agree that more latitude in the selection of impact probes will 
allow the various laboratories greater flexibility in the use of 
existing impactors and/or in developing new ones. At the same time, it 
is essential that alternate impact probes do not create problems such 
as imprecision in the geometry of the impact face which could lead to 
inappropriate interface with dummy components during impact, 
introduction of vibratory effects due to potential resonances, inter-
mass impacts within the impactor, and kinematic differences due shape 
and mass moment of inertia differences. Similarly, the measurement of 
impact force must be sensed by an accelerometer in a location whose 
signal is not distorted by the rigidity and geometry of the structures 
on which it is mounted. It is also noted that while the current 
specification for impactors defines the general shape of the impactor 
that the agency intends to use, that specification does not prohibit 
any test facility to use an impactor of its choice, as long as the user 
is confident that the alternate impactor will generate the same results 
under identical test conditions.
    While the agency believes that, for the sake of consistency and 
simplicity, it would be best if all impact probes for dummy testing 
were of cylindrical design as defined in the NPRM, we have redefined 
the impact probes in generic terms and will accept other impactor 
configurations for compliance purposes, as long as they have the same 
(1) mass, (2) impact surface configuration, (3) defined mass moment of 
inertia in yaw and pitch with respect to the principal axis, (4) 
structural integrity, (5) an identically aligned accelerometer on the 
rear face of the impactor, (6) free air resonant frequency of not less 
than 1000 Hz, and (7) functionality and freedom of interference with 
the dummy's other body segments during the impact.

V. Calibration Response Corridors

    The agency proposed calibration corridors for the head, neck 
flexion/extension, thorax resistive force and deflection, knee load and 
torso-flexion. Mitsubishi was concerned about the mass effects of the 
load adapter bracket on the test results. Comments on the response 
corridors were received from the following organizations: TRC, AAMA, 
and TRW. AAMA, by endorsing the SAE/DTESC User's Manual of October 98, 
indirectly commented on the response corridors for the head. During the 
agency's data analysis process, we contacted AAMA and SAE DTESC for 
further details and clarification of the basis of their recommendation. 
All comments are discussed in the TAIR-H-III6C.
    We proposed calibration corridors for the head, neck flexion/
extension, thorax resistive force and deflection, knee load and torso-
flexion.
    None of the commenters objected to the proposed head response 
corridors of 245 G to 300 G. AAMA, by endorsing the SAE/DTESC User's 
Manual of October 1998, indirectly agreed with the proposed response 
corridors for the head. Accordingly, the 245 G's to 300 G's impact 
response corridor is retained in the Final Rule as proposed in the 
NPRM.
    We proposed neck response corridors in flexion in terms of neck 
moments, maximum head flexion-rotation angle, and moment decay time. 
For flexion, we specified a head displacement-rotation range from 74-92 
degrees, a peak moment of 27 N-m to 33 N-m (19.9-24.3 ft-lbf), and a 
positive moment decay for the first 5 N-m (3.7 ft-lbf) between 103 and 
123 ms after time-zero. The SAE Engineering Aid 29 of October 1998, 
which is referenced in AAMA and TRW responses, shows agreement with all 
of the NPRM proposed neck flexion corridors. Accordingly, the final 
rule retains the calibration corridors as proposed in the NPRM.
    The agency proposed neck response corridors in extension in terms 
of neck moments, maximum head extension-rotation angle, and moment 
decay time. For extension, we specified a head displacement rotation 
range from 94-106 degrees, a peak moment of -19 N-m to -24 N-m (-14.7 
to -17 ft-lbf), and a negative moment decay for the first -5 N-m (-3.7 
ft-lbf) between 127 and 143 ms after time-zero. TRC, TRW and AAMA 
recommended a corridor of 85-103 degrees for neck rotation, a corridor 
of -20 to -25 N-m for peak moment, and, for moment decay time, a 
corridor of 123-143 ms after time zero as a more reasonable fit to the 
existing data base, apparently based on the SAE Engineering Aid 29, 
October 1998. AAMA also noted that the method of defining neck moment 
and time corridors proposed in the NPRM is acceptable because it 
produces more consistent results.
    Upon review of the substantial neck extension data submitted in 
comments, we reevaluated the proposed corridors and found a substantial 
degree of agreement with the commenters' recommendations for revising 
the head rotation and decay time, but not for the peak moment 
corridors. Accordingly, we have revised the neck extension corridor to 
a maximum head rotation of 85-103 degrees, and the decay time corridor 
to 123-147 ms value. We have retained the peak moment at -19 N-m to -24 
N-m (-14 to -17 ft-lbf) as proposed in the NPRM.
    The agency proposed thorax impact response corridors in terms of 
sternum to spine compression at 38-44 mm (1.5-1.77 in) and peak force 
at 1150 N to 1300 N (259-292 lbf). AAMA, TRC, and TRW urged the agency 
to accept the 38-46 mm compression corridor contained in SAE 
Engineering Aid 29, October 1998. AAMA and TRW urged the adoption of 
the peak force resistance corridor of 1,180 N to 1,380 N, while TRC 
argued for a peak force corridor of 1,200 N to 1,400 N. Additionally, 
AAMA preferred the wording contained in the agency Technical Report ``* 
* * to specify the maximum force within the compression corridor* * * 
''.
    Based on examination of NHTSA's and the SAE-furnished data bases, 
the agency concluded that the existing data supported the resetting of 
thorax compression corridor between 38-46 mm (1.5-1.8 in) and the force 
response between 1150 N -1380 N (259-310 lbf). We also decided to 
change the wording of the regulatory text in accordance with the AAMA's 
suggestion. Thus, we have changed the wording in S572.124(b)(1) from 
``During the displacement interval* * * '' to ``Within the specified 
compression corridor* * * ''.
    The AAMA expressed concern over the torso flexion test and the knee 
response. TRW expressed concern over the knee response as well. During 
the data analysis process, we contacted AAMA and SAE DTESC for further 
details and clarification of their recommendations for modifying the 
torso flexion and knee impact response corridors.
    In the NPRM, the agency proposed a semi-static torso bending 
stiffness value of 147-200 N (33-45 lbf). While initial comments by 
AAMA noted that the SAE Engineering Aid 29 of August 1998 supported a 
torso bending stiffness value between 156 N (35 lbf) and 200 N (45 
lbf), subsequent SAE User Manual versions agreed with the agency 
proposed value of 147-200 N (33-45 lbf). Accordingly, the torso flexion 
force values are retained in the regulatory text at 147-200 N (33-45 
lbf). Similarly, since there was no disagreement on internal hystersis 
of the ribcage, the

[[Page 2063]]

proposed range of 65 percent to 85 percent is retained for the final 
rule.
    The NPRM proposed a knee impact response corridor of 1,800-N to 
2,800-N (405-629 lbf). AAMA and TRW recommended a corridor between 
2,000-N and 3,000-N (450-674 lbf) as called for in the SAE Engineering 
Aid 29 of October 1998. Upon receipt of comments and supplemental data 
from the SAE DTESC, we recomputed the response corridor. The resultant 
average values were found to be very close to the proposed SAE mean of 
2,500 N (2,469  511 N (1 sigma limit) for the left knee and 
2,480  481 N (1 sigma limit) for the right knee). 
Accordingly, the knee impact response corridors have been adjusted to 
the 2,500  500 N (562  112 lbf ) range, as 
recommended by AAMA and TRW.

VI. Instrumentation (Accelerometers and Loads Cells)

    In the NPRM, the agency proposed for the first time ``generic'' 
specifications for dummy-based sensors. The generic specifications 
apply to the following sensors: (1) The accelerometer (SA572-S4), (2) 
force and moment transducers for upper neck (SA572-S11) and lower neck 
(SA572-S26), lumbar spine (SA572-S12), anterior-superior iliac spine 
load cell (SA572-S13), single axis femur load cell (SA572-S10), and (3) 
the thorax based chest deflection potentiometer (SA572-S50). Of the 19 
comments received, only three addressed the generic specifications for 
transducers. They were: Robert A. Denton, Inc, Entran, Inc., and AAMA. 
A full discussion of comments can be found in the TAIR-H-III6C.
    After analyzing the comments received, we have concluded that 
generic specifications for the transducers or sensors used in crash 
test dummies can be defined sufficiently and will provide a broader 
latitude for the user industry to select suitable sensors. The input 
from these comments is being incorporated into generic sensor 
specifications in the regulatory text.

VII. Biofidelity, Pressure Distribution and Occupant Sensing 
Capability

    The agency noted in the NPRM preamble that the proposed H-III6C 
dummy incorporates improved biofidelity and extended measurement 
capability. Because of this capability, the dummy can be used to 
evaluate the safety of children in a much wider array of environments 
than the Subpart I 6-year-old dummy, including assessing the effects of 
air bag deployment on out-of-position children. Comments were received 
from American Academy of Pediatrics (AAP), Advocates for Auto Safety 
(AAS), and International Electronics Engineering (IEE). AAP, AAS and 
Volvo endorse the greater biofidelity of the H-III6C dummy without 
reservations. Only IEE said there was a need to improve the dummy's 
proximity sensing and the pressure profile of the seated dummy's 
buttocks.
    Biofidelity is a desirable and useful feature of this dummy which, 
because of the extended measuring capability, is endorsed by the 
commenters, particularly for its usefulness in evaluating child safety 
in the air bag environment. However, the IEE request for redesign of 
the dummy buttocks and for proximity sensing are technically premature 
and beyond the scope of this rulemaking.
    IEE's comment about proximity sensing and the pressure profile a 
seated dummy's buttocks would be relevant if the agency were to decide 
that occupant sensing is needed along the lines suggested by IEE. 
However, this dummy in its original design was not intended to have 
such sensing and pressure profile capabilities. The development of such 
capabilities are still in early stages of research and considerably 
more research, testing and evaluation will need to be done before such 
technologies mature and become acceptable for safety certification 
activities. Nevertheless, IEE's comment is acknowledged as grounds for 
possible future research and development.

VIII. User's Manual--Procedures for Assembly, Disassembly and 
Inspection (PADI)

    The NPRM noted in sections 572.120(a)(2) and 572.121(b) that the 
final rule package will contain a ``User's Manual for the Hybrid III 6-
year-old Dummy.'' Responding to the NPRM, Volvo recommended and DTES 
requested that the agency incorporate the SAE User's Manual by 
reference in the final rule. We acknowledge the DTES'' contribution 
toward clarifying several assembly and disassembly issues and in 
illustrating the importance of this document through their diligent 
development efforts. NHTSA commends the DTES for their participation 
and contribution, and encourages the manual's further development as 
the test data begins to surface in larger volumes from its application 
in the field. Nevertheless, we have decided against incorporating the 
manual into Part 572.
    During initial dummy assessment stages, the agency had to establish 
methods for an initial dummy inspection. Additionally, part of the 
agency test protocol was based on a Draft SAE User's Manual of May 27, 
1997. Subsequent to the issuance of the NPRM, the SAE provided several 
user manual draft revisions in August, October and December 1998. Each 
of them consisted basically of two parts: inspection and calibration. 
Each of the User Manuals varied to some extent in the way inspection 
and calibration procedures and norms were formulated.
    The December 1998 SAE User's Manual draft shows it to be a 
reasonably well-developed document that is well suited for research 
use. However, because of redundancies, ambiguities, and in some areas a 
lack of objectivity, it is far less suitable for regulation and 
compliance purposes. If employed in its present form, it could become a 
source of different interpretations and misunderstandings, and as a 
result create difficulties for both the agency and dummy users in 
enforcement and compliance certification programs. Also, the SAE User's 
Manual is copyrighted by both SAE and FTSS. Until the copyright status 
of the document is resolved, its usefulness as a reference document 
would be highly limited, particularly for publication by the agency 
through the electronic media. Further, the recommended DTES User's 
Manual includes both inspection and calibration procedures, while the 
agency format provides only an inspection document involving the 
dummy's initial conformance to dimensional mass and fit-for-assembly 
specifications, as well as objective assembly and disassembly 
procedures.
    For these reasons, NHTSA has decided against adopting the SAE 
user's manual and has developed a publication, ``Procedures for 
Assembly, Disassembly, and Inspection (PADI) of the Hybrid III 6-year-
old Child Crash Test Dummy, Alpha version'' (August, 1999) 3 
for the following reasons:
---------------------------------------------------------------------------

    \3\ NHTSA believes that the name ``user's manual'' for this 
document is a misnomer given its intended purpose. As the name 
implies, the user's manual should provide instructions on how to use 
the dummy, rather than how to inspect it and perform its assembly/
disassembly.
---------------------------------------------------------------------------

     The agency-developed procedure for disassembly, assembly 
and inspection provide unambiguous, direct and straightforward 
instructions;
     The document references only essential drawings based on 
the final rule parts list;
     Important and detailed photographic views are included to 
facilitate the assembly-disassembly process, including the mounting of 
generic instrumentation;
     It provides specific information for calibration 
laboratories, particularly useful for disassembly of any single

[[Page 2064]]

major component, determination of instrumentation polarity, and the 
measurement of impactor moment of inertia;
     It uniquely provides recommendations for cable and 
connector routing and attachment based on lessons learned in the agency 
test program;
     It includes important torque specifications for all 
fasteners used in the dummy;
     It supports all elements of the final rule and will 
facilitate the dummy's use in agency required testing activities; and
     Its publication and copying are not hampered by copyright 
claims.

IX. Dummy Availability

    At the issuance of the NPRM, the agency noted that only one 
manufacturer (FTSS) was producing the H-III6C dummy. Although the dummy 
has been available for several years, its use has been limited 
primarily to research applications. Mitsubishi commented that it did 
not have sufficient time to evaluate the proposed dummy and could not 
offer extensive comments.
    Numerous organizations possessed the Hybrid III 6-year-old type 
dummy when the NPRM was published. Additionally, over a year has passed 
since the issuance of the NPRM. During this time, all interested 
parties have had ample time to procure and evaluate the dummy and 
provide additional comments. The agency expressly invites and routinely 
considers all comments submitted outside of the comment period, but 
prior to arriving at a final agency position. Also, during this period, 
considerable further discussions have taken place at the SAE DTES 
regarding adequacy of this dummy in calibration and test applications. 
Interested parties have had sufficient opportunity to avail themselves 
of the information that is contained in the minutes of those meetings. 
Inasmuch as no other comments were received regarding the availability 
of the dummy, it is assumed that Mitsubishi as well as others were 
satisfied with the dummy as proposed in the NPRM.

X. Other Issues

    The NPRM proposed that conformance of the dummy's structural 
properties would be checked before and after any compliance testing. 
When we published the NPRM for the Hybrid III 5th percentile adult 
small female dummy on September 3, 1998, 63 FR 46981, we decided to 
specify that the dummy conform to this part in every respect before its 
use in any test, but not after. The NPRMs for the Hybrid III 3-year-old 
child test dummy (64 FR 4385, January 28, 1999) and the 12-month-old 
infant dummy (CRABI) (64 FR 10965, March 8, 1999) proposed the same 
specification as the one proposed for the small adult female dummy. A 
full explanation of the agency's rationale can be found in the NPRM for 
the small adult female dummy. The agency rationale for the change in 
when to check for structural conformance is as applicable for the H-
III6C as it is for the other dummies. Accordingly, section 572.121(c) 
has been changed to adopt the language used in the NPRMs for the other 
pending dummy rulemakings.

Regulatory Analyses and Notices

Executive Order 12866 and DOT Regulatory Policies and Procedures

    Executive Order 12866, ``Regulatory Planning and Review'' (58 FR 
51735, October 4, 1993), provides for making determinations whether a 
regulatory action is ``significant'' and therefore subject to Office of 
Management and Budget (OMB) review and to the requirements of the 
Executive Order. The Order defines a ``significant regulatory action'' 
as one that is likely to result in a rule that may:
    (1) Have an annual effect on the economy of $100 million or more or 
adversely affect in a material way the economy, a sector of the 
economy, productivity, competition, jobs, the environment, public 
health or safety, or State, local, or Tribal governments or 
communities;
    (2) Create a serious inconsistency or otherwise interfere with an 
action taken or planned by another agency;
    (3) Materially alter the budgetary impact of entitlements, grants, 
user fees, or loan programs or the rights and obligations of recipients 
thereof; or
    (4) Raise novel legal or policy issues arising out of legal 
mandates, the President's priorities, or the principles set forth in 
the Executive Order.
    We have considered the impact of this rulemaking action under 
Executive Order 12866 and the Department of Transportation's regulatory 
policies and procedures. This rule is not considered a significant 
regulatory action under section 3(f) of the Executive Order 12866. 
Consequently, it was not reviewed by the Office of Management and 
Budget. This rulemaking document was not reviewed by the Office of 
Management and Budget under E.O. 12866, ``Regulatory Planning and 
Review.'' The rulemaking action is also not considered to be 
significant under the Department's Regulatory Policies and Procedures 
(44 FR 11034, February 26, 1979).
    This document amends 49 CFR Part 572 by adding design and 
performance specifications for a new six-year-old child dummy which the 
agency may later separately propose for use in the Federal motor 
vehicle safety standards. This rule indirectly imposes requirements on 
only those businesses which choose to manufacture or test with the 
dummy, in that the agency will only use dummies for compliance testing 
that meet all of the criteria specified in this rule. It may indirectly 
affect vehicle and child seat manufacturers if it is incorporated by 
reference into the advanced air bag rulemaking or a future Child 
Seating Systems (FMVSS No. 213) rulemaking.
    The cost of an uninstrumented H-III6C dummy is approximately 
$30,000. Instrumentation will add approximately $25,000 to $41,000 to 
the cost, depending on the number of data channels the user chooses to 
collect.
    Because the economic impacts of this proposal are so minimal, no 
further regulatory evaluation is necessary.

Executive Order 13132

    We have analyzed this rule in accordance with Executive Order 13132 
(``Federalism''). We have determined that this rule does not have 
sufficient Federalism impacts to warrant the preparation of a 
federalism assessment.

Executive Order 13045

    Executive Order 13045 (62 FR 19885, April 23, 1997) applies to any 
rule that: (1) is determined to be ``economically significant'' as 
defined under E.O. 12866, and (2) concerns an environmental, health or 
safety risk that NHTSA has reason to believe may have a 
disproportionate effect on children. If the regulatory action meets 
both criteria, we must evaluate the environmental health or safety 
effects of the planned rule on children, and explain why the planned 
regulation is preferable to other potentially effective and reasonably 
feasible alternatives considered by us.
    This rule is not subject to the Executive Order because it is not 
economically significant as defined in E.O. 12866. It does indirectly 
involve decisions based on health risks that disproportionately affect 
children, namely, the risk of deploying air bags to children. However, 
this rulemaking serves to help vehicle and air bag manufacturers to 
take steps to reduce that risk.

Executive Order 12778

    Pursuant to Executive Order 12778, ``Civil Justice Reform,'' we 
have considered whether this rule will have any retroactive effect. 
This rule does not

[[Page 2065]]

have any retroactive effect. A petition for reconsideration or other 
administrative proceeding will not be a prerequisite to an action 
seeking judicial review of this rule. This rule does not preempt the 
states from adopting laws or regulations on the same subject, except 
that it does preempt a state regulation that is in actual conflict with 
the federal regulation or makes compliance with the Federal regulation 
impossible or interferes with the implementation of the federal 
statute.

Regulatory Flexibility Act

    Pursuant to the Regulatory Flexibility Act (5 U.S.C. 601 et seq., 
as amended by the Small Business Regulatory Enforcement Fairness Act 
(SBREFA) of 1996) whenever an agency is required to publish a notice of 
rulemaking for any proposed or final rule, it must prepare and make 
available for public comment a regulatory flexibility analysis that 
describes the effect of the rule on small entities (i.e., small 
businesses, small organizations, and small governmental jurisdictions). 
However, no regulatory flexibility analysis is required if the head of 
an agency certifies the rule will not have a significant economic 
impact on a substantial number of small entities. SBREFA amended the 
Regulatory Flexibility Act to require Federal agencies to provide a 
statement of the factual basis for certifying that a rule will not have 
a significant economic impact on a substantial number of small 
entities.
    I have considered the effects of this rulemaking action under the 
Regulatory Flexibility Act (5 U.S.C. 601 et seq.) and certify that this 
proposal will not have a significant economic impact on a substantial 
number of small entities. The rule does not impose or rescind any 
requirements for anyone. The Regulatory Flexibility Act does not, 
therefore, require a regulatory flexibility analysis.

National Environmental Policy Act

    We have analyzed this amendment for the purposes of the National 
Environmental Policy Act and determined that it will not have any 
significant impact on the quality of the human environment.

Paperwork Reduction Act

    Under the Paperwork Reduction Act of 1995, a person is not required 
to respond to a collection of information by a Federal agency unless 
the collection displays a valid OMB control number. This rule does not 
propose any new information collection requirements.

National Technology Transfer and Advancement Act

    Section 12(d) of the National Technology Transfer and Advancement 
Act of 1995 (NTTAA), Public Law 104-113, section 12(d) (15 U.S.C. 272) 
directs us to use voluntary consensus standards in its regulatory 
activities unless doing so would be inconsistent with applicable law or 
otherwise impractical. Voluntary consensus standards are technical 
standards (e.g., materials specifications, test methods, sampling 
procedures, and business practices) that are developed or adopted by 
voluntary consensus standards bodies, such as the Society of Automotive 
Engineers (SAE). The NTTAA directs us to provide Congress, through OMB, 
explanations when we decide not to use available and applicable 
voluntary consensus standards.
    The H-III6C dummy that is the subject of this document was 
developed under the auspices of the SAE. All relevant SAE standards 
were reviewed as part of the development process. The following 
voluntary consensus standards have been used in developing the dummy:
     SAE Recommended Practice J211-1995 Instrumentation for 
Impact Tests--Parts 1 and 2, dated March, 1995; and
     SAE J1733 Information Report, titled ``Sign Convention for 
Vehicle Crash Testing'', dated December 1994.

Unfunded Mandates Reform Act

    Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA) 
requires Federal agencies to prepare a written assessment of the costs, 
benefits and other effects of proposed or final rules that include a 
Federal mandate likely to result in the expenditure by State, local or 
tribal governments, in the aggregate, or by the private sector, of more 
than $100 million in any one year (adjusted for inflation with base 
year of 1995). Before promulgating a NHTSA rule for which a written 
statement is needed, section 205 of the UMRA generally requires us to 
identify and consider a reasonable number of regulatory alternatives 
and adopt the least costly, most cost-effective or least burdensome 
alternative that achieves the objectives of the rule. The provisions of 
section 205 do not apply when they are inconsistent with applicable 
law. Moreover, section 205 allows us to adopt an alternative other than 
the least costly, most cost-effective or least burdensome alternative 
if we publish with the final rule an explanation why that alternative 
was not adopted.
    This rule does not impose any unfunded mandates under the Unfunded 
Mandates Reform Act of 1995. This rule does not meet the definition of 
a Federal mandate because it does not impose requirements on anyone. 
Further, it will not result in costs of $100 million or more to either 
State, local, or tribal governments, in the aggregate, or to the 
private sector. Thus, this rule is not subject to the requirements of 
sections 202 and 205 of the UMRA.

Regulation Identifier Number (RIN)

    The Department of Transportation assigns a regulation identifier 
number (RIN) to each regulatory action listed in the Unified Agenda of 
Federal Regulations. The Regulatory Information Service Center 
publishes the Unified Agenda in April and October of each year. You may 
use the RIN contained in the heading at the beginning of this document 
to find this action in the Unified Agenda.

List of Subjects in 49 CFR Part 572

    Incorporation by reference. Motor vehicle safety.

    In consideration of the foregoing, NHTSA amends 49 CFR part 572 as 
follows:

PART 572--ANTHROPOMORPHIC TEST DEVICES

    1. The authority citation for part 572 continues to read as 
follows:

    Authority: 49 U.S.C. 322, 30111, 30115, 30117 and 30166; 
delegation of authority at 49 CFR 1.50.

    2. 49 CFR part 572 is amended by adding a new subpart N consisting 
of Secs. 572.120-572.127 to read as follows:

Subpart N--Six-year-old Child Test Dummy, Alpha Version

Sec.
572.120  Incorporation by reference.
572.121  General description.
572.122  Head assembly and test procedure.
572.123  Neck assembly and test procedure.
572.124  Thorax assembly and test procedure.
572.125  Upper and lower torso assemblies and torso flexion test 
procedure.
572.126  Knees and knee impact test procedure.
572.127  Test conditions and instrumentation.

Subpart N--Six-year-old Child Test Dummy, Alpha Version


Sec. 572.120  Incorporation by reference.

    (a) The following materials are hereby incorporated into this 
subpart by reference:
    (1) A drawings and inspection package entitled ``Drawings and 
Specifications for the Hybrid III 6-year-

[[Page 2066]]

old Dummy (August 1999)'', consisting of:
    (i) Drawing No. 127-1000, Head Assembly,
    (ii) Drawing No. 127-1015, Neck Assembly,
    (iii) Drawing No. 127-2000, Upper Torso Assembly,
    (iv) Drawing No. 127-3000, Lower Torso Assembly,
    (v) Drawing No. 127-4000, Leg Assembly,
    (vi) Drawing No. 127-5000, Arm Assembly, and
    (vii) The Hybrid III Six-year-old Parts List.
    (2) A procedures manual entitled ``Procedures for Assembly, 
Disassembly, and Inspection (PADI) of the Hybrid III 6-year-old Child 
Crash Test Dummy, Alpha Version (August 1999)'';
    (3) SAE Recommended Practice J211-1995 Instrumentation for Impact 
Tests--Parts 1 and 2, dated March, 1995'';
    (4) SAE J1733 Information Report, titled ``Sign Convention for 
Vehicle Crash Testing'', dated December 1994.
    (b) The Director of the Federal Register approved those materials 
incorporated by reference in accordance with 5 U.S.C. 552(a) and 1 CFR 
part 51. Copies of the materials may be inspected at NHTSA's Technical 
Reference Library, 400 Seventh Street S.W., room 5109, Washington, DC, 
or at the Office of the Federal Register, 800 North Capitol Street, NW, 
Suite 700, Washington, DC.
    (c) The incorporated materials are available as follows:
    (1) The Drawings and Specifications for the Hybrid III 6-year-old 
Dummy (August 1999) referred to in paragraph (a)(1) of this section and 
the Procedures for Assembly, Disassembly, and Inspection (PADI) of the 
Hybrid III 6-year-old Child Crash Test Dummy, Alpha Version (August 
1999) referred to in paragraph (a)(2) of this section, are available 
from Reprographic Technologies, 9000 Virginia Manor Road, Beltsville, 
MD 20705 (301) 419-5070.
    (2) The SAE materials referred to in paragraphs (a)(3) and (a)(4) 
of this section are available from the Society of Automotive Engineers, 
Inc., 400 Commonwealth Drive, Warrendale, PA 15096.


Sec. 572.121  General description.

    (a) The Hybrid III type 6-year-old dummy is defined by drawings and 
specifications containing the following materials:
    (1) Technical drawings and specifications package P/N 127-0000, the 
titles of which are listed in Table A;
    (2) Procedures for Assembly, Disassembly, and Inspection (PADI) of 
the Hybrid III 6-year-old test dummy, Alpha version (August 1999).

                                 Table A
------------------------------------------------------------------------
                                                                Drawing
                     Component assembly                         number
------------------------------------------------------------------------
Head assembly...............................................    127-1000
Neck assembly...............................................    127-1015
Upper torso assembly........................................    127-2000
Lower torso assembly........................................    127-3000
Leg assembly................................................    127-4000
Arm assembly................................................    127-5000
------------------------------------------------------------------------

    (b) Adjacent segments are joined in a manner such that except for 
contacts existing under static conditions, there is no contact between 
metallic elements throughout the range of motion or under simulated 
crash impact conditions.
    (c) The structural properties of the dummy are such that the dummy 
must conform to this Subpart in every respect before use in any test 
similar to those specified in Standard 208, ``Occupant Crash 
Protection'', and Standard 213, ``Child Restraint Systems''.


Sec. 572.122  Head assembly and test procedure

    (a) The head assembly for this test consists of the complete head 
(drawing 127-1000), a six-axis neck transducer (drawing SA572-S11) or 
its structural replacement (drawing 78051-383X), a head to neck-to-
pivot pin (drawing 78051-339), and 3 accelerometers (drawing SA572-S4).
    (b) When the head assembly in paragraph (a) of this section is 
dropped from a height of 376.0  1.0 mm (14.8  
0.04 in) in accordance with paragraph (c) of this section, the peak 
resultant acceleration at the location of the accelerometers at the 
head CG may not be less than 245 G or more than 300 G. The resultant 
acceleration vs. time history curve shall be unimodal; oscillations 
occurring after the main pulse must be less than 10 percent of the peak 
resultant acceleration. The lateral acceleration shall not exceed 15 
g's (zero to peak).
    (c) Head test procedure. The test procedure for the head is as 
follows:
    (1) Soak the head assembly in a controlled environment at any 
temperature between 18.9 and 25.6  deg.C (66 and 78  deg.F) and a 
relative humidity from 10 to 70 percent for at least four hours prior 
to a test.
    (2) Prior to the test, clean the impact surface of the skin and the 
impact plate surface with isopropyl alcohol, trichloroethane, or an 
equivalent. The skin of the head must be clean and dry for testing.
    (3) Suspend the head assembly as shown in Figure N1. The lowest 
point on the forehead must be 376.0  1.0 mm (14.8 
 0.04 in) from the impact surface and the head must be 
oriented to an incline of 62  1 deg. between the ``D'' 
plane as shown in Figure N1 and the plane of the impact surface. The 
1.57 mm (0.062 in) diameter holes located on either side of the dummy's 
head shall be used to ensure that the head is level with respect to the 
impact surface.
    (4) Drop the head assembly from the specified height by means that 
ensure a smooth, instant release onto a rigidly supported flat 
horizontal steel plate which is 50.8 mm (2 in) thick and 610 mm (24 in) 
square. The impact surface shall be clean, dry and have a micro finish 
of not less than 203.2.  x  10-6 mm (8 micro inches) (RMS) 
and not more than 2032.0  x  10-6 mm (80 micro inches) 
(RMS).
    (5) Allow at least 2 hours between successive tests on the same 
head.


Sec. 572.123  Neck assembly and test procedure.

    (a) The neck assembly for the purposes of this test consists of the 
assembly of components shown in drawing 127-1015.
    (b) When the head-neck assembly consisting of the head (drawing 
127-1000), neck (drawing 127-1015), pivot pin (drawing 78051-339), bib 
simulator (drawing TE127-1025, neck bracket assembly (drawing 127-
8221), six-axis neck transducer (drawing SA572-S11), neck mounting 
adaptor (drawing TE-2208-001), and three accelerometers (drawing SA572-
S4) installed in the head assembly as specified in Sec. 572.122, is 
tested according to the test procedure in paragraph (c) of this 
section, it shall have the following characteristics:
    (1) Flexion. (i) Plane D, referenced in Figure N2, shall rotate in 
the direction of preimpact flight with respect to the pendulum's 
longitudinal centerline between 74 degrees and 92 degrees. Within this 
specified rotation corridor, the peak moment about the occipital 
condyles shall be not less than 27 N-m (19.9 ft-lbf) and not more than 
33 N-m (24.3 ft-lbf).
    (ii) The positive moment shall decay for the first time to 5 N-m 
(3.7 ft-lbf) between 103 ms and 123 ms.
    (iii) The moment shall be calculated by the following formula: 
Moment (N-m) = My-(0.01778m)  x  (FX).
    (iv) My is the moment about the y-axis and FX 
is the shear force measured by the neck transducer (drawing SA572-S11) 
and 0.01778m is the distance from force to occipital condyle.
    (2) Extension. (i) Plane D, referenced in Figure N3, shall rotate 
in the direction of preimpact flight with respect to the pendulum's 
longitudinal

[[Page 2067]]

centerline between 85 degrees and 103 degrees. Within this specified 
rotation corridor, the peak moment about the occipital condyles shall 
be not more than -19 N-m (-14 ft-lbf) and not less than -24 N-m 
(-17.7ft-lbf).
    (ii) The negative moment shall decay for the first time to -5 N-m 
(-3.7 ft-lbf) between 123 ms and 147 ms.
    (iii) The moment shall be calculated by the following formula: 
Moment (N-m) = My--(0.01778m) x (FX).
    (iv) My is the moment about the y-axis and FX 
is the shear force measured by the neck transducer (drawing SA572-S11) 
and 0.017778m is the distance from force to occipital condyle.
    (3) Time-zero is defined as the time of initial contact between the 
pendulum striker plate and the honeycomb material.
    (c) Test procedure. The test procedure for the neck assembly is as 
follows:
    (1) Soak the neck assembly in a controlled environment at any 
temperature between 20.6 and 22.2  deg.C (69 and 72  deg.F) and a 
relative humidity between 10 and 70 percent for at least four hours 
prior to a test.
    (2) Torque the jam nut (drawing 9000341) on the neck cable (drawing 
127-1016) to 0.23  0.02 N-m (2.0  0.2 in-lbs).
    (3) Mount the head-neck assembly, defined in paragraph (b) of this 
section, on the pendulum so the midsagittal plane of the head is 
vertical and coincides with the plane of motion of the pendulum as 
shown in Figure N2 for flexion tests and Figure N3 for extension tests.
    (4) Release the pendulum and allow it to fall freely from a height 
to achieve an impact velocity of 4.95  0.12 m/s (16.2 
 0.4 ft/s) for flexion tests and 4.3  0.12 m/s 
(14.10  0.40 ft/s) for extension tests, measured by an 
accelerometer mounted on the pendulum as shown in Figure 22 of 49 CFR 
572 at the instant of contact with the honey comb.
    (i) Time-zero is defined as the time of initial contact between the 
pendulum striker plate and the honeycomb material. All data channels 
should be at the zero level at this time.
    (ii) Stop the pendulum from the initial velocity with an 
acceleration vs. time pulse which meets the velocity change as 
specified below. Integrate the pendulum acceleration data channel to 
obtain the velocity vs. time curve:

                                                     Table B
----------------------------------------------------------------------------------------------------------------
                            Time                                                Pendulum pulse
----------------------------------------------------------------------------------------------------------------
                                                                       Flexion                  Extension
                             ms                              ---------------------------------------------------
                                                                  m/s          ft/s         m/s          ft/s
----------------------------------------------------------------------------------------------------------------
10..........................................................      1.2-1.6      3.9-5.3      1.0-1.4      3.3-4.6
20..........................................................      2.4-3.4     7.9-11.2      2.2-3.0      7.2-9.8
30..........................................................      3.8-5.0    12.5-16.4      3.2-4.2    10.5-13.8
----------------------------------------------------------------------------------------------------------------

Sec. 572.124  Thorax assembly and test procedure.

    (a) Thorax (upper torso) assembly. The thorax consists of the part 
of the torso assembly shown in drawing 127-2000.
    (b) When the anterior surface of the thorax of a completely 
assembled dummy (drawing 127-0000) is impacted by a test probe 
conforming to section 572.127(a) at 6.71  0.12 m/s (22.0 
 0.4 ft/s) according to the test procedure in paragraph (c) 
of this section:
    (1) The maximum sternum displacement (compression) relative to the 
spine, measured with chest deflection transducer (drawing SA572-S50), 
must be not less than 38.0 mm (1.50 in) and not more than 46.0 mm (1.80 
in). Within this specified compression corridor, the peak force, 
measured by the probe in accordance with section 572.127, shall not be 
less than 1150 N (259 lbf) and not more than 1380 N (310 lbf). The peak 
force after 12.5 mm (0.5 in) of sternum displacement but before 
reaching the minimum required 38.0 mm (1.5 in) sternum displacement 
limit shall not exceed by more than 5% the value of the peak force 
measured within the required displacement limit.
    (2) The internal hysteresis of the ribcage in each impact as 
determined by the plot of force vs. deflection in paragraph (b)(1) of 
this section shall be not less than 65 percent but not more than 85 
percent.
    (c) Test procedure. The test procedure for the thorax assembly is 
as follows:
    (1) Soak the dummy in a controlled environment at any temperature 
between 20.6 and 22.2  deg.C (69 and 72  deg.F) and a relative humidity 
between 10 and 70 percent for at least four hours prior to a test.
    (2) Seat and orient the dummy, wearing a light-weight cotton 
stretch short-sleeve shirt and above-the-knee pants, on a seating 
surface without back support as shown in Figure N4, with the limbs 
extended horizontally and forward, parallel to the midsagittal plane, 
the midsagittal plane vertical within  1 degree and the 
ribs level in the anterior-posterior and lateral directions within 
 0.5 degrees.
    (3) Establish the impact point at the chest midsagittal plane so 
that the impact point of the longitudinal centerline of the probe 
coincides with the midsagittal plane of the dummy within  
2.5 mm (0.1 in) and is 12.7  1.1 mm (0.5  0.04 
in) below the horizontal-peripheral centerline of the No. 3 rib and is 
within 0.5 degrees of a horizontal line in the dummy's midsagittal 
plane.
    (4) Impact the thorax with the test probe so that at the moment of 
contact the probe's longitudinal center line falls within 2 degrees of 
a horizontal line in the dummy's midsagittal plane.
    (5) Guide the test probe during impact so that there is no 
significant lateral, vertical or rotational movement.


Sec. 572.125  Upper and lower torso assemblies and torso flexion test 
procedure.

    (a) Upper/lower torso assembly. The test objective is to determine 
the stiffness effects of the lumbar spine (drawing 127-3002), including 
cable (drawing 127-8095), mounting plate insert (drawing 910420-048), 
nylon shoulder bushing (drawing 9001373), nut (drawing 9001336), and 
abdominal insert (drawing 127-8210), on resistance to articulation 
between upper torso assembly (drawing 127-2000) and lower torso 
assembly (drawing 127-3000).
    (b)(1) When the upper torso assembly of a seated dummy is subjected 
to a force continuously applied at the head to neck pivot pin level 
through a rigidly attached adaptor bracket as shown in Figure N5 
according to the test procedure set out in paragraph (c) of this 
section, the lumbar spine-abdomen assembly shall flex by an amount that 
permits the upper torso assembly to translate in angular motion until 
the machined rear surface of the instrument cavity at the back of the 
thoracic spine

[[Page 2068]]

box is at 45  0.5 degrees relative to the vertical 
transverse plane, at which time the force applied as shown in Figure N5 
must be not less than 147 N (33 lbf) and not more than 200 N (45 lbf), 
and
    (2) Upon removal of the force, the torso assembly must return to 
within 8 degrees of its initial position.
    (c) Test procedure. The test procedure for the torso assemblies is 
as follows:
    (1) Soak the dummy in a controlled environment at any temperature 
between 18.9 and 25.6  deg.C (66 and 78  deg.F) and a relative humidity 
between 10 and 70 percent for at least four hours prior to a test.
    (2) Attach the dummy (with or without the legs below the femurs) to 
the fixture in a seated posture as shown in Figure N5.
    (3) Secure the pelvis at the pelvis instrument cavity rear face by 
threading four \1/4\ in cap screws into the available threaded 
attachment holes. Tighten the mountings so that the test material is 
rigidly affixed to the test fixture and the pelvic-lumbar joining 
surface is horizontal.
    (4) Flex the thorax forward three times between vertical and until 
the torso reference plane, as shown in figure N5, reaches 30 
 2 degrees from vertical. Bring the torso to vertical 
orientation, remove all externally applied flexion forces, and wait 30 
minutes before conducting the test. During the 30-minute waiting 
period, the dummy's upper torso shall be externally supported at or 
near its vertical orientation to prevent sagging.
    (5) Remove the external support and wait two minutes. Measure the 
initial orientation of the torso reference plane of the seated, 
unsupported dummy as shown in Figure N5. This initial torso orientation 
angle may not exceed 22 degrees.
    (6) Attach the loading adapter bracket to the spine of the dummy, 
the pull cable, and the load cell as shown in Figure N5.
    (7) Apply a tension force in the midsagittal plane to the pull 
cable as shown in Figure N5 at any upper torso deflection rate between 
0.5 and 1.5 degrees per second, until the torso reference plane is at 
45  0.5 degrees of flexion relative to the vertical 
transverse plane as shown in Figure N5.
    (8) Continue to apply a force sufficient to maintain 45 
 0.5 degrees of flexion for 10 seconds, and record the 
highest applied force during the 10-second period.
    (9) Release all force as rapidly as possible, and measure the 
return angle at 3 minutes or any time thereafter after the release.


Sec. 572.126  Knees and knee impact test procedure.

    (a) Knee assembly. The knee assembly is part of the leg assembly 
(drawing 127-4000-1 and -2).
    (b) When the knee assembly, consisting of knee machined (drawing 
127-4013), knee flesh (drawing 127-4011), lower leg (drawing 127-4014), 
the foot assembly (drawing 127-4030-1 (left) and -2 (right)) and femur 
load transducer (drawing SA572-S10) or its structural replacement 
(drawing 127-4007) is tested according to the test procedure in section 
572.127(c), the peak resistance force as measured with the test probe 
mounted accelerometer must be not less than 2.0 kN (450 lbf) and not 
more than 3.0 kN (625 lbf).
    (c) Test Procedure. The test procedure for the knee assembly is as 
follows:
    (1) Soak the knee assembly in a controlled environment at any 
temperature between 18.9 and 25.6  deg.C (66 and 78  deg.F) and a 
relative humidity from 10 to 70 percent for at least four hours prior 
to a test.
    (2) Mount the test material and secure it to a rigid test fixture 
as shown in Figure N6. No contact is permitted between any part of the 
foot or tibia and any exterior surface.
    (3) Align the test probe so that throughout its stroke and at 
contact with the knee it is within 2 degrees of horizontal and 
collinear with the longitudinal centerline of the femur.
    (4) Guide the pendulum so that there is no significant lateral 
vertical or rotational movement at time-zero.
    (5) The test probe velocity at the time of contact shall be 2.1 
 0.03 m/s (6.9 # 0.1 ft/s).


Sec. 572.127  Test conditions and instrumentation.

    (a) The test probe for thoracic impacts shall be of rigid metallic 
construction, concentric in shape, and symmetric about its longitudinal 
axis. It shall have a mass of 2.86  0.02 kg (6.3 
 0.05 lbs) and a minimum mass moment of inertia of 622 kg-
cm2 (0.55 lbs-in-sec2) in yaw and pitch about the 
CG. \1/3\ of the weight of the suspension cables and their attachments 
to the impact probe must be included in the calculation of mass, and 
such components may not exceed five percent of the total weight of the 
test probe. The impacting end of the probe, perpendicular to and 
concentric with the longitudinal axis, must be at least 12.7 mm (0.5 
in) long, and have a flat, continuous, and non-deformable 101.6 
 0.25 mm (4.00  0.01 in) diameter face with a 
maximum edge radius of 12.7 mm (0.5 in). The probe's end opposite to 
the impact face must have provisions for mounting of an accelerometer 
with its sensitive axis collinear with the longitudinal axis of the 
probe. No concentric portions of the impact probe may exceed the 
diameter of the impact face. The impact probe shall have a free air 
resonant frequency of not less than 1000 Hz.
    (b) The test probe for knee impacts shall be of rigid metallic 
construction, concentric in shape, and symmetric about its longitudinal 
axis. It shall have a mass of 0.82  0.01 kg (1.8 
 0.02 lbs) and a minimum mass moment of inertia of 34 kg-
cm\2\ (0.03 lbs-in-sec\2\) in yaw and pitch about the CG. \1/3\ of the 
weight of the suspension cables and their attachments to the impact 
probe must be included in the calculation of mass, and such components 
may not exceed five percent of the total weight of the test probe. The 
impacting end of the probe, perpendicular to and concentric with the 
longitudinal axis, must be at least 12.7 mm (0.5 in) long, and have a 
flat, continuous, and non-deformable 76.2  0.2 mm (3.00 
 0.01 in) diameter face with a maximum edge radius of 12.7 
mm (0.5 in). The probe's end opposite to the impact face must have 
provisions for mounting an accelerometer with its sensitive axis 
collinear with the longitudinal axis of the probe. No concentric 
portions of the impact probe may exceed the diameter of the impact 
face. The impact probe must have a free air resonant frequency of not 
less than 1000 Hz.
    (c) Head accelerometers shall have dimensions, response 
characteristics, and sensitive mass locations specified in drawing 
SA572-S4 and be mounted in the head as shown in drawing 127-0000 sheet 
3.
    (d) Neck force/moment transducer. (1) The upper neck force/moment 
transducer shall have the dimensions, response characteristics, and 
sensitive axis locations specified in drawing SA572-S11 and be mounted 
in the head-neck assembly as shown in drawing 127-0000 sheet 3.
    (2) The optional lower neck force/moment transducer shall have the 
dimensions, response characteristics, and sensitive axis locations 
specified in drawing SA572-S26 and be mounted as shown in drawing 127-
0000 sheet 3.
    (e) The thorax accelerometers shall have the dimensions, response 
characteristics, and sensitive mass locations specified in drawing 
SA572-S4 and be mounted in the torso assembly in triaxial configuration 
at T4, and as optional instrumentation in uniaxial for- and-aft 
oriented configuration on the most anterior ends of ribs #1 and #6 and 
at the spine box at the levels of #1 and #6 ribs as shown in 127-0000 
sheet 3.

[[Page 2069]]

    (f) The chest deflection transducer shall have the dimensions and 
response characteristics specified in drawing SA572-S50 and be mounted 
in the upper torso assembly as shown in 127-0000 sheet 3.
    (g) The optional lumbar spine force-moment transducer shall have 
the dimensions, response characteristics, and sensitive axis locations 
specified in drawing SA572-S12 and be mounted in the lower torso 
assembly as shown in drawing 127-0000 sheet 3 as a replacement for 
lumbar adaptor 127-3005.
    (h) The optional iliac spine force transducers shall have the 
dimensions and response characteristics specified in drawing SA572-S13 
and be mounted in the torso assembly as shown in drawing 127-0000 sheet 
3 as a replacement for ASIS load cell 127-3015-1 (left) and -2 (right).
    (i) The optional pelvis accelerometers shall have the dimensions, 
response characteristics, and sensitive mass locations specified in 
drawing SA572-S4 and be mounted in the torso assembly in triaxial 
configuration in the pelvis bone as shown in drawing 127-0000 sheet 3.
    (j) The femur force transducer shall have the dimensions and 
response characteristics specified in drawing SA72-S10 and be mounted 
in the leg assembly as shown in drawing 127-0000 sheet 3.
    (k) The outputs of acceleration and force-sensing devices installed 
in the dummy and in the test apparatus specified by this part must be 
recorded in individual data channels that conform to SAE Recommended 
Practice J211, Rev. Mar95 ``Instrumentation for lmpact Tests,'' except 
that the lumbar measurements are based on CFC 600, with channel classes 
as follows:
    (1) Head acceleration--Class 1000
    (2) Neck:
    (i) Forces--Class 1000
    (ii) Moments--Class 600
    (iii) Pendulum acceleration--Class 180
    (3) Thorax:
    (i) Rib acceleration--Class 1000
    (ii) Spine and pendulum accelerations--Class 180
    (iii) Sternum deflection--Class 600
    (4) Lumbar:
    (i) Forces--Class 1000
    (ii) Moments--Class 600
    (iii) Flexion--Class 60 if data channel is used
    (5) Pelvis accelerations--Class 1000
    (6) Femur forces--Class 600
    (l) Coordinate signs for instrumentation polarity shall conform to 
the Sign Convention For Vehicle Crash Testing, Surface Vehicle 
Information Report, SAE J1733, 1994-12.
    (m) The mountings for sensing devices shall have no resonance 
frequency less than 3 times the frequency range of the applicable 
channel class.
    (n) Limb joints must be set at one G, barely restraining the weight 
of the limb when it is extended horizontally. The force needed to move 
a limb segment shall not exceed 2G throughout the range of limb motion.
    (o) Performance tests of the same component, segment, assembly, or 
fully assembled dummy shall be separated in time by period of not less 
than 30 minutes unless otherwise noted.
    (p) Surfaces of dummy components may not be painted except as 
specified in this subpart or in drawings subtended by this subpart.

BILLING CODE 4910-59-P

[[Page 2070]]

Figures to Subpart N
[GRAPHIC] [TIFF OMITTED] TR13JA00.002


[[Page 2071]]

[GRAPHIC] [TIFF OMITTED] TR13JA00.003



[[Page 2072]]

[GRAPHIC] [TIFF OMITTED] TR13JA00.004



[[Page 2073]]

[GRAPHIC] [TIFF OMITTED] TR13JA00.005



[[Page 2074]]

[GRAPHIC] [TIFF OMITTED] TR13JA00.006



[[Page 2075]]

[GRAPHIC] [TIFF OMITTED] TR13JA00.007


    Issued: December 29, 1999.
Rosalyn G. Millman,
Acting Administrator.
[FR Doc. 00-705 Filed 1-12-00; 8:45 am]
BILLING CODE 4910-59-C