Other relevant specifications The purpose of this TRD was to provide a technical base reference document for consideration when drafting the proposed Specification (See 3.3) and any future amendments that may be proposed.
3.3 A proposed European Specification for CRDs taking cognisance of the fundamentals in the TRD and acknowledging the practicalities as noted in the PSD - the document to be subsequently offered to the Joint Aviation Authority (JAA) for their consideration.
The proposed Specification constituted the prime Deliverable under the contract. No progress can be made toward the provision of "Aviation Approved" CRDs without such a standard. The complete Specification together with explanatory notes is reproduced as an Annex to the project's Final Report now available on application to DG-VII (See 1.2)
Without compromising the prime requirement of safely restraining infants in aircraft, the Specification has been constructed with a view to keeping cost increases to a minimum. The recommended way of achieving this is to have dual approved auto/aviation CRDs provided by the passengers.
The principal parameters underlying the Specification are:
The safe restraint of infants at least to the standard of other passengers
Minimising any additional costs, particularly to the aviation industry
Compatibility where possible with ECE 44 (European) auto restrain specifications
Harmonisation with the USA proposed Standard (AS 5276/1)
Not restricting CRD design flexibility
Recognising the differing risk profiles between "Take-off and Landing" and "In Flight" periods
That CRDs need only be used by passengers less than 18 Kgs
4.0 SYNOPSIS of the IMPCHRESS CONCLUSIONSThe research and investigations carried out during the project were reviewed in depth by the partners and they took note of the present unsatisfactory situation with regard to infant passenger restraint. They also concluded from the study that there was no technical or practical reason precluding an improvement in restraint methods whereby all passengers would be restrained to an adequate and similar standard.
This situation has been recognised by the industry for many years but no action has been taken. No Authority has been prepared to subject their own national airlines to a potential cost burden that would not, at the same time, be imposed on others.
The major area of potential cost to the industry would be the matter of CRD provision and management. It was therefore concluded that passenger provided CRDs should be encouraged thus avoiding any additional cost to the airlines. As virtually all parents own regular auto restraints then it would be logical for these to be dual auto/aviation approved restraints. If that were the case then there would also be no additional cost to parents in the matter of aviation CRD provision. Cost increases would be limited to the purchase of an additional seat/ticket when the chosen CRD so requires and this would otherwise have not applied. e.g. Children under 2 years old.
The IMPCHRESS CRD Specification and proposals support and promote this concept of passenger provided CRDs.
The matter of economical CRD provision is the key to reaching the objective of safer infant restraint. The first step must therefore be the adoption of a CRD Specification controlling their construction and approval. Following on from that, a programme should be initiated that encourages auto CRD manufacturers in the provision of dual approved (auto/aviation) equipment.
It was established by the IMPCHRESS study that this could be readily achieved if it was generally understood that the use of aviation approved CRDs would soon be mandated by the JAA or FAA under a new Specification. Without this declared intention it is unlikely that automotive child restraint manufacturers would commit themselves to the necessary development and approval expenditure.
To achieve the project's overall objective the IMPCHRESS study concluded and put forward:
5.0 PROPOSAL for the WAY FORWARD
5.1 Adopt, as soon as possible, an aviation CRS Specification.
5.2 A change to Operational regulations, effective in two years from adoption of a CRS Specification, which would:
a) Permit differing restraints for "Take-off and Landing" (Class A) and "In flight/cruise" (Class B) use.
b) Require all passengers below the weight of 18 Kgs to be restrained by CRSs as approved to the adopted Specification.
A restraint chart would then become -
PASSENGER
GROUP |
RESTRAINT
TYPE |
MASS Kgs |
RESTRAINT DESCIRPTION |
| |
|
|
CLASS 'A' |
CLASS 'B' |
| New Born |
I |
Less than 5 |
Aft-facing (reclining) CRD |
Supplementary belt or other approved CRD |
| Infant |
II |
5 - 10 |
- do - |
- do - |
| Toddler |
III |
9 - 18 |
Forward or Aft facing (upright) CRD |
- do - |
| Child/Adult |
- |
Over 18 |
Standard lap belt |
Standard lap belt |
5.3
(a) Encourage equipment approval in the initial phase by establishing an EC grant fund from which CRD manufacturers may be assisted when putting forward CRDs for aviation testing.
(b) Commission a survey supervised and funded by the EC, in conjunction with major restraint manufacturers, to ascertain a selection of the most popular auto restraints currently in use in the 0-18 Kgs weight range (EC.44 groups 0, 0+ and 1). From this survey select a limited number for aviation testing. Assuming that some will be found acceptable for aviation use then arrangements to be made with the relevant manufacturers whereby parents may submit these existing auto CRDs for new dual use identification labelling.
5.4 Arrange for the appointment of sufficient approving agencies.
5.5 Commence a wide ranging promotional exercise as necessary to increase public awareness of the aviation child restraint issues together with notification of any forthcoming changes in flight regulations.
IN SUMMARY
** ESTABLISH AN AVIATION CRS SPECIFICATION **
** ENCOURAGE AND PROMOTE CRS APPROVALS TO THAT SPECIFICATION **
** MANDATE THEIR USE **
** ADVISE THE PUBLIC ACCORDINGLY **
6.0COLLABORATION SOUGHT
For progress to be made toward the IMPCHRESS objective it is necessary for the proposed Specification to be adopted either in its present form or modified to suit the requirements of the JAA, DG-VII or other instructing agency.
In this event the IMPCHRESS partners would be seeking collaboration with other parties willing to contribute toward the outstanding work -
- completion of the Specification. This concerns the final design of a test fixture which, amongst other matters, will require a dimensional survey of existing aircraft seat configurations.
- a validation exercise of the final Specification.
It is also highly desirable that the Specification is harmonised as far as possible with the F.A.A.'s proposals. Given the above then the IMPCHRESS partners (Specifically H.R.F.D) would seek collaboration as appropriate with the FAA and SAE in the USA.
Seatrac also seeks collaboration with CRD manufacturers - see 7.0
7.0 EXPLOITATION and DISSEMINATION PLANSAs a Research Study Contract carried out on behalf of DG-VII the dissemination activities were pre-defined and broadly limited to a presentation of the Specification to the JAA. This was undertaken at a meeting (June 1999) of the JAA's Cabin Safety Study Group - Working Group, specifically tasked with the matter of improved infant restraint. Although the IMPCHRESS work was also presented at a Cabin Safety Conference (Cranfield University May 1999) it is not planned to formally present the work at other venues. This would not be appropriate unless the work was adopted by the JAA, or DG-VII specifically instruct such further dissemination activity.
Other than the outstanding work mentioned in 6.0 above which features in the exploitation plans of IMPCHRESS partners CIC, TNO and HRFD, Seatrac intends to use the project to further its work in the field of CRD design. Seatrac seeks collaboration with other parties already involved with CRD manufacture.
