restraint loading which produce a downward force component on the shoulders. For this purpose, a load (force) transducer is inserted into the test dummy's pelvis just below the lumbar column. This modification is shown in figure 3. The illustration shows a commercially available femur load cell, with end plates removed, which has been adapted to measure the compression load between the pelvis and the lumbar spine column of the test dummy. In order to maintain the correct seated height of the test dummy, the load cell is fixed in a rigid cup inserted into a hole bored in the top surface of the test dummy's pelvis, the top flange of which is bolted to the pelvis. If necessary, ballast should be added to the pelvis to maintain the specified weight of the assembly. Alternative approaches to measuring the axial force transmitted to the lumbar spinal column by the pelvis are acceptable if the method -
(i) Accurately measures the axial force but is insensitive to moments and forces other than that being measured;
(ii) Maintains the intended alignment of the spinal column and the pelvis, the correct seated height, and the correct weight distribution of the test dummy; and
(iii) Does not alter the other performance characteristics of the test dummy.
(2) Other Anthropomorphic Test Dummy Modifications. Flailing of the anthropomorphic test dummy arms often causes the "clavicle" used in the Part 572B dummy to break. To reduce the frequency of this failure, the clavicle may be replaced by a component having the same shape but made of higher strength material. This may increase the dummy's weight slightly, but is acceptable for the tests discussed in this AC. Another useful modification is the use of "submarining indicators" on the dummy's pelvis. These electronic transducers are located on the anterior surface of the ilium of the dummy's pelvis without altering its contour and indicate the position of the lap safety belt as it applies loads to the pelvis. Thus, they can provide a direct record that the lap safety belt remains on the pelvis during the test, and eliminate the need for careful review of high-speed camera images to make that determination.
(3) Equivalent Anthropomorphic Test Dummies. The continuing development of anthropomorphic test dummies for dynamic testing of seating restraint/crash injury-protection systems is guided by goals of improved biofidelity (human-like response to the impact environment) and reproducibility of test results. For the purpose of the tests discussed in this AC, these improved test dummies may be used as an equivalent to the Part 572B anthropomorphic test dummy if -
(i) They are fabricated in accordance with design and production specifications established and published by a regulatory agency which is responsible for crash injury protection systems;
(ii) They are capable of providing data for the measurements discussed in this AC or of being readily altered to provide the data;
(iii) They have been evaluated by comparison with the Part 572B dummy;
and 13
(iv) Any deviations from the Part 572B anthropomorphic test dummy configuration or performance are representative of the occupant of a civil airplane in the impact environment discussed in this AC.
•a
• g This illustration shows an acceptable installation of a femur load cell (d) at the base of the test dummy's lumbar spine (a). The load cell is in line with the centerline of the lumbar spine, and set below the top surface of the pelvis casting to maintain the seated height of the test dummy. A rigid adapted cup (e) is fabricated to hold the load cell and a hole is bored in the test dummy's pelvis to accept the cup. Clearance should be provided between the walls of the adapter cup and the load cell and for the wires leading from the cell. The bottom of the load cell is bolted to the adapted cup. Adapter plates having similar hold patterns in their periphery are fabricated for the lower surface of the lumbar spine (b) and the upper surface of the load cell (c). These plates are fastened to the lumbar spine and load cell with screws through holes matching threaded holes in those components, and are then joined together by bolts through the peripheral holes. The flange on the adapter cup has a bolt hole pattern which matches that on the pelvis. The cup is fastened to the pelvis using screws to the threaded holes in the pelvis.
Spacers (f) may be placed under the flange of the cup to obtain the specified dummy seating height. Additional weight should be placed in the cavity below the adapter cup to compensate for any weight lost because of this modification. The instrument cavity plug (g) is cut to provide clearance for the adapter cup and added weight.
Figure 3 - INSTALLATION OF PELVIC-LUMBAR SPINE LOAD CELL IN PART 572B ANTHROPOMORPHIC TEST DUMMY 14
(4) Temperature and Humidity. Since extremes of temperature and humidity can change the performance of anthropomorphic test dummies, the tests discussed in this AC should be conducted at a temperature from 66 degrees F to 78 degrees F, and at a relative humidity from 10 percent to 70 percent. The test dummies should have been maintained under these conditions for at least four hours prior to the test.
f. Test Proposal. A test proposal should be prepared for the tests and include a selection of the test articles to be used in the tests, determination of the conservative conditions for the tests, and installation of the test articles, instrumentation and anthropomorphic test dummies on the test fixture. Additional items are also discussed in paragraph 8. Preparations which pertain to the normal operation of the test facility, such as safety provisions and the actual procedure for accomplishment of the tests, are particular to the test facility and are not discussed in this AC.
(1) Selection of Test Articles. Many seat designs compose a "family" of seats which have the same basic structural design but differ in detail. For example, a basic seat frame configuration can allow for several different seat leg locations to permit installation in different airplanes. If these differences are of such a nature that their effect can be determined by rational analysis, then the analysis should determine the most highly stressed ("worst case") configuration. The most highly stressed configuration would normally be selected for the dynamic tests so that the other configurations may be accepted by comparison with that configuration. The HIC depend on secondary dummy impact and are more dependent on seat pitch than on seat structural stress for a given "family" of seats, so that the selection of the most highly stressed seat structure, the seat location with respect to the structure interior items, and the most critical seat pitch permits these factors to be evaluated in one test under conditions of Test 2. Critical pelvis/lumbar spinal column forces are usually found under the conditions of Test 1. Certain precautions should be used when employing this approach. For example:
(i) If different configurations of the same basic design incorporated load carrying elements, especially joints or fasteners, which differed in detail design, the performance of each detail design should be demonstrated by a dynamic test or rational analysis considering the dynamic characteristics of the design. Experience has shown that small differences in details of the design often cause problems in meeting the test performance criteria.
(ii) The most critical condition should be evaluated in the dynamic test whether it is the structural strength, retention of the occupant, or the occupant injury criteria. The test item should be representative of the final production item in all structural elements and should include seat cushions, armrests and armcaps, functioning position adjustment mechanism and correctly adjusted breakover (if present), food trays or any other service or accouterment required by the seat manufacturer or customer, and any other items of mass which are carried or positioned by the seat structure such as weights simulating 15
underseat luggage, fire extinguishers, survival equipment, etc. If these items of mass are placed in a position which limits the function of an energy absorbing design concept in the test item, they should be of representative shape and stiffness as well as weight. Alternatively, the seat should contain adequate design features to preclude underseat baggage from restricting the seat displacement during energy absorption. Except for seats with 2 inches or less of stroking, inherent design features should be sufficient to preclude underseat baggage or any items of mass placed under the seat from intruding into that limited stroking envelope.
(2) Occupant Seat Assemblies. The tests should be planned to achieve conservative conditions that demonstrate compliance with the criteria for each test as shown in figure 2.
(i) For multiple occupant seat assemblies, a rational structural analyis should be used to determine the number and seat location for the dummies, and the direction for seat yaw in Test 2 to provide the most critical seat structural stress. This may result in unequally loaded seat legs. The seat deformation procedure should be selected to increase the load on the highest loaded seat leg and to stress the floor track or fitting in the most severe manner.
(ii) If a seat has sitting height adjustment, it should be tested in a position which may be used by a 50th percentile male occupant in the airplane installation and in association with paragraph 6f(3)(v) below.
(iii) In some cases, it may not be possible to directly obtain or measure data for head impact during the basic test of the seat and restraint system. The design of the surrounding interior may not be known to the designer of the seat and restraint system, or the system may be used in several applications with different interior configurations. In such cases, it may be necessary to document the head strike path and the velocity along the path. This requires careful placement of photoinstrumentation cameras and location of targets on the test dummy representing the test dummy's head center of mass so that the necessary data can be obtained. These data can be used by the interior designer to demonstrate that head impact with the interior does not take place, or that any unavoidable head impacts occur within the limits of the HIC. If unavoidable head impact with the interior occurs, the interior should be subject to an impact test to ensure that the measured head impact data does not exceed the HIC specified in § 23.562(c)(5)(i). This can be done by guiding the center of a rigid 6.5 inch diameter spherical head form weighing 15 pounds along the head strike path so that it contacts the interior at the velocity indicated by the measurements made in the seat/restraint system dynamic test. Accelerometers located at the center of the head form would provide the data necessary for the HIC computation. If the interior component that is impacted by the test dummy has significant inertial response to the impact environment, such as breakover seatbacks or instrument panels designed to move forward in a crash because of their own inertia, it may be necessary to evaluate those systems in a dynamic test program which includes the full dummy occupant/seat/restraint system. A suggested head impact test procedure is discussed in the Society of Automotive Engineers Recommended Practice SAE J921b, Motor Vehicle Instrument Panel Laboratory Impact Test Procedure - Head Area.
(3) Use of Anthropomorphic Test Dummies. Anthropomorphic test dummies used in the tests discussed in this AC should be maintained to perform in accordance with the requirements described in their specification. Periodic teardown and inspection of the test dummy should be accomplished to identify and correct any worn or damaged components, and appropriate dummy calibration tests (as described in the specification) should be accomplished if major components are replaced. Each test dummy should be clothed in form-fitting cotton stretch garments with short sleeves and mid-calf length pants and with shoes (size 11E) weighing about 2.5 pounds. The head and face of the test dummy can be dusted with chalk dust if it is desired to mark head contact areas on seats or other structure. The friction in limb joints should be set so that they barely restrain the weight of the limb when extended horizontally. The anthropomorphic test dummy should be placed in the seat in a uniform manner so as to obtain reproducible test results. The test dummy should be placed in a seat in accordance with the manufacturer's instructions. Where these instructions are not provided, the following guidance should be used:
(i) The test dummy should be placed in the center of the seat, in as nearly a symmetrical position as possible.
(ii) The test dummy's back should be against the seat back without clearance. This condition can be achieved if the test dummy's legs are lifted as it is lowered into the seat. Then, the test dummy is pushed back into the seat back as it is lowered the last few inches into the seat pan. Once all lifting devices have been removed from the test dummy, the dummy should be "rocked" slightly to settle it in the seat.
(iii) The test dummy's knees should be separated about four inches.
(iv) The test dummy's hands should be placed on the top of its upper legs, just behind the knees. If tests on crew seats are conducted in a mockup which has airplane controls, the test dummy's hands should be lightly tied to the controls. If only the seat/restraint system is tested, the test dummy's hands should be tied together with a slack cord which provides about 24 inches of separation before the cord becomes tight. This prevents excessive arm flail during the test dummy's rebound phase.
(v) All seat adjustments and cockpit controls should be in the design position intended for the 50th percentile male occupant. In addition, the various seat orientation or positions for takeoff and landing should be tested.
Any limitation information should be included in the seat installation instructions to preclude uses that have not been substantiated. For example, if the seat is only tested for aft-facing installations, the installation data should provide this limitation.
(vi) The feet should be in the appropriate position for the type of seat tested (flat on the floor for a passenger seat, on control pedals or on a 45 degree footrest for flightcrew systems). The feet should be placed so that the centerlines of the lower legs are approximately parallel, unless the need for placing the feet on airplane controls dictates otherwise.
(4) Installation of Instrumentation. Professional practice should be followed when installing instrumentation. Care should be taken when installing the transducers to prevent deformation of the transducer body from causing errors in data. Lead-wires should be routed to avoid entanglement with the test dummy or test item, and sufficient slack should be provided to allow motion of the test dummy or test item without breaking the lead wires or disconnecting the transducer.
Calibration procedures should consider the effect of long transducer lead-wires.
Head accelerometers should be installed in the test dummy in accordance with the dummy specification and the instructions of the transducer manufacturer. The load cell between the pelvis and the lumbar spinal column should be installed in accordance with the approach shown in figure 3 of this AC, or in a manner which would provide equivalent data.
(i) If an upper torso restraint is used, the tension load should be measured in a segment of webbing between the test dummy's shoulders and the first contact of the webbing with hard structure (the anchorage point or a webbing guide). Restraint webbing should not be cut to insert a load cell in series with the webbing, since that would change the characteristics of the restraint system.
Load cells are commercially available which can be placed over the webbing without cutting. They should be placed on free webbing and should not contact hard structure, seat upholstery, or the dummy during the test. They should not be used on double reeved webbing, multiple layered webbing, locally stitched webbing, or folded webbing unless it can be demonstrated that these conditions do not cause errors in the data. These load cells should be calibrated using a length of webbing of the type used in the restraint system. If the placement of the load cell on the webbing causes the restraint system to sag, the weight of the load cell can be supported by light string or tape which breaks away during the test.
(ii) Loads in restraint systems which attach directly to the test fixture can be measured by three-axis load cells fixed to the test fixture at the appropriate location. These commercially available load cells measure the forces in three orthogonal directions simultaneously, so that the direction as well as the magnitude of the force can be determined. If desired, similar load cells can be used to measure forces at other boundaries between the test fixture and the test item, such as the forces transmitted by the legs of the seat into the floor track.
It is possible to use independent, single axis load cells arranged to provide similar data, but care should be taken to use load cells which can withstand significant cross axis loading or bending without causing errors in the test data, or to use careful (often complex) installations which protect the load cells from cross axis loading or bending. Since load cells are sensitive to the inertial forces of their own internal mass and to the mass of fixtures located between them and the test article as well as to forces applied by the test article, it may be necessary to compensate the test data for that inaccuracy if the error is significant. Data for such compensation is usually obtained from an additional dynamic test that replicates the load cell installation but does not include the test item.
(5) Restraint System Adjustment. The restraint system should not be tighter than is reasonably expected in normal use and any emergency locking devices (inertia reel) if installed, should not be locked prior to the test. Inertia reels may not be used for some seats. Automatic locking retractors should be allowed to perform the webbing retraction and automatic locking function without assistance.
Care should be taken that emergency locking retractors which are sensitive to acceleration do not lock prior to the impact test because of pre-impact acceleration applied by the test facility which is not present in an airplane crash. If "comfort zone" retractors are used, they should be adjusted in accordance with instructions given to the user of the system.
If manual adjustment of the restraint system is required, it should be sufficient to remove slack in the webbing; but it should not be adjusted so that it is unduly tight. Since the force required to adjust the length of the webbing can be as high as 11 pounds, a preload of 12-15 pounds is commonly recommended. This load is too small to be accurately measured by transducers selected to measure the high loads encountered in the impact test, so it should be measured manually as the restraint is being adjusted. Special gauges are commercially available to assist in this measurement. The preload should be checked and adjusted, if necessary, just prior to the floor deformation phase of the test.
7. DATA ANALYSIS.
a. General. All data obtained in the dynamic tests should be reviewed for errors. Baseline drift, "ringing," and other common electronic instrumentation problems should be detected and corrected before the tests. Loss of data during the test is readily observed in a plot of the data vs. time and is typically indicated by sharp discontinuities in the data, often exceeding the amplitude limits of the data collection system. If these occur early in the test in essential data channels, the data should be rejected and the test repeated. If they occur late in the test, after the maximum data in each channel has been recorded, the validity of the data should be carefully evaluated; but the maximum values of the data may still be acceptable. The HIC does not represent simply a maximum data value but represents an integration of data over a varying time base not to exceed 50 microseconds elapse time. The head acceleration measurements used for that computation should not be accepted if errors or loss of data are apparent in the data from any time from the beginning of the test until test completion.
b. Impact Pulse Shape. Data for evaluating the impact pulse shape are obtained from an accelerometer which measures the accelerations on the test fixture or sled at the seat location or equivalent location in the direction parallel to the line of inertial response shown in figure 2 of this AC. The impact pulses intended for the tests discussed in this AC have a symmetrical (isosceles) triangular shape. A graphic technique may be used to evaluate test impact pulse shapes which are not precise isosceles triangles. The graphic technique, which is also similarly described in the Simula, Inc., Aircraft Crash Survival Design Guide, Volume 1, uses the following steps as shown in figure 4:
(1) Locate the calibration baseline (zero g level).
(2) Determine the peak deceleration (Gp) magnitude.
(3) Draw a reference line parallel to the calibration baseline at a magnitude equal to 10 percent of the peak deceleration (Gp). The intersection of this line with the deceleration-time trace defines point 1.
(4) Draw a second reference line parallel to the calibration baseline at a magnitude equal to 90 percent of the peak deceleration (Gp). The intersection of this line with the deceleration-time trace defines point 2.
(5) Draw a line passing through points 1 and 2.
(6) Draw a line parallel to the calibration baseline, through the point of peak deceleration (Gp). The intersection of this line with the line through points 1 and 2 defines point 3. Point 3 is used to establish the time to peak deceleration (t3).
(7) The intersection of the line through points 1 and 3 with the calibration baseline is defined as time to. The requirements for the time increment (t3-to) and the acceptable levels of peak deceleration (Gp) for each test are defined in paragraph 23.562(b).
(i) For each test, the area under the test data plot curve within the rise time to peak G, Gp, of the test impact pulse should represent at least one half of the impact velocity given in figure 2.
(8) The peak compressive lumbar load and upper torso harness load measured on the anthropomorphic test dummy and the peak loads measured on the upper torso restraint during the dynamic tests may be reduced by the factor (Gr/Gp) provided:
(i) Gr is the minimum peak deceleration of the sled required in either § 23.562(b)(1) or (2) as appropriate;
(ii) Gp is the measured peak test deceleration of the sled and should be at least equal to or greater than Gr.
(iii) (t3-to) is less than or equal to the maximum rise time allowed by § 23.562(b)(1) or (2) as appropriate;
(iv) The test velocity is equal to or greater than that specified in § 23.562(b)(1) or (2) as appropriate; and
(v) The tests are conservative.
c. Head Injury Criterion (HIC). Data for determining the HIC need to be collected during the tests discussed in this AC only if the test dummy's head is exposed to secondary impact during the test. The HIC is calculated according to the following equation:
Most facilities can make this computation if requested. This HIC is a method for defining an acceptable limit, i.e., the maximum value of the HIC should not exceed 1000 with a time base not to exceed 50 microseconds, for head impact against broad interior surfaces in a crash. It does not consider injuries which can occur from contact with surfaces having small contact areas or sharp edges, especially if those surfaces are relatively rigid. These injuries can occur at low impact velocities, and are often described as "cosmetic" injuries; however, they can involve irreversible nerve damage and permanent disfigurement. While there is no generally accepted test procedure which can provide quantitative assessment of these injuries, a judgmental evaluation of soft tissue injuries can be made by assessing tears or cuts in a synthetic skin placed over the test dummy's head or a head form during the test. Synthetic skins are discussed in the Society of Automotive Engineers Information Report SAE J202, Synthetic Skins for Automotive Testing, 1979 SAE Handbook, Volume 2, pages 34.108-34.109. The HIC is calculated by computer based data analysis systems. The discussion which follows outlines the basic method for computing the HIC, but manual attempts to use this method with real data are likely to be tedious. The HIC is based on data obtained from three mutually perpendicular acccelerometers installed in the head of the anthropomorphic test dummy in accordance with the dummy specification. Data from these accelerometers are obtained using a data system conforming to Channel Class 1000 as described in Society of Automotive Engineers Recommended Practice SAE J211. For the tests discussed in this AC, only the data taken during a secondary head impact with the airplane interior should be used to calculate a HIC value. Head impact is often indicated in the data by a rapid change in the magnitude of the acceleration. Alternately, film of the test may show head impact which can be correlated with the acceleration data by using the time base common 21
to both electronic and photographic instrumentation, or simply contact switches on the impacted surface can be used to define the initial contact time. The magnitude of the resultant vector acceleration obtained from the three accelerometers is plotted against time. Then, beginning at the time of initial head contact (t 1) the average value of the resultant acceleration is found for each increasing increment of time (t2-t1), by integrating the curve between t1 and t2 and then dividing the integral value by the time (t2-t1). This calculation should use all data points provided by the minimum 8000 samples per second digital sampling rate for the integration. However, the maximizing time intervals need be no more precise than
0.001 seconds. The average values are then raised to the 2.5 power and multiplied by the corresponding increment of time (t2-t1). This procedure is then repeated, increasing t1 by 0.001 seconds for each repetition. The maximum value of the set of computations which is obtained from this procedure is the HIC. The procedure may be simplified by noting that the maximum value only occurs in intervals where the resultant magnitude of acceleration at t1 is equal to the resultant magnitude of acceleration at t2, and when the average resultant acceleration in that interval is equal to 5/3 times the acceleration at t1 or t2. The HIC is usually reported as the maximum value, and the time interval during which the maximum value occurs is also given.
d. Impact Velocity. Impact velocity can be obtained by measurement of a time interval and a corresponding sled displacement which occurs just before the test impact and then dividing the distance by the time interval. When making such a computation, the possible errors of the time and displacement measurements should be used to calculate a possible velocity measurement error, and the test impact velocity should exceed the velocity shown in figure 2 by at least the velocity measurement error. If the sled is changing acceleration during the immediate pre impact interval, or if the facility produces significant rebound of the sled, the effective impact velocity can be determined by integrating the plot of sled acceleration vs. time. If this method is used, the sled acceleration should be measured in accordance with Channel Class 100 requirements.
e. Upper Torso Restraint System Load. The maximum load in the upper torso restraint system webbing can be obtained directly from a plot or listing of webbing load transducer output. If a three axis load transducer, fixed to the test fixture, is used to obtain these data, the data from each axis should be combined to provide the resultant vector magnitude. If necessary, corrections should be made for the internal mass of the transducer and the fixture weight it supports.
This correction is usually necessary only when the inertial mass or fixture weight is high or when the correction becomes critical to demonstrate that the measurements fall below the specified limits.
f. Compressive Load Between the Pelvis and Lumbar Column. The maximum z axis compressive load between the pelvis and the lumbar column of the anthropomorphic test dummy can be obtained directly from a plot or listing of the output of the load transducer at that location. Since most load cells indicate tension as well as compression, care should be taken that the polarity of the data has been correctly identified.
g. Position of Upper Torso Restraint Straps. Position of the upper torso restraint webbing straps on the anthropomorphic test dummy's shoulders can be verified by observation of photometric or documentary camera coverage. The webbing should remain on the sloping portion of the test dummy's shoulder until the test dummy rebounds after the test impact and the upper torso restraint straps are no longer carrying any load. The webbing straps should not bear on the neck or side of the head and should not slip to the upper rounded portion of the upper arm during that time period.
h. Position of Lap Safety Belt. Position of the lap safety belt on the occupant's pelvis can be verified by observation of photometric or documentary camera coverage. The lap safety belt should remain on the anthropomorphic test dummy's pelvis, bearing on or below each prominence representing the anterior superior iliac spines, until the test dummy rebounds after the test impact and the lap safety belt becomes slack. If the lap safety belt does not become slack throughout the test, the belt should maintain the proper position throughout the test. Movement of the lap safety belt above the prominence is usually indicated by an abrupt displacement of the belt into the test dummy's soft abdominal insert which can be seen by careful observation of photo data from a camera located to provide a close view of the belt as it passes over the test dummy's pelvis. This movement of the belt is sometimes indicated in measurements of lap safety belt load (if such measurements are made) by a transient decrease or plateau in the belt force, as the belt slips over the prominence, followed by a gradual increase in belt force as the abdominal insert is loaded by the belt. Retention of the lap safety belt can also be verified by "submarining indicators" located on the test dummy's pelvis without changing its essential geometry. They indicate the position of the lap safety belt by producing an electrical signal when they are under load from the belt.
i. Seat Attachment. Documentation that the seat and restraint system has remained attached at all points of attachment should be provided by still photographs which show the intact system components in the load path between the attachment points and the occupant.
j. Seat Deformation. Airplane occupant seats which are evaluated in the tests discussed in this AC can deform either due to the action of discrete energy absorber systems included in the design or due to residual plastic deformation of their structural components. The intent of this paragraph is to obtain information for the evaluation of a seat or seats in the airplane and to ensure the emergency egress standard is maintained with deformed seats as the result of the dynamic tests. If this deformation is excessive, it may impede the airplane emergency evacuation process. Each seat design may differ in this regard and should be evaluated according to its unique deformation characteristics. These deformations from the tests should be recorded and included in the test report.
8. TEST REPORT AND DOCUMENTATION.
a. General. A test plan or proposal, as part of the test report, should be prepared to specify the seat/restraint system specimen, test facility information, test descriptions, and analytical methods to be used. The tests discussed in this AC should be documented in a test report which describes the test procedures and results. In addition to the specific contents described in paragraphs 8b and 8c, the test report should include the following:
(1) Facility Data.
(i) The name and address of the test facility performing the tests.
(ii) The name and telephone number of the individual at the test facility responsible for conducting the tests.
(iii) A brief description and/or photograph of each test fixture.
(iv) The date of the last instrumentation system calibration and the name and telephone number of the person responsible for instrumentation system calibration.
(v) A statement confirming that the data collection was done in accordance with the recommendations of this AC, or a detailed description of the actual calibration procedure used and technical analysis showing equivalence to the recommendations of this AC (reference paragraph 6d(1)).
(vi) Manufacturer, governing specification, serial number, and test weight of anthropomorphic test dummies used in the tests, and a description of any modifications or repairs performed on the test dummies which may cause them to deviate from the specification.
(vii) A description of the photographic-instrumentation system used in the tests (reference paragraph 6d(2)).
(2) Seat/Restraint System Data.
(i) Manufacturer's name and identifying model numbers of the seat/restraint system used in the tests, with a brief description of the system, including identification and a functional description of all major components and photographs or drawings as applicable.
(ii) For systems which are not symmetrical, an analysis supporting the selection of conservative test conditions used in the tests. The test proposal submitted for approval is the proper means to document and verify the conservative test conditions. In addition, the test results refer to the test proposal if separate from the results report.
b. Test Description. The description of the test and how the tests should be conducted should be documented in sufficient detail in the test proposal or report so that the tests can be reproduced simply by following the guidance given in the test proposal or report. The procedures outlined in this AC can be referenced in the test plan or report but should be supplemented by such details as are necessary to describe the unique conditions of the tests. For example:
(1) Pertinent dimensions and other details of the installation which are not included in the drawings of the test items should be provided. This can include footrests, restraint system webbing guidance and restraint anchorages, "interior surface" simulations, bulkhead or sidewall attachments for seats or restraints, etc. Also, examples of the items that will be simulated or duplicated in the test should be included in the test report.