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The purpose of the report is two-fold: (1) further exploration of therelationship between the Functional Capacity Index (FCI) and the Abbreviated Injury Scale (AIS), and (2) application of the FCI to NASS CDS data. Analysis of the...
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The purpose of the report is two-fold: (1) further exploration of therelationship between the Functional Capacity Index (FCI) and the Abbreviated Injury Scale (AIS), and (2) application of the FCI to NASS CDS data. Analysis of the mapping performed by MacKenzie et al (1994) between FCI and AIS revealed that only about a quarter of all possible AIS diagnoses are predicted to produce some functional limitations one year post-injury. Head and spine are the two body regions with more diagnoses associated with functional limitations. The most common impairment is the minor limitation of only one FCI dimension (mostly ambulation). Limitations, further applications, and policy implications of the FCI are discussed.
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From October 2005 to March 2006, there were a total of five reported wrong way crashes in the Charlotte, North Carolina area that resulted in seven deaths. This seemingly abnormally high occurrence of wrong way crashes quickly rai...
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From October 2005 to March 2006, there were a total of five reported wrong way crashes in the Charlotte, North Carolina area that resulted in seven deaths. This seemingly abnormally high occurrence of wrong way crashes quickly raised the concerns of both state and local officials as well as others such as the media and the general public. In an effort to determine the exact magnitude of the wrong way crashes in North Carolina and whether additional initiatives (enforcement, engineering, etc.) are needed/warranted to prevent future crashes of this type, the Traffic Engineering and Safety Systems Branch of the North Carolina Department of Transportation initiated a detailed analysis of wrong way crashes.
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The mission of Georgia Governor's Office of Highway Safety(GOHS) is to educate the public on highway safety issues and to facilitate the implementation of programs that reduce crashes, injuries, and fatalities on Georgia roadways....
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The mission of Georgia Governor's Office of Highway Safety(GOHS) is to educate the public on highway safety issues and to facilitate the implementation of programs that reduce crashes, injuries, and fatalities on Georgia roadways. The Office seeks to accomplish its mission by using federal monies to fund state and local programs that address specific highway safety issues. The highway safety programs funded by our Office are designed to address major highway safety problems that are concerns not only on the state level, but nationally as well. The Office expended approximately $17,568,398.38 million during the federal fiscal year(FFY) 2010 in funds provided by the federal government (National Highway Traffic Safety Administration - NHTSA) and the state Georgia Driver's Education Commission.
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The method and results of a study using rotary wing crash data from the Army Aviation Mishap database are reported. The study was conducted to support the Full Spectrum Crashworthiness initiative with the objective of providing a ...
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The method and results of a study using rotary wing crash data from the Army Aviation Mishap database are reported. The study was conducted to support the Full Spectrum Crashworthiness initiative with the objective of providing a current basis for revising the crashworthiness design criteria. For this study, crashes were divided into two types: directly to terrain, and those following an inflight obstacle strike. Thirty percent of the crashes studied were post-obstacle crashes and this fraction appears to be higher for the newer generation aircraft. The two crash types differ in both kinematics and outcomes. The post-obstacle crashes were characterized by higher vertical velocities, more vertical impact angles, and a broader distribution of attitude angles. The post-obstacle crashes analyzed were less survivable and more injurious. Data on the impact surface revealed that 16 percent of all crashes occurred onto prepared surfaces, whereas 66 percent occurred onto sod. Crashworthiness was evaluated by estimating the velocity above which all aircraft occupants experienced severe injury. A recommendation is made to reconsider crashworthiness strategies that are functional only for aircraft impacting vertically and close to the normal flight attitude.
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Aircraft crashworthiness features are presented, as others have done, in terms of packaging principles. Modern aerial application aircraft are recognized as being the most crashworthy in the civil aviation fleet. Eighteen accident...
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Aircraft crashworthiness features are presented, as others have done, in terms of packaging principles. Modern aerial application aircraft are recognized as being the most crashworthy in the civil aviation fleet. Eighteen accidents involving an aerial application aircraft are presented in regard to crashworthiness findings, crashworthiness being the protection afforded by the aircraft against injury to the pilots from impact forces. A summary of findings showed that the cockpit afforded good protection but in many of the accidents pilot restraint systems failed. There were no failures in lap belts or lap belt attachments. The structural attachment of the shoulder harness failed in a rare accident and the manufacturer strengthened the attachment. In three aircraft the inertia reel, to which the shoulder harness was attached, failed, diminishing the effectiveness of the shoulder harness in attenuating impact forces on the pilots. IN 14 of the 18 accidents the seat completely or partially separated from the seat track, and in 14 accidents one or more of the cast alloy seat legs or pedestals broke. These accidents illustrate two areas of concern in terms of improved crashworthiness of these aircraft. One is the strength of the attachment of the shoulder harness, and the other is the apparent ease of detachment of seats from the seat tracks and failure (fracture) of the cast alloy seat parts--legs and pedestals in particular. (Author)
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In automobile frontal impact, given the vehicle motion and the interior free space for the occupant's excursion, what are the optimal characteristics of restraint systems for the minimization of the peak occupant deceleration. In ...
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In automobile frontal impact, given the vehicle motion and the interior free space for the occupant's excursion, what are the optimal characteristics of restraint systems for the minimization of the peak occupant deceleration. In this paper, the problem is treated as the optimal protection from impact based on a lumped-parameter model of the occupant-vehicle system. The optimal kinematics of the occupant in frontal impact is studied. The optimal characteristics of passive restraint systems are investigated in detail for three types of vehicle crash pulses: optimal pulse, constant deceleration pulse, and half-sine pulse. Optimization of the characteristics of active and pre-acting restraint systems is addressed. It is found that the optimal kinematics of the occupant in frontal impact is such that the occupant moves at a constant deceleration. Passive restraint systems are not able to provide required protection for the occupant to attain optimal kinematics, but active and pre-acting restraint systems can achieve that if optimally designed.
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NHTSA publishes crash statistics based on police accident reports, but many crashes are never reported by the police. In 1981 NHTSA sponsored a telephone survey to estimate the incidence of unreported crashes. That survey estimate...
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NHTSA publishes crash statistics based on police accident reports, but many crashes are never reported by the police. In 1981 NHTSA sponsored a telephone survey to estimate the incidence of unreported crashes. That survey estimated 47 percent of crashes go unreported. In 2008 NHTSA paid for an updated survey, reported here. The present survey, completed in 2010, collected data on 2,299 crashes, 697 of which were unreported to police. When the data were properly weighted, the participant responses indicated that approximately 30 percent of crashes go unreported. In both surveys the crashes were mostly property-damage-only crashes, although some unreported injury crashes were found. However, the data in this report is only one aspect of the unreported crash problem.
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This Lecture Series (LS) addresses a critical aspect of the investigationsrelated to the factors implied in the prevention of potential injuries among aircraft occupants as a consequence of impact and post-crash fires, heat and to...
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This Lecture Series (LS) addresses a critical aspect of the investigationsrelated to the factors implied in the prevention of potential injuries among aircraft occupants as a consequence of impact and post-crash fires, heat and toxic fumes. It comprises a review of the critical aspects of injury prevention. The topics covered include a description of the acceleration vectors involved, how they may have an influence on the aircraft, and how the acceleration forces might be tolerated by the aviator. In addition, the physical analysis of impact and crash survivability is discussed, focusing on what happens during a mishap. Furthermore a review is made on how to evaluate the tolerable deceleration forces and occupiable space required to sustain life. A part of this LS is devoted to answering questions such as, when did the injury occur, the nature of the forces that produced the injury, and their relationship to a mishap. Injury types related to the thermal and intrusive impact of the deceleration forces are also discussed, as are aspects related to the collection of medical information that would help identify the potential causes and the effects on an individual; in particular, the way in which the occupant moves in response to the forces applied.
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An analysis of three major databases of the National Highway Traffic Safety Administration (NHTSA) shows that from 1996 through 2005, the annual number of incapacitating injuries due to motor vehicle crashes decreased by 25 to 28 ...
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An analysis of three major databases of the National Highway Traffic Safety Administration (NHTSA) shows that from 1996 through 2005, the annual number of incapacitating injuries due to motor vehicle crashes decreased by 25 to 28 percent. Incapacitating is a category of injury severity that represents the most severe non-fatal injuries. An incapacitating injury is a nonfatal injury that prevents the injured person from walking, driving, or normally continuing the activities the person was capable of performing before the injury occurred. This report utilizes three databases from NHTSA's National Center for Statistics and Analysis (NCSA). The databases are used separately to analyze trends in non-fatal motor vehicle injuries. Data was individually examined from the Fatality Analysis Reporting System (FARS) from 1996 through 2005, the National Automotive Sampling System General Estimates System (GES) from 1996 through 2005, and 25 States in the State Data System (SDS) from 1996 through 2004. A significant reduction was seen in the overall non-fatal injury counts in each of the FARS, GES, and SDS databases.
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The report reviews the pertinent literature and adds additional evidence indicating that the human brain may be able to tolerate head impact forces in the range of 300 to 400 g's without evidence of concussion or other detectable ...
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The report reviews the pertinent literature and adds additional evidence indicating that the human brain may be able to tolerate head impact forces in the range of 300 to 400 g's without evidence of concussion or other detectable neurologic sequelae, provided that provisions are made to prevent deformation of the cranium. (Author)
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