slight separation after the first of five trials. The subsequent trials
all produced a rotation failing the limits of the NPRM and the final
rule, whereas lateral flexion tests performed on the damaged part
resulted in passes. That is, the frontal test detected the tear in the
part, whereas the lateral test did not.
Lateral Flexion
    This test mimics the main bending direction of the Q3s's torso
during a CRS side impact test as proposed in the FMVSS No. 213 upgrade.
This test assures uniformity in such bending.
    The NPRM proposed a maximum rotation of 47-59 degrees (11.3% of the
midpoint). The maximum moment was proposed to be 78-97 Nm (10.9% of the
midpoint).
    This final rule sets the maximum rotation at 46.1-58.2 degrees
(11.6% of the midpoint). The maximum moment is set at 79.4-98.1 Nm
(10.5% of the midpoint).
    Test R&R and Dummy Reproducibility. At all four labs, the CVs for
test repeatability and test reproducibility were below 5% and 6%,
respectively, for both the rotation and the moment with all dummies.
For dummy reproducibility, however, the CVs were above 6% at two of the
labs. Tests revealed that two of the newer units, the Britax-owned unit
(tested at VRTC) and the MGA-owned (tested at MGA), produced greater
rotations than the older NHTSA-owned units. As a result, the CVs for
dummy reproducibility in lumbar rotation at VRTC and MGA were 6.5% and
7.4%, respectively.
    All dummies at all labs were demonstrated to pass the qualification
limits of this final rule. The margins for acceptance are essentially
the same as those of the NPRM, but the midpoints for both rotation and
moment have been shifted slightly downward for rotation and upward for
moment.
Frontal Flexion
    The proposed FMVSS No. 213 side impact test is carried out at a
slight oblique angle. Typically, the torso of the Q3s bends laterally
and slightly forward, so NHTSA has included a frontal (forward)
component to the lumbar qualification.
    The NPRM proposed a maximum rotation of 48-57 degrees (8.6% of the
midpoint) in the NPRM. The maximum moment was proposed to be 78-94 Nm
(9.3% of the midpoint).
    This final rule sets the maximum rotation at 47.0-58.5 degrees
(10.9% of the midpoint). NHTSA set the maximum moment at 78.2-96.2 Nm
(10.3% of the midpoint).
    Test R&R and Dummy Reproducibility. The CVs for test repeatability
and reproducibility were under 5% and 6%, respectively, at all labs and
all dummies for both rotation and moment. However, the new MGA-owned
unit produced consistently higher rotations than the two NHTSA-owned
units, resulting in a CV of 8.0% for reproducibility of the dummy's
lumbar in rotation. At VRTC, the new Britax-owned unit had rotations
that were also high, resulting in a CV dummy reproducibility score of
6.6%. At Calspan, its new unit produced consistently higher lumbar
moments than the two NHTSA-owned units. Thus, the Calspan CV score for
dummy reproducibility of the lumbar moment was elevated (7.7%).
    All dummies at all labs were demonstrated to pass the qualification
limits of this final rule. In setting the new limits, NHTSA has
slightly widened the margins for acceptance relative to the NPRM for
both rotation and moment to accommodate the newer units. In both
instances, the margins are still under the 11% goal.
Timing Specifications Associated With Lumbar Qualification
    All pendulum tests for the lumbar column have specifications on the
time at which the maximum moment and maximum rotation occur. The agency
has revised the way signal timing is assessed for the lumbar column and
neck qualification tests and has slightly increased the time that it
takes the lumbar column (or neck) to return from its position at peak
rotation to the position of zero rotation. The discussion of those
issues can be found in the section below.
Timing Specifications Associated With Neck and Lumbar Qualification
\46\
---------------------------------------------------------------------------

    \46\ The following discussion also applies to the timing
specifications for the lumbar column qualification tests.
---------------------------------------------------------------------------

1. Maximum Moment and Rotation
    All pendulum tests for the neck and lumbar column place
specifications on the time at which the maximum moment and maximum
rotation occur. This final rule revises the way signal timing is
assessed.
    The test data indicate that the proposed time specifications were
generally met. There were only a few

instances where the peak time was just under or just over the
prescribed interval. All the tests would have met the time
specifications if the intervals were expanded by just 1 ms, except for
the time specification for the maximum moment in the neck lateral
flexion test (see Table 8 below). Here, 60 trials (about half of all
trials) were below the NPRM lower limit. However, for this test, the
range of allowable times was only a 7 ms interval, whereas the
intervals in the other four tests ranged from 11 to 20 ms.
    The 7 ms time interval was very narrow because, along with all
qualification intervals proposed in the NPRM, it was derived solely
from the statistics of the then-available test data. The interval of 7
ms represented three standard deviations from the mean of data gathered
during the NPRM stage. The very narrow time interval was the result of
running the tests at a single lab (VRTC) under highly similar impulses
and using aluminum honeycomb from a common lot.

                    Table 8--NPRM Time Specifications for Neck and Lumbar Qualification Tests
----------------------------------------------------------------------------------------------------------------
                                                     NPRM time specifications      Number of trials with a time
---------------------------------------------------------------------------------   that differed from the NPRM
                                                                                time specifications
                                                   Max. rotation    Max. moment  -------------------------------
               Qualification test                      (ms)            (ms)        Max. rotation    Max. moment
                                                                                (ms)            (ms)
----------------------------------------------------------------------------------------------------------------
Neck frontal flexion............................           55-63           49-62               1               0
Neck lateral flexion............................           65-72           66-73               0              60
Neck torsion....................................          91-113          85-105               0               2
Lumbar frontal flexion..........................           52-59           46-57               2               1
Lumbar lateral flexion..........................           50-59           46-57               0               1
----------------------------------------------------------------------------------------------------------------

    The agency's latest pooling of test data reveals that the timing
disparity in the neck lateral flexion test is related to lab-to-lab
variability, not to test repeatability or dummy repeatability. For any
given lab, the times are clustered within a very narrow interval of
about 6 ms for all trials of all dummies tested at that lab. Thus, the
timing discrepancy appears to be related to the test protocol, not
dummy reproducibility.
    Time specifications in final rule. NHTSA could have expanded this
interval by 6 ms (which would have put it in line with the other
intervals in part 572), which would have resulted in a pass for all
trials. However, rather than adjusting the NPRM time interval in that
way, the agency has adjusted the way signal timing is assessed. For the
final rule, the agency has adopted the same performance specification
that is used for other part 572 child dummies (Subpart N--HIII-6C;
Subpart P--HIII-3C; Subpart T--HIII-10C).\47\ Instead of using time t =
0 as a reference for the maximum moment, the final rule specifies a
range for the peak moment during the time interval when the rotation is
above a specified limit. For neck flexion, the regulatory text
specifies that Plane D, referenced in Figure W3 of Part 572, shall
rotate in the direction of pre-impact flight with respect to the
pendulum's longitudinal centerline between 69.5 degrees and 81.0
degrees and that, during the time interval while the rotation is within
these angles, the peak moment measured by the neck transducer shall
have a value between 41.5 N-m and 50.7 N-m.
---------------------------------------------------------------------------

    \47\ Subpart N, Six-Year-Old Child Test Dummy, Beta Version
(HIII-6C); Subpart P, Hybrid III 3-Year-Old Child Crash Test Dummy,
Alpha Version (HIII-3C); Subpart T, Hybrid III 10-Year-Old Child
Test Dummy (HIII-10C).
---------------------------------------------------------------------------

    Similar wording is used for the neck lateral, neck torsion, lumbar
frontal, and lumbar lateral tests. All dummies passed the time
specifications at all labs in all trials using this approach.
    This revised specification for the timing is better than what was
proposed in the NPRM because lab technicians following the procedure
would not have to pinpoint time = 0 as specified in the NPRM. In the
NPRM, time t = 0 is defined as: ``All instrumentation data channels are
defined to be zero when the longitudinal centerline of the neck and
pendulum are parallel.'' In practice, determining the instant at which
the parallel alignment occurs can be challenging, and has a significant
bearing on a pass vs. fail outcome (as shown by the post-NPRM data,
where it was not unusual that a pass vs. fail outcome was determined by
less than 1 ms). Referencing a particular data point (the point of
maximum rotation) identifies the reference time with greater precision.
2. Decay Times
    The specification for decay time specifies the time that it takes
the neck or lumbar column to return from its position at peak rotation
to the position of zero rotation. This specification is included in all
other part 572 dummies mentioned previously. It serves to assure
uniformity of the hyperelastic material used to construct the neck (or
lumbar column). It also ensures that the later part of the impulse
brought on by the collapse of the aluminum honeycomb structure is
uniform.
    The NPRM proposed decay times listed below in Table 9. In about 15%
of the post-NPRM trials, the NPRM decay times were not met for neck and
lumbar frontal flexion. Expanding the NPRM decay interval by only a few
milliseconds results in PASS in all trials for all dummies at all labs.

                     Table 9--Q3s Moment Decay Times for Neck and Lumbar Qualification Tests
----------------------------------------------------------------------------------------------------------------
                                                                                Number of trials
                                                                                Final rule      that differed
                             Test                                NPRM  decay     decay time,     from the NPRM
                                                                  time,  ms          ms            decay time
                                                                                specifications
----------------------------------------------------------------------------------------------------------------
Neck frontal flexion.........................................           50-54           45-55                 10
Neck lateral flexion.........................................           63-69           61-71                  0
Neck torsion.................................................          84-103          85-102                  0

Lumbar frontal flexion.......................................           50-56           49-59                 11
Lumbar lateral flexion.......................................           47-59           48-59                  0
----------------------------------------------------------------------------------------------------------------

    Decay time in final rule. The decay intervals for the final rule
are listed in Table 9. In qualification tests for other part 572
dummies, the intervals for neck decay times ranged from 10 to 35 ms.
NHTSA considers 10 ms a practical lower limit on the interval,
accounting for the precision of the measurement system of any given
lab. Thus, the decay times have been adjusted so that the intervals are
no narrower than 10 ms. With these time intervals, all dummies met the
decay time interval at all labs in all trials.

f. Shoulder

    This test assures that the shoulder acts uniformly in the way it
deforms under load and distributes the load under a lateral impact
during CRS testing, thus helping to ensure that whole-body kinematics
are consistent.
    Shoulder qualification is accomplished with a lateral impact to the
shoulder using a 3.8 kg probe at an impact speed of 3.6 m/s. Conformity
is based on the maximum probe force and the maximum deflection of the
shoulder, as measured by a potentiometer installed within the dummy.
    The NPRM proposed that the peak probe force must be 1240-1350 N
(4.3% of the midpoint), and that maximum displacement of the shoulder
must be 16-21 mm (13.5% of the midpoint).
    This final rule sets the peak probe force to be 1123-1437 N (12.3%
of the midpoint). Maximum shoulder displacement is 17.0-22.0 mm (12.8%
of the midpoint).
    Test R&R and Dummy Reproducibility. The CVs for test repeatability
and reproducibility were below 5% and 6%, respectively, for the
measurements of probe force and shoulder displacement with all dummies
at all labs.
    However, compared to the other three labs, the probe forces in
tests at HIS were consistently higher for the newer dummies, whereas
for the older NHTSA units, test repeatability at HIS had noticeably
more scatter. This trend may have been related to arm positioning.
During the latest testing series, NHTSA realized that, contrary to the
agency's intent, the Q3s's upper arm can meet the position setting
described in the NPRM in both medial/lateral rotation and in ab/
adduction. In other words, the NPRM did not specify a unique position
for the upper arm. To address this, in the final rule, there are more
instructions in the dummy positioning procedure for the shoulder test
as to where to position the Q3s's elbows and arms. This simple step
should result in better R&R of the qualification test.
    The CV for dummy reproducibility of the shoulder force was elevated
in three of the assessments (ranging from 6.1% to 7.8%). Two of the
newer units--5860 owned by MGA and 059 owned by Calspan--were different
from the others in that they produced lower probe forces, particularly
for the left aspect. This has resulted in slightly expanded
qualification limits for the shoulder.
    While the limits for probe force have been widened, the midpoint is
essentially the same. At 12.3%, the limits are now wider than the 11%
goal, but still considerably narrower than those of other part 572 side
impact dummies (the limits for the ES-2re and SID-IIsD are both
16%).\48\ Also, there is no immediate injury reference value directly
related to the shoulder in the proposed FMVSS No. 213 side impact test,
so its uniformity is less important.
---------------------------------------------------------------------------

    \48\ The NPRM limits for probe force were at 4.2%, but they were
unusually narrow, even considering that all data was gathered at a
single lab (VRTC). There is no limit narrower than 5% for any part
572 qualification requirement (displacement or otherwise).
---------------------------------------------------------------------------

    For shoulder deflection, the range of the limits is essentially the
same as those of the NPRM, but they have been shifted upward to allow
greater deflection. NHTSA considers this an improvement to the
specification. From a biofidelity standpoint, the shoulder is stiff
relative to a human. Shifting the deflection limits upward (rather than
downward) is consistent with a more biofidelic response. The 12.8%
shoulder deflection limits sound relatively wide, but are not of
concern because they are a function of the low level of deflection seen
in the test (only 17-22 mm). This 5 mm interval is lower than that of
any deflection-based limit of any other part 572 dummy (several dummies
have limits with 6 mm intervals).
    Almost all dummies at all labs met the probe force and shoulder
displacement criteria of this final rule. The only exception was with
the probe force on the left aspect of the MGA unit. In all trials run
at MGA, the force was well below the qualification limits, so it is
possible the dummy may need some remedial work, e.g., a part
replacement or some other fix. On the other hand, the dummy's response
was well-centered between the limits in trials at HIS, so the MGA
results could have resulted from a problem with the test set up or
position of the arm.

g. Thorax

    The response of the thorax under lateral loading is a high-priority
performance target for the Q3s because thorax deflection is an injury
reference measurement in the proposed FMVSS No. 213 side impact test.
Qualification of the thorax is carried out under two separate
conditions: Without arm interaction (a test probe strikes the thorax
directly); and with the arm in place (with the elbow lowered so that
the probe strikes the upper arm).
Thorax Without Arm
    The ``thorax without arm'' test assures uniformity of the thorax
structure, including its mount to the spine, and its response to a
direct impact in terms of rib deflection. For this test, the arm is
completely removed from the dummy. The test is carried out by striking
the dummy on the lateral aspect of the thorax with a 3.8 kg probe at a
speed of 3.3 m/s. Conformity is based on the probe force and the thorax
displacement as measured by an IR-TRACC \49\ mounted within the dummy's
chest cavity.
---------------------------------------------------------------------------

    \49\ The Infra Red Telescoping Rod for Assessment of Chest
Compression (IR-TRACC) is a device that measures deflection. It was
developed by General Motors and is manufactured by HIS. NHTSA knows
of no other suppliers of this device. On the other hand, there are
no patents or restrictions that would prevent another company from
manufacturing the device. Further, although the final rule
specifically calls out the IR-TRACC, NHTSA would consider an
amendment in the future to specify the use of an alternative device
if one were developed that could sufficiently measure the thorax
deflection as the IR-TRACC does. At this time no such device has
been developed.

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

    The NPRM proposed that the peak probe force must be 620-770 N
(10.8% of the midpoint). The maximum displacement of the thorax was
proposed to be 24-31 mm (12.7% of the midpoint).
    This final rule sets the peak probe force to be 610-754 N (10.6% of
the midpoint). Maximum thorax displacement is 24.5-30.5 mm (10.9% of
the midpoint).
    Test R&R and Dummy Reproducibility. The CVs for test repeatability
and reproducibility were all below 5% and 6%, respectively, for the
measurements of probe force and thorax displacement with all dummies at
all labs. However, several of the CVs for dummy reproducibility were
between 6% and 10%. The data showed that the new MGA and Britax units
were stiffer than the other ATDs, resulting in higher probe forces and
lower thorax displacements than the other dummies.
    The high stiffness in the newer units is a major concern for NHTSA.
Throughout the development cycle of the Q3s, the agency has stressed
the importance of lateral thorax biofidelity.
    In the NPRM, NHTSA demonstrated that thorax biofidelity was
assessed through a series of pendulum impacts prescribed by SAE
International. The probe force was used to assess the external
biofidelity of the thorax, and upper torso (T1) acceleration was used
to assess internal biofidelity. The tests showed that the units that
NHTSA used to develop the NPRM (which included serial nos. 004, 006,
007, and 008) all performed very close to the biofidelity targets.
    Given the thorax results with the MGA and Britax units, it was
important to assess their performance against the biofidelity targets.
NHTSA re-ran the biofidelity tests on two units: An older NHTSA-owned
unit (serial no. 007) and the new, stiffer unit, the MGA-owned serial
no. 5860. The tests on serial no. 007 served as a benchmark and again
showed that it performed very much like it had during the NPRM stage
(i.e., close to the biofidelity targets). On the other hand, serial no.
5860 (the MGA unit) was barely within the margins for acceptable
biofidelity. It exhibited elevated T1 acceleration and straddled the
upper corridor of the target for the probe force but stayed within the
corridor.
    For the final rule, NHTSA formulated the acceptance criteria for
the qualification test so that they stayed under the 11% goal for
qualification limits. The nominal response of the MGA unit served as
the upper limit since it met the biofidelity corridor. All responses
generated in tests of the Britax unit fell outside the qualification
limits, however. The probe responses in the Britax tests were well
above the final upper qualification limit at both labs where it was
tested (HIS and VRTC) for all trials, both right and left. It is also
noted that the Britax unit's deflection was on the lower border of the
final qualification limit for thorax deflection. The results of tests
of the newer Britax unit show that its thorax was much too stiff. NHTSA
considered this thorax substandard. In formulating the probe force
limits for the thorax without arm test, the data from the Britax unit
is not within the acceptance criteria.\50\
---------------------------------------------------------------------------

    \50\ Some already-purchased newer Q3s dummies in the field might
have the overly stiff thorax. Users may have to remedy the part to
pass the thorax without arm test.
---------------------------------------------------------------------------

Thorax With Arm
    The ``thorax with arm'' test loads the ribcage through the upper
arm. It assures uniformity of the arm in the way the arm absorbs energy
and interacts with the thorax in a lateral impact.
    This test is carried out with the elbow lowered and the upper arm
aligned with the dummy's thorax. The lower arm is positioned to make a
90[deg] angle with the upper arm. (For this final rule, the added
stipulation for upper arm positioning (discussed earlier in conjunction
with the shoulder test) will be used in this test too, to help labs
attain the specified response.)
    The position of the 3.8 kg probe relative to the thorax is the same
as in the ``thorax without arm'' test (the same probe is used as well).
However, the impact speed of the probe for this ``thorax with arm''
test is 5.0 m/s (vs. 3.3 m/s). Conformity is again based on the probe
force and the IR-TRACC's measure of thorax displacement.
    The NPRM proposed that the peak probe force must be 1380-1690 N
(10.1% of the midpoint). The maximum displacement of the thorax was
proposed to be 23-28 mm (9.8% of the midpoint).
    This final rule sets the peak probe force to be 1360-1695 N (11.0%
of the midpoint). Maximum thorax displacement is 22.5-27.5 mm (10.0% of
the midpoint).
    Test R&R and Dummy Reproducibility. The CVs for test repeatability
were below 5% for all assessments except one. At HIS, four separate
repeatability assessments were scored based on tests with two NHTSA-
owned units, serial nos. 004 and 007, with separate scores for right-
side and left-side impacts. Three of the four produced CV scores below
5%. The fourth (on serial no. 007, right side) produced an elevated CV
score of 9.3%, which was driven upward by greatly elevated probe forces
in two of the six trials. HIS did not provide an explanation for the
elevated force levels.
    The CV for test reproducibility was below 6% in all instances
except, again, for the probe force on the right side of serial no. 007.
A CV score of 7.4% was driven upward by the same two trials discussed
above. Without the two, the CV was 4.3%.
    Dummy reproducibility ratings were elevated for this test
(individual lab scores ranged from 11% 15 = 570 is not exceeded,\53\ a manufacturer may need to
design their CRS to achieve an average HIC value of only
HIC15 = 517. This accounts for a possible outcome that might
be 10.2% higher if a test is run with any other Q3s unit.
---------------------------------------------------------------------------

    \53\ Note that HIC15 = 570 is the pass/fail reference value
proposed for the Q3s in NHTSA's NPRM to upgrade FMVSS No. 213 (see
79 FR 4570). It is also the pass/fail reference value for the Hybrid
III 3-year-old dummy when assessing the deployment of air bags in
FMVSS No. 208, ``Occupant crash protection.''
---------------------------------------------------------------------------

    Thus, the agency does not agree there is a potential for a high
degree of HIC variability in compliance testing. Furthermore, in the
final rule, the limits on the resultant head acceleration in the
lateral head drop test narrowed slightly (114-140 Gs) from those
proposed in the NPRM (113-140 Gs). As discussed above, NHTSA has also
narrowed the allowable off-axis acceleration to +/-15 Gs from +/-20 Gs
in the NPRM. This change has a positive effect on assuring head
uniformity in a lateral impact.
    As stated earlier, the qualification limits of 114-140 Gs assure a
sufficiently high level of uniformity in the responses of replicate
dummies without being unreasonably hard for test labs to attain. The
limits are also consistent with other part 572 dummies as shown
previously (see Table 7).
Comment Received
    Dorel commented on the data produced by the head drop tests and the
duration of the impact event. It noted a variation in the duration of
the acceleration of about 12% from the mean among the four heads that
the agency tested. By showing that the duration of the acceleration
seen in NHTSA's head qualification tests varies, Dorel surmised that
the dummy head may produce variance in HIC that is unacceptably wide.
NHTSA Response
    With regard to the duration of the impact event, the NPRM did not
set a specification for the duration of the head drop acceleration, and
no such specification exists for any other dummy within part 572. Such
a specification is not needed because the

shape of the acceleration response produced by the head drop test is
highly uniform among all heads. Also, the input energy changes very
little from test to test because drop height and head mass are
controlled tightly. Thus, a head acceleration response of lower
magnitude will be longer in duration owing to energy conservation laws.
Qualification is therefore based only on the magnitude of the head
acceleration response; otherwise, the system would be over-constrained.
    The head qualification test protocols (both for lateral and
frontal) do not impose a rigorous time = 0 setting. Instead, the tests
are meant only to record the peak amplitude of acceleration. Also,
since there is no specification for the duration of the acceleration
pulse, there is no definitive protocol to set time = 0. To impose such
a specification could unnecessarily compromise the integrity of the
main purpose of the test itself (to objectively measure head
acceleration) because the means to pinpoint time = 0 (such as a contact
electrode placed on the rigid impact plate at the point of contact with
the head) could influence the response of the head.
Comment Received
    For the Q3s head drop tests, the NPRM regulatory text proposed an
ambient temperature range of 18.9 to 25.6 degrees Celsius (C). This
range is wider than what is specified for other part 572 dummies, and
is wider than what was specified in the agency's support document,
``Qualification Procedures for the Q3s Child Side Impact Crash Test
Dummy,'' which was docketed with the NPRM. The latter specifies a range
of 20.5 to 22.2 degrees C, which is consistent with other part 572
dummies.
    HIS commented that the ambient temperature should be 20.5 to 22.2
degrees C, noting that HIS has not tested Q3s head assemblies within
the larger temperature range and does not know how that temperature may
affect the performance of the head.
NHTSA Response
    NHTSA agrees with this comment, as the wider temperature range was
in error. For this final rule, the range is specified as 20.5-22.2
degrees C in accordance with NHTSA's support document. The agency
further notes that its Q3s testing has all been carried out within the
tighter temperature range.

b. Neck Qualification

Comment Received
    HIS seeks clarification on whether the headform rotation
calculation is performed on the filtered angular rate data or whether
the computation should be filtered after the integration. HIS suggests
clarifying the regulatory text on this matter.
NHTSA Response
    The outputs of the transducers were specified in the NPRM
regulatory text, Sec.  572.219, Test conditions and instrumentation.
For the pendulum angular rate sensor, channel frequency class (CFC) 60
is specified. Thus, the rotation calculation is performed on an angular
rate sensor (ARS) signal that is already filtered to CFC 60. No changes
in the final rule are needed to address this point.
Comment Received
    HIS notes that the NPRM's impact velocity in the lateral neck
flexion is specified with a tolerance of 0.05 m/s, whereas
all the other Q3s qualification tests have a velocity tolerance of
0.1 m/s. HIS believes the tighter tolerance will be
difficult to maintain and measure. It recommends a tolerance of 0.1 m/s for all tests, including the lateral neck pendulum test.
NHTSA Response
    The tighter tolerance proposed in the NPRM was in error. For this
final rule, NHTSA has revised the proposed regulatory text to indicate
a tolerance of 0.1 m/s for the impact velocity in the
lateral neck pendulum test, as suggested by HIS. The correct
specification for velocity is 3.8 0.1 m/s. NHTSA has also
corrected a minor error in the support document, ``Qualification
Procedures for the Q3s Child Side Impact Crash Test Dummy,'' which
incorrectly specifies the impact velocity in the fore-aft neck flexion
test as 4.7-4.8 m/s. The correct specification for fore-aft velocity is
4.7 0.1 m/s.
Comment Received
    HIS requested NHTSA clarify Figure W4 in the NPRM, which depicts
the assembly for the lateral neck flexion test. A set-up for a right
flexion test is shown. The regulatory text states that the set-up for a
left flexion test would be a mirror image of Figure W4. Figure W4 shows
the approximate location of an ARS mounted on the pendulum interface
block. Whereas the entire assembly is designed so that the neck may be
flip-mounted for either a right or a left test, the interface block
itself may remain bolted to the pendulum for both tests; i.e., neither
it nor the ARS attached to it need to be flipped. HIS asked NHTSA to
clarify this in the final rule.
NHTSA Response
    NHTSA agrees that flipping the position of the ARS is not necessary
for right vs. left tests. NHTSA clarified this in the final rule
regulatory text for Sec.  572.213(c)(2)(ii) by stating that the mirror
image would include all components beneath the pendulum interface plate
in Figure W4.
    The agency notes that the same situation exists for the lateral
lumbar test depicted in Figure W10. NHTSA has made the same
clarification to Sec.  572.217(c)(2)(ii).
Comment Received
    For the neck torsion test, HIS noted that the NPRM regulatory text
provides two definitions as to when the data channels are to be zeroed.
The first time occurs prior to running the test and requires collecting
a data point for each channel during the setup of the test. The second
time is when the pendulum makes contact with the striker plate. This
occurs during the test and would require identifying where (in the data
set) time zero occurs, recording the value of each data channel at that
point, and then subtracting that value from corresponding data set for
each channel. HIS noted that processing the data under each definition
would result in different outputs for each channel. HIS recommends that
a single method for ``zero definition'' should be established for
processing the data.
NHTSA Response
    The NPRM contained an error. Zeroing of data channels occurs only
once, at the step when the zero pins are installed. For this final
rule, Sec.  572.213 (b)(3)(iv) has been corrected by removing the last
sentence that had stated: ``All data channels shall be at the zero
level at this time.''

c. Arm Position

Comments Received
    Several comments on the NPRM for the proposed FMVSS No. 213 side
impact test suggested that NHTSA should specify an exact position of
the dummy's arm during testing. According to Graco and TRL, the initial
arm position has a significant effect on the chest compression
measurement in FMVSS No. 213 side impact tests. TRL also noted that
when the Q3 dummy \54\

(similar to the Q3s) is used in side impact tests specified in the
European CRS regulation (UNECE Reg. No. 129, ``Enhanced child restraint
systems,''), its arm position also influences test results.
---------------------------------------------------------------------------

    \54\ The Q3 is one of a group of dummies known as the Q-series
used in the European CRS regulation (UNECE Reg. No. 129) in frontal,
side, and rear impact tests. Both the Q3s and the Q3 represent a
three-year-old and are very similar in their construction and
appearance. However, the Q3s is designed for side impacts only.
Differences and similarities between the two dummies are covered in
the NPRM in greater detail.
---------------------------------------------------------------------------

NHTSA Response
    NHTSA agrees that the Q3s's arm position influences chest
deflection in impacts to the side of the torso. The agency recognized
this prior to the part 572 and FMVSS No. 213 proposals, so NHTSA
assured that the Q3s shoulder design included a ball detent within the
shoulder joint to aid in setting the arm precisely. The detent was
specified in the NPRM version of the dummy and has been retained in the
version specified for this final rule. To further address this issue,
in this final rule there are more instructions in the dummy positioning
procedure as to where to position the Q3s's elbows and arms. NHTSA will
address positioning the Q3s's arm in the FMVSS No. 213 side impact
test, as appropriate.

VIII. Post-NPRM Data From Humanetics

a. Qualification Tests

    On February 9, 2016, HIS submitted a data spreadsheet to the NPRM
docket that contains qualification results for Q3s units that they
built and tested between 2013 and 2015. The spreadsheet includes the
data on the units sold to Britax, MGA, and Calspan which had been
obtained by NHTSA independently from the dummy owners and is already
included in our analysis as explained earlier. HIS's spreadsheet also
contains data for seven other units (owners not disclosed) that NHTSA
had not obtained.
    In addition to providing the data itself, HIS recommended limits
for each qualification requirement based on the means of their
measurements contained within their spreadsheet, plus/minus two
standard deviations. In computing standard deviations, each trial
carried an equal weight. However, there were uneven numbers of trials
(over ten trials for some units and three or less for many others),
which gave greater weight to the responses of particular dummies.
Furthermore, HIS stated that they removed extreme data outliers,
redundant tests, and lab-to-lab variation tests from the dataset. No
further information was given on how many tests were excluded or the
criteria for determining outliers, and no explanation was given on why
redundant tests (which are needed to assess repeatability) were
removed. Thus, the standard deviations derived from the HIS dataset
have limited interpretive value.
    All tests on the seven additional units appear to have been
performed at HIS. Since we do not have data on the seven units from
other laboratories, which is needed to fully evaluate repeatability and
reproducibility, the data contained within the spreadsheet are not
included in our overall assessment of R/R described earlier.
Nonetheless, we examined HIS's data for the seven additional units to
compare them against the data that we collected.
    All qualification test requirements were examined against the
additional HIS data with the exception of the timing requirements for
the neck and lumbar moments and the pubic force requirement. The final
rule specifies that the peak moment must occur during the time interval
in which the rotation is within a specified set of rotation angles. We
could not deduce whether the seven units conformed to the final rule
because time-history data was not provided by HIS. We excluded the
pubic force requirement since it has been dropped from the Final Rule.
    We limited our examination of HIS's data to trials that were
inclusive of HIS's recommended limits. We did this to examine the
degree to which the seven new units are acceptable by both HIS's
standards and the final rule. (About 5% of the trials listed in the HIS
submission had responses that were more than two standard deviations
away from the mean response. We did not include those data points.) We
counted how many HIS trials had responses that were outside the limits
specified by the final rule.
    In three of the qualification tests, the ``Head, Frontal'' test,
the ``Thorax without Arm'' test, and the ``Thorax with Arm'' test, a
trend was seen in which multiple Q3s units did not conform to the final
rule in 25% or more of test trials. These instances are shown in bold
in the Table 10. This trend is consistent with our analysis presented
earlier in which we determined that the thorax was too stiff and the
resultant acceleration of the head was too low (in the frontal head
drop test only) on some of the newer units.

                                             Table 10--Final Rule vs. HIS's Data Posting of February 9, 2016
                    [Qualification tests in which two or more Q3s units failed to meet a requirement in 25% of their test trials] \1\
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                Q3s dummy serial No.
--------------------------------------------------------------------------------------------------------------------------------------------------------
       Qualification test          Final rule requirement       0229          9558         2313         7218          9526          2244         5579
--------------------------------------------------------------------------------------------------------------------------------------------------------
Head, Frontal...................  Res. Accel, 255-300 G...  0 of 3......  2 of 3.....  1 of 3.....  2 of 2.....  10 of 10.....  4 of 4.....  1 of 2
Thorax without Arm..............  Probe force, 610-754 N..  7 of 7......  3 of 6.....  4 of 4.....  2 of 7.....  3 of 12......  5 of 7.....  0 of 4
Thorax displacement, 24.5-30.5    ........................  1 of 7......  0 of 6.....  2 of 4.....  2 of 7.....  3 of 12......  0 of 7.....  0 of 4
 mm.
Thorax with Arm.................  Thorax Displacement,      3 of 6......  0 of 4.....  0 of 12....  0 of 4.....  0 of 17......  0 of 5.....  1 of 4
                                   22.5-27.5 mm.
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ Interpretation. For s/n 9558 in Head, Frontal test: ``2 of 3'' indicates two trials (of a total of three) produced a resultant acceleration outside
  the range of 255-300 G range specified by the Final Rule. The bold, italics entry indicates a ratio >=25% of nonconforming trials to total trials.

    As mentioned earlier in this preamble, owners of new units may need
to take remedial action to improve the responses of their dummies in
the frontal head drop test and the thorax impact tests. HIS's data on
all other qualification tests shows that the seven additional units are
consistent with the dummy responses observed in our analysis presented
earlier. With the exception of the instances shown in Table 10, HIS's
new dummies are all aligned within the qualification response limits
specified by the final rule. The non-conforming dummy responses shown
in Table 10 are discussed in more detail below.
    Head, frontal: Resultant head acceleration. The heads of six of the
seven new units registered acceleration levels below the lower limit of
255 Gs specified in the final rule. HIS also provided test results on
several spare

heads (not associated with a particular dummy). For each of those
heads, the acceleration levels were under 255 Gs in half or more of
their respective test trials (about 240 G on average). These levels
were also below the NPRM lower limit of 250 G, which was the minimum
target response at the time the heads were tested.
    This condition is similar to that of the MGA head described in the
NHTSA analysis presented earlier. Recalling that 255 Gs coincides with
the lower limit of an acceptable biofidelic response, we demonstrated
that the response of the MGA head was unacceptably low (non-
biofidelic). Likewise, three of the new heads appear to be unacceptable
since their responses were well below 255 Gs in all of their trials.
Most of the other new heads had responses that were borderline
unacceptable with average responses close to 255 Gs. Owners of these
units may need to take remedial action in order to have dummy heads
that would meet today's final rule.
    HIS did not provide a rationale on why they were unable to attain
the target response interval of the NPRM, though they did suggest that
a lower target for a new unit is needed to account for material aging.
According to their analysis, the response of a head that was newly
manufactured in 2008 increased by 10% over a period of six years, which
they presumed was due to aging. However, the upper response limit in
the final rule is 300 G, which represents an 18% increase above the
lower limit of 255 G. HIS did not demonstrate that an even lower limit
is needed to account for aging.
    Notably, one new unit, serial no. 0229, was within the limits for
all trials (an average of 269 G over three trials). An HIS spare head
also produced an acceptable response in its only trial (271 G). This
demonstrates that it is possible to manufacture new dummy heads that
consistently produce acceleration responses above 255 G. With regard to
a possible aging effect, even if the responses of these units increased
by 10% they would still be below the upper limit of 300 G.
    Thorax without Arm: Probe force and Thorax displacement. For six of
the seven new units, the probe force exceeded the Final Rule's upper
limit and the thorax deflection was borderline in the majority of test
trials. (The averages of the seven units were 766 N for force and 25.8
mm for displacement, and the intervals in the Final Rule are 610-754 N
and 24.5-30.5 mm).
    Two units in particular, serial nos. 0229 and 2313, exceeded the
upper force limit in all trials. The average force levels for these two
units (775 N and 813 N, respectively) also exceeded the NPRM range
(620-770 N), which was the target response interval at the time the
dummies were tested. HIS did not provide a rationale on why they were
unable to attain the target response. Typically, a trial exhibiting a
high force produces a low deflection, indicating that the thorax is too
stiff. In HIS's data, this was the case for any trial in which the
probe force exceeded the upper limit specified by the final rule.
    This condition was also the case for the Britax unit presented
earlier in our analysis in which we highlighted the importance of
thorax stiffness to the overall acceptability of the dummy. We
demonstrated that the newer Britax unit was much too stiff and well
outside the biofidelity corridors. Serial nos. 0229 and 2313 also
appear to be too stiff. Owners of these two units, and perhaps four of
the others, may need to remedy their dummies to reduce the thorax
stiffness.
    Notably, one unit, serial no. 5579, was within the limits for force
and displacement in all trials. Also, serial no. 9526 was fitted with
two separate thorax assemblies, one of which was also within the limits
for all of its trials. This demonstrates that a given dummy may be
manufactured or remedied with a thorax having a stiffness within the
biomechanical and qualification limits.
    Thorax with Arm: Lateral displacement. This test is designed to
assure uniformity of the arm. However, the stiffness of the thorax
(which is evaluated by the ``Thorax without Arm'' test) does influence
the dummy response. For the ``Thorax with Arm'' test, six of the seven
new units responded within the final rule's limits for lateral
displacement in the majority of their trials. However, one unit, serial
no. 0229, exceeded the upper limit for displacement in half of its
trials. But since the thorax of this unit was determined to be too
stiff (as seen in the ``Thorax without Arm'' test data), we do not
consider its performance in the ``Thorax with Arm'' test to be a valid
criterion for setting the qualification limits.

b. Mass and Anthropometry Measurements.

    HIS's posting on February 9, 2016, also contained anthropometry and
body segment mass measurements for the additional pool of dummies.
These measurements were considered by NHTSA and the final rule has been
revised accordingly. This is discussed further in Section IX, Drawing
Package and PADI, under the heading of Mass and anthropometry. In all
cases, the dummy measurements provided by HIS for anthropometry and
mass are within the tolerances prescribed by the final rule.

IX. Drawing Package and PADI

Engineering Drawings

    For this final rule, NHTSA has revised some of the engineering
drawings to address discrepancies between the PADI and the engineering
drawings, and some inconsistencies HIS noticed in the drawings it
provided NHTSA for development of the NPRM. The changes either correct
errors or provide missing information. They are not alterations that
would change the dummy in any meaningful way or alter the dummy's
response in either pre-test qualification testing or dynamic sled
testing with CRSs. A comprehensive listing of changes is described in
the document, ``Q3s Engineering Drawing Changes, Rev. J, May 2016,''
supra, a copy of which can be found in the docket for this final rule.
    Neck assembly revision to aid end-users. In the NPRM, the
engineering drawings for the neck cable inadvertently allowed
interference to occur with the lower neck load cell during the assembly
of the head and neck (see drawing 020-2415, cable length = 81.3 mm). In
the case of the Calspan-owned unit, the cable extended 8.07 mm past the
neck when torqued, but the load cell interface plate was only 7.90 mm
thick. All components were within the drawing specifications, but since
there was no assembled specification, interference occurred.
    For the final rule, this situation has been corrected by shortening
the cable and adding a new, special-purpose retaining nut that provides
the necessary clearance. Additionally, the TDP provides drawings for a
wrench designed to accept the specialized nut, the use of which makes
it easier to properly torque the nut on the center cable. (The PADI
provides detailed assembly instructions on adjusting the nut.)
    The neck cable assembly (part number 020-2415) of an older Q3s unit
may be swapped out with a revised cable and new lock nut with no
further changes to the dummy. NHTSA performed neck qualification tests
with the agency's older units fitted with the revised cable and nut and
confirmed that it did not affect the performance of the neck. (The
results are documented in ``Q3s Engineering Drawing Changes, Rev. J,
May 2016,'' supra.) Owners of older Q3s units may still use an older,
unrevised cable assembly as long as there is clearance between the
retaining nut and the surface of the neck end plate.

    Mass and anthropometry. The main assembly drawing of the Q3s
(drawing 020-0100) contains separate sheets that provide mass and
anthropometry measurements and tolerances of various body segments. In
the NPRM, these measurements were based on the four units owned by
NHTSA and the recommendations of HIS. For the final rule, the sheets
have been updated to reflect measurements and tolerances derived from
the larger pool of dummies. All revisions are also closer to
biofidelity targets. For example, the overall mass has been changed to
14.5 kg (from 14.233 kg), which matches the human target.
    Other general changes: Errors and missing dimensional information,
fit and assembly, manufacturing preferences. These changes have been
made to improve the production and manufacture of future Q3s dummies.
An older Q3s dummy is not affected by these revisions.
    Errors and missing dimensional information. Several drawings are
changed to correct errors or add missing information. Examples include
the use of a standard convention to specify hole locations and
diameters and additional views (such as isometrics) to clearly show
part dimensions and assemblies.
    Fit and assembly. Several drawings have revised dimensions that
make existing parts fit better and assemble more easily. Examples
include slight changes on many dimensions, including overall
dimensions, hole locations, and the addition of chamfers to parts.
    Manufacturing preferences. Some drawings are revised to accommodate
manufacturing material selections and material processes. An example is
a change to the finish on the femur bone. Also, some revisions make the
material call-outs on parts more general, to give dummy manufacturers
more leeway on material selection in meeting the acceptance criteria
for the qualification tests. Examples include call-outs for rubber,
vinyl, or urethane parts.

Procedures for Assembly, Disassembly, and Inspection (PADI)

    Neck assembly. Section 5.3, Neck, has been updated to reflect the
installation of a protective cap over a revised lock nut for the neck
center cable. (This change is discussed above.) Also, the version of
the PADI in the NPRM depicted an outdated version of the neck center
cable. Pictures and illustrations of this part have been updated in
accordance with drawing 202-2415, Tension cable assembly, which shows a
round fitting attached to the cable. Prior to the NPRM, an older
version of the dummy had used a square fitting, and the agency
mistakenly depicted the square fitting in the PADI.
    Jam nuts for lumbar cable. Section 5.7.3, Lower Torso Assembly and
Installation, has been updated to reflect installation of jam nuts in
lieu of a lock nut with a nylon insert. This issue has been discussed
in an earlier section.
    New part numbers for several fasteners. For this final rule,
several engineering drawings have been revised to reflect new part
numbers for fasteners. Correspondingly, the agency has revised table
listings throughout the PADI to reflect the new part numbers. In most
cases, only the part number has changed, not the part itself, so
corresponding changes to pictures and descriptions were not necessary.
There were, however, a limited number of new parts, such as the new
lock nut and snap cap on the neck center cable, that have been added to
the PADI with new pictures.

X. Other Issues

a. Durability

    Any dummy codified into 49 CFR part 572 must have sufficient
durability. In general, the energy levels in part 572 qualification
tests represent the energy levels at which dummies are expected to be
exposed in the FMVSS applications.
    As discussed in the NPRM (78 FR at 69961-69965), NHTSA assessed the
durability of the Q3s dummy and did not see any durability problems.
High-energy tests were run using the standard qualification test
conditions at increased kinetic energy levels. Dummy positioning and
set-up procedures were like that specified for the qualification
procedures, but the impact speeds (and energy levels) were increased.
This was achieved by dropping the test probe from a greater height.
High energy tests were conducted for the head, neck, shoulder, thorax
(with and without arm), lumbar, and pelvis. There were no problems with
durability in any of the tests.
    NHTSA did not find a need to repeat the high-level energy testing
discussed in the NPRM since the data had demonstrated the Q3s's
sufficient durability. The agency also notes that the four NHTSA-owned
units have been in service since 2011, and the agency's records
indicate that the torn lumbar column (described earlier) was the only
instance of Q3s part failure of any sort.\55\
---------------------------------------------------------------------------

    \55\ In NHTSA's experience with other part 572 ATDs, deformable
parts typically have the shortest service lives. The parts that are
replaced most often are those that are either molded or bonded
together (such as the Q3s lumbar assembly). For example, NHTSA has
found the typical service life for HIII-10C rib sets and neck
assemblies to be about thirty sled tests.
---------------------------------------------------------------------------

    Given the results of the durability testing discussed in the NPRM
and the agency's record of low maintenance to its own Q3s units, the
dummy is demonstrated to be highly durable and suitable for use in
FMVSS No. 213.

b. Consideration of Alternatives

    As discussed in the NPRM, NHTSA considered alternative test dummies
to incorporate into part 572 instead of the Q3s, but none were better
than the Q3s for testing CRSs in the proposed FMVSS No. 213 side impact
test. The closest viable alternatives were the modified HIII-3C and the
Q3.
    The HIII-3C is a ``frontal'' test dummy used in FMVSS No. 208,
``Occupant crash protection,'' to evaluate air bag aggressiveness or
air bag suppression when a child is close to a deploying air bag, and
in FMVSS No. 213's frontal sled test for the evaluation of child
restraint performance. The HIII-3C was not designed for lateral
impacts, but the agency developed a retrofit package for the dummy to
install a new head and neck with better lateral biofidelity. The
retrofitted dummy is referred to as the ``3Cs.'' As explained in the
NPRM, the Q3s outperformed or is equivalent to the 3Cs in every aspect
of biofidelity related to a dummy's response in a side impact. In
addition, the Q3s has thorax deflection instrumentation, which the 3Cs
does not. NHTSA has concluded that the Q3s is a better dummy than the
3Cs to measure injury assessment values in side impacts and is a
preferable ATD for use in the proposed side impact upgrade to FMVSS No.
213.
    The Q3s was derived from the original Q3 dummy developed in Europe.
The Q3 is intended for use in frontal, side, and rear impacts. Many of
the Q3's basic design concepts are included in the Q3s. However, as
reported by the European Enhanced Vehicle-Safety Committee (Wismans, et
al., 2008), the Q3s is superior to the Q3 in terms of lateral
biofidelity and other matters. NHTSA considers the Q3s preferable to
the Q3 for the proposed FMVSS No. 213 side impact test.
    NHTSA concludes that the Q3s is superior to other commercially
available child side impact test dummies and should be adopted into 49
CFR part 572. The Q3s dummy is a state-of-the-art device that will
allow for a better assessment of the risk of injury to child occupants
than the 3Cs or the Q3. The availability of Q3s's injury measuring
capability is important to the design, development and evaluation of
the side impact protection provided by child

restraint systems. The Q3s test dummy is available today, and has been
thoroughly evaluated for suitable reproducibility and repeatability of
results.

XI. Rulemaking Analyses and Notices

Executive Order 12866, Executive Order 13563, and DOT Rulemaking
Procedures

    We have considered the potential impact of this final rule under
Executive Orders 12866 and 13563, and the Department of
Transportation's administrative rulemaking procedures set forth in 49
CFR part 5, subpart B. This final rule has been determined to be
nonsignificant and was not reviewed by the Office of Management and
Budget (OMB) under E.O. 12866. We have considered the qualitative costs
and benefits of this final rule under the principles of E.O. 12866.
    This document would amend 49 CFR part 572 by adding design and
performance specifications for a test dummy representative of a 3-year-
old child that the agency plans to use in FMVSS No. 213 side impact
compliance tests and for research purposes. As stated in 49 CFR 572.3,
Application, part 572 does not in itself impose duties or liabilities
on any person. It only serves to describe the test tools that measure
the performance of occupant protection systems. Thus, this part 572
rule itself does not impose any requirements on anyone. Businesses are
affected only if they choose to manufacture or test with the dummy.
Because the economic impacts of this rule are minimal, no further
regulatory evaluation is necessary.
    There are benefits associated with this rulemaking but they cannot
be quantified. The incorporation of the Q3s into 49 CFR part 572 would
enable NHTSA to use the ATD in the proposed FMVSS No. 213 side impact
test. Adoption of side impact protection requirements in FMVSS No. 213
enhances child passenger safety and fulfils a mandate in MAP-21 that
NHTSA ``issue a final rule amending Federal Motor Vehicle Safety
Standard Number 213 to improve the protection of children seated in
child restraint systems during side impact crashes.'' \56\ In addition,
the availability of the Q3s in a standardized, regulated format would
be beneficial by providing a suitable, stabilized, and objective test
tool to the safety community for use in better protecting children in
side impacts.
---------------------------------------------------------------------------

    \56\ Section 31501(a) of Subtitle E, ``Child Safety Standards,''
MAP-21, Public Law 112-141.
---------------------------------------------------------------------------

    The costs associated with the Q3s only affect those who choose to
use the Q3s. This part 572 final rule does not impose any requirements
on anyone. If incorporated into an FMVSS, NHTSA will use the Q3s in its
compliance testing of the requirements, but regulated entities are not
required to use the Q3s or assess the performance of their products in
the manner specified in the FMVSSs.
    Based on NHTSA's dummy purchase contract with HIS, the estimated
cost of an uninstrumented Q3s dummy is approximately $50,000.
Instruments installed within the dummy needed to perform the
qualification in accordance with part 572 include: Three uni-axial
accelerometers within the head of the dummy (about $500 each); an upper
neck load cell (about $10,000); a shoulder potentiometer (about $500);
and a single-axis IR-TRACC within the thorax cavity (about $8,000). The
cost of this instrumentation adds approximately $20,000 for a total
cost of about $70,000.
    There are minor costs associated with conducting the qualification
tests. Most of the qualification fixtures are common with those used to
qualify other part 572 dummies (including the neck pendulum, the quick-
release fixture used in the head drop test, and the bench used in the
probe impact tests). Some additional equipment unique to the Q3s may be
fabricated from drawings within the technical data package, for an
estimated cost of about $20,000 (price may vary widely depending on
prevailing labor rates). This includes the cost to fabricate a load
cell blank \57\ used in the head drop tests, the torsion fixture for
the neck torsion test, the special headform used in the neck and lumbar
flexion tests, the leg positioning tool used in the probe impact tests,
and the 3.81 kg test probe itself. The costs of the instrumentation
equipment needed to perform the qualification tests amounts to an
additional $3,460 (two angular rate sensors, $1,230 apiece; one test
probe accelerometer, $500; one rotary potentiometer, $500.) This part
572 rule does not impose these costs on anyone. Child restraint
manufacturers are affected by this final rule only if they elect to use
the Q3s to test their products.
---------------------------------------------------------------------------

    \57\ See drawing 020-0150 in the TDP.
---------------------------------------------------------------------------

    Dummy refurbishments and part replacements are a routine part of
ATD testing. Various parts will likely have to be refurbished or
replaced. However, the Q3s has proven to have high durability in sled
testing. In addition, since the dummies are designed to be reusable,
costs of the dummies and of parts can be amortized over a number of
tests.

Executive Order 13771

    Executive Order 13771 titled ``Reducing Regulation and Controlling
Regulatory Costs,'' directs that, unless prohibited by law, whenever an
executive department or agency publicly proposes for notice and comment
or otherwise promulgates a new regulation, it shall identify at least
two existing regulations to be repealed. In addition, any new
incremental costs associated with new regulations shall, to the extent
permitted by law, be offset by the elimination of existing costs. Only
those rules deemed significant under section 3(f) of Executive Order
12866, ``Regulatory Planning and Review,'' are subject to these
requirements. As discussed above, this rule is not a significant rule
under Executive Order 12866 and, accordingly, is not subject to the
offset requirements of 13771.

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 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), unless the head of the agency
certifies the rule will not have a significant economic impact on a
substantial number of small entities. The Small Business
Administration's regulations at 13 CFR part 121 define a small
business, in part, as a business entity ``which operates primarily
within the United States.'' (13 CFR 121.105(a)).
    NHTSA has considered the effects of this rulemaking under the
Regulatory Flexibility Act. I hereby certify that this rulemaking
action will not have a significant economic impact on a substantial
number of small entities. This action will not have a significant
economic impact on a substantial number of small entities because the
addition of the test dummy to part 572 will not impose any requirements
on anyone. NHTSA will use the ATD in agency testing but will not
require anyone to manufacture the dummy or to test motor vehicles or
motor vehicle equipment with it.

National Environmental Policy Act

    NHTSA has analyzed this final rule 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.

Executive Order 13045 and 13132 (Federalism)

    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, NHTSA 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 the agency.
    This final rule is not subject to the Executive Order because it is
not economically significant as defined in E.O. 12866.
    NHTSA has examined today's final rule pursuant to Executive Order
13132 (64 FR 43255, August 10, 1999) and concluded that no additional
consultation with States, local governments or their representatives is
mandated beyond the rulemaking process. The agency has concluded that
this final rule will not have federalism implications because the rule
would not have ``substantial direct effects on the States, on the
relationship between the national government and the States, or on the
distribution of power and responsibilities among the various levels of
government.'' This final rule will not impose any requirements on
anyone. Businesses will be affected only if they choose to manufacture
or test with the dummy.
    Further, no consultation is needed to discuss the preemptive effect
of today's final rule. NHTSA's safety standards can have preemptive
effect in two ways. This rule amends 49 CFR part 572 and is not a
safety standard.\58\ This part 572 final rule will not impose any
requirements on anyone.
---------------------------------------------------------------------------

    \58\ With respect to the safety standards, the National Traffic
and Motor Vehicle Safety Act contains an express preemptive
provision: ``When a motor vehicle safety standard is in effect under
this chapter, a State or a political subdivision of a State may
prescribe or continue in effect a standard applicable to the same
aspect of performance of a motor vehicle or motor vehicle equipment
only if the standard is identical to the standard prescribed under
this chapter.'' 49 U.S.C. 30103(b)(1). Second, the Supreme Court has
recognized the possibility of implied preemption: State requirements
imposed on motor vehicle manufacturers, including sanctions imposed
by State tort law, can stand as an obstacle to the accomplishment
and execution of a NHTSA safety standard. When such a conflict
exists, the Supremacy Clause of the Constitution makes the State
requirements unenforceable. See Geier v. American Honda Motor Co.,
529 U.S. 861 (2000).
---------------------------------------------------------------------------

Civil Justice Reform

    With respect to the review of the promulgation of a new regulation,
section 3(b) of Executive Order 12988, ``Civil Justice Reform'' (61 FR
4729, February 7, 1996) requires that Executive agencies make every
reasonable effort to ensure that the regulation: (1) Clearly specifies
the preemptive effect; (2) clearly specifies the effect on existing
Federal law or regulation; (3) provides a clear legal standard for
affected conduct, while promoting simplification and burden reduction;
(4) clearly specifies the retroactive effect, if any; (5) adequately
defines key terms; and (6) addresses other important issues affecting
clarity and general draftsmanship under any guidelines issued by the
Attorney General. This document is consistent with that requirement.
    Pursuant to this Order, NHTSA notes as follows.
    The issue of preemption is discussed above in connection with E.O.
13132. NHTSA notes further that there is no requirement that
individuals submit a petition for reconsideration or pursue other
administrative proceeding before they may file suit in court.

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 control number from the Office of
Management and Budget (OMB). This final rule will not have any
requirements that are considered to be information collection
requirements as defined by the OMB in 5 CFR part 1320.

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 NHTSA 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. The NTTAA directs NHTSA to
provide Congress, through OMB, explanations when the agency decides not
to use available and applicable voluntary consensus standards.
    The following voluntary consensus standards have been used in
developing the Q3s:
     SAE Recommended Practice J211, Rev. Mar 95,
``Instrumentation for Impact Tests--Part 1--Electronic
Instrumentation;'' and
     SAE J1733 of 1994-12 ``Sign Convention for Vehicle Crash
Testing.''

Unfunded Mandates Reform Act

    Section 202 of the Unfunded Mandates Reform Act of 1995 (UMRA),
Public Law 104-4, 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 annually (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 the agency 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.
    This final rule will not impose any unfunded mandates under the
UMRA. This rule does not meet the definition of a Federal mandate
because it does not impose requirements on anyone. It amends 49 CFR
part 572 by adding design and performance specifications for a 3-year-
old child side impact test dummy that the agency would use in FMVSS No.
213 and for research purposes. This final rule would affect only those
businesses that choose to manufacture or test with the dummy. It would
not result in costs of $100 million or more to either State, local, or
tribal governments, in the aggregate, or to the private sector.

Incorporation by Reference

    Under regulations issued by the Office of the Federal Register (1
CFR 51.5(a)), an agency, as part of a final rule that includes material
incorporated by reference, must summarize in the preamble of the final
rule the material it incorporates by reference and discuss the ways the
material is reasonably available to interested parties or how the
agency worked to make materials available to interested parties.
    In this final rule, NHTSA incorporates by reference a technical
data package for the Q3s consisting of a set of

engineering drawings for the test dummy, a parts list, and a user's
manual that has procedures for assembly, disassembly, and inspection of
the dummy. Q3s dummies manufactured to meet the qualification
requirements and the technical data package will be uniform in their
design, construction, and response to impact forces.
    NHTSA has placed a copy of the technical data package in the docket
for this final rule. Interested persons can download a copy of the
materials or view the materials online by accessing
www.Regulations.gov, telephone 1-877-378-5457, or by contacting NHTSA's
Chief Counsel's Office at the phone number and address set forth in the
For Further Information Contact section of this document. The material
is also available for inspection at the Department of Transportation,
Docket Operations, Room W12-140, 1200 New Jersey Avenue SE, Washington,
DC Telephone:<PHONE_NUMBER>. This final rule also incorporates versions
of SAE Recommended Practice J211/1 parts 1 and 2 and SAE J1733. The
material is available for review at NHTSA and is available for purchase
from SAE International.

Plain Language

    Executive Order 12866 requires each agency to write all rules in
plain language.
    Application of the principles of plain language includes
consideration of the following questions:
    Has the agency organized the material to suit the public's needs?
    Are the requirements in the rule clearly stated?
    Does the rule contain technical language or jargon that is not
clear?
    Would a different format (grouping and order of sections, use of
headings, paragraphing) make the rule easier to understand?
    Would more (but shorter) sections be better?
    Could the agency improve clarity by adding tables, lists, or
diagrams?
    What else could the agency do to make this rulemaking easier to
understand?
    If you have any responses to these questions, please send them to
NHTSA.

Regulation Identifier Number

    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

    Motor vehicle safety, Incorporation by reference.

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

PART 572--ANTHROPOMORPHIC TEST DEVICES

0
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 1.95.

0
2. Subpart W, consisting of Sec. Sec.  572.210 through 572.219, is
added to read as follows:
Subpart W--Q3s Three-Year-Old Child Test Dummy
Sec.
572.210 Incorporation by reference.
572.211 General description.
572.212 Head assembly and test procedure.
572.213 Neck assembly and test procedure.
572.214 Shoulder assembly and test procedure.
572.215 Thorax with arm assembly and test procedure.
572.216 Thorax without arm assembly and test procedure.
572.217 Lumbar spine assembly and test procedure.
572.218 Pelvis assembly and test procedure.
572.219 Test conditions and instrumentation.
Appendix A to Subpart W of Part 572--Figures

Subpart W--Q3s Three-Year-Old Child Test Dummy

Sec.  572.210  Incorporation by reference.

    Certain material is incorporated by reference (IBR) into this part
with the approval of the Director of the Federal Register under 5
U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that
specified in this section, NHTSA must publish a document in the Federal
Register and the material must be available to the public. All approved
material is available for inspection at the Department of
Transportation, Docket Operations, Room W12-140, 1200 New Jersey Avenue
SE, Washington DC 20590, telephone<PHONE_NUMBER>, and is available from
the sources listed in paragraphs (a) and (b) of this section. It is
also available for inspection at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, email<EMAIL_ADDRESS>or go to
www.archives.gov/federal-register/cfr/ibr-locations.html.
    (a) NHTSA Technical Information Services, 1200 New Jersey Ave. SE,
Washington, DC 20590, telephone<PHONE_NUMBER>.
    (1) A parts/drawing list entitled, ``Parts/Drawings List, Part 572
Subpart W, Q3s Three-Year-Old Child Side Impact Dummy, May 2016,''
(Parts/Drawings List); IBR approved for Sec.  572.211.
    (2) A drawings and inspection package entitled, ``Drawings and
Specifications for Q3S Three-Year-Old Child Test Dummy, Part 572
Subpart W, May 2016,'' (Drawings and Specifications); IBR approved for
Sec. Sec.  572.211, 572.212, 572.213, 572.214, 572.215, 572.216,
572.217, 572.218, and 572.219.
    (3) A procedures manual entitled ``Procedures for Assembly,
Disassembly, and Inspection (PADI) of the Q3s Child Side Impact Crash
Test Dummy, May 2016,'' (PADI); IBR approved for Sec. Sec.  572.211,
572.215(b), 572.216(b), and 572.219(a).
    (b) SAE International, 400 Commonwealth Drive, Warrendale, PA
15096, call 1-877-606-7323, https://www.sae.org/.
    (1) SAE Recommended Practice J211/1, Rev. Mar 95, ``Instrumentation
for Impact Tests--Part 1--Electronic Instrumentation,'' (SAE J211); IBR
approved for Sec.  572.219;
    (2) SAE Information Report J1733 of 1994-12, ``Sign Convention for
Vehicle Crash Testing,'' December 1994, (SAE J1733); IBR approved for
Sec.  572.219.

Sec.  572.211  General description.

    (a) The Q3s Three-Year-Old Child Test Dummy is defined by the
following materials:
    (1) The Parts/Drawings List (incorporated by reference, see Sec.
572.210);
    (2) The Drawings and Specifications (incorporated by reference, see
Sec.  572.210);
    (3) The PADI (incorporated by reference, see Sec.  572.210).
    (b) The structural properties of the dummy are such that the dummy
conforms to this subpart in every respect before use in any test.

Sec.  572.212  Head assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The head assembly for this test consists of the complete head
(drawing 020-1200) with head accelerometer assembly (drawing 020-
1013A), and a half mass simulated upper neck load cell (drawing 020-
1050).

    (b) When the head assembly is tested according to the test
procedure in paragraph (c) of this section, it shall have the following
characteristics:
    (1) Frontal head qualification test. When the head assembly is
dropped from a height of 376.0  1.0 mm in accordance with
paragraph (c) of this section, the peak resultant acceleration at the
location of the accelerometers at the head CG shall have a value
between 255 G and 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 (zero to peak).
    (2) Lateral head qualification test. When the head assembly is
dropped from a height of 200.0  1.0 mm in accordance with
paragraph (c) of this section, the peak resultant acceleration at the
location of the accelerometers at the head CG shall have a value
between 114 G and 140 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 X-
component acceleration shall not exceed 15 G (zero to peak).
    (c) The test procedure for the head assembly is as follows:
    (1) Soak the head assembly in a controlled environment at any
temperature between 20.6 and 22.2 [deg]C 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 and the impact plate surface must be
clean and dry for testing.
    (3)(i) For the frontal head test, suspend and orient the head
assembly with the forehead facing the impact surface as shown in figure
W1 in appendix A to this subpart. The lowest point on the forehead must
be 376.0  1.0 mm from the impact surface. Assure that the
head is horizontal laterally. Adjust the head angle so that the upper
neck load cell simulator is 28  2 degrees forward from the
vertical while assuring that the head remains horizontal laterally.
    (ii) For the lateral head test, the head is dropped on the aspect
that opposes the primary load vector of the ensuing full scale test for
which the dummy is being qualified. A left drop set up that is used to
qualify the dummy for an ensuing full scale left side impact is
depicted in figure W2 in appendix A to this subpart. A right drop set-
up would be the mirror image of that shown in figure W2. Suspend and
orient the head assembly as shown in figure W2. The lowest point on the
impact side of the head must be 200.0  1.0 mm from the
impact surface. Assure that the head is horizontal in the fore-aft
direction. Adjust the head angle so that the head base plane measured
from the base surface of the upper neck load cell simulator is 35
 2 degrees forward from the vertical while assuring that
the head remains horizontal in the fore-aft direction.
    (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 thick and 610 mm square. The
impact surface shall be clean, dry and have a surface finish of not
less than 0.2 microns (RMS) and not more than 2.0 microns (RMS).
    (5) Allow at least 2 hours between successive tests on the same
head.

Sec.  572.213  Neck assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a)(1) The neck and headform assembly for the purposes of the fore-
aft neck flexion and lateral neck flexion qualification tests, as shown
in figures W3 and W4 in appendix A to this subpart, consists of the
headform (drawing 020-9050, sheet 1) with angular rate sensor installed
(drawing SA572-S58), six-channel neck/lumbar load cell (drawing SA572-
S8), neck assembly (drawing 020-2400), neck/torso interface plate
(drawing 020-9056) and pendulum interface plate (drawing 020-9051) with
angular rate sensor installed (drawing SA572-S58).
    (2) The neck assembly for the purposes of the neck torsion
qualification test, as shown in figure W5 in appendix A to this
subpart, consists of the neck twist fixture (drawing DL210-200) with
rotary potentiometer installed (drawing SA572-S51), neck adaptor plate
assembly (drawing DL210-220), neck assembly (drawing 020-2400), six-
channel neck/lumbar load cell (drawing SA572-S8), and twist fixture end
plate (drawing DL210-210).
    (b) When the neck and headform assembly as defined in paragraph
(a)(1) of this section, or the neck assembly as defined in paragraph
(a)(2) of this section, is tested according to the test procedure in
paragraph (c) of this section, it shall have the following
characteristics:
    (1) Fore-aft neck flexion qualification test. (i) Plane D,
referenced in figure W3 in appendix A to this subpart, shall rotate in
the direction of pre-impact flight with respect to the pendulum's
longitudinal centerline between 69.5 degrees and 81.0 degrees. During
the time interval while the rotation is within these angles, the peak
moment measured by the neck transducer (drawing SA572-S8) shall have a
value between 41.5 N-m and 50.7 N-m.
    (ii) The decaying headform rotation vs. time curve shall cross the
zero angle with respect to its initial position at time of impact
relative to the pendulum centerline between 45 to 55 ms after the time
the peak rotation value is reached.
    (iii) All instrumentation data channels are defined to be zero when
the longitudinal centerline of the neck and pendulum are parallel.
    (iv) The headform rotation shall be calculated by the following
formula with the integration beginning at time zero:

Headform rotation (deg) = [int] [(Headform Angular Rate)y-
(Pendulum Angular Rate)y] dt

    (v) (Headform Angular Rate)y is the angular rate about
the y-axis in deg/sec measured on the headform (drawing 020-9050, sheet
1), and (Pendulum Angular Rate)y is the angular rate about
the y-axis in deg/sec measured on the pendulum interface plate (drawing
020-9051).
    (2) Lateral neck flexion qualification test. (i) Plane D,
referenced in Figure W4 in appendix A to this subpart, shall rotate in
the direction of pre-impact flight with respect to the pendulum's
longitudinal centerline between 76.5 degrees and 87.5 degrees. During
the time interval while the rotation is within these angles, the peak
moment measured by the neck transducer (drawing SA572-S8) shall have a
value between 25.3 N-m and 32.0 N-m.
    (ii) The decaying headform rotation vs. time curve shall cross the
zero angle with respect to its initial position at time of impact
relative to the pendulum centerline between 61 to 71 ms after the time
the peak rotation value is reached.
    (iii) All instrumentation data channels are defined to be zero when
the longitudinal centerline of the neck and pendulum are parallel.
    (iv) The headform rotation shall be calculated by the following
formula with the integration beginning at time zero:

Headform rotation (deg) = [int] [(Headform Angular Rate)y-
(Pendulum Angular Rate)y] dt

    (v) (Headform Angular Rate)y is the angular rate about
the y-axis in deg/sec

measured on the headform (drawing 020-9050, sheet 1), and (Pendulum
Angular Rate)y is the angular rate about the y-axis in deg/
sec measured on the pendulum interface plate (drawing 020-9051).
    (3) Neck torsion qualification test. (i) The neck twist fixture
(drawing DL210-200), referenced in figure W5 in appendix A to this
subpart, shall rotate in the direction of pre-impact flight with
respect to the pendulum's longitudinal centerline between 74.5 degrees
and 91.0 degrees, as measured by the rotary potentiometer (drawing
SA572-S51). During the time interval while the rotation is within these
angles, the peak moment measured by the neck transducer (drawing SA572-
S8) shall have a value between 8.0 N-m and 10.0 N-m.
    (ii) The decaying neck twist fixture rotation vs. time curve shall
cross the zero angle with respect to its initial position at time of
impact relative to the pendulum centerline between 85 to 102 ms after
the time the peak rotation value is reached.
    (iii) All instrumentation data channels are defined to be zero when
the zero pins are installed such that the neck is not in torsion.
    (c) 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 and a relative humidity
between 10 and 70 percent for at least four hours prior to a test.
    (2)(i) For the fore-aft neck flexion test, mount the neck and
headform assembly, defined in paragraph (a)(1) of this section, on the
pendulum, described in figure 22 to Sec.  572.33, so that the
midsagittal plane of the headform is vertical and coincides with the
plane of motion of the pendulum, and with the neck placement such that
the front side of the neck is closest to the honeycomb material as
shown in figure W3 in appendix A to this subpart.
    (ii) For the lateral neck flexion test, the test is carried out in
the direction opposing the primary load vector of the ensuing full
scale test for which the dummy is being qualified. A right flexion test
set-up that is used to qualify the dummy for an ensuing full scale
right side impact is depicted in figure W4 in appendix A to this
subpart. A left flexion test set-up would be depicted by a mirror image
of all components beneath the pendulum interface plate in Figure W4.
Mount the neck and headform assembly, defined in paragraph (a)(1) of
this section, on the pendulum, described by figure 22 to Sec.  572.33,
so that the midsagittal plane of the headform is vertical and coincides
with the plane of motion of the pendulum, and with the neck placement
such that the right (or left) side of the neck is closest to the
honeycomb material as shown in figure W4.
    (iii) For the neck torsion test, the test is carried out in the
direction opposing the primary load vector of the ensuing full scale
test for which the dummy is being qualified. A right torsion test set-
up that is used to qualify the dummy for an ensuing full scale right
side impact is depicted in figure W5 in appendix A to this subpart. A
left flexion test set-up would be a mirror image of that shown in
figure W5. Mount the neck assembly, defined in paragraph (a)(2) of this
section, on the pendulum, described by figure 22 to Sec.  572.33, as
shown in figure W5.
    (3)(i) Release the pendulum and allow it to fall freely from a
height to achieve an impact velocity of 4.7  0.1 m/s for
fore-aft flexion, 3.8  0.1 m/s for lateral flexion, and 3.6
 0.1 m/s for torsion, measured by an accelerometer mounted
on the pendulum at time zero.
    (ii) Stop the pendulum from the initial velocity with an
acceleration vs. time pulse that meets the velocity change as specified
in table 1 to this section. Integrate the pendulum accelerometer data
channel to obtain the velocity vs. time curve beginning at time zero.
    (iii) Time zero is defined as the time of initial contact between
the pendulum striker plate and the honeycomb material.

                                            Table 1 to Sec.   572.213
----------------------------------------------------------------------------------------------------------------
                                     Fore-aft                         Lateral
            Time (ms)              Flexion (m/s)     Time (ms)     Flexion (m/s)     Time (ms)     Torsion (m/s)
----------------------------------------------------------------------------------------------------------------
10..............................         1.1-2.1              10         1.7-2.2              10         0.9-1.3
20..............................         2.8-3.8              15         2.5-3.0              15         1.4-2.0
30..............................         4.1-5.1              20         3.4-3.9              20         2.0-2.6
----------------------------------------------------------------------------------------------------------------

Sec.  572.214  Shoulder assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The shoulder assembly for this test consists of the torso
assembly (drawing 020-4500) with string pot assembly (drawing SA572-S38
or SA572-S39) installed.
    (b) When the center of the shoulder of a completely assembled dummy
(drawing 020-0100) is impacted laterally by a test probe conforming to
Sec.  572.219, at 3.6  0.1 m/s according to the test
procedure in paragraph (c) of this section:
    (1) Maximum lateral shoulder displacement (compression) relative to
the spine, measured with the string potentiometer assembly (drawing
SA572-S38 or SA572-S39), must not be less than 17.0 mm and not more
than 22.0 mm. The peak force, measured by the impact probe as defined
in Sec.  572.219 and calculated in accordance with paragraph (b)(2) of
this section, shall have a value between 1123 N and 1437 N.
    (2) The force shall be calculated by the product of the impactor
mass and its measured deceleration.
    (c) The test procedure for the shoulder assembly is as follows:
    (1) The dummy is clothed in the Q3s suit (drawing 020-8001). No
additional clothing or shoes are placed on the dummy.
    (2) Soak the dummy in a controlled environment at any temperature
between 20.6 and 22.2 [deg]C and a relative humidity from 10 to 70
percent for at least four hours prior to a test.
    (3) The shoulder test is carried out in the direction opposing the
primary load vector of the ensuing full scale test for which the dummy
is being qualified. A left shoulder test set-up that is used to qualify
the dummy for an ensuing full scale left side impact is depicted in
figure W6 in appendix A to this subpart. A right shoulder set-up would
be a mirror image of that shown in figure W6. Seat the dummy on the
qualification bench described in figure V3 to Sec.  572.194, the seat
pan and seat back surfaces of which are covered with thin sheets of
PTFE (Teflon) (nominal stock thickness: 2 to 3 mm) along the impact
side of the bench.
    (4) Position the dummy on the bench as shown in Figure W6, with the
ribs

making contact with the seat back oriented 24.6 degrees relative to
vertical, the legs extended forward along the seat pan oriented 21.6
degrees relative to horizontal with the knees spaced 40 mm apart.
Position the arms so that the upper arms are parallel to the seat back
(2 degrees) and the lower arms are parallel to the dummy's
sagittal plane and perpendicular to the upper arms. Move the elbows
inward (medially) until initial contact occurs between the sleeve and
the portion of the suit covering the thorax while maintaining the
relationships between the arms, seat back, and sagittal plane.
    (5) The target point of the impact is a point on the shoulder that
is 15 mm above and perpendicular to the midpoint of a line connecting
the centers of the bolt heads of the two lower bolts (part #5000010)
that connect the upper arm assembly (020-9750) to the shoulder ball
retaining ring (020-3533).
    (6) Impact the shoulder with the test probe so that at the moment
of contact the probe's longitudinal centerline should be horizontal
(1 degree), and the centerline of the probe should be
within 2 mm of the target point.
    (7) Guide the test probe during impact so that there is no
significant lateral, vertical, or rotational movement.
    (8) No suspension hardware, suspension cables, or any other
attachments to the probe, including the velocity vane, shall make
contact with the dummy during the test.

Sec.  572.215  Thorax with arm assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The thorax assembly for this test consists of the torso
assembly (drawing 020-4500) with an IR-TRACC (drawing SA572-S37)
installed.
    (b) When the thorax of a completely assembled dummy (drawing 020-
0100) is impacted laterally by a test probe conforming to Sec.  572.219
at 5.0  0.1 m/s according to the test procedure in
paragraph (c) of this section:
    (1) Maximum lateral thorax displacement (compression) relative to
the spine, measured with the IR-TRACC (drawing SA572-S37) and processed
as set out in the PADI (incorporated by reference, see Sec.  572.210),
shall have a value between 22.5 mm and 27.5 mm. The peak force
occurring after 5 ms, measured by the impact probe as defined in Sec.
572.219 and calculated in accordance with paragraph (b)(2) of this
section, shall have a value between 1360 N and 1695 N.
    (2) The force shall be calculated by the product of the impactor
mass and its measured deceleration.
    (3) Time zero is defined as the time of contact between the impact
probe and the arm. All channels should be at a zero level at this
point.
    (c) The test procedure for the thorax with arm assembly is as
follows:
    (1) The dummy is clothed in the Q3s suit (drawing 020-8001). No
additional clothing or shoes are placed on the dummy.
    (2) Soak the dummy in a controlled environment at any temperature
between 20.6 and 22.2 [deg]C and a relative humidity from 10 to 70
percent for at least four hours prior to a test.
    (3) The test is carried out in the direction opposing the primary
load vector of the ensuing full scale test for which the dummy is being
qualified. A left thorax test set-up that is used to qualify the dummy
for an ensuing full scale left side impact is depicted in figure W7 in
appendix A to this subpart. A right thorax set-up would be a mirror
image of that shown in figure W7. Seat the dummy on the qualification
bench described in figure V3 to Sec.  572.194, the seat pan and seat
back surfaces of which are covered with thin sheets of PTFE (Teflon)
(nominal stock thickness: 2 to 3 mm) along the impact side of the
bench.
    (4) Position the dummy on the bench as shown in figure W7 in
appendix A to this subpart, with the ribs making contact with the seat
back oriented 24.6 degrees relative to vertical, the legs extended
forward along the seat pan oriented 21.6 degrees relative to horizontal
with the knees spaced 40 mm apart. On the non-impact side of the dummy,
the long axis of the upper arm is positioned parallel to the seat back
(2 degrees). On the impact side, the upper arm is
positioned such that the target point intersects its long axis as
described in paragraph (c)(5) of this section. The long axis of the
upper arm is defined by section line A-A in drawing 020-9750. Both of
the lower arms are set perpendicular to the upper arms and parallel to
the dummy's sagittal plane. Move the elbows inward (medially) until
initial contact occurs between the sleeve and the portion of the suit
covering the thorax while maintaining the relationships between the
arms, seat back, and sagittal plane.
    (5) The target point of the impact is the point of intersection on
the lateral aspect of the upper arm and a line projecting from the
thorax of the dummy. The projecting line is horizontal, runs parallel
to the coronal plane of the dummy, and passes through the midpoint of a
line connecting the centers of the bolt heads of the two IR-TRACC bolts
(part #5000646). The projected line should intersect the upper arm
within 2 mm of its long axis.
    (6) Impact the arm with the test probe so that at the moment of
contact the probe's longitudinal centerline should be horizontal
(1 degrees), and the centerline of the probe should be
within 2 mm of the target point.
    (7) Guide the test probe during impact so that there is no
significant lateral, vertical, or rotational movement.
    (8) No suspension hardware, suspension cables, or any other
attachments to the probe, including the velocity vane, shall make
contact with the dummy during the test.

Sec.  572.216  Thorax without arm assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The thorax assembly for this test consists of the torso
assembly (drawing 020-4500) with IR-TRACC (drawing SA572-S37)
installed.
    (b) When the thorax of a completely assembled dummy (drawing 020-
0100) with the arm (drawing 020-9700 or 020-9800) on the impacted side
removed is impacted laterally by a test probe conforming to Sec.
572.219 at 3.3  0.1 m/s according to the test procedure in
paragraph (c) of this section:
    (1) Maximum lateral thorax displacement (compression) relative to
the spine, measured with the IR-TRACC (drawing SA572-S37) and processed
as set out in the PADI (incorporated by reference, see Sec.  572.210),
shall have a value between 24.5 mm and 30.5 mm. The peak force,
measured by the impact probe as defined in Sec.  572.219 and calculated
in accordance with paragraph (b)(2) of this section, shall have a value
between 610 N and 754 N.
    (2) The force shall be calculated by the product of the impactor
mass and its measured deceleration.
    (c) The test procedure for the thorax without arm assembly is as
follows:
    (1) The dummy is clothed in the Q3s suit (drawing 020-8001). No
additional clothing or shoes are placed on the dummy.
    (2) Soak the dummy in a controlled environment at any temperature
between 20.6 and 22.2 [deg]C and a relative humidity from 10 to 70
percent for at least four hours prior to a test.
    (3) The test is carried out in the direction opposing the primary
load vector of the ensuing full scale test for which the dummy is being
qualified. A left thorax test set-up that is used to qualify the dummy
for an ensuing full

scale left side impact is depicted in figure W8 in appendix A to this
subpart. A right thorax set-up would be a mirror image of that shown in
Figure W8. Seat the dummy on the qualification bench described in
figure V3 to Sec.  572.194, the seat pan and seat back surfaces of
which are covered with thin sheets of PTFE (Teflon) (nominal stock
thickness: 2 to 3 mm) along the impact side of the bench.
    (4) Position the dummy on the bench as shown in figure W8 in
appendix A to this subpart, with the ribs making contact with the seat
back oriented 24.6 degrees relative to vertical, the legs extended
forward along the seat pan oriented 21.6 degrees relative to horizontal
with the knees spaced 40 mm apart, and the arm on the non-impacted side
positioned so that the upper arm is parallel (2 degrees) to
the seat back and the lower arm perpendicular to the upper arm.
    (5) The target point of the impact is the midpoint of a line
between the centers of the bolt heads of the two IR-TRACC bolts (part
#5000646).
    (6) Impact the thorax with the test probe so that at the moment of
contact the probe's longitudinal centerline should be horizontal
(1 degrees), and the centerline of the probe should be
within 2 mm of the target point.
    (7) Guide the test probe during impact so that there is no
significant lateral, vertical, or rotational movement.
    (8) No suspension hardware, suspension cables, or any other
attachments to the probe, including the velocity vane, shall make
contact with the dummy during the test.

Sec.  572.217  Lumbar spine assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The lumbar spine and headform assembly for the purposes of the
fore-aft lumbar flexion and lateral lumbar flexion qualification tests,
as shown in Figures W9 and W10 in appendix A to this subpart, consists
of the headform (drawing 020-9050, sheet 2) with angular rate sensor
installed (drawing SA572-S58), six-channel neck/lumbar load cell
(drawing SA572-S8), lumbar spine assembly (drawing 020-6000), lumbar
interface plate (drawing 020-9062) and pendulum interface plate
(drawing 020-9051) with angular rate sensor installed (drawing SA572-
S58).
    (b) When the lumbar spine and headform assembly is tested according
to the test procedure in paragraph (c) of this section, it shall have
the following characteristics:
    (1) Fore-aft lumbar flexion qualification test. (i) Plane D,
referenced in figure W9 in appendix A to this subpart, shall rotate in
the direction of pre-impact flight with respect to the pendulum's
longitudinal centerline between 47.0 degrees and 58.5 degrees. During
the time interval while the rotation is within these angles, the peak
moment measured by the neck/lumbar transducer (drawing SA572-S8) shall
have a value between 78.2 N-m and 96.2 N-m.
    (ii) The decaying headform rotation vs. time curve shall cross the
zero angle with respect to its initial position at time of impact
relative to the pendulum centerline between 49 to 59 ms after the time
the peak rotation value is reached.
    (iii) All instrumentation data channels are defined to be zero when
the longitudinal centerline of the lumbar spine and pendulum are
parallel.
    (iv) The headform rotation shall be calculated by the following
formula with the integration beginning at time zero:

Headform rotation (deg) = [int] [(Headform Angular Rate)y-
(Pendulum Angular Rate)y] dt

    (v) (Headform Angular Rate)y is the angular rate about
the y-axis in deg/sec measured on the headform (drawing 020-9050, sheet
2), and (Pendulum Angular Rate)y is the angular rate about
the y-axis in deg/sec measured on the pendulum interface plate (drawing
020-9051).
    (2) Lateral lumbar flexion qualification test. (i) Plane D,
referenced in figure W10, shall rotate in the direction of pre-impact
flight with respect to the pendulum's longitudinal centerline between
46.1 degrees and 58.2 degrees. During the time interval while the
rotation is within these angles, the peak moment measured by the neck/
lumbar transducer (drawing SA572-S8) shall have a value between 79.4 N-
m and 98.1 N-m.
    (ii) The decaying headform rotation vs. time curve shall cross the
zero angle with respect to its initial position at time of impact
relative to the pendulum centerline between 48 to 59 ms after the time
the peak rotation value is reached.
    (iii) All instrumentation data channels are defined to be zero when
the longitudinal centerline of the lumbar spine and pendulum are
parallel.
    (iv) The headform rotation shall be calculated by the following
formula with the integration beginning at time zero:

    Headform rotation (deg) = [int] [(Headform Angular
Rate)y-(Pendulum Angular Rate)y] dt

(v) (Headform Angular Rate)y is the angular rate about the
y-axis in deg/sec measured on the headform (drawing 020-9050, sheet 2),
and (Pendulum Angular Rate)y is the angular rate about the
y-axis in deg/sec measured on the pendulum interface plate (drawing
020-9051).
    (c) The test procedure for the lumbar spine assembly is as follows:
    (1) Soak the lumbar spine assembly in a controlled environment at
any temperature between 20.6 and 22.2 [deg]C and a relative humidity
between 10 and 70 percent for at least four hours prior to a test.
    (2)(i) For the fore-aft lumbar flexion test, mount the lumbar spine
and headform assembly, defined in paragraph (a) of this section, on the
pendulum described Figure 22 to Sec.  572.33 so that the midsagittal
plane of the headform is vertical and coincides with the plane of
motion of the pendulum, and with the lumbar spine placement such that
the front side of the lumbar spine is closest to the honeycomb
material.
    (ii) For the lateral lumbar flexion test, the test is carried out
in the direction opposing the primary load vector of the ensuing full
scale test for which the dummy is being qualified. A right flexion test
set-up that is used to qualify the dummy for an ensuing a full scale
right side impact is depicted in figure W10 in appendix A to this
subpart. A left flexion test set-up would be depicted by a mirror image
of all components beneath the pendulum interface plate in Figure W10.
Mount the lumbar spine and headform assembly, defined in paragraph
(a)(1) of this section, on the pendulum described in figure 22 to Sec.
572.33 so that the midsagittal plane of the headform is vertical and
perpendicular to the direction of motion of the pendulum, and with the
lumbar spine placement such that the right (or left) side of the lumbar
spine is closest to the honeycomb material.
    (3)(i) Release the pendulum and allow it to fall freely from a
height to achieve an impact velocity of 4.4  0.1 m/s,
measured by an accelerometer mounted on the pendulum as shown in Figure
22 to Sec.  572.33 at time zero.
    (ii) Stop the pendulum from the initial velocity with an
acceleration vs. time pulse that meets the velocity change as specified
in table 1 to this section. Integrate the pendulum accelerometer data
channel to obtain the velocity vs. time curve beginning at time zero.
    (iii) Time zero is defined as the time of initial contact between
the pendulum

striker plate and the honeycomb material.

                        Table 1 to Sec.   572.217
------------------------------------------------------------------------
                                                  Fore-aft     Lateral
                   Time (ms)                    flexion (m/  flexion (m/
                                                     s)           s)
------------------------------------------------------------------------
10............................................      1.3-1.7      1.3-1.7
20............................................      2.7-3.7      2.7-3.7
30............................................      4.1-4.9      4.0-4.8
------------------------------------------------------------------------

Sec.  572.218  Pelvis assembly and test procedure.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The pelvis assembly (drawing 020-7500) for this test may
include either a uniaxial pubic load cell (drawing SA572-S7) or a pubic
load cell structural replacement (drawing 020-7150) installed on the
non-impact side of the pelvis.
    (b) When the center of the pelvis of a completely assembled dummy
(drawing 020-0100) is impacted laterally by a test probe conforming to
Sec.  572.219 at 4.0  0.1 m/s according to the test
procedure in paragraph (c) of this section:
    (1) The peak force, measured by the impact probe as defined in
Sec.  572.219 and calculated in accordance with paragraph (b)(2) of
this section, shall have a value between 1587 N and 1901 N.
    (2) The force shall be calculated by the product of the impactor
mass and its measured deceleration.
    (c) The test procedure for the pelvis assembly is as follows:
    (1) The dummy is clothed in the Q3s suit (drawing 020-8001). No
additional clothing or shoes are placed on the dummy.
    (2) 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
from 10 to 70 percent for at least four hours prior to a test.
    (3) The pelvis test is carried out in the direction opposing the
primary load vector of the ensuing full scale test for which the dummy
is being qualified. A left pelvis test set-up that is used to qualify
the dummy for an ensuing full scale left side impact is depicted in
figure W11 in appendix A to this subpart. A right pelvis test set-up
would be a mirror image of that shown in figure W11. Seat the dummy on
the qualification bench described in figure V3 to Sec.  572.194, the
seat pan and seat back surfaces of which are covered with thin sheets
of PTFE (Teflon) (nominal stock thickness: 2 to 3 mm) along the impact
side of the bench.
    (4) Position the dummy on the bench as shown in figure W11 in
appendix A to this subpart, with the ribs making contact with the seat
back oriented 24.6 degrees relative to vertical, the legs extended
forward along the seat pan oriented 21.6 degrees relative to horizontal
with the knees spaced 40 mm apart. The arms should be positioned so
that the arm on the non-impacted side is parallel to the seat back with
the lower arm perpendicular to the upper arm, and the arm on the
impacted side is positioned upwards away from the pelvis.
    (5) Establish the impact point at the center of the pelvis so that
the impact point of the longitudinal centerline of the probe is located
185 mm from the center of the knee pivot screw (part #020-9008) and
centered vertically on the femur.
    (6) Impact the pelvis with the test probe so that at the moment of
contact the probe's longitudinal centerline should be horizontal
(1 degrees), and the centerline of the probe should be
within 2 mm of the center of the pelvis.
    (7) Guide the test probe during impact so that there is no
significant lateral, vertical, or rotational movement.
    (8) No suspension hardware, suspension cables, or any other
attachments to the probe, including the velocity vane, shall make
contact with the dummy during the test.

Sec.  572.219   Test conditions and instrumentation.

    All assemblies and drawings referenced in this section are
contained in Drawings and Specifications, incorporated by reference,
see Sec.  572.210.
    (a) The following test equipment and instrumentation is needed for
qualification as set forth in this subpart:
    (1) The test probe for shoulder, thorax, and pelvis impacts is of
rigid metallic construction, concentric in shape, and symmetric about
its longitudinal axis. It has a mass of 3.81  0.02 kg and a
minimum mass moment of inertia of 560 kg-cm\2\ in yaw and pitch about
the CG. One-third (\1/3\) of the weight of the suspension cables and
their attachments to the impact probe is 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, is at least 25.4 mm long,
and has a flat, continuous, and non-deformable 70.0  0.25
mm diameter face with an edge radius between 6.4-12.7 mm. The probe's
end opposite to the impact face has 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, which may be
determined using the procedure listed in the PADI (incorporated by
reference, see Sec.  572.210).
    (2) Head accelerometers have dimensions, response characteristics,
and sensitive mass locations specified in drawing SA572-S4 and are
mounted in the head as shown in drawing 020-0100, sheet 2 of 5.
    (3) The upper neck force and moment transducer has the dimensions,
response characteristics, and sensitive axis locations specified in
drawing SA572-S8 and is mounted in the head-neck assembly as shown in
drawing 020-0100, sheet 2 of 5.
    (4) The angular rate sensors for the fore-aft neck flexion and
lateral neck flexion qualification tests have the dimensions and
response characteristics specified in drawing SA572-S58 and are mounted
in the headform and on the pendulum as shown in figures W3 and W4 in
appendix A to this subpart.
    (5) The string potentiometer shoulder deflection transducers have
the dimensions and response characteristics specified in drawing SA572-
S38 or SA572-S39 and are mounted to the torso assembly as shown in
drawing 020-0100, sheet 2 of 5.
    (6) The IR-TRACC thorax deflection transducers have the dimensions
and response characteristics specified in drawing SA572-S37 and are
mounted to the torso assembly as shown in drawing 020-0100, sheet 2 of
5.
    (7) The lumbar spine force and moment transducer has the
dimensions, response characteristics, and sensitive axis locations
specified in drawing SA572-S8 and is mounted in the torso assembly as
shown in drawing 020-0100, sheet 2 of 5.
    (8) The angular rate sensors for the fore-aft lumbar flexion and
lateral lumbar flexion qualification tests have the dimensions and
response characteristics specified in drawing SA572-S58 and are mounted
in the headform and on the pendulum as shown in figures W9, W10 in
appendix A to this subpart.
    (b) The following instrumentation may be required for installation
in the dummy for compliance testing. If so, it is installed during
qualification procedures as described in this subpart:
    (1) The optional angular rate sensors for the head have the
dimensions and response characteristics specified in any of drawings
SA572-S55, SA572-S56, SA572-S57 or SA572-S58 and are

mounted in the head as shown in drawing 020-0100, sheet 2 of 5.
    (2) The upper spine accelerometers have the dimensions, response
characteristics, and sensitive mass locations specified in drawing
SA572-S4 and are mounted in the torso assembly as shown in drawing 020-
0100, sheet 2 of 5.
    (3) The pelvis accelerometers have the dimensions, response
characteristics, and sensitive mass locations specified in drawing
SA572-S4 and are mounted in the torso assembly as shown in drawing 020-
0100, sheet 2 of 5.
    (4) The T1 accelerometer has the dimensions, response
characteristics, and sensitive mass location specified in drawing
SA572-S4 and is mounted in the torso assembly as shown in drawing 020-
0100, sheet 2 of 5.
    (5) The lower neck force and moment transducer has the dimensions,
response characteristics, and sensitive axis locations specified in
drawing SA572-S8 and is mounted to the neck assembly as shown in
drawing 020-0100, sheet 2 of 5.
    (6) The tilt sensor has the dimensions and response characteristics
specified in drawing SA572-S44 and is mounted to the torso assembly as
shown in drawing 020-0100, sheet 2 of 5.
    (7) The pubic force transducers have the dimensions and response
characteristics specified in drawing SA572-S7 and are mounted in the
torso assembly as shown in drawing 020-0100, sheet 2 of 5.
    (c) The outputs of transducers installed in the dummy and in the
test equipment specified by this part are to be recorded in individual
data channels that conform to SAE J211 (incorporated by reference, see
Sec.  572.210) except as noted, with channel frequency classes (CFCs)
as follows:
    (1) Pendulum acceleration, CFC 180,
    (2) Pendulum angular rate, CFC 60,
    (3) Neck twist fixture rotation, CFC 60,
    (4) Test probe acceleration, CFC 180,
    (5) Head accelerations, CFC 1000,
    (6) Headform angular rate, CFC 60,
    (7) Neck moments, upper and lower, CFC 600,
    (8) Shoulder deflection, CFC 180,
    (9) Thorax deflection, CFC 180,
    (10) Upper spine accelerations, CFC 180,
    (11) T1 acceleration, CFC 180,
    (12) Pubic force, CFC 180,
    (13) Pelvis accelerations, CFC 1000.
    (d) Coordinate signs for instrumentation polarity are to conform to
SAE J1733 (incorporated by reference, see Sec.  572.210).
    (e) The mountings for sensing devices have no resonant frequency
less than 3 times the frequency range of the applicable channel class.
    (f) Limb joints are set at one G, barely restraining the weight of
the limb when it is extended horizontally. The force needed to move a
limb segment is not to exceed 2G throughout the range of limb motion.
    (g) Performance tests of the same component, segment, assembly, or
fully assembled dummy are separated in time by not less than 30 minutes
unless otherwise noted.
    (h) Surfaces of dummy components may not be painted except as
specified in this subpart or in drawings subtended by this subpart.

Appendix A to Subpart W of Part 572--Figures

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James C. Owens,
Deputy Administrator.
[FR Doc. 2020-21478 Filed 11-2-20; 8:45 am]
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