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The problem of determining a least squares estimate for radius and eccentricity of a circular part on a shaft, such as a bearing journal, is formulated. The resulting equations are more complex than the usual linear system of equations associated with least squares applications, but the problem is readily amenable to computer solution. The presentation closes with the results for two numerical test cases.

A new method is described and illustrated which solves the planar, two vehicle collision reconstruction problem. The method, called LESCOR (LEast Square Collision Reconstruction), determines the initial velocity components when given: (1) final velocity components, (2) vehicle physical data, (3) damage geometry, (4) collision geometry and (5) the impact coefficients (restitution and friction). A novel feature is that if the impact coefficients are unknown but some of the initial velocity data is known (such as zero initial yaw rates and vehicle headings), the method will find the remaining initial velocities and the unknown coefficients. Using a six equation impact model and the method of least squares, LESCOR calculates any combination of 6 or less unknown initial velocity components and impact coefficients. Five example collision reconstructions are presented based on RICSAC collisions and a field example.

The vehicle air-conditioning system has significant impact on fuel economy and range of electric vehicles. Improving the fuel economy of vehicles therefore demand for energy efficient climate control systems. Also the emissions regulations motivate the reduced use of fuel for vehicle's cabin climate control. Solar heat gain of the passenger compartment by greenhouse effect is generally treated as the peak thermal load of the climate control system. Although the use of advanced glazing is considered first to reduce solar heat gain other means such as ventilation of parked car and recirculation of cabin air also have impetus for reducing the climate control loads.

Lower limb injuries which might be assessed for current or proposed barrier tests were described for belted drivers in frontal impacts. Injury and impairment were rated using the Abbreviated Injury scale and the Injury Impairment scale. Both emphasised the importance of fracture, especially to the ankle/foot region. AIS ≥ 2 and IIS ≥ 1 injury rates were high with small driver side (right side) overlaps but a high rate was also found for wide overlap impacts with driver side load concentration. Passenger shell intrusion was frequently associated with injuries of AIS ≥ 2 and IIS ≥ 1. Injuries of this type occasionally occurred with low intrusion and at low impact speeds and will be important in view of the frequency of those types of crashes in the tow-away population.

A major cause of serious injury in motorcycle accidents is the rider's leg being trapped between the motorcycle and a car. This paper gives results from a number of full-scale impact tests of motorcycles with and without leg-protecting fairings. Motorcycles were crashed into a flat, rigid barrier inclined at 30° to their direction of travel. Three basic configurations were studied: motorcycles with no leg protection, with hard leg protection that absorbed negligible amounts of energy, and with soft leg protectors that absorbed 5 to 10 percent of the kinetic energy on impact. The use of a leg-protecting fairing substantially reduced damage to a dummy rider's legs in crash tests, and a protector that absorbs some energy seems preferable to one that does not. These results were achieved without increasing the risk of other types of injury

On product design the use of composite materials has been steadily growing on aircraft industry, driven primarily by weight lost on structural components, which leads to better efficiency on fuel consumption, closely linked to economic issues and sustainability. On manufacturing planning the use of lean concepts has helped aircraft manufacturers to better manage its production resources leading also to more efficient and sustainable ways to fabricate and assemble aircraft structures. This paper describes how Embraer is combining these two philosophies for the development of the vertical and horizontal stabilizers of its latest product, the Legacy 500, and the planning and construction of its new composites assembly line in Evora. It first analyzes how automated composites fabrication methods like ATL help to reduce parts thus reducing weight and assembly hours. It also analyzes solutions developed to guarantee design for assembly and design for automation concepts.

The first part discusses federal legislation and regulations as they relate to aircraft noise abatement. The comprehensive and pervasive federal scheme is emphasized. The second part summarizes attempts by state and local entities to control aircraft annoyances through altitude, noise level, and curfew ordinances. The third part discusses the power of an airport proprietor with respect to enforcing aircraft noise abatement measures. The fourth part discusses the availability of injunction and damage suits in dealing with aircraft noise. The fifth part relates the needs for and obstacles to land use planning for aircraft noise abatement purposes. The sixth part discusses the legal basis for claims for damages based upon sonic boom.

Products liability laws provide three major theories - negligence, breach of warranty, and strict liability - under which a person who has been injured may recover for injuries and damages incurred in an accident. While these theories may consider any culpable conduct of the defendant, more often they focus solely on the question of whether the product manufactured, sold, or maintained by the defendant was unreasonably dangerous. The effect of these laws is to transfer in large measure the social cost of accidents involving products to manufacturers and retailers of the products.

Sonic booms from aircraft are a relatively recent phenomena. However, the law has developed to meet the new challenges and old rules of liability have been modified to fit the changed conditions. The following paper is an attempt to show some of the legal developments which have resulted from military supersonic flight, since only military or government type aircraft have flown supersonically in the United States to date. Various theories of liability for sonic boom damages have been considered by the courts and these are set forth in this article for comparison purposes. From a review of these decisions, we may be able to anticipate how future courts will handle similar problems.

Since the advent of seat belt installation as a requirement for passenger automobiles, the legislative and judicial branches of government have been forced to address the legal effects of non-use where this results in otherwise avoidable injuries or deaths. Seat belt use will substantially reduce the number of automobile related injuries and deaths. Analysis of existing legislation and judicial precedents shows that the “seat belt defense” or the effect of non-use is being recognized. Considerable further attention to legal solutions is required if the benefits of such use are to be promoted so as to reduce injury and limit industry's liability.

Facial recognition software (FRS) is a form of biometric security that detects a face, analyzes it, converts it to data, and then matches it with images in a database. This technology is currently being used in vehicles for safety and convenience features, such as detecting driver fatigue, ensuring ride share drivers are wearing a face covering, or unlocking the vehicle. Public transportation hubs can also use FRS to identify missing persons, intercept domestic terrorism, deter theft, and achieve other security initiatives. However, biometric data is sensitive and there are numerous remaining questions about how to implement and regulate FRS in a way that maximizes its safety and security potential while simultaneously ensuring individual’s right to privacy, data security, and technology-based equality.

An overview of the various forms of legal protection afforded to computer software is presented. For each form of protection, the fundamentals of the law are discussed generally and then specifically applied to computer software. Patent protection is shown to be superior to the other forms of protection in that it protects against independent development but patent protection is difficult to obtain and not all computer software is patentable. Copyright protection is shown to be easier to obtain than patent protection but the scope of copyright protection is much narrower. Trade secret protection is shown to be the most common and successful form of computer software protection because of its scope of protection and ease of enforcement.

Public opinion, economic pressure and statistical correlation have resulted in new drunk driver legislation at the state and federal levels. Access to alcoholic beverages has been restricted by raising the legal drinking age and imposing civil liability on social hosts and tavern owners. The police and courts have been given increased enforcement authority through mandatory BAC testing, stiffer penalties and mandatory sentencing. It is not yet clear what effect these measures have had on the problem of drinking and driving.

In 1978, the U.S. National Highway Traffic Safety Administration (NHTSA) established the New Car Assessment Program (NCAP) and began rating vehicles for frontal impact safety for MY1979 with the purpose of providing information to the public so consumers could make better-informed decisions about their purchases. Manufacturers responded to the ratings by voluntarily improving the safety of their vehicles beyond the minimum Federal safety standards. In 1996, NHTSA added testing for side impact protection and more recently to assess the vehicle's rollover propensity. After NHTSA's NCAP, other organizations have followed testing the passive safety performance of the vehicles and publishing the results to the customers with the intention of improving the protection given by the vehicles. The Insurance Institute for Highway Safety (IIHS) started in 1995 with an offset frontal impact test and in 2002 with a side impact test using a mobile barrier that represents the typical SUV frontend.

South East Asia is one of the regions with highest traffic-related fatality rates worldwide −18.5 fatalities per 100.000 inhabitants-. In response to that, governments of ASEAN countries are currently introducing new regulations, which will help to improve the road safety standards in the region. This paper reviews new safety regulations in force of following ASEAN countries: Singapore, Thailand, Malaysia, Indonesia, Vietnam and the Philippines. General safety trends promote the approach to international standards as well as the adoption of UNECE regulations. In fact, the 1958 agreement was signed by Thailand and Malaysia in 2006. Besides, Malaysia has gradually adopted fifty-three UNECE regulations so far and is currently considering the inclusion of twenty-four more. After the success of other NCAP organizations, the ASEAN NCAP assessment program was established in 2011.

The objective for this study was to revisit some of the known factors that affect legibility including font characteristics, as well as, contrast polarity, luminance contrast, and color contrast under high ambient conditions as specified in SAE J1757. The study focused on older drivers due to their increased visual needs and limitations. The study was conducted in 2 phases: 1) a study of font characteristics; character height, character width, and stroke width using a central composite design. Subjects read a group of letters and numerals displayed on a laptop display using occlusion goggles. The reading time (Total Shutter Open Time or TSOT), reading errors, and a subjective Readability Rating (using a 4 point scale "Very Easy," "Easy," "Difficult," "Very Difficult") were recorded. Licensed drivers in three age groups, 25 to 44 yrs, 45 to 59 yrs, and 61 to 91 yrs participated. The response surfaces were generated and compared to the character sizes recommended in ISO 15008.

Some aspects of the legislative and political process leading to the adoption of a seat belt law in Britain are outlined. The technical arguments in favour of such a law were successful in debates in which the freedom of choice was the main substantive counter-argument. The economic aspects of the decision were vital as were the outside influences of the specialist organisations and the media. Early indications are usage rates rising from 40% to 90% with the introduction of the belt law, and for the first five months of operation a reduction in fatal and serious casualties of some 20%. Control casualties, represented by rear occupants and pedestrians and motorcyclists, increased due to seasonal factors and therefore the 20% reduction in front seat car occupant casualties is probably conservative. Some post-law problems of belt use for small pregnant women and arthritis sufferers are mentioned, together with the difficulty of facial injuries to restrained drivers from steering wheels.

Recent changes in brake regulations in may countries have given the brake engineer new problems to solve. Some of these, concerning hot brake performance, dual brake systems, and directional stability, are analyzed, and an example given of a brake specification which meets the present standards in the U. S., the European continent, and Sweden.