UNITED STATES DEPARTMENT OF TRANSPORTATION
 

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION
 

In re: 

EA15-001 

Air Bag Inflator Rupture 

GENERAL MOTORS LLC’S PETITION FOR INCONSEQUENTIALITY AND
 

REQUEST FOR DEFERRAL OF DETERMINATION REGARDING
 

CERTAIN GMT900 VEHICLES EQUIPPED WITH TAKATA “SPI YP”
 

AND “PSPI-L YD” PASSENGER INFLATORS
 

General Motors LLC (“GM”) hereby petitions the National Highway Traffic Safety 

Administration (“NHTSA”) under 49 U.S.C. §§ 30118(d) and 30120(h), 49 C.F.R. part 556 with 

respect to the Takata “SPI YP” and “PSPI-L YD” model front-passenger airbag inflators installed 

as original equipment in certain GM vehicles. Specifically, GM requests that NHTSA provide 

GM until August 31, 2017 to complete its engineering analysis and inflator aging studies before 

making a determination on this Petition.1

 In support of this request, GM relies on the engineering 

testing and analysis summarized below, as well as the information that GM has provided to the 

Agency during periodic briefings on the status of its investigation, as more specifically described 

below. 

I. Introduction 

On May 4, 2016, in the Amendment to November 3, 2015 Consent Order between NHTSA 

and TK Holdings Inc. (the “Amendment”), NHTSA ordered Takata to issue equipment defect 

information reports (“DIRs”) covering all non-desiccated phased-stabilized ammonium-nitrate 

1

 GM believes NHTSA’s ruling on this Petition need not be limited to a simple grant or denial of the Petition. Instead, 

NHTSA’s ruling could take on a number of forms depending on the results of GM’s long-term study and NHTSA’s 

ultimate findings of fact. 

1
 
(“PSAN”) airbag inflators according to a five-stage, risk-based schedule ending December 2019 

(the “DIR Schedule”). NHTSA required Takata to take this action because NHTSA determined 

that these Takata inflators may contain a latent defect—propellant degradation caused by longterm exposure to humidity and temperature cycling—that can cause the inflator to rupture during 

deployment. On May 16, 2016, as directed by the Amendment, Takata submitted equipment DIRs 

that covered, among other inflators, SPI2 and PSPI-L3 model airbag inflators without chemical 

drying agents that Takata sold to multiple OEMs. 

These equipment DIRs included the “SPI YP” and “PSPI-L YD” model front-passenger 

airbag inflators not yet under recall (the “Subject GMT900 Inflators”). Takata specifically 

designed these inflators for use as original equipment in 2007-2011 model year GMT900 vehicles 

(collectively, the “Subject GMT900 Vehicles”). The GMT900 is a specific vehicle platform that 

forms the structural foundation for a variety of GM trucks and sport utility vehicles, including the 

Chevrolet Silverado 1500, GMC Sierra 1500, Chevrolet Silverado 2500/3500, GMC Sierra 

2500/3500, Chevrolet Tahoe, Chevrolet Suburban, Chevrolet Avalanche, GMC Yukon, GMC 

Yukon XL, Cadillac Escalade, Cadillac Escalade ESV, and Cadillac Escalade EXT. The Takata 

equipment DIRs covered: (i) 2007-2011 model year GMT900 vehicles that had ever been 

registered in the region defined by NHTSA as Zone A; and (ii) 2007-2008 model year GMT900 

vehicles that had ever been registered in the region defined by NHTSA as Zone B. Takata filed 

its May 2016 equipment DIRs without any evidence of any incidents of inflator rupture in the 

unique Takata SPI YP or PSPI-L YD variant inflators that were utilized in GMT900 vehicles, 

either from the field or in ballistic testing. 

2

 SPI means “Smokeless Passenger Inflator.”
 

3

 PSPI means “Programmable Smokeless Passenger Inflator.”
 

2
 
At present, the available field data and engineering analysis supports the conclusion that 

the Subject GMT900 Inflators, which utilize a GM-specific design and are contained in a unique 

vehicle environment, are currently performing as designed in the field: 

•	 Field Data. A Takata SPI YP or PSPI-L YD inflator has never, to the best of GM’s 

knowledge, ruptured in a GMT900 vehicle in the field. 

•	 Ballistic Testing – Field Parts. Takata has conducted ballistic tests on 1475 PSPIL YD and SPI YP inflators without a single rupture or elevated deployment pressure 

or other sign of abnormal deployment. All of these components were taken from 

older (MY 2007-2008) GMT900 vehicles, and almost all were recovered from the 

high-risk Zone A region. 

•	 Ballistic Testing – Lab Aged Parts. Takata recently deployed 12 inflators—6 SPI 

YP and 6 PSPI-L YD—from older (MY 2007-2008) GMT900 vehicles in highhumidity states that GM artificially exposed to an estimated seven years of 

additional Zone A humidity and temperature cycling. None ruptured or displayed 

indications of elevated deployment pressure or other signs of abnormal 

deployment. 

•	 Stress-Strength Interference Models. Stress-strength interference analysis 

indicates that even the oldest (MY 2007) Zone A Takata GMT 900 inflators are not 

at risk of rupture. 

As described in detail below, GM’s engineering analysis supports the conclusion that the 

Takata inflators in the Subject GMT900 Vehicles are currently performing as designed in the field, 

and will likely continue to perform as designed for a number of years. GM believes the evidence 

and analysis detailed below, at a minimum, meets a threshold showing for the deferral requested 

herein. At present, GM’s analysis shows that even the oldest of these vehicles will continue to 

perform as designed for at least another 3.5 years, even in the highest heat and humidity regions 

of Zone A. Given the status of this engineering analysis, and in order to fully-analyze the 

performance of these inflators over the long-term, GM requests that NHTSA provide GM until 

August 31, 2017 to complete its engineering analysis and inflator aging studies. Further, because 

GM’s engineers and GM’s suppliers have been working on re-designed replacement inflators to 

be ready in the event that the inflators in these vehicles must be replaced, providing GM this 

3
 
additional time will not delay GM’s efforts to engineer and validate replacement inflators as an 

available remedy for the Subject GMT900 Vehicles, should that remedy ultimately be required. 

II. Background 

A.	 GM’s investigation and transparency with NHTSA with respect to that 

investigation 

In November 2014, GM began proactively investigating Takata inflators in GMT900 

vehicles. GM began this investigation in light of the Takata inflator recalls conducted by other 

automakers. Although Honda had experienced inflator ruptures in its vehicles and initiated limited 

recalls relating to Takata inflators before 2014,4 recalls relating to Takata inflators in highhumidity regions began expanding in the latter half of 2014 to nine other OEMs, including GM 

(for GM-badged vehicles that were not manufactured by GM, the Pontiac Vibe (Toyota Matrix) 

and the Saab 9-2X (Subaru Impreza) vehicles). 

Whether viewed in the context of voluntary OEM product-safety investigations generally 

or with respect to the Takata recalls specifically, GM’s investigation—now two years in length— 

is extraordinary in its scope, duration, and scientific rigor. To GM’s knowledge, no other OEM 

has expended more engineering resources to the task of understanding the root causes of inflator 

rupture or to estimating the long-term performance of the different Takata airbag inflator variants 

used in their vehicles. 

In the process of this unique investigation, GM has provided NHTSA personnel with 

consistent, detailed information regarding GM’s investigation. Since November 2014, and in 

addition to attending industry-wide technical meetings as part of the OEM Independent Testing 

Coalition, GM has been in regular communication with NHTSA regarding the status of its own 

4

 In June 2014, GM conducted a safety recall (NHTSA Recall 14V-372) relating to front driver Takata airbag inflators 

in certain 2013–2014 model year Chevrolet Cruze vehicles. However, this recall related to a Takata manufacturing 

issue (incorrectly installed baffles) and was not humidity-related. 

4
 
5

investigation, updated NHTSA on new analysis and field data, responded to NHTSA inquiries,

and regularly provided in-person technical briefings to NHTSA engineers and lawyers. A listing

of the various meetings and discussions follows.5

November 25, 2014. GM shares its preliminary, internal investigation plan for

GMT900 vehicles with NHTSA, including GM’s proposal to seek GMT900

passenger airbag inflators proactively from the field to understand the effect of the

environment (vehicle and external) and humidity on these Takata inflators over

time.

January 23, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation. GM’s initial presentations

to NHTSA in the beginning of 2015 include, among other things, GM’s preliminary

analyses of Takata’s CT scan measurements of propellant wafers in SPI/PSPI-L

inflators returned from the field.

February 13, 2015. GM conducts a telephonic conference with NHTSA to brief

NHTSA on GM’s Takata investigation and testing plans.

March 25, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of GM’s investigation. GM’s presentation includes,

among other things, GM’s initial analysis of data supplied by Takata and other

OEMs on the performance of Takata inflators in other vehicles, which indicates

marked differences between the observed propellant degradation in SPI/PSPI-L

inflators recovered from GMT900 vehicles (as measured by CT scanning) and the

observed propellant degradation in inflators recovered from other vehicles.

May 14, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of GM’s investigation.

May 22, 2015. GM conducts a telephonic conference with NHTSA staff to review

the status of GM’s investigation.

July 23, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of GM’s investigation.

August 27, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation.

5

 Given the nature of GM’s transparency with the agency dating back before, and contemporaneously with, GM’s May

DIR filings and the timely manner in which GM has kept NHTSA apprised of GM’s investigation with respect to

these vehicles, GM requests that NHTSA waive the 30-day filing requirement, if applicable, contemplated in 49 C.F.R

part 556 to the extent necessary.
6

September 14, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C.

office to update NHTSA on the status of GM’s investigation.

October 15, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation.

November 19, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation.

November 24, 2015. GM conducts a telephonic conference to provide the

November 19th briefing to certain NHTSA personnel that were unable to attend the

in-person meeting on November 19.

December 17, 2015. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation, including Orbital ATK

(“Orbital”)6 testing and analysis and information on recent field part returns.

January 7, 2016. GM conducts a telephonic conference to update NHTSA on the

Orbital testing plan.

January 21, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation.

February 18, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation.

March 17, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of GM’s investigation.

April 6, 2016. GM conducts a telephonic conference to update NHTSA on data

generated by returned field parts from GMT900 vehicles.

April 14, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of GM’s investigation.

April 26, 2016. GM conducts a telephonic conference to update NHTSA on the

status of GM’s investigation.

May 10, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office and

provide a comprehensive technical briefing on the status of GM’s investigation.

GM’s presentation included, among other things, the results from Takata’s CT

scanning and ballistic testing on inflators returned from GMT900 vehicles in Zone

A regions, which indicated that the inflators were performing safely and as

designed.

6

 Orbital is a leading engineering firm with recognized global expertise in propulsion systems.
7

May 12, 2016. GM conducts a telephonic conference to update NHTSA on the

status of GM’s investigation.

May 18, 2016. GM conducts a telephonic conference to solicit feedback from

NHTSA on the testing discussed during the May 10 technical briefing.

June 16, 2016. Following the filing of GM’s Preliminary DIRs on May 27, 2016

(see below), GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of GM’s investigation.

July 28, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office to

update NHTSA on the status of Orbital’s short-term testing and GM’s inflator aging

study.

August 16, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of Orbital’s short-term testing and GM’s inflator

aging study.

September 1, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to provide a detailed technical briefing to ODI on GM’s investigation and the initial

results of Orbital’s short-term testing. GM’s investigation includes updated CT

scanning and ballistic testing results, along with the results of GM’s recently

completed inflator aging study. This meeting also provides NHTSA with an

overview of GM’s petition for deferral, which is filed on September 2.

September 13, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C.

office to update NHTSA on the status of GM’s investigation.

October 4, 2016. GM conducts a telephonic conference to update NHTSA on the

status of GM’s investigation.

October 13, 2016. GM meets with NHTSA in NHTSA’s Washington, D.C. office

to update NHTSA on the status of GM’s investigation.

November 1, 2016. GM meets with NHTSA in GM’s Detroit office to update

NHTSA on the status of GM’s investigation.

B. GM’s May 2016 Preliminary DIRs

Following Takata’s May 16, 2016 DIR filings, after consultations with NHTSA, GM filed

two DIRs on May 27, 2016 (updated as of June 13, 2016) that covered the Subject GMT900
8

Vehicles (the “Subject GMT900 Recall Filings”).7 The Subject GMT900 Recall Filings provide,

in part:

After reviewing the available information, data, and analysis, GM

believes that the vehicles it manufactured with these inflators do not

contain a present defect which poses an unreasonable risk to motor

vehicle safety. NHTSA estimates that “the service life expectancies

of these inflators range from 6 to 25 years, depending on

environmental exposure, among other factors.” Amendment ¶ 8.

GM believes its analysis of inflators in the subject GM vehicles from

the field, including areas of High Absolute Humidity, does not show

significant propellant degradation at the present time and GM does

not believe that the PSPL-l and SPI inflators supplied to GM will

experience the type of propellant degradation required to cause an

unreasonable risk of inflator rupture before 2019, if at all. Given

that GM has not determined that a safety defect exists, GM is filing

this Preliminary DIR in light of NHTSA’s Amended Consent Order

directing that, “[t]he filing of DIRs by Takata will trigger the vehicle

manufacturers’ obligations to file DIRs,” the Coordinated Remedy

Order. (See CRO ¶ 46), and NHTSA regulations. See 49 C.F.R. Part

573. We are not aware of any cases of inflator ruptures in any

passenger airbag inflators in our vehicles worldwide.

Notwithstanding the foregoing, GM will conduct a recall of its

airbag inflators covered by the May 2016 Takata DIRs, unless GM

is able to prove to NHTSA’s satisfaction that the inflators in its

vehicles do not pose an unreasonable risk to safety. Such a showing

must be made prior to the governing supply deadlines in the

Coordinated Remedy Order and any amendments thereto. See CRO

and Consent Order Amendment.

As stated in the Subject GMT900 Recall Filings, GM has not determined that a defect that

poses an unreasonable risk to safety exists in these vehicles. Nothing in this Petition or in the act

of filing this Petition is an admission, implied or otherwise, that such a safety defect exists.

C. Takata DIR Schedule and GM Petition for Deferral

The Takata DIR Schedule described in the Amendment requires Takata to file additional

equipment DIRs for various Takata inflator models over time. Because of the possibility that

7

 The Subject GMT900 Recall Filings were given NHTSA recall numbers 16V381 for Zone A vehicles and 16V383

for Zone B vehicles.
9

“additional test data, analysis, or other relevant and appropriate evidence” could support a

modification to the DIR Schedule, NHTSA provided a mechanism in the Amendment by which

an OEM or other interested party could petition “to modify or amend a DIR or to defer certain

inflator types or vehicles, or a portion thereof, to a later DIR filing date.” Amendment ¶ 17; see

also NHTSA Enforcement Guidance Bulletin 2016-03 (the “Guidance Bulletin”). In accordance

with the Amendment and the Guidance Bulletin, GM timely filed a Petition for Deferral (the “GM

Deferral Petition”) with NHTSA on September 2, 2016 with respect to the GMT900 vehicles that

would be referenced in Takata’s forthcoming December 31, 2016 equipment DIRs. However, the

GM Deferral Petition was withdrawn by GM on November 15, 2016 and is no longer pending

before the agency.

For clarity, this Petition and the GM Deferral Petition relate to different sets of GMT900

Vehicles and seek different relief, respectively. GM is not seeking a determination with respect to

the vehicles referenced in the GM Deferral Petition as part of this Petition.

III. Discussion

A. Basis for Petition (49 U.S.C. § 30118(d) and § 30120(h); 49 C.F.R. Part

556.4(b)(5))

To petition for an exemption under sections 30118(d) and 30120(h) of the Safety Act,

NHTSA’s regulations require the manufacturer to file a DIR pursuant to 49 C.F.R. part 573. 49

C.F.R. § 556.4(c). If the manufacturer has not itself made a determination that a defect exists, this

DIR does “not constitute a concession by the manufacturer of, nor will it be considered relevant

to, the existence of a defect related to motor vehicle safety or a nonconformity.” Id.

 GM has not determined that a defect that poses an unreasonable risk to safety exists in the

Subject GMT900 Vehicles, and this Petition does not constitute a concession by GM of the

existence of a defect in the Subject GMT900 Vehicles, as permitted by 49 C.F.R. § 556.4(c). GM
10

continues to study the performance of these inflators in the field and GM is continuing its

engineering analysis of the specific and unique factors that influence inflator performance in the

Subject GMT900 Vehicles. GM’s analysis currently shows that even the oldest of these vehicles

will continue to perform as designed for years into the future, even in the highest heat and humidity

regions of Zone A. When its engineering analysis and inflator aging studies are completed in

August of 2017, moreover, GM will be able to submit a fulsome record to NHTSA showing how

the specific characteristics of these vehicles, along with the unique nature of the SPI YP and PSPIL YD variants, affect the long term service life of the inflators after exposure to conditions of high

absolute humidity.

As in the case of defect determinations under the Safety Act generally, the particular

application and use of the defective component is relevant to—and, in this case, determinative

of—whether the component poses a safety risk within a certain population of vehicles. As the

D.C. Circuit held in the landmark case defining OEM obligations under the Safety Act, “[i]t is

possible that the same component may contain a defect in performance relating to motor vehicle

safety in one class of vehicle or use but not in another.” United States v. General Motors

Corporation, 518 U.S. 420, 439 n.88 (D.C. Cir. 1975) (“Wheels”); see also Ctr. For Auto Safety,

Inc. v. NHTSA, 342 F. Supp. 2d 1, 14 (D.D.C. 2004), aff'd sub nom., 452 F.3d 798 (D.C. Cir. 2006)

(“[U]sage is clearly relevant to a determination of whether a vehicle contains a safety-related

defect.”). Consistent with the Wheels case, as discussed more fully below, the SPI “YP” and PSPIL “YD” variants that GM used in the GMT900 platform are not used by any other original

equipment manufacturer and have unique design features, which, together with the unique invehicle environment in the GMT900 vehicles, positively influences the performance of these

inflators in the field over time compared to other inflator and vehicle variants.
11

B. Blomquist Expert Report and vehicle-specific differences

The Amendment was accompanied by an expert report prepared by Dr. Harold R.

Blomquist (the “Blomquist Report”). Citing to three separate expert reports prepared by

Fraunhofer Gesellschaft (retained by Takata), Exponent (retained by Honda), and Orbital ATK

(retained by the OEM Independent Testing Coalition, of which GM is a member), the Blomquist

Report concludes that the cause of ruptures in Takata PSAN inflators is inflator-propellant damage

caused by long-term moisture intrusion and temperature cycling. Blomquist Report ¶ 17.

While the root cause of rupture is widely accepted, the “exposure time needed to

sufficiently degrade the propellant to the point that an inflator poses an unreasonable risk to

occupant safety” is not completely understood. See id. at ¶¶ 30-31. In his report, Dr. Blomquist

expressly noted that “vehicle platform differences” could impact the rate of propellant degradation

from vehicle to vehicle. Id. at ¶ 30 (stating that “further research is needed to validate” whether

Exponent’s “model inputs . . . correctly simulate real world performance degradation”).

These vehicle platform differences, Dr. Blomquist explained, were potentially significant

variables. Additional testing could “demonstrate that inflators in certain vehicle platforms,

models, or configurations take a longer time to present an increased [rupture] risk . . . .” Id. at ¶

30 n.12; see also id. at ¶ 18(a) (stating that “vehicle platform . . . can affect in-vehicle temperature

and humidity near the inflator”); Amendment at ¶ 6 (stating that Takata’s “own testing and

analysis” supports the conclusion that manufacturing variations, vehicle make/model, and the

specific type of Inflator at issue “considerably” impact the “potential for propellant degradation

and the expected rate of degradation”).

C. GM’s study and investigation of Takata inflators in GMT900 vehicles

During its investigation, GM has extensively analyzed the ballistic performance of the

Subject GMT900 Inflators, which—crucially—have a GM-specific design and are contained in a
12

unique vehicle environment. Although other OEMs used Takata SPI and PSPI-L model inflators,

Takata produced several different variants of these models, each with different design

characteristics. The SPI “YP” and PSPI-L “YD” variants that GM used in the GMT900 platform

are not used by any other original equipment manufacturer and have multiple unique design

advantages, including greater vent-area-to-propellant-mass ratios, steel (as opposed to aluminum)

end caps, and thinner propellant wafers, which influence burn rates and internal ballistic dynamics.

The physical environment in GMT900 vehicles, moreover, better protects the frontpassenger inflator from the extreme temperature cycling that can cause inflator rupture. GMT900

vehicles, which are light trucks and SUVs, have larger interior volumes than smaller passenger

cars, and are equipped with solar-absorbing windshields and side glass, all of which significantly

reduce interior vehicle temperatures. GM believes, given its present understanding, that these

inflator-design and vehicle-environment factors help explain why, as discussed more fully below,

inflators recovered from the GMT900 vehicles continue to perform as designed in the field and

have not ruptured in ballistic testing, even after significant real-world and laboratory exposure to

temperature cycling and humidity.

To supplement its internal analysis, GM has retained Orbital to conduct a long-term aging

study that will estimate the service-life expectancy of GMT900 inflators. Orbital needs until

approximately August 2017 to complete this study. As more fully described below, the current

results of this investigation support the conclusion that the inflators in the Subject GMT900

Vehicles are currently performing as designed in the field and even the oldest vehicles in the field

will continue to perform as designed for at least the next 3.5 years, even in areas of highest heat

and absolute humidity. GM believes this estimate of 3.5 years will only grow as GM’s inflator
13

aging studies continue and inflators continue to be conditioned and tested to show their

performance over extended periods of time.

D. Field data and GM’s internal testing and analysis demonstrates that the

Subject GMT900 Inflators are currently performing as designed.

1. An estimated 52,000 Takata passenger airbag inflators have deployed

in GMT900 vehicles without a single reported rupture

As part of its Safety and Field Investigations process, GM actively monitors vehicleperformance data for evidence of potential safety issues, including incidents of inflator rupture.

This dataset includes customer complaints, GM Technical Assistance Center logs, warranty

claims, legal claims, field investigations, and NHTSA VOQs. Although these sources do not track

airbag deployments in the field, it is possible to estimate field deployments using accident rate and

severity information published by NHTSA (NASS). Using this method, GM estimates that over

32,000 PSPI-L and over 19,000 SPI inflators have deployed in GMT900 vehicles since model year

2007, the first model year that GMT900 vehicles utilized these inflators. GM is not aware of a

single confirmed rupture report involving a Takata SPI YP or PSPI-L YD inflator in a GMT900

vehicle.

2. GM has analyzed and safely deployed almost 1,500 Takata SPI YP and

PSPI-L YD inflators from the oldest affected GMT900 vehicle

population in the highest-risk region

The results from GM’s ballistic testing is consistent with the field data. Since November

2014, GM has collected approximately 1979 PSPI-L YD and SPI YP inflators from GMT900

vehicles in the field and sent these inflators to Takata for ballistic testing and analysis. Of these,

1475 have been ballistic tested by Takata, and all deployed safely and as designed; none of the

inflators ruptured or demonstrated elevated deployment pressure or other signs of abnormal
14

deployment.8 And these tests are just the beginning. GM will be testing and deploying more

inflators going forward as part of its test plans, both internally and with Orbital.

These deployed inflators included a significant number of GMT900 inflators that,

according to the Blomquist Report, are at the highest risk of rupture. See Blomquist Report ¶ 17.

The vast majority of these inflators—1026 PSPI-L YD and 392 SPI YP inflators—came from Zone

A GMT900 vehicles. All of these Zone A inflators were recovered from 2007-2008 model year

vehicles, which are the oldest population of GMT900 vehicles in the field with Takata passenger

airbag inflators.

3. GM artificially aged and ballistic tested Takata SPI YP and PSPI-L YD

inflators from the oldest GMT900 vehicle population in the highest-risk

region—and all deployed normally

In addition to ballistic tests of unaltered field parts, GM has also conducted ballistic tests

on laboratory aged parts to study the future performance of GMT900 SPI YP and PSPI-L YD

inflators after additional aging in Zone A states. To conduct these tests, GM artificially aged 12

inflators—6 SPI YP and 6 PSPI-L YD—recovered from 2007-2008 model year GMT900 vehicles

in Florida. These inflators had an average of 7.7 years (for the SPI inflators) and 7.8 years (for the

PSPI-L inflators) of field exposure.

To further age the parts, GM subjected the 12 returned field parts to continuous temperature

cycling in a temperature/humidity chamber. To simulate the temperatures inside a GMT900

vehicle in a Zone A state, GM left a GMT900 vehicle outside in Miami, Florida—facing south,

exposed to direct sunlight, during the hottest part of the year—and collected temperature and

humidity measurements from sensors placed directly on the inflator housing inside. GM replicated

8

 On information and belief, Takata has provided NHTSA with the data associated with these ballistic tests. For this

reason, GM has not submitted this data with its Petition. GM can provide this data on request.
15

the temperature and humidity conditions that GM observed inside the Miami test vehicle in the

temperature/humidity chamber, and continuously exposed the test parts to these conditions on

four-hour cycles for 58 straight days. GM estimates that this cycling added the equivalent of seven

additional years of Zone A temperature and humidity exposure to the test parts.

GM then sent the parts to Takata for analysis and ballistic testing. Despite having

significant real-world temperature and humidity exposure and an additional 7 years of simulated

Zone A aging from the temperature/humidity chamber, these inflators did not rupture during

testing, or even demonstrate elevated deployment pressure or other signs of abnormal deployment.

The results from these tests are attached as Exhibit A.

Based on these studies, GM believes that the Subject GMT900 Vehicles will continue to

perform as designed for at least 14.5 years of exposure in the field, even in areas with the highest

heat and highest humidity conditions. Given that the oldest of the Subject GMT900 Vehicles in

the field would be approximately 11 years old at present, GM believes even these oldest vehicles

would continue to be safe for at least another 3.5 years, even assuming that these vehicles were

exposed to some of the highest heat and highest humidity environments found in Zone A.

Further, GM’s tests have not ceased. GM continues to age inflators and GM will continue

to test and deploy inflators, both with the help of Orbital, and separately.

4. Stress-strength interference analysis suggests that the propellant in

older GMT900 inflators from Zone A has not degraded to a sufficient

degree to create a rupture risk

In addition to the ballistic testing described above, Takata has CT scanned 1494 PSPI-L

and SPI inflators recovered from 2007-2008 model year GMT900 vehicles to measure the outside

diameter of the inflator’s propellant wafers—a key correlate of propellant degradation. See

Blomquist Report ¶ 18.b (stating that propellant degradation leads to density changes that

“manifes[t] as increased diameter”). Like the inflators collected for purposes of ballistic testing,
16

almost all of these inflators—1437—were collected from GMT900 vehicles in the Zone A region.

Again, this will continue and this sample size will only grow larger.

To estimate risk of rupture in these vehicles, GM engineers used an analysis technique

called stress-strength interference. In this context, stress-strength interference involves plotting

two curves on a graph: (i) the normal distribution of wafer diameters from scanned field inflators

(the “Field Parts Curve”); and (ii) the normal distribution of wafer diameters in inflators that have

ruptured, or energetically deployed, during ballistic testing (the “Energetic Deployment Curve”).

If these curves overlap, the amount of overlap represents the probability of rupture in a particular

group of inflators.

GM’s stress-strength interference analysis is attached as Exhibit B and Exhibit C. Exhibit

B contains the model for PSPI-L inflators recovered from 2007-2008 model year GMT900

vehicles in Zone A. Exhibit C contains the model for SPI inflators recovered from 2007-2008

model year GMT900 vehicles in Zone A. Because no inflators from GMT900 vehicles have

ruptured, there is no understood Energetic Deployment Curve for GMT900 inflators; in the

absence of such data, GM created the Energetic Deployment Curves in its analysis using data from

ballistic tests conducted by Takata on inflators recovered from other vehicles that have experienced

ruptures during testing.9

GM believes that this approach is, if anything, conservative. GM has presented evidence

to NHTSA that the SPI YP and PSPI-L YD inflators in the GMT900 have design advantages that

that will make these unique variants more resistant to rupture compared to other inflators based on

ballistic testing, ballistic modeling, and propellant-wafer density measurements performed by

9

 Takata provided these measurements to GM with the identifying names of other OEMs removed. On information

and belief, Takata has already provided NHTSA with these CT scan measurements. For this reason, GM has not

submitted this data with its Petition. GM can provide this data on request.
17

Orbital (further analysis on this issue is ongoing). Once this testing is complete, the Energetic

Deployment Curves in the attached charts could shift to the right, indicating additional reduction

in overall rupture risk.

IV. Request for relief

GM requests that, before making a determination on this Petition, NHTSA provide GM

until August 31, 2017 to complete its engineering analysis and inflator aging studies.10 Given that

GM’s analysis demonstrates that the inflators in the oldest of these vehicles will continue to

perform as designed for at least another 3.5 years even in high heat and high absolute humidity

environments, this request for additional time is reasonable and well-supported by the engineering

analysis to date.

Providing GM this additional time will not delay GM’s efforts to engineer and validate

replacement inflators as an available remedy for the Subject GMT900 Vehicles, should that

remedy ultimately be required. As NHTSA is aware, GM’s engineers and GM’s suppliers have

been working on re-designed replacement inflators to be ready in the event that the inflators in

these vehicles must be replaced. GM’s current belief is that a validated engineering solution should

be ready by June 30, 2017 (barring unforeseen setbacks). Because GM and its suppliers are

working diligently in parallel on the potential remedy for the Subject GMT900 Vehicles, should it

become necessary, there is no negative consequence from NHTSA providing GM with the

additional time requested.

As noted above, GM’s investigation is ongoing. GM has retained Orbital to study and

evaluate the specific SPI YP and PSPI-L YD variants that GM used in the GMT900 vehicles, and

to test the effect of different inflator design variables—wafer thickness, vent area, moisture

10 See supra footnote 1.
18

dynamics, and others—in the GMT900 platform’s unique thermal environment. Attached as

Exhibit D are Statements of Work agreed upon between GM and Orbital that describe, in detail,

the work Orbital has been contracted to perform for GM. Orbital has been conducting this study

since May 2016, and expects to complete this study in August 2017. To date, GM believes that

Orbital’s work has not demonstrated that an unreasonable risk to safety exists in the Subject

GMT900 Vehicles. To the contrary, GM believes that Orbital’s results, which have been shared

with NHTSA in the various meetings described in Section II.A above, support the contention that

the Subject GMT900 Vehicles do not pose an unreasonable risk to safety at this time and will not

pose an unreasonable risk, if at all, for at least 3.5 years for the oldest vehicles in the highest heat

and humidity regions of Zone A.

V. To be clear, GM is committed to continuing the Orbital study and to sharing the

results of GM’s internal analysis and Orbital’s study with NHTSA going forward.

GM plans to continue its monthly updates with NHTSA during this process. Once

the engineering analysis and inflator aging studies are complete, GM intends to

supplement and amend this Petition to provide a full record upon which NHTSA can

make its determination. However, at present, GM is simply asking for more time.

Conclusion

Based on current field and ballistic-testing data and the analyses described herein, which

indicate that the Subject GMT900 Inflators are currently performing as designed, GM requests that

NHTSA exempt GM from the notification and remedy requirements of the Safety Act with respect

to the Subject GMT900 Recall Filings until at least August 31, 2017. It is GM’s belief that once

its engineering analysis and inflator aging studies are complete, GM will be able to supplement

and amend this Petition, providing a full record of its investigation and have the data available to

make a determination on this Petition. However, at this time, GM is only requesting that NHTSA

grant GM until August 31, 2017 to complete this analysis and submit the results to NHTSA.

GM believes the available field data and engineering analysis supports a threshold showing

that the Subject GMT900 Inflators are currently performing as designed in the field and that a
deferral of a ruling on this Petition until August 31, 2017 to enable GM complete its engineering 

analysis and intlator aging studies does not pose an unreasonable risk to safety. More specifically , 

the field reports , ballistic testing , and stress-strength modeling along with GM's consistent and 

timely updates to NHTSA on the investigation as it proceeds support the request for deferral. 

Further, because GM's engineers and GM's suppliers have been working on re-designed 

replacement inflators to be ready in the event that the inflators in these vehicles must be replaced, 

providing GM this additional time will not delay GM's efforts to engineer and validate 

replacement inflators as an available remedy for the Subject GMT900 Vehicles, should that 

remedy ultimately be required. 

Respectfully submitted , 

GENERAL MOTORS LLC 

-JPa:-

Vice President, Global Vehicle Safety 

Exhibit List 

Exhibit A: Ballistic test data - Laboratory aged field parts 

Exhibit B: Stress-strength interference analysis for PSPI-L inflators installed in 2007-2008 

GMT900 vehicles 

Exhibit C: Stress-strength interference analysis for SPI inflators installed in 2007-2008 

GMT900 vehicles 

Exhibit D: Orbital ATK SOWs 

19 
EXHIBIT A
Exhibit A submitted separately in native format
EXHIBIT B


EXHIBIT C

EXHIBIT D
STATEMENT OF Passenger Airbag

WORK Testing

AUTHOR: BUYER:

PHONE: PHONE:

DEPARTMENT: Internal Investigations UPDATE DATE: 6/15/16

SUBMIT DATE: 6/8/16 PURCHASE ORDER #: <purchase order issued to

supplier for development

work>

REVIEWED FOR EXPORT COMPLIANCE EAR99

EXPORT CLASSIFICATION:

COMPLIANCE BY:

Passenger Airbag Testing SOW 15Jun2016 Page 1 of 3

PROJECT TITLE:

Passenger Airbag Testing & Analysis for GMT900 Field Returns

PURPOSE:

Review of GM High Absolute Humidity (HAH) passenger airbag field returns for indications of elevated

risk on the oldest parts GM has in the field.

TASKS AND RESPONSIBILITIES:

RASIC Roles & Responsibilities

LEGEND: G= General Motors Engineering R= Responsible, A= Approval

S= Supplier S= Support, I= Inform, C= Consult

WHAT

ROLES

R A S I C

Test Plan & DOE Matrix S G

Program Management S G G

Acquire Inflators G

Testing & Analysis S S G

Final Test Report & Data S G

DELIVERABLES:

 Req’d By Submit

Deliverable Date To GM

Program Plan With Quote Buyer

Bill of Materials With Quote Buyer

DOE Matrix With Quote Buyer

Report Out Meetings Every Week 

Final Report 8/15/2016 

PROJECT TIMING:
STATEMENT OF

WORK

Passenger Airbag

Testing

Passenger Airbag Testing SOW 15Jun2016 Page 2 of 3

Overall Timing: 6-8 weeks

TECHNICAL SPECIFICATION:

 Definition:

1. Scanning Electron Microscope (SEM) per LTP-3320-1496

2. Closed Bomb (Burn Rate) per LTP-1026

3. Crush Strength per LTP-0599

4. Inflator Types: SPI-YP (GMT900 HD), PSPI-L YD (GMT900 LD)

a. Inflators acquired by GM though field returns and virgin inflators direct from production

5. Inflator Types: PSPI-L FD and SPI AJ

a. Field returns and virgin inflators located at Orbital ATK.

Project Scope:

Testing

A DOE will be created to test the performance of new baseline and aged field returned inflators. The

DOE will contain inflators selected by age, location and wafer size.

1. Heavy Weight Inflator Testing

a. Between 10-40 of each type of inflator to be tested (PSPI-L YD & PSPI-L FD)

b. The selected inflators will be dissected and disassembled according to the DOE parameters.

c. The heavyweight test fixtures for PSPI-L (existing) will be used for obtaining ballistic data

and combustion pressures for all the DOE tests.

2. Leak Rate Testing

a. Approximately 6 of each type of inflator (3 virgin and 3 field) to be tested

i. PSPI-L YD and SPI YP

ii. PSPI-L FD and SPI AJ

b. Inflators will be placed into moisture barrier bags containing D2O and sealed. The inflators

will be temperature cycled between 20C and 50, 60 & 70C for several days. Gas samples

will be extracted from the inflators and measured for D2O content by GCMS. A relative leak

rate will be determined for each inflator.

c. A transducer will be mounted on each inflator to measure the internal pressure. The inflators

will be temperature cycled between 20C and 50, 60 & 70C and held. The pressure will

increase due to the temperature change and the decay will be monitored. A relative leak rate

will be determined for each inflator.

3. Moisture Dynamics

a. Glass Jar Ambient Temperature Moisture Competition: Moisture levels in 2004 in the

presence 3110 as a function of 2004/3110 weight ratio and total water content in the system

will be assessed. Known weights of water will be added to pre-dried 2004 and 3110 into

separate pre-weighed vials. The vials will be uncapped and placed into a sealed jar or Parr

bomb and allowed to equilibrate. Each vial will be weighed to determine the moisture

content. Data will provide plausible total inflator moisture levels in inflator systems where

2004 is desiccated by AI-cup 3110, closure 3110 or 3110 from both sources. Tests will be

designed to mimic mean or high percentile moisture levels reported in the MEAF for 3110.

b. High Temperature Moisture Competition: Enhance resolution of the “X curve” in a sealed

system: determine if loss of 3110 desiccant capacity relative to 2004 is abrupt or gradual as

a function of increasing temperature. Known weights of water will be added to pre-dried

2004 and 3110 into separate pre-weighed vials. The vials will be uncapped and placed into

a Parr bomb and allowed to equilibrate at the target temperature. The Parr bomb will be

cooled to room temperature and the vials will be weighed to determine the amount of

moisture in each constituent. Emphasis will be to gather multiple readings for selected water

levels in the temperature range between 40-70°C.

c. Moisture Pump Simulation: Utilizing the best data available for equilibrium levels of

moisture between head space, 3110 and 2004, rates of moisture accumulation or loss within

an inflator as a function of leak rate and diurnal cycling at specified sets of hot/cold
STATEMENT OF

WORK

Passenger Airbag

Testing

Passenger Airbag Testing SOW 15Jun2016 Page 3 of 3

temperatures and external absolute humidity will be estimated. Model outputs will be used in

selecting moisture levels to be added to inflators for controlled environmental aging.

4. Wafer Dissection and Testing

a. Test propellants from selected inflators based on age, location and wafer size. The tests will

be used as an aid in differentiating GM inflator aging from other OEM inflator aging

characteristics. Tests to be conducted include:

i. Karl Fisher moisture on 2004 wafers (Polytron)

ii. Gravimetric moisture on 3110 tablets

iii. SEM of 2004 wafer surfaces

iv. Envelope density of 2004 wafers and 3110 tablets (Geopyc)

v. Closed Bomb (Burn Rate)

vi. Crush Strength

5. O-ring Aging

a. Test O-rings from selected inflators based on age, location and wafer size. The tests will be

used as an aid in differentiating GM inflator aging from other OEM inflator aging

characteristics. Tests to be conducted include:

i. Shore A

ii. Photo microscopy

iii. THF extraction weight loss

Modeling and Analysis

1. Inflator Design Comparisons

a. Complete a part-by-part comparison of PSPI-L FD to PSPI-L JD to PSPI-L YD and SPI –

AA/AJ to SPI- DH to SPI – YP (build on Inflator design comparisons done during the ITC

Root Cause investigation.)

b. Identify design similarities, differences and determine if these differences can affect leak

rate, pressure capability, operating pressure, and sensitivity to operating pressure changes.

c. Compare design differences to failure rate differences to the MEAF.

d. Summarize and document information.

2. Platform Comparisons

a. Take OEM platform data on Temperature and humidity for diurnal cycles.

i. Platforms will include Corolla, Vibe, Sentra, and GM LT.

b. Compare this data to failure rate differences in the MEAF, and to OATK Leak rate and

Moisture Dynamic testing.

c. Summarize and document information.

3. MEAF Review

a. Obtain and upload latest version of the MEAF.

b. Identify failure rate differences by Inflator type/prefix and platform. Identify other differences

that could also affect failure rate.

i. Compare Corolla HAH failure rates to other types/prefixes/platforms.

ii. Compare groupings of like-inflators based on similar design characteristics, and likeplatforms based on similar temperature/humidity profiles.

iii. Identify threshold diameter based on type/prefix and platform (not all PSPI-L have

the same threshold diameter).

iv. Relate inflator design differences and platform differences to threshold diameter

differences.

c. Summarize and document information.

4. Ballistic Modeling

a. Develop ballistic models for PSPI-L YD, SPI-YP, SPI-AJ/AA, and SPI-DH.

b. Anchor to ballistic and quench test data from Takata and OATK.

c. Exercise models to determine differences in peak pressure, available propellant after peak

pressure, and sensitivity to runaway pressure given an anomaly.

d. Compare model differences to failure rate differences in the MEAF.

e. Summarize and document information.
STATEMENT OF Takata Airbag

WORK Inflator Durability

Testing

AUTHOR: BUYER:

PHONE: PHONE:

DEPARTMENT: Internal Investigations UPDATE DATE: 4/15/16

SUBMIT DATE: 2/2/16 PURCHASE ORDER #: <purchase order issued to

supplier for development

work>

REVIEWED FOR EXPORT COMPLIANCE EAR99

EXPORT CLASSIFICATION:

COMPLIANCE BY:

Takata Airbag Inflator Durability Testing SOW 15Apr2016 Page 1 of 4

PROJECT TITLE:

Takata Airbag Inflator Durability Testing

PURPOSE:

Determine how temperature and thermal cycling (long term exposure to high absolute humidity

conditions) of inflators affects ballistic deployment.

TASKS AND RESPONSIBILITIES:

RASIC Roles & Responsibilities

LEGEND: G= General Motors Engineering R= Responsible, A= Approval

S= Supplier S= Support, I= Inform, C= Consult

DELIVERABLES:

 

Deliverable Date 

Req’d By Submit

To GM

Program Plan 

Bill of Materials 

Aging Matrix 

Status Update 

With Quote 

With Quote 

With Quote 

Every Week 

Buyer

Buyer

Buyer

Report Out Meetings 

Live Dissection Analysis Rpt 

Ballistic Tank Test Data 

Final Report 

s 

Every Month 

Every 1.5 Months 

Every 3 Months 

7/1/2017 

Schedule Meeting

i

WHAT

ROLES

R A S I C

Test Plan & Aging Matrix S G

Program Management S G G

Acquire Inflators G

Testing & Analysis S S G

Final Test Report & Data S G
STATEMENT OF

WORK

Takata Airbag

Inflator Durability

Testing

Takata Airbag Inflator Durability Testing SOW 15Apr2016 Page 2 of 4

PROJECT TIMING:

Overall Timing: 16 Months (GM reserves the right to cease the testing at any time, for any reason, and

will only be responsible for work completed as of the date the project was discontinued.)

 Inflator Build: 2 months

 Moisture Equilibrium Study: 1 month (in parallel with Thermal Aging Study)

 Thermal Cycle Aging Study: 10 months

o 280 Cycles (5 Years) – Jul 2016

o 560 Cycles (10 Years) – Sep 2016

o 840 Cycles (15 Years) – Oct 2016

o 1120 Cycles (20 Years) – Nov 2016

o 1400 Cycles (25 Years) – Jan 2017

o 1680 Cycles (30 Years) – March 2017

 Testing and analysis on final samples, report preparation: 4 months

TECHNICAL SPECIFICATION:

 Definition:

1. SAE/USCAR 24-2 (April 2013) – Inflator Technical Requirements and Validation

2. CT Scan of inflator - Volumax Cat Scan Specifications

3. Live Dissection

a. Weigh and measure outer diameter and inner diameter on all 2004 wafers

b. Weigh and measure height and outer diameter on all 3110 and 2004 tablets (5 each)

c. Measure Moisture Content

i. 3110 tablets in closures: SPI, PSPI-L primary and secondary

ii. One wafer: SPI, PSPI-L primary and secondary

d. Crush Strength per LTP-0599

i. Four wafers from SPI

ii. Three wafers from PSPI-L primary and one from secondary

e. Scanning Electron Microscope (SEM) per LTP-3320-1496

f. Closed Bomb (Burn Rate) per LTP-1026

4. Post Aging Analysis

a. CT Scan of inflator per Volumax Cat Scan Specifications

b. Ballistic Tank Test at 23°C per SAE J2238 Airbag Inflator Ballistic Tank Test Procedure

i. Pressure time curve from each chamber

ii. Inspect inflators for structural anomalies

5. Inflator Types: SPI-YP (GMT900 HD), PSPI-L YD (GMT900 LD) and PSPI-L FD (Pontiac Vibe)

a. Inflators to be acquired from Takata

Project Scope:

1. Inflator Build

 Total Moisture Content – add water to achieve the targeted total moisture content accounting for

the latent moisture in the as built condition.

 Percentages use the weight of main propellant mass convention.

 Proposed total moisture content

o Baseline – As Built

o Mid – 0.15% primary chamber, 0.45% secondary chamber

§ Primary to compare to highest moisture from GMT900 parts (0.12%)

o High – 0.30% primary chamber, 0.70% secondary chamber

§ Primary to compare to 95%ile moisture from returned competitor parts (0.24%)

 Confirmation - Measure the amount of moisture in the 2004 and 3110 propellant in inflators for

each moisture level as built (Baseline, Mid and High).

2. Moisture Equilibrium Study
STATEMENT OF

WORK

Takata Airbag

Inflator Durability

Testing

Takata Airbag Inflator Durability Testing SOW 15Apr2016 Page 3 of 4

 Determine minimum cycle times (ambient to hot and hot to ambient) to bring inflators to an

equilibrium condition for 3 different temperature cycles on the PSPI-L YD inflator:

o Target hot temperatures:

§ 50°C (max inflator temp in regions outside HAH area)

§ 60°C (max inflator temp observed in GMT900 in HAH area)

§ 70°C (max inflator temp of some competitor vehicles in HAH area)

o Target ambient temperature: 23°C

3. Thermal Cycle Aging Study

 Time Zero CT Scan on inflators – 5 for each inflator type and condition (45 inflators).

 Maintain Control Samples for each inflator type at 23°C and 70°C for each moisture level while

the rest of the inflators undergo the various temperature cycles.

o 3 Initial Live Dissection

o 5 Initial Ballistic Tank Tests

o 3 Final Live Dissection for each 23°C and 70°C

o 5 Final Ballistic Tank Tests 23°C and 70°C

 Conduct accelerated aging on each inflator type at 3 specified moisture levels (Baseline, Mid

and High) to 1680 cycles (approximately 30 years) or whenever GM decides to halt aging

process.

o Control the humidity inside the thermal cycling chamber to a mutually agreed upon level

during cycling.

o Start with a 4 hour cycle time (2 hours at hot, 2 hours at ambient)

o Reduce cycle time following the outcome of the moisture equilibrium study if necessary.

o If results of moisture equilibrium study indicate a cycle time longer than four hours,

consult GM for determination whether project should continue.

 Complete the following analysis at each interval for each inflator type at the 50°C and 60°C

temperature cycles for the baseline moisture level:

o 280 cycles (5 years)

§ 1 live dissection

o 560 cycles (10 years)

§ 1 live dissection and 2 post aging analysis

o 840 cycles (15 years)

§ 1 live dissection

o 1120 cycles (20 years)

§ 1 live dissection and 2 post aging analysis

o 1400 cycles (25 years)

§ 1 live dissection

o 1680 cycles (30 years)

§ 1 live dissection and 2 post aging analysis

 Complete the following analysis at each interval for each inflator type at each temperature cycle

for the mid and high moisture levels and for the baseline moisture level at the 70°C temperature

cycle:

o 280 cycles (5 years)

§ 1 live dissection

o 560 cycles (10 years)

§ 1 live dissection and 7 post aging analysis

o 840 cycles (15 years)

§ 1 live dissection

o 1120 cycles (20 years)

§ 1 live dissection and 7 post aging analysis

o 1400 cycles (25 years)

§ 1 live dissection

o 1680 cycles (30 years)

§ 1 live dissection and 7 post aging analysis
STATEMENT OF

WORK

Takata Airbag

Inflator Durability

Testing

Takata Airbag Inflator Durability Testing SOW 15Apr2016 Page 4 of 4

Inflator Matrix:

PSPI-L FD PSPI-L YD SPI YP

As Built 0.12% 0.24% As Built 0.12% 0.24% As Built 0.12% 0.24% Total

Control Samples @ 23°C 16 16 16 16 16 16 16 16 16 144

Control Samples @ 70°C 8 8 8 8 8 8 8 8 8 72

Moisture Equilibrium 0 0 0 12 12 12 0 0 0 36

Thermal Cycle Aging @

50°C 12 27 27 12 27 27 12 27 27 198

Thermal Cycle Aging @

60°C 12 27 27 12 27 27 12 27 27 198

Thermal Cycle Aging @

70°C 27 27 27 27 27 27 27 27 27 243

Total 75 105 105 87 117 117 75 105 105 891