Abstract:
A child safety restraint system is disclosed for use on private and commercial aircraft. The invention includes a removable, portable strap assembly for safely securing automotive child safety seats to aircraft seats and frames in compliance with present and pending federal aviation safety regulations. A system is disclosed which includes a pair of anchors attached to the front beam on an aircraft seat. A pair of connectable and adjustable belt assemblies are attached one each, to the anchors. One belt assembly is passed through the frame of a child safety seat and connected to the other belt assembly. The combined length of the connected belt assemblies is then adjusted to place the system in tension, and thereby secure the child safety seat to the aircraft seat. The resulting system provides significantly improved safety for children over the use of the lap belts to secure child safety seats in commercial aircraft.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     None. 
     BACKGROUND OF THE INVENTION 
     1. Technical Field 
     The present invention relates to child safety restraint systems in transportation, and in particular, to child restraint systems for use on aircraft. More specifically, the present invention relates to a removable, portable strap assembly for securing automotive child safety seats to aircraft seats and frames in compliance with federal aviation safety regulations. 
     2. Description of Related Art 
     The safe transportation of children is an issue of national interest. Every state in the nation has enacted laws pertaining to the use of child safety seats in vehicles for the transportation of infants and toddlers under 2 years of age. Substantial progress has been made in the design of these seats and education of the public in the necessity of their use. Airline transportation has provided safety engineers with different problems to address than automobiles. Additionally, since travel by infants and toddlers on aircraft is less frequent than by automobile, design improvements have lagged. Since parents traveling with infants and toddlers are required to have child car safety seats at their final destinations, the safety seats normally travel with the parents, but often are stored as luggage, with the children being held by the parents or secured into an aircraft seat with a standard lap belt. The small bodies of children are not well protected by a lap belt, and are at extreme risk when being held by a parent or guardian. Infants held by a parent or guardian also pose a serious risk to other passengers and crewmembers, since the adult is unable to hold onto the child in severe turbulence, high energy stops, and crashes. The result is that infants and toddlers on aircraft are currently at much higher risk of injury or death than adults. 
     Presently, a number of child car seat designs are commercially available. These include, but are not limited to: 
     1. Rear-facing Infant Seats with and without removable bases (birth to 20 lbs.) 
     2. Convertible Seats, Rearward Facing Position (birth to 20 lbs.) 
     3. Convertible Seats, Forward Facing Position (20 to 40 lbs.) 
     4. Forward Facing Only Seats (20 to 60 lbs.) 
     5. High-Back Booster Seats with Built-in Harness (30 to 40 lbs. when used with harness). 
     6. Belt Positioning Booster Seats (40 to 80 lbs.) 
     The weight descriptions are used for general identification purposes only. The foregoing description is not intended to be instructive as to the use or safety of any car seat. Weight recommendations are usually combined with height recommendations and these numbers vary substantially from model to model. The manufacturers&#39; recommendations for the individual car seat design should be consulted and followed. Forward facing child safety seats (not including booster seats) now include a top tether strap to provide additional protection to the child&#39;s head. This is part of the “Lower Anchors and Tethers for Children (LATCH) System,” which is also intended to make installation of child safety seats easier by requiring child safety seats to be installed without using the vehicle&#39;s seat belt system. This adjustable tether strap is attached to the back of a child safety seat, and has a hook for securing the seat to a tether anchor located on the rear shelf area, the rear floor, or on the back of the rear seat of the vehicle. 
     Aircraft operators currently permit the use of existing aircraft restraint belts in combination with (#1) Rear-facing Infant Seats and (#2) Convertible Seats, Rearward Facing Position. However, the use of existing aircraft restraint belts in combination with (#3) Convertible Seats, Forward Facing Position, (#4) Forward Facing Only Seats, and (#5) High-Back Booster Seats with Built-in Harness, fails to provide adequate safety for children in a survivable crash situation. The use of (#6) Belt Positioning Booster Seats is prohibited. 
     The Federal Aviation Administration (FAA) currently accepts the use of automobile safety seats that meet the specific requirements of Federal Motor Vehicle Safety Standard (FMVSS) §213 as required by Federal Aviation Regulation (FAR) §121.311. 
     Public and governmental awareness of the continuing safety issues related to children traveling by plane has increased dramatically in recent years. On May 16, 1995, the National Transportation Safety Board issued Safety Recommendation A-95-51 recommending revision of 14 Code of Federal Regulation (CFR) Parts 91, 135, and 121 to require that all occupants be restrained during take-off, landing, and turbulent conditions, and that all infants and small children be restrained in a manner appropriate to their size. 
     On Feb. 11, 1998, the FAA issued an Advanced Notice of Proposed Rulemaking (ANPRM) seeking comments, data, and analysis regarding the use of existing child restraint systems during all phases of flight. The FAA is now developing a Notice of Proposed Rulemaking (NPRM) to require that all occupants (including infants and children) be properly restrained during take-off, landing, and turbulent conditions, when the seatbelt sign is illuminated and when instructed by a crewmember. Pending revisions to FAR §121.311 and new regulations under development, are intended to provide infants and toddlers an “equivalent level of safety” to that of the adult passengers by utilization of child safety seats secured to aircraft seats in a manner that meets the dynamic test requirements of FAR §25.562. 
     The use of existing forward facing child safety seats, secured by an aircraft lap belt, will not achieve the requirements of the new and revised Federal Aviation Regulations. The inventors have recognized that one reason for this failure is that when tension is applied to existing seat belts, they pull downward on the child safety seat. This allows a forward facing child seat to pitch, or rotate forward in the event of a crash. When this occurs, infants experience excessive head acceleration and possible collision with the seat backs of the seats in the adjacent row. The problem results from the relatively low and forwardly located position of the attach shackle of aircraft lap belts. The present invention corrects this problem with a simple, inexpensive, removable system that can be retrofitted to the great majority of the hundreds of thousands of commercial aircraft seats currently in use. 
     The concept of designing “aircraft only” child seats has a number of disadvantages. One disadvantage is that it would increase travel cost. Another disadvantage is that use of aircraft only safety seats becomes substantially inconvenient for travelers and airlines. Families would have to bring two child safety seats with them for every child. Alternatively, airlines would be forced to inventory numerous heavy, expensive, and bulky “aircraft only” safety seats. Another disadvantage is that this would increase the weight of the cargo of the aircraft, since parents would be traveling with the automotive safety seat anyway. 
     The option of dedicating a limited number of selected seats with integral safety seats to children has similar problems. One disadvantage is that such designs are not easily removable or portable, and would thus limit the seating arrangements between parents and children, since the number and spatial arrangement cannot accommodate the variable number of family members. Another disadvantage of these devices is that they are higher in weight. Another disadvantage of these devices is that they are expensive. Another disadvantage of these devices is that they pose additional sanitation issues. 
     It can thus be seen that there is a need to develop a design for securing automotive safety seats securely into aircraft seats in a manner that provides infants and toddlers at least an equivalent degree of safety as is provided to adults. There is also a need to design a system that meets or exceeds the requirements of the Federal Aviation Regulations. There is also a need to design a system that is removable, portable, and light-weight, and not bulky to store. There is also a need to design a system that can accommodate the various aircraft seat designs. There is also a need to design a system that is inexpensive and convenient to use. There is also a need to design a system that can utilize car safety seats in securing infants and toddlers safely in aircraft seats. 
     BRIEF SUMMARY OF THE INVENTION 
     A primary advantage of the present invention is that it provides infants and toddlers a degree of safety that is at least equivalent to that currently provided to adult passengers. Another advantage of the present invention is that it exceeds all current and pending Federal Aviation Regulations. Another advantage of the present invention is that it is removable, portable, and light-weight, and not bulky to store. Another advantage of the present invention is that it can accommodate the various aircraft seat designs. Another advantage of the present invention is that it can accommodate both forward and aft facing orientations of children. Another advantage of the present invention is that it is simple and inexpensive to manufacture. Another advantage of the present invention is that it is easy to install. Another advantage of the present invention is that it can utilize FMVSS §213 approved car safety seats to secure infants and toddlers safely to aircraft seats. Another advantage of the present invention is that it does not interfere with evacuations, passenger comfort, tray table use, seat back pocket and safety information card access, or carry-on luggage storage. Other advantages of the present invention will become apparent from the following descriptions, taken in connection with the accompanying drawings, wherein, by way of illustration and example, an embodiment of the present invention is disclosed. 
     In the preferred embodiment of the present invention, an aircraft child restraint system is disclosed comprising a pair of anchors having a beam connector on one end and a belt connector on the opposite end. The beam connectors are connectable to the forward seat beam of an aircraft seat. A first belt assembly has a latch plate on one end, and a clip on the opposite end. The clip removably attaches the first belt assembly to the belt connector of one of the anchors. A second belt assembly has a releasable buckle on one end, and a clip on the opposite end. In the preferred embodiment, the second belt assembly includes a second belt adjustment assembly located between the ends of the assembly. The clip removably attaches the second belt assembly to the belt connector of the other anchor. The latch plate is quick-connectable to the buckle. 
     In another embodiment, zip-ties are used to secure the anchors to the rear seat beam of an aircraft seat. In another embodiment, a first belt adjuster movably connects the latch plate to the belt. In another embodiment, the first and second belt assemblies are constructed of polyester webbing. In another embodiment, a webbing guard is located on at least one belt assembly. In another embodiment, the webbing guard is imprinted to identify the preferred position of the belt assembly as “window-side” or “aisle-side.” In another embodiment, an adjuster pad is located on the second belt assembly. In another embodiment, the anchors are made of wire rope. In another embodiment, the wire rope is 7×19⅛″ stainless steel cable. In another embodiment, the beam connector is a loop formed at the end of the wire rope and a rope grip for securing the loop. In another embodiment, a protective shrink-wrap is applied to at least a portion of the wire rope. In another embodiment, the shrink-wrap is color-coded to assist in location of the anchor. In another embodiment, the belt connector comprises a thimble located at the end of the wire rope, with a loop formed by the wire rope around the thimble, and a loop sleeve securing the loop around the thimble. In another embodiment, the clip is a snap hook attached to the belt assembly. 
     In an alternative embodiment, an aircraft child restraint system comprises a first belt assembly having a latch plate on one end and a beam connector on the opposite end. A second belt assembly has a releasable buckle on one end, a beam connector on the opposite end, and a second belt adjuster located between the buckle and clip. Each beam connector is removably connectable to the forward seat beam of an aircraft seat. The latch plate is quick-connectable to the buckle. 
     In an alternative embodiment, an aircraft child restraint system comprises a first belt assembly having a latch plate on one end and a beam connector on the opposite end. A second belt assembly has a releasable buckle on one end, a beam connector on the opposite end, and a second belt adjuster located between the buckle and clip. Each beam connector is removably connectable to the aft seat beam of an aircraft seat. The latch plate is quick-connectable to the buckle. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
     The drawings constitute a part of this specification and include exemplary embodiments to the invention, which may be embodied in various forms. It is to be understood that in some instances various aspects of the invention may be shown exaggerated or enlarged to facilitate an understanding of the invention. 
     FIG. 1 is a front view of an embodiment of the present disclosures of a commercially available child safety seat secured in an aircraft seat by the present disclosure and a child secured safely within the automotive safety seat. 
     FIG. 2 is a side view of a typical child safety seat. 
     FIG. 3 is a side view of a typical commercial aircraft seat. 
     FIG. 4 is a side view of an embodiment of the anchor of the present disclosure. 
     FIG. 5 is a front view of a zip-tie element of an embodiment of the present disclosure. 
     FIG. 6 is an isometric view of an embodiment of the present disclosure, showing the anchor of FIG. 4, and zip-ties of FIG. 5, attached to the lower framework of the commercial aircraft seat of FIG.  3 . 
     FIG. 7 is a front view of an embodiment of the first belt assembly of the present disclosure. 
     FIG. 8 is a front view of an embodiment of the second belt assembly of the present disclosure. 
     FIG. 9 is a front view of an embodiment of the padding element of the present disclosure. 
     FIG. 10 is a top view of an embodiment of the anchor of the present disclosure, showing the assembled relationship between the anchors and belt assemblies. 
     FIG. 11 is a side view of an embodiment of the present disclosure, showing the lower framework of a commercial aircraft seat, showing an anchor attached to the framework as also shown in FIG. 6, and showing the first belt assembly connected to the anchor. 
     FIG. 12 is a side view of an embodiment of the present disclosure showing a child safety seat restrained in a commercial aircraft seat with the child restraint system of the present disclosure. 
     FIG. 13 is a top view of an embodiment of the present disclosure showing a child safety seat restrained in a commercial aircraft seat with child restraint system of the present disclosure. 
     FIG. 14 is a rear view of an embodiment of the present disclosure showing a child safety seat restrained in a commercial aircraft seat with child restraint system of the present disclosure. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The following description is presented to enable any person skilled in the art to make and use the invention, and is provided in the context of a particular application and its requirements. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein. 
     FIG. 1 is a front view of a typical child safety seat  10 , having a harness assembly  12 . Safety seat  10  is in a forward facing position, and secured in a commercial aircraft seat  20  by a child restraint system  50  (not visible in this view). A child is secured safely within child safety seat  10 . 
     FIG. 2 is a side view of child safety seat  10 . A frame  14  includes a channel  16  for placement of an automotive seat belt (not shown). A cushion  18  covers frame  14  for the comfort and safety of the child. For purposes of use with the disclosed invention, only child safety seats  10  used in a forward facing position and including a harness  12  (not shown) are applicable. 
     FIG. 3 is a side view of a typical commercial aircraft seat  20 . Aircraft seat  20  has a seat back  22 . A tray table  24  extends from, and retracts into, the rear of seat back  22 . A pair of armrests  26  are located generally perpendicular to seat back  22 . A seat base  28  rests on a diaphragm  30 . Diaphragm  30  is mounted on a front beam  32  and a rear beam  34 . Front beam  32  and rear beam  34  are connected by spreader bars  36 . Front beam  32  is also attached to a pair of front legs  38 . Front beam  32  and rear beam  34  are also attached to a pair of rear legs  39 . Front legs  38  and rear legs  39  are attached to seat track fitting  40 , which attaches aircraft seat  20  to the floor structure of the fuselage of the airplane. Standard lap belts (not shown) are attached to aircraft seat  20  at an attach shackle  42 . It will be understood by a person of ordinary skill in the art that commercial aircraft seats known in the industry comprise numerous variations and additional complications to the above description, but that the above description will suffice for the purpose of understanding the present invention, its application, and its equivalents. 
     FIG. 4 is a side view of an anchor  52  of child restraint system  50 . In the preferred embodiment of child restraint system  50 , a pair of anchors  52  is used. In a preferred embodiment, anchor  52  is made generally of wire rope. In another preferred embodiment, the wire rope is 7×19⅛″ stainless steel cable, which is well known in the industry. Anchor  52  has a beam connector  54  at one end. In a preferred embodiment, beam connector  54  is comprised of a loop  56  formed at the end of anchor  52 , and a rope grip  58  securing loop  56  to anchor  52 . In a preferred embodiment, rope grip  58  is of the commercial available type, such as the Gripple® Model available from Cooper Tools, 1000 Lufkin Rd., Apex, N.C. 27502. In another preferred embodiment, the end of anchor  52  is capped with a stop sleeve  60 . Capping anchor  52  with stop sleeve  60  prevents injury to passengers and crewmembers, and damage to anchor  52  and carry-on luggage. In another preferred embodiment, protective shrink-wrap tubing  62  is shrink wrapped on at least a portion of anchor  52 . Tubing  62  also prevents injury to passengers and crewmembers, and damage to anchor  52  and carry-on luggage. In a more preferred embodiment, tubing  62  is color-coded in a distinctly visible color, such as red. Color-coding tubing  62  improves visibility for crewmembers looking for an aircraft seat  20  fitted with anchors  52 . A belt connector  64  is located on anchor  52  on the end opposite beam connector  54 . In a preferred embodiment, belt connector  64  is comprised of a loop  66  formed by anchor  52  around a thimble  68 . A loop sleeve  70  secures loop  66  around thimble  68 . 
     FIG. 5 is a front view of a zip-tie  72  of child restraint system  50 . In this embodiment, one or more zip-ties  72  are used to secure anchor  52  to rear beam  34  of aircraft seat  20 . This can best be seen in FIG.  6 . In FIG. 6, beam connector  54  attaches one end of anchor  52  to front beam  32  of aircraft seat  20 . Zip-ties  72  secure anchor  52  to rear beam  34  of aircraft seat  20 . On the opposite end of anchor  52 , belt connector  64  extends past rear beam  34 . 
     FIG. 7 is a front view of an embodiment of a first belt assembly  74  of child restraint system  50 . In a preferred embodiment, first belt assembly  74  has a first belt  76  made of polyester webbing, such as the type well known to one skilled in the art. A latch plate  78  is attached to one end of first belt  76 . A clip  80  is attached to the opposite end of first belt  76 . Clip  80  is removably connectable to belt connector  64  of anchor  52 . In a preferred embodiment, clip  80  is a snap hook, such as that commercially available and well known to one skilled in the art. In another embodiment, a first belt adjuster  82  adjustably connects latch plate  78  to first belt  76 . In another embodiment, a webbing guard  84  is located on first belt  76 , between latch plate  78  and clip  80 . In another embodiment, a guard mark  85  identifies first belt assembly  74  as being preferably positioned on the “outboard” or “window-side” of an aircraft seat  20 . In another embodiment, a guard mark  97  identifies second belt assembly  96  as being preferably positioned on the “inboard” or “aisle-side” of an aircraft seat  20 . 
     FIG. 8 is a front view of an embodiment of a second belt assembly  86  of child restraint system  50 . In a preferred embodiment, second belt assembly  86  has a second belt  88  made of polyester webbing, such as the type well known to one skilled in the art. A releasable buckle  90  is attached to one end of second belt  88 . Buckle  90  is releaseably connectable to latch plate  78  of first belt assembly  74 . A clip  92  is attached to the opposite end of second belt  88 . Clip  92  is removably connectable to belt connector  64  of anchor  52 . In a preferred embodiment, clip  92  is a snap hook, such as the type commercially available and well known to one skilled in the art. A second belt adjuster  94  adjustably connects buckle  90  to second belt  88 . In another embodiment, a webbing guard  96  is located on second belt  88 , between buckle  90  and clip  92 . In another embodiment, a pad  98  is positioned on second belt  88 , and located over second belt adjuster  94 . This is best seen in FIG.  9 . 
     FIG. 10 is a top view of an embodiment of child restraint system  50 . In this view, the assembled relationship anchors  52 , first belt assembly  74  and second belt assembly  86  are shown. As seen in this figure, connection between clip  80  and belt connector  64  removably attaches first belt assembly  74  to an anchor  52 . Likewise, connection between clip  92  and belt connector  64  removably attaches second belt assembly  86  to a second anchor  52 . Also shown in this figure, connection between buckle  90  and latch plate  78 , releasably connects second belt assembly  86  to first belt assembly  74 . 
     In an alternative not shown, but easily understood from the foregoing figures and description, a simple anchor  52  is attached to rear beam  34 . In this embodiment, anchor  52  is essentially belt connector  54 . This embodiment requires that space permits attachment of anchor  52  on rear beam  34  of the particular aircraft seat  20 . This embodiment eliminates the need for any attachment to front beam  32 . 
     Operation of the Invention 
     In the preferred embodiment of the present invention, anchors  52  are made of wire rope or other suitable material, and have a beam connector  54  at one end. As can best be seen in FIG.  11  and also in FIG. 6, beam connectors  54  are attached to front beam  32  of commercial aircraft seat  20 , which has been designated and configured by the air carrier as a seat desirable for children to travel in. Belt connector  64  is located on the opposite end of anchors  52 . In a preferred embodiment, anchors  52  are secured to rear beam  34  of seat  20  by zip-ties  72  or other suitable means. In this position, belt connectors  64  of anchors  52  extend past rear beam  34 , and are readily locatable and accessible to crewmembers and passengers. Also in this position, anchors  52  will not interfere with evacuations, passenger comfort, tray table use, seat back pocket and safety information card access, or the placement and removal of carry-on luggage under seat  20 . These relationships are best seen in FIG.  14 . In another embodiment, anchors  52  are color-coded for visibility. 
     In a preferred embodiment, crewmembers will refer to guard mark  85  of webbing guard  84  to locate first belt assembly  74  on the window-side of aircraft seat  20 . Alternatively, or coincident with that identification, crewmembers may refer to guard mark  97  of webbing guard  96  to locate second belt assembly  86  on the aisle-side of aircraft seat  20 . 
     As best seen in FIG. 12, a child safety seat  10  is positioned against seat base  28  and seat back  22  of aircraft seat  20 . Clip  80  of first belt assembly  74  is attached to belt connector  64  of one anchor  52 . Clip  92  of second belt assembly  86  is attached to belt connector  64  of the other anchor  52 . Second belt adjuster  94  permits extension of the length of second belt  88  between buckle  90  and clip  92 . Likewise, in another embodiment, first belt adjuster  82  permits extension of the length of first belt  76  between latch plate  78  and clip  80 . 
     The length of first belt assembly  74  is adjusted so that latch plate  78  is slightly forward of the front of seat back  22 . With the length of second belt assembly  86  fully extended, buckle  90  is passed through channel  16  of frame  14  of child safety seat  10 . As seen in FIG. 13, latch plate  78  is then connected to buckle  90  outside of child safety seat  10 , preferably on the outboard, or window side. This leaves buckle  90  accessible for easy release of latch plate  78  for removal of car safety seat  10 . In FIG. 13, the broken line represents frame  14  of car safety seat  10 , showing the clearance to buckle  90  in the assembled position. Referring back to FIG. 12, it can be seen when child restraint system  50  is assembled and connected, first belt assembly  74  and second belt assembly  86  are secured together at one end, and to anchors  52  at the opposite end. Each anchor  52  is attached to either first belt assembly  74  or second belt assembly  86  on one end, and to front beam  32  of seat  20  at the opposite end. When latch plate  78  is connected to buckle  90 , the combined length of first belt assembly  74  and second belt assembly  86  can be tensioned by adjustment of second belt adjuster  94 . In another embodiment, buckle  90  can always be positioned outside of channel  16  for easy access by coincident adjustment of first belt adjuster  82 . The tensioning of the combined length of first belt assembly  74  and second belt assembly  86  secures car seat  10  in place in aircraft seat  20 . The child can then be placed into car seat  10  and secured by harness assembly  12 . In this configuration, the resultant force acting on connected first belt assembly  74  and second belt assembly  86  during a crash is above the connection of armrest  26  to seat  20 , and therefore at an angle closer to the horizon than can be achieved by using standard aircraft seat lap belts attached to attach shackle  42  of aircraft seat  20 . This change results in a substantial improvement in the safety of the child traveling by air. 
     During use, protective shrink-wrap tubing  62  prevents injury to passengers and crewmembers, and damage to anchor  52  and carry-on luggage. In another embodiment, tubing  62  is color-coded in a distinctly visible color, such as red, which improves visibility for crewmembers looking for an aircraft seat  22  fitted with anchors  52 . In another embodiment, webbing guard  84  protects first belt  76  and webbing guard  96  protects second belt  88  from damage by contact during installation and use with the various mechanical features of commercial aircraft seat  20 , such as seat back pivots, reclining arms, armrest support structures, seat back pocket springs, and the like. Similarly, pad  98  protects buckle  90 . Webbing guard  96  may be imprinted to identify the preferred window-side and aisle-side use of first belt assembly  74  and second belt assembly  86 . 
     Upon landing and deplaning, the guardian of the child passenger can release the connection of buckle  90  to latch plate  78  and remove child seat  10 . First belt assembly  74  can then be detached from anchor  52  by crewmembers by releasing clip  80 . Likewise, second belt assembly  86  can be detached from anchor  52  by crewmembers by releasing clip  92 . The pair of anchors  52  can be left in place for convenient use during another flight. First belt assembly  74  and second belt assembly  86  are small, light, and flexible, which permit easy storage onboard the aircraft. 
     Tests on child restraint system  50  were conducted on Feb. 13, 2001, at the Federal Aviation Administration Civil Aeromedical Institute (CAMI) Biodynamics Research Laboratory in Oklahoma City, Okla. CAMI sled tests were performed with multiple channel acceleration measurements as shown in Table 1 below. Six measured, and two calculated data fields were collected. The acceleration pulse measured in these tests meets the requirements for testing transport category airplane passenger seats as specified in 14 CFR 25.562. 
     Channel 3 measures Chest X Acceleration. This is the acceleration measured in the X (fore-aft) direction at the center of gravity of the test dummy&#39;s chest. This acceleration can be correlated to the potential for internal injuries. The current limit established by the Federal Motor Vehicle Safety Standard in FMVSS §213, is 60 g&#39;s. 
     Calculated Channel 2 is the Head Injury Criteria (HIC). The HIC is calculated from the resultant head acceleration (the vector sum of all three accelerations). The HIC can be correlated to the potential for scull fracture and brain injury. The current limit established in FMVSS §213 is 1000. 
     Representative test results appear in Table 2, Table 3, and Table 4 below. The test results in each of these tables demonstrate that the tested embodiment of the present invention consistently achieved ratings significantly below the FMVSS §213 limits. These limits cannot be achieved with the use of standard aircraft seat lap belts, on forward facing child safety seats. 
     
       
         
               
               
               
             
           
               
                 TABLE 1 
               
               
                   
               
             
             
               
                 Channel 1 
                 Sled 
                 Acceleration measured by an accelerometer 
               
               
                   
                 Acceleration 
                 mounted on the sled in the direction of sled 
               
               
                   
                 (g&#39;s) 
                 travel 
               
               
                 Channel 2 
                 Aux Sled 
                 Acceleration measured by a back up 
               
               
                   
                 Acceleration 
                 accelerometer 
               
               
                   
                 (g&#39;s) 
               
               
                 Channel 3 
                 Chest X 
                 Acceleration measured in the X (for-aft) 
               
               
                   
                 Acceleration 
                 direction at the test dummy&#39;s chest center of 
               
               
                   
                 (g&#39;s) 
                 gravity. 
               
               
                 Channel 4 
                 Head X 
                 Acceleration measured in the X (for-aft) 
               
               
                   
                 Acceleration 
                 direction at the test dummy&#39;s head center of 
               
               
                   
                 (g&#39;s) 
                 gravity. 
               
               
                 Channel 5 
                 Head Y 
                 Acceleration measured in the Y (left-right) 
               
               
                   
                 Acceleration 
                 direction at the test dummy&#39;s head center of 
               
               
                   
                 (g&#39;s) 
                 gravity. 
               
               
                 Channel 6 
                 Head Z 
                 Acceleration measured in the Z (up-down) 
               
               
                   
                 Acceleration 
                 direction at the test dummy&#39;s head center of 
               
               
                   
                 (g&#39;s) 
                 gravity. 
               
               
                 Calculated 
                 Calculated 
                 Total velocity change of the sled as derived 
               
               
                 Channel 1 
                 Velocity 
                 from the sled accelerometer. 
               
               
                 Calculated 
                 Calculated HIC 
                 Head Injury Criteria. An injury criteria 
               
               
                 Channel 2 
                   
                 number calculated from the resultant head 
               
               
                   
                   
                 acceleration (the vector sum of all three 
               
               
                   
                   
                 accelerations). 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
             
               
               
               
               
               
               
             
               
               
               
               
               
               
             
           
               
                 TABLE 2 
               
             
             
               
                   
               
               
                 Test: A01005 
                 Velocity = 45.06 ft/sec 
               
               
                 Date: Feb. 13, 2001 
                 Time = 11:25 AM 
               
             
          
           
               
                 Channel 
                 Identifier 
                 Positive Peak 
                 time 
                 Negative Peak 
                 Time 
               
               
                   
               
             
          
           
               
                 1 
                 Sled 
                 2.6 
                 0.159 
                 −18.2 
                 0.095 
               
               
                 2 
                 Aux Sled 
                 2.7 
                 0.159 
                 −18.1 
                 0.095 
               
               
                 3 
                 Chest X 
                 7.7 
                 0.300 
                 −35.5 
                 0.131 
               
               
                 4 
                 Head X 
                 1.5 
                 0.071 
                 −46.8 
                 0.141 
               
               
                 5 
                 Head Y 
                 5.5 
                 0.151 
                 −4.9 
                 0.308 
               
               
                 6 
                 Head Z 
                 51.4 
                 0.147 
                 −55.8 
                 0.238 
               
               
                 Cal 1 
                 Velocity 
                 0.0 
                 .000 
                 −47.7 
                 0.350 
               
               
                 Cal 2 
                 HIC 
                 482.0 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
             
               
               
               
               
               
               
             
               
               
               
               
               
               
             
           
               
                 TABLE 3 
               
             
             
               
                   
               
               
                 Test: A01006 
                 Velocity = 45.06 ft/sec 
               
               
                 Date: Feb. 13, 2001 
                 Time = 2:40 PM 
               
             
          
           
               
                 Channel 
                 Identifier 
                 Positive Peak 
                 Time 
                 Negative Peak 
                 Time 
               
               
                   
               
             
          
           
               
                 1 
                 Sled 
                 1.5 
                 0.170 
                 −16.4 
                 0.094 
               
               
                 2 
                 Aux Sled 
                 1.6 
                 0.170 
                 −16.3 
                 0.094 
               
               
                 3 
                 Chest X 
                 7.4 
                 0.293 
                 −30.0 
                 0.105 
               
               
                 4 
                 Head X 
                 9.6 
                 0.241 
                 −34.8 
                 0.139 
               
               
                 5 
                 Head Y 
                 4.1 
                 0.236 
                 −5.0 
                 0.231 
               
               
                 6 
                 Head Z 
                 42.5 
                 0.135 
                 −68.2 
                 0.232 
               
               
                 Cal 1 
                 Velocity 
                 0.0 
                 .002 
                 −46.5 
                 0.350 
               
               
                 Cal 2 
                 HIC 
                 398.7 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
             
               
               
               
               
               
               
             
               
               
               
               
               
               
             
           
               
                 TABLE 4 
               
             
             
               
                   
               
               
                 Test: A01007 
                 Velocity = 45.06 ft/sec 
               
               
                 Date: Feb. 13, 2001 
                 Time = 4:02 PM 
               
             
          
           
               
                 Channel 
                 Identifier 
                 Positive Peak 
                 Time 
                 Negative Peak 
                 Time 
               
               
                   
               
             
          
           
               
                 1 
                 Sled 
                 1.0 
                 0.169 
                 −16.5 
                 0.098 
               
               
                 2 
                 Aux Sled 
                 1.1 
                 0.169 
                 −16.4 
                 0.098 
               
               
                 3 
                 Chest X 
                 6.6 
                 0.294 
                 −37.6 
                 0.116 
               
               
                 4 
                 Head X 
                 2.1 
                 0.305 
                 −49.0 
                 0.154 
               
               
                 5 
                 Head Y 
                 4.5 
                 0.181 
                 −2.2 
                 0.301 
               
               
                 6 
                 Head Z 
                 76.8 
                 0.151 
                 −30.6 
                 0.254 
               
               
                 Cal 1 
                 Velocity 
                 0.0 
                 0.000 
                 −47.9 
                 0.350 
               
               
                 Cal 2 
                 HIC 
                 518.1 
               
               
                   
               
             
          
         
       
     
     From the foregoing, it can be seen conclusively that child restraint system  50  of the present invention provides a significant improvement in the safety of small children flying commercial aircraft, and if used, would improve the probability of survival and reduce the severity of injury for children on aircraft in survivable crashes. 
     While this invention has been described in connection with a preferred embodiment, it is not intended to limit the scope of the invention to the particular form set forth, but on the contrary, it is intended to cover such alternatives, modifications, and equivalents as may be included within the spirit and scope of the invention as defined by the appended claims. 
     All references herein, including as may be found in the claims, to “forward” are suggestive of the direction of the front of the aircraft seat, and not necessarily to the front of the aircraft. All references herein, including as may be found in the claims, to “aft” are suggestive of the direction of the rear of the aircraft seat, and not necessarily to the rear of the aircraft. All references herein, including as may be found in the claims, to “inboard” are suggestive of the aisle side of the aircraft seat. All references herein, including as may be found in the claims, to “outboard” are suggestive of the window side of the aircraft seat.