Commercial and Business Aviation Advisory Circulars

Brace Positions for Impact

PURPOSE

This Commercial and Business Aviation Advisory Circular (CBAAC) provides air operators with recommended procedures for use when establishing emergency procedures that include brace positions for impact.

This CBAAC cancels and replaces Passenger Safety Technical Directive No. 202, dated August 9, 1988.

REFERENCES

• Regulatory requirements:

Briefing of Passengers — Passenger preparation for an emergency landing, including brace position: Sections 604.18/624.18; 703.39/723.39; 704.34/724.34; and 705.43/725.43 of the Canadian Aviation Regulations (CARs) and the Commercial Air Service Standards (CASS).

Safety Features Cards — Emergency procedures and equipment, including brace position for impact: Sections 604.19/624.19; 703.39/723.39; 704.35/724.35; and 705.44/725.44 of the CARs and CASS.

• Brace for Impact Positions, by Richard F. Chandler, Protection and Survival Laboratory, Civil Aeromedical Institute, Federal Aviation Administration (FAA), February 1988.
   
• Flight Safety Foundation Inc. — Cabin Crew Safety Bulletin, November/December 1983 and January/February 1988.
   
• FAA Air Carrier Advisory Circular — Passenger Safety Information Briefing and Briefing Cards, AC No. 121-24A.
   
• FAA Air Carrier Operations Bulletin — Brace for Impact Positions, No. 1-76-23.
   
• National Transportation Safety Board (NTSB) of U.S.A. Recommendations A-96-140 and A-96-156.
   
• Passenger Safety Technical Directive, No. 202, dated August 9, 1988.
   
• Society of Automotive Engineers (SAE) SAE AS 8043 (3/86).
   
• Society of Automotive Engineers (SAE) SAE AIR 4771 (1995-08).

BACKGROUND

The Aeromedical Research Branch of the FAA Civil Aeromedical Institute, Protection and Survival Laboratory, conducted research and tests to establish brace positions for impact for passengers and flight attendants.

There are two primary reasons for bracing for impact. One is to reduce flailing by having the occupant flex, bend or lean forward over their legs in some manner. The other is to reduce primary and secondary impact by pre-positioning the body, particularly the head, against the surface it would strike during impact. Secondary (passenger) impact usually means a subsequent impact following the primary contact with the interior/seats and takes place when there is space between the body segment and whatever it might hit during impact.

In order to establish the best brace position for each person, it would be necessary to know such factors as the size and physical limitations of the individual, the layout of the interior configuration of the aircraft, the type of emergency and the magnitude, direction and sequence of crash forces, as well as other factors. Many aircraft have seating arrangements which result in very limited seat pitch (the seat to seat distance from one point on the seat to the same point on the seat immediately forward or aft) or may have varying seat pitches such as those found in aircraft configured with first class, business class and/or economy class. Other considerations include an adult holding an infant, occupants of child restraint systems, aft facing seats, side facing seats, seats equipped with a shoulder harness, etc. Notwithstanding all of the variables, significant benefits can result from assuming the brace positions described in this document.

Recommendations contained in this document are based on the information that is currently available on this subject.

PROCEDURES

In order to comply with regulatory requirements, Transport Canada recommends that air operators regulated under Parts 604, 703, 704 and 705 of the CARs use the procedures contained in the document entitled "Passenger and Flight Attendant Brace Positions" when establishing emergency procedures that include brace positions.

Air operators who wish to download the scanned images provided in the document entitled "Passenger and Flight Attendant Brace Positions" may do so as there are no copyright restrictions.

CONCLUSION

Air operators are urged to consider the procedures contained in this CBAAC when establishing emergency procedures that include brace positions for impact.

M.R. Preuss
Director
Commercial & Business Aviation