NHTSA began issuing warnings in 1991 regarding the potential risk of airbag injuries, especially to young children. In 1993 information was required on car visors and in owners manuals warning drivers to put rear-facing infant seats in the back seats of vehicles equipped with passenger-side airbags. This information was also required on child safety seats.

NHTSA issued final rules on new warning labels in the fall of 1996. The new rules called for highly visible warning labels in all new cars and light trucks by early 1997. The labels contain a clear message stating that an airbag can injure or kill children age 12 and under, that children should always ride in the back seat, and to never put an infant in a rear-facing child safety seat in front of an airbag. These labels are affixed to both sides of sun visors. In addition, new vehicles are required to have a warning label affixed to the center of the dashboard at the time of delivery, which may be removed only by the vehicle owner. Similar warning labels also appear prominently on child safety seats.

Federal airbag requirements were phased in over several years. 90% of 1997 model year cars were required to be equipped with airbags, with full compliance beginning with the 1998 model year. Airbags were also required in all 1999 model light trucks and vans. Due to market demand, most automakers exceeded the timetable.

In early 1997, NHTSA permitted automakers to depower airbags by 25-30% as an interim solution to smart airbag systems being developed. A report issued in late October, 1999 by NHTSA shows that 1998 model-year passenger side airbags inflate 14% more slowly than 1997 models. The study analyzed the airbags used by nine automakers since 1990.

The overwhelming majority of Americans and their families should not be affected by the ruling regarding the installation of on-off airbag switches. Most injuries are preventable if drivers and passengers buckle up, with drivers keeping at least 10 inches away from the steering wheel and front seat passengers pushing their seat back as far as possible.

To obtain approval for an airbag on-off switch, which is obtained through NHTSA on a case-by-case basis, the following process has to be followed:

• Obtain and read a NHTSA information brochure and a request form. Both are available at vehicle dealerships, repair shops, state motor vehicle offices or the NHTSA website-www.nhtsa.dot.gov.
• Complete the request form and return it to NHTSA. Vehicle owners must certify that they, or someone they transport, meet one of four groups of people at risk and therefore eligible for cutoff switches. These are 1) they must place a rear-facing infant seat in the front seat; 2) they cannot adjust the driver's seat to maintain at least a 10-inch clearance from the steering wheel; 3) they cannot avoid placing a child age 12 or younger in the front seat or 4) they or someone they transport has a medical condition that would put them at risk of injury should an airbag deploy.
• NHTSA will send a letter indicating if approval of the request is granted.
• If the criterium is met, the letter can be taken to a vehicle dealership or service outlet to have an on-off switch installed. The switch that is installed will be able to deactivate only the airbag(s) that affects the person in the at-risk group. The service shop will notify NHTSA of any installations it handles.

Some repair businesses and auto dealerships have expressed reluctance to install these switches due to potential liability. According to NHTSA, all vehicle manufacturers who are producing on-off switches have agreed to indemnify their dealers for all causes of action other than negligence. Manufacturers will be able to provide the specifics of indemnification. In any case, the switch installer may require a vehicle owner to sign a waiver that releases the business from liability if a switch is installed.

As of November 29, 1999, there were 56 Ohio dealerships and repair shops listed on NHTSA's website (www.nhtsa.dot.gov) as facilities that install airbag on-off switches.

At press time, NHTSA's proposal to upgrade the agency's occupant protection standard to require advanced airbags was under review for comments. The proposal calls for airbags that would protect occupants of different sizes, and minimize risks to infants and young children. The advanced airbags would be required in some new passenger cars and light trucks beginning September 1, 2002 and in all new cars and light trucks beginning September 1, 2005.

Advanced airbag technology has been introduced on a limited basis. For example, the 1999 Hyundai Sonata has a weight sensor to prevent the passenger airbag from deploying unless a weight of at least 66 pounds is detected in the seat. The 1999 Acura has a dual stage inflator, as well as the 2000 Ford Taurus and Honda Accord, and some Mercedes and BMW models.

The fact remains that airbags save lives. The information below outlines the latest statistics at close of publishing. Most airbag fatalities are due to driver or passenger error, meaning that the occupant was unbuckled, not properly buckled, placed incorrectly in a car seat or, in the case of some child fatalities, a child was sitting on the front passenger's lap and was too close to the instrument panel at the time of airbag deployment.

Airbag risk is minimal if a driver can sit 10-12 inches from the steering wheel. Short-statured drivers should explore additional options. This may include pedal extenders that allow them to sit farther back. Contact the National Mobility Equipment Dealers Association for information at 1-800-833-0427.

The AAA also recommends that drivers hold steering wheels at the 9 and 3 o'clock positions, rather than the 10 and 2 positions. The wider hand position reduces the risk of injury to wrists and forearms, or possibly driving them into the face or chest.

• Nearly 94 million (46.3%) of the nearly 202 million vehicles on US roads have driver airbags, up from 80 million (40.2%) a year ago. More than 66 million (32.9%) of these also have passenger airbags, up from 51 million (25.9%) a year ago. Another 1 million new vehicles with airbags are being sold monthly.
• As of year-end 1998, driver-side airbags inflated in over 3.3 million vehicles in crashes. More than 600,000 passenger-side airbags have inflated when a passenger was occupying the right front seat.
• Deaths in frontal crashes are reduced about 26% among drivers using safety belts and about 32% among drivers without belts.
• Deaths in frontal crashes are reduced about 14% among right front passengers using their belts and about 23% among passengers without belts. However, deaths are about 34% higher than expected among child passengers younger than 10.
• More than 4,750 people are alive today because of their airbags (3,625 a year ago), according to the National Highway Traffic Safety Administration (NHTSA).
• NHTSA estimates that the combination of an airbag plus a lap/shoulder belt reduces the risk of serious head injury by 81%, compared with a 60% reduction for belts alone.
• Since 1990, 146 deaths reportedly have been caused by airbags inflating in low severity crashes. These deaths include 56 drivers, 6 adult passengers (belted 98- and 64-year-old females, an unbelted 57-year-old male and unbelted 88-, 79- and 66-year-old females), 66 children between the ages of 1 and 11, and 18 infants (15 restrained in rear-facing infant seats and 3 on adult passengers' laps).
• Of the 66 children killed by passenger airbags, 53 are believed to have been unbelted, 2 were in forward-facing child restraints that weren't properly secured, 6 are believed to have been using lap belts only and 4 were thought to be using lap/shoulder belts. Belt use is unknown for the other child. Most crashes involved pre-impact braking and/or children sitting on front passenger lap, so that they were close to the dashboard upon airbag deployment.
• Of the 56 drivers killed by airbags (14 male, 42 females), 36 are believed to have been unbelted and 19 are believed to have been using lap/shoulder belts (5 of these may have misused their belts, 2 were unconscious and slumped over their steering wheels so they were on top of their airbags, 1 used the shoulder belt only and 1 used the lap belt only). Belt use is unknown for the other driver.

Source: Insurance Institute for Highway Safety