The Center for Auto Safety and its leader, Clarence Ditlow, have taken aim at General Motors again, this timing writing to the National Highway Traffic Safety Administration about the 2003 to 2010 Chevrolet Impala. If you've been following our coverage of GM's ignition switch recall, you'll recognize Ditlow and the CAS as vocal critics of the automaker and strong proponents of setting up a victims' fund.

CAS' letter regards the Impala's airbag systems. In particular, it focuses on a piece of computer code that dictates when the airbags deploy, in the event of an accident. The problem, as CAS sees it, is that there may be a glitch in the airbag's algorithm that prevents the system from deploying if the seat's occupant bounces before the accident, lessening the amount of weight on the airbag sensor. Without the minimum amount of weight on the seat, the computer doesn't think there's anyone occupying it, and consequently, won't deploy an airbag.

According to CAS, there have been 143 people killed in front-impact crashes in 2000 to 2010 Impalas (CAS is, weirdly, including 2000 to 2002 Impala deaths, despite the fact that not all of those vehicles may feature the advanced airbag and flawed algorithim). Of those 143 deaths, only 98 were wearing seat belts. Eliminating 2000 to 2002 fatalities drops those figures to 132 and 89, respectively.

Finally, and perhaps most troubling, is CAS' study on the matter, which relies on the shaky data of the Fatality Analysis Report System - the same system that claimed there were 303 deaths due to the ignition switch recall. Basically, while there may be a problem with the algorithms, it certainly seems like CAS is asking a rather loaded question here.

We've included CAS executive director Ditlow's letter to NHTSA below. Scroll down, have a look, and let us know what you think.
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April 7, 2014
The Honorable David J. Friedman
Acting Administrator
National Highway Traffic Safety Administration (NHTSA) 1200 New Jersey Avenue SE, West Building
Washington, D.C. 20590

Dear Administrator Friedman:

On about November 15, 2013, Don Friedman of Xprts LLC filed a defect petition (DP) with NHTSA on a defective algorithm in 2003-10 General Motors that can suppress airbag deployment by erroneously classifying the occupant weight as being too low to deploy the airbag. The Center for Auto Safety (CAS) is greatly concerned that there is no listing of a Defect Petition on the Agency's Website. Under Section 124(d) of the National Traffic and Motor Vehicle Safety Act (recodified at 49 USC § 30162(d), hereinafter Safety Act), NHTSA must grant or deny the petition within 120 days. Well over 120 days have passed since NHTSA received the petition so the Agency is in continuing violation of the Safety Act. (Attachment A shows no DP listed on NHTSA's investigation page.)

Mr. Friedman is not your average petitioner. He designed the guidance system for the Sidewinder missile, the Lunar Rover, and was the chief contractor for NHTSA's Minicars Safety Research Vehicle which provided 50-mph barrier equivalent crash protection. Mr Friedman has likely directed more dynamic vehicle crash tests than anyone outside the auto industry. In addition, he has been involved in evaluation of many hundreds of real world crashes. Like Mark Hood who uncovered the defective GM ignition switch in the Chevrolet Cobalt and its role in airbag non-deployment before NHTSA did, Mr. Friedman is an independent engineer who appears to have discovered a defective algorithm in GM advanced airbag vehicles before NHTSA did.

The defect in the algorithm is fairly simple as discovered by Mr. Friedman. "The algorithm for the weight of the passenger used the instantaneous weight to determine whether to inhibit the airbag deployment. [A vehicle] lift and bounce [can] momentarily reduce[d] the weight of the passenger to that of a small adult. Using a weight averaged over a few tens of seconds would have avoided suppressing the airbag and the resulting serious injury and fatality. Since the control module is field reprogrammable a simple recall and modifying a few lines of code can avoid repeat occurrences."

This is a design defect in every GM vehicle with the flawed algorithm. Even though the defect cases litigated by NHTSA under the Safety Act in the 1970's (see NHTSA Chief Counsel Frank Berndt memo) do not require a so-called "defect trend" as contrived by NHTSA today, existence of a design defect means every vehicle has the flaw.

In its analysis of airbags failing to deploy in crashes, NHTSA pointed to FARS as a good starting point to find crashes which may point to a defect. While FARS cannot pinpoint the precise failure mode in a crash such as a flawed algorithm, FARS can pinpoint cases to examine to find such failure ´┐╝modes. From Calendar Year 2000 when GM could have introduced advanced airbag vehicles with the flawed algorithm just through 2010, there were 143 frontal impact fatalities in model year 2000 to 2010 Chevrolet Impalas where the airbags failed to deploy with 98 of the fatalities being occupants who were lap/shoulder belted. (Attachment B.) We call on NHTSA to examine each of the fatal non-deployment crashes to determine whether the airbag should have deployed and why it didn't.

The Center is deeply troubled that NHTSA once again may have missed an advanced airbag like it did with the Cobalt. The Center is even more troubled that once again NHTSA has kept whatever it is doing secret behind closed doors even though there is a specific legal requirement for NHTSA to make its activities public.

The Center requests NHTSA to immediately grant or deny the defect petition filed by Mr. Friedman and Xprts as required by the Safety Act.

Clarence Ditlow Executive Director

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    • 1 Second Ago
      • 11 Months Ago
      Mayas well rope in the other GM replicants that were based on this body (LaCrosse, probably) while they're at it.
      • 11 Months Ago
      MORE autoblog anti gm hate there is nothing wrong with the impala when ever I travel I REQUEST an impala causr they are hard working reliable work horse that NEVER brake down smooth ride quality build nothing like that lame ass tore ass which eats transmission like no tomorrow whet is the FORD recall on that oh thats right FORD doesnt care
        Tariff The Imports
        • 11 Months Ago
        Huh? Your post it horribly written. Seems your forgetting the spindle rod issue on the Impala that was ignored on consumer versions but fixed on police fleet cars.
        • 11 Months Ago
        Did you read the article? The entire post is very skeptical of the claim, so it seems hardly the case that Autoblog is being "anti-GM"
        • 11 Months Ago
        All i can do is laugh at your comment.
      David MacGillis
      • 11 Months Ago
      Welcome to the feeding frenzy. Ditlow is out to stuff more lawyers pockets.
        • 11 Months Ago
        @David MacGillis
        Just like with Toyota, once the flood gates are open they are WIDE open. Im all for holding any OEM accountable to fix defects but there are plenty of groups salivating at the mouth to cash in.
      • 11 Months Ago
      As my friend's dad owns a Monte Carlo of similar vintage, I would like to know if this problem affects the Monte Carlos as well? Just so I can inform him is all.. thanks.
      • 11 Months Ago
      It's far more likely these people died of embarrassment from being seen in this car than it is an airbag not deploying.
      • 8 Months Ago
      I have a 2009 Chevy Impala LTZ. Recently the service airbag light has been coming on and then it goes off. I understand there has been a recall due to this problem but I have not received any recall notice. This concerns me
        • 8 Months Ago
        I have same car & same thing happening. called dealer & they said nothing to WORRY about, Wrong!!! Brother took his in & all they did was shut off light & reset something???? Have not recieved a notice either, & I bought this new. Also concerned.
      • 8 Months Ago
      These Impala deaths may also be linked to the ignition defect recently exposed that exists in in these vehicles. These cars are now also being recalled for a serious design defect with the ignition & key.
      • 11 Months Ago
      I'm calling BS on this one. In a GM vehicle, it takes at least 10 seconds of not sitting in the seat before it disables the air bag. I've seen and done this with my own eyes. So if they are claiming the air bag was disabled when the occupant "bounced" off the seat, then that occupant has the most insane air time that I've heard of. Or maybe these crashes happened in space with zero gravity?
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