When either type of inflator deploys, the gas that is produced always contains byproducts of the combustion process. These byproducts can include dangerous gases as benzene and toluene, as well as particulates that appear to be smoke. This is one reason why many people involved in an accident where the airbags deployed report seeing smoke in the passenger compartment. These byproducts can cause significant breathing difficulties, particularly in those people who already suffer from asthma or other respiratory problems.

Through most of the 1990s, the cars produced by the car companies used a “one size fits all” inflator in their airbag systems. That meant that once your airbag sensors sent the deployment signal, the airbag would deploy with the same force regardless of the accident circumstances. So, you got the same airbag force in an 8 mph fender-bender as a highway-speed head-on collision. It didn’t matter whether you were a short woman or a big and tall man – it was always the same. However, dual stage inflators were feasible during that time frame; they would adjust the force of the deployment based on the severity of the accident. Most people don’t realize that such dual stage airbags were being sold by General Motors in the mid-1970s at its Oldsmobile, Buick and Cadillac dealers.

Since the late 1990s, car companies have returned to dual stage inflator technology, and are now using multi-stage technology. These inflators adjust the force of the deployment depending on such things as crash severity, seat belt use, seat position and occupant size.  Many of these airbag systems use advanced computer systems to adjust the inflator force; unfortunately, as with many other computer-based systems, they sometimes fail with devastating results.  Sometimes the airbag inflator deploys at full power when it should not have deployed at all.  At other times, the airbag inflator does not deploy at all when it should have, depriving the person of the safety benefits of their airbag.

With the complexity of today’s airbag systems, you need an experienced airbag attorney, preferably with an airbag engineering background, to determine whether your airbag system worked as intended during your accident.

The differences among airbags extend to various characteristics. First, the inflators that generate the gas that fills the airbag can be of different types. Some used solid chemicals such as sodium azide to produce nitrogen gas. Others use stored gas; for example, some use a mixture of helium and argon. Some inflators deploy at the same force level, regardless of the accident severity. Others adjust the deployment forces based on the size and position of the passenger or based on the severity of the crash.

The fabric airbags themselves can also vary widely. Some are nylon, some are polyester. Some have vent holes, others don’t. Some are coated to control the amount of gas exhausted from the bag when the person pushes against it during a crash. Some reach so far toward the passenger that they can slam into their face at hundreds of miles per hour, even if the passenger has not yet moved in response to crash forces. Some are tethered to reduce this risk.

Airbag crash sensors can also vary widely by cars. In the early 1990s, most manufacturers used crash sensors mounted in the front of the car. By the mid 1990s, some of these manufacturers eliminated these front safety sensors, saving millions of dollars in the process. By the late 1990s and early 2000s, some of these manufacturers shifted back to systems that included front airbag crash sensors. Even so, our research and investigation has revealed that similar cars sold under different brand names fail to include such front crash sensors on some models, even though they are present in other models.

Sensing systems that fail to include front crush zone sensors can have many problems. They often have difficulty sensing real-world accidents quickly enough, which can result in late deployments that cause serious personal injuries or even a wrongful death from the airbag deployment. They can also fail to deploy the airbags in crashes involving a tree or utility pole. Some manufacturers made their remaining sensors too sensitive, in an attempt to create a cheap fix for these problems. This has resulted in numerous deployments where airbags were not intended to deploy, including rock impacts to an undercarriage and very minor crashes.

In short, there are significant differences among various airbag designs. There are also significant differences in the ways different car companies engineer their airbags, with some companies using shortcuts to reduce the amount of money they spend to engineer their airbags. Those airbags can be much more dangerous than other airbags.

While there is no shortage of lawyers who accept any kind of accident and injury case, there are few whose primary focus is airbag defects. Ask the lawyer how many airbag defect cases he’s investigated and filed. Also, request a list of representative airbag cases and ask which ones involve issues similar to your case.

Question #2: Do you have direct experience in the automotive industry?

The answer to this question is a big factor in separating the lawyers who represent airbag defect victims and those who take cases without having any real industry knowledge. A lawyer with automotive industry experience will know …

• How the decisions are made on what design is used
• What testing and analysis is usually conducted on their products
• Who are the key personnel conducting the research and analysis
• What documents should have been generated during the design and development process
• What documents will be most helpful for your case
• How internal investigations are handled

Question #3: Do you have an engineering background?

The technical nature of airbag defect cases requires lawyers to understand input from engineering experts in subjects such as accident reconstruction, design analysis, testing and biomechanics. Those who understand engineering can ask intelligent questions about the strengths and weaknesses of your case. Better yet is an attorney who has had “hands-on” responsibility for airbag engineering, and who has been dealing with airbags for many years. Questions from an attorney with a background in airbags will also give you the best possible chance of proving your case.

Question #4: Will you work on my airbag defect case, or will you delegate the work to junior lawyers and associates?

Why should your case serve as a training ground for an inexperienced junior lawyer or paralegal? Due to the reasons stated above, you need an experienced airbag lawyer handling your case.

Question #5: Will you be available when I need you?

Whether it’s normal business hours or not, you want your questions and concerns addressed immediately. So hire an airbag lawyer who is available during evenings and weekends – and willing to meet at a time and place that is convenient for you.

Also, don’t hesitate to request your lawyer’s cell phone number. An attorney who truly accommodates you will give you the number without hesitation.

Question #6: How much does it cost to hire you?

An airbag defect attorney should never make you pay an up-front fee just to consult with you. In addition, you should never pay attorney fees or any investigation costs until compensation is recovered for your injuries.

Also, be careful with attorneys who “nickel and dime” you for typical office expenses such as ordinary mail, copies, telephone or fax charges.

Question #7 (Ask yourself this final question.): Do you trust the lawyer?

Rely on your instincts. If you can’t trust the lawyer, don’t hire him.