Participating in and leading of internal and external de Research and Development projects in the area of crash safety.In the last few year at Humanetics my main focus is on the further development of the Q10 dummy, which represents older children in crash test conditions. The dummy was developed and evaluated in the EPOCh-project (2009-2011) reported in three subsequent "Protection of Children in Cars" (PoCC) conferences in Munich. Two prototype dummies are extensively tested at car manufacturers in Europe and Japan. The momentum for this dummy is mainly coming from the introduction in the Euro NCAP car test protocol January 2016. The Q0, Q1, Q1.5, Q3 Q6 and Q10 are applied in new regulations UNECE R129 on child restrained testing prepared in the UNECE GRSP Informal Group. In 2015 I finished the editing of the EEVC WG12 reports on Q10 in frontal impact and lateral impact. In 2016 I contributed to the report "The use of thoracic deflection criteria balanced with abdomen pressure criteria for the Q-Series in frontal impacts". These reports can be downloaded from http://www.eevc.org/. Further I contributed to the design definitions of data acquisition systems integrations in dummies. The most advanced integration is the WorldSID 50th Double Sided DTI (DirectConnect) that finds its way to several customers. Recently I worked on the development of Q10 Updated 2018 that will address the feedback and comment of the Q10 users and stakeholders. In December 2015 the Q10 Update 2015-2018 project was presented in the PoCC conference. In October 2017 the prototype testing started. Results of this validation testing are presented in the PoCC 2017 conference in Munich. In May 2018 Euro NCAP selected a limited set of design updates for their 2020 protocol. In 2019 the Q10 2020 configuration is evaluated a made ready for delivery to customers. Just before my retirement the Q10 2020 hardware from Humanetics was accepted by Euro NCAP.

Up to January 2011 I worked within the ASSESS project on the development of the ASSESSOR Target Object for pre-crash sensor testing in cars (http://www.assess-project.eu/downloadables/News%20letters/Newsletter%20-%20ASSESS%20Target%20Object%20Development.pdf). My second dedication was the development and design of the Q10 dummy that will represent older children in crash test conditions. In 2008 I finished the Q-dummies and Criteria report for the European Experimental Vehicle Committee (EEVC) Working Group 12 & 18. The report summarizes the development of the new generation of child crash dummies for frontal application in Europe since 1994. (Download: http://www.eevc.net/fileuploads/server/php/?file=EEVC_WG12%2618_DOC514_Q-dummies_%26_Criteria-April_2008.pdf&download=1)

The first years at TNO I worked on the EuroSID-1 dummy to improve its producibility and to implement user feedback. Later a complete update of the dummy in the European SID 2000 project resulted in the ES-2 dummy that is now widely used in side impact car crash test in Europe. A slightly modified version, the so cal ES-2-RE is implemented in the US regulations. The develop a test method for side impact simulation on the servo hydraulic sled of TNO was certainly a highly. AeroSpace occupant safety projects brought me back to my roots. Participation in the European projects, HeliSafe, HeliSafe-TA and GoingSafe provided a lot of international experience. When TNO announced the move of the business to the Helmond area, I was invited to apply for a job at FTSS in Delft.

I started at Fokker Ypenburg in the department for Equipment purchase and maintenance. In October 1981, I joined the stress department at Schiphol, when the majority of the colleagues worked in Long Beach on the MDF100. I started with the stress analysis of the Shorts SD360 outer wing and later the Airbus A300-600 flaps and slats. In October 1983, when the Fokker 100 development started I joined the design team for center wing box and participated in the liaison with Shorts in Belfast for the outer wing. After the retirement of Joop van Baalen, in spring 1987 I got the responsibility for the wing box strength and liaison with Shorts for the outer wing. During the development of the Fokker 70 I was assigned as lead engineer for the wing box and the engine mount structure. Later I worked on the Fokker 130 and the Gulfstream V tail section. The involvement with Gulfstream V provided me the opportunity to extend my work at Stork Aerospace after the bank rupture (15 March 1996).