Upper Torso Restraints

There have been a few accident investigation reports in General Aviation (GA) that have told the same uncomfortable story.

Check out the summary video here.

The aircraft accident is survivable. The cockpit structure largely remains intact. Yet the occupants suffer serious, sometimes life-changing, injuries.

Again and again, those injuries are not the result of fire or major structural collapse, but of uncontrolled forward and upper-body movement during impact or rapid deceleration, where upper torso restraint systems were either not fitted or not used.

In many older light aircraft, occupants are restrained by safety belts (lap belts) only, with no form of approved torso restraint system. In such cases, injury patterns are remarkably consistent: head, facial, chest and spinal injuries caused by contact with control columns, instrument panels, glare shields or the windscreen. The aircraft structure performs as designed but the occupant protection does not.

These are not high-energy transport-category accidents. Many involve runway overruns, forced landings, hard landings, ground loops or loss of control at low altitude. These are events that should be survivable when effective upper torso restraint systems are installed and correctly used.

First Point - When to Use Safety Belts

In a GA aircraft, pilots and passengers should have their safety belts fastened at all times. It is not like people are going to walk around of go to the toilet. 

The pilot should always check that passengers have their seatbelts fastened before take-off and on approach for take-off. The approach check should take place before the aircraft reaches 2000 ft agl or even higher if deemed more appropriate.

What safety belts do — and where they fall short

A safety belt (lap belt) is not ineffective. When worn correctly, it:

• Secures the pelvis to the seat structure.
• Manages vertical and lateral loads.
• Maintains occupant positioning in many impact scenarios.

The big problem is that a lap belt does not restrain the upper torso.

During sudden deceleration, the pelvis remains restrained while the head, shoulders and chest continue forward. In the absence of an upper torso restraint system, this results in:

• Significant spinal bending loads.
• The potential for head and facial impact with items in the cockpit.
• Secondary arm and shoulder injuries as occupants instinctively brace.

In simple terms, the safety belt performs its intended function — but only for the lower body.

Upper torso restraint systems are the game changer

The introduction of an upper torso restraint system fundamentally alters crash dynamics.

Whether configured as a single diagonal shoulder strap, dual-shoulder harness or a multi-strap system, an approved torso restraint system:

• Controls forward movement of the upper body.
• Distributes loads through stronger skeletal structures.
• Reduces peak spinal loading.
• Minimises secondary impacts within the cockpit.

This is why accident reports so frequently conclude that injuries “would likely have been less severe had upper torso restraint systems been installed and used.”

From basic compliance to best practice

From an occupant protection standpoint, light aircraft restraint systems generally fall into three categories:

• Safety belt (lap belt) only
  Basic pelvic restraint; high risk of upper-body injury
• Safety belt with upper torso restraint system (3- or 4-point)
  Major improvement in survivability and injury reduction
• 5-point restraint system
  Comprehensive occupant restraint with anti-submarining protection; widely regarded as best practice for higher-risk GA operations

While not every aircraft or mission profile requires a 5-point system, it represents the most effective form of occupant restraint currently available in light aircraft.

For many owners of older aircraft, the obvious question is no longer “Is this safer?” — but “Can I legally install one?”

Installing upper torso restraint systems in aircraft 

What follows are some practical tips for pilot-owners. It is particularly relevant for EASA certified aircraft types that are registered in one of the EASA Member States. 

The good news is that, within the EASA regulatory framework, upgrading from safety belts alone to an approved torso restraint system is often easy. The key is understanding which regulatory route applies to your specific aircraft and installation.

Below is the practical decision logic that works for most pilot-owners.

Step 1 — Confirm the aircraft’s regulatory status

Before selecting hardware or speaking to an installer, establish:

• Is the aircraft an EASA aircraft (not Annex I / nationally regulated)?
• Is it maintained under Part-ML, Part-CAO, or Part-145?
• Are you upgrading front seats only, or all seating positions?

This determines who may carry out and release the work, and which approval routes are available.

Step 2 — Identify the existing restraint configuration

Review aircraft records and physically inspect the installation to determine:

• Are upper torso restraint attachment points already installed but unused?
• Are current belts lap-belt only, or is some form of torso restraint already approved?

This step is critical, as it often decides whether the change is a simple exchange or a design change.

Step 3 — Select the correct approval route

Option A — Exchange of safety belts / torso restraint systems (CS-STAN)

If the aircraft already has approved attachment points, and you are exchanging existing belts for compatible, authorised safety belts or torso restraint systems without structural modification, the change may fall under CS-STAN (Standard Change CS-SC153b).

This route allows installation without individual design approval, provided all CS-STAN conditions are met.

However, it applies only to compatible exchanges, does not permit the addition of new attachment points and Is not eligible for pilot-owner release. 

Option B — Approved kit or Supplemental Type Certificate (STC)

For many common types (e.g. Cessna, Piper, Robin), approved shoulder harness or restraint kits already exist. Where available, this is often the cleanest and lowest-risk route, for the following reasons:

• Structural substantiation is already approved.
• Installation instructions are defined.
• Continued airworthiness instructions are provided.
• FAA approved OEM changes are valid in Europe, STC need to be approved by EASA.
• The modification can be installed by a Part M approved organisation 

Option C — Design change (minor or major)

If your aircraft was originally equipped with lap belts only, and you intend to:

• Add shoulder harness anchors.
• Install a crotch strap for a true 5-point system.
• Modify seat or airframe structure. 

…then the installation will normally require an approved design change under Part-21.

In many cases this could be a minor change, but classification depends on aircraft type, seat design and structural impact. An appropriately authorised design organisation or engineer will determine the correct path.

Step 4 — Installation, records and continued airworthiness

Regardless of route, the final steps are the same:

• Installation by an appropriately approved maintenance organisation or certifying staff.
• Correct logbook entries and release to service.
• Update of Instructions for Continuing Airworthiness (inspection intervals, wear limits).
• Weight and balance assessment, if applicable.

The takeaways for owners

If your aircraft still relies on lap belts alone, upgrading to an approved upper torso restraint system is one of the most effective safety improvements you can make.

The pathway may be:

• Straightforward — if approved attachment points already exist
• Structured — via an STC, OEM change or CS-STAN exchange
• More involved — where new attachment points are required

But in most cases, it is achievable, legal and really worth the effort.

Before you talk to your engineer/ maintenance organisation

Here is a practical checklist for owners upgrading to upper torso restraints

Upgrading from lap belts alone to an approved upper torso restraint system is absolutely achievable, but the process is much smoother if you arrive with the right information and the right questions.

Here’s how to have a productive, efficient conversation with your engineer from the start.

1️⃣ Know exactly what you want to install

Be clear about your objective before discussing approvals.

Tell your engineer:

• Which seating positions you want to upgrade (front seats only, all seats, pilot side first, etc.)
• The type of restraint system you’re aiming for:
  • Safety belt with upper torso restraint (3- or 4-point)
  • Full 5-point restraint system
• Whether you prefer inertia-reel shoulder straps or fixed harnesses

This helps your engineer immediately assess feasibility and approval route.

2️⃣ Ask the key question up front

“Does my aircraft already have approved upper torso restraint attachment points?”

This single question often determines:

• Whether the change is a simple exchange
• Or a structural modification requiring approved design data

Many older aircraft were built with unused or optional attachment points that can simplify the upgrade considerably.

3️⃣ Bring the aircraft basics (no deep paperwork needed)

Have the following information ready:

• Aircraft type and model
• Serial number
• Current seat configuration
• Maintenance regime (Part-ML / Part-CAO / Part-145)

This allows your engineer to quickly check applicability of CS-STAN, existing kits, or STCs.

4️⃣ Ask about the approval route — in plain language

Good questions to ask:

• “Can this be done as a CS-STAN exchange?”
• “Is there an approved kit or STC for this aircraft?”
• “If not, would this be a minor change, or something more involved?”

You don’t need to know the regulatory detail, just understand which path you’re on and why.

5️⃣ Discuss structure early (especially for 5-point systems)

If you’re considering a 5-point restraint system, ask specifically about:

• Shoulder harness attachment structure
• Crotch strap anchor location and load paths
• Seat and floor structure compatibility

This avoids late surprises, especially in aircraft that were originally delivered with lap belts only.

6️⃣ Don’t forget continuing airworthiness

A professional installation doesn’t end at fitting the belts.

Confirm with your engineer:

• Inspection intervals for webbing, stitching and hardware
• Replacement criteria (age, UV exposure, contamination)
• Updates to Instructions for Continuing Airworthiness
• Any effect on weight and balance

This ensures the system remains effective long after installation.

7️⃣ Set expectations on time and cost

Ask openly:

• “What’s the simplest compliant option?”
• “Where does cost increase — hardware, design approval, labour?”
• “Is there a phased approach (e.g. front seats first)?”

Engineers appreciate owners who want to improve safety and understand constraints.

A final word for owners

Upper torso restraint systems are one of the highest return-on-investment safety upgrades available in General Aviation.

They:

• Reduce serious injury risk
• Improve survivability in otherwise non-fatal accidents
• Keep occupants correctly positioned when it matters most

And in many cases, they can be installed without drama, provided the right conversation happens early.

If you walk into that conversation informed, realistic, and safety-focused, your engineer will almost always be on your side.