Easy Access Rules for Air Operations

ED Decision 2015/007/R

PERFORMANCE SPECIFICATIONS FOR THE PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL COFA UP TO AND INCLUDING 31 MARCH 1998

Table 1: Flight data recorder

* The number in the left hand column reflects the serial number depicted in EUROCAE Document ED-112.

ED Decision 2019/019/R

LIST OF PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA BEFORE 1 JUNE 1990

(a)The FDR should, with reference to a timescale, record:

(1)the parameters listed in Table 1 below;

(2)the additional parameters 6 to 15b of Table 2 below, for aeroplanes with an MCTOM exceeding 5 700 kg but not exceeding 27 000 kg and first issued with an individual CofA on or after 1 January 1989, when the following conditions are met:

(i)sufficient capacity is available on a flight recorder system;

(ii)the sensor is readily available; and

(iii)a change is not required in the equipment that generates the data;

(3)the additional parameters from 6 to 15b of Table 2 below, for aeroplanes with a maximum certificated take-off mass exceeding 27 000 kg that are of a type first type certified after 30 September 1969; and

(4)the additional parameters listed in Table 2 below for aeroplanes with an MCTOM exceeding 27 000 kg and first issued with an individual CofA on or after 1 January 1987, when the following conditions are met:

(i)sufficient capacity is available on a flight recorder system;

(ii)the sensor is readily available; and

(iii)a change is not required in the equipment that generates the data.

(b)The FDR of aeroplanes with an MCTOM exceeding 27 000 kg that are of a type first type certified after 30 September 1969 does not need to record the parameters 13, 14 and 15b in Table 2 below, when any of the following conditions are met:

(1)sufficient capacity is not available on a flight recorder system;

(2)the sensor is not readily available; and

(3)a change is required in the equipment that generates the data.

(c)The parameters to be recorded should meet, as far as practicable, the performance specifications (range, sampling intervals, accuracy limits, and resolution in read-out) defined in Table 1 of AMC5 CAT.IDE.A.190).

(d)When so determined by the Agency, the FDR does not need to record individual parameters that can be derived by calculation from the other recorded parameters.

Table 1

Flight data recorder — aeroplanes with an MCTOM exceeding 5 700 kg

* The number in the left hand column reflects the serial number depicted in EUROCAE Document ED-112.

Table 2

Additional parameters for aeroplanes under conditions of AMC6 CAT.IDE.A.190, 1 & 2

* The number in the left hand column reflects the serial number depicted in EUROCAE Document ED-112.

ED Decision 2014/015/R

GENERAL

(a)The alleviation of AMC2 CAT.IDE.A.190(d) affects a small number of aeroplanes first issued with an individual CofA on or after 1 April 1998 that were either constructed prior to this date or to a specification in force just prior to this date. These aeroplanes may not comply fully with AMC2 CAT.IDE.A.190(b), but are able to comply with AMC4 CAT.IDE.A.190. In addition, this alleviation applies only if compliance with AMC2 CAT.IDE.A.190(b) would imply significant modifications to the aeroplane with a severe re-certification effort.

(b)Flight data recorder systems installed on board aeroplanes first issued with an individual CofA up to and including 31 March 1998, and for which the recorded parameters do not comply with the performance specifications of Table 1 of AMC5 CAT.IDE.A.190 (i.e. range, sampling intervals, accuracy limits and recommended resolution readout) may be acceptable to the Agency.

(c)The alleviations of AMC4 CAT.IDE.A.190(b) and (c), and AMC6 CAT.IDE.A.190(b), are acceptable only if adding the recording of missing parameters to the existing flight data recorder system would require a major upgrade of the system itself. Account is taken of the following:

(1)The extent of the modification required;

(2)The downtime period; and

(3)Equipment software development.

(d)For the purpose of AMC4 CAT.IDE.A.190(b) and (c), and AMC6 CAT.IDE.A.190(a) and (b), ‘capacity available’ refers to the space on both the flight data acquisition unit and the flight data recorder not allocated for recording the required parameters, or the parameters recorded for the purpose of the Flight Data Monitoring programme, as determined by the Agency.

(e)For the purpose of AMC4 CAT.IDE.A.190(b) and (c), and AMC6 CAT.IDE.A.190(a) and (b), a sensor is considered ‘readily available’ when it is already available or can be easily incorporated.

(f)For aeroplanes first issued with an individual CofA up to and including 31 March 1998, the recording of the following additional parameters may be considered:

(1)Remaining parameters in Table 2 of AMC4 CAT.IDE.A.190 or Table 2 of AMC6 CAT.IDE.A.190 as applicable;

(2)Any dedicated parameter relating to novel or unique design or operational characteristics of the aeroplane;

(3)operational information from electronic display systems, such as EFIS, ECAM or EICAS, with the following order of priority:

(i)parameters selected by the flight crew relating to the desired flight path, e.g. barometric pressure setting, selected altitude, selected airspeed, decision height, and autoflight system engagement and mode indications if not recorded from another source;

(ii)display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE, COPY, etc.;

(iii)warning and alerts;

(iv)the identity of displayed pages from emergency procedures and checklists.

(4)retardation information including brake application for use in the investigation of landing overruns or rejected take offs; and

(5)additional engine parameters (EPR, N1, EGT, fuel flow, etc.).

Regulation (EU) 2019/1387

(a)Turbine-engined aeroplanes with an MCTOM of 2 250 kg or more and aeroplanes with an MOPSC of more than 9 shall be equipped with a flight recorder if all of the following conditions are met:

(1)they are not within the scope of point CAT.IDE.A.190(a);

(2)they are first issued with an individual CofA on or after 5 September 2022.

(b)The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed.

(c)The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours.

(d)The flight recorder shall automatically start to record prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is no longer capable of moving under its own power.

(e)If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the commander and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques.

ED Decision 2021/005/R

OPERATIONAL PERFORMANCE REQUIREMENTS

(a)If the flight recorder records flight data, it should record at least the following parameters:

(1)pitch attitude or pitch rate,

(2)roll attitude or roll rate,

(3)heading (magnetic or true) or yaw rate,

(4)latitude,

(5)longitude,

(6)positioning system: estimated error (if available),

(7)pressure altitude or altitude from a positioning system,

(8)time,

(10)ground speed,

(11)positioning system: track (if available),

(12)normal acceleration,

(13)longitudinal acceleration, and

(14)lateral acceleration.

(b)If the flight recorder records images, it should capture views of the main instrument displays at the pilot station, or at both pilot stations when the aeroplane is certified for operation with a minimum crew of two pilots. The recorded image quality should allow reading the following indications during most of the flight:

(1)magnetic heading,

(2)time,

(3)pressure altitude,

(4)indicated airspeed,

(5)vertical speed,

(6)turn and slip,

(7)attitude,

(8)Mach number (if displayed),

(9)stabilised heading, and

(10) tachometer indication or equivalent indication of propulsive thrust or power.

(c)If the flight recorder records a combination of images and flight data, each flight parameter listed in (a) should be recorded as flight data or by means of images.

(d)The flight parameters listed in (a), which are recorded as flight data, should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant table of EUROCAE Document ED-112 ‘Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems’, dated March 2003, or EUROCAE Document ED-155 ‘Minimum Operational Performance Specification for Lightweight Flight Recording Systems’, dated July 2009, or any later equivalent standard accepted by EASA.

(e)The operational performance requirements for the flight recorder should be those laid down in:

(1)EUROCAE Document ED-155 or any later equivalent standard accepted by EASA for lightweight flight recorders; or

(2)EUROCAE Document ED-112 or any later equivalent standard accepted by EASA for crash-protected flight recorders.

ED Decision 2021/005/R

ADDITIONAL USEFUL INFORMATION

(a)Experience has shown the usefulness, for analysing incidents and for training purposes, of recording additional information. In particular, audio of the flight crew compartment and information on the handling of the aircraft (such as position of flight controls, position of engine controls, fuel and oil indications, aircraft configuration selection), and an external view are very useful for such purposes. To capture such information, simple equipment such as an integrated microphone and integrated camera may be sufficient.

(b)If the flight recorder includes optional capabilities such as described in (a), their recording duration is recommended to be at least 2 hours.

(c)If the flight recorder is capable of acquiring flight parameters from some aircraft systems, it is advised to give priority to the flight parameters listed in Annex II-B to EUROCAE Document ED-155 or the flight parameters listed in Annex II-A to EUROCAE Document ED-112. Indeed, these flight parameters were selected based on their relevance in many safety investigations.

ED Decision 2021/005/R

INSTALLATION OF CAMERAS

When cameras are installed for the purpose of CAT.IDA.A.191, it is advised to install them so that they do not capture images of head and shoulders of the flight crew members whilst seated in their normal operating position.

ED Decision 2021/005/R

RECORDING ACCURACY OF ATTITUDE RATE PARAMETERS

In the case of attitude rate parameters (pitch rate parameter, yaw rate parameter, roll rate parameter), the accuracy limit specified in EUROCAE Document ED-155, dated July 2009, was found to be unclear. Therefore, the following additional guidance is provided:

(a)If the attitude rate parameter is provided by an approved system of the aeroplane, accuracy greater than as provided by this system is not expected for this attitude rate parameter.

(b)If the attitude rate parameter is provided by a dedicated gyroscope, it is advisable that the gyroscope meets the following performance:

(1)errors caused by linear accelerations less than ±3°/sec (equivalent to ±1% of 300°/sec recording range) for all combinations of parameter values and linear acceleration values in the respective ranges [-300°/sec; +300°/sec] and [-3g; +6g];

(2)errors caused by temperature less than ±5°/sec for all combinations of parameter values and temperature values in the respective ranges [-300°/sec; +300°/sec] and [-40°C; +85°C];

(3)angular random walk of the gyroscope equal to or less than 2°/sqrt(hour); and

(4)bias stability of the gyroscope significantly less than 360°/hour (for instance, 50°/hour).

ED Decision 2021/005/R

FUNCTION TO MODIFY IMAGE AND AUDIO RECORDINGS

The purpose of the function modifying the image and audio recordings is to allow the flight crew to protect their privacy by making such recordings inaccessible using normal techniques. The activation of this function is subject to the commander’s approval (refer to CAT.GEN.MPA.105). However, the equipment manufacturer or a safety investigation authority might still be able to retrieve these recordings using special techniques.

Regulation (EU) 2021/1296

(a)Aeroplanes first issued with an individual CofA on or after 8 April 2014 that have the capability to operate data link communications and are required to be equipped with a CVR, shall record on a recorder, where applicable:

(1)data link communication messages related to ATS communications to and from the aeroplane, including messages applying to the following applications:

(i)data link initiation;

(ii)controller-pilot communication;

(iii)addressed surveillance;

(iv)flight information;

(v)as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;

(vi)as far as is practicable, given the architecture of the system, aircraft operational control data; and

(vii)as far as is practicable, given the architecture of the system, graphics;

(2)information that enables correlation to any associated records related to data link communications and stored separately from the aeroplane; and

(3)information on the time and priority of data link communications messages, taking into account the system’s architecture.

(b)The recorder shall use a digital method of recording and storing data and information and a method for retrieving that data. The recording method shall allow the data to match the data recorded on the ground.

(c)The recorder shall be capable of retaining data recorded for at least the same duration as set out for CVRs in CAT.IDE.A.185.

(d)If the recorder is not deployable, it shall have a device to assist in locating it under water. By 16 June 2018 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the recorder is deployable, it shall have an automatic emergency locator transmitter.

(e)The requirements applicable to the start and stop logic of the data link recorder are the same as the requirements applicable to the start and stop logic of the cockpit voice recorder (CVR) that are contained in point CAT.IDE.A.185.

ED Decision 2014/015/R

GENERAL

(a)As a means of compliance with CAT.IDE.A.195(a), the recorder on which the data link messages is recorded may be:

(1)the CVR;

(2)the FDR;

(3)a combination recorder when CAT.IDE.A.200 is applicable; or

(4)a dedicated flight recorder. In that case, the operational performance requirements for this recorder should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including amendments No 1 and No 2, or any later equivalent standard produced by EUROCAE.

(b)As a means of compliance with CAT.IDE.A.195(a)(2), the operator should enable correlation by providing information that allows an accident investigator to understand what data was provided to the aeroplane and, when the provider identification is contained in the message, by which provider.

(c)The timing information associated with the data link communications messages required to be recorded by CAT.IDE.A.195(a)(3) should be capable of being determined from the airborne-based recordings. This timing information should include at least the following:

(1)the time each message was generated;

(2)the time any message was available to be displayed by the crew;

(3)the time each message was actually displayed or recalled from a queue; and

(4)the time of each status change.

(d)The message priority should be recorded when it is defined by the protocol of the data link communication message being recorded.

(e)The expression ‘taking into account the system architecture’, in CAT.IDE.A.195(a)(3), means that the recording of the specified information may be omitted if the existing source systems involved would require a major upgrade. The following should be considered:

(1)the extent of the modification required;

(2)the down-time period; and

(3)equipment software development.

The intention is that new designs of source systems should include this functionality and support the full recording of the required information.

(f)Data link communications messages that support the applications in Table 1 below should be recorded.

(g)Further details on the recording requirements can be found in the recording requirement matrix in Appendix D.2 of EUROCAE Document ED-93 (Minimum Aviation System Performance Specification for CNS/ATM Recorder Systems, dated November 1998).

Table 1

Applications

ED Decision 2014/015/R

DEFINITIONS AND ACRONYMS

(a)The letters and expressions in Table 1 of AMC1 CAT.IDE.A.195 have the following meaning:

C:complete contents recorded

M: information that enables correlation with any associated records stored separately from the aeroplane.

*: Applications that are to be recorded only as far as is practicable, given the architecture of the system.

F1: graphics applications may be considered as AOC messages when they are part of a data link communications application service run on an individual basis by the operator itself in the framework of the operational control.

F2: where parametric data sent by the aeroplane, such as Mode S, is reported within the message, it should be recorded unless data from the same source is recorded on the FDR.

(b)The definitions of the applications type in Table 1 of AMC1 CAT.IDE.A.195 are described in Table 1 below.

Table 1

Definitions of applications type

AACaeronautical administrative communications

ADS-Bautomatic dependent surveillance — broadcast

ADS-Cautomatic dependent surveillance — contract

AFNaircraft flight notification

AOCaeronautical operational control

ATISautomatic terminal information service

ATSCair traffic service communication

CAPcontroller access parameters

CPDLCcontroller pilot data link communications

CMconfiguration/context management

D-ATISdigital ATIS

D-FISdata link flight information service

D-METARdata link meteorological airport report

DCLdeparture clearance

FANSFuture Air Navigation System

FLIPCYflight plan consistency

OCLoceanic clearance

SAPsystem access parameters

TWIPterminal weather information for pilots

ED Decision 2015/030/R

APPLICABILITY OF THE DATA LINK RECORDING REQUIREMENT

(a)If it is certain that the aeroplane cannot use data link communication messages for ATS communications corresponding to any application designated by CAT.IDE.A.195(a)(1), then the data link recording requirement does not apply.

(b)Examples where the aeroplane cannot use data link communication messages for ATS communications include but are not limited to the cases where:

(1)the aeroplane data link communication capability is disabled permanently and in a way that it cannot be enabled again during the flight;

(2)data link communications are not used to support air traffic service (ATS) in the area of operation of the aeroplane; and

(3)the aeroplane’s data link communication equipment cannot communicate with the equipment used by ATS in the area of operation of the aeroplane.

Regulation (EU) No 965/2012

Compliance with CVR and FDR requirements may be achieved by:

(a)one flight data and cockpit voice combination recorder in the case of aeroplanes required to be equipped with a CVR or an FDR;

(b)one flight data and cockpit voice combination recorder in the case of aeroplanes with an MCTOM of 5 700 kg or less and required to be equipped with a CVR and an FDR; or

(c)two flight data and cockpit voice combination recorders in the case of aeroplanes with an MCTOM of more than 5 700 kg and required to be equipped with a CVR and an FDR.

ED Decision 2021/005/R

GENERAL

(a)When two flight data and cockpit voice combination recorders are installed, one should be located near the flight crew compartment, in order to minimise the risk of data loss due to a failure of the wiring that gathers data to the recorder. The other should be located at the rear section of the aeroplane, in order to minimise the risk of data loss due to recorder damage in the case of a crash.

(b)When two flight data and cockpit voice combination recorders are installed and an alternate power source is required for the CVR function, it is acceptable to provide this alternate power source only to the cockpit-mounted area microphone and to one recorder.

ED Decision 2014/015/R

GENERAL

(a)A flight data and cockpit voice combination recorder is a flight recorder that records:

(1)all voice communications and aural environment required by CAT.IDE.A.185 regarding CVRs; and

(2)all parameters required by CAT.IDE.A.190 regarding FDRs,

with the same specifications required by those paragraphs.

(b)In addition, a flight data and cockpit voice combination recorder may record data link communication messages and related information required by CAT.IDE.A.195.

Regulation (EU) 2019/1384

(a)Aeroplanes shall be equipped with:

(1)a seat or berth for each person on board who is aged 24 months or more;

(2)a seat belt on each passenger seat and restraining belts for each berth except as specified in (3);

(3)a seat belt with upper torso restraint system on each passenger seat and restraining belts on each berth in the case of aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less, having an individual CofA first issued on or after 8 April 2015;

(4)a child restraint device (CRD) for each person on board younger than 24 months;

(5)a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration:

(i)on each flight crew seat and on any seat alongside a pilot’s seat;

(ii)on each observer seat located in the flight crew compartment;

(6)a seat belt with upper torso restraint system on each seat for the minimum required cabin crew.

(b)A seat belt with upper torso restraint system shall have:

(1)a single point release;

(2)on the seats for the minimum required cabin crew, two shoulder straps and a seat belt that may be used independently; and

(3)on flight crew members’ seats and on any seat alongside a pilot’s seat, either of the following:

(i)two shoulder straps and a seat belt that may be used independently;

(ii)a diagonal shoulder strap and a seat belt that may be used independently for the following aeroplanes:

(A)aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are compliant with the emergency landing dynamic conditions defined in the applicable certification specification;

(B)aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are not compliant with the emergency landing dynamic conditions defined in the applicable certification specification and having an individual CofA first issued before 28 October 2014;

(C)aeroplanes certified in accordance with CS-VLA or equivalent and CS-LSA or equivalent.

ED Decision 2019/019/R

CHILD RESTRAINT DEVICES (CRDs)

(a)A CRD is considered to be acceptable if:

(1)it is a ‘supplementary loop belt’ manufactured with the same techniques and the same materials as the approved safety belts; or

(2)it complies with (b).

(b)Provided the CRD can be installed properly on the respective aircraft seat, the following CRDs are considered acceptable:

(1)CRDs approved for use in aircraft according to the European Technical Standard Order ETSO-C100c on Aviation Child Safety Device (ACSD);

(2)CRDs approved by EASA through a Type Certificate or Supplemental Type Certificate;

(3)Child seats approved for use in motor vehicles on the basis of the technical standard specified in point (i) below. The child seat must be also approved for use in aircraft on the basis of the technical standard specified in either point (ii) or point (iii):

(i)UN Standard ECE R44-04 (or 03), or ECE R129 bearing the respective ‘ECE R’ label; and

(ii)German ‘Qualification Procedure for Child Restraint Systems for Use in Aircraft’ (TÜV/958-01/2001) bearing the label ‘For Use in Aircraft’; or

(iii) Other technical standard acceptable to the competent authority. The child seat should hold a qualification sign that it can be used in aircraft.

(4)Child seats approved for use in motor vehicles and aircraft according to Canadian CMVSS 213/213.1 bearing the respective label;

(5)Child seats approved for use in motor vehicles and aircraft according to US FMVSS No 213 and bearing one or two labels displaying the following two sentences:

(i)‘THIS CHILD RESTRAINT SYSTEM CONFORMS TO ALL APPLICABLE FEDERAL MOTOR VEHICLE SAFETY STANDARDS’; and

(ii)in red letters ‘THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT’;

(6)Child seats approved for use in motor vehicles and aircraft according to Australia/New Zealand’s technical standard AS/NZS 1754:2013 bearing the green part on the label displaying ‘For Use in Aircraft’; and

(7)CRDs manufactured and tested according to other technical standards equivalent to those listed above. The devices should be marked with an associated qualification sign, which shows the name of the qualification organisation and a specific identification number, related to the associated qualification project. The qualifying organisation should be a competent and independent organisation that is acceptable to the competent authority.

(c)Location

(1)Forward-facing child seats may be installed on both forward-and rearward-facing passenger seats, but only when fitted in the same direction as the passenger seat on which they are positioned. Rearward-facing child seats should only be installed on forward-facing passenger seats. A child seat should not be installed within the radius of action of an airbag unless it is obvious that the airbag is de-activated or it can be demonstrated that there is no negative impact from the airbag.

(2)An infant/child in a CRD should be located in the vicinity of a floor level exit.

(3)An infant/child in a CRD should not hinder evacuation for any passenger.

(4)An infant/child in a CRD should neither be located in the row (where rows are existing) leading to an emergency exit nor located in a row immediately forward or aft of an emergency exit. A window passenger seat is the preferred location. An aisle passenger seat or a cross aisle passenger seat that forms part of the evacuation route to exits is not recommended. Other locations may be acceptable provided the access of neighbour passengers to the nearest aisle is not obstructed by the CRD.

(5)In general, only one CRD per row segment is recommended. More than one CRD per row segment is allowed if the infants/children are from the same family or travelling group provided the infants/children are accompanied by a responsible adult sitting next to them in the same row segment.

(6)A row segment is one or more seats side-by-side separated from the next row segment by an aisle.

(d)Installation

(1)CRDs tested and approved for use in aircraft should only be installed on a suitable passenger seat by the method shown in the manufacturer’s instructions provided with each CRD and with the type of connecting device they are approved for the installation in aircraft. CRDs designed to be installed only by means of rigid bar lower anchorages (ISOFIX or equivalent) should only be used on passenger seats equipped with such connecting devices and should not be secured by passenger seat lap belt.

(2)All safety and installation instructions should be followed carefully by the responsible adult accompanying the infant/child. Operators should prohibit the use of a CRD not installed on the passenger seat according to the manufacturer's instructions or not approved for use in aircraft.

(3)If a forward-facing child seat with a rigid backrest is to be fastened by a seat lap belt, the restraint device should be fastened when the backrest of the passenger seat on which it rests is in a reclined position. Thereafter, the backrest is to be positioned upright. This procedure ensures better tightening of the child seat on the aircraft seat if the aircraft seat is reclinable.

(4)The buckle of the adult safety belt must be easily accessible for both opening and closing, and must be in line with the seat belt halves (not canted) after tightening.

(5)Forward-facing restraint devices with an integral harness must not be installed such that the adult safety belt is secured over the infant.

(e)Operation

(1)Each CRD should remain secured to a passenger seat during all phases of flight unless it is properly stowed when not in use.

(2)Where a child seat is adjustable in recline, it must be in an upright position for all occasions when passenger restraint devices are required.

ED Decision 2016/015/R

UPPER TORSO RESTRAINT SYSTEM

(a)A restraint system, including a seat belt, two shoulder straps and additional straps is deemed to be compliant with the requirement for restraint systems with two shoulder straps.

(b)An upper torso restraint system which restrains permanently the torso of the occupant is deemed to be compliant with the requirement for an upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration.

(c)The use of the upper torso restraint independently from the use of the seat belt is intended as an option for the comfort of the occupant of the seat in those phases of flight where only the seat belt is required to be fastened. A restraint system including a seat belt and an upper torso restraint that both remain permanently fastened is also acceptable.

SEAT BELT

(d)A seat belt with a diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for a seat belt (two anchorage points).

ED Decision 2014/015/R

SEATS FOR MINIMUM REQUIRED CABIN CREW

(a)Seats for the minimum required cabin crew members should be located near required floor level emergency exits, except if the emergency evacuation of passengers would be enhanced by seating cabin crew members elsewhere. In this case, other locations are acceptable.

(b)Such seats should be forward-or rearward-facing within 15° of the longitudinal axis of the aeroplane.

ED Decision 2016/015/R

EMERGENCY LANDING DYNAMIC CONDITIONS

Emergency landing dynamic conditions are defined in 23.562 of CS-23 or equivalent and in 25.562 of CS-25 or equivalent.

ED Decision 2019/019/R

USE OF CHILD SEATS ON BOARD

Guidance on child restraint devices and facilitation of mutual acceptance of these devices can be found in ICAO Doc 10049 ‘Manual on the approval and use of child restraint systems’.

Regulation (EU) No 965/2012

Aeroplanes in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.

Regulation (EU) No 379/2014

Aeroplanes shall be equipped with:

(a)in the case of aeroplanes with an MOPSC of more than 19, a door between the passenger compartment and the flight crew compartment, with a placard indicating ‘crew only’ and a locking means to prevent passengers from opening it without the permission of a member of the flight crew;

(b)a readily accessible means for opening each door that separates a passenger compartment from another compartment that has emergency exits;

(c)a means for securing in the open position any doorway or curtain separating the passenger compartment from other areas that need to be accessed to reach any required emergency exit from any passenger seat;

(d)a placard on each internal door or adjacent to a curtain that is the means of access to a passenger emergency exit, to indicate that it shall be secured open during take-off and landing; and

(e)a means for any member of the crew to unlock any door that is normally accessible to passengers and that can be locked by passengers.