Rule2022-09207
Special Conditions: Commercial Aircraft Interiors, LLC, Boeing 767-300F Airplane; Installation of Main-Deck Crew-Rest Compartment
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
April 29, 2022
Effective
April 29, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
These special conditions are issued for the Boeing Model 767- 300F series airplane. This airplane, as modified by Commercial Aircraft Interiors, LLC (CAI), will have a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport category airplanes. This design feature is a crew-rest compartment that is a one piece self-contained unit for installation in the forward position of the Class E cargo compartment. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards.
Full Text
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<title>Federal Register, Volume 87 Issue 83 (Friday, April 29, 2022)</title>
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[Federal Register Volume 87, Number 83 (Friday, April 29, 2022)]
[Rules and Regulations]
[Pages 25402-25407]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-09207]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2022-0442; Special Conditions No. 25-823-SC]
Special Conditions: Commercial Aircraft Interiors, LLC, Boeing
767-300F Airplane; Installation of Main-Deck Crew-Rest Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the Boeing Model 767-
300F series airplane. This airplane, as modified by Commercial Aircraft
Interiors, LLC (CAI), will have a novel or unusual design feature when
compared to the state of technology envisioned in the airworthiness
standards for transport category airplanes. This design feature is a
crew-rest compartment that is a one piece self-contained unit for
installation in the forward position of the Class E cargo compartment.
The applicable airworthiness regulations do not contain adequate or
appropriate safety standards for this design feature. These special
conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
DATES: This action is effective on Commercial Aircraft Interiors, LLC
on April 29, 2022. Send comments on or before June 13, 2022.
ADDRESSES: Send comments identified by Docket No. FAA-2022-0442 using
any of the following methods:
<bullet> Federal eRegulations Portal: Go to <a href="https://www.regulations.gov/">https://www.regulations.gov/</a> and follow the online instructions for sending
your comments electronically.
<bullet> Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
<bullet> Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
<bullet> Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: Except for Confidential Business Information (CBI) as
described in the following paragraph, and other information as
described in title 14, Code of Federal Regulations (14 CFR) 11.35, the
FAA will post all comments received without change to <a href="https://www.regulations.gov/">https://www.regulations.gov/</a>, including any personal information you provide.
The FAA will also post a report summarizing each substantive verbal
contact received about these special conditions.
Confidential Business Information: Confidential Business
Information (CBI) is commercial or financial information that is both
customarily and actually treated as private by its owner. Under the
Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from
public disclosure. If your comments responsive to these special
conditions contain commercial or financial information that is
customarily treated as private, that you actually treat as private, and
that is relevant or responsive to these special conditions, it is
important that you clearly designate the submitted comments as CBI.
Please mark each page of your submission containing CBI as ``PROPIN.''
The FAA will treat such marked submissions as confidential under the
FOIA, and the indicated comments will not be placed in the public
docket of these special conditions. Send submissions containing CBI to
John Shelden, Human Machine Interface, AIR-626, Technical Innovation
Policy Branch, Policy and Innovation Division, Aircraft Certification
Service, Federal Aviation Administration, 2200 South 216th Street, Des
Moines, Washington 98198; telephone 206-231-3214; email
<a href="/cdn-cgi/l/email-protection#c7ada8afa9e9b4afa2aba3a2a987a1a6a6e9a0a8b1"><span class="__cf_email__" data-cfemail="c2a8adaaacecb1aaa7aea6a7ac82a4a3a3eca5adb4">[email protected]</span></a>. Comments the FAA receives, which are not
specifically designated as CBI, will be placed in the
[[Page 25403]]
public docket for these special conditions.
Docket: Background documents or comments received may be read at
<a href="https://www.regulations.gov/">https://www.regulations.gov/</a> at any time. Follow the online
instructions for accessing the docket or go to Docket Operations in
Room W12-140 of the West Building Ground Floor at 1200 New Jersey
Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: John Shelden, Human Machine Interface,
AIR-626, Technical Innovation Policy Branch, Policy and Innovation
Division, Aircraft Certification Service, Federal Aviation
Administration, 2200 South 216th Street, Des Moines, Washington 98198;
telephone 206-231-3214; email <a href="/cdn-cgi/l/email-protection#2a404542440459424f464e4f446a4c4b4b044d455c"><span class="__cf_email__" data-cfemail="deb4b1b6b0f0adb6bbb2babbb09eb8bfbff0b9b1a8">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION: The substance of these special conditions,
as applied to the installation of crew-rest compartments in the upper
and lower lobes of the airplane, has been published in the Federal
Register for public comment in several prior instances. In the past
decade, comments were received in 2013 and 2014, but did not affect the
substance of these special conditions. In 2017, The FAA approved an
identical special condition, 25-702-SC for TTF Aerospace. Comments were
received but did not affect the substance of these special conditions.
Therefore, the FAA finds, pursuant to Sec. 11.38(b), that new comments
are unlikely, and notice and comment prior to this publication are
unnecessary and that is further unnecessary to delay the effective
date.
Comments Invited
The FAA invites interested people to take part in this rulemaking
by sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
The FAA will consider all comments received by the closing date for
comments. The FAA may change these special conditions based on the
comments received.
Background
On June 18, 2021, CAI applied for a supplemental type certificate
for the installation of crew-rest compartments on the Boeing Model 767-
300F series airplanes. The Boeing Model 767-300F series airplane is a
transport category, wide body freighter equipped with two General
Electric CF6-80C2B6F or B7F engines, and a Class E cargo compartment.
The airplane has a maximum takeoff weight of approximately 412,000
pounds.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, CAI must show that the Boeing Model 767-300F series
airplane, as changed, continues to meet the applicable provisions of
the regulations listed in Type Certificate No. A1NM or the applicable
regulations in effect on the date of application for the change, except
for earlier amendments as agreed upon by the FAA.
If the Administrator finds that the applicable airworthiness
regulations (e.g., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Boeing Model 767-300F series
airplane because of a novel or unusual design feature, special
conditions are prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate, to incorporate the same novel or unusual design feature,
these special conditions would also apply to the other model under
Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 767-300F series airplane must comply with
the fuel vent and exhaust emission requirements of 14 CFR part 34, and
the noise certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.101.
Novel or Unusual Design Features
The Boeing Model 767-300F series airplane, as modified by
Commercial Aircraft Interiors, LLC, will incorporate the following
novel or unusual design feature:
The installation of a crew-rest compartment that is a one piece
self-contained unit for installation in the forward position of the
Class E cargo compartment.
Discussion
The crew-rest compartment will be located in what is currently the
Class E main deck cargo compartment of Boeing Model 767-300F series
airplane. It will be designed as a one piece self-contained unit for
installation in the forward portion of the cargo compartment. The crew-
rest compartment will be attached to the existing cargo restraint
system, and will interface with the left-hand wall of the cargo
compartment, with a seal that will surround the access door that
currently provides passage to and from the Class E cargo compartment.
Crew-rest compartment occupancy will be limited to a maximum of four
(4) occupants.
The crew-rest compartment will contain approved seats or sleeping
berths, able to withstand the maximum flight loads when occupied, for
each occupant permitted in the crew-rest compartment, and it will only
be occupied in flight, not during taxi, takeoff or landing. A smoke
detection system, manual firefighting system, oxygen supply and
occupant amenities will be provided in the crew-rest compartment. The
access door will provide entry to and from the crew-rest compartment.
Section 25.857(e) at amendment level 25-93, requires that, when a
Class E cargo compartment is installed on the airplane, the airplane
must be used for carriage of cargo only. However, consistent with
Exemption No. 12805 regarding the Boeing Model 767-300F, the FAA found
that a crew-rest compartment installed in a Class E cargo compartment
is acceptable, provided that the crew-rest compartment is installed
forward of a smoke barrier.
The FAA considers crew-rest compartment smoke or fire detection and
fire suppression systems complex when the structured methods of
analysis are needed for a thorough and valid safety assessment (refer
to AC 25.1309-1A, titled ``System Design and Analysis'', paragraph
6.d). This complexity includes airflow management features that prevent
hazardous quantities of smoke or fire extinguishing agents from
entering any other compartment occupied by the crew or passengers.
The FAA considers failure of the crew-rest compartment fire
protection systems (i.e., smoke or fire detection and fire suppression
systems), in conjunction with a crew-rest compartment fire to be a
catastrophic event. Based on the ``Depth of Analysis Flowchart'' shown
in Figure 2 of AC 25.1309-1A, the depth of analysis should include both
qualitative and quantitative assessments (refer to paragraphs 8d, 9,
and 10 of AC 25.1309-1A). In addition, flammable fluids, explosives, or
other dangerous cargo are prohibited from the crew-rest compartment.
The requirements in this document are intended to enable
crewmember(s) quick entry to the crew-rest compartment to locate a fire
source, and
[[Page 25404]]
also inherently place limits on the size of the crew-rest area, as well
as the amount of baggage that may be stored inside the crew-rest
compartment. Baggage in the crew-rest compartment must be limited to
the crews' personal luggage, and must not be used for cargo storage or
other baggage. The design of a system to include cargo storage or other
baggage would require additional requirements to ensure safe operation.
The addition of galley equipment or a kitchenette incorporating a
heat source (e.g., cook tops, microwaves, coffee pots, etc.), other
than a conventional lavatory or kitchenette water heater, within the
crew-rest compartment, may require additional special conditions, and
is prohibited until such conditions are approved. A water heater is
acceptable without additional special conditions.
These special conditions contain the additional safety standards
that the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 767-300F series airplane. Should Commercial Aircraft
Interiors, LLC apply at a later date for a supplemental type
certificate to modify any other model included on Type Certificate No.
A1NM, to incorporate the same novel or unusual design feature, these
special conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design feature on
one model of airplane. It is not a rule of general applicability and
affects only the applicant who applied to the FAA for approval of these
features on the airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
Authority Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702,
44704.
The Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Boeing Model 767-300F series
airplanes, as modified by Commercial Aircraft Interiors, LLC. The
maximum occupancy of the crew-rest compartment must be added to the
limitations section of the airplane flight manual. The operating
procedures, warnings, alarms and alerts listed below must be added to
the normal and emergency procedures sections of the airplane flight
manual as appropriate.
(a) Occupancy of the crew-rest compartment is limited to the total
number of installed sleeping berths and seats in each compartment. Each
occupant permitted in the crew-rest compartment must be provided an
approved seat or sleeping berth able to withstand the maximum flight
loads when occupied. The maximum occupancy is four in the crew-rest
compartment, accounting for two sleeping berths and two seats.
(1) An appropriate placard must be displayed in a conspicuous
location at each entrance to the crew-rest compartment to indicate the
following:
(i) The maximum number of occupants allowed.
(ii) That occupancy is restricted to crewmembers who are trained in
evacuation procedures for the crew-rest compartment.
(iii) That occupancy is prohibited during taxi, takeoff, and
landing.
(iv) That smoking is prohibited in the crew-rest compartment.
(v) That hazardous quantities of flammable fluids, explosives, or
other dangerous cargo are prohibited from the crew-rest compartment.
(vi) That stowage in the crew-rest compartment must be limited to
emergency equipment, airplane supplied equipment (e.g., bedding), and
crew personal luggage. Cargo and other baggage is not allowed.
(2) At least one ashtray must be located conspicuously on or near
the entry side of any entrance to the crew-rest compartment.
(3) If access to the remainder of the Class E cargo compartment is
required from the crew-rest compartment, doors must be designed to be
easily opened from both within and outside of the crew-rest
compartment. If a locking mechanism is installed, it must be capable of
being unlocked from the outside without the aid of special tools. The
lock must not prevent opening from the inside of the compartment at any
time.
(4) For all doors installed in the evacuation routes, they must be
designed such that they do not allow anyone to be trapped inside the
crew-rest compartment. If a locking mechanism is installed on an
evacuation route door, it must be capable of being unlocked from the
outside without the aid of special tools. The lock must not prevent
opening the door from the inside of the crew-rest compartment at any
time.
(b) An emergency evacuation route must be available for occupants
of the crew-rest compartment to rapidly evacuate forward to the flight
deck/seating area. The crew-rest compartment access must be able to be
closed from the flight deck/seating area after evacuation. In
addition--
(1) The route must be designed to minimize the possibility of
blockage, which might result from fire, mechanical or structural
failure, or persons standing on top of or against the escape route. The
use of evacuation routes must not be dependent on any powered device.
If an evacuation route has low headroom, provisions must be made to
prevent, or protect crew-rest compartment occupants from, head injury.
(2) Emergency evacuation procedures, including the emergency
evacuation of an incapacitated occupant from the crew-rest compartment,
must be established. All of these procedures must be transmitted to the
operators for incorporation into their training programs and
appropriate operational manuals.
(3) The airplane flight manual, or other suitable means, must
include a limitation requiring that crewmembers be trained in the use
of evacuation routes.
(c) A means must be provided for the evacuation of an incapacitated
person (representative of a 95th percentile male) from the crew-rest
compartment to the flight deck/seating area. The evacuation must be
demonstrated for all evacuation routes.
(d) The following signs and placards must be provided in the crew-
rest compartment:
(1) At least one exit sign, located near each exit, meeting the
requirements of Sec. 25.812(b)(1)(i) at Amendment level 25-58, except
that a sign with reduced background area of no less than 5.3 square
inches (excluding the letters) may be utilized, provided that it is
installed such that the material surrounding the exit sign is light in
color (e.g., white, cream, light beige). If the material surrounding
the exit sign is not light in color, a sign with a minimum of a one
inch wide background border around the letters would also be
acceptable.
(2) An appropriate placard located near each exit defining the
location and the operating instructions for each evacuation route.
(3) Placards must be readable from a distance of 30 inches under
emergency lighting conditions.
[[Page 25405]]
(4) The exit handles and evacuation path operating instruction
placards must be illuminated to at least 160 micro lamberts under
emergency lighting conditions.
(e) In the event of failure of the airplane's main power system, or
of the normal crew-rest compartment lighting system, emergency
illumination must automatically be provided for the crew-rest
compartment, and must be met with the door open or closed. In
addition--
(1) This emergency illumination must be independent of the main
lighting system.
(2) The sources of general cabin illumination may be common to both
the emergency and the main lighting systems, if the power supply to the
emergency lighting system is independent of the power supply to the
main lighting system.
(3) The illumination level must be sufficient for the occupants of
the crew-rest compartment to evacuate to the flight deck/seating area
by means of each evacuation route.
(4) The illumination level must be sufficient, with the privacy
curtains in the closed position, for each occupant of the crew-rest
compartment to locate an oxygen mask.
(f) A means must be provided for two-way voice communications
between crewmembers on the flight deck and occupants of the crew-rest
compartment. The public address system must allow two-way voice
communications between the flight crew and the occupants of the crew-
rest compartment.
(g) A means must be provided for manual activation of an aural
emergency alarm system, audible during normal and emergency conditions,
to enable occupants on the flight deck to alert the occupants in the
crew-rest compartment of an emergency situation. Use of a public
address or crew interphone system is acceptable, provided an adequate
means of differentiating between normal and emergency communications is
incorporated. The system must maintain power in-flight for at least ten
minutes after the shutdown or failure of all engines and auxiliary
power units (APUs), or the disconnection or failure of all power
sources dependent on their continued operation of the engines and APUs.
(h) A readily detectable means must be provided, for seated or
standing occupants of the crew-rest compartment that indicates when
seatbelts should be fastened. In the absence of seats, at least one
means must be provided to accommodate anticipated turbulence (e.g.,
sufficient handholds). Seatbelt type restraints must be provided for
sleeping berths, and be compatible with occupant sleeping attitude
during cruise conditions. A placard must be located on each sleeping
berth, stating it is a requirement that seatbelts be fastened when
occupied. If compliance with any other requirement of these special
conditions is based on a sleeping berth with a specific head location
for occupants, a placard must identify the head position.
(i) In lieu of the requirements of Sec. 25.1439(a) at Amendment
level 25-38, that pertain to isolated compartments, and providing
occupants a level of safety equivalent to occupants of a small,
isolated galley, the following equipment must be provided in the crew-
rest compartment:
(1) At least one approved hand held fire extinguisher, appropriate
for the kinds of fires likely to occur;
(2) Two protective-breathing equipment (PBE) devices, approved to
Technical Standard Order C116A or equivalent, suitable for
firefighting, or one PBE for each hand held fire extinguisher,
whichever is greater; and
(3) One flashlight.
Note: Additional PBEs and fire extinguishers in specific
locations, beyond the minimum requirements prescribed in paragraph
(i) of these special conditions, may be required as a result of any
egress analysis completed to meet the requirements of paragraph
(b)(1) of these special conditions.
(j) A smoke or fire detection system (or systems) must be provided
to monitor each area that can be occupied within the crew-rest
compartment, including those areas partitioned by curtains. Flight
tests must be conducted to show compliance with this requirement. Each
system (or systems) must provide:
(1) A visual indication to the flight deck within one minute after
the start of a fire;
(2) An aural warning in the crew-rest compartment; and
(3) A warning in the main seating area. This warning must be
readily detectable by an occupant of this area.
(k) The crew-rest compartment must be designed such that fires
within the compartment can be controlled without a crewmember having to
enter the compartment, or the design of the access provisions must
allow crewmembers equipped for firefighting to have unrestricted access
to the compartment. The time for a crewmember on the main deck to react
to the fire alarm, to don the firefighting equipment, and to gain
access must not exceed the time for the compartment to become smoke
filled, making it difficult to locate the fire source.
(l) A means must be provided to exclude hazardous quantities of
smoke or extinguishing agent, originating in the crew-rest compartment,
from entering any other area that can be occupied. A means must also be
provided to exclude hazardous quantities of smoke or extinguishing
agent originating in the Class E cargo compartment from entering the
crew-rest compartment. This means must include the time periods during
the evacuation of the crew-rest compartment and, if applicable, when
accessing the crew-rest compartment to manually fight a fire. Smoke
entering any other occupied compartment, when the access to the crew-
rest compartment is opened during an emergency evacuation, must
dissipate within five minutes after the access to the crew-rest
compartment is closed. Hazardous quantities of smoke may not enter any
other occupied compartment during subsequent access to manually fight a
fire in the crew-rest compartment (the amount of smoke entrained by a
firefighter exiting the crew-rest compartment through the access is not
considered hazardous). During the one minute smoke detection time,
penetration of a small quantity of smoke from the crew-rest
compartment, into an occupied area, is acceptable. Flight tests must be
conducted to show compliance with this requirement. If a built-in fire
extinguishing system is used in lieu of manual firefighting, then the
fire extinguishing system must be designed so that no hazardous
quantities of extinguishing agent will enter other occupied
compartments. The system must have adequate capacity to suppress any
fire occurring in the crew-rest compartment, considering the fire
threat, volume of the compartment, and the ventilation rate.
(m) In lieu of providing a supplemental oxygen system in accordance
with Sec. 25.1447(c)(1), a portable oxygen unit meeting the
requirements in paragraph (n) of these special conditions must be
available for each seat and sleeping berth in the crew-rest
compartment. An aural and visual warning must be provided to warn the
occupants of the crew-rest compartment to don oxygen masks in the event
of decompression. The warning must activate before the cabin pressure
altitude exceeds 15,000 feet. The aural warning must sound continuously
for a minimum of five minutes or until a reset push-button in the crew-
rest compartment is pressed for reset. Procedures for decompression
events must be established for crew-rest compartment occupants. These
[[Page 25406]]
procedures must be transmitted to the operator for incorporation into
their training programs and appropriate operational manuals.
(n) The portable oxygen unit must meet the performance requirements
of either Sec. Sec. 25.1443(a) or 25.1443(b), or the equipment must be
shown to protect the occupants from hypoxia at an activity level
required to return to their seat following a rapid decompression to
25,000 feet cabin pressure altitude. In addition, the portable oxygen
equipment must:
(1) Meet Sec. 25.1439(b)(1), (2), and (4).
(2) Be designed to prevent any inward leakage to the inside of the
mask.
(3) Prevent any outward leakage causing significant increase in the
oxygen content of the local atmosphere.
(4) Be sized adequately for continuous and uninterrupted use during
a worst case flight duration following a decompression, or must be of
sufficient duration to allow the occupant(s) to return to their seat
where additional oxygen is readily accessible for the remainder of the
decompression event.
(o) If the airplane contains a destination area, such as a
crewmember changing area, a portable oxygen unit meeting the
requirements in paragraph (n) of these special conditions, must be
readily available for each occupant who may reasonably be expected to
be in the destination area.
(1) An aural and visual warning must be provided to alert the
occupants in the crew-rest compartment to don oxygen masks in the event
of decompression, a fire in the Class E cargo compartment, or in cases
in which a decompression and subsequent climb are required. The warning
must activate before the cabin pressure altitude exceeds 15,000 feet.
The aural warning must sound continuously for a minimum of five minutes
or until a reset push button in the crew-rest compartment is pressed
for reset.
(2) Procedures for decompression events must be established for
crew-rest compartment occupants. These procedures must be transmitted
to the operator for incorporation into their training programs and
appropriate operational manuals. In addition, a decompression panel
must be incorporated into the crew-rest compartment construction.
(p) The following requirements apply to crew-rest compartments that
are divided into several sections by the installation of curtains or
partitions:
(1) To accommodate sleeping occupants, an aural alert must be
available, that can be heard in each section of the crew-rest
compartment. A visual indicator showing how occupants must don an
oxygen mask is required in each section where seats or sleeping berths
are installed. A minimum of one portable oxygen unit, meeting the
requirements in paragraph (n) of these special conditions, is required
for each seat or sleeping berth.
(2) A placard is required, adjacent each curtain that visually
divides or separates, for privacy purposes, the crew-rest compartment
into small sections. The placard must require that the curtains remain
open when the private sections they create are unoccupied.
(3) For each crew-rest compartment section created by the
installation of a curtain, the following requirements must be met with
the curtain open or closed:
(i) Emergency illumination (refer to paragraph (e) of these special
conditions).
(ii) Emergency alarm system (refer to paragraph (g) of these
special conditions).
(iii) Fasten seatbelt signal, or return-to-seat signal, as
applicable (refer to paragraph (h) of these special conditions).
(iv) A smoke or fire detection system (refer to paragraph (j) of
these special conditions).
(4) Compartments visually divided, to the extent that evacuation
could be affected, must have exit signs that direct occupants to the
primary exit. The exit signs must be provided in each separate section
of the crew-rest compartment, and must meet the requirements of Sec.
25.812(b)(1)(i) at Amendment level 25-58. An exit sign with reduced
background area, as described in paragraph (d)(1) of these special
conditions may be used to meet this requirement.
(5) For sections within a crew-rest compartment that are created by
the installation of a partition with a door separating the sections,
the following requirements must be met with the door open or closed:
(i) It must be shown that any door between the sections has been
designed to preclude anyone from being trapped inside the compartment.
Removal of an incapacitated occupant from within this area must be
considered. A secondary evacuation route from a small room, such as a
changing area or lavatory designed for only one occupant for a short
duration, is not required. However, removal of an incapacitated
occupant from within this area must be considered.
(ii) Each section must contain exit signs that meet the
requirements of Sec. 25.812(b)(1)(i) at Amendment level 25-58,
directing occupants to the primary exit. An exit sign with reduced
background area, as described in paragraph (d)(1) of these special
conditions, may be used to meet this requirement.
(iii) Paragraph (e) (emergency illumination), paragraph (g)
(emergency alarm system), paragraph (h) (fasten-seatbelt signal, or
return-to-seat signal, as applicable), and paragraph (j) (smoke- or
fire-detection system) of these special conditions, must be met with
the door open or closed.
(iv) Paragraph (f) (two-way voice communication), and paragraph (i)
(emergency firefighting and protective equipment) of these special
conditions, must be met independently for each separate section, except
for lavatories or other small areas that are not intended to be
occupied for extended duration.
(q) Where a waste disposal receptacle is installed, it must be
equipped with a built-in fire extinguisher designed to discharge
automatically upon occurrence of a fire in the receptacle.
(r) Materials, including finishes or decorative surfaces applied to
the materials, must comply with the flammability requirements of Sec.
25.853 at Amendment level 25-116 or later. Seat cushions and mattresses
must comply with the flammability requirements of Sec. 25.853(c) at
Amendment level 25-116 or later, and the test requirements of part 25,
appendix F, part II, or other equivalent methods.
(s) When a crew-rest compartment is installed or enclosed as a
removable module in part of a cargo compartment, or is located directly
adjacent to a cargo compartment without an intervening cargo
compartment wall, the following applies:
(1) Any wall of the module (container) forming part of the boundary
of the reduced cargo compartment, subject to direct flame impingement
from a fire in the cargo compartment, and including any interface item
between the module (container) and the airplane structure or systems,
must meet the applicable requirements of Sec. 25.855 at Amendment
level 25-60.
(2) Means must be provided so that the fire protection level of the
cargo compartment meets the applicable requirements of Sec. 25.855 at
Amendment level 25-60, Sec. 25.857 at Amendment level 25-60, and Sec.
25.858 at Amendment level 25-54 when the module (container) is not
installed.
(3) Use of an emergency evacuation route must not require occupants
of the crew-rest compartment to enter the cargo compartment as a means
to return to the flight deck/seating area.
(4) The aural warning in paragraph (g) of these special conditions,
must sound
[[Page 25407]]
in the crew-rest compartment in the event of a fire in the cargo
compartment.
(t) All enclosed stowage compartments within the crew-rest
compartment that are not limited to stowage of emergency equipment or
airplane-supplied equipment (e.g., bedding) must meet the design
criteria provided in the table below. As indicated in the table, these
special conditions do not address enclosed stowage compartments greater
than 200 ft\3\ in interior volume. The inflight accessibility of very
large, enclosed stowage compartments, and the subsequent impact on
crewmembers' ability to effectively reach any part of the compartment
with the contents of a hand held fire extinguisher, requires additional
fire protection considerations similar to those required for
inaccessible compartments such as Class C cargo compartments.
Stowage Compartment Interior Volumes
----------------------------------------------------------------------------------------------------------------
Fire protection features Less than 25 ft\3\ 25 ft\3\ to 57 ft\3\ 57 ft\3\ to 200 ft\3\
----------------------------------------------------------------------------------------------------------------
Materials of Construction \1\. Yes....................... Yes...................... Yes.
Detectors \2\................. No........................ Yes...................... Yes.
Liner \3\..................... No........................ No....................... Yes.
Locating Device \4\........... No........................ Yes...................... Yes.
----------------------------------------------------------------------------------------------------------------
\1\ Compliant Materials of Construction: The material used in constructing each enclosed stowage compartment
must at least be fire resistant and must meet the flammability standards established for interior components
(i.e., 14 CFR part 25 Appendix F, Parts I, IV, and V) per the requirements of Sec. 25.853. For compartments
less than 25 ft\3\ in interior volume, the design must ensure the ability to contain a fire likely to occur
within the compartment under normal use.
\2\ Smoke or Fire Detectors: Enclosed stowage compartments equal to or exceeding 25 ft\3\ in interior volume
must be provided with a smoke- or fire-detection system to ensure that a fire can be detected within a one-
minute detection time. Flight tests must be conducted to show compliance with this requirement. Each system
(or systems) must provide:
(a) A visual indication in the flight deck within one minute after the start of a fire;
(b) An aural warning in the crew-rest compartment; and
(c) A warning in the supernumerary seating area.
\3\ Liner: If it can be shown that the material used to construct the stowage compartment meets the flammability
requirements of a liner for a Class B cargo compartment, then no liner would be required for enclosed stowage
compartments equal to or greater than 25 ft\3\ in interior volume but less than 57 ft\3\ in interior volume.
For all enclosed stowage compartments equal to or greater than 57 ft\3\ in interior volume but less than or
equal to 200 ft\3\, a liner must be provided that meets the requirements of Sec. 25.855 at Amendment 25-60
for a Class B cargo compartment.
\4\ Fire-Location Detector: Crew-rest compartments that contain enclosed stowage compartments exceeding 25 ft\3\
interior volume and which are located away from one central location, such as the entry to the crew-rest
compartment or a common area within the crew-rest compartment, would require additional fire-protection
features or related devices to assist a firefighter in determining the location of a fire.
Issued in Kansas City, Missouri, on April 25, 2022.
Patrick R. Mullen,
Manager, Technical Innovation Policy Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2022-09207 Filed 4-28-22; 8:45 am]
BILLING CODE 4910-13-P
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</html>Indexed from Federal Register on April 29, 2022.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.