Rule2026-07637
Special Condition: Airworthy Inc., Airbus SAS, Model A330-300 Series Airplanes; Installation of a Crew Rest Module
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 20, 2026
Effective
April 20, 2026
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
These special conditions are issued for the Airbus Model A330- 300 series airplane. This airplane, as modified by Airworthy Inc. (Airworthy), 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 the installation of a crew rest compartment which will be located in what is currently the Class E main deck 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 91 Issue 75 (Monday, April 20, 2026)</title>
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[Federal Register Volume 91, Number 75 (Monday, April 20, 2026)]
[Rules and Regulations]
[Pages 20869-20874]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-07637]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2025-1292; Special Conditions No. 25-882-SC]
Special Condition: Airworthy Inc., Airbus SAS, Model A330-300
Series Airplanes; Installation of a Crew Rest Module
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 Airbus Model A330-
300 series airplane. This airplane, as modified by Airworthy Inc.
(Airworthy), 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 the
installation of a crew rest compartment which will be located in what
is currently the Class E main deck 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: These special conditions are effective on April 20, 2026. Send
comments on or before June 4, 2026.
ADDRESSES: Send comments identified by Docket No. FAA-2025-1292 using
any of the following methods:
Federal e-Regulations Portal: Go to <a href="http://www.regulations.gov">www.regulations.gov</a> and follow
the online instructions for sending your comments electronically.
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.
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.
Fax: Fax comments to Docket Operations at (202) 493-2251.
Docket: Background documents or comments received may be read at
<a href="http://www.regulations.gov">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: Artiom Kostiouk, Cabin Safety, AIR-
624, Technical Policy Branch, Policy and Standards Division, Aircraft
Certification Service, Federal Aviation Administration, 800
Independence Avenue SW, Washington, DC 20591; telephone (202) 267-4694;
email: <a href="/cdn-cgi/l/email-protection#2c4d5e5845434102410247435f58454359476c4a4d4d024b435a"><span class="__cf_email__" data-cfemail="d1b0a3a5b8bebcffbcffbabea2a5b8bea4ba91b7b0b0ffb6bea7">[email protected]</span></a>.
[[Page 20870]]
SUPPLEMENTARY INFORMATION: The substance of these special conditions
has been published in the Federal Register for public comment in
several prior instances with no substantive comments received.
Therefore, the FAA finds, pursuant to title 14, Code of Federal
Regulations (14 CFR) 11.38(b), that new comments are unlikely, and
notice and comment prior to this publication are unnecessary.
Privacy
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received without change to
<a href="http://www.regulations.gov">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 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 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
proposed special conditions. Send submissions containing CBI to the
individual listed in the For Further Information contact section above.
Comments the FAA receives, which are not specifically designated as
CBI, will be placed in the public docket for these proposed special
conditions.
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 January 9, 2024, Airworthy applied for a supplemental type
certificate to install a crew rest module on Airbus A330-300 series
airplanes. Throughout these special conditions, the FAA will refer to
the crew rest module as a crew rest compartment. These Airbus A330-300
airplanes, as configured, are twin-engine, transport category airplanes
configured as a freighter. These airplanes have a maximum take-off
weight ranging from 405,650 lbs. to 533,518 lbs., depending on the
model series.
Type Certification Basis
Under the provisions of 14 CFR 21.101, Airworthy must show the
Airbus Model A330-300 series airplane, as changed, continues to meet
the applicable provisions of the regulations listed in Type Certificate
No. A46NM 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 Airbus Model A330-300 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 Airbus Model A330-300 series airplane must comply with
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 Airbus Model A330-300 series airplane, as modified by
Airworthy, Inc., will incorporate the following novel or unusual design
feature(s):
A crew rest compartment in the forward position of the Class E main
deck cargo compartment.
Discussion
Airworthy intends to install crew rest compartments on Airbus Model
A330-300 series airplanes that are configured as freighters. Section
25.819 applies to lower deck service compartments (including galleys)
but is not directly applicable to crew rest compartments on the main
deck. The applicable airworthiness regulations do not contain adequate
or appropriate safety standards for this design feature. Special
conditions are required for the certification of this crew rest
compartment to supplement 14 CFR part 25.
The crew rest compartment will be located in what is currently the
Class E main deck cargo compartment. 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 aircraft
electrical and environmental control systems. Occupancy for the crew
rest compartment will be limited to a maximum of four (4) occupants.
The crew rest compartment will contain approved 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, i.e., not during taxi, takeoff or landing. A smoke detection
system, manual fire-fighting 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
previous exemptions (reference Exemption No. 12805), 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.\2\ This
complexity includes airflow management features
[[Page 20871]]
that prevent hazardous quantities of smoke or fire extinguishing agents
from entering any other compartment occupied by the crew or passengers.
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\2\ Refer to Advisory Circular (AC) 25.1309-1A, ``System Design
and Analysis,'' para. 6.d, dated June 21, 1988.
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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 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.
The special conditions contain the additional safety standards that
the Administrator considers necessary to establish a level of safety
equivalent to those established by the existing airworthiness
standards.
Applicability
As discussed above, these special conditions are applicable to the
Airbus Model A330-300 series airplane. Should Airworthy apply at a
later date for a supplemental type certificate to modify any other
model included on Type Certificate No. A46NM to incorporate the same
novel or unusual design feature, these special conditions would apply
to the other model as well.
Conclusion
This action affects only a certain novel or unusual design feature
on the Airbus Model A330-300 series 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, and
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 Airbus Model A330-300 series
airplanes, as modified by Airworthy Inc.
(a) The 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 with 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 crew members 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 passenger baggage is not allowed.
(2) At least one ashtray must be located conspicuously on or near
the entry way 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 there is low headroom at or near an evacuation route, provisions
must be made to prevent, or to protect occupants of the crew rest
compartment 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 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
[[Page 20872]]
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; and
(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 communication
between crewmembers on the flight deck and 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 the flightcrew to alert 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
seat belts 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 must be compatible with occupant sleeping attitude
during cruise conditions. A placard must be located on each sleeping
berth and require that seatbelts be fastened when occupied. If
compliance with any of the other requirements of these special
conditions is based on a sleeping berth with an occupant's specific
head location, a placard must identify the head position.
(i) In lieu of the requirements specified in Sec. 25.1439(a) at
Amendment 25-38, that pertain to isolated compartments, and to provide
a level of safety equivalent to that which is provided 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 portable protective breathing equipment (PBE) devices,
approved to Technical Standard Order C116 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 numbers prescribed in Special Condition (i), may be
required as a result of any egress analysis completed to meet the
requirements of Special Condition (b)(1).
(j) A smoke- or fire-detection system (or systems) must be provided
that monitors each occupiable area 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 seating area of the crew rest compartment.
This warning must be readily detected 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 1-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) at Amendment 25-151, a portable oxygen unit
meeting the requirements of Special Condition (n) 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
[[Page 20873]]
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 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. 25.1443(a) or (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) at Amendment 25-115;
(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; and
(4) be sized adequately for continuous and uninterrupted use during
a worst-case flight duration following decompression or must be of
sufficient duration to allow the occupants to return to their seats
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 Special Condition (n) 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, 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 that 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 Special Condition (n) is required for each seat or
sleeping berth.
(2) A placard is required, adjacent to 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 (Special Condition (e));
(ii) Emergency alarm system (Special Condition (g));
(iii) Fasten-seatbelt signal, or return-to-seat signal, as
applicable (Special Condition (h)); and
(iv) A smoke- or fire-detection system (Special Condition (j)).
(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 25-58. An exit sign with a reduced
background area, as described in Special Condition (d)(1), 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 prevent 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 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 25-58, directing
occupants to the primary exit. An exit sign with a reduced background
area, as described in Special Condition (d)(1), may be used to meet
this requirement.
(iii) Special Conditions (e) (emergency illumination), (g)
(emergency alarm system), (h) (fasten-seatbelt signal, or return-to-
seat signal, as applicable), and (j) (smoke- or fire-detection system)
must be met with the door open or closed.
(iv) Special Conditions (f) (two-way voice communication) and (i)
(emergency firefighting and protective equipment) 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 25-116 or later. Seat cushions and mattresses must
comply with the flammability requirements of Sec. 25.853(c) at
Amendment 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 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 25-60, Sec. 25.857 at Amendment 25-60, and Sec. 25.858 at
Amendment 25-54 when the module (container) is not installed.
(3) Use of an emergency-evacuation route must not require occupants
of the
[[Page 20874]]
crew rest compartment to enter the cargo compartment as a means by
which to return to the flight deck/seating area.
(4) The aural warning in Special Condition (g) must sound 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 in-flight 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.
Table 1 to Paragraph (4)(f)--Stowage Compartment Interior Volumes
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Fire protection features Less than 25 ft\3\ 25 ft\3\ to 57 ft\3\ 57 ft\3\ to 200 ft\3\
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Materials of Construction \1\........ Yes.................... Yes.................... Yes.
Detectors \2\........................ No..................... Yes.................... Yes.
Liner \3\............................ No..................... No..................... Yes.
Locating Device \4\.................. No..................... Yes.................... Yes.
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\1\ Material: 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\ 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 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 seating area in the crew rest compartment.
\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-Locating Device: 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 in Fort Worth, Texas, on April 15, 2026.
Jorge R. Castillo,
Manager, Technical Policy Branch, Policy and Standards Division,
Aircraft Certification Service.
[FR Doc. 2026-07637 Filed 4-17-26; 8:45 am]
BILLING CODE 4910-13-P
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</html>Indexed from Federal Register on April 20, 2026.
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.