[Federal Register Volume 66, Number 185 (Monday, September 24, 2001)]
[Proposed Rules]
[Pages 48836-48841]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-23785]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM195; Notice No. 25-01-04-SC]


Special Conditions: Boeing Model 777-200 Series Airplanes; 
Overhead Crew Rest Compartments

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for Boeing Model 777-
200 series airplanes, modified by the Boeing Commercial Airplane Group, 
Wichita. The proposed modification consists of the installation of an 
overhead flightcrew rest (OFCR) and an overhead attendant rest (OAR). 
The applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for these design features. These proposed 
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: Comments must be received on or before October 24, 2001.

ADDRESSES: Comments on this proposal may be mailed in duplicate to: 
Federal Aviation Administration, Transport Airplane Directorate, 
Attention: Rules Docket (ANM-113), Docket No. NM195, 1601 Lind Avenue 
SW., Renton, Washington, 98055-4056; or delivered in duplicate to the 
Transport Airplane Directorate at the above address. Comments must be 
marked: Docket No. NM195. Comments may be inspected in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Jayson Claar, FAA, Airframe/Cabin 
Safety Branch, ANM-115, Transport Standards Staff, Transport Airplane 
Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., 
Renton, Washington, 98055-4056; telephone (425) 227-2194; facsimile 
(425) 227-1320.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of 
these proposed special conditions by submitting such written data, 
views, or arguments, as they may desire. Communications should identify 
the regulatory docket or notice number and be submitted in duplicate to 
the address specified above. All communications received on or before 
the closing date for comments will be considered by the Administrator. 
The proposals described in this action may be changed in light of the 
comments received. All comments received will be available in the Rules 
Docket for examination by interested persons, both before and after the 
closing date for comments. A report summarizing each substantive public 
contact with FAA personnel concerning this rulemaking will be filed in 
the docket. Persons wishing the FAA to acknowledge receipt of their 
comments submitted in response to this action must include with those 
comments a self-addressed, stamped postcard on which the following 
statement is made: ``Comments to NM195.'' The postcard will be date 
stamped and returned to the commenter.

Background

    On September 18, 2000, the Boeing Commercial Airplane Group 
(BCAG)--Wichita Division Designated Alteration Station (DAS) applied 
for a Supplemental Type Certificate (STC) from the Wichita Aircraft 
Certification Office (ACO). The STC is to install an overhead 
flightcrew rest (OFCR) and an overhead attendant rest (OAR) on Boeing 
Model 777-200 series airplanes. The OFCR compartment adjacent to door 
one will include a maximum of two private berths and two seats. 
Occupancy of the OFCR will be limited to a maximum of four occupants. 
The OAR compartment, adjacent to door three, will include a combination 
of private berths and seats for a maximum of twelve occupants. 
Occupancy of the OAR will be limited to a maximum of twelve occupants. 
Follow-on designs may locate the OAR at either door three, or door four 
depending on the Model 777-200 airplane and option(s) selected by the 
customer.
    Both crew rests, OFCR and OAR, will be accessed from the main deck 
by stairs. In addition, an emergency hatch which opens directly into 
the cabin area will be provided for each compartment. A smoke detection 
system, an oxygen system, and occupant amenities will also be provided. 
These compartments will only be occupied in flight, not during taxi, 
takeoff, or landing.
    The Boeing Model 777-200 series airplanes are large twin engine 
airplanes with various passenger capacities and ranges depending upon 
airplane configuration, and currently do not incorporate OFCR and OAR 
compartments in production. While the installation of a crew rest 
compartment is not a new concept for large transport category 
airplanes, each crew rest compartment has unique features based on 
design, location, and use on the airplane. Crew rest compartments have 
been installed and certified in the main passenger area, above the main 
passenger area and below the passenger cabin area within the cargo 
compartment of the Boeing Model 777-200/-300 series airplanes. Also, 
overhead crew rest compartments have been installed on the Boeing Model 
747 series airplanes.
    The FAA has previously issued special conditions, which contain the 
additional safety standards that must be met for the overhead crew 
rests on Boeing Model 747 series airplanes. The FAA certified the lower 
lobe attendant rest on the Boeing Model 777-200 series airplanes by 
equivalent level of safety finding to the requirements of 25.819. In 
addition, the FAA recently issued Special Conditions No. 25-169-SC, 
dated December 1, 2000, for 777-200 series airplanes for overhead crew 
rest to support a STC for Flight Structures Inc (FSI) of Arlington, 
Washington. The Flight Structures, Inc. (FSI) Special Conditions No. 
25-169-SC were amended on May 2, 2001.
    These proposed 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. Certification requirements for pilot 
``sleeping quarters'' per the requirements of 121.485 are not addressed 
in these special conditions. The applicant must work directly with the 
Aircraft Evaluation Group (AEG) with regard to the adequacy of onboard 
sleeping quarters/facilities for compliance with 121.485(a), 121.523(b) 
and 135.269(b)(5). The AEG is responsible for making this finding.

Type Certification Basis

    Under the provisions of 21.101, Boeing must show that the Model 
777-

[[Page 48837]]

200 series airplanes, as changed, continue to meet the applicable 
provisions of the regulations incorporated by reference in Type 
Certificate No. T00001SE or the applicable regulations in effect on the 
date of application for the change. The regulations incorporated by 
reference in the type certificate are commonly referred to as the 
``original type certification basis.'' The regulations incorporated by 
reference in Type Certificate No. T00001SE for the Boeing Model 777-200 
series airplanes include 14 CFR part 25, as amended by Amendments 25-1 
through 25-82. The U.S. type certification basis for the Boeing Model 
777-200 series airplanes is established in accordance with 14 CFR 21.17 
and 21.29 and the type certification application date. The type 
certification basis is listed in Type Certificate Data Sheet No. 
T00001SE.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., part 25) do not contain adequate or appropriate 
safety standards for the Boeing Model 777-200 airplanes because of a 
novel or unusual design feature, special conditions are prescribed 
under the provisions of Sec. 21.16.
    In addition to the applicable airworthiness regulations and special 
conditions, the Boeing Model 777-200 series airplanes 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.
    Special conditions, as appropriate, are issued in accordance with 
Sec. 11.19, after public notice, as required by Sec. 11.38, and become 
part of the type certification basis in accordance with 
Sec. 21.101(b)(2).
    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, 
the special conditions would also apply to the other model under the 
provisions of Sec. 21.101(a)(1).

Novel or Unusual Design Features

    While the installation of a crew rest compartment is not a new 
concept for large transport category airplanes, each compartment design 
has unique features by virtue of its design, location, and use on the 
airplane. Previously, crew rest compartments have been evaluated that 
are installed within the main passenger compartment area of the Boeing 
Model 777-200 and Model 777-300 series airplanes and the overhead area 
of the passenger compartment of the 777-200. Other crew rest 
compartments have been installed below the passenger cabin area, 
adjacent to the cargo compartment. Similar overhead crew rest 
compartments have also been installed on the Boeing Model 747 airplane. 
The interfaces of the modification are evaluated within the interior 
and assessed in accordance with the certification basis of the 
airplane. However, part 25 does not provide all the requirements for 
crew rest compartments within the overhead area of the passenger 
compartment. Further, these special conditions do not negate the need 
to address other applicable part 25 regulations.
    Due to the novel or unusual features associated with the 
installation of this crew rest compartment, special conditions are 
considered necessary to provide a level of safety equal to that 
established by the airworthiness regulations incorporated by reference 
in the type certificate.

Discussion of the Proposed Special Conditions

    In general, the requirements listed in these proposed special 
conditions are similar to those previously approved in earlier 
certification programs, such as for the Boeing Model 777-200 series 
airplanes and Boeing Model 747 overhead crew rest compartments. These 
proposed special conditions establish seating, communication, lighting, 
personal safety, and evacuation requirements for the overhead crew rest 
compartment. In addition, passenger information signs, supplemental 
oxygen, and a seat or berth for each occupant of the crew rest 
compartment would be required. These items are necessary because of 
turbulence and/or decompression. When applicable, the proposed 
requirements parallel the existing requirements for a lower deck 
service compartment and provide an equivalent level of safety to that 
provided for main deck occupants.

Proposed Special Condition No. 1

    Seats and berths must be certified to the maximum flight loads. Due 
to the location and configuration of the crew rest compartment, it is 
proposed that occupancy during taxi, takeoff, and landing would be 
prohibited, and occupancy limited to crewmembers during flight. 
Occupancy would be limited to four in the overhead flightcrew rest 
(OFCR) or the combined total of approved seats and berths in the OFCR, 
whichever is less. Occupancy would be limited to twelve in the overhead 
attendant rest (OAR), or the combined total of approved seats and 
berths in the OAR, whichever is less. Appropriate placards are proposed 
to prohibit passenger access, access by crewmembers not trained in 
evacuation procedures, smoking and hazardous quantities of flammable 
fluids, explosives or other dangerous cargo. Of special note is the 
intended meaning of the phrase ``hazardous quantities'' used above. The 
intent of this term is to continue to accept a practice that permits 
trained crewmembers to carry baggage containing minute quantities of 
flammable fluids (e.g., finger nail polish) that would pose no threat 
to the airplane or its occupants. This wording is consistent with the 
existing wording of Secs. 25.831(d), 25.855 (h)(2), 25.857 (b)(2), 
(c)(3) & (e)(4) and 25.1353(c)(3). Requirements for door access and 
locking and the installation of ashtrays are proposed.

Proposed Special Condition No. 2

    To preclude occupants from being trapped in the crew rest 
compartment in the event of an emergency there must be at least two 
emergency evacuation routes which could be used by each occupant of the 
crew rest compartment to rapidly evacuate to the main cabin. These two 
routes must be sufficiently separated to minimize the possibility of an 
event rendering both routes inoperative. The main entry route meeting 
the appropriate requirements may be utilized as one of the emergency 
evacuation routes or alternatively two other emergency routes must be 
provided. The previous special conditions allowed only one of the 
evacuation routes to terminate in a main aisle, cross aisle or galley 
complex. The idea was to ensure that one of the two routes would be 
clear of moving occupants under most foreseeable circumstances.
    The following provides clarification in the intent of special 
condition 2b concerning the utility of the egress routes. There are 
three issues that should be considered. First, occupied passenger seats 
are not considered an impediment to the use of an egress route, (e.g., 
egress route drops into one row of seats via a hatch), provided that 
the seated occupants do not inhibit the opening of the egress route 
(e.g., hatch).
    The second issue is that the proposed special conditions would 
allow a second route to utilize areas where normal movement of 
passengers occurs if it is demonstrated that the passengers would not 
impede egress to the main deck. If the egress means (hatch in this 
design) opens into a main aisle, cross aisle, or galley complex to an 
extent that it contacts a standing 95th percentile male, the contact 
should only momentarily interrupt the opening of

[[Page 48838]]

the egress hatch. The interruption to the egress means can be 
considered momentary if the egress means will continue to open normally 
once the person has moved out of the way.
    The third consideration is with respect to a passenger in the cabin 
re-closing the escape hatch, effectively preventing the occupants of 
the crew rest area from using the escape route. The escape hatch should 
be provided with a means to prevent it from being inadvertently re-
closed by a passenger on the main deck, but allow the escape hatch to 
be restowed by the crew prior to landing.
    Training requirements for the occupants of the crew rest area are 
included in the proposal.

Proposed Special Condition No. 3

    It is proposed that each evacuation route must be designed and 
procedures specified to allow for removal of an incapacitated person 
from the crew rest compartment to the main deck. Words have been added 
for clarification for evacuation routes having stairways. Additional 
assistants to evacuate an incapacitated person may ascend up to one 
half the elevation change from the main deck to the overhead 
compartment, or to the first landing, whichever is lower. The revised 
FSI special conditions did provide guidance information regarding 
limiting the number of assistants but did not provide their position 
and/or stance on the stairs or landing. The proposal also allows that a 
single row of seats may be emptied for the purposes of demonstrating 
evacuation of an incapacitated person, where the escape route is over 
seats.

Proposed Special Condition No. 4

    Exit signs, placards for evacuation routes, illumination for signs, 
placards and door handles are proposed. The proposal allows for exit 
signs with a reduced background area to be used. These reduced 
background area signs have been allowed under previous equivalent 
levels of safety for small transport executive jets. A proviso has been 
proposed that would limit the material surrounding the sign to be light 
in color to more closely match and enhance the illuminated background 
of the sign that has been reduced in area (letter size stays the same).

Proposed Special Condition No. 5

    To prevent the occupants from being isolated in a dark area due to 
loss of the crew rest compartment lighting, an emergency lighting 
system, which is activated under the same conditions as the main deck 
emergency lighting system, is proposed.

Proposed Special Condition No. 6

    It is proposed that a two-way voice communications and public 
address speaker(s) would be required to alert the occupants to an in-
flight emergency. Also, a system to alert the occupants of the crew 
rest compartment in the event of decompression and to don oxygen masks 
is proposed.

Proposed Special Condition No. 7

    Emergency alarm means or use of the public address system or crew 
interphone system to inform occupants of the OFCR or OAR of an 
emergency situation is proposed. Power duration to the emergency alarm 
after certain failures is proposed.

Proposed Special Condition No. 8

    Proposed Special Condition No. 8 requires a means, readily 
detectable by seated or standing occupants of the crew rest 
compartment, which indicates when seat belts should be fastened. The 
requirement for visibility of the sign by standing occupants may be met 
by a general area sign that is visible to occupants standing in the 
main floor area or corridor of the crew rest area. It would not be 
essential that the sign be visible from every possible location in the 
crew rest area; however, the sign should not be remotely located or 
located where it may be easily obscured.

Proposed Special Condition No. 9

    Since the overhead crew rest compartment is remotely located from 
the passenger cabin, a hand-held fire extinguisher, protective 
breathing equipment and a flashlight are proposed tools specified to 
fight a fire should a fire occur.

Proposed Special Condition No. 10

    Since the overhead crew rest compartment is remotely located from 
the main passenger cabin and will not always be occupied, a smoke 
detection system and appropriate warnings are proposed. The smoke 
detection system must be capable of detecting a fire in each area of 
the compartment created by the installation of a curtain or door.

Proposed Special Condition No. 11

    It is proposed that the crew rest compartment be designed such that 
fires within the compartment can be controlled without having to enter 
the compartment; or, the design of the access provisions must allow 
crew equipped for fire fighting 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 fire fighting equipment, and to gain access must 
not exceed the time for the crew rest compartment to become smoke 
filled, making it difficult to locate the fire source.

Proposed Special Condition No. 12

    This proposed special condition requirement concerning fires within 
the compartment was developed for, and applied to, Boeing Model 777-200 
and Model 777-300 series airplanes lower lobe crew rest compartments. 
It was not applied to the overhead crew rest compartment in earlier 
certification programs such as the Boeing Model 747. The Model 747 
special conditions were issued before the new flammability requirements 
were developed. This requirement originated from a concern that a fire 
in an unoccupied crew rest compartment could spread into the passenger 
compartment, or affect other vital systems, before it could be 
extinguished. The proposed special conditions would require either the 
installation of a manually activated fire containment system that is 
accessible from outside the crew rest compartment, or a demonstration 
that the crew could satisfactorily perform the function of 
extinguishing a fire under the prescribed conditions. A manually 
activated built-in fire extinguishing system would be required only if 
a crewmember could not successfully locate and extinguish the fire 
during a demonstration where the crewmember is responding to the alarm.
    The crew rest compartment smoke or fire detection and fire 
suppression systems (including airflow management features which 
prevent hazardous quantities of smoke or fire extinguishing agent from 
entering any other compartment occupied by crewmembers or passengers) 
is considered complex in terms of paragraph 6d of Advisory Circular 
(AC) 25.1309-1A, ``System Design and Analysis.'' In addition, the FAA 
considers failure of the crew rest compartment fire protection system 
(i.e., smoke or fire detection and fire suppression systems) in 
conjunction with a crew rest 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 (reference paragraphs 8d, 9, and 10 of AC 25.1309-1A). In 
addition, it should be noted that hazardous quantities of flammable 
fluids, explosives, or other dangerous cargo are prohibited from being 
carried in the crew rest area, a prohibition addressed in proposed 
Special Condition No. 1(a)(5).

[[Page 48839]]

    The requirements to enable crewmember(s) quick entry to the crew 
rest compartment and to locate a fire source inherently places limits 
on the amount of baggage that may be carried and the size of the crew 
rest area. The crew rest area is limited to stowage of crew personal 
luggage and it is not intended to be used for the stowage of cargo or 
passenger baggage. The design of such a system to include cargo or 
passenger baggage would require additional requirements to ensure safe 
operation.

Proposed Special Condition No. 13

    Oxygen equipment and a supplemental oxygen deployment warning are 
proposed.

Proposed Special Condition No. 14

    For a divided crew rest compartment, requirements are proposed to 
address supplemental oxygen equipment and deployment means, signs, 
placards, curtains, doors, emergency illumination, alarms, seat belt 
fasten signals, and evacuation routes.

Proposed Special Condition No. 15

    Alleviations to the requirements above for lavatories or other 
small areas within a crew rest area are proposed.

Proposed Special Condition No. 16

    When waste disposal receptacle are installed, fire extinguishers 
are proposed.

Proposed Special Condition No. 17

    The materials in the crew rest compartment must meet the 
flammability requirements of Sec. 25.853(a), and the mattresses must 
meet the fire blocking requirements of Sec. 25.853(c).
    These proposed special conditions provide the regulatory 
requirements necessary for certification of this modification. Other 
special conditions may be developed, as needed, based on further FAA 
review and discussions with the applicant, manufacturer, and civil 
aviation authorities.

Applicability

    As discussed above, these special conditions are applicable to 
Boeing Model 777-200 series airplanes. Should Boeing Commercial 
Airplane Group, Wichita Division Designated Alternation Station, apply 
at a later date for a supplemental type certificate to modify any other 
model included on Type Certificate No. T00001SE to incorporate the same 
novel or unusual design feature, the special conditions would apply to 
that model as well under the provisions of Sec. 21.101(a)(1).
    Certification of the Boeing Model 777-200 series airplanes, 
modified by Boeing Commercial Airplane Group, Wichita Division 
Designated Alternation Station, is currently scheduled for mid-November 
2001. The substance of these special conditions has been subject to the 
notice and public comment procedure previously. For this reason, and 
because a delay would significantly affect the applicant's installation 
of the system and certification of the airplane, the public comment 
period is being shortened to 30 days.

Conclusion

    This action affects only certain novel or unusual design features 
on Boeing Model 777-200 series airplanes. It is not a rule of general 
applicability, and it 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.

    The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type certification basis 
for Boeing Model 777-200 series airplanes, as modified by Boeing 
Commercial Airplane Group, Wichita Division Designated Alteration 
Station, with overhead crew rest compartments, OFCR and/or OAR 
compartments.
    1. Occupancy of the overhead crew rest compartment is limited to 
the total number of installed bunks and seats in each compartment. 
There must be an approved seat or berth able to withstand the maximum 
flight loads when occupied for each occupant permitted in the crew rest 
compartment. The maximum occupancy is four in the OFCR and 12 for the 
OAR.
    (a) There must be appropriate placards, inside and outside to 
indicate:
    (1) The maximum number of occupants allowed,
    (2) That occupancy is restricted to crewmembers that are trained in 
the evacuation procedures for the overhead crew rest compartment,
    (3) That occupancy is prohibited during taxi, take-off and landing, 
and
    (4) That smoking is prohibited in the crew rest compartment.
    (5) That hazardous quantities of flammable fluids, explosives, or 
other dangerous cargo are prohibited from the crew rest compartment.
    (b) There must be at least one ashtray on the inside and outside of 
any entrance to the crew rest compartment.
    (c) There must be a means to prevent passengers from entering the 
compartment in the event of an emergency or when no flight attendant is 
present.
    (d) There must be a means for any door installed between the crew 
rest compartment and passenger cabin to be capable of being quickly 
opened from inside the compartment, even when crowding occurs at each 
side of the door.
    (e) For all doors installed, there must be a means to preclude 
anyone from being trapped inside the 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.
    2. There must be at least two emergency evacuation routes, which 
could be used by each occupant of the crew rest compartment to rapidly 
evacuate to the main cabin. In addition--
    (a) The routes must be located with sufficient separation within 
the compartment, and between the evacuation routes, to minimize the 
possibility of an event rendering both routes inoperative.
    (b) The routes must be designed to minimize the possibility of 
blockage, which might result from fire, mechanical or structural 
failure, or persons standing below or against the escape route. One of 
two evacuation routes should not be located where, during times in 
which occupancy is allowed, normal movement by passengers occurs (i.e. 
main aisle, cross aisle or galley complex) that would impede egress of 
the crew rest compartment. If an evacuation route utilizes an area 
where normal movement of passengers occurs, it must be demonstrated 
that passengers would not impede egress to the main deck. If there is 
low headroom at or near the evacuation route, provisions must be made 
to prevent or to protect occupants (of the crew rest area) from head 
injury. The use of evacuation routes must not be dependent on any 
powered device. If the evacuation path is over an area where there are 
passenger seats, a maximum of one row of passengers may be displaced 
from their seats temporarily during the evacuation process. If the 
evacuation procedure involves the evacuee stepping on seats, the seats 
must not be damaged to the extent that they would not be acceptable

[[Page 48840]]

for occupancy during an emergency landing.
    (c) Emergency evacuation procedures and the emergency evacuation of 
incapacitated occupant procedures must be established and transmitted 
to the operator for incorporation into their training programs and 
appropriate operational manuals. If the evacuation path is over an area 
where there are passenger seats, a maximum of one row of passengers may 
be displaced from their seats temporarily during the evacuation 
process.
    (d) There must be a limitation in the Airplane Flight Manual or 
other suitable means requiring that crewmembers be trained in the use 
of evacuation routes.
    3. There must be a means for the evacuation of an incapacitated 
person (representative of a ninety-fifth percentile male) from the crew 
rest compartment to the passenger cabin floor.
    (a) The evacuation must be demonstrated for all evacuation routes. 
A flight attendant or other crewmember (a total of one assistant within 
the crew rest area) may provide assistance in the evacuation. 
Additional assistance may be provided by up to three persons in the 
main passenger compartment. These additional assistants must be 
standing on the floor while providing assistance, except that for 
evacuation routes having stairways, the additional assistants may 
ascend up to one half the elevation change from the main deck to the 
overhead compartment, or to the first landing, whichever is lower.
    (b) Procedures for the evacuation of an incapacitated person from 
the crew rest compartment must be established.
    4. The following signs and placards must be provided in the crew 
rest compartment:
    (a) At least one exit sign, located near each exit, meeting the 
requirements of Sec. 25.812(b)(1)(i), except that a sign of reduced 
background area with 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.
    (b) An appropriate placard defining the location and the operating 
instructions for each evacuation route.
    (c) Placards must be readable from a distance of 30 inches under 
emergency lighting conditions.
    (d) The exit handles and evacuation path operating instruction 
placards must be illuminated to at least 160 microlamberts under 
emergency lighting conditions.
    5. There must be a means in the event of failure of the airplane's 
main power system, or of the normal crew rest compartment lighting 
system, for emergency illumination to be automatically provided for the 
crew rest compartment.
    (a) This emergency illumination must be independent of the main 
lighting system.
    (b) 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.
    (c) The illumination level must be sufficient for the occupants of 
the crew rest compartment to locate and transfer to the main passenger 
cabin floor by means of each evacuation route.
    6. There must be means for two-way voice communications between the 
crewmembers on the flight deck and the occupants of the crew rest 
compartment. There must also be two-way communications between the 
occupants of the crew rest compartment and each flight attendant 
station required to have a public address system microphone per 
Sec. 25.1423(g) in the passenger cabin.
    7. There must be a means for manual activation of an aural 
emergency alarm system, audible during normal and emergency conditions, 
to enable crewmembers on the flight deck and at each pair of required 
floor level emergency exits to alert occupants of the crew rest 
compartment of an emergency situation. Use of a public address or crew 
interphone system would be acceptable, providing an adequate means of 
differentiating between normal and emergency communications is 
incorporated. The system must be powered in flight, after the shutdown 
or failure of all engines and auxiliary power units, or the 
disconnection or failure of all power sources dependent on their 
continued operation, for a period of at least ten minutes.
    8. There must be a means, readily detectable by seated or standing 
occupants of the crew rest compartment, which indicates when seat belts 
should be fastened. In the event there are no seats, at least one means 
must be provided to cover anticipated turbulence. Seat belt type 
restraints must be provided for berths and must be compatible for the 
sleeping attitude during cruise conditions. There must be a placard on 
each berth requiring that seat belts must be fastened when occupied. If 
compliance with any of the other requirements of these special 
conditions is predicated on specific head location, there must be a 
placard identifying the head position.
    9. The following equipment must be provided in the crew rest 
compartment:
    (a) At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur;
    (b) One protective breathing equipment device approved to Technical 
Standard Order (TSO)-C116 or equivalent, suitable for fire fighting; 
and
    (c) One flashlight.
    10. A smoke detection system (or systems) must be provided that 
monitors each area within the crew rest including those areas 
partitioned by curtains. Flight tests must be conducted to show 
compliance with this requirement. Each system (or systems) must 
provide:
    (a) A visual indication to 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 main passenger cabin. This warning must be 
readily detectable by a flight attendant, taking into consideration the 
positioning of flight attendants throughout the main passenger 
compartment during various phases of flight.
    11. 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 fire fighting 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.
    12. There must be a means provided to exclude hazardous quantities 
of smoke or extinguishing agent originating in the crew rest 
compartment from entering any other compartment occupied by crewmembers 
or passengers. The 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 compartment occupied by crewmembers or passengers 
must dissipate within five minutes after closing the access to the crew 
rest compartment. Flight tests must be conducted to show compliance 
with this requirement.

[[Page 48841]]

    If a built-in fire extinguishing system is used in lieu of manual 
fire fighting, then the fire extinguishing system must be designed so 
that no hazardous quantities of extinguishing agent will enter other 
compartments occupied by passengers or crew; 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.
    13. There must be a supplemental oxygen system equivalent to that 
provided for main deck passengers for each seat and berth in the crew 
rest compartment. The system must provide an aural and visual warning 
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 until a reset push button in the crew rest 
compartment is depressed.
    14. The following requirements apply to a crew rest compartment 
that is divided into several sections by the installation of curtains 
or partitions:
    (a) To compensate for sleeping occupants, there must be an aural 
alert that can be heard in each section of the crew rest compartment 
that accompanies automatic presentation of supplemental oxygen masks. A 
minimum of two supplemental oxygen masks are required in each section 
whether or not seats or berths are installed in each section. There 
must also be a means by which the oxygen masks can be manually deployed 
from the flight deck.
    (b) A placard is required adjacent to each curtain that visually 
divides or separates, for privacy purposes, the overhead crew rest 
compartment into small sections. The placard must require that the 
curtain(s) remain open when the private section it creates is 
unoccupied. The vestibule section adjacent to the stairway is not 
considered a private area and, therefore, does not require a placard.
    (c) For each crew rest section created by the installation of a 
curtain, the following requirements of these special conditions must be 
met with the curtain open or closed:
    (1) No smoking placard (Special Condition No. 1),
    (2) Emergency illumination (Special Condition No. 5),
    (3) Emergency alarm system (Special Condition No. 7),
    (4) Seat belt fasten signal (Special Condition No. 8), and
    (5) The smoke or fire detection system (Special Condition No. 10).
    (d) Overhead crew rest compartments visually divided to the extent 
that evacuation could be affected must have exit signs that direct 
occupants to the primary stairway exit. The exit signs must be provided 
in each separate section of the crew rest compartment, and must meet 
the requirements of 25.812(b)(1)(i).
    (e) Sections within an overhead crew rest compartment that are 
created by the installation of a rigid partition with a door physically 
separating the sections, the following requirements of these special 
conditions must be met with the door open or closed:
    (1) There must be a secondary evacuation route from each section to 
the main deck, or alternatively, it must be shown that any door between 
the sections has been designed to preclude anyone from being trapped 
inside the compartment.
    (2) Any door between the sections must be shown to be openable when 
crowded against, even when crowding occurs at each side of the door.
    (3) There may be no more than one door between any seat or berth 
and the primary stairway exit.
    (4) There must be exit signs in each section meeting the 
requirements of 25.812(b)(1)(i) that direct occupants to the primary 
stairway exit. An exit sign with reduced background area as described 
in Special Condition No. 4(a) may be used to meet this requirement.
    (f) For each smaller section within the main crew rest compartment 
created by the installation of a partition with a door, the following 
requirements of these special conditions must be met with the door open 
or closed:
    (1) No smoking placards (Special Condition No. 1),
    (2) Emergency illumination (Special Condition No. 5),
    (3) Two-way voice communication (Special Condition No. 6),
    (4) Emergency alarm system (Special Condition No. 7),
    (5) Seat belt fasten signal (Special Condition No. 8),
    (6) Emergency fire fighting and protective equipment (Special 
Condition No. 9), and
    (7) Smoke or fire detection system (Special Condition No. 10).
    15. The requirements of two-way voice communication with the flight 
deck and provisions for emergency firefighting and protective equipment 
are not applicable to lavatories or other small areas that are not 
intended to be occupied for extended periods of time.
    16. Where a waste disposal receptacle is fitted, it must be 
equipped with an automatic fire extinguisher that meets the performance 
requirements of 25.854(b).
    17. Materials (including finishes or decorative surfaces applied to 
the materials) must comply with the flammability requirements of 
25.853(a), as amended by Amendment 25-83. Mattresses must comply with 
the flammability requirements of 25.853(c), as amended by Amendment 25-
83.

    Issued in Renton, Washington on September 17, 2001.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-23785 Filed 9-21-01; 8:45 am]
BILLING CODE 4910-13-P