[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