[Federal Register Volume 67, Number 205 (Wednesday, October 23, 2002)]
[Proposed Rules]
[Pages 65048-65056]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-27035]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM237; Notice No. 25-02-08-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. This airplane will have novel or unusual design 
features associated with the installation of an overhead flightcrew 
rest and an overhead flight attendant rest. 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 November 22, 2002.

ADDRESSES: Comments on this proposal may be mailed in duplicate to: 
Federal Aviation Administration, Transport Airplane Directorate, 
Attention: Rules Docket (ANM-113), Docket No. NM237, 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. NM237. Comments may be inspected in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4:00 p.m.

FOR FURTHER INFORMATION CONTACT: Alan Sinclair, 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) 227-2195; facsimile 
(425) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites interested persons to participate in this 
rulemaking by submitting 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. We ask that you send us two copies of written 
comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning these special conditions. The docket is available for public 
inspection before and after the comment closing date. If you wish to 
review the docket in person, go to the address in the ADDRESSES section 
of this preamble between 9:00 a.m. and 5:00 p.m., Monday through 
Friday, except Federal holidays.
    If you want the FAA to acknowledge receipt of your comments on this 
proposal, include with your comments a pre-addressed, stamped postcard 
on which the docket number appears. We will stamp the date on the 
postcard and mail it back to you.

Background

    On December 19, 2001, the Boeing Commercial Airplane Group (BCAG), 
P.O. Box 3707, Seattle, Washington, 98124, applied for a change to Type

[[Page 65049]]

Certificate No. T00001SE for a design change to install an overhead 
flightcrew rest (OFCR) and an overhead flight attendant rest (OFAR) in 
the Boeing Model 777-200 series airplanes. The Boeing Model 777-200 
series airplanes are large twin engine airplanes with various passenger 
capacities and ranges depending upon airplane configuration.
    The OFCR compartment, adjacent to Door 1, is located in the 
overhead above the main passenger cabin and will include a maximum of 
two private berths and two seats. Occupancy of the OFCR will be limited 
to a maximum of four occupants. Several different OFAR compartments are 
being proposed under this design change. The OFAR adjacent to Door 3 
will have berths for a maximum of seven occupants. The OFAR adjacent to 
Door 5 will have three compartment options available, with berths for a 
maximum of six, eight or ten occupants.
    Both crew rests, the OFCR and OFAR, will be accessed from the main 
deck by stairs. In addition, an emergency hatch that opens directly 
into the main passenger 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.
    Overhead crew rest compartments have been previously installed and 
certified in the main passenger cabin area, above the main passenger 
area, and below the passenger cabin area adjacent to 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 that 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 flight attendant rest on the Boeing Model 777-200 series airplanes 
by an equivalent level of safety finding to the requirements of Sec.  
25.819. In addition, the FAA recently issued Special Conditions No. 25-
169-SC, dated December 1, 2000, amended on May 2, 2001, for Boeing 
Model 777-200 series airplanes for overhead crew rest compartments for 
Flight Structures Inc. of Arlington, Washington. The FAA also issued 
Special Conditions No. 25-192-SC, dated November 6, 2001, for Model 
777-200 series airplanes for overhead crew rest compartments for the 
Boeing Commercial Airplane Group--Wichita Division Designated 
Alteration Station (DAS) of Wichita, Kansas.

Type Certification Basis

    Under the provisions of Sec.  21.101, Amendment 21-69, effective 
September 16, 1991, Boeing Commercial Airplane Group must show that the 
Model 777-200 series airplanes, as changed, continue to meet the 
applicable provisions of the regulations incorporated by reference in 
Type Certificate Data Sheet No. T00001SE or the applicable regulations 
in effect on the date of application for the change. Subsequent changes 
have been made to Sec.  21.101 as part of Amendment 21-77, but those 
changes do not become effective until June 10, 2003. 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., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for the Boeing Model 777-200 series 
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 defined in Sec.  11.19, are issued in 
accordance with Sec.  11.38 and become part of the type certification 
basis in accordance with Sec.  21.101(b)(2) Amendment 21-69, effective 
September 16, 1991.
    Special conditions are initially applicable to the model for which 
they are issued. Should the type certificate for that model be amended 
later to include any other model that incorporates the same novel or 
unusual design features, or should any other model already included on 
the same type certificate be modified to incorporate the same novel or 
unusual design features, the special conditions would also apply to the 
other model under the provisions of Sec.  21.101(a)(1) Amendment 21-69, 
effective September 16, 1991.
    Compliance with these proposed special conditions does not relieve 
the applicant from the existing airplane certification basis 
requirements. One particular area of concern is that the overhead crew 
rest installation creates a smaller compartment volume within the 
overhead area of the airplane. The applicant must comply with the 
requirements of Sec. Sec.  25.365(e), (f), and (g), for the overhead 
crew rest compartment, as well as any other airplane compartments whose 
decompression characteristics are affected by the installation of an 
overhead crew rest compartment. Compliance with Sec.  25.831 must be 
demonstrated for all phases of flight where occupants will be present.

Novel or Unusual Design Features

    While the installation of an overhead 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 installed 
and certified in the main passenger cabin area of the Boeing Model 777-
200 and -300 series airplanes and the overhead area of the passenger 
compartment of the Model 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 series airplanes. The modification is 
evaluated with respect to the interior and assessed in accordance with 
the certification basis of the airplane. However, part 25 does not 
provide all of 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 overhead 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.

Operational Evaluations and Approval

    These special conditions outline requirements for overhead crew 
rest compartment design approvals (i.e., type design changes and 
supplemental type certificates) administered by the FAA's Aircraft 
Certification Service. Prior to operational use of an overhead crew 
rest compartment, the FAA's

[[Page 65050]]

Flight Standards Service must evaluate and approve the ``basic 
suitability'' of the overhead crew rest compartment for crew 
occupation. Additionally, if an operator wishes to utilize an overhead 
crew rest compartment as ``sleeping quarters,'' the crew rest 
compartment must undergo an additional evaluation and approval 
(Reference Sec. Sec.  121.485(a), 121.523(b) and 135.269(b)(5)). 
Compliance with these special conditions does not ensure that the 
applicant has demonstrated compliance with the requirements of part 121 
or part 135.
    In order to obtain an operational evaluation, the type design 
holder must contact the Aircraft Evaluation Group (AEG) in the Flight 
Standards Service and request a ``basic suitability'' evaluation or a 
``sleeping quarters'' evaluation of their crew rest. The results of 
these evaluations should be documented in a 777 Flight Standardization 
Board (FSB) Report Appendix. Individual operators may reference these 
standardized evaluations in discussions with their FAA Principal 
Operating Inspector (POI) as the basis for an operational approval, in 
lieu of an on-site operational evaluation.
    Any changes to the approved overhead crew rest compartment 
configuration that effect crewmember emergency egress or any other 
procedures affecting the safety of the occupying crewmembers and/or 
related training shall require a re-evaluation and approval. The 
applicant for a crew rest design change that affects egress, safety 
procedures, or training is responsible for notifying the FAA's AEG that 
a new crew rest evaluation is required.
    Procedures must be developed to assure that a crewmember entering 
the overhead crew rest compartment through the vestibule to fight a 
fire will examine the vestibule and the lavatory areas for the source 
of the fire prior to entering the remaining areas of the crew rest 
compartment. These procedures are intended to assure that the source of 
the fire is not between the crewmember and the primary exit.

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

    It is proposed that seats and berths must be certified to the 
maximum flight loads. Due to the location and configuration of the 
overhead 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 an overhead flight attendant rest (OFAR), or the combined 
total of approved seats and berths in the OFAR, whichever is less. 
Requirements are proposed for door access and locking and the 
installation of ashtrays. 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. The phrase ``hazardous 
quantities'' as used in this SC permits trained crewmembers to continue 
to carry baggage containing minute quantities of flammable fluids 
(e.g., finger nail polish, aerosol hairspray, etc.) that would pose no 
threat to the airplane or its occupants. This wording is consistent 
with the existing wording of Sec. Sec.  25.831(d), 25.855 (h)(2), 
25.857 (b)(2), (c)(3) & (e)(4) and 25.1353(c)(3).
    During a previous publication of substantially identical special 
conditions, a comment was received after the comment period closed. The 
commenter thought that requiring placards prohibiting storage of 
``hazardous quantities of flammable fluids'' was unnecessary and a 
duplication of International Air Transport Association (IATA) Dangerous 
Goods Regulations, specifically, ``Provisions for Dangerous Goods 
Carried by Passengers or Crew.'' The FAA concurs with the commenter 
that the placard requirement is similar to the IATA requirement, 
however, based on several factors the FAA finds that the duplication is 
warranted and consistent with maintaining an equivalent level of 
safety. While flammable fluid placards are not required in the 
passenger cabin, it is also an occupied area with a high degree of 
monitoring by passengers and crew. By contrast the overhead crew rest 
compartment may go unoccupied for long periods of time. The fire 
protection methods employed for this type of remote area are predicated 
on minimization of flammable materials.

Proposed Special Condition No. 2

    It is proposed that 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 that could be used by each 
occupant of the overhead 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 intent of Special 
Condition No. 2(b) is to ensure that one of the two routes would be 
clear of moving occupants under most foreseeable circumstances.
    The following clarifies the intent of Special Condition No. 2(b) 
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, (for example, 
the egress route drops into one row of seats by means of a hatch), 
provided that the seated occupants do not inhibit the opening of the 
egress route (for example, a hatch).
    Second, an egress route may 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 (a hatch in this 
design) opens into a main aisle, cross aisle, or galley complex to an 
extent that it contacts a standing ninety-fifth percentile male, then 
the contact should only momentarily interrupt the opening of the egress 
hatch. The interruption to the egress means can be considered momentary 
if the egress means would continue to open normally once the person has 
moved out of the way.
    Third, the escape hatch should be provided with a means to prevent 
it from being inadvertently closed by a passenger on the main deck. 
This will ensure main deck passengers can not prevent the overhead crew 
rest

[[Page 65051]]

occupants from using the escape route. The crew should be able to stow 
the escape hatch prior to landing.
    Training requirements for the occupants of the overhead crew rest 
area are included in the proposal.
    New qualitative and quantitative criteria have been added to this 
special condition since the issuance of Special Conditions No. 25-192-
SC to clarify how compliance can be shown to Special Condition No. 
2(a).

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. 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. This proposed special condition 
allows for five passenger seats to be emptied for the purpose of 
demonstrating evacuation of an incapacitated person, where the escape 
route is over seats.

Proposed Special Condition No. 4

    It is proposed that exit signs, placards for evacuation routes, 
illumination for signs, placards and door handles be required. This 
proposed special condition allows for exit signs with a reduced 
background area to be used. The material surrounding the sign must 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). These reduced background area signs have been allowed under 
previous equivalent levels of safety for small transport executive 
jets.

Proposed Special Condition No. 5

    An emergency lighting system is proposed to prevent the occupants 
from being isolated in a dark area due to loss of the crew rest 
compartment lighting. The emergency lighting must be activated under 
the same conditions as the main deck emergency lighting system.

Proposed Special Condition No. 6

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

Proposed Special Condition No. 7

    It is proposed to inform occupants of each overhead crew rest of an 
emergency situation via emergency alarm means, use of the public 
address system, or crew interphone system. It is proposed that power is 
to be maintained to the emergency alarm system for a specific duration 
after certain failures.

Proposed Special Condition No. 8

    It is proposed that a means be required that is readily detectable 
by seated or standing occupants of the overhead crew rest compartment 
to indicate 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 compartment. It would not be essential 
that the sign be visible from every possible location in the crew rest 
compartment. However, the sign should not be remotely located or 
located where it may be easily obscured.

Proposed Special Condition No. 9

    It is proposed that the overhead crew rest compartment, which is 
remotely located from the passenger cabin, be equipped with these tools 
specified to fight a fire should a fire occur: a hand-held fire 
extinguisher, protective breathing equipment, and a flashlight.
    This proposed requirement has been modified from previously issued 
Special Conditions No. 25-192-SC to clarify how it should be 
interpreted relative to the requirements of Sec.  25.1439(a). Amendment 
25-38 modified the requirements of Sec.  25.1439(a) by adding, ``In 
addition, protective breathing equipment must be installed in each 
isolated separate compartment in the airplane, including upper and 
lower lobe galleys, in which crewmember occupancy is permitted during 
flight for the maximum number of crewmembers expected to be in the area 
during any operation.'' The requirements of Sec.  25.1439(a) apply to 
the overhead crew rest compartment, which is an isolated separate 
compartment. However, the PBE requirements for isolated separate 
compartments of Sec.  25.1439(a) are not appropriate because the 
overhead crew rest compartment is novel and unusual in terms of the 
number of occupants. In 1976 when Amendment 25-38 was adopted, small 
galleys were the only isolated compartments that had been certificated 
with a maximum of two crewmembers expected to occupy those galleys. 
Special Condition No. 9 addresses overhead crew rest compartments that 
can accommodate up to 12 crewmembers. This large number of occupants in 
an isolated compartment was not envisioned at the time Amendment 25-38 
was adopted. In the event of a fire, the occupant's first action should 
be to leave the confined space, unless the occupant(s) is fighting the 
fire. It is not appropriate for all overhead crew rest compartment 
occupants to don PBE. Taking the time to don the PBE would prolong the 
time for the occupant's emergency evacuation and possibly interfere 
with efforts to extinguish the fire.

Proposed Special Condition No. 10

    A smoke detection system and appropriate warnings are proposed 
since the overhead crew rest compartment is remotely located from the 
main passenger cabin and will not always be occupied. 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 overhead 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 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 crew rest compartment to become smoke 
filled, making it difficult to locate the fire source.

Proposed Special Condition No. 12

    The proposed special condition requirement concerning fires within 
the compartment was developed for, and applied to, Boeing Model 777-200 
and -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 airplanes. 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 overhead 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 overhead crew rest compartment, or a 
demonstration that the crew could satisfactorily perform the

[[Page 65052]]

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 overhead 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 overhead crew rest compartment fire protection 
system (i.e., smoke or fire detection and fire suppression systems) in 
conjunction with an overhead 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 overhead crew rest compartment, a 
prohibition addressed in proposed Special Condition No. 1(a)(5).
    The requirements to enable crewmember(s) quick entry to the 
overhead 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 overhead crew rest compartment. The overhead crew rest 
compartment 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.
    The FAA accepts the fact that during the one-minute smoke detection 
time that penetration of a small quantity of smoke from this overhead 
crew rest design into an occupied area on this airplane configuration 
would be acceptable based upon the limitations placed in this and other 
associated special conditions. The FAA position is predicated on the 
fact that these special conditions place sufficient restrictions in the 
quantity and type of material allowed in crew carry-on bags that the 
threat from a fire in this remote area would be equivalent to that 
experienced on the main cabin.

Proposed Special Condition No. 13

    It is proposed that the oxygen equipment and a supplemental oxygen 
deployment warning for the overhead crew rest compartment must be 
equivalent to that provided for main deck passengers.

Proposed Special Condition No. 14

    Requirements are proposed for a divided overhead crew rest 
compartment to address supplemental oxygen equipment and deployment 
means, signs, placards, curtains, doors, emergency illumination, 
alarms, seat belt fasten signals, and evacuation routes.
    The wording in the Special Condition No. 14(g) was modified from 
previously issued special conditions to clarify that oxygen masks are 
not required in common areas where seats or berths are not installed. A 
visual indicator to don oxygen masks is required in these areas. The 
visual indicator is in addition to the aural alert for donning oxygen 
masks.

Proposed Special Condition No. 15

    It is proposed to eliminate the requirements for flight deck 
communication as required by Special Condition No. 6, and emergency 
fire fighting and protective equipment as required by Special Condition 
No. 9, for lavatories or other small areas within an overhead crew rest 
compartment.

Proposed Special Condition No. 16

    It is proposed that where a waste disposal receptacle is fitted, it 
must be equipped with an automatic fire extinguisher.

Proposed Special Condition No. 17

    It is proposed that 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).

Proposed Special Condition No. 18

    This proposed requirement is a reiteration of existing main deck 
lavatory requirements to provide clear applicability. Overhead crew 
rest compartment lavatories would be required to comply with the 
existing rules on lavatories in the absence of other specific 
requirements. In addition, any lavatory located in the crew rest 
compartment must also meet the requirements of Special Condition No. 10 
for smoke detection due to placement within this remote area.

Proposed Special Condition No. 19

    This special condition proposes fire protection requirements for 
overhead crew rest stowage compartments as a function of size 
(compartment interior volume). The special condition has been revised 
from the special conditions previously issued due to the introduction 
of larger stowage compartments into the overhead crew rest compartment. 
The fire protection requirements proposed for stowage compartments in 
the overhead crew rest compartment are more stringent than those for 
stowage in the main passenger cabin because the overhead crew rest 
compartment is a remote area that can remain unoccupied for long 
periods of time in contrast to the main cabin that is under continuous 
monitoring by the cabin crew and passengers. For stowage compartments 
less than 25 ft\3\ the safety objective of these proposed requirements 
is to contain the fire. The FAA research indicates that properly 
constructed compartments meeting the proposed material requirements 
will prevent burn through. For stowage compartments greater than 25 
ft\3\ but less than 200 ft\3\ the safety of objective of these proposed 
requirements is to detect and contain the fire for sufficient time to 
allow it to be extinguished by the crew. The requirements for these 
sizes of compartments are comparable to the requirements for Class B 
cargo compartments. The proposed fire protection requirements are 
intended to provide a level of safety for the overhead crew rest 
compartment that is equivalent the level of safety established by the 
existing regulations for the main cabin.
    These proposed special conditions along with the original type 
certification basis 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.
    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 hot water heater, within 
the overhead crew rest compartment, may require further special 
conditions to be considered. A hot water heater is acceptable without 
further special conditions consideration.

Applicability

    As discussed above, these special conditions are applicable to 
Boeing Model 777-200 series airplanes. Should the Boeing Commercial 
Airplane Group apply at a later date for a change to the type 
certificate to include another model incorporating the same novel or

[[Page 65053]]

unusual design features, the special conditions would apply to that 
model as well under the provisions of Sec.  21.101(a)(1) Amendment 21-
69, effective September 16, 1991.

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 with overhead crew rest 
compartments. These special conditions apply to both overhead 
flightcrew rest (OFCR) compartments and/or overhead flight attendant 
rest (OFAR) compartments, unless specifically stated otherwise.
    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 overhead 
crew rest compartment. The maximum occupancy is four in the OFCR and 
twelve in the OFAR.
    (a) There must be appropriate placards, inside and outside each 
entrance to the overhead crew rest compartment 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,
    (4) That smoking is prohibited in the overhead crew rest 
compartment, and
    (5) That hazardous quantities of flammable fluids, explosives, or 
other dangerous cargo are prohibited from the overhead crew rest 
compartment.
    (b) There must be at least one ashtray on the inside and outside of 
any entrance to the overhead crew rest compartment.
    (c) There must be a means to prevent passengers from entering the 
overhead crew rest 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 
overhead 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 overhead 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.
    2. There must be at least two emergency evacuation routes, which 
could be used by each occupant of the overhead crew rest compartment to 
rapidly evacuate to the main cabin and be able to be closed from the 
main passenger cabin after evacuation. In addition--
    (a) The routes must be located with sufficient separation within 
the overhead crew rest compartment, and between the evacuation routes, 
to minimize the possibility of an event rendering both routes 
inoperative.
    Compliance to the requirements of Special Condition No. 2(a) may be 
shown by inspection or by analysis. Regardless which method is used, 
the maximum acceptable exit separation is 60 feet measured between exit 
openings.

Compliance by Inspection

    An overhead crew rest compartment in which the evacuation routes 
are located such that each occupant of the seats and berths has an 
unobstructed route to at least one of the evacuation routes regardless 
of the location of a fire would be acceptable by inspection. A fire 
within a berth that only blocks the occupant of that berth from exiting 
the berth need not be considered. Therefore, exits which are located at 
absolute opposite ends (i.e., adjacent to opposite end walls) of the 
crew rest would require no further review or analysis with regard to 
exit separation.

Compliance by Analysis

    Analysis must show the overhead crew rest compartment configuration 
and interior features provide for all occupants of the overhead crew 
rest to escape the compartment in the event of a hazard inside or 
outside of the compartment. Elements to consider in this evaluation are 
as follows:
    (1) Fire inside or outside the overhead crew rest compartment 
considered separately and the design elements used to reduce the 
available fuel for the fire,
    (2) Design elements to reduce the fire ignition sources in the 
overhead crew rest compartment,
    (3) Distribution and quantity of emergency equipment within the 
overhead crew rest compartment,
    (4) Structural failure or deformation of components that could 
block access to the available evacuation routes (e.g., seats, folding 
berths, contents of stowage compartments, etc),
    (5) An incapacitated person blocking the evacuation routes,
    (6) Any other foreseeable hazard not identified above that could 
cause the evacuation routes to be compromised.
    Analysis must consider design features affecting access to the 
evacuation routes. The design features that should be considered 
include but are not limited to seat back break over, the elimination of 
rigid structure that reduces access from one part of the compartment to 
another, the elimination of items that are known to be the cause of 
potential hazards, the availability of emergency equipment to address 
fire hazards, the availability of communications equipment, 
supplemental restraint devices to retain items of mass that could 
hinder evacuation if broken loose and load path isolation between 
components that contain the evacuation routes.
    Analysis of the fire threats should be used in determining the 
placement of required fire extinguishers and PBEs and should take into 
consideration the possibility of fire in any location in the overhead 
crew rest compartment. The location and quantity of PBEs and fire 
extinguishers should allow occupants located in any approved seats or 
berths access to the equipment necessary to fight a fire in the 
overhead crew rest compartment.
    The intent of this special condition is to provide sufficient exit 
separation, therefore the exit separation analysis described above 
should not be used to approve exits which have less physical separation 
(measured between the centroid of each exit opening) than the minimums 
prescribed below, unless compensating features are identified and 
submitted to the FAA for evaluation and approval.
    For overhead crew rest compartments with one exit located near the 
forward or aft end of an overhead crew rest compartment (as measured by 
having the centroid of the exit opening within 20 percent of the 
forward or aft end of the total overhead crew rest compartment length) 
the exit separation should not be less than 50 percent of the total 
overhead crew rest compartment length.
    For overhead crew rest compartments with neither required exit 
located near the forward or aft end of the overhead crew rest 
compartment (as measured by not having the centroid of either exit 
opening within 20 percent of the forward or aft end of the total 
overhead

[[Page 65054]]

crew rest compartment length) the exit separation should not be less 
than 30 percent of the total overhead crew rest compartment length.
    (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 
the 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 
from the overhead 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 overhead crew 
rest compartment) 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 five passengers 
may be displaced from their seats temporarily during the evacuation 
process of an incapacitated person(s). 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 for occupancy during an 
emergency landing.
    (c) Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated occupant from the overhead crew rest 
compartment, must be established. All of these procedures must be 
transmitted to the operator for incorporation into their training 
programs and appropriate operational manuals.
    (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 
overhead crew rest compartment to the passenger cabin floor.
    (a) The evacuation must be demonstrated for all evacuation routes. 
A crewmember (a total of one assistant within the overhead crew rest 
compartment) 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. For evacuation routes having stairways, the 
additional assistants may ascend up to one half the elevation change 
from the main deck to the overhead crew rest compartment, or to the 
first landing, whichever is lower.
    4. The following signs and placards must be provided in the 
overhead 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 with reduced 
background area of no less than 5.3 square inches (excluding the 
letters) may be utilized, provided that it is installed such that the 
material surrounding the exit sign is light in color (e.g., white, 
cream, light beige). If the material surrounding the exit sign is not 
light in color, a sign with a minimum of a one-inch wide background 
border around the letters would also be acceptable.
    (b) An appropriate placard located near each exit 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 aircraft's 
main power system, or of the normal overhead crew rest compartment 
lighting system, for emergency illumination to be automatically 
provided for the overhead 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 overhead 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 
crewmembers on the flight deck and occupants of the overhead crew rest 
compartment. There must also be two-way communications between the 
occupants of the overhead 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 overhead crew 
rest compartment of an emergency situation. Use of a public address or 
crew interphone system will 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 (APU), or the 
disconnection or failure of all power sources dependent on their 
continued operation (i.e., engine & APU), for a period of at least ten 
minutes.
    8. There must be a means, readily detectable by seated or standing 
occupants of the overhead 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 (e.g. 
sufficient handholds). 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. In lieu of the requirements specified in Sec.  25.1439(a) that 
pertain to isolated compartments and to provide a level of safety 
equivalent to that which is provided occupants of a small isolated 
galley, the following equipment must be provided in the overhead crew 
rest compartment:
    (a) At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur, (b) Two protective breathing 
equipment (PBE) devices approved to Technical Standard Order (TSO)-C116 
or equivalent, suitable for firefighting, or one PBE for each hand-held 
fire extinguisher, whichever is greater, and
    (c) One flashlight.


    Note: Additional PBEs and fire extinguishers in specific 
locations, (beyond the minimum numbers prescribed in Special 
Condition No. 9 may be required as a result of the egress analysis 
accomplished to satisfy Special Condition No. 2(a).


    10. A smoke or fire detection system (or systems) must be provided 
that monitors each occupiable area within the overhead crew rest 
compartment,

[[Page 65055]]

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 flightdeck within one minute after 
the start of a fire;
    (b) An aural warning in the overhead 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 overhead 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.
    12. There must be a means provided to exclude hazardous quantities 
of smoke or extinguishing agent originating in the overhead crew rest 
compartment from entering any other compartment occupied by crewmembers 
or passengers. This means must include the time periods during the 
evacuation of the overhead crew rest compartment and, if applicable, 
when accessing the overhead crew rest compartment to manually fight a 
fire. Smoke entering any other compartment occupied by crewmembers or 
passengers when the access to the overhead crew rest compartment is 
opened, during an emergency evacuation, must dissipate within five 
minutes after the access to the overhead crew rest compartment is 
closed. Hazardous quantities of smoke may not enter any other 
compartment occupied by crewmembers or passengers during subsequent 
access to manually fight a fire in the overhead crew rest compartment 
(the amount of smoke entrained by a firefighter exiting the overhead 
crew rest compartment through the access is not considered hazardous). 
During the one-minute smoke detection time, penetration of a small 
quantity of smoke from the overhead 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 
compartments occupied by passengers or crew. The system must have 
adequate capacity to suppress any fire occurring in the overhead 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 
overhead crew rest compartment. The system must provide an aural and 
visual warning to warn the occupants of the overhead crew rest 
compartment to don oxygen masks in the event of decompression. The 
warning must activate before the cabin pressure altitude exceeds 15,000 
feet. The aural warning must sound continuously for a minimum of five 
minutes or until a reset push button in the overhead crew rest 
compartment is depressed. Procedures for crew rest occupants in the 
event of decompression must be established. These procedures must be 
transmitted to the operator for incorporation into their training 
programs and appropriate operational manuals.
    Procedures for overhead crew rest compartment occupants in the 
event of decompression must be established. These procedures must be 
transmitted to the operator for incorporation into their training 
programs and appropriate operational manuals.
    14. The following requirements apply to overhead crew rest 
compartments that are 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 overhead crew rest 
compartment that accompanies automatic presentation of supplemental 
oxygen masks. A visual indicator that occupants must don an oxygen mask 
is required in each section where seats or berths are not installed. A 
minimum of two supplemental oxygen masks are required for each seat or 
berth. 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) remains 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 section of the overhead crew rest compartment 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 or return to seat signal as applicable 
(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 overhead crew rest compartment, and 
must meet the requirements of Sec.  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. Removal of an incapacitated occupant within 
this area must be considered. A secondary evacuation route from a small 
room designed for only one occupant for short time duration, such as a 
changing area or lavatory, is not required. However, removal of an 
incapacitated occupant within a small room, such as a changing area or 
lavatory, must be considered.
    (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 Sec.  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 overhead 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:

[[Page 65056]]

    (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 or return to seat signal as applicable 
(Special Condition No. 8);
    (6) Emergency firefighting 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 Sec.  25.854(b).
    17. Materials (including finishes or decorative surfaces applied to 
the materials) must comply with the flammability requirements of Sec.  
25.853(a) as amended by Amendment 25-83. Mattresses must comply with 
the flammability requirements of Sec.  25.853(c), as amended by 
Amendment 25-83.
    18. The addition of a lavatory within the overhead crew rest 
compartment would require the lavatory to meet the same requirements as 
those for a lavatory installed on the main deck except with regard to 
Special Condition No. 10 for smoke detection.
    19. All enclosed stowage compartments within the overhead crew rest 
compartment that are not limited to stowage of emergency equipment or 
airplane supplied equipment (i.e., bedding) must meet the design 
criteria given in the table below. Enclosed stowage compartments 
greater than 200 ft\3\ in interior volume are not addressed by this 
special condition. The in flight accessibility of very large enclosed 
stowage compartments and the subsequent impact on the crewmembers' 
ability to effectively reach any part of the compartment with the 
contents of a hand fire extinguisher will require additional fire 
protection considerations similar to those required for inaccessible 
compartments such as Class C cargo compartments.

----------------------------------------------------------------------------------------------------------------
                                                        Stowage compartment interior volumes
                                   -----------------------------------------------------------------------------
     Fire protection features                                25 ft \3\ to 57 ft
                                     Less than 25 ft \3\            \3\                57 ft \3\ 200 ft \3\
----------------------------------------------------------------------------------------------------------------
Materials of construction \1\.....  Yes..................  Yes..................  Yes.
Detectors \2\.....................  No...................  Yes..................  Yes.
Liner \3\.........................  No...................  Yes..................  Yes.
Locating Device \4\...............  No...................  Yes..................  Yes.
----------------------------------------------------------------------------------------------------------------
\1\ Material. The material used to construct 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 a one-minute detection
  time. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must
  provide:
(a) A visual indication in the flight deck within one minute after the start of a fire,
(b) An aural warning in the overhead 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.
\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 (i.e., Sec.   25.855 at Amendment 25-93, and Appendix
  F, part I, paragraph (a)(2)(ii)), 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 for a Class B cargo compartment.
\4\ Location Detector. Overhead crew rest compartment which 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 overhead
  crew rest compartment or a common area within the overhead crew rest compartment would require additional fire
  protection features and/or devices to assist the firefighter in determining the location of a fire.


    Issued in Renton, Washington on October 15, 2002.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-27035 Filed 10-22-02; 8:45 am]
BILLING CODE 4910-13-P