[Federal Register Volume 76, Number 19 (Friday, January 28, 2011)]
[Rules and Regulations]
[Pages 5061-5066]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-1730]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM440; Special Conditions No. 25-415-SC]


Special Conditions: TTF Aerospace, LLC, Modification to Boeing 
Model 767-300 Series Airplanes; Pilot Lower Lobe Crew Rest Module

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Boeing Model 767-
300 series airplane. This airplane, as modified by TTF Aerospace, LLC, 
will have a novel or unusual design features associated with the pilot 
lower lobe crew rest module (CRM). The applicable airworthiness 
regulations do not contain adequate or appropriate safety standards for 
this design feature. These special conditions contain the additional 
safety standards that the Administrator considers necessary to 
establish a level of safety equivalent to that established by the 
existing airworthiness standards.

DATES: The effective date of these special conditions is January 21, 
2011. We must receive your comments by March 14, 2011.

ADDRESSES: You must mail two copies of your comments to: Federal 
Aviation Administration, Transport Airplane Directorate, Attn: Rules 
Docket (ANM-113), Docket No. NM440, 1601 Lind Avenue, SW., Renton, 
Washington 98057-3356. You may deliver two copies to the Transport 
Airplane Directorate at the above address. You must mark your comments: 
Docket No. NM440. You can inspect comments in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: John Shelden, FAA, Airframe/Cabin 
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; telephone (425) 227-2785; facsimile (425) 227-1320.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and 
opportunity for, prior public comment on these special conditions are 
impracticable because these procedures would significantly delay 
issuance of the design approval and thus delivery of the affected 
aircraft. In addition, the substance of these special conditions has 
been subject to the public-comment process in several prior instances 
with no substantive comments received. The FAA, therefore, finds that 
good cause exists for making these special conditions effective upon 
issuance.

Comments Invited

    We invite interested people to take part in this rulemaking by 
sending written comments, data, or views. The most helpful comments 
reference a specific portion of the special conditions, explain the 
reason for any recommended change, and include supporting data. 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 
about these special conditions. You can inspect the docket 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 7:30 a.m. and 4 p.m., Monday through Friday, except Federal 
holidays.
    We will consider all comments we receive by the closing date for 
comments. We will consider comments filed late if it is possible to do 
so without incurring expense or delay. We may change these special 
conditions based on the comments we receive.
    If you want us to acknowledge receipt of your comments on these 
special conditions, include with your comments a self-addressed, 
stamped postcard on which you have written the docket number. We will 
stamp the date on the postcard and mail it back to you.

Background

    On May 27, 2010, TTF Aerospace, LLC (TTF) applied for a 
supplemental

[[Page 5062]]

type certificate (STC) for installation of a lower lobe pilot crew rest 
module (CRM) in Boeing Model 767-300 series airplanes. The CRM will be 
a one-piece, self-contained unit for installation in the forward 
portion of the aft cargo compartment. It will be attached to the 
existing cargo restraint system and will be limited to a maximum of two 
occupants. An approved seat or berth, able to withstand the maximum 
flight loads when occupied, will be provided for each occupant 
permitted in the CRM. The CRM is intended to be occupied only in 
flight, i.e., not during taxi, takeoff, or landing. A smoke detection 
system, manual fire fighting system, oxygen system, and occupant 
amenities will be provided.
    Two entry/exits between the main deck area will be required. The 
floor structure will be modified to provide access for the main entry 
hatch and emergency-access hatch.

Type Certification Basis

    Under the provisions of 14 CFR 21.101, TTF must show that Boeing 
Model 767-300 series airplanes, with the CRM, continue to meet either:
    (1) The applicable provisions of the regulations incorporated by 
reference in Type Certificate No. A1NM, or
    (2) The applicable regulations in effect on the date of TTF's 
application for the change.
    The regulations incorporated by reference in the type certificate 
are commonly referred to as the ``original type-certification basis.'' 
The certification basis for Boeing Model 767-300 series airplanes is 14 
CFR part 25, as amended by Amendments 25-1 through 25-37. Refer to Type 
Certificate No. A1NM for a complete description of the certification 
basis for this model.
    According to 14 CFR 21.16, if the Administrator finds that the 
applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for Boeing Model 767-300 series airplanes 
because of a novel or unusual design feature, the Administrator 
prescribes special conditions for the airplane.
    As defined in 14 CFR 11.19, special conditions are issued in 
accordance with 14 CFR 11.38 and become part of the type certification 
basis in accordance with 14 CFR 21.101.
    Special conditions are initially applicable to the model for which 
they are issued. If the type certificate for that model is amended to 
include any other model that incorporates the same or similar novel or 
unusual design feature, the special conditions would also apply to that 
model. Similarly, if any other model already included on the same type 
certificate is modified to incorporate the same or similar novel or 
unusual design feature, the special conditions would apply to that 
other model under the provisions of 14 CFR 21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, Boeing Model 767-300 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.

Novel or Unusual Design Features

    While installation of a CRM is not a new concept for large, 
transport category airplanes, each module has unique features based on 
its design, location, and use. The CRM to be installed on Boeing Model 
767-300 series airplanes is novel in that it will be located below the 
passenger cabin floor in the aft portion of the forward cargo 
compartment.
    Because of the novel or unusual features associated with the 
installation of a CRM, 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 of this airplane model. These special conditions do not 
negate the need to address other applicable part 25 regulations.

Operational Evaluations and Approval

    These special conditions specify requirements for design approvals 
(i.e., type design changes and STCs) of CRMs administered by the FAA's 
Aircraft Certification Service. The FAA's Flight Standards Service, 
Aircraft Evaluation Group (AEG), must evaluate and approve the ``basic 
suitability'' of the CRM for occupation by crewmembers before the 
module may be used. If an operator wishes to use a CRM as ``sleeping 
quarters,'' the module must undergo an additional operational 
evaluation and approval. AEG would evaluate the CRM for compliance with 
Sec. Sec.  121.485(a) and 121.523(b), with Advisory Circular 121-31, 
``Flight Crew Sleeping Quarters and Rest Facilities,'' providing one 
method of compliance to these operational regulations.
    To obtain an operational evaluation, the supplemental type design 
holder must contact AEG within the Flight Standards Service that has 
operational-approval authority for the project. In this instance, it is 
the Seattle AEG. The supplemental type design holder must request a 
``basic suitability'' evaluation or a ``sleeping quarters'' evaluation 
of the crew rest module. The supplemental type design holder may make 
this request concurrently with the demonstration of compliance with 
these special conditions.
    The Boeing Model 767-300 Flight Standardization Board Report 
Appendix will document the results of these evaluations. In discussions 
with the FAA Principal Operating Inspector, individual operators may 
refer to these standardized evaluations as the basis for an operational 
approval, instead of an on-site operational evaluation.
    Any change to the approved CRM configuration requires an 
operational re-evaluation and approval, if the change affects any of 
the following:
     Procedures for emergency egress of crewmembers,
     Other safety procedures for crewmembers occupying the CRM, 
or
     Training related to these procedures.
    The applicant for any such change is responsible for notifying the 
Seattle AEG that a new evaluation of the CRM is required. All 
instructions for continued airworthiness, including service bulletins, 
must be submitted to the Seattle AEG for approval before the FAA 
approves the modification.

Discussion of Special Conditions No. 9 and No. 12

    The following clarifies the intent of Special Condition No. 9 
relative to the fire fighting equipment necessary in the CRM:
    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.''
    Section 25.851(a)(4) requires at least one hand fire extinguisher 
be located in, or readily accessible for use in, each galley located 
above or below the passenger compartment. The crew rest is not 
considered a galley, and it does not meet one of the cargo compartment 
classifications in Sec.  25.851(a)(3). Therefore, special conditions 
are required to define the quantity and type of fire extinguishers 
required in order to maintain the same level of safety.
    The CRM is an isolated, separate compartment, so Sec.  25.1439(a) 
is applicable. However, the requirements of Special Condition No. 9 
clarify the expected number of portable PBE in relation to the number 
of required fire extinguishers.

[[Page 5063]]

    These special conditions address a CRM that can accommodate up to 
two crewmembers. In the event of a fire, the first action should be for 
each occupant to leave the confined space, unless that occupant is 
fighting the fire. Taking the time to don protective breathing 
equipment would prolong the time for the emergency evacuation of the 
occupants and possibly interfere with efforts to extinguish the fire. 
However, the FAA considers it appropriate that a minimum of two 
crewmembers would be used fight a fire. As such, Special Condition No. 
9 describes the minimum equipment necessary to fight a fire in the crew 
rest area.
    Regarding Special Condition No. 12, the FAA considers that during 
the 1-minute smoke detection time, penetration of a small quantity of 
smoke from the aft lower lobe CRM into an occupied area of the airplane 
would be acceptable, given the limitations in these special conditions. 
The FAA considers that the special conditions place sufficient 
restrictions on the quantity and type of material allowed in crew 
carry-on bags that the threat from a fire in the remote CRM would be 
equivalent to the threat from a fire in the main cabin.

Applicability

    As discussed above, these special conditions are applicable to 
Boeing Model 767-300 series airplanes. Should TTF apply at a later date 
for a STC to modify any other model included on Type Certificate No. 
A1NM to incorporate the same or similar novel or unusual design 
feature, the special conditions would apply to that model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on Boeing Model 767-300 series airplanes. It is not a rule of general 
applicability and affects only the applicant who applied to the FAA for 
approval of these features on the airplane.
    The substance of these special conditions has been subjected to the 
notice and comment period in several prior instances and has been 
derived without substantive change from those previously issued. It is 
unlikely that prior public comment would result in a significant change 
from the substance contained herein. Therefore, because a delay would 
significantly affect the certification of the airplane, which is 
imminent, the FAA has determined that prior public notice and comment 
are unnecessary and impracticable, and good cause exists for adopting 
these special conditions upon issuance. The FAA is requesting comments 
to allow interested persons to submit views that may not have been 
submitted in response to the prior opportunities for comment described 
above.

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 Special Conditions

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the following special conditions are issued as part of 
the type certification basis for Boeing Model 767-300 series airplanes 
modified by TTF Aerospace, LLC.
    1. Occupancy of the lower lobe 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 two in the crew rest module 
(CRM).
    (a) There must be an appropriate placard displayed in a conspicuous 
place at each entrance to the CRM compartment to indicate:
    (1) The maximum number of occupants allowed;
    (2) That occupancy is restricted to crewmembers whom are trained in 
the evacuation procedures for the crew rest compartment;
    (3) That occupancy is prohibited during taxi, take-off, and 
landing;
    (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; 
and
    (6) That stowage in the crew rest area must be limited to emergency 
equipment, airplane-supplied equipment (e.g., bedding), and crew 
personal luggage; cargo or passenger baggage is not allowed.
    (b) There must be at least one ashtray located conspicuously on or 
near the entry side 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 in the evacuation routes, 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 and be able to be closed from the main 
passenger cabin after evacuation. In addition--
    (a) The routes must be located with one at each end of the 
compartment, or with two having sufficient separation within the 
compartment and between the routes to minimize the possibility of an 
event (either inside or outside of the crew rest compartment) 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 on top of or against the escape route. If 
an evacuation route uses an area where normal movement of passengers 
occurs, it must be demonstrated that passengers would not impede egress 
to the main deck. If a hatch is installed in an evacuation route, the 
point at which the evacuation route terminates in the passenger cabin 
should not be located where normal movement by passengers or crew 
occurs (main aisle, cross aisle, passageway, or galley complex). If 
such a location cannot be avoided, special consideration must be taken 
to ensure that the hatch or door can be opened when a person, the 
weight of a 95th percentile male, is standing on the hatch or door. The 
use of evacuation routes must not be dependent on any powered device. 
If there is low headroom at or near an evacuation route, provisions 
must be made to prevent or to protect occupants (of the crew rest area) 
from head injury.
    (c) Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated occupant from the crew rest compartment, 
must be established. All of these procedures must be transmitted to the 
operators for incorporation into their training programs and 
appropriate operational manuals.
    (d) There must be a limitation in the Airplane Flight Manual or 
other suitable

[[Page 5064]]

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 95th percentile male) from the crew rest 
compartment to the passenger cabin floor. 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. For 
evacuation routes having stairways, the additional assistants may 
descend down to one-half the elevation change from the main deck to the 
lower deck compartment, or to the first landing, whichever is higher.
    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) at Amendment 25-58, except that a 
sign with reduced background area of no less than 5.3 square inches 
(excluding the letters) may be used, provided that it is installed so 
that the material surrounding the exit sign is light in color (e.g., 
white, cream, or 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; and
    (d) The exit handles and evacuation path operating instruction 
placards must be illuminated to at least 160 micro lamberts 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 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.
    (d) The illumination level must be sufficient with the privacy 
curtains in the closed position for each occupant of the crew rest to 
locate a deployed oxygen mask.
    6. There must be means for two-way voice communications between 
crewmembers on the flightdeck and occupants of the crew rest 
compartment. There must also be two-way communications between the 
occupants of the CRM compartment and each flight attendant station 
required to have a public address (PA) system microphone in accordance 
with Sec.  25.1423(g) in the passenger cabin. In addition, the PA 
system must include provisions to provide only the relevant information 
to the crewmembers in the CRM compartment (e.g., fire in flight, 
aircraft depressurization, preparation of the compartment for landing, 
etc.). That is, provisions must be made so that occupants of the CRM 
compartment will not be disturbed with normal, non-emergency 
announcements made to 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 flightdeck 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 PA or crew interphone 
system will be acceptable, provided an adequate means of 
differentiating between normal and emergency communications is 
incorporated. The system must be powered in flight for at least ten 
minutes 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 of the engines and APUs.
    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 (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. The following fire fighting 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) Two PBE devices approved to Technical Standard Order (TSO)-C116 
or equivalent, suitable for fire fighting, 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 any 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 crew rest compartment, 
including those areas partitioned by curtains. Flight tests must be 
conducted to show compliance with this requirement. Each system (or 
systems) must provide:
    (a) A visual indication to the flightdeck 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 so 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 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 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. This means must include the time periods during the 
evacuation of the crew rest compartment and, if applicable, when 
accessing the crew rest compartment to manually fight a fire. Smoke 
entering any other compartment occupied by crewmembers or

[[Page 5065]]

passengers when the access to the crew rest compartment is opened, 
during an emergency evacuation, must dissipate within five minutes 
after the access to the crew rest compartment is closed. Hazardous 
quantities of smoke may not enter any other compartment occupied by 
crewmembers or passengers during subsequent access to manually fight a 
fire in the crew rest compartment (the amount of smoke entrained by a 
firefighter exiting the crew rest compartment through the access is not 
considered hazardous). During the 1-minute smoke detection time, 
penetration of a small quantity of smoke from the crew rest compartment 
into an occupied area is acceptable. Flight tests must be conducted to 
show compliance with this requirement.
    If a built-in fire extinguishing system is used instead 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 for a minimum of five minutes or until a reset push 
button in the 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.
    14. If a destination area (such as a changing area) is provided, 
there must be an oxygen mask readily available for each occupant who 
can reasonably be expected to be in the destination area (with the 
maximum number of required masks within the destination area being 
limited to the placarded maximum occupancy of the destination area). 
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 for a minimum of five minutes or until a reset push button 
in the 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.
    15. The following requirements apply to 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 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 is required for each seat or berth. There 
must also be a means by which the oxygen masks can be manually deployed 
from the flightdeck.
    (b) A placard is required adjacent to each curtain that visually 
divides or separates, for privacy purposes, the crew rest compartment 
into small sections. The placard must require that the curtain remains 
open when the private section it creates is unoccupied.
    (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) Emergency illumination (Special Condition No. 5);
    (2) Emergency alarm system (Special Condition No. 7);
    (3) Seat belt fasten signal or return to seat signal as applicable 
(Special Condition No. 8); and
    (4) The smoke or fire detection system (Special Condition No. 10).
    (d) 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 Sec.  25.812(b)(1)(i) at Amendment 25-58. An exit sign 
with reduced background area as described in Special Condition No. 4(a) 
may be used to meet this requirement.
    (e) For sections within a crew rest compartment that are created by 
the installation of a partition with a door separating the sections, 
the following requirements 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 this area 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) at Amendment 25-58 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.
    (5) Special Conditions No. 5 (emergency illumination), No. 7 
(emergency alarm system), No. 8 (fasten seat belt signal or return to 
seat signal as applicable) and No. 10 (smoke or fire detection system) 
must be met with the door open or closed.
    (6) Special Conditions No. 6 (two-way voice communication) and No. 
9 (emergency fire fighting and protective equipment) must be met 
independently for each separate section except for lavatories or other 
small areas that are not intended to be occupied for extended periods 
of time.
    16. Where a waste disposal receptacle is fitted, it must be 
equipped with a built-in fire extinguisher designed to discharge 
automatically upon occurrence of a fire in the receptacle.
    17. Materials (including finishes or decorative surfaces applied to 
the materials) must comply with the flammability requirements of Sec.  
25.853 at Amendment 25-66. Mattresses must comply with the flammability 
requirements of Sec.  25.853(b) and (c) at Amendment 25-66.
    18. All lavatories within the crew rest compartment are required 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. When a crew rest compartment is installed or enclosed as a 
removable

[[Page 5066]]

module in part of a cargo compartment or is located directly adjacent 
to a cargo compartment without an intervening cargo compartment wall, 
the following applies:
    (a) Any wall of the module (container) forming part of the boundary 
of the reduced cargo compartment, subject to direct flame impingement 
from a fire in the cargo compartment and including any interface item 
between the module (container) and the airplane structure or systems, 
must meet the applicable requirements of Sec.  25.855 at Amendment 25-
60.
    (b) Means must be provided so that the fire protection level of the 
cargo compartment meets the applicable requirements of Sec.  25.855 at 
Amendment 25-60, Sec.  25.857 at Amendment 25-60, and Sec.  25.858 at 
Amendment 25-54 when the module (container) is not installed.
    (c) Use of each emergency evacuation route must not require 
occupants of the crew rest compartment to enter the cargo compartment 
in order to return to the passenger compartment.
    (d) The aural warning in Special Condition No. 7 must sound in the 
crew rest compartment in the event of a fire in the cargo compartment.
    20. All enclosed stowage compartments within the crew rest that are 
not limited to stowage of emergency equipment or airplane-supplied 
equipment (e.g., bedding) must meet the design criteria given in the 
table below. As indicated by 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 crewmember's 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       --------------------------------------------------------------------------
                                          Less than 25 ft\3\      25 ft\3\ to 57 ft\3\    57 ft\3\ to 200 ft\3\
----------------------------------------------------------------------------------------------------------------
Materials of construction \1\........  Yes....................  Yes....................  Yes.
Detectors \2\........................  No.....................  Yes....................  Yes.
Liner \3\............................  No.....................  No.....................  Yes.
Locating device \4\..................  No.....................  Yes....................  Yes.
----------------------------------------------------------------------------------------------------------------
\1\ 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 according to 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 1-minute detection time.
  Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must
  provide:
(a) A visual indication in the flight deck within one minute after the start of a fire;
(b) An aural warning in the crew rest compartment; and
(c) A warning in the 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, then no liner would be required for enclosed stowage
  compartments equal to or greater than 25 ft\3\ in interior volume but less than 57 ft\3\ in interior volume.
  For all enclosed stowage compartments equal to or greater than 57 ft\3\ in interior volume but less than or
  equal to 200 ft\3\, a liner must be provided that meets the requirements of Sec.   25.855 at Amendment 25-60
  for a Class B cargo compartment.
\4\ Locating Device: Crew rest areas that contain enclosed stowage compartments exceeding 25 ft\3\ interior
  volume, and that are located away from one central location, such as the entry to the crew rest area or a
  common area within the crew rest area, 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 January 21, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-1730 Filed 1-27-11; 8:45 am]
BILLING CODE 4910-13-P