[Federal Register Volume 76, Number 90 (Tuesday, May 10, 2011)]
[Proposed Rules]
[Pages 26949-26957]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-11368]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM456; Special Conditions No. 25-11-13-SC]


Special Conditions: Boeing Model 747-8 Series Airplanes; Overhead 
Flight Attendant Rest Compartment

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 747-8 
series airplanes. These airplanes will have novel or unusual design 
features associated with the installation of an overhead flight 
attendant rest compartment. 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. Additional special conditions will be 
issued for other novel or unusual design features of the Boeing 747-8 
airplanes.

DATES: Comments must be received on or before May 31, 2011.

ADDRESSES: Comments on this proposal may be mailed in duplicate to: 
Federal Aviation Administration, Transport Airplane Directorate, 
Attention: Rules Docket (ANM-113), Docket No. NM456, 1601 Lind Avenue, 
SW., Renton, Washington 98057-3356; or delivered in duplicate to the 
Transport Airplane Directorate at the above address. All comments must 
be marked Docket No. NM456. Comments may be inspected in the Rules 
Docket weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Jayson Claar, FAA, Airframe/Cabin 
Safety Branch, ANM-115, Transport Standards Staff, Transport Airplane 
Directorate, Aircraft Certification Service, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056; telephone (425) 227-2194; facsimile 
(425) 227-1149.

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 proposed 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 notice between 7:30 a.m. and 4 p.m., Monday through 
Friday, except Federal holidays.
    We will consider all comments we receive on or before 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 the 
proposed special conditions based on comments we receive.
    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 November 4, 2005, The Boeing Company, P.O. Box 3707, Seattle, WA 
98124, applied for an amendment to Type Certificate Number A20WE to 
include the new Model 747-8 passenger airplane. Boeing later applied 
for, and was granted, an extension of time for the amended type 
certificate, which changed the effective application date to December 
31, 2006. The Model 747-8 is a derivative of the 747-400. The Model 
747-8 is a four-engine jet transport airplane that will have a maximum 
takeoff weight of 975,000 pounds and new General Electric GEnx-2B67 
engines. The Model 747-8 will have two flight crew and the capacity to 
carry 605 passengers.

Type Certification Basis

    Under the provisions of Title 14, Code of Federal Regulations (14 
CFR) 21.101, Boeing must show that the Model 747-8 meets the applicable 
provisions of part 25, as amended by Amendments 25-1 through 25-120, 
plus amendment 25-127 for Sec.  25.795(a), except for earlier 
amendments as agreed upon by the FAA. These regulations will be 
incorporated into Type Certificate No. A20WE after type certification 
approval of the 747-8.
    In addition, the certification basis includes other regulations, 
special conditions and exemptions that are not relevant to these 
special conditions. Type Certificate No. A20WE will be updated to 
include a complete description of the certification basis for these 
airplanes. 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 747-8 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 747-8 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 under 
Sec.  11.38, and become part of the type certification basis under 
Sec.  21.101.
    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 or series that incorporates the same 
or similar novel or unusual design feature, or should any other model 
or series already included on the same type certificate be modified to 
incorporate the same or similar novel or unusual design feature, the 
special conditions would also apply to the other model or series under 
Sec.  21.101.
    Compliance with these special conditions does not relieve the 
applicant from the existing airplane certification basis requirements. 
One particular area of concern is that installing an overhead flight 
attendant rest (OFAR) compartment 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 
OFAR compartment, as well as any other airplane compartments whose 
decompression characteristics are affected by the installation of an 
OFAR compartment. Compliance with Sec.  25.831 must be demonstrated for 
all phases of flight when occupants are present.

Novel or Unusual Design Features

    While the installation of an OFAR compartment is not a new concept 
for large transport category airplanes, each

[[Page 26950]]

compartment design has unique features by virtue of its design, 
location, and use on the airplane. Crew rest compartments have been 
installed and certified in the main passenger cabin area of Model 777-
200 and -300 series airplanes and the overhead area of the passenger 
compartment of Model 777-200 airplanes. 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 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 OFAR 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, including the OFAR compartment, 
(i.e., type design changes and supplemental type certificates) 
administered by the FAA's Aircraft Certification Service.
    Procedures must be developed to assure that a crewmember entering 
the OFAR 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 OFAR compartment. These 
procedures are intended to assure that the source of the fire is not 
between the crewmember and the primary exit. In the event a fire source 
is not immediately self-evident to the firefighter, the firefighter 
should check for potential fire sources at areas closest to the primary 
exit first, then proceed to check areas in such a manner that the fire 
source, when found, would not be between the firefighter and the 
primary exit. Procedures describing methods to search the overhead crew 
rests for fire source(s) must be transmitted to the operator for 
incorporation into its training programs and appropriate operational 
manuals.

Discussion of the Special Conditions

    In general, the requirements listed in these special conditions are 
similar to those previously approved in earlier certification programs, 
such as the Model 777-200 series airplanes and Model 747 overhead crew 
rest compartments. These special conditions establish seating, 
communication, lighting, personal safety, and evacuation requirements 
for the OFAR compartment. In addition, passenger information signs, 
supplemental oxygen, and a seat or berth for each occupant of the OFAR 
compartment are required. These items are necessary because of 
turbulence and/or decompression. When applicable, the 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.
    On Model 777 series airplanes, crew rest compartments have been 
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. Also, overhead crew rest compartments have been 
installed on Model 747 series airplanes.
    The FAA issued special conditions that contain the additional 
safety standards that must be met for the OFAR compartments on Boeing 
Model 747 and 777 series airplanes. FAA Special Condition 25-ANM-16 was 
issued in 1987 to provide adequate safety standards for the 747-300 and 
747-400 Door 5 Overhead Crew Rests, and amended in 1997 (25-ANM-16A) to 
address design changes in the 747-400 Door 5 Overhead Crew Rest. For 
Boeing Model 777 series airplanes, the FAA issued Special Conditions 
No. 25-230-SC, dated April 9, 2003, for overhead crew rest compartments 
allowed to be occupied during flight and Special Conditions No. 25-260-
SC, dated April 14, 2004, for overhead flight crew rest (OFCR) 
compartments allowed to be occupied during taxi, take-off, and landing, 
as well as during flight.

Special Condition No. 1

    This special condition requires the seats and berths to be 
certified to the maximum flight loads. Due to the location and 
configuration of the OFAR compartment, occupancy during taxi, take-off, 
and landing is prohibited, and occupancy is limited to crewmembers 
during flight. Occupancy would be limited to 12 in an OFAR compartment, 
or the combined total of approved seats and berths in the OFAR, 
whichever is less. This special condition has the requirements for:
     Door access and locking,
     Ashtray installation,
     Placards 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 special 
condition permits trained crewmembers to continue to carry baggage 
containing minute quantities of flammable fluids (e.g., finger nail 
polish and aerosol hairspray) 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).

Special Condition No. 2

    The purpose of this special condition is to prevent occupants from 
being trapped in the OFAR compartment if there is an emergency. The 
special condition requires at least two emergency evacuation routes 
that could be used by each occupant of the OFAR 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, as an 
alternative, 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.
    Special Condition No. 2(b) identifies the three issues that should 
be considered for egress routes. 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

[[Page 26951]]

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

Special Condition No. 3

    This special condition requires each evacuation route to be 
designed for and have procedures established for moving an 
incapacitated person from the OFAR 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 OFAR 
compartment, or to the first landing, whichever is lower. Where the 
escape route is over seats, this special condition allows for five 
passenger seats to be emptied when demonstrating evacuation of an 
incapacitated person.

Special Condition No. 4

    This special condition requires exit signs; placards for evacuation 
routes; and illumination for signs, placards, and door handles. This 
special condition allows the use of exit signs with a reduced 
background area. 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). 
Signs with a reduced background area have been allowed under previous 
equivalent levels of safety for small transport executive jets.

Special Condition No. 5

    This special condition requires an emergency lighting system to 
prevent the occupants from being isolated in a dark area due to loss of 
the normal OFAR compartment lighting. The emergency lighting must be 
activated under the same conditions as the main deck emergency lighting 
system.

Special Condition No. 6

    This special condition requires a two-way voice communication and 
public address speaker(s) to alert the occupants of an in-flight 
emergency. Also required is a system to alert the OFAR compartment 
occupants of a decompression event and to don oxygen masks.

Special Condition No. 7

    This special condition requires a means to inform occupants of the 
OFAR compartment of an emergency. Also, after certain failures, power 
must be maintained to the emergency alarm system for a specific period 
of time.

Special Condition No. 8

    This special condition requires a means that is readily detectable 
by seated or standing OFAR compartment occupants 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 OFAR 
compartment. It would not be essential that the sign be visible from 
every possible location in the OFAR compartment. However, the sign 
should not be remotely located or located where it may be easily 
obscured.

Special Condition No. 9

    This special condition requires the OFAR compartment, which is 
remotely located from the passenger cabin, to be equipped with the 
following tools for firefighting: A hand-held fire extinguisher, 
protective breathing equipment (PBE), and a flashlight.
    This 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 OFAR 
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 OFAR compartment is novel and unusual 
in terms of the number of occupants. In 1976 when Amendment 25-38 was 
adopted, underfloor 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 OFAR 
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, an 
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 
OFAR compartment occupants to don PBE. Taking the time to don the PBE 
would prolong the time for an occupant's emergency evacuation and 
possibly interfere with efforts to extinguish the fire.

Special Condition No. 10

    This special condition requires a smoke detection system and 
appropriate warnings since the OFAR 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 
occupiable area of the compartment created by the installation of a 
curtain or door.

Special Condition No. 11

    This special condition requires the OFAR compartment to be designed 
so 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, don firefighting equipment, and gain access must not exceed 
the time for the OFAR compartment to become smoke filled, making it 
difficult to locate the fire source.

Special Condition No. 12

    This special condition requirement concerning fires within the 
compartment was developed for, and applied to, lower lobe crew rest 
compartments in Model 777-200 and -300 series airplanes. It was not 
applied to the overhead crew rest compartment in earlier certification 
programs such as the Model 747 airplanes. The Model 747 special 
conditions were issued before the new part 25 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. This special condition would require either the 
installation of

[[Page 26952]]

a manually activated fire containment system that is accessible from 
outside the OFAR compartment, or a demonstration that the crew could 
satisfactorily perform the function of extinguishing a fire under the 
prescribed conditions. A manually activated built-in fire extinguishing 
system would be required only if a crewmember could not successfully 
locate and extinguish the fire during a demonstration where the 
crewmember is responding to the alarm.
    The OFAR 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 OFAR compartment fire protection system (i.e., smoke or fire 
detection and fire suppression systems) in conjunction with an OFAR 
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 OFAR 
compartment, a prohibition addressed in Special Condition No. 1(a)(5).
    The requirements to enable crewmember(s) to quickly enter the OFAR 
compartment and locate a fire source inherently places limits on the 
amount of baggage that may be carried and the size of the OFAR 
compartment. The OFAR compartment is limited to stowing crew personal 
luggage and is not intended for stowing cargo or passenger baggage. The 
design of such a system to include cargo or passenger baggage would 
require additional requirements to ensure safe operation.
    During the one-minute smoke detection time, penetration of a small 
quantity of smoke from the OFAR compartment into an occupied area is 
acceptable for this airplane configuration. The FAA finds this 
acceptable based on 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 on 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 in 
the main cabin.

Special Condition No. 13

    This special condition requires that the oxygen equipment and a 
supplemental oxygen deployment warning for the OFAR compartment be 
equivalent to that provided for main deck passengers. Procedures must 
be established for OFAR compartment occupants to follow in the event of 
decompression.

Special Condition No. 14

    This special condition has the requirements for a divided OFAR 
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 Special Condition No. 14(a) 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.

Special Condition No. 15

    For lavatories or other small areas within an OFAR compartment, 
this special condition eliminates 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.

Special Condition No. 16

    This special condition requires a fitted waste disposal receptacle 
to be equipped with an automatic fire extinguisher.

Special Condition No. 17

    This special condition requires the materials in the OFAR 
compartment to meet the flammability requirements of Sec.  25.853(a), 
and the mattresses and seat cushions to meet the fire blocking 
requirements of Sec.  25.853(c).

Special Condition No. 18

    To clarify the applicability, this special condition reiterates the 
existing requirements for the main deck lavatory. OFAR compartment 
lavatories are required to comply with the existing rules on lavatories 
in the absence of other specific requirements. In addition, any 
lavatory located in the OFAR compartment must also meet the 
requirements of Special Condition No. 10 for smoke detection due to its 
placement in this remote area.

Special Condition No. 19

    This special condition requires establishing fire protection 
procedures for the OFAR compartment based on the size of the 
compartment (compartment interior volume). This special condition has 
been revised from previously issued special conditions for other model 
airplanes because of the introduction of larger stowage compartments 
into the OFAR compartment. The fire protection requirements for stowage 
compartments in the OFAR compartment are more stringent than those for 
stowage in the main passenger cabin because the OFAR 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 requirements is to contain the fire. FAA 
research indicates that properly constructed compartments meeting the 
material requirements will prevent burn through. For stowage 
compartments greater than 25 ft \3\ but less than 200 ft \3\ the safety 
objective 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 fire protection requirements are intended to 
provide a level of safety for the OFAR compartment that is equivalent 
to the level of safety established by the existing regulations for the 
main cabin.
    These 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, or coffee pots), other than a 
conventional lavatory or kitchenette hot water heater, within the OFAR 
compartment, may require additional special conditions. A hot water 
heater is acceptable and will not require issuing additional special 
conditions.
    The OFAR compartment on the 747-8 series airplanes is located above 
the main passenger cabin adjacent to door 5 and will be accessed from 
the main deck by stairs. The OFAR compartment will include a maximum of 
10 berths and a bench style seat for a maximum

[[Page 26953]]

occupancy of 12. An emergency hatch that opens directly into the main 
passenger cabin area will be provided. A smoke detection system, an 
oxygen system with audio warning, emergency backup lighting, 
information signs, and occupant amenities will also be provided. 
Additionally, the OFAR compartment will only be occupied by trained 
crew members in flight, not during taxi, take-off, or landing.

Applicability

    As discussed above, these special conditions are applicable to 
Boeing Model 747-8 series airplanes. Should Boeing apply at a later 
date for a change to the type certificate to include another model 
incorporating the same novel or unusual design features, the special 
conditions would apply to that model as well under the provisions of 
Sec.  21.101.
    Certification of the Boeing Model 747-8 is currently scheduled for 
November 2011. The substance of these special conditions has been 
subject to the notice and public-comment procedure in several prior 
instances. Therefore, because a delay would significantly affect both 
the applicant's installation of the system and certification of the 
airplane, we are shortening the public-comment period to 20 days.

Conclusion

    This action affects only certain novel or unusual design features 
of the Boeing Model 747-8 airplane. It is not a rule of general 
applicability.

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 condition as part of the type certification basis for 
the Boeing Model 747-8 airplane.
    1. Occupancy of the overhead flight attendant rest (OFAR) 
compartment is limited to the total number of bunks and seats installed 
in that compartment. There must be an approved seat or berth able to 
withstand the maximum flight loads when occupied for each occupant 
permitted in the OFAR compartment. The maximum occupancy is twelve.
    (a) Appropriate placards must be located inside and outside each 
entrance to the OFAR compartment to indicate:
    (1) The maximum number of occupants allowed.
    (2) Occupancy is restricted to crewmembers that are trained in the 
evacuation procedures for the overhead crew rest compartment.
    (3) Occupancy is prohibited during taxi, take-off and landing.
    (4) Smoking is prohibited in the OFAR compartment.
    (5) Stowage in the OFAR compartment area is limited to crew 
personal luggage. The stowage of cargo or passenger baggage is not 
allowed.
    (b) At least one ashtray must be located on both the inside and the 
outside of any entrance to the OFAR compartment.
    (c) Passengers must be prevented from entering the OFAR compartment 
in the event of an emergency or when no flight attendant is present.
    (d) Any door installed between the OFAR compartment and passenger 
cabin must 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 OFAR compartment, a means must 
be in place to preclude anyone from being trapped inside the OFAR 
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 OFAR compartment 
at any time.
    2. At least two emergency evacuation routes must be available which 
could be used by each occupant of the OFAR 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 OFAR compartment, and between the evacuation routes, to minimize 
the possibility of an event rendering both routes inoperative.
    Compliance with the requirements of Special Condition No. 2(a) may 
be shown by inspection or analysis. Regardless of which method is used, 
the maximum acceptable distance between exit openings is 60 feet.

Compliance by Inspection

    Inspection may be used to show compliance with Special Condition 
No. 2(a). An inspection finding that an OFAR compartment has evacuation 
routes 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 reason for a finding of compliance. 
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 opposite ends (i.e., adjacent to opposite end walls) of the 
OFAR would require no further review or analysis with regard to exit 
separation.

Compliance by Analysis

    Analysis must show that the OFAR compartment configuration and 
interior features allow all occupants of the OFAR to escape the 
compartment in the event of a hazard inside or outside of the 
compartment. Elements to consider in this evaluation are:
    (1) Fire inside or outside the OFAR 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 OFAR 
compartment.
    (3) Distribution and quantity of emergency equipment within the 
OFAR compartment.
    (4) Structural failure or deformation of components that could 
block access to the available evacuation routes (e.g., seats, folding 
berths, and contents of stowage compartments).
    (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,
     Elimination of rigid structure that reduces access from 
one part of the compartment to another,
     The elimination of items that are known to cause 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 protective breathing 
equipment (PBE). This analysis should take into consideration the 
possibility of fire in any location in the OFAR compartment. The 
location and quantity of PBE and fire extinguishers should allow 
occupants located in any approved seats or berths access to the 
equipment

[[Page 26954]]

necessary to fight a fire in the OFAR compartment.
    The intent of this special condition is to provide sufficient exit 
separation. 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 OFAR compartments with one exit located near the forward or aft 
end of an OFAR compartment (as measured by having the centroid of the 
exit opening within 20 percent of the total OFAR compartment length 
from the forward or aft end of the compartment) the exit separation 
should not be less than 50 percent of the total OFAR compartment 
length.
    For OFAR compartments with neither required exit located near the 
forward or aft end of the OFAR compartment (as measured by having the 
centroid of the exit opening within 20 percent of the total OFAR 
compartment length from the forward or aft end of the compartment) the 
exit separation should not be less than 30 percent of the total OFAR 
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 
when occupancy is allowed, normal movement by passengers occurs (i.e., 
main aisle, cross aisle or galley complex) that would impede egress 
from the OFAR compartment. If an evacuation route is in 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 OFAR compartment from head 
injury. The use of evacuation routes must not depend on any powered 
device. If the evacuation path is over an area where there are 
passenger seats, a maximum of five passengers may be temporarily 
displaced from their seats when evacuating 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 procedures for 
emergency evacuation of an incapacitated occupant from the OFAR 
compartment, must be established. All of these procedures must be 
transmitted to the operator for incorporation into its training 
programs and appropriate operational manuals.
    (d) A limitation must be included 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 evacuating an incapacitated person 
(representative of a ninety-fifth percentile male) from the OFAR 
compartment to the passenger cabin floor. The evacuation must be 
demonstrated for all evacuation routes. A crewmember (a total of one 
assistant within the OFAR 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 with stairways, the additional assistants may ascend 
up to one half the elevation change from the main deck to the OFAR 
compartment, or to the first landing, whichever is lower.
    4. The following signs and placards must be provided in the OFAR 
compartment:
    (a) At least one exit sign, located near each exit, meeting the 
emergency lighting requirements of Sec.  25.812(b)(1)(i); however, a 
sign with a reduced background area of no less than 5.3 square inches 
(excluding the letters) may be used, provided it is installed so 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 is acceptable.
    (b) An appropriate placard located conspicuously on or near each 
exit defining the location and operating instructions for each 
evacuation route.
    (c) Placards must be readable from a distance of 30 inches under 
emergency lighting conditions.
    (d) The evacuation path operating instruction placards required by 
Special Condition 4(b) of these special conditions must be illuminated 
to at least 160 microlamberts under emergency lighting conditions.
    5. A means must be available, in the event of failure of the 
airplane's main power system, or of the normal OFAR compartment 
lighting system, for emergency illumination to be automatically 
provided in the OFAR 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 OFAR compartment to locate and move to the main passenger cabin 
floor by means of each evacuation route.
    6. A means must be available for two-way voice communications 
between crewmembers on the flight deck and occupants of the OFAR 
compartment. Two-way voice communications must also be available 
between the occupants of the OFAR compartment and each flight attendant 
station in the passenger cabin that is required to have a public 
address system microphone per Sec.  25.1423(g). In addition, the public 
address system must include provisions to provide only the relevant 
information to the flight attendants in the OFAR compartment (e.g., 
fire in flight, airplane depressurization, or preparation of the 
compartment occupants for landing).
    7. A means must be available for manually activating 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 OFAR compartment 
of an emergency situation. Use of a public address or crew interphone 
system is acceptable, provided an adequate means of differentiating 
between normal and emergency communications is incorporated. The system 
must be powered in flight for at least 10 minutes after the shutdown or 
failure of all engines and auxiliary power units (APUs).
    8. A means, readily detectable by seated or standing occupants of 
the OFAR compartment, must be in place to indicate 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 with the sleeping position during cruise conditions. 
There must be a placard on each berth requiring seat belts to be 
fastened when occupied. If compliance with any of the other 
requirements of these special conditions is predicated on a specific 
head position, there must be a placard identifying that head position.

[[Page 26955]]

    9. In lieu of the requirements specified in Sec.  25.1439(a) 
pertaining to isolated compartments, and to provide a level of safety 
equivalent to that provided to occupants of an isolated galley, the 
following equipment must be provided in the OFAR compartment:
    (a) At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur.
    (b) Two PBE devices suitable for firefighting, or one PBE for each 
hand-held fire extinguisher, whichever is greater. All PBE devices must 
be approved to Technical Standard Order (TSO)-C116, Crewmember Portable 
Protective Breathing Equipment, or equivalent.
    (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 OFAR compartment, 
including those areas partitioned by curtains. Flight tests must be 
conducted to show compliance with this requirement. If a fire occurs, 
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 OFAR compartment.
    (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. A means to fight a fire must be provided. This can be either a 
built-in extinguishing system or manual, hand-held bottle extinguishing 
system.
    (a) For a built-in extinguishing system:
    (1) The system must have adequate capacity to suppress a fire 
considering the fire threat, compartment volume, and ventilation rate. 
The system must have sufficient extinguishing agent to provide an 
initial knockdown and suppression environment per the minimum 
performance standards established for the agent being used.
    (2) If the capacity of the extinguishing system does not provide 
effective fire suppression that will last for the duration of flight 
from the farthest point in route to the nearest suitable landing site 
expected in service, an additional manual firefighting procedure must 
be established. For a built-in extinguishing system, the time needed 
for effective fire suppression must be established and documented in 
the firefighting procedures of the airplane flight manual. If the 
duration of time for demonstrated effective fire suppression provided 
by the built-in extinguishing agent will be exceeded, the firefighting 
procedures must instruct the crew to:
    (i) Enter the OFAR compartment at the time that demonstrated fire 
suppression effectiveness will be exceeded.
    (ii) Check for and extinguish any residual fire.
    (iii) Confirm that the fire is out.
    (b) For a manual, hand-held bottle extinguishing system (designed 
as the sole means to fight a fire or to supplement a built-in 
extinguishing system of limited suppression duration) for the OFAR 
compartment:
    (1) A limitation must be included in the airplane flight manual or 
other suitable means requiring that crewmembers be trained in the 
firefighting procedures.
    (2) The compartment design must allow crewmembers equipped for 
firefighting to have unrestricted access to all parts of the 
compartment.
    (3) The time for a crewmember on the main deck to react to the fire 
alarm, don the firefighting equipment, and gain access to the OFAR 
compartment must not exceed the time for the compartment to become 
smoke-filled, making it difficult to locate the fire source.
    (4) Approved procedures describing methods for searching the OFAR 
compartment for fire source(s) must be established. These procedures 
must be transmitted to the operator for incorporation into its training 
programs and appropriate operational manuals.
    12. A means must be provided to prevent hazardous quantities of 
smoke or extinguishing agent originating in the OFAR compartment from 
entering any other compartment occupied by crewmembers or passengers. 
This means must include the time periods during the evacuation of the 
OFAR compartment and, if applicable, accessing the OFAR compartment to 
manually fight a fire. When access to the OFAR compartment is open for 
emergency evacuation all smoke entering any other compartment occupied 
by crewmembers or passengers must dissipate within five minutes after 
access to the OFAR compartment is closed. Hazardous quantities of smoke 
may not enter any other compartment occupied by crewmembers or 
passengers during access to manually fight a fire in the OFAR 
compartment. The amount of smoke entrained by a firefighter exiting the 
OFAR compartment is not considered hazardous. During the one-minute 
smoke detection time, penetration of a small quantity of smoke from the 
OFAR into an occupied area is acceptable. Flight tests must be 
conducted to show compliance with this requirement.
    (a) A provision in the firefighting procedures must ensure that all 
door(s) and hatch(es) at the OFAR compartment outlets are closed after 
the compartment is evacuated and during firefighting to minimize smoke 
and extinguishing agent from entering other occupiable compartments.
    (b) If a built-in fire extinguishing system is used in lieu of 
manual firefighting, the fire extinguishing system must be designed so 
no hazardous quantities of extinguishing agent enter other compartments 
occupied by passengers or crew. The system must have adequate capacity 
to suppress any fire occurring in the OFAR compartment, considering the 
fire threat, compartment volume, and ventilation rate.
    13. There must be a supplemental oxygen system for each seat and 
berth in the OFAR compartment equivalent to that provided for main deck 
passengers. The system must provide an aural and visual alert to warn 
occupants of the OFAR compartment to don oxygen masks in the event of 
decompression. The aural and visual alerts 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 OFAR compartment is depressed. Procedures must be 
established for instructing OFAR compartment occupants what to do in 
the event of decompression. These procedures must be transmitted to the 
operator for incorporation into its training programs and appropriate 
operational manuals.
    14. The following requirements apply to OFAR compartments divided 
into several sections by installing curtains or partitions:
    (a) To compensate for sleeping occupants, there must be an aural 
alert that can be heard in each section of the OFAR compartment that 
accompanies automatic presentation of supplemental oxygen masks. A 
visual alert that informs occupants that they must don oxygen masks is 
required in each section where seats or berths are not installed. Each 
seat or berth must have at least two supplemental oxygen masks. A means 
must be in place by which oxygen masks can be manually deployed from 
the flight deck.

[[Page 26956]]

    (b) A placard is required adjacent to each curtain that visually 
divides or separates, for privacy purposes, the OFAR compartment into 
multiple 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 section 
and, therefore, does not require a placard.
    (c) For each section of the OFAR compartment created by the 
installation of a curtain, the following requirements 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).
    (5) A smoke or fire detection system (Special Condition No. 10).
    (d) OFAR compartments that are visually divided to the extent that 
evacuation could be affected must have exit signs directing occupants 
to the primary stairway exit. The exit signs must be provided in each 
separate section of the OFAR compartment, except for curtained bunks, 
and must meet the requirements of Sec.  25.812(b)(1)(i).
    (e) Sections within an OFAR compartment created by installing a 
rigid partition with a door physically separating the sections, must 
meet the following requirements with the door open or closed:
    (1) A secondary evacuation route from each section to the main 
deck, or the applicant must show that any door between the sections 
precludes anyone from being trapped inside the compartment. Removing an 
incapacitated occupant from this area must be considered. A secondary 
evacuation route from a small room designed for only one occupant for a 
short period of time, such as a changing area or lavatory, is not 
required. However, removing an incapacitated occupant from 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) No more than one door may be located between any seat or berth 
and the primary stairway exit.
    (4) Each section must have exit signs that meet the requirements of 
Sec.  25.812(b)(1)(i) and 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 section of the OFAR compartment created by the 
installation of a partition with a door, the following requirements 
must be met with the door open or closed:
    (1) No smoking placards (Special Condition No. 1).
    (2) Emergency illumination (Special Condition No. 5).
    (3) Two-way voice communication (Special Condition No. 6).
    (4) Emergency alarm system (Special Condition No. 7).
    (5) Seat belt fasten signal or return to seat signal as applicable 
(Special Condition No. 8).
    (6) Emergency firefighting and protective equipment (Special 
Condition No. 9).
    (7) Smoke or fire detection system (Special Condition No. 10).
    15. Special Conditions 6 (two-way voice communication with the 
flight deck) and 9 (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. If 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 and seat cushions 
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 OFAR 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 OFAR compartment 
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. 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-held fire extinguisher will require additional fire protection 
considerations similar to those required for inaccessible compartments, 
such as Class C cargo compartments.

   Design Criteria for Enclosed Stowage Compartments Not Limited to Stowage of Emergency or Airplane-Supplied
                                                    Equipment
----------------------------------------------------------------------------------------------------------------
                                                          Stowage compartment interior volumes
                                      --------------------------------------------------------------------------
       Fire protection features                                   25 cubic feet to 57      57 cubic feet to 200
                                       Less than 25 cubic feet         cubic feet               cubic feet
----------------------------------------------------------------------------------------------------------------
Materials of Construction \1\........  Yes....................  Yes....................  Yes.
Detectors \2\........................  No.....................  Yes....................  Yes.
Liner \3\............................  No.....................  Conditional............  Yes.
Locating Device \4\..................  No.....................  Yes....................  Yes.
----------------------------------------------------------------------------------------------------------------

\1\ Compliant Materials of Construction

    The material used in constructing each enclosed stowage compartment 
must at least be fire resistant and must meet the flammability 
standards established for interior components (i.e., 14 CFR part 25 
Appendix F, parts I, IV, and V) per the requirements of Sec.  25.853. 
For compartments less than 25 ft\3\ in interior volume, the design must 
ensure the ability to contain a fire likely to occur within the 
compartment under normal use.

\2\ Smoke or Fire Detectors

    Enclosed stowage compartments equal to or exceeding 25 ft\3\ in 
interior

[[Page 26957]]

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 OFAR compartment.
    (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 material used in constructing the stowage compartment can be 
shown to meet 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\ Fire Location Detector

    If an OFAR compartment has enclosed stowage compartments exceeding 
25 ft\3\ interior volume that are located separately from the other 
stowage compartments (for example, away from one central location, such 
as the entry to the OFAR compartment or a common area within the OFAR 
compartment) that 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 May 3, 2011.
KC Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-11368 Filed 5-9-11; 8:45 am]
BILLING CODE 4910-13-P