[Federal Register Volume 78, Number 68 (Tuesday, April 9, 2013)]
[Rules and Regulations]
[Pages 21037-21043]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-08156]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2013-0317; Special Conditions No. 25-487-SC]


Special Conditions: Airbus Model A330-200 Airplanes; Bulk Cargo 
Lower Deck Crew Rest Compartments

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special condition; request for comments.

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SUMMARY: These special conditions are issued for the Airbus Model A330-
200 airplane. This airplane as modified by TTF Aerospace LLC will have 
a novel or unusual design feature associated with the installation of 
bulk cargo lower deck crew rest compartments. 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 April 3, 2013. 
We must receive your comments by May 24, 2013.

ADDRESSES: Send comments identified by docket number FAA-2013-0317 
using any of the following methods:
    Federal eRegulations Portal: Go to http://www.regulations.gov/ and 
follow the online instructions for sending your comments 
electronically.
    Mail: Send comments to Docket Operations, M-30, U.S. Department of 
Transportation (DOT), 1200 New Jersey Avenue SE., Room W12-140, West 
Building Ground Floor, Washington, DC 20590-0001.
    Hand Delivery or Courier: Take comments to Docket Operations in 
Room W12-140 of the West Building Ground Floor at 1200 New Jersey 
Avenue SE., Washington, DC, between 8 a.m. and 5 p.m., Monday through 
Friday, except federal holidays.
    Fax: Fax comments to Docket Operations at 202-493-2251.
    Privacy: The FAA will post all comments it receives, without 
change, to http://www.regulations.gov/, including any personal 
information the commenter provides. Using the search function of the 
docket Web site, anyone can find and read the electronic form of all 
comments received into any FAA docket, including the name of the 
individual sending the comment (or signing the comment for an 
association, business, labor union, etc.). DOT's complete Privacy Act 
Statement can be found in the Federal Register published on April 11, 
2000 (65 FR 19477-19478), as well as at http://DocketsInfo.dot.gov/ gov/.
    Docket: Background documents or comments received may be read at 
http://www.regulations.gov/ at any time. Follow the online instructions 
for accessing the docket or go to the Docket Operations in Room W12-140 
of the West Building Ground Floor at 1200 New Jersey Avenue SE., 
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, 
except federal holidays.

FOR FURTHER INFORMATION CONTACT: Alan Sinclair, Airframe and Cabin 
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2195; facsimile 425-227-1232.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and 
opportunity for prior public comment on, these special conditions are 
unnecessary because 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 will consider all comments we receive by the closing date for 
comments. We may change these special conditions based on the comments 
we receive.

Background

    On May 19, 2011, TTF Aerospace LLC applied for a supplemental type 
certificate to install a bulk cargo lower deck crew rest compartment in 
the Airbus Model A330-200 airplane. The Airbus Model A330-200 airplane 
is a wide-body, twin engine jet airplane. Operating this model requires 
two pilots. Model A330-200 airplanes that carry up to 375 passengers 
have three pairs of Type A exits, and one pair of Type 1 exits, and 
Model A330-200 airplanes that carry up to 379 passengers have four 
pairs of Type A exits. Versions of the Model A330

[[Page 21038]]

airplanes have a range of 4,000 to 7,250 nautical miles and can carry 
150,000 pounds of cargo.

Type Certification Basis

    Under the provisions of Sec.  21.101, TTF Aerospace LLC must show 
that the Airbus Model A330-200, as changed, continues to meet the 
applicable provisions of the regulations incorporated by reference in 
Type Certificate No. A46NM or the applicable regulations in effect on 
the date of application for the change. The regulations incorporated by 
reference in the type certificate are commonly referred to as the 
``original type certification basis.'' The regulations incorporated by 
reference in A46NM are as follows: 14 CFR part 25, as amended by 
Amendments 25-1 through 25-63; certain regulations at later Amendments 
25-65, 25-66, and 25-68, 25-69, 25-73, 25-75, 25-77, 25-78, 25-81, 25-
82, 25-84, and 25-85 with exceptions. Refer to Type Certificate Data 
Sheet A46NM, as applicable, for a complete description of the 
certification basis for these models, including certain special 
conditions and equivalent safety findings that are not relevant to 
these proposed special conditions.
    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 Model A330-200 airplane because of 
a novel or unusual design feature, special conditions are prescribed 
under the provisions of Sec.  21.16.
    Special conditions are initially applicable to the model for which 
they are issued. Should the applicant apply for a supplemental type 
certificate to modify any other model included on the same type 
certificate to incorporate the same novel or unusual design feature, 
the special conditions would also apply to the other model.
    In addition to the applicable airworthiness regulations and special 
conditions, the Airbus Model A330-200 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.
    The FAA issues special conditions, as defined in 14 CFR 11.19, in 
accordance with Sec.  11.38, and they become part of the type 
certification basis under Sec.  21.101.

Novel or Unusual Design Features

    The Airbus Model A330-200 will incorporate the following novel or 
unusual design features: bulk cargo lower deck crew rest compartments.
    While the installation of the crew rest compartment is not a new 
concept for large transport category airplane, each crew rest 
compartment has unique features based on design, location, and use on 
the airplane. The bulk cargo lower deck crew rest (BCCR) compartment is 
novel in terms of part 25 in that it will be located under the 
passenger cabin floor in the aft cargo compartment of Airbus Model 
A330-200 series airplanes. Due to the novel or unusual features 
associated with the installation of a BCCR 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 certificates of these airplanes. It will be the 
size of the aft section of the bulk cargo loading area and will be 
optional for removal from the cargo compartment. The BCCR compartment 
will be occupied in flight but not during taxi, take off, or landing. 
No more than eight crew members at a time will be permitted to occupy 
it. The BCCR compartment will have a built in smoke detection system, 
an oxygen system, and decompression warning system that all connect to 
the main cabin and cockpit.
    The BCCR compartment will be accessed from the main deck via a 
``stair house.'' The floor within the stair house has a hatch that 
leads to stairs which occupants use to descend into the BCCR 
compartment. An interface will keep this hatch open when the stair 
house door is open. In addition, an emergency hatch opens directly into 
the main passenger cabin. The BCCR has access panels to allow the crew 
to perform maintenance without removal of the crew rest compartment.
    This installation of BCCR is similar to the installation of Lower 
Deck Mobile Crew Rest (LD-MCR) on Airbus Model A330 and 340 series 
airplanes for which Special Conditions No. 25-281-SC were issued on 
December 29, 2004. The currently installed LD-MCR will be removed and 
the BCCR will be installed in the aft lower lobe of the airplane. The 
BCCR occupies the entire bulk baggage compartment.

Discussion

    The applicant should note that the FAA considers 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 
crew members or passengers) for crew rest compartments complex in terms 
of paragraph 6d of Advisory Circular (AC) 25.1309-1A, System Design and 
Analysis, dated June 21, 1988. In addition, the FAA considers failure 
of the crew rest compartment fire protection system (i.e., smoke or 
fire detection and fire suppression systems) in conjunction with a crew 
rest fire to be a catastrophic event. Based on the ``Depth of Analysis 
Flowchart'' shown in Figure 2 of AC 25.1309-1A, the depth of analysis 
should include both qualitative and quantitative assessments. Refer to 
paragraphs 8d, 9, and 10 of AC 25.1309-1A. In addition, it should be 
noted that flammable fluids, explosives, or other dangerous cargo are 
prohibited from being carried in the crew rest areas.
    The requirements to enable crew members' quick entry to the crew 
rest compartment and to locate a fire source inherently places limits 
on the amount of baggage that may be carried and the size of the crew 
rest area. The FAA considers that the crew rest area must be limited to 
the stowage of crew personal luggage and must not be used for the 
stowage of cargo or passenger baggage. The design of such a system to 
include cargo or passenger baggage would require additional 
requirements to ensure safe operation.
    The addition of galley equipment or a kitchenette incorporating a 
heat source (e.g., cook tops, microwaves, coffee pots, etc.), other 
than a conventional lavatory or kitchenette hot water heater, within 
the BCCR compartment defined in the ``Novel or Unusual Design 
Features'' section, may require further Special Conditions to be 
considered. A hot water heater is acceptable without further Special 
Conditions consideration.

Operational Evaluations and Approval

    In lieu of a type design placard indicating the operational 
qualification of the crew rest compartment, the following Operational 
Evaluation and Approval process must be followed.
    These special conditions outline requirements for flight crew and 
cabin crew rest compartment design approvals (e.g., type design change 
or supplemental type certificate) administered by the FAA's Aircraft 
Certification Service. Prior to operational use of a flight (cabin) 
crew rest compartment, the FAA's Flight Standards Service must evaluate 
for operational suitability the flight (cabin) crew sleeping quarters 
and rest facilities. Refer to Sec. Sec.  91.1061(b)(1), 121.485(a), 
121.523(b), and 135.269(b)(5).
    Compliance with these special conditions does not ensure that the 
applicant has demonstrated compliance

[[Page 21039]]

with the requirements of 14 CFR parts 91, 121, or 135.
    To obtain an operational evaluation, the type design holder must 
contact the appropriate Aircraft Evaluation Group (AEG) in the Flight 
Standards Service and request an evaluation for operational suitability 
of the flight crew sleeping quarters in their crew rest facility. 
Results of these evaluations should be documented and appended to the 
applicable Flight Standardization Board (FSB) Report. Individual 
operators may reference these standardized evaluations in discussions 
with their FAA Principal Operating Inspector (POI) as the basis for an 
operational approval, in lieu of an on-site operational evaluation.
    Any changes to the approved flight (cabin) crew rest compartment 
configuration that affect crew member emergency egress or any other 
procedures affecting the safety of the occupying crewmembers and/or 
related training shall require a re-evaluation and approval. In the 
event of any design change that affects egress, safety procedures, or 
training, the applicant is responsible for notifying the FAA's AEG that 
a new crew rest facility evaluation is required.
    All instructions for continued airworthiness (ICAs) will be 
submitted to the Seattle AEG for approval acceptance, including service 
bulletins, before issuance of the FAA modification approval.
    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 crew member occupancy is permitted 
during flight for the maximum number of crew members expected to be in 
the area during any operation.'' The BCCR compartment is an isolated 
separate compartment, so Sec.  25.1439(a) is applicable. However, the 
Sec.  25.1439(a) protective breathing equipment (PBE) requirements for 
isolated separate compartments are not appropriate because the BCCR is 
novel and unusual in terms of the number of occupants.
    In 1976, when Amendment 25-38 was adopted, small galleys were the 
only isolated compartments that had been certificated. Two crewmembers 
were the maximum expected to occupy those galleys.
    This crew rest compartment can accommodate up to eight crew 
members. This large number of occupants in an isolated compartment was 
not envisioned at the time Amendment 25-38 was adopted. It is not 
appropriate for all occupants to don PBEs in the event of a fire 
because the first action should be to leave the confined space unless 
the occupant is fighting the fire. Taking the time to don the PBE would 
prolong the time for the emergency evacuation of the occupants and 
possibly interfere with efforts to extinguish the fire. This special 
condition therefore provides procedures that establish a level of 
safety equivalent to the PBE requirements.
    For all of the areas discussed above, 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.

Applicability

    As discussed above, these special conditions are applicable to the 
Airbus Model A330-200. Should TTF Aerospace LLC apply at a later date 
for a supplemental type certificate to modify any other model included 
on Type Certificate No. A46NM to incorporate the same 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 one model of 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, the FAA has determined 
that prior public notice and comment are unnecessary, 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 Airbus Model A330-200 airplanes 
modified by TTF Aerospace LLC. The FAA formulated the proposed Special 
Conditions for the A330-200 bulk cargo lower deck crew rest (BCCR) 
compartment from previous requirements established for various 
airplanes. The BCCR compartment must meet the following requirements.
    1. Occupancy of the BCCR compartment is limited to the total number 
of installed bunks and seats 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 crew rest compartment. The 
maximum occupancy is eight in the BCCR compartment.
    (a) There must be appropriate placards displayed in a conspicuous 
place at each entrance to the BCCR compartment to indicate:
    (1) The maximum number of occupants allowed;
    (2) That occupancy is restricted to crew members that 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 in the crew rest compartment.
    (6) That the crew rest area must be limited to the stowage of crew 
personal luggage and must not be used for the stowage of cargo or 
passenger baggage.
    (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

[[Page 21040]]

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 ninety-fifth 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 
operator for incorporation into their training programs and appropriate 
operational manuals.
    (d) There must be a limitation in the Airplane Flight Manual or 
other suitable means requiring that crew members 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 crew member (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 
changes 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 such 
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 microlamberts under 
emergency lighting conditions.
    5. There must be a means in the event of failure of the aircraft's 
main power system, or of the normal 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 
compartment to locate a deployed oxygen mask.
    6. There must be means for two-way voice communications between 
crew members on the flight deck and occupants of the crew rest 
compartment. There must also be public address system microphones at 
each flight attendant seat required to be near a floor level exit in 
the passenger cabin per Sec.  25.785(h) at Amendment 25-51 which allows 
two-way voice communications between flight attendants and the 
occupants of the crew rest compartment, except that one microphone may 
serve more than one exit provided the proximity of the exits allow 
unassisted verbal communication between seated flight attendants.
    7. There must be a means for manual activation of an aural 
emergency alarm system, audible during normal and emergency conditions, 
to enable crew members on the flight deck and at each pair of required 
floor level emergency exits to alert occupants of the crew rest 
compartment of an emergency situation. Use of a public address or crew 
interphone system will be acceptable, provided an adequate means of 
differentiating between normal and emergency communications is 
incorporated. The system must be powered in flight, after the shutdown 
or failure of all engines and auxiliary power units (APU), or the 
disconnection or failure of all power sources dependent on their 
continued operation (i.e., engine and APU), for a period of at least 
ten minutes.
    8. There must be a means, readily detectable by seated or standing 
occupants of the crew rest compartment, which indicates when seat belts 
should be fastened. In the event there are no seats, at least one means 
must be provided to cover anticipated turbulence (e.g., sufficient 
handholds). Seat belt type restraints must be provided for berths and 
must be compatible for the sleeping attitude during cruise conditions. 
There must be a placard on each berth requiring that seat belts must be 
fastened when occupied. If compliance with any of the other 
requirements of these special conditions is predicated on specific head 
location, there must be a placard identifying the head position.
    9. In lieu of the requirements specified in Sec.  25.1439(a) at 
Amendment 25-38 that pertain to isolated compartments and to provide a 
level of safety equivalent to that which is provided occupants of a 
small isolated galley, the following equipment must be provided in the 
crew rest compartment:
    (a) At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur;

[[Page 21041]]

    (b) Two protective breathing equipment (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 9) may be required as a result of any egress analysis 
accomplished to satisfy special condition 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 must 
provide:
    (a) A visual indication to the flight deck within one minute after 
the start of a fire;
    (b) An aural warning in the crew rest compartment; and
    (c) A warning in the main passenger cabin. This warning must be 
readily detectable by a flight attendant, taking into consideration the 
positioning of flight attendants throughout the main passenger 
compartment during various phases of flight.
    11. The crew rest compartment must be designed such that fires 
within the compartment can be controlled without a crew member having 
to enter the compartment, or the design of the access provisions must 
allow crew members equipped for fire fighting to have unrestricted 
access to the compartment. The time for a crew member 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. Procedures 
describing methods to search the crew rest compartments for fire 
sources(s) must be established. These procedures must be transmitted to 
the operator for incorporation into their training programs and 
appropriate operational manuals.
    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 crew 
members 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 crew members or 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 crew members 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.
    There must be a provision in the firefighting procedures to ensure 
that all door(s) and hatch(es) at the crew rest compartment outlets are 
closed after evacuation of the crew rest compartment and during 
firefighting to minimize smoke and extinguishing agent from entering 
other occupiable compartments.
    If a built-in fire extinguishing system is used in lieu of manual 
fire fighting, then the fire extinguishing system must be designed so 
that no hazardous quantities of extinguishing agent will enter other 
compartments occupied by passengers or crew. The system must have 
adequate capacity to suppress any fire occurring in the crew rest 
compartment, considering the fire threat, volume of the compartment, 
and the ventilation rate.
    13. There must be a supplemental oxygen system within the crew rest 
compartment as follows:
    (a) There must be at least one mask for each seat, and berth in the 
crew rest compartment.
    (b) If a destination area (such as a changing area) is provided in 
the BCCR compartment, then there must be an oxygen mask readily 
available for each occupant that 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 crew rest compartment).
    (c) There must also be an oxygen mask readily accessible to each 
occupant that can reasonably be expected to be either transitioning 
from the main cabin into the crew rest compartment, transitioning 
within the crew rest compartment, or transitioning from the crew rest 
compartment to the main cabin.
    (d) The system must provide an aural and visual alert to warn the 
occupants of the BCCR compartment to don oxygen masks in the event of 
decompression. The aural and visual alerts must activate concurrently 
with the deployment of the oxygen masks in the passenger cabin. To 
compensate for sleeping occupants, the aural alert must be heard in 
each section of the BCCR compartment and must sound continuously for a 
minimum of five minutes or until a reset switch within the BCCR 
compartment is activated. A visual alert that informs occupants that 
they must don an oxygen mask must be visible in each section.
    (e) There must also be a means by which the oxygen masks can be 
manually deployed from the flight deck.
    (f) Procedures for occupants in the crew rest compartment 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.
    (g) The supplemental oxygen system for the crew rest compartment 
shall meet the same 14 CFR part 25 regulations as the supplemental 
oxygen system for the passenger cabin occupants except for the 10 
percent additional masks requirement of 14 CFR 25.1447(c)(1).
    (h) The illumination level of the normal BCCR compartment lighting 
system must automatically be sufficient for each occupant of the 
compartment to locate a deployed oxygen mask.
    14. The following additional 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. 
Supplemental oxygen must meet the requirements of Special Condition no. 
13.
    (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(s) 
remains open when the private section it creates is unoccupied.
    (c) For each section in the crew rest compartment that is 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);

[[Page 21042]]

    (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 they 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,
    15. 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.
    16. 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.
    17. The addition of a lavatory within the crew rest compartment 
would require the lavatory to meet the same requirements as those for a 
lavatory installed on the main deck except with regard to Special 
Condition 10 for smoke detection.
    18. When a crew rest compartment is installed or enclosed as a 
removable 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. Sec.  
25.855 at Amendment 25-60, 25.857 at Amendment 25-60 and 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 7 must sound in the crew 
rest compartment in the event of a fire in the cargo compartment.
    19. Means must be provided to prevent access into the Class C cargo 
compartment during all airplane operations and to ensure that the 
maintenance door is closed during all airplane flight operations.
    20. All enclosed stowage compartments within the crew rest 
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. 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 crew members' 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...................  Conditional..........  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 per the requirements of Sec.   25.853. For
  compartments less than 25 ft\3\ in interior volume, the design must ensure the ability to contain a fire
  likely to occur within the compartment under normal use.
\2\ Detectors
Enclosed stowage compartments equal to or exceeding 25 ft\3\ in interior volume must be provided with a smoke or
  fire detection system to ensure that a fire can be detected within a one-minute detection time. Flight tests
  must be conducted to show compliance with this requirement. Each system (or systems) must provide:
(a) A visual indication in the flight deck within one minute after the start of a fire;
(b) An aural warning in the crew rest compartment; and

[[Page 21043]]

 
(c) A warning in the main passenger cabin, This warning must be readily detectable by a flight attendant, taking
  into consideration the positioning of flight attendants throughout the main passenger compartment during
  various phases of flight.
\3\ Liner
If it can be shown that the material used to construct the stowage compartment meets the flammability
  requirements of a liner for a Class B cargo compartment (i.e., Sec.   25.855 at Amendment 25-116, 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 at Amendment 25-60 for a Class B cargo
  compartment.
\4\ Location Detector
Crew rest areas which contain enclosed stowage compartments exceeding 25 ft\3\ interior volume and which are
  located away from one central location such as the entry to the 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 April 3, 2013.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-08156 Filed 4-8-13; 8:45 am]
BILLING CODE 4910-13-P