[Federal Register Volume 84, Number 133 (Thursday, July 11, 2019)]
[Rules and Regulations]
[Pages 32975-32980]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-14784]
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Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
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Federal Register / Vol. 84, No. 133 / Thursday, July 11, 2019 / Rules
and Regulations
[[Page 32975]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2019-0427; Special Conditions No. 25-752-SC]
Special Conditions: TTF Aerospace, LLC, Airbus Model A330-300 and
Model A330-900 Series Airplanes; Bulk Cargo Lower Deck Crew Rest
Compartments
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
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SUMMARY: These special conditions are issued for the Airbus Model A330-
300 and Model A330-900 series airplanes. These airplanes, as modified
by TTF Aerospace, LLC (TTF Aerospace), will have a novel or unusual
design feature when compared to the state of technology envisioned in
the airworthiness standards for transport category airplanes. This
design feature is a lower deck mobile crew rest (LD-MCR) compartment
installed in the aft cargo compartment of Model A330–300 and
Model A330-900 series airplanes. 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: Effective July 11, 2019.
FOR FURTHER INFORMATION CONTACT: Alan Sinclair, Airframe & Cabin Safety
Section, AIR-675, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service, Federal Aviation
Administration, 2200 South 216th Street, Des Moines, Washington 98198;
telephone and fax 206-231-3215; email [email protected].
SUPPLEMENTARY INFORMATION:
Background
On February 20, 2019, TTF Aerospace applied for a supplemental type
certificate for a LD-MCR installed in the aft cargo compartment of
Airbus Model A330-300 and Model A330-900 series airplanes. The Airbus
Model A330-300 and Model A330-900 series airplanes are twin engine,
transport category airplanes with maximum takeoff weights of 405,650
and 533,518 pounds, respectively, and seating for 440 passengers.
The LD-MCR compartment will be located under the passenger cabin
floor in the aft cargo compartment of Airbus Model A330-300 and Model
A330-900 airplanes. It will be removable from the cargo compartment.
The LD-MCR compartment will be occupied in flight but not during taxi,
takeoff, or landing. No more than ten crewmembers at a time will be
permitted to occupy it. The LD-MCR compartment will have a smoke
detection system, a fire suppression system, and an oxygen system.
The LD-MCR compartment will be accessed from the main deck via a
``stairhouse.'' The floor within the stairhouse has a hatch that leads
to stairs that occupants use to descend into the LD-MCR compartment. An
interface will keep this hatch open when the stairhouse door is open.
In addition, there will be an emergency hatch that opens directly into
the main passenger cabin. The LD-MCR compartment has a maintenance
door. This door is intended to be used to allow maintenance personnel
and cargo handlers to enter the LD-MCR from the cargo compartment when
the airplane is not in flight.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, TTF Aerospace must show that the Airbus Model A330-300 and
Model A330-900 series airplanes, as changed, continue to meet the
applicable provisions of the regulations listed in Type Certificate No.
A46NM or the applicable regulations in effect on the date of
application for the change, except for earlier amendments as agreed
upon by the FAA.
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 Airbus Model A330-300 and Model
A330-900 series airplanes 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,
these special conditions would also apply to the other model under
Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Airbus Model A330-300 and Model A330-900 series
airplanes must comply with the fuel vent and exhaust emission
requirements of 14 CFR part 34 and the noise certification requirements
of 14 CFR part 36.
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 A330-300 and Model A330-900 series airplanes will
incorporate the following novel or unusual design features:
This design feature is a LD-MCR compartment installed in the aft
cargo compartment of Airbus Model A330 300 and Model A330-900 series
airplanes.
Discussion
While the installation of the crew rest compartment is not a new
concept for large transport category airplanes, each crew rest
compartment has unique features based on design, location, and use on
the airplane. The LD-MCR compartment is novel in terms of part 25 of
title 14 of the CFR in that it will be located under the passenger
cabin floor in the aft cargo compartment of Airbus Model A330-300 and
Model A330-900 series airplanes, which is not contemplated by Sec.
25.819 regarding lower deck service compartments (including galleys).
Due to the novel or unusual features associated with the installation
of a LD-MCR 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, as applicable
[[Page 32976]]
airworthiness regulations do not contain adequate or appropriate safety
standards for this design feature.
Most of these special conditions come from Sec. 25.819, but they
require more stringent standards for fire protection and emergency
egress because of design features and location of the LD-MCR. The
applicant should note that the FAA considers smoke or fire detection
and fire suppression systems (including airflow management features
that prevent hazardous quantities of smoke or fire extinguishing agent
from entering any other compartment occupied by crewmembers 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. Note that flammable fluids,
explosives, or other dangerous cargo are prohibited from being carried
in the crew rest areas.
The requirements to enable crewmembers' 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 both 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.
Furthermore, 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 LD-MCR compartment defined in the ``Novel or Unusual
Design Features'' section, may require additional special conditions to
be considered. A hot water heater is acceptable without further special
conditions consideration.
Finally, 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 LD-
MCR 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 LD-MCR compartment is
novel or 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 ten crewmembers.
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. These special
conditions therefore provide procedures that establish a level of
safety equivalent to the PBE requirements.
Operational Evaluations and Approval
These special conditions outline requirements for flightcrew 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 with the requirements of 14 CFR
part 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 flightcrew sleeping quarters in their crew rest facility.
Results of these evaluations should be documented and appended to the
applicable Flight Standardization Board Report. Individual operators
may reference these standardized evaluations in discussions with their
FAA Principal Operating Inspector 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 crewmember emergency egress or any other
procedures affecting the safety of the occupying crewmembers and/or
related training shall require a re-evaluation and approval. 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.
These special conditions are the same as Special Conditions 25-281-
SC, except the maximum occupancy is ten rather than seven occupants,
and a change to the table in Special Condition 20. The conditions
provide an appropriate level of safety for the occupancy limit as only
the size of the compartment will increase to accommodate the additional
occupants, but all other requirements for safety, fire suppression, and
emergency evacuation will remain the same. In addition, the change to
the table in Special Condition 20 is related to the location of the
crew rest and specifics of the crew rest design. Stowage compartments
located in the vicinity of critical equipment or located in an overhead
area would typically be listed as conditional. However, this LD-MCR
compartment is located in the Class C cargo compartment with all of its
features that provide fire protection (e.g., the use of liner material
that meets appendix F to part 25, part III; control of ventilation;
active fire suppression; active fire detection; etc.). These features
remain when the crew rest is installed.
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.
Discussion of Comments
The FAA issued Notice of Proposed Special Conditions No. 25-19-07-
SC for the Airbus Model A330-300 and Model A330-900 series airplane,
which was published in the Federal Register on June 7, 2019 (84 FR
26593). No comments were received, and the
[[Page 32977]]
special conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Airbus Model A330-300 and Model A330-900 airplanes. Should TTF
Aerospace 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, these special
conditions would apply to that model as well.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register. However, as the certification date for the LD-MCR
compartment is currently scheduled for July 2019 for the Airbus Model
A330-300 and Model A330-900 airplanes is imminent, the FAA finds that
good cause exists to make these special conditions effective upon
publication.
Conclusion
This action affects only a certain novel or unusual design feature
on Airbus Model A330-300 and Model A330-900 of airplanes as modified by
TTF Aerospace. 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.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
Authority Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
0
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 A330-300 and Model A330-
900 airplanes, as modified by TTF Aerospace.
1. Occupancy of the LD-MCR compartment is limited to the total
number of installed bunks and seats in each compartment. For each
occupant permitted in the LD-MCR compartment, there must be an approved
seat or berth able to withstand the maximum flight loads when occupied.
The maximum occupancy in the LD-MCR compartment is ten.
a. There must be appropriate placards displayed in a conspicuous
place at each entrance to the LD-MCR compartment indicating the
following information:
(1) The maximum number of occupants allowed;
(2) That occupancy is restricted to crewmembers trained in the
evacuation procedures for the LD-MCR compartment;
(3) That occupancy is prohibited during taxi, takeoff and landing;
(4) That smoking is prohibited in the LD-MCR compartment; and
(5) That the LD-MCR compartment is limited to the stowage of
personal luggage of crewmembers 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 LD-MCR compartment.
c. There must be a means to prevent passengers from entering the
LD-MCR compartment in an emergency or when no flight attendant is
present.
d. There must be a means for any door installed between the LD-MCR
compartment and the passenger cabin to be capable of being quickly
opened from inside the LD-MCR 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 a 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 a compartment at any time.
2. There must be at least two emergency evacuation routes, which
could be used by each occupant of the LD-MCR compartment to rapidly
evacuate to the main cabin and could be closed from the main passenger
cabin after evacuation.
a. The routes must be located with one at each end of the LD-MCR
compartment or with two having sufficient separation within the LD-MCR
compartment and between the routes to minimize the possibility of an
event (either inside or outside of the LD-MCR 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 from persons standing on top of or against the escape
route. If an evacuation route utilizes an area where normal movement of
passengers occurs, it must be demonstrated that passengers would not
impede egress to the main deck. If 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 occur, such as in a 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 who
is 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,
provision must be made to prevent or to protect occupants of the LD-MCR
compartment from head injury.
c. Emergency evacuation procedures, including the emergency
evacuation of an incapacitated crewmember from the LD-MCR 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. There must be a limitation in the Airplane Flight Manual or
other suitable means requiring that crewmembers be trained in the use
of evacuation routes.
3. There must be a means for the evacuation of an incapacitated
crewmember who is representative of a 95th percentile male from the LD-
MCR compartment to the passenger cabin floor. The evacuation must be
demonstrated for all evacuation routes. A flight attendant or other
crewmember (a total of one assistant within the LD-MCR compartment) may
provide assistance in the evacuation. Additional assistance may be
provided by up to three persons in the main passenger compartment. For
evacuation routes having stairways, the additional assistants may
descend down to one half the elevation change from the main deck to the
LD-MCR compartment or to the first landing, whichever is higher.
4. The following signs and placards must be provided in the LD-MCR
compartment:
a. At least one exit sign that meets the requirements of Sec.
25.812(b)(1)(i) at amendment 25-58 must be located near each exit.
However, a sign with reduced background area of no less than 5.3 square
inches (excluding the letters) may be utilized, provided that it is
installed such that the material surrounding the exit sign is light in
color (e.g., white, cream, light beige). If the material surrounding
the exit sign is not light in color, a sign with a minimum of a one-
inch wide background border around the letters would also be
acceptable;
b. An appropriate placard that defines the location and the
operating
[[Page 32978]]
instructions for each evacuation route must be located near each exit;
c. Placards must be readable from a distance of 30 inches under
emergency lighting conditions; and
d. The exit handles and the placards with the evacuation path
operating instructions must be illuminated to at least 160
microlamberts under emergency lighting conditions.
5. There must be a means for emergency illumination to be
automatically provided for the LD-MCR compartment in the event of
failure of the main power system of the airplane or of the normal
lighting system of the LD-MCR 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 LD-MCR compartment to locate and transfer to the main passenger
cabin floor by means of each evacuation route.
d. The illumination level must be sufficient to locate a deployed
oxygen mask with the privacy curtains in the closed position for each
occupant of the LD-MCR compartment.
6. There must be means for two-way voice communications between
crewmembers on the flightdeck and crewmembers in the LD-MCR
compartment. Section 25.785(h) at amendment 25-51 requires flight
attendant seats near required floor level emergency exits. Each such
exit seat on the aircraft must have a public address system microphone
that allows two-way voice communications between flight attendants and
crewmembers in the LD-MCR compartment. One microphone may serve more
than one such exit seat, provided the proximity of the exits allows
unassisted verbal communications 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 crewmembers on the flightdeck and at each pair of required
floor-level emergency exits to alert crewmembers in the LD-MCR
compartment of an emergency. 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 for at least ten
minutes after the shutdown or failure of all engines and auxiliary
power units (APU) or the disconnection or failure of all power sources
that are dependent on the continued operation of the engines and APUs.
8. There must be a means, readily detectable by seated or standing
occupants of the LD-MCR compartment, which indicates when seat belts
should be fastened. If there are no seats, at least one means, such as
sufficient handholds, must be provided to cover anticipated turbulence.
Seat belt-type restraints must be provided for berths and must be
compatible with the sleeping attitude during cruise conditions. There
must be a placard on each berth indicating that seat belts must be
fastened when the berth is occupied. If compliance with any of the
other requirements of these special conditions is predicated on
specific head location, there must be a placard specifying the head
position.
9. To provide a level of safety equivalent to that provided to
occupants of a small isolated galley, in lieu of the requirements of
Sec. 25.1439(a) at amendment 25-38 that pertain to isolated
compartments, the following equipment must be provided in the LD-MCR
compartment:
a. At least one approved hand-held fire extinguisher appropriate
for the kinds of fires likely to occur;
b. Two portable Protective Breathing Equipment (PBE) units,
approved to Technical Standard Order TSO-C116 or equivalent, which are
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 to
monitor each occupiable area within the LD-MCR compartment, including
those areas partitioned by curtains. Flight tests must be conducted to
show compliance with this requirement. Each smoke or fire detection
system must provide the following:
a. A visual indication to the flightdeck within one minute after
the start of a fire;
b. An aural warning in the LD-MCR 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 LD-MCR compartment must be designed such that fires within
it can be controlled without a crewmember having to enter the
compartment or be designed such that crewmembers equipped for fire-
fighting have unrestricted access to the compartment. The time for a
crewmember on the main deck to react to the fire alarm, don the fire-
fighting equipment, and gain access must not exceed the time for the
compartment to become smoke-filled, making it difficult to locate the
source of the fire.
12. There must be a means provided to exclude hazardous quantities
of smoke or extinguishing agent originating in the LD-MCR compartment
from entering any other compartment occupied by crewmembers or
passengers. This means must include the time periods during the
evacuation of the LD-MCR compartment and, if applicable, when accessing
the LD-MCR compartment to manually fight a fire. Smoke entering any
other compartment occupied by crewmembers or passengers when the LD-MCR
compartment is opened during an emergency evacuation must dissipate
within five minutes after the LD-MCR compartment is closed.
Hazardous quantities of smoke may not enter any other compartment
occupied by crewmembers or passengers during subsequent access to
manually fight a fire in the LD-MCR compartment. (The amount of smoke
entrained by a firefighter exiting the LD-MCR compartment through the
access is not considered hazardous.)
During the one-minute smoke detection time, penetration of a small
quantity of smoke from the LD-MCR compartment into an occupied area is
acceptable. Flight tests must be conducted to show compliance with this
requirement.
If a built-in fire suppression system is used in lieu of manual
firefighting, the fire suppression system must be designed so that no
hazardous quantities of extinguishing agent will enter other
compartments occupied by passengers or crewmembers. The system must
have adequate capacity to suppress any likely fire occurring in the LD-
MCR compartment, considering the fire threat, the volume of the
compartment and the ventilation rate.
13. For each seat and berth in the LD-MCR compartment, there must
be a supplemental oxygen system equivalent to that provided for main
deck passengers. The system must provide an
[[Page 32979]]
aural and visual warning to alert the occupants of the LD-MCR
compartment of the need to don oxygen masks in the event of
decompression. The warning must activate before the cabin pressure
altitude exceeds 15,000 feet. The aural warning must sound continuously
for a minimum of five minutes or until a reset push button in the LD-
MCR compartment is depressed. Procedures for crewmembers in the LD-MCR
compartment to follow in the event of decompression must be
established. These procedures must be transmitted to the operator for
incorporation into their training programs and appropriate operational
manuals.
14. The following requirements apply to LD-MCR compartments that
are divided into several sections by the installation of curtains or
doors:
a. To warn crewmembers who may be sleeping, there must be an aural
alert that accompanies automatic presentation of supplemental oxygen
masks. The alert must be able to be heard in each section of the LD-MCR
compartment. A visual indicator that occupants must don an oxygen mask
is required in each section where seats or berths are not installed. A
minimum of two supplemental oxygen masks are required for each seat or
berth. There must also be a means to manually deploy the oxygen masks
from the flightdeck.
b. A placard is required adjacent to each curtain that visually
divides or separates the LD-MCR compartment into small sections for
privacy purposes. The placard must indicate that the curtain is to
remain open when the private section it creates is unoccupied.
c. For each section created by the installation of a curtain, the
following requirements of these special conditions must be met both
with the curtain open and with the curtain closed:
(1) Emergency illumination (Special Condition 5);
(2) Aural emergency alarm (Special Condition 7);
(3) Fasten seat belt signal or return to seat signal as applicable
(Special Condition 8); and
(4) Smoke or fire detection (Special Condition 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 LD-MCR compartment and must meet the
requirements of Sec. 25.812(b)(1)(i) at amendment 25-58. An exit sign
with reduced background area, as described in Special Condition 4(a),
may be used to meet this requirement.
e. For sections within a LD-MCR 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 and with the door closed:
(1) There must be a secondary evacuation route from each section to
the main deck, or 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 crewmember 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, removal of an incapacitated
occupant from 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 that meet 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 4(a), may be used to
meet this requirement.
(5) Special Conditions 5 (emergency illumination), 7 (aural
emergency alarm), 8 (fasten seat belt signal or return to seat signal
as applicable) and 10 (smoke and fire detection) must be met both with
the door open and the door closed.
(6) Special Conditions 6 (two-way voice communication) and 9 (PBE
and other equipment) must be met independently for each separate
section, except in 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 standards of Sec.
25.853 at amendment 25-66. Mattresses must comply with the flammability
standards of Sec. 25.853(b) and (c) at amendment 25-66.
17. A lavatory within the LD-MCR compartment must meet the same
requirements as a lavatory installed on the main deck, except with
regard to Special Condition 10 for smoke detection.
18. When a LD-MCR 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 conditions apply:
a. Any wall of the LD-MCR compartment, which forms part of the
boundary of the reduced cargo compartment and is subject to direct
flame impingement from a fire in the cargo compartment, and any
interface item between the LD-MCR compartment and the airplane
structure or systems must meet the applicable requirements of Sec.
25.855 at amendment 25-60.
b. Means must be provided to ensure 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 LD-MCR compartment is not installed.
c. Use of each emergency evacuation route must not require
occupants of the LD-MCR compartment to enter the cargo compartment in
order to return to the passenger compartment.
d. The aural emergency alarm specified in Special Condition 7 must
sound in the LD-MCR 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, whether or not the LD-MCR compartment is installed, during
all airplane flight operations, and to ensure that the maintenance door
is closed and secured during all airplane flight operations.
20. All enclosed stowage compartments within the LD-MCR compartment
that are not limited to stowage of emergency equipment or airplane
supplied equipment (i.e., bedding), must meet the design criteria given
in the table below. As indicated in the table, enclosed stowage
compartments larger than 200 ft\3\ in interior volume are not addressed
by these Special Conditions. The in-flight accessibility of very large
enclosed stowage compartments, and the subsequent impact on the
crewmembers' ability to effectively reach any part of the compartment
with the contents of a hand fire extinguisher will require additional
fire protection considerations similar to those required for
inaccessible compartments such as Class C cargo compartments.
[[Page 32980]]
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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\
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Materials of Construction \1\. Yes....................... Yes...................... Yes.
Detectors \2\................. No........................ Yes...................... Yes.
Liner \3\..................... No........................ No....................... Yes.
Location Detector \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
(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, no liner would be required for enclosed stowage
compartments equal to or greater than 25 ft\3\ but less than 57 ft\3\ in interior volume. For all enclosed
stowage compartments equal to or greater than 57 ft\3\ but less than or equal to 200 ft\3\ in interior volume,
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: LD-MCR compartments that contain enclosed stowage compartments with an interior volume
that exceeds 25 ft\3\ and are located away from one central location, such as the entry to the LD-MCR
compartment or a common area within the LD-MCR compartment, would require additional fire protection features
or devices to assist the firefighter in determining the location of a fire.
Issued in Des Moines, Washington, on July 8, 2019.
Mary A. Schooley,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2019-14784 Filed 7-10-19; 8:45 am]
BILLING CODE 4910-13-P