[Federal Register Volume 85, Number 58 (Wednesday, March 25, 2020)]
[Rules and Regulations]
[Pages 16892-16897]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-06025]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2020-0223; Special Conditions No. 25-768-SC]
Special Conditions: GDC Technics, Boeing Model 777-300ER Series
Airplane; Lower Lobe Crew Rest Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the Boeing Model 777-
300ER series airplane. This airplane, as modified by GDC Technics, 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 lobe crew rest
(LLCR) compartment located under the passenger cabin floor of the
Boeing Model 777-300ER series airplane. 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: This action is effective on GDC Technics on March 25, 2020. Send
comments on or before May 11, 2020.
ADDRESSES: Send comments identified by Docket No. FAA-2020-0223 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 9 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 website, 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).
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 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: Shannon Lennon, Airframe and 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 206-231-3209; email [email protected].
SUPPLEMENTARY INFORMATION: The substance of these special conditions
previously has been published in the Federal Register for public
comment. These special conditions have 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 finds that, for the same
reason, good cause exists for adopting these special conditions upon
publication in the Federal Register.
Comments Invited
The FAA invites 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.
The FAA will consider all comments received by the closing date for
comments. The FAA may change these special conditions based on the
comments received.
Background
On April 25, 2016, GDC Technics applied for a supplemental type
certificate for a LLCR compartment in the Boeing Model 777-300ER series
airplane. The Boeing Model 777-300ER series airplane is a twin-engine,
transport category airplane, with capacity for 550 passengers, and a
maximum takeoff weight of 775,000 pounds.
The LLCR is located under the passenger cabin floor in the aft
cargo compartment of Boeing Model 777-300ER series airplanes. Occupancy
for the LLCR compartment is limited to a maximum of six (6) occupants.
The LLCR will only be occupied in flight, i.e., not during taxi,
takeoff, or landing. Six berths are able to withstand the maximum
flight loads when the LLCR compartment is at maximum capacity. New
components for smoke detection system, oxygen system, emergency
lighting system and manual firefighting system (fire extinguisher) will
be installed and integrated into existing systems.
[[Page 16893]]
Main access to the LLCR compartment is gained via fixed stairs
through a hatch in the floor of the main deck. The hatch is hidden from
cabin passengers by a full size cabinet. Secondary emergency egress is
provided via an additional hatch located forward of the main entrance.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, GDC Technics must show that the Boeing Model 777-300ER
series airplane, as changed, continues to meet the applicable
provisions of the regulations listed in Type Certificate No. T00001SE,
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 (e.g., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Boeing Model 777-300ER series
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,
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 Boeing Model 777-300ER series airplane 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 Boeing Model 777-300ER series airplane will incorporate the
following novel or unusual design features:
A LLCR compartment located under the passenger cabin floor of the
Boeing Model 777-300ER series airplane.
Discussion
While the installation of a 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 LLCR compartment is novel in that it will be located
below the passenger cabin floor in the aft cargo compartment of the
Boeing Model 777-300ER series airplane. Due to the novel or unusual
features associated with the installation of a LLCR 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 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 more
stringent standards for fire protection and emergency egress are
required because of design features and location of the LLCR
compartment. 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 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 LLCR compartment as defined in the ``Novel or Unusual
Design Features'' section, may require additional special conditions to
be considered. A hot water heater is acceptable without need for
special conditions.
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 LLCR
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 LLCR 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 six 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
the flight (cabin) crew sleeping quarters and rest facilities for
operational suitability. 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 16894]]
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
related training requires 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 similar to Special Conditions No. 25-
752-SC, except the maximum occupancy is 6 rather than 10 occupants, and
the supplemental oxygen requirements have been expanded to include
destination areas. The conditions provide an appropriate level of
safety for the occupancy limit as only the size of the compartment
volume will change to accommodate the occupants, but all other
requirements for safety, fire suppression, and emergency evacuation
will remain the same.
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
Boeing Model 777-300ER series airplane, as modified by GDC Technics.
Should GDC Technics apply at a later date for a supplemental type
certificate to modify any other model included on Type Certificate No.
T00001SE to incorporate the same novel or unusual design feature, these
special conditions would apply to that model as well.
Conclusion
This action affects only a certain novel or unusual design feature
on one model series of airplanes, as modified by GDC Technics. 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
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Boeing Model 777-300ER series
airplanes, as modified by GDC Technics.
1. Occupancy of the LLCR compartment is limited to the total number
of installed bunks and seats in each compartment. For each occupant
permitted in the LLCR compartment, there must be an approved seat or
berth able to withstand the maximum flight loads when occupied. The
maximum occupancy in the LLCR compartment is six (6).
a. There must be appropriate placards displayed in a conspicuous
place at each entrance to the LLCR compartment indicating the following
information:
(1) The maximum number of occupants allowed;
(2) That occupancy is restricted to crewmembers who are trained in
the evacuation procedures for the LLCR compartment;
(3) That occupancy is prohibited during taxi, take-off, and
landing;
(4) That smoking is prohibited in the LLCR compartment; and
(5) That the LLCR 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 LLCR compartment.
c. There must be a means to prevent passengers from entering the
LLCR compartment in an emergency or when no flight attendant is
present.
d. There must be a means for any door installed between the LLCR
compartment and the 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 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 the compartment at any time.
2. There must be at least two emergency evacuation routes, which
could be used by each occupant of the LLCR 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 LLCR
compartment, or with two having sufficient separation within the LLCR
compartment and between the routes to minimize the possibility of an
event (either inside or outside of the LLCR 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 occurs, 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 95th percentile male
is standing on the hatch or door. The use of evacuation routes must not
be dependent on any powered device. If there is low headroom at or near
an evacuation route, provision must be made to prevent or to protect
occupants of the LLCR compartment from head injury.
c. Emergency evacuation procedures, including the emergency
evacuation of an incapacitated crewmember from the LLCR compartment,
must be established. All of these procedures must be transmitted to the
operator for incorporation into its training programs and appropriate
operational manuals.
[[Page 16895]]
d. There must be a limitation in the Airplane Flight Manual or
other suitable means requiring that crewmembers be trained in the use
of evacuation routes.
3. There must be a means for the evacuation of an incapacitated
person (representative of a 95th percentile male) from the LLCR
compartment to the passenger cabin floor.
a. The evacuation must be demonstrated for all evacuation routes. A
flight attendant or crew member (a total of one assistant within the
LLCR compartment) may provide assistance in the evacuation. Up to three
persons in the main passenger compartment may provide additional
assistance.
b. For evacuation routes having stairways, the additional
assistants may descend down to one-half the elevation change from the
main deck to the LLCR compartment, or to the first landing, whichever
is higher.
4. The following signs and placards must be provided in the LLCR
compartment:
a. At least one exit sign, which meets the requirements of Sec.
25.812(b)(1)(i) 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 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 micro
lamberts under emergency lighting conditions.
5. There must be a means for emergency illumination to be
automatically provided for the LLCR compartment in the event of failure
of the main power system of the airplane, or of the normal lighting
system of the LLCR 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 LLCR 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 LLCR compartment.
6. There must be means for two-way voice communications between
crewmembers on the flightdeck and crewmembers in the LLCR compartment.
Section 25.785(h) requires flight attendant seats near required floor
level emergency exits. Each such exit seat on the aircraft must have a
public address microphone that allows two-way voice communications
between flight attendants and crewmembers in the LLCR 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 LLCR
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
which 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 LLCR 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 for the sleeping attitude during cruise conditions. There
must be a placard on each berth requiring 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 identifying 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
specified in Sec. 25.1439(a) at amendment 25-38 that pertain to
isolated compartments--the following equipment must be provided in the
LLCR compartment:
a. At least one approved hand-held fire extinguisher appropriate
for the kinds of fires likely to occur;
b. Two portable PBE units approved to Technical Standard Order
(TSO)-C116 or equivalent, which are suitable for firefighting or one
PBE for each hand-held fire extinguisher, whichever is greater; and
c. One flashlight.
Note: Additional PBEs and fire extinguishers in specific
locations, beyond the minimum numbers prescribed in condition 9, may
be required as a result of any egress analysis accomplished to
satisfy condition 2(a).
10. A smoke-or-fire detection system or systems must be provided
that monitors each occupiable area within the LLCR 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 LLCR 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 LLCR 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 firefighting have
unrestricted access to the compartment. The time for a crewmember on
the main deck to react to the fire alarm, to don the firefighting
equipment, and to gain access must not exceed the time for the
compartment to become smoke-filled, making it difficult to locate the
source of the fire.
12. There must be a means provided to exclude hazardous quantities
of smoke or extinguishing agent originating in the LLCR compartment
from entering any other compartment occupied by crewmembers or
passengers. This means must include
[[Page 16896]]
the time periods during the evacuation of the LLCR compartment and, if
applicable, when accessing the LLCR compartment to manually fight a
fire. Smoke entering any other compartment occupied by crewmembers or
passengers when the LLCR compartment is opened during an emergency
evacuation must dissipate within five minutes after the LLCR
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 LLCR compartment.
(The amount of smoke entrained by a firefighter exiting the LLCR
compartment through the access is not considered hazardous.) During the
one-minute smoke detection time, penetration of a small quantity of
smoke from the LLCR 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 fire occurring in the LLCR
compartment, considering the fire threat, the volume of the
compartment, and the ventilation rate.
13. For each seat and berth in the LLCR compartment, there must be
a supplemental oxygen system equivalent to that provided for main deck
passengers. If a destination area (such as a changing area) is
provided, there must be an oxygen mask readily available for each
occupant who can reasonably be expected to be in the destination area
(with the maximum number of required masks within the destination area
being limited to the placarded maximum occupancy of the designation
area). The system must provide an aural and visual warning to alert the
occupants of the LLCR 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 LLCR compartment is depressed. Procedures for crewmembers in the
LLCR 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 LLCR 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 audible in each section of the LLCR
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 LLCR 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 of the LLCR compartment created by the
installation of a curtain, the following requirements of these special
conditions must be met with the curtain open and with the curtain
closed:
(1) Emergency illumination (condition 5);
(2) Aural emergency alarm (condition 7);
(3) Fasten-seat-belt signal or return-to-seat signal as applicable
(condition 8); and
(4) Smoke or fire detection system (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 LLCR compartment, and must meet the
requirements of Sec. 25.812(b)(1)(i). An exit sign with reduced
background area as described in condition 4(a) may be used to meet this
requirement.
e. For sections within an LLCR 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 meeting the
requirements of Sec. 25.812(b)(1)(i), that direct occupants to the
primary stairway exit. An exit sign with reduced background area, as
described in condition 4(a), may be used to meet this requirement.
(5) Condition 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) Condition 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(a). Mattresses must comply with the flammability standards of
Sec. 25.853(c).
17. A lavatory within the LLCR compartment must meet the same
requirements as a lavatory installed on the main deck, except with
regard condition 10 for smoke detection.
18. When a LLCR 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 LLCR 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 LLCR compartment and the airplane structure
or systems, must meet the applicable requirements of Sec. 25.855.
b. Means must be provided to ensure that the fire protection level
of the cargo
[[Page 16897]]
compartment meets the applicable requirements of Sec. Sec. 25.855,
25.857, and 25.858 when the LLCR compartment is not installed.
c. Use of each emergency evacuation route must not require
occupants of the LLCR compartment to enter the cargo compartment to
return to the passenger compartment.
d. The aural emergency alarm specified in condition 7 must sound in
the LLCR 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 LLCR 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 LLCR compartment
that are not limited to stowage of emergency equipment or airplane
supplied equipment (i.e., bedding), must meet the design criteria in
the table below. As indicated in the table below, enclosed stowage
compartments larger than 200 ft\3\ in interior volume are not addressed
by this special condition. The in-flight accessibility of very large
enclosed stowage compartments, and the subsequent impact on the
crewmembers' ability to effectively reach any part of the compartment
with the contents of a hand fire extinguisher, will require additional
fire protection considerations similar to those required for
inaccessible compartments such as Class C cargo compartments.
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Stowage compartment interior volumes
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Fire protection features 25 ft\3\ to less than 57
Less than 25 ft\3\ 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.
Locating device \4\........... No........................ Yes...................... Yes.
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\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 flightdeck within one minute after the start of a fire;
b. An aural warning in the LLCR 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 for a Class B cargo compartment.
\4\ Location Detector: LLCR compartments which contain enclosed stowage compartments with an interior volume
exceeding 25 ft\3\ and which are located away from one central location such as the entry to the LLCR
compartment or a common area within the LLCR 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 March 17, 2020.
James E. Wilborn,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2020-06025 Filed 3-24-20; 8:45 am]
BILLING CODE 4910-13-P