[Federal Register: April 27, 2004 (Volume 69, Number 81)]
[Rules and Regulations]
[Page 22720-22730]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr27ap04-2]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM273; Special Conditions No. 25-260-SC]
Special Conditions: Boeing Model 777 Series Airplanes; Overhead
Crew Rest Compartment Occupiable During Taxi, Take-off, and Landing
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
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SUMMARY: These special conditions are issued for Boeing Model 777
series airplanes. These airplanes will have novel or unusual design
features because of the installation of an overhead crew rest
compartment that will be occupiable during taxi, takeoff, and landing.
The applicable airworthiness regulations do not contain adequate or
appropriate safety standards for these design features. 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 Date: April 14, 2004.
FOR FURTHER INFORMATION CONTACT: Mike Thompson, FAA, Airframe/Cabin
Safety Branch, ANM-115, Transport Standards Staff, Transport Airplane
Directorate, Aircraft Certification Service, 1601 Lind Avenue, SW.,
Renton, Washington, 98055-4056; telephone (425) 227-1157; facsimile
(425) 227-1100.
SUPPLEMENTARY INFORMATION:
Background
On June 25, 2002, the Boeing Commercial Airplane Group (BCAG), P.
O. Box 3707, Seattle, Washington, 98124, applied for a change to Type
Certificate No. T00001SE to install an overhead crew rest (OHCR)
compartment, in Boeing Model 777 series airplanes. The OHCR compartment
will be occupiable during taxi, takeoff, and landing (TT&L). The Boeing
Model 777 series airplanes are large, twin-engine airplanes with
various passenger capacities and ranges depending upon airplane
configuration.
The OHCR compartment is located in the overhead space above the
main passenger cabin immediately aft of the first pair of main deck
emergency exits (Door 1) and includes a maximum of two private berths
and two seats. Occupancy of the OHCR compartment will be limited to a
maximum of four crewmembers during flight and two flight crewmembers,
one in each seat, during TT&L.
The OHCR compartment will be accessed from the main deck by stairs
through a vestibule. In addition, a secondary evacuation route, which
opens directly into the main passenger seating area, will be available
from the OHCR compartment as an alternate route for evacuating
occupants of the OHCR compartment. A smoke detection system and an
oxygen system will be provided in the compartment. Other optional
features, such as a sink with cold drink stowage or a lavatory, may be
provided as well.
While the installation of an OHCR compartment is not a new concept
for large transport category airplanes, each OHCR compartment has
unique features based on design, location, and use on the airplane.
Previously, OHCR compartments have been installed and certified in
Boeing Model 777 series airplanes in the main passenger seating area,
in the overhead compartment above the main passenger seating area, and
below the passenger seating area within the cargo compartment. On April
9, 2003, the FAA issued Special Conditions No. 25-230-SC for an OHCR
compartment immediately aft of the Door 1 exits, and an overhead flight
attendant rest compartment adjacent to Door 3 in Boeing Model 777
series airplanes. These new special conditions address an OHCR
compartment at the same location aft of Door 1 as in the April 2003
special conditions, except that they address occupancy by trained
flightcrew during TT&L.
Type Certification Basis
Under the provisions of Sec. 21.101, Amendment 21-69, effective
September 16, 1991, Boeing Commercial Airplane Group must show that
Model 777 series airplanes, as changed, continue to meet the applicable
provisions of the regulations incorporated by reference in Type
Certificate Data Sheet No. T00001SE or the applicable regulations
[[Page 22721]]
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 U.S. type
certification basis for Boeing Model 777 series airplanes is
established in accordance with 14 CFR 21.17 and 21.29 and the type
certificate application date. The type certification basis is listed in
Type Certificate Data Sheet No. T00001SE.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for Boeing Model 777 series airplanes
because of a novel or unusual design feature, special conditions are
prescribed under the provisions of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, Boeing Model 777 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.
Special conditions, as defined in Sec. 11.19, are issued in
accordance with Sec. 11.38 and become part of the type certification
basis in accordance with Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design features, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design features, the special conditions would also apply to the
other model under the provisions of Sec. 21.101.
Compliance with these special conditions does not relieve the
applicant from the existing airplane certification basis requirements.
One particular area of concern is that installation of the OHCR
compartment creates a small compartment volume within the large
overhead volume of the airplane. The applicant must comply with the
requirements of Sec. Sec. 25.365(e), (f), and (g) (regarding the
effects of sudden decompression) for the OHCR compartment, as well as
any other airplane compartment whose decompression characteristics are
affected by the installation of an OHCR compartment. Compliance with
Sec. 25.831 (regarding ventilation) must be demonstrated for all
phases of flight where occupants will be present.
Novel or Unusual Design Features
This OHCR compartment is unique to part 25 due to its design,
location, and use on the airplane. This OHCR compartment is
particularly unique in that it is in the overhead area of the passenger
compartment and will be occupied by trained flightcrew during TT&L.
Due to the novel or unusual features associated with the
installation of this OHCR compartment, special conditions are
considered necessary to provide a level of safety equal to that
established by the airworthiness regulations incorporated by reference
in the type certificate. These special conditions do not negate the
need to address other applicable part 25 regulations.
Discussion of Comments
Notice of Proposed Special Conditions No. 25-04-01-SC for the
Boeing Model 777 series airplanes, was published in the Federal
Register on February 6, 2004 (69 FR 5747)). One commenter, Boeing
Commercial Airplane Group, responded to the notice.
Comment: Boeing states that occupancy of the OHCR compartment
during TT&L should not be limited to flight crewmembers, but should
also include other crewmembers, such as flight attendants.
FAA Reply: Prior to issuance of Notice 25-04-01-SC, Boeing proposed
to limit occupancy of the OHCR compartment during TT&L to flight
crewmembers only. Hence, public comment was requested based on this
limitation. Allowing other crewmembers to occupy the OHCR compartment
during TT&L is considered beyond the scope of Notice No. 25-04-01-SC
and should be addressed by separate notice.
Comment: Special Condition No. 1(a)(2) restricts occupancy of the
OHCR compartment to crewmembers the pilot in command has determined are
trained in the ``evacuation procedures'' for the OHCR compartment.
Boeing proposes revising ``evacuation procedures'' to ``emergency
procedures.''
FAA Reply: We concur with this proposal since occupants of the OHCR
compartment must be trained in not only evacuation of the OHCR
compartment, but also other emergency procedures (fire fighting,
depressurization). Special Condition No. 1(a)(2) and other associated
text in this document have been revised to address this comment.
Comment: Special Condition 4 requires that there be at least two
emergency evacuation routes that could be used by ``each occupant'' of
the OHCR compartment to rapidly evacuate to the main cabin. Boeing
proposes to change the words ``each occupant'' to ``any occupant.''
FAA Reply: We do not agree with this change. The proposed wording
would allow the evacuation routes to be designed to be used by any
particular crewmember who may occupy the OHCR compartment. For example,
compliance with the commenter's proposed wording could be found with
two emergency evacuation routes designed for use by a 5th percentile
female occupant only. However, the emergency evacuation routes should
be designed to also provide rapid means of escape for persons of larger
size. The FAA proposed wording is based on the wording of Sec.
25.819(a) and is considered appropriate.
Comment: Boeing proposes to refer to the emergency evacuation
routes of Special Condition No. 4 as ``evacuation routes'' and not
``emergency evacuation routes.''
FAA Reply: We do not agree with this change. The term ``emergency
evacuation route'' is based on the wording in Sec. 25.819 and is
considered appropriate.
Comment: Boeing proposes deleting the last sentence in Special
Condition No. 13(b)(2) and placing a similar statement at the end of
Special Condition No. 13. Boeing states that this would provide
consistency with Special Conditions No. 25-230-SC and would provide
clarity as to how the fire fighting procedures should be transmitted
and incorporated into the operators' training and operational manuals.
FAA Reply: Special Condition No. 13(a) is intended to address the
requirements for a built-in extinguishing system. Paragraph (b) is
intended to address the requirements for when manual fire fighting
would be chosen, whether the manual system was designed as the sole
means to fight a fire or to supplement a built-in extinguishing system
of limited effective suppression duration, as addressed in paragraph
(a)(2). We have therefore revised paragraph (b) to provide the needed
clarification. Additionally, paragraph (b)(2) is made up of two
requirements, which although complementary, could be separated without
changing the intent. To provide the clarification suggested by Boeing,
we have moved the last sentence of paragraph (b)(2) to a new paragraph
(b)(4).
Comment: Boeing proposes to add wording to the preamble discussion
of Special Condition No. 14 which implies that smoke penetration
requirements are
[[Page 22722]]
not applicable during TT&L for the OHCR compartment.
FAA Reply: Smoke penetration requirements must be met during all
phases of flight when the OHCR compartment door is closed. This door is
required to be closed when the OHCR compartment is not occupied, even
during TT&L. When the OHCR compartment is occupied during TT&L, the
door must be open, and the smoke penetration requirements are not
applicable. We consider the original preamble wording to be sufficient.
Comment: Boeing proposes changing the word ``decompression'' to
``depressurization'' in Special Condition No. 15.
FAA Reply: We agree and have made this change.
Comment: Boeing also proposes adding the following sentence to
Special Condition No. 15: ``There must also be a limitation placed in
the Airplane Flight Manual or other means requiring that crewmembers be
trained in depressurization procedures.'' Boeing states that the
addition of this sentence would ensure consistency within the special
conditions concerning required training procedures and AFM limitations.
Boeing further states that evacuation, fire fighting, and
depressurization training are all required in order to occupy the OHCR
compartment during taxi, takeoff and landing.
FAA Reply: The last two sentences of Special Condition No. 15 state
that decompression procedures must be established and transmitted to
the operators for incorporation into their training programs and
appropriate operational manuals. Thus, the existing special conditions
imply training is required. However, to provide further clarification,
we have added the proposed sentence to the end of Special Condition No.
15.
Comment: Boeing proposes to delete wording in the preamble of
Special Condition No. 20 that explains why the requirements of Sec.
25.787(a) should apply to the OHCR compartment.
FAA Reply: We disagree. The current explanation provides clarity
and should be retained in the preamble.
The commenter proposes several other nonsubstantive revisions to
the proposed special conditions for clarity. We have incorporated these
revisions where appropriate.
Operational Evaluations and Approval
These special conditions outline requirements for OHCR compartment
design approvals (type design changes) administered by the FAA's
Aircraft Certification Service. Prior to operational use of an OHCR
compartment, the FAA's Flight Standards Service must evaluate and
approve the ``basic suitability'' of the OHCR compartment for crew
occupation. Additionally, if an operator wishes to use an OHCR
compartment as ``sleeping quarters,'' the OHCR compartment must undergo
an additional evaluation and approval (Reference 14 CFR 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 parts 121 or 135.
In order to obtain an operational evaluation, the type certificate
holder must contact the appropriate aircraft evaluation group (AEG) in
the Flight Standards Service and request a ``basic suitability''
evaluation or a ``sleeping quarters'' evaluation of their crew rest
compartment. The results of these evaluations should be documented in a
777 flight standardization board (FSB) report appendix. 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 OHCR compartment configuration that
affect crewmember emergency egress or any other procedures affecting
the safety of the occupying crewmembers or related emergency training
will require re-evaluation and approval. The applicant for a crew rest
compartment design change that affects egress, safety procedures, or
training is responsible for notifying the FAA's AEG that a new crew
rest compartment evaluation is required. The results of a re-evaluation
should also be documented in a 777 FSB report appendix.
Procedures must be developed to ensure that a crewmember entering
the OHCR compartment through the vestibule to fight a fire will examine
the vestibule and the lavatory areas (if installed) for the source of
the fire prior to entering the remaining areas of the OHCR compartment.
These procedures are intended to ensure that the source of the fire is
not between the crewmember and the entrance to the OHCR compartment. In
the event a fire source is not immediately evident to the firefighter,
the firefighter should check for potential fire sources at areas
closest to the OHCR compartment entrance first, then proceed to check
areas in such a manner that the fire source, when found, would not be
between the firefighter and the OHCR compartment entrance. Procedures
describing methods to search the OHCR compartment for fire source(s)
must be transmitted to operators for incorporation into their training
programs and appropriate operational manuals.
Discussion of Rescue Crew Training Materials
The installation of an OHCR compartment that can be occupied during
TT&L by flightcrew is unique. Appropriate information must be provided
to airport fire rescue personnel so that they understand that this
remote compartment may be occupied during an emergency landing. The
applicant must provide rescue crew training materials to the FAA
Airports Division, Safety and Standards Branch (ANM-620) to address
this issue. The FAA Airports Division, Safety and Standards Branch,
will ensure that the materials are distributed to appropriate airports,
domestic and foreign. A special condition is not considered appropriate
to address this issue.
Discussion of the Special Conditions
These special conditions establish seating, communication
equipment, lighting, personal safety, and evacuation requirements for
the OHCR compartment. In addition, passenger information signs and
supplemental oxygen are required. Where applicable, the requirements
parallel the existing requirements for a lower deck service compartment
in Sec. 25.819 and for an OHCR compartment not occupiable during TT&L
in Special Conditions No. 25-230-SC, issued on April 9, 2003. These
special conditions provide a level of safety equivalent to that
provided for main deck occupants.
Consideration of a Requirement for an External Exit
The FAA has considered whether or not a special condition should
require that the OHCR compartment have an external exit leading
directly outside the airplane. In accordance with Sec. 21.16, special
conditions must provide flight crewmembers who occupy the OHCR
compartment during TT&L with a level of safety equivalent to that
established by part 25 for main deck occupants. We consider that the
following, in addition to the other special conditions, provides this
level of safety:
1. The distances along the evacuation routes from seats in the OHCR
compartment to the Door 1 exits on the main deck are significantly
shorter than the maximum distance a seated passenger on the main deck
would need to travel to reach an exit.
[[Page 22723]]
2. Occupancy during TT&L will be limited to two flight crewmembers
who are trained in the evacuation, fire fighting and depressurization
procedures of the OHCR compartment. An airplane flight manual
limitation must be established to restrict occupancy to only persons
the pilot in command has determined are able to use both evacuation
routes rapidly. The ability of such persons to fit through the escape
hatch must be considered in this determination.
The Air Line Pilots Association, International (ALPA), and
International Federation of Air Line Pilots (IFALPA) reviewed the
Boeing OHCR compartment design and informed the FAA that in their
opinion an external exit is not needed, because two independent,
internal evacuation routes will be provided. ALPA and IFALPA provided
this position to the FAA and Boeing in a meeting on January 7, 2003,
and again to the FAA in letters dated February 20, 2003, and February
21, 2003. Since flight crewmembers will be the only occupants of the
OHCR compartment during TT&L, this input provided further support in
determining the acceptability of these special conditions, which do not
include a requirement for an external exit.
As discussed in the background section, these special conditions
address the same OHCR compartment as that addressed by Special
Conditions No. 25-230-SC, except that these special conditions address
occupancy of trained flightcrew during TT&L. Special Conditions No. 25-
230-SC were developed based on occupancy during flight only for
crewmembers in general (flight crewmembers and flight attendants).
These special conditions also allow occupancy of flight crewmembers and
flight attendants during flight. However, the applicant has requested
that new special conditions be developed that would allow flight
crewmembers to occupy the OHCR compartment during TT&L. The FAA has not
considered the acceptability of any other occupants in the OHCR
compartment during TT&L. These special conditions limit occupancy to
crewmembers during flight and to flight crewmembers during TT&L.
Special Condition No. 1
Due to the location and configuration of the OHCR compartment,
occupancy must be limited to a maximum of four crewmembers during
flight and two flight crewmembers during TT&L. One factor which limits
occupancy is the number of approved seats and berths provided in the
OHCR compartment. During TT&L, occupancy must be restricted to flight
crewmembers who the pilot in command has determined are able to use the
evacuation routes rapidly and who are trained in the emergency
procedures for the OHCR compartment. The FAA considers this requirement
necessary to support a finding that the OHCR compartment will provide
an equivalent level of safety to that provided by main deck seating.
The special conditions also provides requirements for the installation
of ashtrays and to prohibit smoking and the stowage of cargo or
passenger baggage in the OHCR compartment.
Special Condition No. 2
This special condition specifies the requirements for door access
and locking. It provides requirements similar to those in Special
Conditions No. 25-230-SC for the OHCR compartment that is not
occupiable during TT&L, and also provides requirements to prevent doors
from obstructing an evacuation after an emergency landing.
Special Condition No. 3
Section 25.562 was established in recognition that some standard
beyond the static conditions of Sec. 25.561 was necessary to provide
seats which are more resistant to the dynamic nature of emergency
landing forces. The new standard achieves this within the capability of
traditional main deck floor-type structure. Numerous tests were
conducted to establish this standard. The results were the 16G forward
and 14G combined down and forward dynamic tests, as documented in Sec.
25.562. Since Sec. 25.562 was developed based on the inherent
capability of traditional main deck floor structure, certification
testing of main deck floor-type structure was not required by Sec.
25.562.
The OHCR compartment structure bears little similarity in physical
characteristics to main deck floor structure. In keeping with the
intent of Sec. 25.562, this different structure must be analyzed or
tested to demonstrate that it will function with capability similar to
traditional main deck floor structure in an emergency landing event,
retaining the seats and maintaining their attachments to the airplane.
Therefore, the OHCR compartment structure must be demonstrated to be
compatible with dynamic loads introduced by the seats, providing the
same level of protection during an emergency landing event as that
provided to those seated on traditional main deck floor structure. The
applicant must propose, for FAA approval, means to analyze or test the
OHCR compartment structure to demonstrate this capability.
Special Condition No. 4
This special condition refers to emergency evacuation routes and
crew rest compartment outlets. A crew rest compartment outlet is an
opening (for example, a door or hatch) between the OHCR compartment and
the main passenger deck. An emergency evacuation route, as used in the
context of this special condition, is an egress path that leads OHCR
compartment occupants to crew rest compartment outlets and out of the
compartment.
To preclude occupants from being trapped in the OHCR compartment in
the event of an emergency, there must be at least two emergency
evacuation routes that could be used by each occupant of the OHCR
compartment to rapidly evacuate to the main cabin. These two routes
must be sufficiently separated to minimize the possibility of an event
rendering both routes inoperative. The main entry route meeting the
appropriate requirements may be used as one of the emergency evacuation
routes or, alternatively, two other emergency evacuation routes must be
provided.
The following clarifies the intent of Special Condition No. 4(b)
concerning the utility of the egress routes. First, occupied passenger
seats are not considered an impediment to the use of an egress route
(if, for example, the egress route drops into one row of main deck
seats by means of a hatch), provided that the seated occupants do not
inhibit the opening of the egress route (the hatch in this example).
Second, an egress route may use areas where normal movement or
evacuation of passengers occurs if it is demonstrated that the
passengers would not impede egress to the main deck. If the egress
means opens into a main aisle, cross aisle, or galley complex, 95th
percentile male passengers on the main deck must be considered. Third,
the escape hatch should be provided with a means to prevent it from
being inadvertently closed by a passenger on the main deck. This will
ensure main deck passengers cannot prevent occupants of the OHCR
compartment from using the escape route.
Training requirements for the occupants of the OHCR compartment are
included in these special conditions. Requirements to prevent
passengers on the main deck from entering the OHCR compartment and
requirements regarding door and hatch usability are also provided.
[[Page 22724]]
Special Conditions No. 25-230-SC has qualitative and quantitative
criteria for determining that the evacuation routes have sufficient
separation within the OHCR compartment. Those criteria have been
incorporated into these special conditions to clarify how compliance
can be shown with Special Condition No. 4(a).
Special Condition No. 5
This special condition requires a means for removing an
incapacitated person from the OHCR compartment to the main deck. The
design and procedures for such an evacuation must be demonstrated to be
adequate for all evacuation routes. Limits would be imposed on the
assistance that may be provided in evacuating an incapacitated person
in these demonstrations.
Special Condition No. 6
Exit signs, placards for evacuation routes, and illumination for
signs, placards, and door handles are required for the OHCR
compartment. This special condition allows for use of exit signs with a
reduced background. If a reduced background is used, the material
surrounding the sign must be light in color to more closely match and
enhance the illuminated background of the sign that has been reduced in
area (letter size stays the same). These reduced background area signs
have been allowed under previous equivalent level of safety findings
for small transport executive jets.
Special Condition No. 7
An emergency lighting system is required to prevent the occupants
from being isolated in a dark area due to loss of lighting in the OHCR
compartment. The emergency lighting must be activated under the same
conditions as the main deck emergency lighting system.
Special Condition No. 8
Two-way voice communications and public address speaker(s) are
required and provisions to prevent occupants of the OHCR compartment
from being disturbed by normal, non-emergency announcements made to the
passenger cabin.
Special Condition No. 9
Means to notify occupants of the OHCR compartment of an emergency
situation must be provided via an emergency alarm, use of the public
address system, or a crew interphone system. Power to the emergency
alarm system must be maintained for a specific duration after certain
failures.
Special Condition No. 10
There must be a means, readily detectable by seated or standing
occupants of the OHCR compartment, of indicating when seat belts should
be fastened. The requirement for visibility of the sign by standing
occupants may be met by a general area sign that is visible to
occupants standing in the main floor area or corridor of the OHCR
compartment. It would not be essential that the sign be visible from
every possible location in the OHCR compartment. However, the sign
should not be remotely located or located where it may be easily
obscured.
Special Condition No. 11
The OHCR compartment, which is remotely located from the passenger
cabin, must be equipped with the following:
A hand-held fire extinguisher.
Protective breathing equipment (PBE).
A flashlight.
The following clarifies how this special condition should be
understood relative to the requirements of Sec. 25.1439(a). Amendment
25-38 modified the requirements of Sec. 25.1439(a) by adding, ``In
addition, protective breathing equipment must be installed in each
isolated separate compartment in the airplane, including upper and
lower lobe galleys, in which crewmember occupancy is permitted during
flight for the maximum number of crewmembers expected to be in the area
during any operation.'' But the PBE requirements of Sec. 25.1439(a)
are not appropriate in this case, because the OHCR compartment is novel
and unusual in terms of the number of occupants. In 1976, when
Amendment 25-38 was adopted, underfloor galleys were the only isolated
compartments that had been certificated, with a maximum of two
crewmembers expected to occupy those galleys. This special condition
addresses PBE requirements for OHCR compartments, which can accommodate
up to 4 crewmembers. This number of occupants in an isolated
compartment was not envisioned at the time Amendment 25-38 was adopted.
In the event of a fire, an occupant's first action should be to leave
the confined space, unless the occupant(s) is fighting the fire. It is
not appropriate for all occupants of the OHCR compartment to don PBE.
Taking the time to don the PBE would prolong the time for the
occupant's emergency evacuation and possibly interfere with efforts to
extinguish the fire. Therefore, Special Condition No. 11 requires two
PBE units, or one PBE for each handheld fire extinguisher, whichever is
greater, for this OHCR compartment.
Special Condition No. 12
Because the OHCR compartment is remotely located from the main
passenger cabin and will not always be occupied, a smoke detection
system and appropriate warnings are required. The smoke detection
system must be capable of detecting a fire within the OHCR compartment,
including each area of the compartment created by the installation of a
curtain or door.
Special Condition No. 13
This special condition originated from a concern that a fire in an
unoccupied OHCR compartment could spread into the passenger compartment
or affect other vital systems before it could be extinguished. This
special condition requires either installation of a built-in fire
suppression system or a demonstration that the crew could
satisfactorily perform the function of extinguishing a fire manually
under the prescribed conditions. A built-in fire extinguishing system
would be required only if a crewmember could not successfully locate
and extinguish the fire during a demonstration in which the crewmember
is responding to the alarm. (Reference Special Condition No. 13(a) in
general.)
This special condition also provides requirements for the use of a
combination of the two methods of fighting a fire if the applicant so
chooses. (Reference Special Condition No. 13(a)(2).)
Also, the OHCR compartment must be designed so that fires within
the compartment can be controlled without having to enter the
compartment; or, the design of the access provisions must allow crew
equipped for fire fighting to have unrestricted access to the
compartment. (Reference Special Condition No. 13(b)(2).) The time for a
crewmember on the main deck to react to the fire alarm, don
firefighting equipment, and gain access must not exceed the time it
would take for the OHCR compartment to become smoke filled, when it
would be difficult to locate the fire source. (Reference Special
Condition No. 13(b)(3).) (See additional information specified in
Special Condition No. 14.)
The requirements for enabling crewmember(s) to quickly enter the
OHCR compartment, locate a fire source (Reference Special Condition No.
13(b)), evacuate the compartment (Reference Special Condition No. 4),
or evacuate an incapacitated person from the compartment (Reference
Special
[[Page 22725]]
Condition No. 5), inherently places limits on the size of the OHCR
compartment and the amount of baggage that may be stowed there. The
OHCR compartment is limited to stowage of crew personal luggage and it
is not intended to 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 OHCR compartment smoke or fire detection and fire suppression
systems (including airflow management features which prevent hazardous
quantities of smoke or fire extinguishing agent from entering any other
compartment occupied by crewmembers or passengers) is considered
complex in terms of paragraph 6d of Advisory Circular (AC) 25.1309-1A,
``System Design and Analysis.'' In addition, the FAA considers failure
of the OHCR compartment fire protection system (i.e., smoke or fire
detection and fire suppression systems) in conjunction with an OHCR
compartment fire to be a catastrophic event. Based on the ``Depth of
Analysis Flowchart'' shown in Figure 2 of AC 25.1309-1A, the depth of
analysis should include both qualitative and quantitative assessments
(reference paragraphs 8d, 9, and 10 of AC 25.1309-1A).
Special Condition No. 14
Means must be provided to exclude hazardous quantities of smoke or
extinguishing agent originating in the OHCR compartment from entering
any other compartment. The FAA accepts the fact that during the one-
minute smoke detection time and during access to fight a fire,
penetration of a small quantity of smoke from this OHCR compartment
into an occupied area on this airplane configuration would be
acceptable, based upon the limitations placed in this and other
associated special conditions. (Reference Special Condition No.12(a),
and Special Conditions No. 14(b), (c), (d) and (e)).
Special Condition No. 15
The oxygen equipment and a supplemental oxygen deployment warning
for the OHCR compartment must be equivalent to that provided for main
deck passengers.
Special Condition No. 16
This special condition specifies the requirements for a divided
OHCR compartment to address supplemental oxygen equipment and
deployment means, signs, placards, curtains, doors, emergency
illumination, alarms, seat belt fasten signals, and evacuation routes.
Special Condition No. 17
If a waste disposal receptacle is fitted, it must be equipped with
an automatic fire extinguisher.
Special Condition No. 18
Materials in the OHCR compartment must meet the flammability
requirements of Sec. 25.853 at Amendment 25-83. Seat cushions and
mattresses must meet the fire blocking requirements of Sec. 25.853(c).
Section 25.853(e) indicates that crew rest compartment quarters
need not meet the standards of Sec. 25.853(d), provided the interiors
of these compartments are isolated from the main passenger cabin by
doors or equivalent means that would normally be closed during an
emergency landing. Since the OHCR compartment is occupiable during
TT&L, the OHCR main entrance door must be latched open during TT&L, and
hence, its interior must comply with Sec. 25.853(d) in the manner
consistent with the main passenger cabin.
Special Condition No. 19
This requirement is a reiteration of existing main deck lavatory
requirements to provide clear applicability. OHCR compartment
lavatories, if installed, must comply with the existing rules on
lavatories in the absence of other specific requirements. In addition,
any lavatory located in the OHCR compartment must also meet the
requirements of Special Condition No. 12 for smoke detection due to
placement within this remote area.
Special Condition No. 20
This special condition requires fire protection for stowage areas
within an OHCR compartment as a function of size (compartment interior
volume). The fire protection requirements for stowage compartments in
the OHCR compartment are more stringent than those for stowage in the
main passenger cabin, because the OHCR compartment is a remote area
that can remain unoccupied for long periods of time, in contrast to the
main cabin that is under continuous monitoring by the cabin crew and
passengers. For stowage compartments less than 25 ft3, the
safety objective of these requirements is to contain the fire. FAA
research indicates that properly constructed compartments meeting the
material requirements will prevent burnthrough. For stowage
compartments greater than 25 ft3 but less than 200
ft3, the safety objective of these requirements is to detect
and contain the fire for sufficient time to allow it to be extinguished
by the crew. The requirements for these sizes of compartments are
comparable to the requirements for Class B cargo compartments. The fire
protection requirements are intended to provide a level of safety for
the OHCR compartment equivalent to the level of safety established by
existing regulations for the main cabin.
Section 25.787(a) requires each stowage compartment in the
passenger cabin, except for underseat and overhead compartments for
passenger convenience, to be completely enclosed. This requirement is
not applicable to the flight deck so that flight crewmembers may
quickly access items and better perform their duties. Occupants of the
OHCR compartment will not be performing flight deck duties, and the FAA
considers that stowage compartments in the OHCR compartment, except for
under-seat compartments for occupant convenience, should be completely
enclosed. This will provide occupants of the OHCR compartment a level
of safety similar to that provided to main deck passengers. Note that
typical literature pockets and magazine racks are not considered
stowage compartments and, therefore, are not required to be completely
enclosed by this special condition.
The addition of galley equipment or a kitchenette incorporating a
heat source (cook tops, microwaves, coffee pots, etc.), other than a
conventional lavatory or kitchenette hot water heater, within the OHCR
compartment may require further special conditions to be considered. A
hot water heater is acceptable without further special condition
consideration.
Applicability
These special conditions are applicable to Boeing Model 777 series
airplanes. Should the Boeing Commercial Airplane Group apply at a later
date for a change to the type certificate to include another model
incorporating the same novel or unusual design features, the special
conditions would apply to that model as well under the provisions of
Sec. 21.101.
Effective Date
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 a Boeing Model
777 series airplane with an OHCR compartment that is occupiable during
TT&L by two flight crewmembers is
[[Page 22726]]
imminent, the FAA finds that good cause exists to make these special
conditions effective upon issuance.
Conclusion
This action affects only certain novel or unusual design features
on one airplane model. This is not a rule of general applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 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 Boeing Model 777 series airplanes with
an overhead crew rest compartment (OHCR) installed adjacent to or
immediately aft of the first pair of exits (Door 1).
1. During flight, occupancy of the OHCR compartment is limited to
the total number of bunks and seats installed in the compartment that
are approved to the maximum flight loading conditions. During taxi,
takeoff, and landing (TT&L), occupancy of the OHCR compartment is
limited to the total number of installed seats approved to the flight
and ground load conditions and emergency landing conditions. The OHCR
compartment is limited to a maximum of four crewmembers during flight
and two flight crewmembers during TT&L.
(a) There must be appropriate placards, inside and outside each
entrance to the OHCR compartment to indicate:
(1) The maximum number of crewmembers allowed during flight and
flight crewmembers allowed during TT&L.
(2) That occupancy is restricted to crewmembers who the pilot in
command has determined are trained in the emergency procedures for the
OHCR compartment and able to rapidly use the evacuation routes.
(3) That smoking is prohibited in the OHCR compartment.
(4) That stowage in the crew rest compartment area is limited to
crew personal luggage. The stowage of cargo or passenger baggage is not
allowed.
(b) There must be at least one ashtray on the inside and outside of
any entrance to the OHCR compartment.
(c) A limitation in the Airplane Flight Manual must be established
to restrict occupancy to crewmembers who the pilot in command has
determined are trained in the emergency procedures for the OHCR
compartment and are able to rapidly use the evacuation routes of the
OHCR compartment.
2. The following requirements are applicable to crew rest
compartment door(s):
(a) There must be a means for any door installed between the OHCR
compartment and passenger cabin to be quickly opened from inside the
OHCR compartment, even when crowding from an emergency evacuation
occurs at each side of the door.
(b) Doors installed across emergency egress routes must have a
means to latch them in the open position. The latching means must be
able to withstand the loads imposed upon it when the door is subjected
to the ultimate inertia forces, relative to the surrounding structure,
listed in Sec. 25.561(b).
(c) A placard must be displayed in a conspicuous place on the
outside of the entrance door of the OHCR compartment and any other
door(s) installed across emergency egress routes of the OHCR
compartment, that requires these doors to be latched open during TT&L
when the OHCR compartment is occupied. This requirement does not apply
to emergency escape hatches installed in the floor of the OHCR
compartment. A placard must be displayed in a conspicuous place on the
outside of the entrance door to the OHCR compartment that requires it
to be closed and locked when it is not occupied. Procedures for meeting
these requirements must be transmitted to the operator for
incorporation into their training programs and appropriate operational
manuals.
(d) For all doors installed in the OHCR compartment, there must be
a means to preclude anyone from being trapped inside the OHCR
compartment. If a locking mechanism is installed, it must be capable of
being unlocked from the outside without the aid of a key or other
special tools. The lock must not prevent opening from the inside of the
OHCR compartment at any time.
3. In addition to the requirements of Sec. 25.562 for seats, which
are occupiable during takeoff and landing, and restraint systems, the
OHCR compartment structure must be compatible with the loads imposed by
the seats as a result of the conditions specified in Sec. 25.562(b).
4. There must be at least two emergency evacuation routes that
could be used by each occupant of the OHCR compartment to rapidly
evacuate to the main cabin. In addition--
(a) The routes must be located with sufficient separation within
the OHCR compartment to minimize the possibility of an event either
inside or outside of the crew rest compartment rendering both routes
inoperative.
Compliance with the requirements of Special Condition No. 4(a) may
be shown by inspection or by analysis. Regardless of which method is
used, the maximum acceptable distance between crew rest compartment
outlets is 60 feet.
Compliance by Inspection
Inspection may be used to show compliance with Special Condition
No. 4(a). An inspection finding that an OHCR compartment has evacuation
routes located so that each occupant of the seats and berths has an
unobstructed route to at least one of the crew rest compartment
outlets, regardless of the location of a fire would be reason for a
finding of compliance. A fire within a berth that only blocks the
occupant of that berth from exiting the berth need not be considered.
Therefore, crew rest compartment outlets that are located at absolute
opposite ends (i.e., adjacent to opposite end walls) of the OHCR
compartment would require no further review or analysis with regard to
their separation.
Compliance by Analysis
Analysis must show that the OHCR compartment configuration and
interior features allow all occupants of the OHCR compartment to escape
the compartment in the event of a hazard inside or outside of the
compartment. Elements to consider in this evaluation are as follows:
(1) Fire inside or outside the OHCR compartment, considered
separately, and the design elements used to reduce the available fuel
for the fire.
(2) Design elements to reduce the fire ignition sources in the OHCR
compartment.
(3) Distribution and quantity of emergency equipment within the
OHCR compartment.
(4) Structural failure or deformation of components that could
block access to the available evacuation routes (for example seats,
folding berths, contents of stowage compartments, etc.).
(5) An incapacitated person blocking the evacuation routes.
(6) Any other foreseeable hazard not identified above that could
cause the evacuation routes to be compromised.
Analysis must consider design features affecting access to the
evacuation routes. Possibilities for design components affecting
evacuation that should be considered include, but are not limited to,
seat deformations in accordance with Sec. Sec. 25.561(d) and
25.562(c)(8), seat back break-over, rigid structure that reduces access
from one
[[Page 22727]]
part of the compartment to another, and items known to be the cause of
potential hazards. Factors that also should be considered are
availability of emergency equipment to address fire hazards,
availability of communications equipment, supplemental restraint
devices to retain items of mass that, if broken loose, could hinder
evacuation, and load path isolation between components containing
evacuation routes.
Analysis of fire threats should be used in determining placement of
required fire extinguishers and protective breathing equipment (PBE).
This analysis should consider the possibility of fire in any location
in the OHCR compartment. The location and quantity of PBE and fire
extinguishers should allow occupants located in any approved seats or
berths access to the equipment necessary to fight a fire in the OHCR
compartment.
The intent of this special condition is to provide sufficient
egress route separation. Therefore the separation analysis described
above should not be used to approve crew rest compartment outlets that
have less physical separation (measured between the centroid of each
outlet opening) than the minimums prescribed below, unless compensating
features are identified and submitted to the FAA for evaluation and
approval.
For an OHCR compartment with one outlet located near the forward or
aft end of the compartment (as measured by having the centroid of the
outlet opening within 20 percent of the total length of the compartment
from the forward or aft end of the compartment) the outlet separation
from one outlet to the other should not be less than 50 percent of the
total OHCR compartment length.
For OHCR compartments with neither required crew rest compartment
outlet located near the forward or aft end of the OHCR compartment (as
measured by not having the centroid of either outlet opening within 20
percent of the forward or aft end of the total OHCR compartment
length), the outlet separation from one outlet to the other should not
be less than 30 percent of the total OHCR compartment length.
(b) The routes must be designed to minimize the possibility of
blockage, which might result from fire, mechanical or structural
failure, or persons standing below or against crew rest compartment
outlets. One of the two crew rest compartment outlets should not be
located where normal movement or evacuation by passengers occurs (main
aisle, cross aisle, or galley complex, for example) that would impede
egress from the OHCR compartment. If an evacuation route is in an area
where normal movement or evacuation of passengers occurs, it must be
demonstrated that passengers would not impede egress to the main deck.
If there is low headroom at or near the evacuation route, provisions
must be made to prevent or to protect occupants (of the OHCR
compartment) from head injury. The use of evacuation routes must not be
dependent on any powered device. If a crew rest compartment outlet is
over an area where there are passenger seats, a maximum of five
passengers may be displaced from their seats temporarily during the
evacuation process of an incapacitated person(s). If the evacuation
procedure involves the evacuee stepping on seats, the seats must not be
damaged to the extent that they would not be acceptable for occupancy
during an emergency landing.
(c) Emergency evacuation procedures, including the emergency
evacuation of an incapacitated occupant from the OHCR compartment, must
be established. The applicant for a change in type design must transmit
all of these procedures 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 crewmembers be trained in the use
of the OHCR compartment evacuation routes. This training must instruct
them to ensure that the OHCR compartment (including seats, doors, etc.)
is in its proper TT&L configuration.
(e) There must be a means to prevent passengers on the main deck
from entering the OHCR compartment when no flight attendant is present
or in the event of an emergency, including an emergency evacuation.
(f) Doors or hatches that separate the OHCR compartment from the
main deck must not adversely affect evacuation of occupants on the main
deck (slowing evacuation by encroaching into aisles, for example) or
cause injury to those occupants during opening or while opened.
(g) The means of opening doors and hatches to the OHCR compartment
must be simple and obvious. In addition, the crew rest compartment
doors and hatches must be able to be closed from the main passenger
cabin.
5. There must be a means for the evacuation of an incapacitated
person (representative of a ninety-fifth percentile male) from the OHCR
compartment to the passenger cabin floor.
Evacuation must be demonstrated for all evacuation routes. A
crewmember may provide assistance in the evacuation (a total of one
assistant within the OHCR compartment). Additional assistance may be
provided by up to three persons in the main passenger compartment.
These additional assistants must be standing on the floor while
providing assistance. For evacuation routes having stairways, the
additional assistants may ascend up to one half the elevation change
from the main deck to the OHCR compartment, or to the first landing,
whichever is lower.
6. The following signs and placards must be provided in the OHCR
compartment:
(a) At least one exit sign, located near each crew rest compartment
outlet, meeting the requirements of Sec. 25.812(b)(1)(i). An allowable
exception would be a sign with reduced background area of no less than
5.3 square inches (excluding the letters), provided that it is
installed so that the material surrounding the exit sign is light in
color (white, cream, light beige, for example). 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 be
acceptable.
(b) An appropriate placard must be located conspicuously on or near
each OHCR compartment door or hatch that defines the location and the
operating instructions for access to and operation of the outlet door
or hatch.
(c) Placards must be readable from a distance of 30 inches under
emergency lighting conditions.
(d) The door or hatch handles and operating instruction placards
required by Special Condition No. 6(b) of these special conditions must
be illuminated to at least 160 microlamberts under emergency lighting
conditions.
7. There must be a means in the event of failure of the aircraft's
main power system, or of the normal OHCR compartment lighting system,
for emergency illumination to be automatically provided for the OHCR
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 OHCR compartment to locate and transfer to
[[Page 22728]]
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.
8. There must be means for two-way voice communications between
crewmembers on the flight deck and occupants of the OHCR compartment.
There must also be two-way communications between the occupants of the
OHCR compartment and each flight attendant station required to have a
public address system microphone per Sec. 25.1423(g) in the passenger
cabin. In addition, the public address system must include provisions
to provide only the relevant information to the crewmembers in the OHCR
compartment (for example fire in flight, aircraft depressurization,
preparation of the compartment for landing, etc.). That is, provisions
must be made so that occupants of the OHCR compartment will not be
disturbed with normal, non-emergency announcements made to the
passenger cabin.
9. 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 flight deck and at each pair of required
floor level emergency exits to alert occupants of the OHCR 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), for a period
of at least ten minutes.
10. There must be a means, readily detectable by seated or standing
occupants of the OHCR compartment, to indicate when seat belts should
be fastened. Seat belt type restraints must be provided for berths and
must be compatible with the sleeping position during cruise conditions.
There must be a placard on each berth requiring that these restraints
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.
11. Protective breathing equipment (PBE) must be provided in
accordance with Sec. 25.1439, except that in lieu of a device for each
crewmember, the following must be provided: Two PBE devices approved to
Technical Standard Order (TSO)-C116 or equivalent, suitable for
firefighting, or one PBE for each hand-held fire extinguisher,
whichever is greater. The following equipment must also be provided in
the OHCR compartment:
(a) At least one approved hand-held fire extinguisher appropriate
for the kinds of fires likely to occur.
(b) One flashlight.
Note: Additional PBE and fire extinguishers in specific
locations, beyond the minimum numbers prescribed in Special
Condition No. 11, may be required as a result of the egress analysis
accomplished to satisfy Special Condition No. 4(a).
12. A smoke or fire detection system (or systems) must be provided
that monitors each occupiable area within the OHCR compartment,
including those areas partitioned by curtains. Flight tests must be
conducted to show compliance with this requirement. Each system (or
systems) must provide:
(a) A visual indication to the flight deck within one minute after
the start of a fire.
(b) An aural warning in the OHCR compartment.
(c) A warning in the main passenger cabin. This warning must be
readily detectable by a flight attendant, taking into consideration the
positioning of flight attendants throughout the main passenger
compartment during various phases of flight.
13. Means to fight a fire must be provided. The means can either be
a built-in extinguishing system or manual hand-held bottle
extinguishing system.
(a) For a built-in extinguishing system:
(1) The system must have adequate capacity to suppress a fire
considering the fire threat, volume of the compartment, and the
ventilation rate. The system must have sufficient extinguishing agent
to provide an initial knockdown and suppression environment per the
minimum performance standards (MPS) that have been established for the
agent being used.
(2) If the capacity of the extinguishing system does not provide
effective fire suppression that will last for the duration of flight
from the farthest point in route to the nearest suitable landing site
expected in service, an additional manual firefighting procedure must
be established. For the built-in extinguishing system, the time
duration for effective fire suppression must be established and
documented in the firefighting procedures in the airplane flight
manual. If the duration of time for demonstrated effective fire
suppression provided by the built-in extinguishing agent will be
exceeded, the firefighting procedures must instruct the crew to:
1. Enter the crew rest compartment at the time that demonstrated
fire suppression effectiveness will be exceeded.
2. Check for and extinguish any residual fire.
3. Confirm that the fire is out.
(b) For a manual hand-held bottle extinguishing system (designed as
the sole means to fight a fire or to supplement a built-in
extinguishing system of limited suppression duration) for the OHCR:
(1) There must be a limitation in the Airplane Flight Manual or
other suitable means requiring that crewmembers be trained in the
firefighting procedures.
(2) The compartment design must allow crewmembers equipped for
firefighting to have unrestricted access to all parts of the
compartment.
(3) The time for a crewmember on the main deck to react to the fire
alarm, don the firefighting equipment, and gain access to the crew rest
compartment must not exceed the time for the compartment to become
smoke-filled, making it difficult to locate the fire source.
(4) Procedures describing methods to search the OHCR compartment
for fire source(s) must be established and transmitted to the operator
for incorporation into their training programs and appropriate
operational manuals.
14. There must be a means provided to exclude hazardous quantities
of smoke or extinguishing agent originating in the OHCR compartment
from entering any other occupiable compartment.
(a) Small quantities of smoke may penetrate from the crew rest
compartment into other occupied areas during the one-minute smoke
detection time.
(b) 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.
(c) Smoke entering any occupiable compartment when access to the
OHCR compartment is open for evacuation of the crew rest compartment
must dissipate within five minutes after the access to the OHCR
compartment is closed.
(d) Hazardous quantities of smoke may not enter any occupied
compartment during subsequent access to manually fight a fire in the
crew rest compartment. The amount of smoke entrained by a firefighter
exiting the
[[Page 22729]]
crew rest compartment is not considered hazardous.
(e) Flight tests must be conducted to show compliance with this
requirement.
15. There must be a supplemental oxygen system equivalent to that
provided for main deck passengers for each seat and berth in the OHCR
compartment. The system must provide an aural and visual warning to
alert the occupants of the OHCR compartment to don oxygen masks in the
event of depressurization. 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 OHCR compartment is depressed. Procedures for crew rest
compartment occupants in the event of depressurization must be
established. These procedures must be transmitted to the operators for
incorporation into their training programs and appropriate operational
manuals. There must also be a limitation placed in the Airplane Flight
Manual or other suitable means requiring that crewmembers be trained in
depressurization procedures.
16. The following requirements apply to OHCR compartments that are
divided into several sections by the installation of curtains or doors:
(a) To compensate for sleeping occupants, an aural alert that can
be heard in each section of the OHCR compartment must accompany
automatic presentation of supplemental oxygen masks. A visual indicator
that occupants must don an oxygen mask is required in each section
where seats or berths are not installed. A minimum of two supplemental
oxygen masks are required for each seat or berth. There must also be a
means by which the oxygen masks can be manually deployed from the
flight deck.
(b) A placard is required adjacent to each curtain that visually
divides or separates, for privacy purposes, the OHCR compartment into
small sections. The placard must require that the curtain(s) remains
open when the private section it creates is unoccupied. The vestibule
section adjacent to the stairway is not considered a private area and,
therefore, does not require a placard.
(c) For each section of the OHCR compartment created by the
installation of a curtain, requirements for the following must be met
with the curtain open or closed:
(1) No smoking placard (Special Condition No. 1).
(2) Emergency illumination (Special Condition No. 7).
(3) Emergency alarm system (Special Condition No. 9).
(4) Seat belt fasten signal or return to seat signal as applicable
(Special Condition No. 10).
(5) The smoke or fire detection system (Special Condition No. 12).
(d) OHCR compartments visually divided to the extent that
evacuation could be affected must have exit signs that direct occupants
to the primary stairway outlet. The exit signs must be provided in each
separate section of the OHCR compartment, except for curtained bunks,
and must meet the requirements of Sec. 25.812(b)(1)(i). An exit sign
with reduced background area as described in Special Condition No. 6(a)
may be used to meet this requirement.
(e) For sections within an OHCR 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 a section of the compartment. Removal of an incapacitated
occupant from 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 from within a
small room, such as a changing area or lavatory, must be considered.
(2) Any door between the sections must be shown to be openable when
crowded against, even when crowding occurs at each side of the door.
(3) There may be no more than one door between any seat or berth
and the primary stairway door.
(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 outlet. An exit sign with reduced background area as
described in Special Condition No. 6(a) may be used to meet this
requirement.
(5) Special Conditions No. 1 (no smoking placards), No. 7
(emergency illumination), No. 9 (emergency alarm system), No. 10
(fasten seat belt signal or return to seat signal as applicable) and
No. 12 (smoke or fire detection system) must be met with the door open
or closed.
(6) Special Conditions No. 8 (two-way voice communication) and No.
11 (emergency firefighting 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.
17. Where a waste disposal receptacle is fitted, it must be
equipped with an automatic fire extinguisher that meets the performance
requirements of Sec. 25.854(b).
18. Materials (including finishes or decorative surfaces applied to
the materials) must comply with the requirements of Sec. 25.853 as
amended by Amendment 25-83. Seat cushions and mattresses must comply
with the flammability requirements of Sec. 25.853(c), as amended by
Amendment 25-83, and the test requirements of part 25, appendix F, part
II, or other equivalent methods.
19. The addition of a lavatory within the OHCR compartment would
require the lavatory to meet the same requirements as those for a
lavatory installed on the main deck except with regard to Special
Condition No. 12 for smoke detection.
20. Each stowage compartment in the crew rest compartment, except
for underseat compartments for occupant convenience, must be completely
enclosed. All enclosed stowage compartments within the OHCR compartment
that are not limited to stowage of emergency equipment or airplane
supplied equipment must meet the design criteria given in the table
below. Enclosed stowage compartments greater than 200 ft 3
in interior volume are not addressed by this special condition. The in-
flight accessibility of very large enclosed stowage compartments and
the subsequent impact on the crewmembers' ability to effectively reach
any part of the compartment with the contents of a hand fire
extinguisher will require additional fire protection considerations
similar to those required for inaccessible compartments such as Class C
cargo compartments.
[[Page 22730]]
Requirements for Fire Protection Features for Stowage Compartments Depending on Interior Volume Size
----------------------------------------------------------------------------------------------------------------
Applicability of fire protection requirements by interior volume
--------------------------------------------------------------------------
Fire protection features 25 Cubic feet to less 57 Cubic feet to 200
Less than 25 cubic feet than 57 cubic feet cubic feet
----------------------------------------------------------------------------------------------------------------
Materials of Construction \1\........ Yes.................... Yes.................... Yes.
Smoke or Fire Detectors \2\.......... No..................... Yes.................... Yes.
Liner \3\............................ No..................... Conditional............ 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 (i.e., 14 CFR Part 25 Appendix F,
Parts I, IV, and V) per the requirements of Sec. 25.853. For compartments less than 25 ft3 in interior
volume, the design must ensure the ability to contain a fire likely to occur within the compartment under
normal use.
\2\ Smoke or Fire Detectors: Enclosed stowage compartments equal to or exceeding 25 ft 3 in interior 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 OHCR compartment. (c) A warning in the main passenger cabin. This warning must be
readily detectable by a flight attendant, taking into consideration the positioning of flight attendants
throughout the main passenger compartment during various phases of flight.
\3\ Liner: If 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 25-93, and Appendix
F, part I, paragraph (a)(2)(ii)), then no liner would be required for enclosed stowage compartments equal to
or greater than 25 ft 3 in interior volume but less than 57 ft 3 in interior volume. For all enclosed stowage
compartments equal to or greater than 57 ft 3 in interior volume but less than or equal to 200 ft 3, a liner
must be provided that meets the requirements of Sec. 25.855 for a Class B cargo compartment.
\4\ Location Detector: OHCR compartments that contain enclosed stowage compartments exceeding 25 ft 3 in
interior volume and are located away from one central location such as the entry to the OHCR compartment or a
common area within the OHCR compartment would require additional fire protection features and/or devices to
assist the firefighter in determining the location of a fire.
Issued in Renton, Washington, on April 14, 2004.
Mike Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-9515 Filed 4-26-04; 8:45 am]
BILLING CODE 4910-13-P