Special Conditions: Boeing Model 767-300 Series Airplanes; Forward Lower Lobe Crew Rest Module (CRM), 57398-57403 [E6-15868]
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Federal Register / Vol. 71, No. 189 / Friday, September 29, 2006 / Rules and Regulations
and vital program through September
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(Authority: 15 U.S.C. 636(a)(24); 13 CFR
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Michael W. Hager,
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Access.
[FR Doc. E6–15993 Filed 9–28–06; 8:45 am]
BILLING CODE 8025–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM353; Special Conditions No.
25–332–SC]
Special Conditions: Boeing Model 767–
300 Series Airplanes; Forward Lower
Lobe Crew Rest Module (CRM)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
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AGENCY:
SUMMARY: These special conditions are
issued for Boeing Model 767–300 series
airplanes. These airplanes, modified by
TIMCO Aviation Services, Inc. (TIMCO),
will have a novel or unusual design
feature associated with a forward lower
lobe crew rest module (CRM). The
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for this design feature.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
DATES: Effective Date: The effective date
for these special conditions is
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September 11, 2006 We must receive
any comments by November 13, 2006.
ADDRESSES: Please mail two copies of
your comments to: Federal Aviation
Administration, Transport Airplane
Directorate, Attention: Rules Docket
(ANM–113), Docket No. NM353, 1601
Lind Avenue, SW., Renton, Washington
98057–3356. You may deliverer two
copies to the Transport Airplane
Directorate at the same address. You
must mark your comments: Docket No.
NM353. You can inspect comments in
the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
FOR FURTHER INFORMATION CONTACT:
Jayson Claar, FAA, Airframe/Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind
Avenue, SW., Renton, Washington,
98057–3356; telephone (425) 227–2194;
facsimile (425) 227–1320.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA has determined that notice
and opportunity for prior public
comment is impracticable, because
these procedures would significantly
delay certification and thus delivery of
the affected airplanes. In addition, the
substance of these special conditions
has been subject to the public comment
process in several prior instances with
no comments received. The FAA,
therefore, finds that good cause exists
for making these special conditions
effective upon issuance; however, we
invite interested people to take part in
this rulemaking by sending written
comments, data, or views. The most
helpful comments reference a specific
portion of the special conditions,
explain the reason for any
recommended change, and include
supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all
comments we receive as well as a report
summarizing each substantive public
contact with FAA personnel concerning
these special conditions. You may
inspect the docket before and after the
comment closing date. If you wish to
review the docket in person, go to the
address in the ADDRESSES section of this
preamble between 7:30 a.m. and 4 p.m.,
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive on or before the closing date for
comments. We will consider comments
filed late, if it is possible to do so
without incurring expense or delay. We
may change these special conditions,
based on the comments we receive.
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If you want the FAA to acknowledge
receipt of your comments on these
special conditions, include with your
comments a pre-addressed, stamped
postcard on which the docket number
appears. We will stamp the date on the
postcard and mail it back to you.
Background
On January 24, 2006, TIMCO Aviation
Services, Inc. (TIMCO) applied for a
supplemental type certificate to permit
installation of a forward lower lobe crew
rest module (CRM) in Boeing 767–300
series airplanes.
The CRM will be a one-piece, selfcontained unit to be installed under the
passenger cabin floor in the aft portion
of the forward cargo compartment. It
will be mounted on a pallet compatible
with the existing cargo loading system
and may be easily installed or removed
from the aircraft. The CRM will be
occupied only in flight—not during taxi,
takeoff, or landing—and no more than
six crewmembers may occupy it at a
time. The module will have an
approved berth able to withstand the
maximum flight loads for each occupant
permitted in it and will contain a smoke
detection system, a fire-extinguishing
system, an oxygen system, and occupant
amenities.
The CRM requires two entry hatches
in the main deck area. The floor
structure will be modified to provide
access for the main entry hatch and the
emergency access hatch.
Type Certification Basis
Under the provisions of § 21.101,
TIMCO must show that Boeing Model
767–300 series airplanes with the CRM
continue to meet either:
(1) The applicable provisions of the
regulations incorporated by reference in
Type Certificate No. A1NM, or
(2) The applicable regulations in
effect on the date of TIMCO’s
application for the change.
The regulations incorporated by
reference in the type certificate are
commonly referred to as the ‘‘original
type certification basis.’’ The
certification basis for Boeing Model
767–300 series airplanes is 14 CFR part
25, as amended by Amendments 25–1
through 25–37. Refer to Type Certificate
No. A1NM for a complete description of
the certification basis for this model.
According to 14 CFR 21.16, if the
Administrator finds that the applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for the Boeing Model 767–300 series
airplanes because of a novel or unusual
design feature, she or he prescribes
special conditions for the airplane.
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Federal Register / Vol. 71, No. 189 / Friday, September 29, 2006 / Rules and Regulations
As defined in 14 CFR 11.19, special
conditions are issued in accordance
with 14 CFR 11.38 and become part of
the type certification basis in
accordance with 14 CFR 21.101.
Special conditions are initially
applicable to the model for which they
are issued. If the type certificate for that
model is amended to include any other
model that incorporates the same or
similar novel or unusual design feature,
the special conditions would also apply
to that model. Similarly, if any other
model already included on the same
type certificate is modified to
incorporate the same or similar novel or
unusual design feature, the special
conditions would apply to that other
model under the provisions of 14 CFR
21.101.
In addition to the applicable
airworthiness regulations and special
conditions, Boeing Model 767–300
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.
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Novel or Unusual Design Features
While installation of a CRM is not a
new concept for large transport category
airplanes, each module has unique
features based on its design, location,
and use. The CRM to be installed on the
Boeing Model 767–300 series airplanes
is novel in that
(1) It will be located below the
passenger cabin floor in the aft portion
of the forward cargo compartment, and
(2) It has a maintenance door, which
allows access to and from the cargo
compartment.
Because of the novel or unusual
features associated with the installation
of a CRM, 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. These special
conditions do not negate the need to
address other applicable part 25
regulations.
Operational Evaluations and Approval
These special conditions specify
requirements for design approvals (i.e.,
type design changes and supplemental
type certificates) of CRMs administered
by the FAA’s Aircraft Certification
Service. The FAA’s Flight Standards
Service, Aircraft Evaluation Group,
must evaluate and approve the ‘‘basic
suitability’’ of the CRM for occupation
by crewmember before the module may
be used. If an operator wishes to use a
CRM as ‘‘sleeping quarters,’’ the module
must undergo an additional operational
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evaluation and approval. The Aircraft
Evaluation Group would evaluate the
CRM for compliance to §§ 121.485(a)
and 121.523(b), with Advisory Circular
121–31, Flight Crew Sleeping Quarters
and Rest Facilities, providing one
method of compliance to these
operational regulations.
To obtain an operational evaluation,
the supplemental type design holder
must contact the Aircraft Evaluation
Group within the Flight Standards
Service which has operational approval
authority for the project. In this
instance, it is the Seattle Aircraft
Evaluation Group. The supplemental
type design holder must request a ‘‘basic
suitability’’ evaluation or a ‘‘sleeping
quarters’’ evaluation of the crew rest
module. The supplemental type design
holder may make this request
concurrently with the demonstration of
compliance with these special
conditions.
The Boeing Model 767–300 Flight
Standardization Board Report Appendix
will document the results of these
evaluations. In discussions with the
FAA Principal Operating Inspector,
individual operators may refer to these
standardized evaluations as the basis for
an operational approval, instead of an
on-site operational evaluation.
Any change to the approved CRM
configuration requires an operational reevaluation and approval, if the change
affects any of the following:
• Procedures for emergency egress of
crewmembers,
• Other safety procedures for
crewmembers occupying the CRM, or
• Training related to these
procedures.
The applicant for any such change is
responsible for notifying the Seattle
Aircraft Evaluation Group that a new
evaluation of the CRM is required.
All instructions for continued
airworthiness, including service
bulletins, must be submitted to the
Seattle Aircraft Evaluation Group for
approval before the FAA approves the
modification.
Discussion of Proposed Special
Conditions No. 9 and 12
The following clarifies the intent of
proposed Special Condition No. 9
relative to the requirements of
§ 25.1439(a):
Amendment 25–38 modified the
requirements of § 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.’’
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The CRM is an isolated, separate
compartment, so § 25.1439(a) is
applicable. However, the requirements
of § 25.1439(a) for protective breathing
equipment in isolated, separate
compartments are not appropriate,
because the CRM is novel and unusual
in terms of the number of occupants.
In 1976 when Amendment 25–38 was
adopted, small galleys were the only
isolated, separate compartments that
had been certificated. Two
crewmembers were the maximum
expected to occupy those galleys.
These special conditions address a
CRM which can accommodate up to six
crewmembers. This number of
occupants in an isolated, separate
compartment was not envisioned at the
time Amendment 25–38 was adopted. It
is not appropriate for all occupants to
don protective breathing equipment in
the event of a fire, because the first
action should be for each occupant to
leave the confined space, unless that
occupant is fighting the fire. Taking the
time to don protective breathing
equipment would prolong the time for
the emergency evacuation of the
occupants and possibly interfere with
efforts to extinguish the fire.
In regard to proposed Special
Condition No. 12, the FAA considers
that during the 1-minute smoke
detection time, penetration of a small
quantity of smoke from the this forward
lower lobe CRM into an occupied area
of the airplane would be acceptable,
given the limitations in these special
conditions. The FAA considers that the
special conditions place sufficient
restrictions on the quantity and type of
material allowed in crew carry-on bags
that the threat from a fire in the remote
CRM would be equivalent to the threat
from a fire in the main cabin.
Applicability
As discussed above, these special
conditions are applicable to Boeing
Model 767–300 series airplanes as
modified by TIMCO to include a
forward lower lobe CRM. If TIMCO
applies at a later date for a change to the
supplemental type certificate to include
another model listed on the same type
certificate data sheet which incorporates
the same or similar novel or unusual
design feature, these special conditions
would also apply to that model.
Conclusion
This action affects only certain novel
or unusual design features on Boeing
Model 767–300 series airplanes. It is not
a rule of general applicability, and it
affects only the applicant which applied
to the FAA for approval of these features
on the airplane.
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List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
I The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
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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 the Boeing Model
767–300 series airplanes, modified by
TIMCO.
1. Occupancy of the forward lower
lobe crew rest module (CRM) is limited
to the total number of installed bunks
and seats in each module. There must
be an approved seat or berth able to
withstand the maximum flight loads
when occupied for each occupant
permitted in the CRM. The maximum
occupancy in the CRM is six.
(a) There must be appropriate
placard(s) displayed in a conspicuous
place at each entrance to the CRM to
indicate the following:
(1) The maximum number of
occupants;
(2) Occupancy is restricted to
crewmembers who are trained in
evacuation procedures for the CRM;
(3) Occupancy is prohibited during
taxi, take-off and landing;
(4) Smoking is prohibited in the CRM;
(5) Hazardous quantities of flammable
fluids, explosives, or other dangerous
cargo are prohibited in the CRM.
(6) Stowage in the CRM must be
limited to emergency equipment,
airplane-supplied equipment (e.g.,
bedding), and crew personal luggage.
Cargo or passenger baggage is not
allowed.
(b) There must be at least one ashtray
located conspicuously on or near the
entry side of any entrance to the CRM.
(c) There must be a means to prevent
passengers from entering the CRM in the
event of an emergency or when no flight
attendant is present.
(d) There must be a means for any
door installed between the CRM and the
passenger cabin to be opened quickly
from inside the module, 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 prevent anyone from being
trapped inside the module. 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 module at any time.
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2. There must be at least two
emergency evacuation routes, each of
which can be used by each occupant of
the CRM to rapidly evacuate to the main
cabin. The exit door/hatch for each
route must be able to be closed from the
main cabin after evacuation of the CRM.
In addition—
(a) The routes must be located with
one at each end of the module or with
two having sufficient separation within
the module and between the routes to
minimize the possibility of an event
(either inside or outside the CRM)
rendering both routes inoperative.
(b) The routes must 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 uses an area where
normal movement of passengers occurs,
it must be demonstrated that passengers
would not impede egress to the main
deck. If a hatch is installed in an
evacuation route, the point at which the
evacuation route terminates in the
passenger cabin should not be located
where normal movement by passengers
or crew occurs. Examples include the
main aisle, cross aisle, passageway, or
galley complex. If it is not possible to
avoid such a location there must be a
means of ensuring that the hatch or door
can be opened when a person, the
weight of a ninety-fifth percentile male,
is standing on the hatch or door. The
use of evacuation routes must not
depend on any powered device. If there
is low headroom at or near an
evacuation route, there must be
provisions to prevent or to protect
occupants of the CRM from head injury.
(c) There must be emergency
evacuation procedures, including
procedures for the emergency
evacuation of an incapacitated occupant
from the crew rest module. All of these
procedures must be transmitted to all
operators 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 of requiring training in the use of
evacuation routes for the crewmembers.
3. There must be a means for the
evacuation of an incapacitated person
representative of a 95th percentile male
from the CRM to the passenger cabin
floor. The evacuation must be
demonstrated for all evacuation routes.
A flight attendant or other crewmember
(a total of one assistant within the CRM)
may provide assistance in the
evacuation. Up to three persons in the
main passenger compartment may
provide additional assistance. For
evacuation routes having stairways, the
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additional assistants may descend to
one half the elevation change from the
main deck to the lower deck
compartment or to the first landing,
whichever is higher.
4. The following signs and placards
must be provided in the CRM:
(a) At least one exit sign located near
each exit which meets the requirements
of § 25.812(b)(1)(i) at Amendment 25–
58. However, the exit sign may have a
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 (e.g., white, cream or light
beige). If the material surrounding the
exit sign is not light in color, an exit
sign with a minimum of a one-inch
wide background border around the
letters would also be acceptable.
(b) An appropriate placard located
near each exit, defining the location and
the operating instructions for each
evacuation route;
(c) Placards must be readable from a
distance of 30 inches under emergency
lighting conditions; and
(d) The exit handles and placards for
each evacuation route (see 4.(b) above)
must be illuminated to at least 160
micro lamberts under emergency
lighting conditions.
5. In the event of failure of the
airplane’s main power system or of the
normal lighting system for the CRM,
there must be a means to automatically
provide emergency illumination to the
CRM.
(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 CRM
to locate and transfer to the main
passenger cabin floor by means of each
evacuation route.
(d) If the privacy curtains are in the
closed position, the illumination level
must be sufficient for each occupant of
the CRM to locate a deployed oxygen
mask.
6. There must be means for two-way
voice communications between
crewmembers on the flightdeck and
occupants of the CRM. There must also
be public address system microphones
at each flight attendant seat which is
required to be near a floor level exit in
the passenger cabin per § 25.785(h) at
Amendment 25–51. The public address
system must allow two-way voice
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communications between flight
attendants and the occupants of the
CRM. However, one microphone may
serve more than one exit, if the
proximity of the exits allows unassisted
verbal communication between seated
flight attendants.
7. There must be a means for manual
activation of an aural emergency alarm
system, audible during normal and
emergency conditions, to enable
crewmembers on the flightdeck and at
each pair of required floor level
emergency exits to alert occupants of
the CRM of an emergency situation. Use
of a public address or crew interphone
system will be acceptable, provided it
has an adequate means of differentiating
between normal and emergency
communications. The system must be
powered in flight for at least ten
minutes after the shutdown or failure of
all engines and auxiliary power units or
the disconnection or failure of all power
sources which depend on the continued
operation of the engines and auxiliary
power units.
8. There must be a means, readily
detectable by seated or standing
occupants of the CRM, of indicating
when the occupants must fasten their
seat belts. In the event there are no
seats, there must be at least one means
to address anticipated turbulence (e.g.,
sufficient handholds). Seat belt type
restraints must be provided for berths
and must be compatible for the sleeping
attitude during cruise conditions. There
must be a placard on each berth
requiring that seat belts 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. In lieu of the requirements
specified in § 25.1439(a) at Amendment
25–38 that pertain to isolated
compartments and to provide a level of
safety equivalent to that which is
provided occupants of a small, isolated
galley, the following equipment must be
provided in the CRM:
(a) At least one approved hand-held
fire extinguisher appropriate for the
kinds of fires likely to occur;
(b) Protective breathing equipment
approved to Technical Standard Order
(TSO)–C116 (or equivalent) suitable for
fire fighting for at least two persons. If
there are three or more hand-held fire
extinguishers, there must be protective
breathing equipment for one person for
each hand-held fire extinguisher; and
(c) One flashlight.
Note: Additional protective breathing
equipment and fire extinguishers in specific
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locations (beyond the minimum numbers
prescribed in Special Condition No. 9) may
be required as a result of any egress analysis
accomplished to satisfy Special Condition
No. 2(a).
10. There must be a smoke or fire
detection system (or systems) to monitor
each occupiable area within the CRM,
including areas partitioned by curtains.
Flight tests must be conducted to show
compliance with this requirement. Each
system (or systems) 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 CRM; 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 CRM must be designed so that
fires within the CRM can be controlled
without a crewmember entering the
module or so that crewmembers
equipped for fire fighting have
unrestricted access to the module. The
time for a crewmember on the main
deck to react to the fire alarm, don
protective gear (such as protective
breathing equipment and gloves), obtain
fire-fighting equipment, and gain access
to the module must not exceed the time
for the module to become smoke-filled,
making it difficult to locate the fire
source.
12. There must be a means to exclude
hazardous quantities of smoke or
extinguishing agent originating in the
CRM from entering any other
compartment occupied by crewmembers
or passengers. Smoke entering any other
compartment occupied by crewmembers
or passengers when the entrance to the
CRM is opened during an emergency
evacuation must dissipate within five
minutes after the entrance to the module
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 CRM. (The
amount of smoke entrained by a
firefighter exiting the module through
the access is not considered hazardous).
During the 1 minute smoke detection
time, penetration of a small quantity of
smoke from the CRM into an occupied
area is acceptable. Flight tests must be
conducted to show compliance with
this requirement.
If a built-in fire extinguishing system
is used instead of manual fire fighting,
the fire extinguishing system must be
designed so that no hazardous
quantities of extinguishing agent will
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enter other compartments occupied by
passengers or crew. The system must
have adequate capacity to suppress any
fire occurring in the CRM, considering
the fire threat, the volume of the
module, and the ventilation rate.
13. There must be a supplemental
oxygen system equivalent to that
provided for main deck passengers for
each seat and berth in the CRM. The
system must provide aural and visual
signals to warn the occupants of the
module to don oxygen masks in the
event of decompression. The warning
must activate before the cabin pressure
altitude exceeds 15,000 feet and must
sound continuously for a minimum of
five minutes or until a reset push button
in the CRM is depressed. Procedures for
occupants of the CRM to follow in the
event of decompression must be
established. These procedures must be
transmitted to the operators for
incorporation into their training
programs and appropriate operational
manuals.
14. The following requirements apply
to CRMs that are divided into several
sections by curtains or partitions:
(a) To warn sleeping occupants, there
must be an aural alert that can be heard
in each section of the CRM and that
accompanies automatic presentation of
supplemental oxygen masks. In each
section where seats or berths are not
installed, there must be a visual
indicator that occupants must don
oxygen masks. A minimum of two
supplemental oxygen masks is required
for each seat or berth. There must also
be a means by which crewmembers can
manually deploy the oxygen masks from
the flightdeck.
(b) There must be a placard adjacent
to each curtain that visually divides or
separates the CRM into small sections
for privacy. The placard must specify
that the curtain remains open when the
private section it creates is unoccupied.
(c) For each section of the CRM
created by a curtain, the following
requirements of these special conditions
apply both with the curtain open and
with the curtain closed:
(1) Emergency illumination (Special
Condition No. 5);
(2) Emergency alarm system (Special
Condition No. 7);
(3) Seat belt fasten signal (see Special
Condition No. 8) or return to seat signal,
as applicable; and
(4) The smoke or fire detection system
(Special Condition No. 10).
(d) Crew rest modules visually
divided to the extent that evacuation
could be affected must have exit signs
that direct occupants to the primary
stairway exit. There must be exit signs
in each separate section of the CRM
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which meet the requirements of
§ 25.812(b)(1)(i) at Amendment 25–58.
An exit sign with reduced background
area as described in Special Condition
No. 4(a) may be used to meet this
requirement.
(e) For sections within a CRM that are
created by a partition with a door
separating the sections, the following
requirements of these special conditions
must be met both with the door open
and with the door closed:
(1) There must be a secondary
evacuation route from each section to
the maindeck. Alternatively, any door
between the sections must preclude
anyone from being trapped inside the
compartment. Removal of an
incapacitated occupant within this area
must be considered. A secondary
evacuation route from a small room
designed for only one occupant for a
short time, such as a changing area or
lavatory, is not required. However,
removal of an incapacitated occupant
within this area must be considered.
(2) Any door between the sections
must be 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 which meet the requirements of
§ 25.812(b)(1)(i) at Amendment 25–58
that direct occupants to the primary
stairway exit. An exit sign with reduced
background area, as described in Special
Condition No. 4(a), may be used to meet
this requirement.
(5) The following Special Conditions
apply both with the door open and with
the door closed
• Special Conditions No. 5
(emergency illumination),
• No. 7 (emergency alarm system),
• No. 8 (fasten seat belt signal or
return to seat signal, as applicable) and
• No. 10 (smoke or fire detection
system) must be met.
(6) Special Conditions No. 6 (two-way
voice communication) and No. 9
(emergency fire fighting and protective
equipment) apply independently for
each separate section, except for
lavatories or other small areas that are
not occupied for extended periods of
time.
15. Each waste disposal receptacle
must have a built-in fire extinguisher
which discharges automatically upon
occurrence of a fire in the receptacle.
16. Materials (including finishes or
decorative surfaces applied to the
materials) must comply with the
flammability requirements of § 25.853 at
Amendment 25–72 and mattresses must
comply with the flammability
requirements of § 25.853(b) and (c) at
Amendment 25–72.
17. All lavatories within the CRM
must meet the requirements for a
lavatory installed on the main deck,
except with regard to Special Condition
No. 10 for smoke detection.
18. When a CRM 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
apply:
(a) Any wall of the module which
forms part of the boundary of the
reduced cargo compartment subject to
direct flame impingement from a fire in
the cargo compartment and which
includes any interface between the
module and the airplane structure or
systems must meet the applicable
requirements of § 25.855 at Amendment
25–72.
(b) When the CRM is not installed, the
fire protection level of the cargo
compartment must comply with the
following regulations:
• § 25.855 at Amendment 25–72,
• § 25.857 at Amendment 25–60, and
• § 25.858 at Amendment 25–54.
(c) Use of each emergency evacuation
route must not require occupants of the
CRM to enter the cargo compartment in
order to return to the passenger
compartment.
(d) The aural warning in Special
Condition No. 7 must sound in the
CRM.
19. During all airplane flight
operations, there must be means to
prevent access into the Class C cargo
compartment and to ensure that the
maintenance door is closed.
20. All enclosed stowage
compartments within the CRM that are
not limited to stowage of emergency
equipment or airplane-supplied
equipment (e.g., bedding) must meet the
design criteria given in the table below.
As indicated by the table, this special
condition does not address enclosed
stowage compartments with an interior
volume greater than 200 cubic feet. (Fire
protection for such large stowage
compartments would necessitate design
requirements and operational
procedures similar to those for Class C
cargo compartments.)
Stowage compartment interior volumes
Fire Protection Features
Less than 25 ft 3
sroberts on PROD1PC70 with RULES
Materials of Construction 1 ................................................................
Detectors 2 .........................................................................................
Liner 3 ................................................................................................
Locating Device 4 ..............................................................................
25 ft3 to 57 ft 3
Yes ...............................
No ................................
No ................................
No ................................
Yes ...............................
Yes ...............................
No ................................
Yes ...............................
57 ft 3 to 200 ft 3
Yes.
Yes.
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
for interior components specified in § 25.853. For compartments with an interior volume less than 25 cubic feet, the design must contain a fire
likely to occur within the compartment under normal use.
2 Detectors
Enclosed stowage compartments equal to or exceeding 25 cubic feet in interior volume must have a smoke or fire detection system to ensure
that a fire can be detected within one minute. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must provide the following:
(a) A visual indication in the flightdeck within one minute after the start of a fire;
(b) An aural warning in the CRM; and
(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking into account the location of
flight attendants throughout the main passenger compartment during various phases of flight.
3 Liner
If the material used to construct the stowage compartment meets the flammability requirements of a liner for a Class B cargo compartment,
then no liner would be required for enclosed stowage compartments equal to or greater than 25 cubic feet but less than 57 cubic feet in interior
volume. For those enclosed stowage compartments whose interior volume is equal to or greater than 57 cubic feet but less than or equal to 200
cubic feet, the liner must meet the requirements of § 25.855 at Amendment 25–72 for a class B cargo compartment.
4 Location Detector
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Federal Register / Vol. 71, No. 189 / Friday, September 29, 2006 / Rules and Regulations
57403
Crew rest areas which contain enclosed stowage compartments whose interior volume exceeds 25 cubic feet and which are located away from
one central location, such as the entry to the crew rest module or a common area within the crew rest module, would require additional fire protection devices to assist the firefighter in determining the location of a fire.
Issued in Renton, Washington, on
September 11, 2006.
Kevin Mullin,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E6–15868 Filed 9–28–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25896; Directorate
Identifier 2006–NE–33–AD; Amendment 39–
14775; AD 2006–20–06]
RIN 2120–AA64
Airworthiness Directives; General
Electric Company CF34–10E Series
Turbofan Engines
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
sroberts on PROD1PC70 with RULES
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for General
Electric Company (GE) CF34–10E series
turbofan engines. This AD requires
removing the main fuel pump (MFP)
inlet strainer from certain MFPs,
installing a certain replacement flange
as an interim repair, and performing
initial and repetitive visual inspections
of the main fuel filter. This AD results
from three reports of release of the
tripod support legs on the MFP inlet
strainer, leading to engine in-flight
shutdown. We are issuing this AD to
prevent engine in-flight shutdown due
to MFP malfunctions.
DATES: This AD becomes effective
October 16, 2006. The Director of the
Federal Register approved the
incorporation by reference of certain
publications listed in the regulations as
of October 16, 2006.
We must receive any comments on
this AD by November 28, 2006.
ADDRESSES: Use one of the following
addresses to comment on this AD:
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
VerDate Aug<31>2005
17:25 Sep 28, 2006
Jkt 208001
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590–
0001.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact General Electric Company via
Lockheed Martin Technology Services,
10525 Chester Road, Suite C, Cincinnati,
Ohio 45215, telephone (513) 672–8400,
fax (513) 672–8422.
FOR FURTHER INFORMATION CONTACT: Tara
Fitzgerald, Aerospace Engineer, Engine
Certification Office, FAA, Engine and
Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803;
telephone: (781) 238–7130, fax: (781)
238–7199.
SUPPLEMENTARY INFORMATION: In August
2006, we became aware of one report,
and in September 2006, two reports of
cracking and release of the tripod
support legs on the MFP inlet strainer,
leading to engine in-flight shutdown, on
GE CF34–10E series turbofan engines.
When the tripod support legs release,
they travel downstream and impact
against the MFP gear assembly. This
causes the MFP to jam, interrupting fuel
flow, which leads to engine flameout.
Investigations are ongoing, and our
preliminary determination is that the
cause of failure is a manufacturing
quality control problem with the MFP
inlet strainers. Current field data shows
that the failures are an infant mortality
type of failure. This AD requires
removing the low-time strainers first.
This condition, if not corrected, could
result in an engine in-flight shutdown
due to MFP malfunctions.
Relevant Service Information
We have reviewed and approved the
technical contents of GE Alert Service
Bulletin (ASB) No. CF34–10E S/B 73–
A0011, dated September 15, 2006. That
ASB describes procedures for removing
the MFP inlet strainer, installing a
certain replacement flange as an interim
repair, and initial and repetitive visual
inspections of the main fuel filter.
FAA’s Determination and Requirements
of This AD
The unsafe condition described
previously is likely to exist or develop
on other GE CF34–10E series turbofan
engines of the same type design. For
that reason, we are issuing this AD to
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Frm 00021
Fmt 4700
Sfmt 4700
prevent engine in-flight shutdown due
to MFP malfunctions. This AD requires:
• Within 40 engine flight hours after
the effective date of this AD, removing
the MFP inlet strainer from the affected
MFPs listed by serial number in GE ASB
No. CF34–10E S/B 73–A0011, dated
September 15, 2006; and
• Within 150 engine flight hours after
the effective date of this AD, removing
all other MFP inlet strainers; and
• Installing a certain replacement
flange in all MFPs as an interim repair;
and
• Remarking the MFP part number
from 2043M12P03 to 2043M12P04; and
• Performing initial and repetitive
visual inspections of the main fuel filter.
You must use the service information
described previously to perform the
actions required by this AD.
FAA’s Determination of the Effective
Date
Since an unsafe condition exists that
requires the immediate adoption of this
AD, we have found that notice and
opportunity for public comment before
issuing this AD are impracticable, and
that good cause exists for making this
amendment effective in less than 30
days.
Interim Action
These actions are interim actions and
we may take further rulemaking actions
in the future.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety and
was not preceded by notice and an
opportunity for public comment;
however, we invite you to send us any
written relevant data, views, or
arguments regarding this AD. Send your
comments to an address listed under
ADDRESSES. Include ‘‘AD Docket No.
FAA–2006–25896; Directorate Identifier
2006–NE–33–AD’’ in the subject line of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of the rule that might suggest a
need to modify it.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this AD. Using the
search function of the DMS Web site,
anyone can find and read the comments
in any of our dockets, including the
E:\FR\FM\29SER1.SGM
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]]>Agencies
[Federal Register Volume 71, Number 189 (Friday, September 29, 2006)]
[Rules and Regulations]
[Pages 57398-57403]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-15868]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM353; Special Conditions No. 25-332-SC]
Special Conditions: Boeing Model 767-300 Series Airplanes;
Forward Lower Lobe Crew Rest Module (CRM)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for Boeing Model 767-300
series airplanes. These airplanes, modified by TIMCO Aviation Services,
Inc. (TIMCO), will have a novel or unusual design feature associated
with a forward lower lobe crew rest module (CRM). The applicable
airworthiness regulations do not contain adequate or appropriate safety
standards for this design feature. These special conditions contain the
additional safety standards that the Administrator considers necessary
to establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: Effective Date: The effective date for these special conditions
is September 11, 2006 We must receive any comments by November 13,
2006.
ADDRESSES: Please mail two copies of your comments to: Federal Aviation
Administration, Transport Airplane Directorate, Attention: Rules Docket
(ANM-113), Docket No. NM353, 1601 Lind Avenue, SW., Renton, Washington
98057-3356. You may deliverer two copies to the Transport Airplane
Directorate at the same address. You must mark your comments: Docket
No. NM353. You can inspect comments in the Rules Docket weekdays,
except Federal holidays, between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Jayson Claar, FAA, Airframe/Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue, SW., Renton, Washington,
98057-3356; telephone (425) 227-2194; facsimile (425) 227-1320.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA has determined that notice and opportunity for prior public
comment is impracticable, because these procedures would significantly
delay certification and thus delivery of the affected airplanes. In
addition, the substance of these special conditions has been subject to
the public comment process in several prior instances with no comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective upon issuance; however, we invite
interested people to take part in this rulemaking by sending written
comments, data, or views. The most helpful comments reference a
specific portion of the special conditions, explain the reason for any
recommended change, and include supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all comments we receive as well as a
report summarizing each substantive public contact with FAA personnel
concerning these special conditions. You may inspect the docket before
and after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive on or before the closing
date for comments. We will consider comments filed late, if it is
possible to do so without incurring expense or delay. We may change
these special conditions, based on the comments we receive.
If you want the FAA to acknowledge receipt of your comments on
these special conditions, include with your comments a pre-addressed,
stamped postcard on which the docket number appears. We will stamp the
date on the postcard and mail it back to you.
Background
On January 24, 2006, TIMCO Aviation Services, Inc. (TIMCO) applied
for a supplemental type certificate to permit installation of a forward
lower lobe crew rest module (CRM) in Boeing 767-300 series airplanes.
The CRM will be a one-piece, self-contained unit to be installed
under the passenger cabin floor in the aft portion of the forward cargo
compartment. It will be mounted on a pallet compatible with the
existing cargo loading system and may be easily installed or removed
from the aircraft. The CRM will be occupied only in flight--not during
taxi, takeoff, or landing--and no more than six crewmembers may occupy
it at a time. The module will have an approved berth able to withstand
the maximum flight loads for each occupant permitted in it and will
contain a smoke detection system, a fire-extinguishing system, an
oxygen system, and occupant amenities.
The CRM requires two entry hatches in the main deck area. The floor
structure will be modified to provide access for the main entry hatch
and the emergency access hatch.
Type Certification Basis
Under the provisions of Sec. 21.101, TIMCO must show that Boeing
Model 767-300 series airplanes with the CRM continue to meet either:
(1) The applicable provisions of the regulations incorporated by
reference in Type Certificate No. A1NM, or
(2) The applicable regulations in effect on the date of TIMCO's
application for the change.
The regulations incorporated by reference in the type certificate
are commonly referred to as the ``original type certification basis.''
The certification basis for Boeing Model 767-300 series airplanes is 14
CFR part 25, as amended by Amendments 25-1 through 25-37. Refer to Type
Certificate No. A1NM for a complete description of the certification
basis for this model.
According to 14 CFR 21.16, if the Administrator finds that the
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for the Boeing Model 767-300 series
airplanes because of a novel or unusual design feature, she or he
prescribes special conditions for the airplane.
[[Page 57399]]
As defined in 14 CFR 11.19, special conditions are issued in
accordance with 14 CFR 11.38 and become part of the type certification
basis in accordance with 14 CFR 21.101.
Special conditions are initially applicable to the model for which
they are issued. If the type certificate for that model is amended to
include any other model that incorporates the same or similar novel or
unusual design feature, the special conditions would also apply to that
model. Similarly, if any other model already included on the same type
certificate is modified to incorporate the same or similar novel or
unusual design feature, the special conditions would apply to that
other model under the provisions of 14 CFR 21.101.
In addition to the applicable airworthiness regulations and special
conditions, Boeing Model 767-300 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.
Novel or Unusual Design Features
While installation of a CRM is not a new concept for large
transport category airplanes, each module has unique features based on
its design, location, and use. The CRM to be installed on the Boeing
Model 767-300 series airplanes is novel in that
(1) It will be located below the passenger cabin floor in the aft
portion of the forward cargo compartment, and
(2) It has a maintenance door, which allows access to and from the
cargo compartment.
Because of the novel or unusual features associated with the
installation of a CRM, 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. These special conditions do not negate
the need to address other applicable part 25 regulations.
Operational Evaluations and Approval
These special conditions specify requirements for design approvals
(i.e., type design changes and supplemental type certificates) of CRMs
administered by the FAA's Aircraft Certification Service. The FAA's
Flight Standards Service, Aircraft Evaluation Group, must evaluate and
approve the ``basic suitability'' of the CRM for occupation by
crewmember before the module may be used. If an operator wishes to use
a CRM as ``sleeping quarters,'' the module must undergo an additional
operational evaluation and approval. The Aircraft Evaluation Group
would evaluate the CRM for compliance to Sec. Sec. 121.485(a) and
121.523(b), with Advisory Circular 121-31, Flight Crew Sleeping
Quarters and Rest Facilities, providing one method of compliance to
these operational regulations.
To obtain an operational evaluation, the supplemental type design
holder must contact the Aircraft Evaluation Group within the Flight
Standards Service which has operational approval authority for the
project. In this instance, it is the Seattle Aircraft Evaluation Group.
The supplemental type design holder must request a ``basic
suitability'' evaluation or a ``sleeping quarters'' evaluation of the
crew rest module. The supplemental type design holder may make this
request concurrently with the demonstration of compliance with these
special conditions.
The Boeing Model 767-300 Flight Standardization Board Report
Appendix will document the results of these evaluations. In discussions
with the FAA Principal Operating Inspector, individual operators may
refer to these standardized evaluations as the basis for an operational
approval, instead of an on-site operational evaluation.
Any change to the approved CRM configuration requires an
operational re-evaluation and approval, if the change affects any of
the following:
Procedures for emergency egress of crewmembers,
Other safety procedures for crewmembers occupying the CRM,
or
Training related to these procedures.
The applicant for any such change is responsible for notifying the
Seattle Aircraft Evaluation Group that a new evaluation of the CRM is
required.
All instructions for continued airworthiness, including service
bulletins, must be submitted to the Seattle Aircraft Evaluation Group
for approval before the FAA approves the modification.
Discussion of Proposed Special Conditions No. 9 and 12
The following clarifies the intent of proposed Special Condition
No. 9 relative to the requirements of Sec. 25.1439(a):
Amendment 25-38 modified the requirements of Sec. 25.1439(a) by
adding,
``In addition, protective breathing equipment must be installed
in each isolated separate compartment in the airplane, including
upper and lower lobe galleys, in which crewmember occupancy is
permitted during flight for the maximum number of crewmembers
expected to be in the area during any operation.''
The CRM is an isolated, separate compartment, so Sec. 25.1439(a)
is applicable. However, the requirements of Sec. 25.1439(a) for
protective breathing equipment in isolated, separate compartments are
not appropriate, because the CRM is novel and unusual in terms of the
number of occupants.
In 1976 when Amendment 25-38 was adopted, small galleys were the
only isolated, separate compartments that had been certificated. Two
crewmembers were the maximum expected to occupy those galleys.
These special conditions address a CRM which can accommodate up to
six crewmembers. This number of occupants in an isolated, separate
compartment was not envisioned at the time Amendment 25-38 was adopted.
It is not appropriate for all occupants to don protective breathing
equipment in the event of a fire, because the first action should be
for each occupant to leave the confined space, unless that occupant is
fighting the fire. Taking the time to don protective breathing
equipment would prolong the time for the emergency evacuation of the
occupants and possibly interfere with efforts to extinguish the fire.
In regard to proposed Special Condition No. 12, the FAA considers
that during the 1-minute smoke detection time, penetration of a small
quantity of smoke from the this forward lower lobe CRM into an occupied
area of the airplane would be acceptable, given the limitations in
these special conditions. The FAA considers that the special conditions
place sufficient restrictions on the quantity and type of material
allowed in crew carry-on bags that the threat from a fire in the remote
CRM would be equivalent to the threat from a fire in the main cabin.
Applicability
As discussed above, these special conditions are applicable to
Boeing Model 767-300 series airplanes as modified by TIMCO to include a
forward lower lobe CRM. If TIMCO applies at a later date for a change
to the supplemental type certificate to include another model listed on
the same type certificate data sheet which incorporates the same or
similar novel or unusual design feature, these special conditions would
also apply to that model.
Conclusion
This action affects only certain novel or unusual design features
on Boeing Model 767-300 series airplanes. It is not a rule of general
applicability, and it affects only the applicant which applied to the
FAA for approval of these features on the airplane.
[[Page 57400]]
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
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 the Boeing Model 767-300 series
airplanes, modified by TIMCO.
1. Occupancy of the forward lower lobe crew rest module (CRM) is
limited to the total number of installed bunks and seats in each
module. There must be an approved seat or berth able to withstand the
maximum flight loads when occupied for each occupant permitted in the
CRM. The maximum occupancy in the CRM is six.
(a) There must be appropriate placard(s) displayed in a conspicuous
place at each entrance to the CRM to indicate the following:
(1) The maximum number of occupants;
(2) Occupancy is restricted to crewmembers who are trained in
evacuation procedures for the CRM;
(3) Occupancy is prohibited during taxi, take-off and landing;
(4) Smoking is prohibited in the CRM;
(5) Hazardous quantities of flammable fluids, explosives, or other
dangerous cargo are prohibited in the CRM.
(6) Stowage in the CRM must be limited to emergency equipment,
airplane-supplied equipment (e.g., bedding), and crew personal luggage.
Cargo or passenger baggage is not allowed.
(b) There must be at least one ashtray located conspicuously on or
near the entry side of any entrance to the CRM.
(c) There must be a means to prevent passengers from entering the
CRM in the event of an emergency or when no flight attendant is
present.
(d) There must be a means for any door installed between the CRM
and the passenger cabin to be opened quickly from inside the module,
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 prevent anyone from being trapped inside the module. 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 module at any time.
2. There must be at least two emergency evacuation routes, each of
which can be used by each occupant of the CRM to rapidly evacuate to
the main cabin. The exit door/hatch for each route must be able to be
closed from the main cabin after evacuation of the CRM. In addition--
(a) The routes must be located with one at each end of the module
or with two having sufficient separation within the module and between
the routes to minimize the possibility of an event (either inside or
outside the CRM) rendering both routes inoperative.
(b) The routes must 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 uses an area where normal movement of passengers
occurs, it must be demonstrated that passengers would not impede egress
to the main deck. If a hatch is installed in an evacuation route, the
point at which the evacuation route terminates in the passenger cabin
should not be located where normal movement by passengers or crew
occurs. Examples include the main aisle, cross aisle, passageway, or
galley complex. If it is not possible to avoid such a location there
must be a means of ensuring that the hatch or door can be opened when a
person, the weight of a ninety-fifth percentile male, is standing on
the hatch or door. The use of evacuation routes must not depend on any
powered device. If there is low headroom at or near an evacuation
route, there must be provisions to prevent or to protect occupants of
the CRM from head injury.
(c) There must be emergency evacuation procedures, including
procedures for the emergency evacuation of an incapacitated occupant
from the crew rest module. All of these procedures must be transmitted
to all operators 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 of requiring training in the use of evacuation
routes for the crewmembers.
3. There must be a means for the evacuation of an incapacitated
person representative of a 95th percentile male from the CRM to the
passenger cabin floor. The evacuation must be demonstrated for all
evacuation routes. A flight attendant or other crewmember (a total of
one assistant within the CRM) may provide assistance in the evacuation.
Up to three persons in the main passenger compartment may provide
additional assistance. For evacuation routes having stairways, the
additional assistants may descend to one half the elevation change from
the main deck to the lower deck compartment or to the first landing,
whichever is higher.
4. The following signs and placards must be provided in the CRM:
(a) At least one exit sign located near each exit which meets the
requirements of Sec. 25.812(b)(1)(i) at Amendment 25-58. However, the
exit sign may have a 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 (e.g., white,
cream or light beige). If the material surrounding the exit sign is not
light in color, an exit sign with a minimum of a one-inch wide
background border around the letters would also be acceptable.
(b) An appropriate placard located near each exit, defining the
location and the operating instructions for each evacuation route;
(c) Placards must be readable from a distance of 30 inches under
emergency lighting conditions; and
(d) The exit handles and placards for each evacuation route (see
4.(b) above) must be illuminated to at least 160 micro lamberts under
emergency lighting conditions.
5. In the event of failure of the airplane's main power system or
of the normal lighting system for the CRM, there must be a means to
automatically provide emergency illumination to the CRM.
(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 CRM to locate and transfer to the main passenger cabin floor by
means of each evacuation route.
(d) If the privacy curtains are in the closed position, the
illumination level must be sufficient for each occupant of the CRM to
locate a deployed oxygen mask.
6. There must be means for two-way voice communications between
crewmembers on the flightdeck and occupants of the CRM. There must also
be public address system microphones at each flight attendant seat
which is required to be near a floor level exit in the passenger cabin
per Sec. 25.785(h) at Amendment 25-51. The public address system must
allow two-way voice
[[Page 57401]]
communications between flight attendants and the occupants of the CRM.
However, one microphone may serve more than one exit, if the proximity
of the exits allows unassisted verbal communication between seated
flight attendants.
7. There must be a means for manual activation of an aural
emergency alarm system, audible during normal and emergency conditions,
to enable crewmembers on the flightdeck and at each pair of required
floor level emergency exits to alert occupants of the CRM of an
emergency situation. Use of a public address or crew interphone system
will be acceptable, provided it has an adequate means of
differentiating between normal and emergency communications. The system
must be powered in flight for at least ten minutes after the shutdown
or failure of all engines and auxiliary power units or the
disconnection or failure of all power sources which depend on the
continued operation of the engines and auxiliary power units.
8. There must be a means, readily detectable by seated or standing
occupants of the CRM, of indicating when the occupants must fasten
their seat belts. In the event there are no seats, there must be at
least one means to address anticipated turbulence (e.g., sufficient
handholds). Seat belt type restraints must be provided for berths and
must be compatible for the sleeping attitude during cruise conditions.
There must be a placard on each berth requiring that seat belts 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. In lieu of the requirements specified in Sec. 25.1439(a) at
Amendment 25-38 that pertain to isolated compartments and to provide a
level of safety equivalent to that which is provided occupants of a
small, isolated galley, the following equipment must be provided in the
CRM:
(a) At least one approved hand-held fire extinguisher appropriate
for the kinds of fires likely to occur;
(b) Protective breathing equipment approved to Technical Standard
Order (TSO)-C116 (or equivalent) suitable for fire fighting for at
least two persons. If there are three or more hand-held fire
extinguishers, there must be protective breathing equipment for one
person for each hand-held fire extinguisher; and
(c) One flashlight.
Note: Additional protective breathing equipment and fire
extinguishers in specific locations (beyond the minimum numbers
prescribed in Special Condition No. 9) may be required as a result
of any egress analysis accomplished to satisfy Special Condition No.
2(a).
10. There must be a smoke or fire detection system (or systems) to
monitor each occupiable area within the CRM, including areas
partitioned by curtains. Flight tests must be conducted to show
compliance with this requirement. Each system (or systems) 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 CRM; 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 CRM must be designed so that fires within the CRM can be
controlled without a crewmember entering the module or so that
crewmembers equipped for fire fighting have unrestricted access to the
module. The time for a crewmember on the main deck to react to the fire
alarm, don protective gear (such as protective breathing equipment and
gloves), obtain fire-fighting equipment, and gain access to the module
must not exceed the time for the module to become smoke-filled, making
it difficult to locate the fire source.
12. There must be a means to exclude hazardous quantities of smoke
or extinguishing agent originating in the CRM from entering any other
compartment occupied by crewmembers or passengers. Smoke entering any
other compartment occupied by crewmembers or passengers when the
entrance to the CRM is opened during an emergency evacuation must
dissipate within five minutes after the entrance to the module 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 CRM. (The amount of smoke
entrained by a firefighter exiting the module through the access is not
considered hazardous). During the 1 minute smoke detection time,
penetration of a small quantity of smoke from the CRM into an occupied
area is acceptable. Flight tests must be conducted to show compliance
with this requirement.
If a built-in fire extinguishing system is used instead of manual
fire fighting, the fire extinguishing system must be designed so that
no hazardous quantities of extinguishing agent will enter other
compartments occupied by passengers or crew. The system must have
adequate capacity to suppress any fire occurring in the CRM,
considering the fire threat, the volume of the module, and the
ventilation rate.
13. There must be a supplemental oxygen system equivalent to that
provided for main deck passengers for each seat and berth in the CRM.
The system must provide aural and visual signals to warn the occupants
of the module to don oxygen masks in the event of decompression. The
warning must activate before the cabin pressure altitude exceeds 15,000
feet and must sound continuously for a minimum of five minutes or until
a reset push button in the CRM is depressed. Procedures for occupants
of the CRM to follow in the event of decompression must be established.
These procedures must be transmitted to the operators for incorporation
into their training programs and appropriate operational manuals.
14. The following requirements apply to CRMs that are divided into
several sections by curtains or partitions:
(a) To warn sleeping occupants, there must be an aural alert that
can be heard in each section of the CRM and that accompanies automatic
presentation of supplemental oxygen masks. In each section where seats
or berths are not installed, there must be a visual indicator that
occupants must don oxygen masks. A minimum of two supplemental oxygen
masks is required for each seat or berth. There must also be a means by
which crewmembers can manually deploy the oxygen masks from the
flightdeck.
(b) There must be a placard adjacent to each curtain that visually
divides or separates the CRM into small sections for privacy. The
placard must specify that the curtain remains open when the private
section it creates is unoccupied.
(c) For each section of the CRM created by a curtain, the following
requirements of these special conditions apply both with the curtain
open and with the curtain closed:
(1) Emergency illumination (Special Condition No. 5);
(2) Emergency alarm system (Special Condition No. 7);
(3) Seat belt fasten signal (see Special Condition No. 8) or return
to seat signal, as applicable; and
(4) The smoke or fire detection system (Special Condition No. 10).
(d) Crew rest modules visually divided to the extent that
evacuation could be affected must have exit signs that direct occupants
to the primary stairway exit. There must be exit signs in each separate
section of the CRM
[[Page 57402]]
which meet the requirements of Sec. 25.812(b)(1)(i) at Amendment 25-
58. An exit sign with reduced background area as described in Special
Condition No. 4(a) may be used to meet this requirement.
(e) For sections within a CRM that are created by a partition with
a door separating the sections, the following requirements of these
special conditions must be met both with the door open and with the
door closed:
(1) There must be a secondary evacuation route from each section to
the maindeck. Alternatively, any door between the sections must
preclude anyone from being trapped inside the compartment. Removal of
an incapacitated occupant within this area must be considered. A
secondary evacuation route from a small room designed for only one
occupant for a short time, such as a changing area or lavatory, is not
required. However, removal of an incapacitated occupant within this
area must be considered.
(2) Any door between the sections must be 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 which meet the
requirements of Sec. 25.812(b)(1)(i) at Amendment 25-58 that direct
occupants to the primary stairway exit. An exit sign with reduced
background area, as described in Special Condition No. 4(a), may be
used to meet this requirement.
(5) The following Special Conditions apply both with the door open
and with the door closed
Special Conditions No. 5 (emergency illumination),
No. 7 (emergency alarm system),
No. 8 (fasten seat belt signal or return to seat signal,
as applicable) and
No. 10 (smoke or fire detection system) must be met.
(6) Special Conditions No. 6 (two-way voice communication) and No.
9 (emergency fire fighting and protective equipment) apply
independently for each separate section, except for lavatories or other
small areas that are not occupied for extended periods of time.
15. Each waste disposal receptacle must have a built-in fire
extinguisher which discharges automatically upon occurrence of a fire
in the receptacle.
16. Materials (including finishes or decorative surfaces applied to
the materials) must comply with the flammability requirements of Sec.
25.853 at Amendment 25-72 and mattresses must comply with the
flammability requirements of Sec. 25.853(b) and (c) at Amendment 25-
72.
17. All lavatories within the CRM must meet the requirements for a
lavatory installed on the main deck, except with regard to Special
Condition No. 10 for smoke detection.
18. When a CRM 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 apply:
(a) Any wall of the module which forms part of the boundary of the
reduced cargo compartment subject to direct flame impingement from a
fire in the cargo compartment and which includes any interface between
the module and the airplane structure or systems must meet the
applicable requirements of Sec. 25.855 at Amendment 25-72.
(b) When the CRM is not installed, the fire protection level of the
cargo compartment must comply with the following regulations:
Sec. 25.855 at Amendment 25-72,
Sec. 25.857 at Amendment 25-60, and
Sec. 25.858 at Amendment 25-54.
(c) Use of each emergency evacuation route must not require
occupants of the CRM to enter the cargo compartment in order to return
to the passenger compartment.
(d) The aural warning in Special Condition No. 7 must sound in the
CRM.
19. During all airplane flight operations, there must be means to
prevent access into the Class C cargo compartment and to ensure that
the maintenance door is closed.
20. All enclosed stowage compartments within the CRM that are not
limited to stowage of emergency equipment or airplane-supplied
equipment (e.g., bedding) must meet the design criteria given in the
table below. As indicated by the table, this special condition does not
address enclosed stowage compartments with an interior volume greater
than 200 cubic feet. (Fire protection for such large stowage
compartments would necessitate design requirements and operational
procedures similar to those for Class C cargo compartments.)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Stowage compartment interior volumes
Fire Protection Features ------------------------------------------------------------------------------------------------------------------
Less than 25 ft \3\ 25 ft\3\ to 57 ft \3\ 57 ft \3\ to 200 ft \3\
--------------------------------------------------------------------------------------------------------------------------------------------------------
Materials of Construction \1\........ Yes.................................. Yes................................. Yes.
Detectors \2\........................ No................................... Yes................................. Yes.
Liner \3\............................ No................................... No.................................. Yes.
Locating Device \4\.................. No................................... Yes................................. Yes.
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ Material
The material used to construct each enclosed stowage compartment must at least be fire resistant and must meet the flammability standards for interior
components specified in Sec. 25.853. For compartments with an interior volume less than 25 cubic feet, the design must contain a fire likely to
occur within the compartment under normal use.
\2\ Detectors
Enclosed stowage compartments equal to or exceeding 25 cubic feet in interior volume must have a smoke or fire detection system to ensure that a fire
can be detected within one minute. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must provide the
following:
(a) A visual indication in the flightdeck within one minute after the start of a fire;
(b) An aural warning in the CRM; and
(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking into account the location of flight
attendants throughout the main passenger compartment during various phases of flight.
\3\ Liner
If the material used to construct the stowage compartment meets the flammability requirements of a liner for a Class B cargo compartment, then no liner
would be required for enclosed stowage compartments equal to or greater than 25 cubic feet but less than 57 cubic feet in interior volume. For those
enclosed stowage compartments whose interior volume is equal to or greater than 57 cubic feet but less than or equal to 200 cubic feet, the liner must
meet the requirements of Sec. 25.855 at Amendment 25-72 for a class B cargo compartment.
\4\ Location Detector
[[Page 57403]]
Crew rest areas which contain enclosed stowage compartments whose interior volume exceeds 25 cubic feet and which are located away from one central
location, such as the entry to the crew rest module or a common area within the crew rest module, would require additional fire protection devices to
assist the firefighter in determining the location of a fire.
Issued in Renton, Washington, on September 11, 2006.
Kevin Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-15868 Filed 9-28-06; 8:45 am]
BILLING CODE 4910-13-P
