Special Conditions: Boeing Model 747-8 Series Airplanes; Overhead Flight Attendant Rest Compartment, 44246-44254 [2011-18668]

Download as PDF 44246 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations turbine blade, the proposed standard would require engine mounts and structures to support maximum torques without failure, but allows for some deformation in the structure. The FAA concludes that modern large engines, including those on the GVI, are novel and unusual compared to those envisioned when § 25.361(b)(1) was adopted and thus warrant special conditions. The special conditions contain design criteria recommended by ARAC. The special conditions also clarify the design criteria that apply to auxiliary power units. Discussion of Comments Notice of proposed special conditions No. 25–11–11–SC for Gulfstream GVI airplanes was published in the Federal Register on May 5, 2011 (76 FR 25648). One supportive comment was received and the special conditions are adopted as proposed. Applicability As discussed above, these special conditions are applicable to the GVI. Should Gulfstream apply at a later date for a change to the type certificate to include another model incorporating the same novel or unusual design features, these special conditions would apply to that model as well. Conclusion This action affects only certain novel or unusual design features of the GVI. It is not a rule of general applicability. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. The authority citation for these special conditions is as follows: BILLING CODE 4910–13–P rmajette on DSK89S0YB1PROD with RULES Jkt 223001 Federal Aviation Administration 14 CFR Part 25 [Docket No. NM456; Special Conditions No. 25–442–SC] Special Conditions: Boeing Model 747– 8 Series Airplanes; Overhead Flight Attendant Rest Compartment AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions. SUMMARY: These special conditions are issued for Boeing Model 747–8 series airplanes. These airplanes will have novel or unusual design features associated with the installation of an overhead flight attendant rest compartment. The applicable airworthiness regulations do not contain adequate or appropriate safety standards PO 00000 Frm 00002 Fmt 4700 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. Additional special conditions will be issued for other novel or unusual design features of Boeing 747–8 airplanes. DATES: Effective Date: August 24, 2011. FOR FURTHER INFORMATION CONTACT: Jayson Claar, 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) 227–2194; facsimile (425) 227–1149. SUPPLEMENTARY INFORMATION: Background On November 4, 2005, The Boeing Company, P.O. Box 3707, Seattle, WA 98124, applied for an amendment to Type Certificate Number A20WE to include the new Model 747–8 passenger airplane. Boeing later applied for, and was granted, an extension of time for the amended type certificate, which changed the effective application date to December 31, 2006. The Model 747–8 is a derivative of the 747–400. The Model 747–8 is a four-engine jet transport airplane that will have a maximum takeoff weight of 975,000 pounds and new General Electric GEnx–2B67 engines. The Model 747–8 will have two flight crew and the capacity to carry 605 passengers. Type Certification Basis DEPARTMENT OF TRANSPORTATION 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 Gulfstream GVI airplanes. The following special conditions are in lieu of § 25.361(b): 1. For turbine engine installations, the engine mounts, pylons and adjacent supporting airframe structure must be designed to withstand 1g level flight loads acting simultaneously with the maximum limit torque loads imposed by each of the following: (a) Sudden engine deceleration due to a malfunction which could result in a temporary loss of power or thrust; and (b) The maximum acceleration of the engine. 14:55 Jul 22, 2011 Issued in Renton, Washington, on July 18, 2011. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2011–18654 Filed 7–22–11; 8:45 am] Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. VerDate Mar<15>2010 2. For auxiliary power unit installations, the power unit mounts and adjacent supporting airframe structure must be designed to withstand 1g level flight loads acting simultaneously with the maximum limit torque loads imposed by each of the following: (a) Sudden auxiliary power unit deceleration due to malfunction or structural failure; and (b) The maximum acceleration of the power unit. 3. For engine supporting structure, an ultimate loading condition must be considered that combines 1g flight loads with the transient dynamic loads resulting from: (a) The loss of any fan, compressor, or turbine blade; and (b) Separately, where applicable to a specific engine design, any other engine structural failure that results in higher loads. 4. The ultimate loads developed from the conditions specified in paragraphs 3(a) and 3(b) are to be multiplied by a factor of 1.0 when applied to engine mounts and pylons and multiplied by a factor of 1.25 when applied to adjacent supporting airframe structure. 5. Any permanent deformation that results from the conditions specified in paragraph 3 must not prevent continued safe flight and landing. Sfmt 4700 Under the provisions of Title 14, Code of Federal Regulations (14 CFR) 21.101, Boeing must show that the Model 747– 8 meets the applicable provisions of part 25, as amended by Amendments 25–1 through 25–120, plus amendment 25– 127 for § 25.795(a), except for earlier amendments as agreed upon by the FAA. These regulations will be incorporated into Type Certificate No. A20WE after type certification approval of the 747–8. In addition, the certification basis includes other regulations, special conditions and exemptions that are not relevant to these special conditions. Type Certificate No. A20WE will be updated to include a complete description of the certification basis for these airplanes. If the Administrator finds that the applicable airworthiness regulations (i.e., 14 CFR part 25) do not contain adequate or appropriate safety standards for the 747–8 because of a novel or unusual design feature, special E:\FR\FM\25JYR1.SGM 25JYR1 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations rmajette on DSK89S0YB1PROD with RULES conditions are prescribed under the provisions of § 21.16. In addition to the applicable airworthiness regulations and special conditions, the 747–8 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 § 11.19, are issued under § 11.38, and become part of the type certification basis under § 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 or series that incorporates the same or similar novel or unusual design feature, or should any other model or series already included on the same type certificate be modified to incorporate the same or similar novel or unusual design feature, the special conditions would also apply to the other model or series under § 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 installing an overhead flight attendant rest (OFAR) compartment creates a smaller compartment volume within the overhead area of the airplane. The applicant must comply with the requirements of §§ 25.365(e), (f), and (g), for the OFAR compartment, as well as any other airplane compartments whose decompression characteristics are affected by the installation of an OFAR compartment. Compliance with the environmental regulations (§§ 25.831, 25.832, and 25.841) must be demonstrated for all phases of flight when occupants are present. Novel or Unusual Design Features While the installation of an OFAR compartment is not a new concept for large transport category airplanes, each compartment design has unique features by virtue of its design, location, and use on the airplane. Crew rest compartments have been installed and certified in the main passenger cabin area of Model 777–200 and –300 series airplanes and the overhead area of the passenger compartment of Model 777–200 airplanes. Other crew rest compartments have been installed below the passenger cabin area adjacent to the cargo compartment. Similar overhead crew rest compartments have also been installed on Model 747 series airplanes. The modification is evaluated with respect to the interior and assessed in accordance with the certification basis of the airplane. However, part 25 does VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 not provide all of the requirements for crew rest compartments within the overhead area of the passenger compartment. Further, these special conditions do not negate the need to address other applicable part 25 regulations. Due to the novel or unusual features associated with the installation of this OFAR 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. Operational Evaluations and Approval These special conditions outline requirements for overhead crew rest compartment design approvals, including the OFAR compartment, (i.e., type design changes and supplemental type certificates) administered by the FAA’s Aircraft Certification Service. Procedures must be developed to assure that a crewmember entering the OFAR compartment through the vestibule to fight a fire will examine the vestibule and the lavatory areas for the source of the fire prior to entering the remaining areas of the OFAR compartment. These procedures are intended to assure that the source of the fire is not between the crewmember and the primary exit. In the event a fire source is not immediately self-evident to the firefighter, the firefighter should check for potential fire sources at areas closest to the primary exit first, then proceed to check areas in such a manner that the fire source, when found, would not be between the firefighter and the primary exit. Procedures describing methods to search the overhead crew rests for fire source(s) must be transmitted to the operator for incorporation into its training programs and appropriate operational manuals. Discussion of the Special Conditions In general, the requirements listed in these special conditions are similar to those previously approved in earlier certification programs, such as the Model 777–200 series airplanes and Model 747 overhead crew rest compartments. These special conditions establish seating, communication, lighting, personal safety, and evacuation requirements for the OFAR compartment. In addition, passenger information signs, supplemental oxygen, and a seat or berth for each occupant of the OFAR compartment are required. These items are necessary because of turbulence and/or decompression. When applicable, the requirements parallel the existing requirements for a lower deck service PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 44247 compartment and provide an equivalent level of safety to that provided for main deck occupants. On Model 777 series airplanes, crew rest compartments have been installed and certified in the main passenger cabin area, above the main passenger area, and below the passenger cabin area adjacent to the cargo compartment. Also, overhead crew rest compartments have been installed on Model 747 series airplanes. The FAA issued special conditions that contain the additional safety standards that must be met for the OFAR compartments on Boeing Model 747 and 777 series airplanes. FAA Special Condition 25–ANM–16 was issued in 1987 to provide adequate safety standards for the 747–300 and 747–400 Door 5 Overhead Crew Rests, and amended in 1997 (25–ANM–16A) to address design changes in the 747–400 Door 5 Overhead Crew Rest. For Boeing Model 777 series airplanes, the FAA issued Special Conditions No. 25–230– SC, dated April 9, 2003, for overhead crew rest compartments allowed to be occupied during flight and Special Conditions No. 25–260–SC, dated April 14, 2004, for overhead flight crew rest (OFCR) compartments allowed to be occupied during taxi, take-off, and landing, as well as during flight. Special Condition No. 1 This special condition requires the seats and berths to be certified to the maximum flight loads. Due to the location and configuration of the OFAR compartment, occupancy during taxi, take-off, and landing is prohibited, and occupancy is limited to crewmembers during flight. Occupancy would be limited to 12 in an OFAR compartment, or the combined total of approved seats and berths in the OFAR, whichever is less. This special condition has the requirements for: Æ Door access and locking, Æ Ashtray installation, Æ Placards to prohibit passenger access, Æ Access by crewmembers not trained in evacuation procedures, Æ Smoking, and Æ Hazardous quantities of flammable fluids, explosives, or other dangerous cargo. The phrase ‘‘hazardous quantities’’ as used in this special condition permits trained crewmembers to continue to carry baggage containing minute quantities of flammable fluids (e.g., finger nail polish and aerosol hairspray) that would pose no threat to the airplane or its occupants. This wording is consistent with the existing wording of §§ 25.831(d), 25.855(h)(2), E:\FR\FM\25JYR1.SGM 25JYR1 44248 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations condition since the issuance of Special Conditions No. 25–192–SC. Special Condition No. 2 rmajette on DSK89S0YB1PROD with RULES 25.857(b)(2), 25.857(c)(3), and 25.1353(c)(3). Special Condition No. 3 The purpose of this special condition is to prevent occupants from being trapped in the OFAR compartment if there is an emergency. The special condition requires at least two emergency evacuation routes that could be used by each occupant of the OFAR 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 utilized as one of the emergency evacuation routes, or, as an alternative, two other emergency routes must be provided. The intent of Special Condition No. 2(b) is to ensure that one of the two routes would be clear of moving occupants under most foreseeable circumstances. Special Condition No. 2(b) identifies the three issues that should be considered for egress routes. First, occupied passenger seats are not considered an impediment to the use of an egress route (for example, the egress route drops into one row of seats by means of a hatch) provided that the seated occupants do not inhibit the opening of the egress route (for example, a hatch). Second, an egress route may utilize areas where normal movement of passengers occurs if it is demonstrated that the passengers would not impede egress to the main deck. If the egress means (a hatch in this design) opens into a main aisle, cross aisle, or galley complex to an extent that it contacts a standing ninety-fifth percentile male, then the contact should only momentarily interrupt the opening of the egress hatch. The interruption to the egress means can be considered momentary if the egress means would continue to open normally once the person has moved out of the way. 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 can not prevent the overhead crew rest occupants from using the escape route. The crew should be able to stow the escape hatch prior to landing. Training requirements for the OFAR compartment occupants are included in this special condition. To clarify how compliance can be shown to Special Condition No. 2(a) new qualitative and quantitative criteria have been added to this special This special condition requires each evacuation route to be designed for and have procedures established for moving an incapacitated person from the OFAR compartment to the main deck. Additional assistants to evacuate an incapacitated person may ascend up to one half the elevation change from the main deck to the OFAR compartment, or to the first landing, whichever is lower. Where the escape route is over seats, this special condition allows for five passenger seats to be emptied when demonstrating evacuation of an incapacitated person. VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 Special Condition No. 4 This special condition requires exit signs; placards for evacuation routes; and illumination for signs, placards, and door handles. This special condition allows the use of exit signs with a reduced background area. 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). Signs with a reduced background area have been allowed under previous equivalent level of safety findings for small transport executive jets. Special Condition No. 5 This special condition requires an emergency lighting system to prevent the occupants from being isolated in a dark area due to loss of the normal OFAR compartment lighting. The emergency lighting must be activated under the same conditions as the main deck emergency lighting system. Special Condition No. 6 This special condition requires a twoway voice communication and public address speaker(s) to alert the occupants of an in-flight emergency. Also required is a system to alert the OFAR compartment occupants of a decompression event and to don oxygen masks. Special Condition No. 7 This special condition requires a means to inform occupants of the OFAR compartment of an emergency. Also, after certain failures, power must be maintained to the emergency alarm system for a specific period of time. Special Condition No. 8 This special condition requires a means that is readily detectable by seated or standing OFAR compartment PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 occupants to indicate 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 OFAR compartment. It would not be essential that the sign be visible from every possible location in the OFAR compartment. However, the sign should not be remotely located or located where it may be easily obscured. Special Condition No. 9 This special condition requires the OFAR compartment, which is remotely located from the passenger cabin, to be equipped with the following tools for firefighting: a hand-held fire extinguisher, protective breathing equipment (PBE), and a flashlight. This requirement has been modified from previously issued Special Conditions No. 25–192–SC to clarify how it should be interpreted 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.’’ The requirements of § 25.1439(a) apply to the OFAR compartment, which is an isolated separate compartment. However, the PBE requirements for isolated separate compartments of § 25.1439(a) are not appropriate because the OFAR 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. Special Condition No. 9 addresses OFAR compartments that can accommodate up to 12 crewmembers. This large 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 OFAR compartment occupants to don PBE. Taking the time to don the PBE would prolong the time for an occupant’s emergency evacuation and possibly interfere with efforts to extinguish the fire. E:\FR\FM\25JYR1.SGM 25JYR1 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations Special Condition No. 10 This special condition requires a smoke detection system and appropriate warnings since the OFAR compartment is remotely located from the main passenger cabin and will not always be occupied. The smoke detection system must be capable of detecting a fire throughout the OFAR including occupiable areas of the compartment created by the installation of a curtain or door. Special Condition No. 11 This special condition requires the OFAR compartment to be designed so 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 firefighting to have unrestricted access to the compartment. 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 for the OFAR compartment to become smoke filled, making it difficult to locate the fire source. rmajette on DSK89S0YB1PROD with RULES Special Condition No. 12 This special condition requirement concerning fires within the compartment was developed for, and applied to, lower lobe crew rest compartments in Model 777–200 and –300 series airplanes. It was not applied to the overhead crew rest compartment in earlier certification programs such as the Model 747 airplanes. The Model 747 special conditions were issued before the new part 25 flammability requirements were developed. This requirement originated from a concern that a fire in an unoccupied overhead crew rest compartment could spread into the passenger compartment, or affect other vital systems, before it could be extinguished. This special condition would require either the installation of a manually activated fire containment system that is accessible from outside the OFAR compartment, or a demonstration that the crew could satisfactorily perform the function of extinguishing a fire under the prescribed conditions. A manually activated built-in fire extinguishing system would be required only if a crewmember could not successfully locate and extinguish the fire during a demonstration where the crewmember is responding to the alarm. The OFAR compartment smoke or fire detection and fire suppression systems (including airflow management features which prevent hazardous quantities of smoke or fire extinguishing agent from VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 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 OFAR compartment fire protection system (i.e., smoke or fire detection and fire suppression systems) in conjunction with an OFAR 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). In addition, it should be noted that hazardous quantities of flammable fluids, explosives, or other dangerous cargo are prohibited from being carried in the OFAR compartment, a prohibition addressed in Special Condition No. 1(a)(5). The requirements to enable crewmember(s) to quickly enter the OFAR compartment and locate a fire source inherently places limits on the amount of baggage that may be carried and the size of the OFAR compartment. The OFAR compartment is limited to stowing crew personal luggage and is not intended for stowing cargo or passenger baggage. The design of such a system to include cargo or passenger baggage would require additional requirements to ensure safe operation. During the one-minute smoke detection time, penetration of a small quantity of smoke from the OFAR compartment into an occupied area is acceptable for this airplane configuration. The FAA finds this acceptable based on the limitations placed in this and other associated special conditions. The FAA position is predicated on the fact that these 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 this remote area would be equivalent to that experienced in the main cabin. Special Condition No. 13 This special condition requires that the oxygen equipment and a supplemental oxygen deployment warning for the OFAR compartment be equivalent to that provided for main deck passengers. Procedures must be established for OFAR compartment occupants to follow in the event of decompression. Special Condition No. 14 This special condition has the requirements for a divided OFAR compartment to address supplemental PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 44249 oxygen equipment and deployment means, signs, placards, curtains, doors, emergency illumination, alarms, seat belt fasten signals, and evacuation routes. The wording in Special Condition No. 14(a) was modified from previously issued special conditions to clarify that oxygen masks are not required in common areas where seats or berths are not installed. A visual indicator to don oxygen masks is required in these areas. The visual indicator is in addition to the aural alert for donning oxygen masks. Special Condition No. 15 For lavatories or other small areas within an OFAR compartment, this special condition eliminates the requirements for flight deck communication as required by Special Condition No. 6, and emergency fire fighting and protective equipment as required by Special Condition No. 9. Special Condition No. 16 This special condition requires a fitted waste disposal receptacle to be equipped with an automatic fire extinguisher. Special Condition No. 17 This special condition requires the materials in the OFAR compartment to meet the flammability requirements of § 25.853(a), and the mattresses and seat cushions to meet the fire blocking requirements of § 25.853(c). Special Condition No. 18 To clarify the applicability, this special condition reiterates the existing requirements for the main deck lavatory. OFAR compartment lavatories are required to comply with the existing rules on lavatories in the absence of other specific requirements. In addition, any lavatory located in the OFAR compartment must also meet the requirements of Special Condition No. 10 for smoke detection due to its placement in this remote area. Special Condition No. 19 This special condition requires establishing fire protection procedures for the OFAR compartment based on the size of the compartment (compartment interior volume). This special condition has been revised from previously issued special conditions for other model airplanes because of the introduction of larger stowage compartments into the OFAR compartment. The fire protection requirements for stowage compartments in the OFAR compartment are more stringent than those for stowage in the main passenger cabin because the OFAR compartment is a remote area that can E:\FR\FM\25JYR1.SGM 25JYR1 44250 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations rmajette on DSK89S0YB1PROD with RULES 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 burn through. For stowage compartments greater than 25 ft3 but less than 200 ft3 the safety objective 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 OFAR compartment that is equivalent to the level of safety established by the existing regulations for the main cabin. These special conditions along with the original type certification basis provide the regulatory requirements necessary for certification of this modification. Other special conditions may be developed, as needed, based on further FAA review and discussions with the applicant, manufacturer, and civil aviation authorities. The addition of galley equipment or a kitchenette incorporating a heat source (e.g., cook tops, microwaves, or coffee pots), other than a conventional lavatory or kitchenette hot water heater, within the OFAR compartment, may require additional special conditions. A hot water heater is acceptable and will not require issuing additional special conditions. The OFAR compartment on the 747– 8 series airplanes is located above the main passenger cabin adjacent to Door 5 and will be accessed from the main deck by stairs. The OFAR compartment will include a maximum of 10 berths and a bench style seat for a maximum occupancy of 12. An emergency hatch that opens directly into the main passenger cabin area will be provided. A smoke detection system, an oxygen system with audio warning, emergency backup lighting, information signs, and occupant amenities will also be provided. Additionally, the OFAR compartment will only be occupied by trained crew members in flight, not during taxi, take-off, or landing. Discussion of Comments Notice of proposed special conditions No. 25–11–13–SC for Boeing Model 747–8 airplanes was published in the Federal Register on May 10, 2011 (76 FR 26949). No comments were received VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 and the special conditions are adopted as proposed. Applicability As discussed above, these special conditions are applicable to Boeing Model 747–8 series airplanes. Should Boeing 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 § 21.101. Conclusion This action affects only certain novel or unusual design features of Boeing Model 747–8 airplanes. It is not a rule of general applicability. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. The Special Conditions Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the type certification basis for Boeing Model 747–8 airplanes. 1. Occupancy of the overhead flight attendant rest (OFAR) compartment is limited to the total number of bunks and seats installed in that compartment. There must be an approved seat or berth able to withstand the maximum flight loads when occupied for each occupant permitted in the OFAR compartment. The maximum occupancy is 12. (a) Appropriate placards must be located inside and outside each entrance to the OFAR compartment to indicate: (1) The maximum number of occupants allowed. (2) Occupancy is restricted to crewmembers that are trained in the evacuation procedures for the overhead crew rest compartment. (3) Occupancy is prohibited during taxi, take-off and landing. (4) Smoking is prohibited in the OFAR compartment. (5) Stowage in the OFAR compartment area is limited to crew personal luggage. The stowage of cargo or passenger baggage is not allowed. (b) At least one ashtray must be located on both the inside and the outside of any entrance to the OFAR compartment. (c) Passengers must be prevented from entering the OFAR compartment in the PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 event of an emergency or when no flight attendant is present. (d) Any door installed between the OFAR compartment and passenger cabin must be capable of being quickly opened from inside the compartment, even when crowding occurs at each side of the door. (e) For all doors installed in the OFAR compartment, a means must be in place to preclude anyone from being trapped inside the OFAR compartment. If a locking mechanism is installed, it must be capable of being unlocked from the outside without the aid of special tools. The lock must not prevent opening from the inside of the OFAR compartment at any time. 2. At least two emergency evacuation routes must be available which could be used by each occupant of the OFAR compartment to rapidly evacuate to the main cabin and be able to be closed from the main passenger cabin after evacuation. In addition— (a) The routes must be located with sufficient separation within the OFAR compartment, and between the evacuation routes, to minimize the possibility of an event rendering both routes inoperative. Compliance with the requirements of Special Condition No. 2(a) may be shown by inspection or analysis. Regardless of which method is used, the maximum acceptable distance between exit openings is 60 feet. Compliance by Inspection Inspection may be used to show compliance with Special Condition No. 2(a). An inspection finding that an OFAR compartment has evacuation routes located such that each occupant of the seats and berths has an unobstructed route to at least one of the evacuation routes 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, exits which are located at opposite ends (i.e., adjacent to opposite end walls) of the OFAR would require no further review or analysis with regard to exit separation. Compliance by Analysis Analysis must show that the OFAR compartment configuration and interior features allow all occupants of the OFAR to escape the compartment in the event of a hazard inside or outside of the compartment. Elements to consider in this evaluation are: (1) Fire inside or outside the OFAR compartment, considered separately, E:\FR\FM\25JYR1.SGM 25JYR1 rmajette on DSK89S0YB1PROD with RULES Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations and the design elements used to reduce the available fuel for the fire. (2) Design elements to reduce the fire ignition sources in the OFAR compartment. (3) Distribution and quantity of emergency equipment within the OFAR compartment. (4) Structural failure or deformation of components that could block access to the available evacuation routes (e.g., seats, folding berths, and contents of stowage compartments). (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. The design features that should be considered include, but are not limited to, Æ Seat back break over, Æ The elimination of rigid structure that reduces access from one part of the compartment to another, Æ The elimination of items that are known to cause hazards, Æ The availability of emergency equipment to address fire hazards, Æ The availability of communications equipment, Æ Supplemental restraint devices to retain items of mass that could hinder evacuation if broken loose, and Æ Load path isolation between components that contain the evacuation routes. Analysis of the fire threats should be used in determining the placement of required fire extinguishers and protective breathing equipment (PBE). This analysis should take into consideration the possibility of fire in any location in the OFAR 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 OFAR compartment. The intent of this special condition is to provide sufficient exit separation. The exit separation analysis described above should not be used to approve exits which have less physical separation (measured between the centroid of each exit opening) than the minimums prescribed below, unless compensating features are identified and submitted to the FAA for evaluation and approval. For OFAR compartments with one exit located near the forward or aft end of an OFAR compartment (as measured by having the centroid of the exit opening within 20 percent of the total OFAR compartment length from the VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 forward or aft end of the compartment) the exit separation should not be less than 50 percent of the total OFAR compartment length. For OFAR compartments with neither required exit located near the forward or aft end of the OFAR compartment (as measured by having the centroid of the exit opening within 20 percent of the total OFAR compartment length from the forward or aft end of the compartment) the exit separation should not be less than 30 percent of the total OFAR 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 the escape route. One of the two evacuation routes should not be located where, during times when occupancy is allowed, normal movement by passengers occurs (i.e., main aisle, cross aisle or galley complex) that would impede egress from the OFAR compartment. If an evacuation route is in an area where normal movement 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 OFAR compartment from head injury. The use of evacuation routes must not depend on any powered device. If the evacuation path is over an area where there are passenger seats, a maximum of five passengers may be temporarily displaced from their seats when evacuating 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 procedures for emergency evacuation of an incapacitated occupant from the OFAR compartment, must be established. All of these procedures must be transmitted to the operator for incorporation into its training programs and appropriate operational manuals. (d) A limitation must be included in the airplane flight manual or other suitable means requiring that crewmembers be trained in the use of evacuation routes. 3. There must be a means for evacuating an incapacitated person (representative of a ninety-fifth percentile male) from the OFAR compartment to the passenger cabin floor. The evacuation must be demonstrated for all evacuation routes. A crewmember (a total of one assistant PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 44251 within the OFAR compartment) may provide assistance in the evacuation. 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 with stairways, the additional assistants may ascend up to one half the elevation change from the main deck to the OFAR compartment, or to the first landing, whichever is lower. 4. The following signs and placards must be provided in the OFAR compartment: (a) At least one exit sign, located near each exit, meeting the emergency lighting requirements of § 25.812(b)(1)(i); however, a sign with a reduced background area of no less than 5.3 square inches (excluding the letters) may be used, provided it is installed so the material surrounding the exit sign is light in color (e.g., white, cream, light beige). If the material surrounding the exit sign is not light in color, a sign with a minimum of a one-inch wide background border around the letters is acceptable. (b) An appropriate placard located conspicuously on or near each exit defining the location and operating instructions for each evacuation route. (c) Placards must be readable from a distance of 30 inches under emergency lighting conditions. (d) The evacuation path operating instruction placards required by Special Condition 4(b) of these special conditions must be illuminated to at least 160 microlamberts under emergency lighting conditions. 5. A means must be available, in the event of failure of the airplane’s main power system, or of the normal OFAR compartment lighting system, for emergency illumination to be automatically provided in the OFAR 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 OFAR compartment to locate and move to the main passenger cabin floor by means of each evacuation route. 6. A means must be available for twoway voice communications between crewmembers on the flight deck and occupants of the OFAR compartment. E:\FR\FM\25JYR1.SGM 25JYR1 rmajette on DSK89S0YB1PROD with RULES 44252 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations Two-way voice communications must also be available between the occupants of the OFAR compartment and each flight attendant station in the passenger cabin that is required to have a public address system microphone per § 25.1423(g). In addition, the public address system must include provisions to provide only the relevant information to the flight attendants in the OFAR compartment (e.g., fire in flight, airplane depressurization, or preparation of the compartment occupants for landing). 7. A means must be available for manually activating 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 OFAR compartment of an emergency situation. Use of a public address or crew interphone system is acceptable, provided an adequate means of differentiating between normal and emergency communications is incorporated. The system must be powered in flight for at least 10 minutes after the shutdown or failure of all engines and auxiliary power units. 8. A means, readily detectable by seated or standing occupants of the OFAR compartment, must be in place to indicate when seat belts should be fastened. In the event there are no seats, at least one means must be provided to cover anticipated turbulence (e.g., sufficient handholds). Seat belt type restraints must be provided for berths and must be compatible with the sleeping position during cruise conditions. There must be a placard on each berth requiring seat belts to be fastened when occupied. If compliance with any of the other requirements of these special conditions is predicated on a specific head position, there must be a placard identifying that head position. 9. In lieu of the requirements specified in § 25.1439(a) pertaining to isolated compartments, and to provide a level of safety equivalent to that provided to occupants of an isolated galley, the following equipment must be provided in the OFAR compartment: (a) At least one approved hand-held fire extinguisher appropriate for the kinds of fires likely to occur. (b) Two PBE devices suitable for firefighting, or one PBE for each handheld fire extinguisher, whichever is greater. All PBE devices must be approved to Technical Standard Order (TSO)-C116, Crewmember Portable Protective Breathing Equipment, or equivalent. (c) One flashlight. VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 Note: Additional PBEs and fire extinguishers in specific locations, beyond the minimum numbers prescribed in Special Condition No. 9, may be required as a result of the egress analysis accomplished to satisfy Special Condition No. 2(a). 10. A smoke or fire detection system (or systems) must be provided that monitors each occupiable area within the OFAR compartment, including those areas partitioned by curtains. Flight tests must be conducted to show compliance with this requirement. If a fire occurs, each system (or systems) must provide: (a) A visual indication to the flightdeck within one minute after the start of a fire. (b) An aural warning in the OFAR 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. 11. A means to fight a fire must be provided. This can be either a built-in extinguishing system or manual, handheld 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, compartment volume, and ventilation rate. The system must have sufficient extinguishing agent to provide an initial knockdown and suppression environment per the minimum performance standards 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 a built-in extinguishing system, the time needed for effective fire suppression must be established and documented in the firefighting procedures of 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: (i) Enter the OFAR compartment at the time that demonstrated fire suppression effectiveness will be exceeded. (ii) Check for and extinguish any residual fire. (iii) 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 PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 supplement a built-in extinguishing system of limited suppression duration) for the OFAR compartment: (1) A limitation must be included 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 OFAR compartment must not exceed the time for the compartment to become smoke-filled, making it difficult to locate the fire source. (4) Approved procedures describing methods for searching the OFAR compartment for fire source(s) must be established. These procedures must be transmitted to the operator for incorporation into its training programs and appropriate operational manuals. 12. A means must be provided to prevent hazardous quantities of smoke or extinguishing agent originating in the OFAR compartment from entering any other compartment occupied by crewmembers or passengers. This means must include the time periods during the evacuation of the OFAR compartment and, if applicable, accessing the OFAR compartment to manually fight a fire. When access to the OFAR compartment is open for emergency evacuation all smoke entering any other compartment occupied by crewmembers or passengers must dissipate within five minutes after access to the OFAR compartment is closed. Hazardous quantities of smoke may not enter any other compartment occupied by crewmembers or passengers during access to manually fight a fire in the OFAR compartment. The amount of smoke entrained by a firefighter exiting the OFAR compartment is not considered hazardous. During the oneminute smoke detection time, penetration of a small quantity of smoke from the OFAR into an occupied area is acceptable. Flight tests must be conducted to show compliance with this requirement. (a) A provision in the firefighting procedures must ensure that all door(s) and hatch(es) at the OFAR compartment outlets are closed after the compartment is evacuated and during firefighting to minimize smoke and extinguishing agent from entering other occupiable compartments. (b) If a built-in fire extinguishing system is used in lieu of manual firefighting, the fire extinguishing E:\FR\FM\25JYR1.SGM 25JYR1 rmajette on DSK89S0YB1PROD with RULES Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations system must be designed so no hazardous quantities of extinguishing agent enter other compartments occupied by passengers or crew. The system must have adequate capacity to suppress any fire occurring in the OFAR compartment, considering the fire threat, compartment volume, and ventilation rate. 13. There must be a supplemental oxygen system for each seat and berth in the OFAR compartment equivalent to that provided for main deck passengers. The system must provide an aural and visual alert to warn occupants of the OFAR compartment to don oxygen masks in the event of decompression. The aural and visual alerts 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 OFAR compartment is depressed. Procedures must be established for instructing OFAR compartment occupants what to do in the event of decompression. These procedures must be transmitted to the operator for incorporation into its training programs and appropriate operational manuals. 14. The following requirements apply to OFAR compartments divided into several sections by installing curtains or partitions: (a) To compensate for sleeping occupants, there must be an aural alert that can be heard in each section of the OFAR compartment that accompanies automatic presentation of supplemental oxygen masks. A visual alert that informs occupants that they must don oxygen masks is required in each section where seats or berths are not installed. Each seat or berth must have at least two supplemental oxygen masks. A means must be in place by which 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 OFAR compartment into multiple 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 section and, therefore, does not require a placard. (c) For each section of the OFAR compartment created by the installation of a curtain, the following requirements must be met with the curtain open or closed: VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 (1) No smoking placard (Special Condition No. 1). (2) Emergency illumination (Special Condition No. 5). (3) Emergency alarm system (Special Condition No. 7). (4) Seat belt fasten signal or return to seat signal as applicable (Special Condition No. 8). (5) A smoke or fire detection system (Special Condition No. 10). (d) OFAR compartments that are visually divided to the extent that evacuation could be affected must have exit signs directing occupants to the primary stairway exit. The exit signs must be provided in each separate section of the OFAR compartment, except for curtained bunks, and must meet the requirements of § 25.812(b)(1)(i). (e) Sections within an OFAR compartment created by installing a rigid partition with a door physically separating the sections, must meet the following requirements with the door open or closed: (1) A secondary evacuation route from each section to the main deck, or the applicant must show that any door between the sections precludes anyone from being trapped inside the compartment. Removing an incapacitated occupant from this area must be considered. A secondary evacuation route from a small room designed for only one occupant for a short period of time, such as a changing area or lavatory, is not required. However, removing an incapacitated occupant from 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) No more than one door may be located between any seat or berth and the primary stairway exit. (4) Each section must have exit signs that meet the requirements of § 25.812(b)(1)(i) and 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. (f) For each section of the OFAR compartment created by the installation of a partition with a door, the following requirements must be met with the door open or closed: (1) No smoking placards (Special Condition No. 1). PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 44253 (2) Emergency illumination (Special Condition No. 5). (3) Two-way voice communication (Special Condition No. 6). (4) Emergency alarm system (Special Condition No. 7). (5) Seat belt fasten signal or return to seat signal as applicable (Special Condition No. 8). (6) Emergency firefighting and protective equipment (Special Condition No. 9). (7) Smoke or fire detection system (Special Condition No. 10). 15. Special Conditions 6 (two-way voice communication with the flight deck) and 9 (emergency firefighting and protective equipment) are not applicable to lavatories or other small areas that are not intended to be occupied for extended periods of time. 16. If a waste disposal receptacle is fitted, it must be equipped with an automatic fire extinguisher that meets the performance requirements of § 25.854(b). 17. Materials (including finishes or decorative surfaces applied to the materials) must comply with the flammability requirements of § 25.853(a), as amended by Amendment 25–83. Mattresses and seat cushions must comply with the flammability requirements of § 25.853(c), as amended by Amendment 25–83. 18. The addition of a lavatory within the OFAR 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. 10 for smoke detection. 19. All enclosed stowage compartments within the OFAR compartment that are not limited to stowage of emergency equipment or airplane supplied equipment (e.g., bedding) must meet the design criteria given in the table below. Enclosed stowage compartments greater than 200 ft3 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-held fire extinguisher will require additional fire protection considerations similar to those required for inaccessible compartments, such as Class C cargo compartments. E:\FR\FM\25JYR1.SGM 25JYR1 44254 Federal Register / Vol. 76, No. 142 / Monday, July 25, 2011 / Rules and Regulations DESIGN CRITERIA FOR ENCLOSED STOWAGE COMPARTMENTS NOT LIMITED TO STOWAGE OF EMERGENCY OR AIRPLANESUPPLIED EQUIPMENT Stowage compartment interior volumes Fire protection features Less than 25 cubic feet 25 cubic feet to 57 cubic feet Materials of Construction 1 ......................................................................... Detectors 2 .................................................................................................. Liner 3 .......................................................................................................... Locating Device 4 ........................................................................................ Yes ........................... No ............................. No ............................. No ............................. Yes ........................... Yes ........................... Conditional ................ Yes ........................... 57 cubic feet to 200 cubic feet Yes. Yes. Yes. Yes. 1 Compliant Materials of Construction The material used in constructing 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 § 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 ft3 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 OFAR 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 material used in constructing the stowage compartment can be shown to meet the flammability requirements of a liner for a Class B cargo compartment (i.e., § 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 ft3 in interior volume but less than 57 ft3 in interior volume. For all enclosed stowage compartments equal to or greater than 57 ft3 in interior volume but less than or equal to 200 ft3, a liner must be provided that meets the requirements of § 25.855 for a Class B cargo compartment. 4 Fire Location Detector If an OFAR compartment has enclosed stowage compartments exceeding 25 ft3 interior volume that are located separately from the other stowage compartments (for example, away from one central location, such as the entry to the OFAR compartment or a common area within the OFAR compartment) that 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 July 18, 2011. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. incorporation by reference action under 1 CFR Part 51, subject to the annual revision of FAA Order 7400.9 and publication of conforming amendments. Federal Aviation Administration FOR FURTHER INFORMATION CONTACT: Scott Enander, Central Service Center, Operations Support Group, Federal Aviation Administration, Southwest Region, 2601 Meacham Blvd., Fort Worth, TX 76137; telephone (817) 321– 7716. 14 CFR Part 71 SUPPLEMENTARY INFORMATION: [Docket No. FAA–2010–1327; Airspace Docket No. 10–ASW–19] History [FR Doc. 2011–18668 Filed 7–22–11; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Amendment of Class D Airspace; Denton, TX rmajette on DSK89S0YB1PROD with RULES AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. SUMMARY: This action amends Class D airspace for Denton, TX, to accommodate new Area Navigation (RNAV) Standard Instrument Approach Procedures at Denton Municipal Airport. The FAA is taking this action to enhance the safety and management of Instrument Flight Rule (IFR) operations at the airport. DATES: Effective date: 0901 UTC, October 20, 2011. The Director of the Federal Register approves this VerDate Mar<15>2010 14:55 Jul 22, 2011 Jkt 223001 On May 18, 2011, the FAA published in the Federal Register a notice of proposed rulemaking to amend Class D airspace for Denton, TX, creating additional controlled airspace at Denton Municipal Airport (76 FR 28684) Docket No. FAA–2010–1327. Interested parties were invited to participate in this rulemaking effort by submitting written comments on the proposal to the FAA. No comments were received. Class D airspace designations are published in paragraph 5000 of FAA Order 7400.9U dated August 18, 2010, and effective September 15, 2010, which is incorporated by reference in 14 CFR 71.1. The Class D airspace designations listed in this document will be published subsequently in the Order. PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 The Rule This action amends Title 14 Code of Federal Regulations (14 CFR) Part 71 by creating additional Class D airspace for new standard instrument approach procedures at Denton Municipal Airport, Denton, TX. This action is necessary for the safety and management of IFR operations at the airport. The geographic coordinates of Denton Municipal Airport are also being updated to coincide with the FAA’s aeronautical database. With the exception of this change, this action is the same as that published in the NPRM. The FAA has determined that this regulation only involves an established body of technical regulations for which frequent and routine amendments are necessary to keep them operationally current. Therefore, this regulation: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866; (2) is not a ‘‘significant rule’’ under DOT Regulatory Policies and Procedures (44 FR 11034; February 26, 1979); and (3) does not warrant preparation of a regulatory evaluation as the anticipated impact is so minimal. Since this is a routine matter that will only affect air traffic procedures and air navigation, it is certified that this rule, when promulgated, will not have a significant economic impact on a substantial E:\FR\FM\25JYR1.SGM 25JYR1

Agencies

[Federal Register Volume 76, Number 142 (Monday, July 25, 2011)]
[Rules and Regulations]
[Pages 44246-44254]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-18668]



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DEPARTMENT OF TRANSPORTATION



Federal Aviation Administration



14 CFR Part 25



[Docket No. NM456; Special Conditions No. 25-442-SC]




Special Conditions: Boeing Model 747-8 Series Airplanes; Overhead 

Flight Attendant Rest Compartment



AGENCY: Federal Aviation Administration (FAA), DOT.



ACTION: Final special conditions.



-----------------------------------------------------------------------



SUMMARY: These special conditions are issued for Boeing Model 747-8 

series airplanes. These airplanes will have novel or unusual design 

features associated with the installation of an overhead flight 

attendant rest compartment. 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. Additional special conditions will be issued 

for other novel or unusual design features of Boeing 747-8 airplanes.



DATES: Effective Date: August 24, 2011.



FOR FURTHER INFORMATION CONTACT: Jayson Claar, 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) 227-2194; facsimile 

(425) 227-1149.



SUPPLEMENTARY INFORMATION:



Background



    On November 4, 2005, The Boeing Company, P.O. Box 3707, Seattle, WA 

98124, applied for an amendment to Type Certificate Number A20WE to 

include the new Model 747-8 passenger airplane. Boeing later applied 

for, and was granted, an extension of time for the amended type 

certificate, which changed the effective application date to December 

31, 2006. The Model 747-8 is a derivative of the 747-400. The Model 

747-8 is a four-engine jet transport airplane that will have a maximum 

takeoff weight of 975,000 pounds and new General Electric GEnx-2B67 

engines. The Model 747-8 will have two flight crew and the capacity to 

carry 605 passengers.



Type Certification Basis



    Under the provisions of Title 14, Code of Federal Regulations (14 

CFR) 21.101, Boeing must show that the Model 747-8 meets the applicable 

provisions of part 25, as amended by Amendments 25-1 through 25-120, 

plus amendment 25-127 for Sec.  25.795(a), except for earlier 

amendments as agreed upon by the FAA. These regulations will be 

incorporated into Type Certificate No. A20WE after type certification 

approval of the 747-8.

    In addition, the certification basis includes other regulations, 

special conditions and exemptions that are not relevant to these 

special conditions. Type Certificate No. A20WE will be updated to 

include a complete description of the certification basis for these 

airplanes. If the Administrator finds that the applicable airworthiness 

regulations (i.e., 14 CFR part 25) do not contain adequate or 

appropriate safety standards for the 747-8 because of a novel or 

unusual design feature, special



[[Page 44247]]



conditions are prescribed under the provisions of Sec.  21.16.

    In addition to the applicable airworthiness regulations and special 

conditions, the 747-8 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 under 

Sec.  11.38, and become part of the type certification basis under 

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 or series that incorporates the same 

or similar novel or unusual design feature, or should any other model 

or series already included on the same type certificate be modified to 

incorporate the same or similar novel or unusual design feature, the 

special conditions would also apply to the other model or series under 

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 installing an overhead flight 

attendant rest (OFAR) compartment creates a smaller compartment volume 

within the overhead area of the airplane. The applicant must comply 

with the requirements of Sec. Sec.  25.365(e), (f), and (g), for the 

OFAR compartment, as well as any other airplane compartments whose 

decompression characteristics are affected by the installation of an 

OFAR compartment. Compliance with the environmental regulations 

(Sec. Sec.  25.831, 25.832, and 25.841) must be demonstrated for all 

phases of flight when occupants are present.



Novel or Unusual Design Features



    While the installation of an OFAR compartment is not a new concept 

for large transport category airplanes, each compartment design has 

unique features by virtue of its design, location, and use on the 

airplane. Crew rest compartments have been installed and certified in 

the main passenger cabin area of Model 777-200 and -300 series 

airplanes and the overhead area of the passenger compartment of Model 

777-200 airplanes. Other crew rest compartments have been installed 

below the passenger cabin area adjacent to the cargo compartment. 

Similar overhead crew rest compartments have also been installed on 

Model 747 series airplanes. The modification is evaluated with respect 

to the interior and assessed in accordance with the certification basis 

of the airplane. However, part 25 does not provide all of the 

requirements for crew rest compartments within the overhead area of the 

passenger compartment. Further, these special conditions do not negate 

the need to address other applicable part 25 regulations.

    Due to the novel or unusual features associated with the 

installation of this OFAR 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.



Operational Evaluations and Approval



    These special conditions outline requirements for overhead crew 

rest compartment design approvals, including the OFAR compartment, 

(i.e., type design changes and supplemental type certificates) 

administered by the FAA's Aircraft Certification Service.

    Procedures must be developed to assure that a crewmember entering 

the OFAR compartment through the vestibule to fight a fire will examine 

the vestibule and the lavatory areas for the source of the fire prior 

to entering the remaining areas of the OFAR compartment. These 

procedures are intended to assure that the source of the fire is not 

between the crewmember and the primary exit. In the event a fire source 

is not immediately self-evident to the firefighter, the firefighter 

should check for potential fire sources at areas closest to the primary 

exit first, then proceed to check areas in such a manner that the fire 

source, when found, would not be between the firefighter and the 

primary exit. Procedures describing methods to search the overhead crew 

rests for fire source(s) must be transmitted to the operator for 

incorporation into its training programs and appropriate operational 

manuals.



Discussion of the Special Conditions



    In general, the requirements listed in these special conditions are 

similar to those previously approved in earlier certification programs, 

such as the Model 777-200 series airplanes and Model 747 overhead crew 

rest compartments. These special conditions establish seating, 

communication, lighting, personal safety, and evacuation requirements 

for the OFAR compartment. In addition, passenger information signs, 

supplemental oxygen, and a seat or berth for each occupant of the OFAR 

compartment are required. These items are necessary because of 

turbulence and/or decompression. When applicable, the requirements 

parallel the existing requirements for a lower deck service compartment 

and provide an equivalent level of safety to that provided for main 

deck occupants.

    On Model 777 series airplanes, crew rest compartments have been 

installed and certified in the main passenger cabin area, above the 

main passenger area, and below the passenger cabin area adjacent to the 

cargo compartment. Also, overhead crew rest compartments have been 

installed on Model 747 series airplanes.

    The FAA issued special conditions that contain the additional 

safety standards that must be met for the OFAR compartments on Boeing 

Model 747 and 777 series airplanes. FAA Special Condition 25-ANM-16 was 

issued in 1987 to provide adequate safety standards for the 747-300 and 

747-400 Door 5 Overhead Crew Rests, and amended in 1997 (25-ANM-16A) to 

address design changes in the 747-400 Door 5 Overhead Crew Rest. For 

Boeing Model 777 series airplanes, the FAA issued Special Conditions 

No. 25-230-SC, dated April 9, 2003, for overhead crew rest compartments 

allowed to be occupied during flight and Special Conditions No. 25-260-

SC, dated April 14, 2004, for overhead flight crew rest (OFCR) 

compartments allowed to be occupied during taxi, take-off, and landing, 

as well as during flight.



Special Condition No. 1



    This special condition requires the seats and berths to be 

certified to the maximum flight loads. Due to the location and 

configuration of the OFAR compartment, occupancy during taxi, take-off, 

and landing is prohibited, and occupancy is limited to crewmembers 

during flight. Occupancy would be limited to 12 in an OFAR compartment, 

or the combined total of approved seats and berths in the OFAR, 

whichever is less. This special condition has the requirements for:

    [cir] Door access and locking,

    [cir] Ashtray installation,

    [cir] Placards to prohibit passenger access,

    [cir] Access by crewmembers not trained in evacuation procedures,

    [cir] Smoking, and

    [cir] Hazardous quantities of flammable fluids, explosives, or 

other dangerous cargo.

    The phrase ``hazardous quantities'' as used in this special 

condition permits trained crewmembers to continue to carry baggage 

containing minute quantities of flammable fluids (e.g., finger nail 

polish and aerosol hairspray) that would pose no threat to the airplane 

or its occupants. This wording is consistent with the existing wording 

of Sec. Sec.  25.831(d), 25.855(h)(2),



[[Page 44248]]



25.857(b)(2), 25.857(c)(3), and 25.1353(c)(3).



Special Condition No. 2



    The purpose of this special condition is to prevent occupants from 

being trapped in the OFAR compartment if there is an emergency. The 

special condition requires at least two emergency evacuation routes 

that could be used by each occupant of the OFAR 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 utilized as one of the emergency evacuation routes, or, as an 

alternative, two other emergency routes must be provided. The intent of 

Special Condition No. 2(b) is to ensure that one of the two routes 

would be clear of moving occupants under most foreseeable 

circumstances.

    Special Condition No. 2(b) identifies the three issues that should 

be considered for egress routes. First, occupied passenger seats are 

not considered an impediment to the use of an egress route (for 

example, the egress route drops into one row of seats by means of a 

hatch) provided that the seated occupants do not inhibit the opening of 

the egress route (for example, a hatch).

    Second, an egress route may utilize areas where normal movement of 

passengers occurs if it is demonstrated that the passengers would not 

impede egress to the main deck. If the egress means (a hatch in this 

design) opens into a main aisle, cross aisle, or galley complex to an 

extent that it contacts a standing ninety-fifth percentile male, then 

the contact should only momentarily interrupt the opening of the egress 

hatch. The interruption to the egress means can be considered momentary 

if the egress means would continue to open normally once the person has 

moved out of the way.

    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 can not prevent the overhead crew 

rest occupants from using the escape route. The crew should be able to 

stow the escape hatch prior to landing.

    Training requirements for the OFAR compartment occupants are 

included in this special condition.

    To clarify how compliance can be shown to Special Condition No. 

2(a) new qualitative and quantitative criteria have been added to this 

special condition since the issuance of Special Conditions No. 25-192-

SC.



Special Condition No. 3



    This special condition requires each evacuation route to be 

designed for and have procedures established for moving an 

incapacitated person from the OFAR compartment to the main deck. 

Additional assistants to evacuate an incapacitated person may ascend up 

to one half the elevation change from the main deck to the OFAR 

compartment, or to the first landing, whichever is lower. Where the 

escape route is over seats, this special condition allows for five 

passenger seats to be emptied when demonstrating evacuation of an 

incapacitated person.



Special Condition No. 4



    This special condition requires exit signs; placards for evacuation 

routes; and illumination for signs, placards, and door handles. This 

special condition allows the use of exit signs with a reduced 

background area. 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). 

Signs with a reduced background area have been allowed under previous 

equivalent level of safety findings for small transport executive jets.



Special Condition No. 5



    This special condition requires an emergency lighting system to 

prevent the occupants from being isolated in a dark area due to loss of 

the normal OFAR compartment lighting. The emergency lighting must be 

activated under the same conditions as the main deck emergency lighting 

system.



Special Condition No. 6



    This special condition requires a two-way voice communication and 

public address speaker(s) to alert the occupants of an in-flight 

emergency. Also required is a system to alert the OFAR compartment 

occupants of a decompression event and to don oxygen masks.



Special Condition No. 7



    This special condition requires a means to inform occupants of the 

OFAR compartment of an emergency. Also, after certain failures, power 

must be maintained to the emergency alarm system for a specific period 

of time.



Special Condition No. 8



    This special condition requires a means that is readily detectable 

by seated or standing OFAR compartment occupants to indicate 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 OFAR 

compartment. It would not be essential that the sign be visible from 

every possible location in the OFAR compartment. However, the sign 

should not be remotely located or located where it may be easily 

obscured.



Special Condition No. 9



    This special condition requires the OFAR compartment, which is 

remotely located from the passenger cabin, to be equipped with the 

following tools for firefighting: a hand-held fire extinguisher, 

protective breathing equipment (PBE), and a flashlight.

    This requirement has been modified from previously issued Special 

Conditions No. 25-192-SC to clarify how it should be interpreted 

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 requirements of Sec.  25.1439(a) apply to the OFAR 

compartment, which is an isolated separate compartment. However, the 

PBE requirements for isolated separate compartments of Sec.  25.1439(a) 

are not appropriate because the OFAR 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. Special Condition No. 9 addresses OFAR 

compartments that can accommodate up to 12 crewmembers. This large 

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 

OFAR compartment occupants to don PBE. Taking the time to don the PBE 

would prolong the time for an occupant's emergency evacuation and 

possibly interfere with efforts to extinguish the fire.



[[Page 44249]]



Special Condition No. 10



    This special condition requires a smoke detection system and 

appropriate warnings since the OFAR compartment is remotely located 

from the main passenger cabin and will not always be occupied. The 

smoke detection system must be capable of detecting a fire throughout 

the OFAR including occupiable areas of the compartment created by the 

installation of a curtain or door.



Special Condition No. 11



    This special condition requires the OFAR compartment to be designed 

so 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 firefighting to have unrestricted access to the 

compartment. 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 for the OFAR compartment to become smoke filled, making it 

difficult to locate the fire source.



Special Condition No. 12



    This special condition requirement concerning fires within the 

compartment was developed for, and applied to, lower lobe crew rest 

compartments in Model 777-200 and -300 series airplanes. It was not 

applied to the overhead crew rest compartment in earlier certification 

programs such as the Model 747 airplanes. The Model 747 special 

conditions were issued before the new part 25 flammability requirements 

were developed. This requirement originated from a concern that a fire 

in an unoccupied overhead crew rest compartment could spread into the 

passenger compartment, or affect other vital systems, before it could 

be extinguished. This special condition would require either the 

installation of a manually activated fire containment system that is 

accessible from outside the OFAR compartment, or a demonstration that 

the crew could satisfactorily perform the function of extinguishing a 

fire under the prescribed conditions. A manually activated built-in 

fire extinguishing system would be required only if a crewmember could 

not successfully locate and extinguish the fire during a demonstration 

where the crewmember is responding to the alarm.

    The OFAR 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 OFAR compartment fire protection system (i.e., smoke or fire 

detection and fire suppression systems) in conjunction with an OFAR 

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). In addition, it should be 

noted that hazardous quantities of flammable fluids, explosives, or 

other dangerous cargo are prohibited from being carried in the OFAR 

compartment, a prohibition addressed in Special Condition No. 1(a)(5).

    The requirements to enable crewmember(s) to quickly enter the OFAR 

compartment and locate a fire source inherently places limits on the 

amount of baggage that may be carried and the size of the OFAR 

compartment. The OFAR compartment is limited to stowing crew personal 

luggage and is not intended for stowing cargo or passenger baggage. The 

design of such a system to include cargo or passenger baggage would 

require additional requirements to ensure safe operation.

    During the one-minute smoke detection time, penetration of a small 

quantity of smoke from the OFAR compartment into an occupied area is 

acceptable for this airplane configuration. The FAA finds this 

acceptable based on the limitations placed in this and other associated 

special conditions. The FAA position is predicated on the fact that 

these 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 this remote area would be equivalent to that experienced in 

the main cabin.



Special Condition No. 13



    This special condition requires that the oxygen equipment and a 

supplemental oxygen deployment warning for the OFAR compartment be 

equivalent to that provided for main deck passengers. Procedures must 

be established for OFAR compartment occupants to follow in the event of 

decompression.



Special Condition No. 14



    This special condition has the requirements for a divided OFAR 

compartment to address supplemental oxygen equipment and deployment 

means, signs, placards, curtains, doors, emergency illumination, 

alarms, seat belt fasten signals, and evacuation routes.

    The wording in Special Condition No. 14(a) was modified from 

previously issued special conditions to clarify that oxygen masks are 

not required in common areas where seats or berths are not installed. A 

visual indicator to don oxygen masks is required in these areas. The 

visual indicator is in addition to the aural alert for donning oxygen 

masks.



Special Condition No. 15



    For lavatories or other small areas within an OFAR compartment, 

this special condition eliminates the requirements for flight deck 

communication as required by Special Condition No. 6, and emergency 

fire fighting and protective equipment as required by Special Condition 

No. 9.



Special Condition No. 16



    This special condition requires a fitted waste disposal receptacle 

to be equipped with an automatic fire extinguisher.



Special Condition No. 17



    This special condition requires the materials in the OFAR 

compartment to meet the flammability requirements of Sec.  25.853(a), 

and the mattresses and seat cushions to meet the fire blocking 

requirements of Sec.  25.853(c).



Special Condition No. 18



    To clarify the applicability, this special condition reiterates the 

existing requirements for the main deck lavatory. OFAR compartment 

lavatories are required to comply with the existing rules on lavatories 

in the absence of other specific requirements. In addition, any 

lavatory located in the OFAR compartment must also meet the 

requirements of Special Condition No. 10 for smoke detection due to its 

placement in this remote area.



Special Condition No. 19



    This special condition requires establishing fire protection 

procedures for the OFAR compartment based on the size of the 

compartment (compartment interior volume). This special condition has 

been revised from previously issued special conditions for other model 

airplanes because of the introduction of larger stowage compartments 

into the OFAR compartment. The fire protection requirements for stowage 

compartments in the OFAR compartment are more stringent than those for 

stowage in the main passenger cabin because the OFAR compartment is a 

remote area that can



[[Page 44250]]



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 ft\3\ the safety 

objective of these requirements is to contain the fire. FAA research 

indicates that properly constructed compartments meeting the material 

requirements will prevent burn through. For stowage compartments 

greater than 25 ft\3\ but less than 200 ft\3\ the safety objective 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 OFAR compartment that is equivalent to the 

level of safety established by the existing regulations for the main 

cabin.

    These special conditions along with the original type certification 

basis provide the regulatory requirements necessary for certification 

of this modification. Other special conditions may be developed, as 

needed, based on further FAA review and discussions with the applicant, 

manufacturer, and civil aviation authorities.

    The addition of galley equipment or a kitchenette incorporating a 

heat source (e.g., cook tops, microwaves, or coffee pots), other than a 

conventional lavatory or kitchenette hot water heater, within the OFAR 

compartment, may require additional special conditions. A hot water 

heater is acceptable and will not require issuing additional special 

conditions.

    The OFAR compartment on the 747-8 series airplanes is located above 

the main passenger cabin adjacent to Door 5 and will be accessed from 

the main deck by stairs. The OFAR compartment will include a maximum of 

10 berths and a bench style seat for a maximum occupancy of 12. An 

emergency hatch that opens directly into the main passenger cabin area 

will be provided. A smoke detection system, an oxygen system with audio 

warning, emergency backup lighting, information signs, and occupant 

amenities will also be provided. Additionally, the OFAR compartment 

will only be occupied by trained crew members in flight, not during 

taxi, take-off, or landing.



Discussion of Comments



    Notice of proposed special conditions No. 25-11-13-SC for Boeing 

Model 747-8 airplanes was published in the Federal Register on May 10, 

2011 (76 FR 26949). No comments were received and the special 

conditions are adopted as proposed.



Applicability



    As discussed above, these special conditions are applicable to 

Boeing Model 747-8 series airplanes. Should Boeing 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.



Conclusion



    This action affects only certain novel or unusual design features 

of Boeing Model 747-8 airplanes. It is not a rule of general 

applicability.



List of Subjects in 14 CFR Part 25



    Aircraft, Aviation safety, Reporting and recordkeeping 

requirements.



    The authority citation for these special conditions is as follows:



    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.



The Special Conditions



    Accordingly, pursuant to the authority delegated to me by the 

Administrator, the following special conditions are issued as part of 

the type certification basis for Boeing Model 747-8 airplanes.

    1. Occupancy of the overhead flight attendant rest (OFAR) 

compartment is limited to the total number of bunks and seats installed 

in that compartment. There must be an approved seat or berth able to 

withstand the maximum flight loads when occupied for each occupant 

permitted in the OFAR compartment. The maximum occupancy is 12.

    (a) Appropriate placards must be located inside and outside each 

entrance to the OFAR compartment to indicate:

    (1) The maximum number of occupants allowed.

    (2) Occupancy is restricted to crewmembers that are trained in the 

evacuation procedures for the overhead crew rest compartment.

    (3) Occupancy is prohibited during taxi, take-off and landing.

    (4) Smoking is prohibited in the OFAR compartment.

    (5) Stowage in the OFAR compartment area is limited to crew 

personal luggage. The stowage of cargo or passenger baggage is not 

allowed.

    (b) At least one ashtray must be located on both the inside and the 

outside of any entrance to the OFAR compartment.

    (c) Passengers must be prevented from entering the OFAR compartment 

in the event of an emergency or when no flight attendant is present.

    (d) Any door installed between the OFAR compartment and passenger 

cabin must be capable of being quickly opened from inside the 

compartment, even when crowding occurs at each side of the door.

    (e) For all doors installed in the OFAR compartment, a means must 

be in place to preclude anyone from being trapped inside the OFAR 

compartment. If a locking mechanism is installed, it must be capable of 

being unlocked from the outside without the aid of special tools. The 

lock must not prevent opening from the inside of the OFAR compartment 

at any time.

    2. At least two emergency evacuation routes must be available which 

could be used by each occupant of the OFAR compartment to rapidly 

evacuate to the main cabin and be able to be closed from the main 

passenger cabin after evacuation. In addition--

    (a) The routes must be located with sufficient separation within 

the OFAR compartment, and between the evacuation routes, to minimize 

the possibility of an event rendering both routes inoperative.

    Compliance with the requirements of Special Condition No. 2(a) may 

be shown by inspection or analysis. Regardless of which method is used, 

the maximum acceptable distance between exit openings is 60 feet.



Compliance by Inspection



    Inspection may be used to show compliance with Special Condition 

No. 2(a). An inspection finding that an OFAR compartment has evacuation 

routes located such that each occupant of the seats and berths has an 

unobstructed route to at least one of the evacuation routes 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, exits which are 

located at opposite ends (i.e., adjacent to opposite end walls) of the 

OFAR would require no further review or analysis with regard to exit 

separation.



Compliance by Analysis



    Analysis must show that the OFAR compartment configuration and 

interior features allow all occupants of the OFAR to escape the 

compartment in the event of a hazard inside or outside of the 

compartment. Elements to consider in this evaluation are:

    (1) Fire inside or outside the OFAR compartment, considered 

separately,



[[Page 44251]]



and the design elements used to reduce the available fuel for the fire.

    (2) Design elements to reduce the fire ignition sources in the OFAR 

compartment.

    (3) Distribution and quantity of emergency equipment within the 

OFAR compartment.

    (4) Structural failure or deformation of components that could 

block access to the available evacuation routes (e.g., seats, folding 

berths, and contents of stowage compartments).

    (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. The design features that should be considered 

include, but are not limited to,

    [cir] Seat back break over,

    [cir] The elimination of rigid structure that reduces access from 

one part of the compartment to another,

    [cir] The elimination of items that are known to cause hazards,

    [cir] The availability of emergency equipment to address fire 

hazards,

    [cir] The availability of communications equipment,

    [cir] Supplemental restraint devices to retain items of mass that 

could hinder evacuation if broken loose, and

    [cir] Load path isolation between components that contain the 

evacuation routes.

    Analysis of the fire threats should be used in determining the 

placement of required fire extinguishers and protective breathing 

equipment (PBE). This analysis should take into consideration the 

possibility of fire in any location in the OFAR 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 OFAR compartment.

    The intent of this special condition is to provide sufficient exit 

separation. The exit separation analysis described above should not be 

used to approve exits which have less physical separation (measured 

between the centroid of each exit opening) than the minimums prescribed 

below, unless compensating features are identified and submitted to the 

FAA for evaluation and approval.

    For OFAR compartments with one exit located near the forward or aft 

end of an OFAR compartment (as measured by having the centroid of the 

exit opening within 20 percent of the total OFAR compartment length 

from the forward or aft end of the compartment) the exit separation 

should not be less than 50 percent of the total OFAR compartment 

length.

    For OFAR compartments with neither required exit located near the 

forward or aft end of the OFAR compartment (as measured by having the 

centroid of the exit opening within 20 percent of the total OFAR 

compartment length from the forward or aft end of the compartment) the 

exit separation should not be less than 30 percent of the total OFAR 

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 the escape route. One of 

the two evacuation routes should not be located where, during times 

when occupancy is allowed, normal movement by passengers occurs (i.e., 

main aisle, cross aisle or galley complex) that would impede egress 

from the OFAR compartment. If an evacuation route is in an area where 

normal movement 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 OFAR compartment from head 

injury. The use of evacuation routes must not depend on any powered 

device. If the evacuation path is over an area where there are 

passenger seats, a maximum of five passengers may be temporarily 

displaced from their seats when evacuating 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 procedures for 

emergency evacuation of an incapacitated occupant from the OFAR 

compartment, must be established. All of these procedures must be 

transmitted to the operator for incorporation into its training 

programs and appropriate operational manuals.

    (d) A limitation must be included in the airplane flight manual or 

other suitable means requiring that crewmembers be trained in the use 

of evacuation routes.

    3. There must be a means for evacuating an incapacitated person 

(representative of a ninety-fifth percentile male) from the OFAR 

compartment to the passenger cabin floor. The evacuation must be 

demonstrated for all evacuation routes. A crewmember (a total of one 

assistant within the OFAR compartment) may provide assistance in the 

evacuation. 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 with stairways, the additional assistants may ascend 

up to one half the elevation change from the main deck to the OFAR 

compartment, or to the first landing, whichever is lower.

    4. The following signs and placards must be provided in the OFAR 

compartment:

    (a) At least one exit sign, located near each exit, meeting the 

emergency lighting requirements of Sec.  25.812(b)(1)(i); however, a 

sign with a reduced background area of no less than 5.3 square inches 

(excluding the letters) may be used, provided it is installed so the 

material surrounding the exit sign is light in color (e.g., white, 

cream, light beige). If the material surrounding the exit sign is not 

light in color, a sign with a minimum of a one-inch wide background 

border around the letters is acceptable.

    (b) An appropriate placard located conspicuously on or near each 

exit defining the location and operating instructions for each 

evacuation route.

    (c) Placards must be readable from a distance of 30 inches under 

emergency lighting conditions.

    (d) The evacuation path operating instruction placards required by 

Special Condition 4(b) of these special conditions must be illuminated 

to at least 160 microlamberts under emergency lighting conditions.

    5. A means must be available, in the event of failure of the 

airplane's main power system, or of the normal OFAR compartment 

lighting system, for emergency illumination to be automatically 

provided in the OFAR 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 OFAR compartment to locate and move to the main passenger cabin 

floor by means of each evacuation route.

    6. A means must be available for two-way voice communications 

between crewmembers on the flight deck and occupants of the OFAR 

compartment.



[[Page 44252]]



Two-way voice communications must also be available between the 

occupants of the OFAR compartment and each flight attendant station in 

the passenger cabin that is required to have a public address system 

microphone per Sec.  25.1423(g). In addition, the public address system 

must include provisions to provide only the relevant information to the 

flight attendants in the OFAR compartment (e.g., fire in flight, 

airplane depressurization, or preparation of the compartment occupants 

for landing).

    7. A means must be available for manually activating 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 OFAR compartment 

of an emergency situation. Use of a public address or crew interphone 

system is acceptable, provided an adequate means of differentiating 

between normal and emergency communications is incorporated. The system 

must be powered in flight for at least 10 minutes after the shutdown or 

failure of all engines and auxiliary power units.

    8. A means, readily detectable by seated or standing occupants of 

the OFAR compartment, must be in place to indicate when seat belts 

should be fastened. In the event there are no seats, at least one means 

must be provided to cover anticipated turbulence (e.g., sufficient 

handholds). Seat belt type restraints must be provided for berths and 

must be compatible with the sleeping position during cruise conditions. 

There must be a placard on each berth requiring seat belts to be 

fastened when occupied. If compliance with any of the other 

requirements of these special conditions is predicated on a specific 

head position, there must be a placard identifying that head position.

    9. In lieu of the requirements specified in Sec.  25.1439(a) 

pertaining to isolated compartments, and to provide a level of safety 

equivalent to that provided to occupants of an isolated galley, the 

following equipment must be provided in the OFAR compartment:

    (a) At least one approved hand-held fire extinguisher appropriate 

for the kinds of fires likely to occur.

    (b) Two PBE devices suitable for firefighting, or one PBE for each 

hand-held fire extinguisher, whichever is greater. All PBE devices must 

be approved to Technical Standard Order (TSO)-C116, Crewmember Portable 

Protective Breathing Equipment, or equivalent.

    (c) One flashlight.



    Note:  Additional PBEs and fire extinguishers in specific 

locations, beyond the minimum numbers prescribed in Special 

Condition No. 9, may be required as a result of the egress analysis 

accomplished to satisfy Special Condition No. 2(a).



    10. A smoke or fire detection system (or systems) must be provided 

that monitors each occupiable area within the OFAR compartment, 

including those areas partitioned by curtains. Flight tests must be 

conducted to show compliance with this requirement. If a fire occurs, 

each system (or systems) must provide:

    (a) A visual indication to the flightdeck within one minute after 

the start of a fire.

    (b) An aural warning in the OFAR 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.

    11. A means to fight a fire must be provided. This can be either 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, compartment volume, and ventilation rate. 

The system must have sufficient extinguishing agent to provide an 

initial knockdown and suppression environment per the minimum 

performance standards 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 a built-in extinguishing system, the time needed 

for effective fire suppression must be established and documented in 

the firefighting procedures of 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:

    (i) Enter the OFAR compartment at the time that demonstrated fire 

suppression effectiveness will be exceeded.

    (ii) Check for and extinguish any residual fire.

    (iii) 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 OFAR 

compartment:

    (1) A limitation must be included 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 OFAR 

compartment must not exceed the time for the compartment to become 

smoke-filled, making it difficult to locate the fire source.

    (4) Approved procedures describing methods for searching the OFAR 

compartment for fire source(s) must be established. These procedures 

must be transmitted to the operator for incorporation into its training 

programs and appropriate operational manuals.

    12. A means must be provided to prevent hazardous quantities of 

smoke or extinguishing agent originating in the OFAR compartment from 

entering any other compartment occupied by crewmembers or passengers. 

This means must include the time periods during the evacuation of the 

OFAR compartment and, if applicable, accessing the OFAR compartment to 

manually fight a fire. When access to the OFAR compartment is open for 

emergency evacuation all smoke entering any other compartment occupied 

by crewmembers or passengers must dissipate within five minutes after 

access to the OFAR compartment is closed. Hazardous quantities of smoke 

may not enter any other compartment occupied by crewmembers or 

passengers during access to manually fight a fire in the OFAR 

compartment. The amount of smoke entrained by a firefighter exiting the 

OFAR compartment is not considered hazardous. During the one-minute 

smoke detection time, penetration of a small quantity of smoke from the 

OFAR into an occupied area is acceptable. Flight tests must be 

conducted to show compliance with this requirement.

    (a) A provision in the firefighting procedures must ensure that all 

door(s) and hatch(es) at the OFAR compartment outlets are closed after 

the compartment is evacuated and during firefighting to minimize smoke 

and extinguishing agent from entering other occupiable compartments.

    (b) If a built-in fire extinguishing system is used in lieu of 

manual firefighting, the fire extinguishing



[[Page 44253]]



system must be designed so no hazardous quantities of extinguishing 

agent enter other compartments occupied by passengers or crew. The 

system must have adequate capacity to suppress any fire occurring in 

the OFAR compartment, considering the fire threat, compartment volume, 

and ventilation rate.

    13. There must be a supplemental oxygen system for each seat and 

berth in the OFAR compartment equivalent to that provided for main deck 

passengers. The system must provide an aural and visual alert to warn 

occupants of the OFAR compartment to don oxygen masks in the event of 

decompression. The aural and visual alerts 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 OFAR compartment is depressed. Procedures must be 

established for instructing OFAR compartment occupants what to do in 

the event of decompression. These procedures must be transmitted to the 

operator for incorporation into its training programs and appropriate 

operational manuals.

    14. The following requirements apply to OFAR compartments divided 

into several sections by installing curtains or partitions:

    (a) To compensate for sleeping occupants, there must be an aural 

alert that can be heard in each section of the OFAR compartment that 

accompanies automatic presentation of supplemental oxygen masks. A 

visual alert that informs occupants that they must don oxygen masks is 

required in each section where seats or berths are not installed. Each 

seat or berth must have at least two supplemental oxygen masks. A means 

must be in place by which 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 OFAR compartment into 

multiple 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 section 

and, therefore, does not require a placard.

    (c) For each section of the OFAR compartment created by the 

installation of a curtain, the following requirements must be met with 

the curtain open or closed:

    (1) No smoking placard (Special Condition No. 1).

    (2) Emergency illumination (Special Condition No. 5).

    (3) Emergency alarm system (Special Condition No. 7).

    (4) Seat belt fasten signal or return to seat signal as applicable 

(Special Condition No. 8).

    (5) A smoke or fire detection system (Special Condition No. 10).

    (d) OFAR compartments that are visually divided to the extent that 

evacuation could be affected must have exit signs directing occupants 

to the primary stairway exit. The exit signs must be provided in each 

separate section of the OFAR compartment, except for curtained bunks, 

and must meet the requirements of Sec.  25.812(b)(1)(i).

    (e) Sections within an OFAR compartment created by installing a 

rigid partition with a door physically separating the sections, must 

meet the following requirements with the door open or closed:

    (1) A secondary evacuation route from each section to the main 

deck, or the applicant must show that any door between the sections 

precludes anyone from being trapped inside the compartment. Removing an 

incapacitated occupant from this area must be considered. A secondary 

evacuation route from a small room designed for only one occupant for a 

short period of time, such as a changing area or lavatory, is not 

required. However, removing an incapacitated occupant from 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) No more than one door may be located between any seat or berth 

and the primary stairway exit.

    (4) Each section must have exit signs that meet the requirements of 

Sec.  25.812(b)(1)(i) and 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.

    (f) For each section of the OFAR compartment created by the 

installation of a partition with a door, the following requirements 

must be met with the door open or closed:

    (1) No smoking placards (Special Condition No. 1).

    (2) Emergency illumination (Special Condition No. 5).

    (3) Two-way voice communication (Special Condition No. 6).

    (4) Emergency alarm system (Special Condition No. 7).

    (5) Seat belt fasten signal or return to seat signal as applicable 

(Special Condition No. 8).

    (6) Emergency firefighting and protective equipment (Special 

Condition No. 9).

    (7) Smoke or fire detection system (Special Condition No. 10).

    15. Special Conditions 6 (two-way voice communication with the 

flight deck) and 9 (emergency firefighting and protective equipment) 

are not applicable to lavatories or other small areas that are not 

intended to be occupied for extended periods of time.

    16. If 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).

    17. Materials (including finishes or decorative surfaces applied to 

the materials) must comply with the flammability requirements of Sec.  

25.853(a), as amended by Amendment 25-83. Mattresses and seat cushions 

must comply with the flammability requirements of Sec.  25.853(c), as 

amended by Amendment 25-83.

    18. The addition of a lavatory within the OFAR 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. 10 for smoke detection.

    19. All enclosed stowage compartments within the OFAR compartment 

that are not limited to stowage of emergency equipment or airplane 

supplied equipment (e.g., bedding) must meet the design criteria given 

in the table below. 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-held fire extinguisher will require additional fire protection 

considerations similar to those required for inaccessible compartments, 

such as Class C cargo compartments.



[[Page 44254]]







   Design Criteria for Enclosed Stowage Compartments Not Limited to Stowage of Emergency or Airplane-Supplied

                                                    Equipment

----------------------------------------------------------------------------------------------------------------

                                                     Stowage compartment interior volumes

                             -----------------------------------------------------------------------------------

  Fire protection features                                 25 cubic feet to 57 cubic  57 cubic feet to 200 cubic

                                Less than 25 cubic feet              feet                        feet

----------------------------------------------------------------------------------------------------------------

Materials of Construction     Yes.......................  Yes.......................  Yes.

 \1\.

Detectors \2\...............  No........................  Yes.......................  Yes.

Liner \3\...................  No........................  Conditional...............  Yes.

Locating Device \4\.........  No........................  Yes.......................  Yes.

----------------------------------------------------------------------------------------------------------------

\1\ Compliant Materials of Construction

The material used in constructing 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 ft\3\ in interior volume, the

  design must ensure the ability to contain a fire likely to occur within the compartment under normal use.

\2\ 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 OFAR 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 material used in constructing the stowage compartment can be shown to meet 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\ Fire Location Detector

If an OFAR compartment has enclosed stowage compartments exceeding 25 ft\3\ interior volume that are located

  separately from the other stowage compartments (for example, away from one central location, such as the entry

  to the OFAR compartment or a common area within the OFAR compartment) that 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 July 18, 2011.

Ali Bahrami,

Manager, Transport Airplane Directorate, Aircraft Certification 

Service.

[FR Doc. 2011-18668 Filed 7-22-11; 8:45 am]

BILLING CODE 4910-13-P