Special Conditions: TTF Aerospace Inc., Boeing Model 767-300F Series Airplane; Installation of Main-Deck Crew-Rest Compartment, 48389-48394 [2017-22544]
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48389
Rules and Regulations
Federal Register
Vol. 82, No. 200
Wednesday, October 18, 2017
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2016–0965; Special
Conditions No. 25–702–SC]
Special Conditions: TTF Aerospace
Inc., Boeing Model 767–300F Series
Airplane; Installation of Main-Deck
Crew-Rest Compartment
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Boeing Model 767–300F
series airplane. This airplane, as
modified by TTF Aerospace Inc., will
have a novel or unusual design feature
when compared to the state of
technology envisioned in the
airworthiness standards for transportcategory airplanes. This design feature
is a crew-rest compartment located in a
Class E cargo compartment on the main
deck of the airplane. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: This action is effective on TTF
Aerospace Inc. on October 18, 2017.
Send your comments by December 4,
2017.
SUMMARY:
Send comments identified
by docket number FAA–2017–0965
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
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ADDRESSES:
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Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between
9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478).
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: John
Shelden, FAA, Airframe and Cabin
Safety Section, AIR–675, Transport
Standards Branch, Policy and
Innovation Division, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2785; facsimile
425–227–1320.
SUPPLEMENTARY INFORMATION: The
substance of these special conditions, as
applied to the installation of crew-rest
modules in the upper and lower lobes
of the airplane, has been published in
the Federal Register for public comment
in several prior instances. In the past
decade, comments were received in
2013 and 2014, but did not affect the
substance of these special conditions.
Also, in 2015, the FAA approved an
exemption for a crew-rest module in a
configuration very similar to this
proposal. That exemption received no
public comment. Therefore, the FAA
finds it unnecessary to delay the
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effective date and that good cause exists
for making these special conditions
effective upon publication in the
Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive by the closing date for
comments. We may change these special
conditions based on the comments we
receive.
Background
On September 28, 2016, TTF
Aerospace Inc. applied for a
supplemental type certificate for the
installation of a crew-rest compartment
on the main deck of Boeing Model 767–
300F series airplanes. The Boeing Model
767–300F series airplane is a transportcategory, wide-body freighter airplane
with a maximum takeoff weight of
approximately 412,000 lbs.
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
TTF Aerospace Inc. must show that the
Boeing Model 767–300F series airplane,
as changed, continues to meet the
applicable provisions of the regulations
listed in Type Certificate No. A1NM or
the applicable regulations in effect on
the date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Boeing Model 767–300F series
airplane because of a novel or unusual
design feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate, to incorporate the
same novel or unusual design feature,
these special conditions would also
apply to the other model under § 21.101.
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In addition to the applicable
airworthiness regulations and special
conditions, the Boeing Model 767–300F
series airplane must comply with the
fuel-vent and exhaust-emission
requirements of 14 CFR part 34, and the
noise-certification requirements of 14
CFR part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type certification basis under
§ 21.101.
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Novel or Unusual Design Feature
The Boeing Model 767–300F series
airplane, as modified by TTF Aerospace
Inc., will incorporate the following
novel or unusual design feature:
A crew-rest compartment installed in
a Class E cargo compartment on the
airplane main deck.
Discussion
The crew-rest compartment will be
located in what is currently the Class E
main-deck cargo compartment of Boeing
Model 767–300F series airplanes. It will
be designed as a one-piece, selfcontained unit for installation in the
forward portion of the cargo
compartment. The crew-rest
compartment will be attached to the
existing cargo-restraint system, and will
interface with the left-hand wall of the
cargo compartment with a seal that will
surround the door that currently
provides passage to and from the cargo
compartment. Crew-rest compartment
occupancy will be limited to a
maximum of four occupants.
The crew-rest compartment will
contain approved seats or berths, able to
withstand the maximum flight loads
when occupied, for each occupant
permitted in the crew-rest compartment,
and it will only be occupied in flight,
i.e., not during taxi, takeoff or landing.
A smoke-detection system, manual
firefighting system, oxygen supply, and
occupant amenities will be provided in
the crew-rest compartment. The door
will provide passage to and from the
crew-rest compartment.
The FAA considers crew-rest
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) 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 crew-rest
compartment fire-protection system
(i.e., smoke- or fire-detection and firesuppression systems), in conjunction
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with a crew-rest compartment fire, to be
a catastrophic event. Based on the
‘‘Depth of Analysis Flowchart’’ shown
in Figure 2 of AC 25.1309–1A, the depth
of analysis should include both
qualitative and quantitative assessments
(reference paragraphs 8d, 9, and 10 of
AC 25.1309–1A). In addition, it should
be noted that flammable fluids, and
other dangerous cargo are prohibited
from the crew-rest compartment.
The requirements in these special
conditions are intended to enable
crewmembers quick entry to the crewrest compartment to locate a fire source,
and also inherently place limits on the
size of the crew-rest area, as well as the
amount of baggage that may be stored
inside the crew-rest compartment.
Baggage in the crew-rest compartment
must be limited to the stowage of crew
personal luggage, and the compartment
must not be used for the stowage of
cargo or supernumerary baggage. The
design of a system that includes cargo
or supernumerary baggage would
require additional requirements to
ensure safe operation.
The addition of galley equipment, or
a kitchenette incorporating a heat source
(e.g., cook tops, microwaves, coffee pots,
etc.) other than a conventional lavatory
or kitchenette water heater, within the
crew-rest compartment, would also
require additional special conditions,
and is prohibited until such conditions
are approved. A water heater is
acceptable without the need for
additional special conditions.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
Model 767–300F series airplane. Should
TTF Aerospace Inc. apply at a later date
for a supplemental type certificate to
modify any other model included on
Type Certificate No. A1NM to
incorporate the same novel or unusual
design feature, these special conditions
would apply to that model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability and affects only the
applicant who applied to the FAA for
approval of this feature on the airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
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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
767–300F series airplanes modified by
TTF Aerospace Inc. Special conditions
1a, 2b, 2c, and the operating procedures,
warnings, alarms and alerts listed below
must be added to the limitations section
of the airplane flight manual.
(1) Occupancy of the crew-rest
compartment is limited to the total
number of installed sleeping berths and
seats in the compartment. Each
occupant permitted in the crew-rest
compartment must be provided an
approved seat or berth able to withstand
the maximum flight loads when
occupied. The maximum occupancy is
four in the crew-rest compartment,
accounting for two sleeping berths and
two seats.
(a) An appropriate placard must be
displayed in a conspicuous place at
each entrance to the crew-rest
compartment to indicate:
(i) The maximum number of
occupants allowed;
(ii) That occupancy is restricted to
crewmembers who are trained in
evacuation procedures for the crew-rest
compartment;
(iii) That occupancy is prohibited
during taxi, takeoff, and landing;
(iv) That smoking is prohibited in the
crew-rest compartment;
(v) That hazardous quantities of
flammable fluids, or other dangerous
cargo are prohibited from the crew-rest
compartment;
(vi) That stowage in the crew-rest
compartment must be limited to
emergency equipment, airplanesupplied equipment (e.g., bedding), and
crew personal luggage; cargo and
supernumerary baggage is not allowed.
(b) At least one ashtray must be
located conspicuously on or near the
entry side of any entrance to the crewrest compartment.
(c) If access to the remainder of the
Class E cargo compartment is required
from the crew-rest compartment, doors
must be designed to be easily opened
from both within and outside of the
crew-rest compartment. If a locking
mechanism is installed, it must be
capable of being unlocked from the
outside without the aid of special tools.
The lock must not prevent opening from
the inside of the compartment at any
time.
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(d) For all doors installed in the
evacuation routes, they must be
designed such that they do not allow
anyone to be trapped inside the crewrest compartment. If a locking
mechanism is installed on an
evacuation-route door, it must be
capable of being unlocked from the
outside without the aid of special tools.
The lock must not prevent opening the
door from the inside of the crew-rest
compartment at any time.
(2) An emergency-evacuation route
must be available for occupants of the
crew-rest compartment to rapidly
evacuate to the flight deck/
supernumerary area. The crew-rest
compartment access must be able to be
closed from the flight deck/
supernumerary area after evacuation. In
addition—
(a) The route must be designed to
minimize the possibility of blockage
that might result from fire, mechanical
or structural failure, or persons standing
on top of or against the escape route.
The use of evacuation routes must not
be dependent on any powered device. If
an evacuation route has low headroom,
provisions must be made to prevent or
protect crew-rest compartment
occupants from head injury.
(b) Emergency-evacuation procedures,
including the emergency evacuation of
an incapacitated occupant from the
crew-rest compartment, must be
established. All of these procedures
must be transmitted to the operators for
incorporation into their training
programs and appropriate operational
manuals.
(c) The airplane flight manual, or
other suitable means, must include a
limitation requiring that crewmembers
be trained in the use of evacuation
routes.
(3) A means must be provided for the
evacuation of an incapacitated person
(representative of a 95th percentile
male) from the crew-rest compartment
to the supernumerary compartment. The
evacuation must be demonstrated for all
evacuation routes.
(4) The following signs and placards
must be provided in the crew-rest
compartment:
(a) At least one exit sign, located near
each exit, meeting the requirements of
§ 25.812(b)(1)(i) at Amendment 25–58,
except that a sign with reduced
background area of no less than 5.3
square inches (excluding the letters)
may be utilized, provided that it is
installed such that the material
surrounding the exit sign is light in
color (e.g., white, cream, light beige). If
the material surrounding the exit sign is
not light in color, a sign with a
minimum of a one-inch wide
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background border around the letters
would also be acceptable;
(b) An appropriate placard located
near each exit defining the location and
the operating instructions for each
evacuation route;
(c) Placards must be readable from a
distance of 30 inches under emergency
lighting conditions; and
(d) The exit handles and evacuationpath operating-instruction placards
must be illuminated to at least 160
micro lamberts under emergency
lighting conditions.
(5) In the event of failure of the
airplane’s main power system, or of the
normal crew-rest compartment lighting
system, emergency illumination must
automatically be provided for the crewrest compartment. In addition—
(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 crewrest compartment to evacuate to the
flight deck/supernumerary area by
means of each evacuation route.
(d) The illumination level must be
sufficient, with the privacy curtains in
the closed position, for each occupant of
the crew-rest compartment to locate an
oxygen mask.
(6) A means must be provided for
two-way voice communications
between crewmembers on the flight
deck and occupants of the crew-rest
compartment.
(7) A means must be provided for
manual activation of an aural
emergency-alarm system, audible during
normal and emergency conditions, to
enable occupants on the flight deck to
alert occupants of the crew-rest
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 maintain
power in-flight for at least ten minutes
after the shutdown or failure of all
engines and auxiliary power units
(APUs), or the disconnection or failure
of all power sources dependent on their
continued operation of the engines and
APUs.
(8) A readily detectable means must
be provided, for seated or standing
occupants of the crew-rest
compartment, that indicates when
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48391
seatbelts should be fastened. In the
absence of seats, at least one means
must be provided to accommodate
anticipated turbulence (e.g., sufficient
handholds). Seatbelt-type restraints
must be provided for berths, and must
be compatible with occupant sleeping
attitude during cruise conditions. A
placard must be located on each berth,
and require that seatbelts be fastened
when occupied. If compliance with any
of the other requirements of these
special conditions is predicated on a
berth occupant’s specific head location,
a placard must identify the head
location.
(9) In lieu of the requirements
specified in § 25.1439(a) at Amendment
25–38, that pertain to isolated
compartments, and to provide a level of
safety equivalent to that which is
provided to occupants of a small,
isolated galley, the following equipment
must be provided in the crew-rest
compartment:
(a) At least one approved hand-held
fire extinguisher, appropriate for the
kinds of fires likely to occur;
(b) Two protective-breathing
equipment (PBE) devices, approved to
Technical Standard Order C116A or
equivalent, suitable for firefighting, or
one PBE for each hand-held fire
extinguisher, whichever is greater; and
(c) One flashlight.
Note: Additional PBEs and fire
extinguishers in specific locations, beyond
the minimum numbers prescribed in special
condition no. 9, may be required as a result
of any egress analysis accomplished to satisfy
special condition 2(a).
(10) A smoke- or fire-detection system
(or systems) must be provided that
monitors each occupiable area within
the crew-rest compartment, including
those areas partitioned by curtains.
Flight tests must be conducted to show
compliance with this requirement. Each
system (or systems) must provide:
(a) A visual indication to the flight
deck within one minute after the start of
a fire;
(b) An aural warning in the crew-rest
compartment; and
(c) A warning in the main
supernumerary area. This warning must
be readily detectable by a
supernumerary.
(11) The crew-rest compartment must
be designed such that fires within the
compartment can be controlled without
a crewmember having to enter the
compartment, or the design of the access
provisions must allow crewmembers
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, to don the
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firefighting equipment, and to gain
access must not exceed the time for the
compartment to become smoke-filled,
making it difficult to locate the fire
source.
(12) A means must be provided to
exclude hazardous quantities of smoke
or extinguishing agent, originating in
the crew-rest compartment, from
entering any other occupiable
compartment. A means must also be
provided to exclude hazardous
quantities of smoke or extinguishing
agent originating in the Class E cargo
compartment from entering the crewrest compartment. This means must
include the time periods during the
evacuation of the crew-rest
compartment and, if applicable, when
accessing the crew-rest compartment to
manually fight a fire. Smoke entering
any other compartment occupied by
crewmembers or supernumeraries,
when the access to the crew-rest
compartment is opened during an
emergency evacuation, must dissipate
within five minutes after the access to
the crew-rest compartment is closed.
Hazardous quantities of smoke may not
enter any other compartment occupied
by supernumeraries or crewmembers
during subsequent access to manually
fight a fire in the crew-rest compartment
(the amount of smoke entrained by a
firefighter exiting the crew-rest
compartment through the access is not
considered hazardous). During the 1minute smoke detection time,
penetration of a small quantity of smoke
from the crew-rest compartment, into an
occupied area, is acceptable. Flight tests
must be conducted to show compliance
with this requirement. If a built-in fireextinguishing system is used in lieu of
manual firefighting, then the fireextinguishing system must be designed
so that no hazardous quantities of
extinguishing agent will enter other
compartments occupied by
supernumeraries or crewmembers. The
system must have adequate capacity to
suppress any fire occurring in the crewrest compartment, considering the fire
threat, volume of the compartment, and
the ventilation rate.
(13) In lieu of providing a
supplemental oxygen system in
accordance with § 25.1447(c)(1), a
portable oxygen unit, meeting the
requirements of special condition no.
14, must be immediately available for
occupants of each seat and berth in the
crew-rest compartment. An aural and
visual warning must be provided to
warn the occupants of the crew-rest
compartment to don oxygen masks in
the event of decompression. The
warning must activate before the cabin
pressure altitude exceeds 15,000 feet.
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The aural warning must sound
continuously for a minimum of five
minutes or until a reset push-button in
the crew-rest compartment is pressed
for reset. Procedures for decompression
events must be established for crew-rest
compartment occupants. These
procedures must be transmitted to the
operator for incorporation into their
training programs and appropriate
operational manuals.
(14) The portable oxygen unit must
meet the performance requirements of
either § 25.1443(a) or § 25.1443(b), or
the equipment must be shown to protect
the occupant from hypoxia at an activity
level required to return to his or her seat
following a rapid decompression to
25,000 feet cabin altitude. In addition,
the portable oxygen equipment must:
(a) Meet § 25.1439(b)(1), (2), and (4),
and
(b) be designed to prevent any inward
leakage to the inside of the mask, and
(c) prevent any outward leakage
causing significant increase in the
oxygen content of the local atmosphere,
and
(d) be sized adequately for continuous
and uninterrupted use during worstcase flight duration following
decompression, or must be of sufficient
duration to allow the occupant to return
to their seat, where additional oxygen is
readily accessible for the remainder of
the decompression event.
(15) If the airplane contains a
destination area, such as a crewmember
changing area, a portable oxygen unit,
meeting the requirements of special
condition no. 14, must be readily
available for each occupant who may
reasonably be expected to be in the
destination area.
(a) An aural and visual warning must
be provided to alert the occupants of the
crew-rest compartment to don oxygen
masks in the event of decompression or
fire in the Class E cargo compartment,
or in cases in which a decompression
and subsequent climb are required. The
warning must activate before the cabin
pressure altitude exceeds 15,000 feet.
The aural warning must sound
continuously for a minimum of five
minutes or until a reset push button in
the crew-rest compartment is pressed
for reset.
(b) Procedures for decompression
events must be established for crew-rest
compartment occupants. These
procedures must be transmitted to the
operator for incorporation into their
training programs and appropriate
operational manuals. These procedures
must be transmitted to the operator for
incorporation into their training
programs and appropriate operational
manuals. In addition, a decompression
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panel must be incorporated into the
crew-rest compartment construction.
(16) The following requirements
apply to crew-rest compartments that
are divided into sections by the
installation of curtains or partitions:
(a) To accommodate sleeping
occupants, an aural alert must be
available that can be heard in each
section of the crew-rest compartment. A
visual indicator that occupants must
don an oxygen mask is required in each
section where seats or berths are
installed. A minimum of one portable
oxygen unit, meeting the requirements
of special condition no. 14, is required
for each seat or berth.
(b) A placard is required, adjacent
each curtain that visually divides or
separates, for privacy purposes, the
crew-rest compartment into sections.
The placard must require that the
curtains remain open when the sections
they create are unoccupied.
(c) For each crew-rest compartment
section created by the installation of a
curtain, the following requirements
must be met with the curtain open or
closed:
(i) Emergency illumination (special
condition no. 5);
(ii) Emergency alarm system (special
condition no. 7);
(iii) Fasten-seatbelt signal, or returnto-seat signal, as applicable (special
condition no. 8); and
(iv) A smoke- or fire-detection system
(special condition no. 10).
(d) Compartments visually divided, to
the extent that evacuation could be
affected, must have exit signs that direct
occupants to the primary exit. The exit
signs must be provided in each separate
section of the crew-rest compartment,
and must meet the requirements of
§ 25.812(b)(1)(i) at Amendment 25–58.
An exit sign with reduced background
area, as described in special condition
no. 4(a), may be used to meet this
requirement.
(e) For sections within a crew-rest
compartment that are created by the
installation of a partition with a door
separating the sections, the following
requirements must be met with the door
open or closed:
(i) It must be shown that any door
between the sections has been designed
to preclude anyone from being trapped
inside the compartment. Removal of an
incapacitated occupant from within this
area must be considered. A secondary
evacuation route from a small room,
such as a changing area or lavatory
designed for only one occupant for short
duration, is not required. However,
removal of an incapacitated occupant
from within this area must be
considered.
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(ii) Each section must contain exit
signs that meet the requirements of
§ 25.812(b)(1)(i) at Amendment 25–58,
directing occupants to the primary exit.
An exit sign with reduced background
area, as described in special condition
no. 4(a), may be used to meet this
requirement.
(iii) Special condition nos. 5
(emergency illumination), 7 (emergency
alarm system), 8 (fasten-seatbelt signal,
or return-to-seat signal, as applicable),
and 10 (smoke- or fire-detection system)
must be met with the door open or
closed.
(iv) Special condition nos. 6 (two-way
voice communication) and 9 (emergency
firefighting and protective equipment)
must be met independently for each
separate section, except for lavatories or
other small areas that are not intended
to be occupied for extended duration.
(17) Where a waste-disposal
receptacle is installed, it must be
equipped with a built-in fire
extinguisher designed to discharge
automatically upon occurrence of a fire
in the receptacle.
(18) Materials, including finishes or
decorative surfaces applied to the
materials, must comply with the
flammability requirements of § 25.853 as
amended by Amendment 25–116 or
later. Seat cushions and mattresses must
comply with the flammability
requirements of § 25.853(c) as amended
by Amendment 25–116 or later, and the
test requirements of part 25, appendix F,
part II, or other equivalent methods.
(19) When a crew-rest compartment is
installed or enclosed as a removable
module in part of a cargo compartment,
or is located directly adjacent to a cargo
compartment without an intervening
cargo compartment wall, the following
applies:
(a) Any wall of the module (container)
forming part of the boundary of the
reduced cargo compartment, subject to
direct flame impingement from a fire in
the cargo compartment and including
any interface item between the module
(container) and the airplane structure or
systems, must meet the applicable
requirements of § 25.855 at Amendment
25–60.
(b) Means must be provided so that
the fire-protection level of the cargo
compartment meets the applicable
requirements of § 25.855 at Amendment
25–60, § 25.857 at Amendment 25–60,
and § 25.858 at Amendment 25–54
when the module (container) is not
installed.
48393
(c) Use of an emergency-evacuation
route must not require occupants of the
crew-rest compartment to enter the
cargo compartment as a means by which
to return to the flight deck/
supernumerary area.
(d) The aural warning in special
condition no. 7 must sound in the crewrest compartment in the event of a fire
in the cargo compartment.
(20) All enclosed stowage
compartments within the crew-rest
compartment that are not limited to
stowage of emergency equipment or
airplane-supplied equipment (e.g.,
bedding) must meet the design criteria
provided in the table below. As
indicated in the table, these special
conditions do not address enclosed
stowage compartments greater than 200
ft3 in interior volume. The in-flight
accessibility of very large, enclosed
stowage compartments, and the
subsequent impact on crewmembers’
ability to effectively reach any part of
the compartment with the contents of a
hand-held fire extinguisher, requires
additional fire-protection considerations
similar to those required for inaccessible
compartments such as Class C cargo
compartments.
STOWAGE COMPARTMENT INTERIOR VOLUMES
Fire protection features
Less than 25 ft3
25 ft3 to 57 ft3
Materials of Construction 1 ...................................................
Detectors 2 ............................................................................
Liner 3 ...................................................................................
Locating Device 4 .................................................................
Yes ........................................
No .........................................
No .........................................
No .........................................
Yes ........................................
Yes ........................................
No .........................................
Yes ........................................
57 ft3 to 200 ft3
Yes.
Yes
Yes.
Yes.
ethrower on DSK3G9T082PROD with RULES
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 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 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 crew-rest compartment; and
(c) A warning in the supernumerary seating area.
3 Liner: If it can be shown that the material used to construct the stowage compartment meets the flammability requirements of a liner for a
Class B cargo compartment, 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 at Amendment 25–60 for a Class B cargo compartment.
4 Fire-Location Detector: Crew-rest compartments that contain enclosed stowage compartments exceeding 25 ft3 interior volume and which are
located away from one central location, such as the entry to the crew-rest compartment or a common area within the crew-rest compartment,
would require additional fire-protection features or related devices to assist a firefighter in determining the location of a fire.
VerDate Sep<11>2014
21:49 Oct 17, 2017
Jkt 244001
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48394
Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 / Rules and Regulations
Issued in Renton, Washington, on October
12, 2017.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[FR Doc. 2017–22544 Filed 10–17–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
Special Conditions: Bombardier Inc.
Model BD–700–2A12 and BD–700–
2A13 Airplanes; Airplane ElectronicSystem Security Protection From
Unauthorized Internal Access
[FR Doc. 2017–22525 Filed 10–17–17; 8:45 am]
BILLING CODE 4910–13–P
COMMODITY FUTURES TRADING
COMMISSION
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions;
correction.
AGENCY:
17 CFR Chapter I
This document corrects an
error that appeared in Docket No. FAA–
2015–6359, Special Conditions No. 25–
633–SC, which was published in the
Federal Register on August 22, 2016.
The error is an incorrect word in the
title of the final special conditions
document.
SUMMARY:
The effective date of this
correction is October 18, 2017.
DATES:
FOR FURTHER INFORMATION CONTACT:
Varun Khanna, FAA, Airplane and
Flight Crew Interface, AIR–671, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–1298; facsimile
425–227–1149.
SUPPLEMENTARY INFORMATION:
ethrower on DSK3G9T082PROD with RULES
Background
On August 22, 2016, the Federal
Register published a document
designated as Docket No. FAA–2015–
6359, Final Special Conditions No. 25–
633–SC (81 FR 56474). The document
issued special conditions pertaining to
system security to protect against
unauthorized access to digital systems
architecture composed of several
connected data networks that will have
the capability to allow connectivity of
the passenger-service computer systems
to the airplane critical systems and data
networks. As published, the document
contained an error in the title of the
special conditions document, stating
‘‘Authorized’’ where ‘‘Unauthorized’’ is
correct.
16:09 Oct 17, 2017
Jkt 244001
In the final special conditions
document (FR Doc. 2016–19994),
published on August 22, 2016 (81 FR
56474), make the following correction.
On page 56474, first column, the
special conditions title is corrected to
read:
Special Conditions: Bombardier Inc.
Model BD–700–2A12 and BD–700–
2A13 Airplanes; Airplane ElectronicSystem Security Protection from
Unauthorized Internal Access
Issued in Renton, Washington, on October
12, 2017.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[Docket No. FAA–2015–6359; Special
Conditions No. 25–633–SC]
VerDate Sep<11>2014
Correction
Comparability Determination for the
European Union: Margin Requirements
for Uncleared Swaps for Swap Dealers
and Major Swap Participants
Commodity Futures Trading
Commission.
ACTION: Notification of determination.
AGENCY:
The following is the analysis
and determination of the Commodity
Futures Trading Commission
(‘‘Commission’’) regarding a request by
the European Commission (‘‘EC’’) that
the Commission determine that laws
and regulations applicable in the
European Union (‘‘EU’’) provide a
sufficient basis for an affirmative
finding of comparability with respect to
margin requirements for uncleared
swaps applicable to certain swap
dealers (‘‘SDs’’) and major swap
participants (‘‘MSPs’’) registered with
the Commission. As discussed in detail
herein, the Commission has found the
margin requirements for uncleared
swaps under the laws and regulations of
the EU comparable in outcome to those
under the Commodity Exchange Act
(‘‘CEA’’) and Commission regulations.
DATES: This determination was made
and issued by the Commission on
October 13, 2017.
FOR FURTHER INFORMATION CONTACT:
Matthew Kulkin, Director, 202–418–
5213, mkulkin@cftc.gov, or Katherine S.
Driscoll, Associate Chief Counsel, 202–
418–5544, kdriscoll@cftc.gov, Division
of Swap Dealer and Intermediary
Oversight, Commodity Futures Trading
SUMMARY:
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
Commission, Three Lafayette Centre,
1155 21st Street NW., Washington, DC
20581.
SUPPLEMENTARY INFORMATION:
I. Introduction
Pursuant to section 4s(e) of the CEA,1
the Commission is required to
promulgate margin requirements for
uncleared swaps applicable to each SD
and MSP for which there is no
Prudential Regulator (collectively,
‘‘Covered Swap Entities’’ or ‘‘CSEs’’).2
The Commission published final margin
requirements for such CSEs in January
2016 (the ‘‘Final Margin Rule’’).3
Subsequently, on May 31, 2016, the
Commission published in the Federal
Register its final rule with respect to the
cross-border application of the
Commission’s margin requirements for
uncleared swaps applicable to CSEs
(hereinafter, the ‘‘Cross-Border Margin
Rule’’).4 The Cross-Border Margin Rule
sets out the circumstances under which
a CSE is allowed to satisfy the
requirements under the Final Margin
Rule by complying with comparable
foreign margin requirements
(‘‘substituted compliance’’); offers
certain CSEs a limited exclusion from
the Commission’s margin requirements;
and outlines a framework for assessing
whether a foreign jurisdiction’s margin
requirements are comparable in
outcome to the Final Margin Rule
(‘‘comparability determinations’’). The
Commission promulgated the CrossBorder Margin Rule after close
consultation with the Prudential
Regulators and in light of comments
17
U.S.C. 1 et seq.
7 U.S.C. 6s(e)(1)(B). SDs and MSPs for
which there is a Prudential Regulator must meet the
margin requirements for uncleared swaps
established by the applicable Prudential Regulator.
7 U.S.C. 6s(e)(1)(A). See also 7 U.S.C. 1a(39)
(defining the term ‘‘Prudential Regulator’’ to
include: The Board of Governors of the Federal
Reserve System; the Office of the Comptroller of the
Currency; the Federal Deposit Insurance
Corporation; the Farm Credit Administration; and
the Federal Housing Finance Agency). The
Prudential Regulators published final margin
requirements in November 2015. See Margin and
Capital Requirements for Covered Swap Entities, 80
FR 74840 (Nov. 30, 2015) (‘‘Prudential Regulators’
Final Margin Rule’’).
3 See Margin Requirements for Uncleared Swaps
for Swap Dealers and Major Swap Participants, 81
FR 636 (Jan. 6, 2016). The Final Margin Rule, which
became effective April 1, 2016, is codified in part
23 of the Commission’s regulations. See §§ 23.150—
23.159 and 23.161. The Commission’s regulations
are found in Chapter I of Title 17 of the Code of
Federal Regulations, 17 CFR parts 1 through 199.
4 See Margin Requirements for Uncleared Swaps
for Swap Dealers and Major Swap Participants—
Cross-Border Application of the Margin
Requirements, 81 FR 34818 (May 31, 2016). The
Cross-Border Margin Rule, which became effective
August 1, 2016, is codified in part 23 of the
Commission’s regulations. See § 23.160.
2 See
E:\FR\FM\18OCR1.SGM
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]]>Agencies
[Federal Register Volume 82, Number 200 (Wednesday, October 18, 2017)]
[Rules and Regulations]
[Pages 48389-48394]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-22544]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
========================================================================
Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 /
Rules and Regulations
[[Page 48389]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2016-0965; Special Conditions No. 25-702-SC]
Special Conditions: TTF Aerospace Inc., Boeing Model 767-300F
Series Airplane; Installation of Main-Deck Crew-Rest Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing Model 767-
300F series airplane. This airplane, as modified by TTF Aerospace Inc.,
will have a novel or unusual design feature when compared to the state
of technology envisioned in the airworthiness standards for transport-
category airplanes. This design feature is a crew-rest compartment
located in a Class E cargo compartment on the main deck of the
airplane. The applicable airworthiness regulations do not contain
adequate or appropriate safety standards for this design feature. These
special conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
DATES: This action is effective on TTF Aerospace Inc. on October 18,
2017. Send your comments by December 4, 2017.
ADDRESSES: Send comments identified by docket number FAA-2017-0965
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket Web site, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478).
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: John Shelden, FAA, Airframe and Cabin
Safety Section, AIR-675, Transport Standards Branch, Policy and
Innovation Division, Aircraft Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057-3356; telephone 425-227-2785; facsimile
425-227-1320.
SUPPLEMENTARY INFORMATION: The substance of these special conditions,
as applied to the installation of crew-rest modules in the upper and
lower lobes of the airplane, has been published in the Federal Register
for public comment in several prior instances. In the past decade,
comments were received in 2013 and 2014, but did not affect the
substance of these special conditions. Also, in 2015, the FAA approved
an exemption for a crew-rest module in a configuration very similar to
this proposal. That exemption received no public comment. Therefore,
the FAA finds it unnecessary to delay the effective date and that good
cause exists for making these special conditions effective upon
publication in the Federal Register.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
We will consider all comments we receive by the closing date for
comments. We may change these special conditions based on the comments
we receive.
Background
On September 28, 2016, TTF Aerospace Inc. applied for a
supplemental type certificate for the installation of a crew-rest
compartment on the main deck of Boeing Model 767-300F series airplanes.
The Boeing Model 767-300F series airplane is a transport-category,
wide-body freighter airplane with a maximum takeoff weight of
approximately 412,000 lbs.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, TTF Aerospace Inc. must show that the Boeing Model 767-
300F series airplane, as changed, continues to meet the applicable
provisions of the regulations listed in Type Certificate No. A1NM or
the applicable regulations in effect on the date of application for the
change, except for earlier amendments as agreed upon by the FAA.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Boeing Model 767-300F series
airplane because of a novel or unusual design feature, special
conditions are prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate, to incorporate the same novel or unusual design feature,
these special conditions would also apply to the other model under
Sec. 21.101.
[[Page 48390]]
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 767-300F series airplane must comply with
the fuel-vent and exhaust-emission requirements of 14 CFR part 34, and
the noise-certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.101.
Novel or Unusual Design Feature
The Boeing Model 767-300F series airplane, as modified by TTF
Aerospace Inc., will incorporate the following novel or unusual design
feature:
A crew-rest compartment installed in a Class E cargo compartment on
the airplane main deck.
Discussion
The crew-rest compartment will be located in what is currently the
Class E main-deck cargo compartment of Boeing Model 767-300F series
airplanes. It will be designed as a one-piece, self-contained unit for
installation in the forward portion of the cargo compartment. The crew-
rest compartment will be attached to the existing cargo-restraint
system, and will interface with the left-hand wall of the cargo
compartment with a seal that will surround the door that currently
provides passage to and from the cargo compartment. Crew-rest
compartment occupancy will be limited to a maximum of four occupants.
The crew-rest compartment will contain approved seats or berths,
able to withstand the maximum flight loads when occupied, for each
occupant permitted in the crew-rest compartment, and it will only be
occupied in flight, i.e., not during taxi, takeoff or landing. A smoke-
detection system, manual firefighting system, oxygen supply, and
occupant amenities will be provided in the crew-rest compartment. The
door will provide passage to and from the crew-rest compartment.
The FAA considers crew-rest 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) 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 crew-rest compartment fire-protection system
(i.e., smoke- or fire-detection and fire-suppression systems), in
conjunction with a crew-rest compartment fire, to be a catastrophic
event. Based on the ``Depth of Analysis Flowchart'' shown in Figure 2
of AC 25.1309-1A, the depth of analysis should include both qualitative
and quantitative assessments (reference paragraphs 8d, 9, and 10 of AC
25.1309-1A). In addition, it should be noted that flammable fluids, and
other dangerous cargo are prohibited from the crew-rest compartment.
The requirements in these special conditions are intended to enable
crewmembers quick entry to the crew-rest compartment to locate a fire
source, and also inherently place limits on the size of the crew-rest
area, as well as the amount of baggage that may be stored inside the
crew-rest compartment. Baggage in the crew-rest compartment must be
limited to the stowage of crew personal luggage, and the compartment
must not be used for the stowage of cargo or supernumerary baggage. The
design of a system that includes cargo or supernumerary baggage would
require additional requirements to ensure safe operation.
The addition of galley equipment, or a kitchenette incorporating a
heat source (e.g., cook tops, microwaves, coffee pots, etc.) other than
a conventional lavatory or kitchenette water heater, within the crew-
rest compartment, would also require additional special conditions, and
is prohibited until such conditions are approved. A water heater is
acceptable without the need for additional special conditions.
These special conditions contain the additional safety standards
that the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 767-300F series airplane. Should TTF Aerospace Inc. apply
at a later date for a supplemental type certificate to modify any other
model included on Type Certificate No. A1NM to incorporate the same
novel or unusual design feature, these special conditions would apply
to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability and
affects only the applicant who applied to the FAA for approval of this
feature on the airplane.
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 767-300F series airplanes
modified by TTF Aerospace Inc. Special conditions 1a, 2b, 2c, and the
operating procedures, warnings, alarms and alerts listed below must be
added to the limitations section of the airplane flight manual.
(1) Occupancy of the crew-rest compartment is limited to the total
number of installed sleeping berths and seats in the compartment. Each
occupant permitted in the crew-rest compartment must be provided an
approved seat or berth able to withstand the maximum flight loads when
occupied. The maximum occupancy is four in the crew-rest compartment,
accounting for two sleeping berths and two seats.
(a) An appropriate placard must be displayed in a conspicuous place
at each entrance to the crew-rest compartment to indicate:
(i) The maximum number of occupants allowed;
(ii) That occupancy is restricted to crewmembers who are trained in
evacuation procedures for the crew-rest compartment;
(iii) That occupancy is prohibited during taxi, takeoff, and
landing;
(iv) That smoking is prohibited in the crew-rest compartment;
(v) That hazardous quantities of flammable fluids, or other
dangerous cargo are prohibited from the crew-rest compartment;
(vi) That stowage in the crew-rest compartment must be limited to
emergency equipment, airplane-supplied equipment (e.g., bedding), and
crew personal luggage; cargo and supernumerary baggage is not allowed.
(b) At least one ashtray must be located conspicuously on or near
the entry side of any entrance to the crew-rest compartment.
(c) If access to the remainder of the Class E cargo compartment is
required from the crew-rest compartment, doors must be designed to be
easily opened from both within and outside of the crew-rest
compartment. If a locking mechanism is installed, it must be capable of
being unlocked from the outside without the aid of special tools. The
lock must not prevent opening from the inside of the compartment at any
time.
[[Page 48391]]
(d) For all doors installed in the evacuation routes, they must be
designed such that they do not allow anyone to be trapped inside the
crew-rest compartment. If a locking mechanism is installed on an
evacuation-route door, it must be capable of being unlocked from the
outside without the aid of special tools. The lock must not prevent
opening the door from the inside of the crew-rest compartment at any
time.
(2) An emergency-evacuation route must be available for occupants
of the crew-rest compartment to rapidly evacuate to the flight deck/
supernumerary area. The crew-rest compartment access must be able to be
closed from the flight deck/supernumerary area after evacuation. In
addition--
(a) The route must be designed to minimize the possibility of
blockage that might result from fire, mechanical or structural failure,
or persons standing on top of or against the escape route. The use of
evacuation routes must not be dependent on any powered device. If an
evacuation route has low headroom, provisions must be made to prevent
or protect crew-rest compartment occupants from head injury.
(b) Emergency-evacuation procedures, including the emergency
evacuation of an incapacitated occupant from the crew-rest compartment,
must be established. All of these procedures must be transmitted to the
operators for incorporation into their training programs and
appropriate operational manuals.
(c) The airplane flight manual, or other suitable means, must
include a limitation requiring that crewmembers be trained in the use
of evacuation routes.
(3) A means must be provided for the evacuation of an incapacitated
person (representative of a 95th percentile male) from the crew-rest
compartment to the supernumerary compartment. The evacuation must be
demonstrated for all evacuation routes.
(4) The following signs and placards must be provided in the crew-
rest compartment:
(a) At least one exit sign, located near each exit, meeting the
requirements of Sec. 25.812(b)(1)(i) at Amendment 25-58, except that a
sign with reduced background area of no less than 5.3 square inches
(excluding the letters) may be utilized, provided that it is installed
such that the material surrounding the exit sign is light in color
(e.g., white, cream, light beige). If the material surrounding the exit
sign is not light in color, a sign with a minimum of a one-inch wide
background border around the letters would also be acceptable;
(b) An appropriate placard located near each exit defining the
location and the operating instructions for each evacuation route;
(c) Placards must be readable from a distance of 30 inches under
emergency lighting conditions; and
(d) The exit handles and evacuation-path operating-instruction
placards must be illuminated to at least 160 micro lamberts under
emergency lighting conditions.
(5) In the event of failure of the airplane's main power system, or
of the normal crew-rest compartment lighting system, emergency
illumination must automatically be provided for the crew-rest
compartment. In addition--
(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 crew-rest compartment to evacuate to the flight deck/supernumerary
area by means of each evacuation route.
(d) The illumination level must be sufficient, with the privacy
curtains in the closed position, for each occupant of the crew-rest
compartment to locate an oxygen mask.
(6) A means must be provided for two-way voice communications
between crewmembers on the flight deck and occupants of the crew-rest
compartment.
(7) A means must be provided for manual activation of an aural
emergency-alarm system, audible during normal and emergency conditions,
to enable occupants on the flight deck to alert occupants of the crew-
rest 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 maintain power in-flight for at least ten
minutes after the shutdown or failure of all engines and auxiliary
power units (APUs), or the disconnection or failure of all power
sources dependent on their continued operation of the engines and APUs.
(8) A readily detectable means must be provided, for seated or
standing occupants of the crew-rest compartment, that indicates when
seatbelts should be fastened. In the absence of seats, at least one
means must be provided to accommodate anticipated turbulence (e.g.,
sufficient handholds). Seatbelt-type restraints must be provided for
berths, and must be compatible with occupant sleeping attitude during
cruise conditions. A placard must be located on each berth, and require
that seatbelts be fastened when occupied. If compliance with any of the
other requirements of these special conditions is predicated on a berth
occupant's specific head location, a placard must identify the head
location.
(9) In lieu of the requirements specified in Sec. 25.1439(a) at
Amendment 25-38, that pertain to isolated compartments, and to provide
a level of safety equivalent to that which is provided to occupants of
a small, isolated galley, the following equipment must be provided in
the crew-rest compartment:
(a) At least one approved hand-held fire extinguisher, appropriate
for the kinds of fires likely to occur;
(b) Two protective-breathing equipment (PBE) devices, approved to
Technical Standard Order C116A or equivalent, suitable for
firefighting, or one PBE for each hand-held fire extinguisher,
whichever is greater; and
(c) One flashlight.
Note: Additional PBEs and fire extinguishers in specific
locations, beyond the minimum numbers prescribed in special
condition no. 9, may be required as a result of any egress analysis
accomplished to satisfy special condition 2(a).
(10) A smoke- or fire-detection system (or systems) must be
provided that monitors each occupiable area within the crew-rest
compartment, including those areas partitioned by curtains. Flight
tests must be conducted to show compliance with this requirement. Each
system (or systems) must provide:
(a) A visual indication to the flight deck within one minute after
the start of a fire;
(b) An aural warning in the crew-rest compartment; and
(c) A warning in the main supernumerary area. This warning must be
readily detectable by a supernumerary.
(11) The crew-rest compartment must be designed such that fires
within the compartment can be controlled without a crewmember having to
enter the compartment, or the design of the access provisions must
allow crewmembers 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, to don the
[[Page 48392]]
firefighting equipment, and to gain access must not exceed the time for
the compartment to become smoke-filled, making it difficult to locate
the fire source.
(12) A means must be provided to exclude hazardous quantities of
smoke or extinguishing agent, originating in the crew-rest compartment,
from entering any other occupiable compartment. A means must also be
provided to exclude hazardous quantities of smoke or extinguishing
agent originating in the Class E cargo compartment from entering the
crew-rest compartment. This means must include the time periods during
the evacuation of the crew-rest compartment and, if applicable, when
accessing the crew-rest compartment to manually fight a fire. Smoke
entering any other compartment occupied by crewmembers or
supernumeraries, when the access to the crew-rest compartment is opened
during an emergency evacuation, must dissipate within five minutes
after the access to the crew-rest compartment is closed. Hazardous
quantities of smoke may not enter any other compartment occupied by
supernumeraries or crewmembers during subsequent access to manually
fight a fire in the crew-rest compartment (the amount of smoke
entrained by a firefighter exiting the crew-rest compartment through
the access is not considered hazardous). During the 1-minute smoke
detection time, penetration of a small quantity of smoke from the crew-
rest compartment, into an occupied area, is acceptable. Flight tests
must be conducted to show compliance with this requirement. If a built-
in fire-extinguishing system is used in lieu of manual firefighting,
then the fire-extinguishing system must be designed so that no
hazardous quantities of extinguishing agent will enter other
compartments occupied by supernumeraries or crewmembers. The system
must have adequate capacity to suppress any fire occurring in the crew-
rest compartment, considering the fire threat, volume of the
compartment, and the ventilation rate.
(13) In lieu of providing a supplemental oxygen system in
accordance with Sec. 25.1447(c)(1), a portable oxygen unit, meeting
the requirements of special condition no. 14, must be immediately
available for occupants of each seat and berth in the crew-rest
compartment. An aural and visual warning must be provided to warn the
occupants of the crew-rest compartment to don oxygen masks in the event
of decompression. The warning must activate before the cabin pressure
altitude exceeds 15,000 feet. The aural warning must sound continuously
for a minimum of five minutes or until a reset push-button in the crew-
rest compartment is pressed for reset. Procedures for decompression
events must be established for crew-rest compartment occupants. These
procedures must be transmitted to the operator for incorporation into
their training programs and appropriate operational manuals.
(14) The portable oxygen unit must meet the performance
requirements of either Sec. 25.1443(a) or Sec. 25.1443(b), or the
equipment must be shown to protect the occupant from hypoxia at an
activity level required to return to his or her seat following a rapid
decompression to 25,000 feet cabin altitude. In addition, the portable
oxygen equipment must:
(a) Meet Sec. 25.1439(b)(1), (2), and (4), and
(b) be designed to prevent any inward leakage to the inside of the
mask, and
(c) prevent any outward leakage causing significant increase in the
oxygen content of the local atmosphere, and
(d) be sized adequately for continuous and uninterrupted use during
worst-case flight duration following decompression, or must be of
sufficient duration to allow the occupant to return to their seat,
where additional oxygen is readily accessible for the remainder of the
decompression event.
(15) If the airplane contains a destination area, such as a
crewmember changing area, a portable oxygen unit, meeting the
requirements of special condition no. 14, must be readily available for
each occupant who may reasonably be expected to be in the destination
area.
(a) An aural and visual warning must be provided to alert the
occupants of the crew-rest compartment to don oxygen masks in the event
of decompression or fire in the Class E cargo compartment, or in cases
in which a decompression and subsequent climb are required. The warning
must activate before the cabin pressure altitude exceeds 15,000 feet.
The aural warning must sound continuously for a minimum of five minutes
or until a reset push button in the crew-rest compartment is pressed
for reset.
(b) Procedures for decompression events must be established for
crew-rest compartment occupants. These procedures must be transmitted
to the operator for incorporation into their training programs and
appropriate operational manuals. These procedures must be transmitted
to the operator for incorporation into their training programs and
appropriate operational manuals. In addition, a decompression panel
must be incorporated into the crew-rest compartment construction.
(16) The following requirements apply to crew-rest compartments
that are divided into sections by the installation of curtains or
partitions:
(a) To accommodate sleeping occupants, an aural alert must be
available that can be heard in each section of the crew-rest
compartment. A visual indicator that occupants must don an oxygen mask
is required in each section where seats or berths are installed. A
minimum of one portable oxygen unit, meeting the requirements of
special condition no. 14, is required for each seat or berth.
(b) A placard is required, adjacent each curtain that visually
divides or separates, for privacy purposes, the crew-rest compartment
into sections. The placard must require that the curtains remain open
when the sections they create are unoccupied.
(c) For each crew-rest compartment section created by the
installation of a curtain, the following requirements must be met with
the curtain open or closed:
(i) Emergency illumination (special condition no. 5);
(ii) Emergency alarm system (special condition no. 7);
(iii) Fasten-seatbelt signal, or return-to-seat signal, as
applicable (special condition no. 8); and
(iv) A smoke- or fire-detection system (special condition no. 10).
(d) Compartments visually divided, to the extent that evacuation
could be affected, must have exit signs that direct occupants to the
primary exit. The exit signs must be provided in each separate section
of the crew-rest compartment, and must meet the requirements of Sec.
25.812(b)(1)(i) at Amendment 25-58. An exit sign with reduced
background area, as described in special condition no. 4(a), may be
used to meet this requirement.
(e) For sections within a crew-rest compartment that are created by
the installation of a partition with a door separating the sections,
the following requirements must be met with the door open or closed:
(i) It must be shown that any door between the sections has been
designed to preclude anyone from being trapped inside the compartment.
Removal of an incapacitated occupant from within this area must be
considered. A secondary evacuation route from a small room, such as a
changing area or lavatory designed for only one occupant for short
duration, is not required. However, removal of an incapacitated
occupant from within this area must be considered.
[[Page 48393]]
(ii) Each section must contain exit signs that meet the
requirements of Sec. 25.812(b)(1)(i) at Amendment 25-58, directing
occupants to the primary exit. An exit sign with reduced background
area, as described in special condition no. 4(a), may be used to meet
this requirement.
(iii) Special condition nos. 5 (emergency illumination), 7
(emergency alarm system), 8 (fasten-seatbelt signal, or return-to-seat
signal, as applicable), and 10 (smoke- or fire-detection system) must
be met with the door open or closed.
(iv) Special condition nos. 6 (two-way voice communication) and 9
(emergency firefighting and protective equipment) must be met
independently for each separate section, except for lavatories or other
small areas that are not intended to be occupied for extended duration.
(17) Where a waste-disposal receptacle is installed, it must be
equipped with a built-in fire extinguisher designed to discharge
automatically upon occurrence of a fire in the receptacle.
(18) Materials, including finishes or decorative surfaces applied
to the materials, must comply with the flammability requirements of
Sec. 25.853 as amended by Amendment 25-116 or later. Seat cushions and
mattresses must comply with the flammability requirements of Sec.
25.853(c) as amended by Amendment 25-116 or later, and the test
requirements of part 25, appendix F, part II, or other equivalent
methods.
(19) When a crew-rest compartment is installed or enclosed as a
removable module in part of a cargo compartment, or is located directly
adjacent to a cargo compartment without an intervening cargo
compartment wall, the following applies:
(a) Any wall of the module (container) forming part of the boundary
of the reduced cargo compartment, subject to direct flame impingement
from a fire in the cargo compartment and including any interface item
between the module (container) and the airplane structure or systems,
must meet the applicable requirements of Sec. 25.855 at Amendment 25-
60.
(b) Means must be provided so that the fire-protection level of the
cargo compartment meets the applicable requirements of Sec. 25.855 at
Amendment 25-60, Sec. 25.857 at Amendment 25-60, and Sec. 25.858 at
Amendment 25-54 when the module (container) is not installed.
(c) Use of an emergency-evacuation route must not require occupants
of the crew-rest compartment to enter the cargo compartment as a means
by which to return to the flight deck/supernumerary area.
(d) The aural warning in special condition no. 7 must sound in the
crew-rest compartment in the event of a fire in the cargo compartment.
(20) All enclosed stowage compartments within the crew-rest
compartment that are not limited to stowage of emergency equipment or
airplane-supplied equipment (e.g., bedding) must meet the design
criteria provided in the table below. As indicated in the table, these
special conditions do not address enclosed stowage compartments greater
than 200 ft\3\ in interior volume. The in-flight accessibility of very
large, enclosed stowage compartments, and the subsequent impact on
crewmembers' ability to effectively reach any part of the compartment
with the contents of a hand-held fire extinguisher, requires additional
fire-protection considerations similar to those required for
inaccessible compartments such as Class C cargo compartments.
Stowage Compartment Interior Volumes
----------------------------------------------------------------------------------------------------------------
Fire protection features Less than 25 ft\3\ 25 ft\3\ to 57 ft\3\ 57 ft\3\ to 200 ft\3\
----------------------------------------------------------------------------------------------------------------
Materials of Construction \1\..... Yes.................. Yes.................. Yes.
Detectors \2\..................... No................... Yes.................. Yes
Liner \3\......................... No................... No................... Yes.
Locating Device \4\............... No................... Yes.................. Yes.
----------------------------------------------------------------------------------------------------------------
\1\ 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 crew-rest compartment; and
(c) A warning in the supernumerary seating area.
\3\ Liner: If it can be shown that the material used to construct the stowage compartment meets the flammability
requirements of a liner for a Class B cargo compartment, 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 at Amendment 25-60
for a Class B cargo compartment.
\4\ Fire-Location Detector: Crew-rest compartments that contain enclosed stowage compartments exceeding 25 ft\3\
interior volume and which are located away from one central location, such as the entry to the crew-rest
compartment or a common area within the crew-rest compartment, would require additional fire-protection
features or related devices to assist a firefighter in determining the location of a fire.
[[Page 48394]]
Issued in Renton, Washington, on October 12, 2017.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2017-22544 Filed 10-17-17; 8:45 am]
BILLING CODE 4910-13-P
