Special Conditions: TTF Aerospace Inc., Boeing Model 767-300F Series Airplane; Installation of Main-Deck Crew-Rest Compartment, 48389-48394 [2017-22544]

Download as PDF 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 http://www.regulations.gov/ and follow the online instructions for sending your comments electronically. • Mail: Send comments to Docket Operations, M–30, U.S. Department of Transportation (DOT), 1200 New Jersey ethrower on DSK3G9T082PROD with RULES ADDRESSES: VerDate Sep<11>2014 16:09 Oct 17, 2017 Jkt 244001 Avenue SE., Room W12–140, West Building Ground Floor, Washington, DC 20590–0001. • Hand Delivery or Courier: Take comments to Docket Operations in Room W12–140 of the West Building Ground Floor at 1200 New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. • Fax: Fax comments to Docket Operations at 202–493–2251. Privacy: The FAA will post all comments it receives, without change, to http://www.regulations.gov/, including any personal information the commenter provides. Using the search function of the docket 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 http://www.regulations.gov/ at any time. Follow the online instructions for accessing the docket or go to Docket Operations in Room W12–140 of the West Building Ground Floor at 1200 New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. FOR FURTHER INFORMATION CONTACT: 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 PO 00000 Frm 00001 Fmt 4700 Sfmt 4700 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. E:\FR\FM\18OCR1.SGM 18OCR1 48390 Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 / Rules and Regulations 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. ethrower on DSK3G9T082PROD with RULES 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 VerDate Sep<11>2014 16:09 Oct 17, 2017 Jkt 244001 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. PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 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. E:\FR\FM\18OCR1.SGM 18OCR1 ethrower on DSK3G9T082PROD with RULES Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 / Rules and Regulations (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 VerDate Sep<11>2014 16:09 Oct 17, 2017 Jkt 244001 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 PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 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 E:\FR\FM\18OCR1.SGM 18OCR1 ethrower on DSK3G9T082PROD with RULES 48392 Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 / Rules and Regulations 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. VerDate Sep<11>2014 16:09 Oct 17, 2017 Jkt 244001 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 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 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. E:\FR\FM\18OCR1.SGM 18OCR1 Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 / Rules and Regulations (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 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 E:\FR\FM\18OCR1.SGM 18OCR1 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 18OCR1

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 http://www.regulations.gov/ and follow the online instructions for sending 
your comments electronically.
     Mail: Send comments to Docket Operations, M-30, U.S. 
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room 
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
     Hand Delivery or Courier: Take comments to Docket 
Operations in Room W12-140 of the West Building Ground Floor at 1200 
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at 202-493-2251.
    Privacy: The FAA will post all comments it receives, without 
change, to http://www.regulations.gov/, including any personal 
information the commenter provides. Using the search function of the 
docket 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 
http://www.regulations.gov/ at any time. Follow the online instructions 
for accessing the docket or go to Docket Operations in Room W12-140 of 
the West Building Ground Floor at 1200 New Jersey Avenue SE., 
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays.

FOR FURTHER INFORMATION CONTACT: 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