Special Conditions: SWS Certification Services, Ltd., Boeing Model 747-8 Airplanes; Installation of an Overhead Passenger-Sleeping Compartment in the Main Deck, 14360-14364 [2018-06802]
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Federal Register / Vol. 83, No. 65 / Wednesday, April 4, 2018 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2018–0011; Special
Conditions No. 25–722–SC]
Special Conditions: SWS Certification
Services, Ltd., Boeing Model 747–8
Airplanes; Installation of an Overhead
Passenger-Sleeping Compartment in
the Main Deck
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for the Boeing Model 747–8
airplane. This airplane, as modified by
SWS Certification Services, Ltd. (SWS),
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 the installation of an overhead
passenger-sleeping compartment in the
main deck. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: Effective April 4, 2018.
FOR FURTHER INFORMATION CONTACT:
Alan Sinclair, FAA, Airframe and Cabin
Safety Section, AIR–675, Transport
Standards Branch, Policy and
Innovation Division, Aircraft
Certification Service, 2200 S. 216th St.,
Des Moines, Washington 98198–6547;
telephone 206–231–3215.
SUPPLEMENTARY INFORMATION:
SUMMARY:
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Background
On February 10, 2016, SWS applied
for a supplemental type certificate for
the installation of overhead passengersleeping compartments in the main deck
of Boeing Model 747–8 airplanes. The
Model 747–8 airplane is a wide-body
airplane equipped with four turbofan
engines. This airplane has a maximum
seating capacity of 605 passengers and
12 cabin crewmembers, and has a
maximum takeoff weight of 987,000 lbs.
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
SWS must show that the Boeing Model
747–8 airplane, as changed, continues to
meet the applicable provisions of the
regulations listed in Type Certificate No.
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A20WE, or the applicable regulations in
effect on the date of application for the
change, except for earlier amendments
as agreed upon by the FAA. The
regulations listed in the type certificate
are commonly referred to as the ‘‘type
certification basis.’’ The certification
basis for the Model 747–8 is part 25, as
amended by amendment 25–1 through
amendment 25–120, with exceptions
permitted by § 21.101.
In addition, the certification basis
includes certain special conditions,
exemptions, or later amended sections
of the applicable part that are not
relevant to these special conditions.
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 747–8 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.
In addition to the applicable
airworthiness regulations and special
conditions, the Model 747–8 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.
Novel or Unusual Design Features
The Boeing Model 747–8 airplane, as
modified by SWS, will incorporate the
following novel or unusual design
feature: Overhead passenger-sleeping
compartments in the main deck.
Discussion
SWS, located in the United Kingdom,
will install an AeroloftTM Overhead
Passenger Sleeping/Rest Compartment
(OPSC) in the crown area of the Boeing
Model 747–8 airplane, in front of the
Overhead Flight Attendant Rest (OFAR)
Compartment. The operation of this
airplane is limited for private use only,
not for hire, not for common carriage.
The OPSC is similar in function and
design to the OFAR but will be for
passenger use. Specifically, the OPSC
consists of eight passenger-sleeping
compartments, with single occupancy
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for each compartment. The OPSC
includes a station for a trained flight
attendant, and is intended for in-flight
use only; not during taxi, takeoff, or
landing. The size of the installation is
similar to the OFAR and will have a
separate staircase for access in the front
of the compartment, in the main deck
near the door 4 area. The OPSC is open
for passengers only when a flight
attendant is present in the OPSC. This
dedicated flight attendant is allocated
for passenger briefing on emergency
procedures, evacuation, and for the use
of emergency equipment and systems
within the OPSC.
These special conditions establish
seating, communication, lighting,
personal safety, and evacuation
requirements for the OPSC
compartment. In addition, passenger
information signs and placards,
supplemental oxygen, and a seat or
berth for each occupant of the OPSC
compartment are required. These items
are necessary because of turbulence or
decompression. When applicable, the
requirements parallel the existing
requirements for an overhead service
compartment, and provide an
equivalent level of safety to that
provided for main-deck occupants.
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.
Discussion of Comments
Notice of Proposed Special
Conditions No. 25–18–01–SC, for the
Boeing Model 747–8 airplane, was
published in the Federal Register on
February 22, 2018 (83 FR 7638). The
FAA received two comments. One
commenter is in support of these special
conditions. The other commenter
suggested general applicability
regulations on the subject matter of
these special conditions. The FAA
suggests that the substance of this
comment may be better addressed as a
petition for rulemaking under 14 CFR
part 11.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
Model 747–8 airplane as modified by
SWS. Should SWS apply at a later date
for a supplemental type certificate to
modify any other model included on
Type Certificate No. A20WE, to
incorporate the same novel or unusual
design feature, these special conditions
would apply to that model as well.
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Conclusion
This action affects only certain novel
or unusual design features on one model
series 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.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register. However, as the
certification date for the Boeing Model
747–8 airplane, as modified by SWS, is
imminent, the FAA finds that good
cause exists to make these special
conditions effective upon publication.
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.
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The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Boeing Model
747–8 airplanes modified by SWS
Certification Services, Ltd.
(1) During flight, occupancy of the
Overhead Passenger Sleeping/Rest
Compartment is limited to the total
number of installed bunks in the
compartment that are approved to the
maximum flight-loading conditions.
Therefore, the OPSC is limited to a
maximum of eight occupants for inflight use only.
(a) Occupancy of the OPSC is for
passengers only when a dedicated flight
attendant is present in the OPSC.
(b) The OPSC design must include
appropriate placards located inside and
outside each entrance to the OPSC to
indicate:
(i) The maximum number of eight
occupants allowed during flight.
(ii) Occupancy is prohibited during
taxi, take-off, and landing.
(iii) Smoking is prohibited in the
OPSC.
(iv) Stowage in the OPSC area is
limited to personal luggage. The
stowage of cargo is not allowed.
(c) The airplane must contain at least
one ashtray on both the inside and the
outside of any entrance to the OPSC.
(2) The following requirements are
applicable to OPSC door(s):
(a) For any door installed between the
OPSC and the passenger cabin, a means
must be provided to allow the door to
be quickly opened from inside the
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OPSC, even when crowding from an
emergency evacuation occurs at each
side of the door.
(b) Doors installed across emergency
egress routes must have a means to latch
them in the open position. The latching
means must be able to withstand the
loads imposed upon it when the door is
subjected to the ultimate inertia forces,
relative to the surrounding structure,
listed in § 25.561(b).
(c) The OPSC design must include a
placard displayed in a conspicuous
location on the outside of the entrance
door of the OPSC, and on any other
door(s) installed across emergency
egress routes of the OPSC, requiring
those doors to be latched closed during
taxi, takeoff, and landing (TT&L).
(i) This requirement does not apply to
emergency-escape hatches installed in
the OPSC.
(ii) The OPSC design must include a
placard displayed in a conspicuous
place on the outside of the entrance
door to the OPSC that requires the door
to be closed and locked when it is not
occupied.
(iii) The design-approval holder must
transmit procedures for meeting these
requirements to the operator for
incorporation into training programs
and appropriate operational manuals.
(d) For all outlet doors installed in the
OPSC, a means must be in place to
preclude anyone from being trapped
inside the OPSC. If the design installs a
locking mechanism, the locking
mechanism 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
OPSC at any time.
(3) At least two emergency-evacuation
routes must be available, and which
could be used by each occupant of the
OPSC to rapidly evacuate to the main
cabin. A person must be able to close
these evacuation routes from the main
passenger cabin after evacuation. In
addition;
(a) The design must include routes
with sufficient separation within the
OPSC to minimize the possibility of an
event either inside or outside of the
OPSC, rendering both routes
inoperative. The design-approval holder
may show compliance by inspection or
by analysis. Regardless of which method
is used, the maximum acceptable
distance between OPSC exits is 60 feet.
(b) The design-approval holder must
design routes to minimize the
possibility of blockage, which might
result from fire, mechanical or structural
failure, or persons standing below or
against the OPSC outlets. If an
evacuation route is in an area where
normal movement or evacuation of
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passengers occurs, the applicant must
demonstrate that passengers would not
impede egress to the main deck. If low
headroom is at or near the evacuation
route, the design must make provisions
to prevent or to protect occupants of the
OPSC from head injury. Use of
evacuation routes must not depend on
any powered device. If an OPSC
evacuation route outlet is over an area
of passenger seats, the design may allow
the temporary displacement of a
maximum of five passengers from their
seats during the process of evacuating
an incapacitated person(s). If such an
evacuation procedure involves the
evacuee stepping on seats, the evacuee
must not damage seats to the extent that
the seats would not be acceptable for
occupancy during an emergency
landing.
(c) The design-approval holder must
establish emergency-evacuation
procedures, including procedures for
emergency evacuation of an
incapacitated occupant from the OPSC.
The design-approval holder must
transmit all of these procedures to the
operator for incorporation into training
programs and appropriate operational
manuals.
(d) The design-approval holder must
include a limitation in the airplane
flight manual (AFM), or other suitable
means, to require that crewmembers are
trained in the use of the OPSC
evacuation routes. This training must
instruct crewmembers to ensure that the
OPSC (including seats, doors, etc.) is in
the proper TT&L configuration during
TT&L.
(e) In the event no flight attendant is
present in the area around the OPSC
outlet door, and also during an
emergency, including an emergency
evacuation, a means must be available
to prevent passengers from entering the
OPSC.
(f) Doors or hatches separating the
OPSC from the main deck must not
adversely affect evacuation of occupants
on the main deck (slowing evacuation
by encroaching into aisles, for example),
or cause injury to those occupants
during opening or while opened.
(g) The means of opening outlet doors
and hatches to the OPSC compartment
must be simple and obvious. The OPSC
compartment outlet doors and hatches
must be able to be closed from the main
passenger cabin.
(4) A means must be available for
evacuating an incapacitated person
(representative of a 95th percentile
male) from the OPSC compartment to
the passenger cabin floor. The designapproval holder must demonstrate such
an evacuation for all evacuation routes.
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(5) The design-approval holder must
provide the following signs and
placards in the OPSC, and the signs and
placards must meet the following
criteria:
(a) At least one exit sign, located near
each OPSC evacuation-route outlet,
meeting the emergency-lighting
requirements of § 25.812(b)(1)(i). One
allowable exception would be a sign
with reduced background area of no less
than 5.3 square inches (excluding the
letters), provided that it is installed so
that the material surrounding the exit
sign is light in color (white, cream, light
beige, for example). If the material
surrounding the exit sign is not light in
color, a sign with a minimum of a oneinch-wide background border around
the letters would be acceptable. Another
allowable exception is a sign with a
symbol that the FAA has determined to
be equivalent for use as an exit sign in
an OPSC.
(b) The OPSC design must
conspicuously locate an appropriate
placard on or near each OPSC outlet
door or hatch that defines the location
and the operating instructions for access
to, and operation of, the outlet door or
hatch.
(c) Placards must be readable from a
distance of 30 inches under emergency
lighting conditions.
(d) The design must illuminate the
door or hatch handles and operatinginstruction placards, required by
Special Condition 5b of these special
conditions, to at least 160 microlamberts
under emergency-lighting conditions.
(6) An automatic means of emergency
illumination must be available in the
OPSC in the event of failure of the
airplane main power system, or failure
of the normal OPSC lighting system.
(a) The design must power this
emergency illumination independently
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 to allow occupants of the
OPSC to locate and move to the main
passenger cabin floor by means of each
evacuation route.
(d) The illumination level must be
sufficient, with the privacy curtains in
the closed position, for each occupant of
the OPSC compartment to locate a
deployed oxygen mask.
(7) A means must be available for twoway voice communications between
crewmembers on the flight deck and
occupants of the OPSC. Two-way
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communications must also be available,
between occupants of the OPSC and
each flight-attendant station in the
passenger cabin, per § 25.1423(g) for
areas required to have a public-addresssystem microphone. In addition, the
public-address system must include
provisions to provide only the relevant
information to the crewmembers in the
OPSC (e.g., fire in flight, airplane
depressurization, preparation of the
compartment for landing, etc.). That is,
provisions must be made so that
occupants of the OPSC will not be
disturbed with normal, non-emergency
announcements made to the passenger
cabin.
(8) A means must be available for
manual activation of an aural
emergency-alarm system, audible during
normal and emergency conditions, to
enable crewmembers on the flight deck
and at each pair of required floor-level
emergency exits to alert occupants of
the OPSC of an emergency situation.
Use of a public-address or crewinterphone system will be acceptable,
provided an adequate means of
differentiating between normal and
emergency communications is
incorporated. The design must power
the system in flight, after the shutdown
or failure of all engines and auxiliary
power units, for a period of at least ten
minutes.
(9) A means must be in place, readily
detectable by seated or standing
occupants of the OPSC, to indicate
when seat belts should be fastened. The
design must provide seatbelt-type
restraints for berths and must be
compatible with the sleeping position
during cruise conditions. A placard on
each berth must require that these
restraints be fastened when occupied. If
compliance with any of the other
requirements of these special conditions
is predicated on specific head position,
a placard must identify that head
position.
(10) In lieu of the requirements
specified in § 25.1439(a) pertaining to
isolated compartments, and to provide a
level of safety equivalent to that
provided to occupants of an isolated
galley, the design must provide the
following equipment in the OPSC:
(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, suitable for
firefighting, or one PBE for each handheld fire extinguisher, whichever is
greater. All PBE devices must be
approved to Technical Standard Order
(TSO)-C116 or equivalent.
(c) One flashlight.
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Note: The design may require additional
PBE devices and fire extinguishers in specific
locations, beyond the minimum numbers
prescribed in Special Condition 10 as a result
of the egress analysis accomplished to satisfy
Special Condition 4.
(11) The design must provide a
smoke- or fire-detection system (or
systems) to monitor each occupiable
space within the OPSC, including those
areas partitioned with curtains or doors.
The design-approval holder must
conduct flight tests to show compliance
with this requirement. If a fire occurs,
each system 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 OPSC
compartment.
(c) A warning in the main passenger
cabin. A flight attendant must readily
detect this warning, taking into
consideration the locations of flight
attendants throughout the main
passenger compartment during various
phases of flight.
(12) The design must provide a means
to fight a fire. This ability can be either
a built-in extinguishing system or a
manual, hand-held extinguishing
system.
(a) For a built-in extinguishing
system:
(i) The system must have adequate
capacity to suppress a fire considering
the fire threat, volume of the
compartment, and the ventilation rate.
The system must have sufficient
extinguishing agent to provide an initial
knockdown and suppression
environment per the minimum
performance standards that have been
established for the agent being used. In
addition, certification flight testing will
verify the acceptable duration that the
suppression environment can be
maintained.
(ii) If the capacity of the extinguishing
system does not provide effective fire
suppression that will last for the
duration of flight from the farthest point
in route to the nearest suitable landing
site expected in service, the designapproval holder must establish an
additional manual firefighting
procedure. For the built-in
extinguishing system, the design must
establish and document the time
duration for effective fire suppression in
the firefighting procedures in the AFM.
If the duration of time for demonstrated
effective fire suppression provided by
the built-in extinguishing agent will be
exceeded, the firefighting procedures
must instruct the crew to:
(1) Enter the OPSC at the time that
demonstrated fire-suppression
effectiveness will be exceeded.
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(2) Check for and extinguish all
residual fire.
(3) Confirm that the fire is out.
(b) For a manual, hand-held
extinguishing system (designed as the
sole means to fight a fire or to
supplement a built-in extinguishing
system of limited suppression duration)
for the OPSC:
(i) The design-approval holder must
include a limitation in the AFM or other
suitable means requiring that
crewmembers be trained in firefighting
procedures.
(ii) The OPSC design must allow
crewmembers equipped for firefighting
to have unrestricted access to all parts
of the OPSC.
(iii) The time for a crewmember on
the main deck to react to the fire alarm,
don the firefighting equipment, and gain
access to the OPSC must not exceed the
time it would take for the compartment
to become filled with smoke, thus
making it difficult to locate the fire
source.
(iv) The design-approval holder must
establish approved procedures
describing methods for searching the
OPSC for fire source(s). The designapproval holder must transmit these
procedures to the operator for
incorporation into its training programs
and appropriate operational manuals.
(13) Design must provide a means to
prevent hazardous quantities of smoke
or extinguishing agent, originating in
the OPSC, from entering any other
occupiable compartment.
(a) Small quantities of smoke may
penetrate from the OPSC into other
occupied areas during the one-minute
smoke detection time.
(b) A provision in the firefighting
procedures must ensure that all doors
and hatches at the OPSC outlets are
closed after evacuation of the
compartment and during firefighting to
minimize smoke and extinguishing
agent entering other occupiable
compartments.
(c) All smoke entering any occupiable
compartment, when access to the OPSC
is open for evacuation, must dissipate
within five minutes after the access to
the OPSC is closed.
(d) Hazardous quantities of smoke
may not enter any occupied
compartment during access to manually
fight a fire in the OPSC. The amount of
smoke entrained by a firefighter exiting
the OPSC is not considered hazardous.
(e) The design-approval holder must
conduct flight tests to show compliance
with this requirement.
(14) A supplemental oxygen system
within the OPSC must provide the
following:
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(a) At least one oxygen mask for each
berth in the OPSC.
(b) If the OPSC provides a destination
area (such as a changing area), an
oxygen mask must be readily available
for each occupant who can reasonably
be expected to be in the destination
area, with the maximum number of
required masks within the destination
area being limited to the placarded
maximum occupancy of the OPSC.
(c) An oxygen mask must be readily
accessible to each occupant who can
reasonably be expected to be moving
from the main cabin into the OPSC,
moving around within the OPSC, or
moving from the OPSC to the main
cabin.
(d) The system must provide an aural
and visual alert to warn occupants of
the OPSC to don oxygen masks in the
event of decompression. The aural and
visual alerts must activate concurrently
with deployment of the oxygen masks in
the passenger cabin. To compensate for
sleeping occupants, the aural alert must
be heard in each section of the OPSC
and must sound continuously for a
minimum of five minutes or until a reset
switch within the OPSC is activated. A
visual alert that informs occupants that
they must don an oxygen mask must be
visible in each section.
(e) The design must provide a means
by which oxygen masks can be
manually deployed from the flight deck.
(f) The design-approval holder must
establish approved procedures for the
OPSC in the event of decompression.
The design-approval holder must
transmit these procedures to the
operator for incorporation into its
training programs and appropriate
operational manuals.
(g) The supplemental oxygen system
for the OPSC must meet the same part
25 regulations as the supplemental
oxygen system for the passenger cabin
occupants, except for the 10 percent
additional-masks requirement of
§ 25.1447(c)(1).
(15) The following additional
requirements apply to an OPSC that are
divided into several sections by the
installation of curtains or partitions:
(a) The OPSC design requires a
placard adjacent to each curtain that
visually divides or separates, for
example, for privacy purposes, the
OPSC into multiple sections. The
placard must require that the curtain(s)
remains open when the section it
creates is unoccupied. The vestibule
section adjacent to the stairway is not
considered a private section and,
therefore, does not require a placard.
(b) For each section of the OPSC
created by the installation of a curtain,
the following requirements of these
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special conditions must be met with the
curtain open or closed:
(i) No-smoking placard requirement
(Special Condition 1).
(ii) Emergency illumination
requirement (Special Condition 6).
(iii) Emergency alarm-system
requirement (Special Condition 8).
(iv) Seatbelt-fasten signal or return-toseat signal as applicable requirement
(Special Condition 9).
(v) Smoke- or fire-detection system
requirement (Special Condition 11).
(vi) Oxygen-system requirement
(Special Condition 14).
(c) OPSC that are visually divided to
the extent that evacuation could be
adversely affected must have exit signs
directing occupants to the primary
stairway outlet. The design must
provide exit signs in each separate
section of the OPSC, except for
curtained bunks, and must meet
requirements of § 25.812(b)(1)(i). The
design-approval holder may use an exit
sign with reduced background area or a
symbolic exit sign, as described in
special condition 5a, to meet this
requirement.
(d) For sections within an OPSC
created by the installation of a rigid
partition with a door separating the
sections, the design must meet the
following special conditions with the
door open or closed:
(i) A secondary evacuation route from
each section to the main deck, or the
applicant must show that any door
between the sections precludes anyone
from being trapped inside a section of
the compartment. The design must
consider the removal of an incapacitated
occupant from within this area. The
design does not require a secondary
evacuation route from a small room
designed for only one occupant for a
short time duration, such as a changing
area or lavatory, but the design must
consider the removal of an incapacitated
occupant from within such a small
room.
(ii) The design-approval holder must
show any door between the sections to
be openable when crowded against,
even when crowding occurs at each side
of the door.
(iii) The design may locate no more
than one door between any seat or berth
and the primary stairway door.
(iv) In each section, exit signs meeting
the requirements of § 25.812(b)(1)(i), or
shown to have an equivalent level of
safety, must direct occupants to the
primary stairway outlet. The design may
use an exit sign with reduced
background area, or a symbolic exit
sign, as described in special condition
5a, to meet this requirement.
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(v) The design must meet special
conditions 1 (no-smoking placards), 6
(emergency illumination), 8 (emergency
alarm system), 9 (fasten-seatbelt signal
or return-to-seat signal as applicable), 11
(smoke- or fire-detection system), and
14 (oxygen system) with the OPSC door
open or closed.
(vi) The design must meet special
conditions 7 (two-way voice
communication) and 10 (emergency
firefighting and protective equipment)
independently for each separate section,
except for lavatories or other small areas
that are not intended to be occupied for
extended periods of time.
(16) If a waste-disposal receptacle is
fitted in the OPSC, it must be equipped
with an automatic fire extinguisher that
meets the performance requirements of
§ 25.854(b).
(17) Materials (including finishes or
decorative surfaces applied to the
materials) must comply with the
flammability requirements of § 25.853 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.
(18) The addition of a lavatory within
the OPSC would require the lavatory to
meet the same requirements as those for
a lavatory installed on the main deck,
except with regard to special condition
11 for smoke detection.
(19) The design must completely
enclose each stowage compartment in
the OPSC, except for underseat
compartments for occupant
convenience. All enclosed stowage
compartments within the OPSC that are
not limited to stowage of emergency
equipment or airplane-supplied
equipment (i.e., bedding) must meet the
design criteria described in the table
below. Enclosed stowage compartments
greater than 200 ft.3 in interior volume
are not addressed by this special
condition. The in-flight accessibility of
very large, enclosed, stowage
compartments and the subsequent
impact on the crewmembers’ ability to
effectively reach any part of the
compartment with the contents of a
hand-held fire-extinguishing system,
will require additional fire-protection
considerations similar to those required
for inaccessible compartments such as
Class C cargo compartments.
(20) The AFM must state that this
airplane is to be operated for private use
only, not for hire, not for common
carriage.
DESIGN CRITERIA FOR ENCLOSED STOWAGE COMPARTMENTS NOT LIMITED TO STOWAGE OF EMERGENCY OR AIRPLANESUPPLIED EQUIPMENT
Applicability of fire protection requirements by interior volume
Fire protection features
less than 25 ft.3
Compliant Materials of Construction 1 .............................
Smoke or Fire Detectors 2 ...............................................
Liner 3 ...............................................................................
Fire Location Detector 4 ...................................................
25 ft.3 to 57 ft.3
Yes ....................................
No ......................................
No ......................................
No ......................................
Yes ....................................
Yes ....................................
Conditional .........................
Yes ....................................
57 ft.3 to 200 ft.3
Yes.
Yes.
Yes.
Yes.
1 Compliant Materials of Construction: The material used in constructing each enclosed stowage compartment must at least be fire resistant
and must meet the flammability standards established for interior components (i.e., 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 OPSC.
(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking into consideration the locations of flight attendants throughout the main passenger compartment during various phases of flight.
3 Liner: If material used in constructing the stowage compartment can be shown to meet the flammability requirements of a liner for a Class B
cargo compartment (i.e., § 25.855 at amendment 25–116, and Appendix F, part I, paragraph (a)(2)(ii)), then no liner would be required for enclosed stowage compartments equal to or greater than 25 ft.3 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
§ 25.855 for a Class B cargo compartment.
4 Fire-Location Detector: If an OPSC has enclosed stowage compartments exceeding 25 ft.3 interior volume and that are located separately
from the other stowage compartments (located, for example, away from one central location, such as the entry to the OPSC or a common area
within the OPSC, where the other stowage compartments are), that OPSC would require additional fire-protection features or devices to assist
the firefighter in determining the location of a fire.
Issued in Des Moines, Washington, on
March 29, 2018.
Suzanne Masterson,
Acting Manager, Transport Standards
Branch, Policy and Innovation Division,
Aircraft Certification Service.
DEPARTMENT OF HOMELAND
SECURITY
Coast Guard
33 CFR Part 100
[FR Doc. 2018–06802 Filed 4–3–18; 8:45 am]
[Docket No. USCG–2018–0254]
amozie on DSK30RV082PROD with RULES
BILLING CODE 4910–13–P
Special Local Regulations; Marine
Events Within the Fifth Coast Guard
District
Coast Guard, DHS.
Notice of enforcement of
regulation.
AGENCY:
ACTION:
VerDate Sep<11>2014
16:41 Apr 03, 2018
Jkt 244001
PO 00000
Frm 00018
Fmt 4700
Sfmt 4700
The Coast Guard will enforce
special local regulations for two events,
the Cambridge Classic Powerboat Race
on May 19, 2018 and May 20, 2018, and
the NAS Patuxent River Air Show from
May 31, 2018 through June 3, 2018, to
provide for the safety of life on
navigable waterways during these
events. Our regulation for marine events
within the Fifth Coast Guard District
identifies the regulated area for each
event. During the enforcement periods,
the Coast Guard patrol commander or
designated marine event patrol may
forbid and control the movement of all
vessels in the regulated area.
SUMMARY:
E:\FR\FM\04APR1.SGM
04APR1
Agencies
[Federal Register Volume 83, Number 65 (Wednesday, April 4, 2018)]
[Rules and Regulations]
[Pages 14360-14364]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-06802]
[[Page 14360]]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2018-0011; Special Conditions No. 25-722-SC]
Special Conditions: SWS Certification Services, Ltd., Boeing
Model 747-8 Airplanes; Installation of an Overhead Passenger-Sleeping
Compartment in the Main Deck
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing Model 747-8
airplane. This airplane, as modified by SWS Certification Services,
Ltd. (SWS), 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 the
installation of an overhead passenger-sleeping compartment in the main
deck. The applicable airworthiness regulations do not contain adequate
or appropriate safety standards for this design feature. These special
conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
DATES: Effective April 4, 2018.
FOR FURTHER INFORMATION CONTACT: Alan Sinclair, FAA, Airframe and Cabin
Safety Section, AIR-675, Transport Standards Branch, Policy and
Innovation Division, Aircraft Certification Service, 2200 S. 216th St.,
Des Moines, Washington 98198-6547; telephone 206-231-3215.
SUPPLEMENTARY INFORMATION:
Background
On February 10, 2016, SWS applied for a supplemental type
certificate for the installation of overhead passenger-sleeping
compartments in the main deck of Boeing Model 747-8 airplanes. The
Model 747-8 airplane is a wide-body airplane equipped with four
turbofan engines. This airplane has a maximum seating capacity of 605
passengers and 12 cabin crewmembers, and has a maximum takeoff weight
of 987,000 lbs.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, SWS must show that the Boeing Model 747-8 airplane, as
changed, continues to meet the applicable provisions of the regulations
listed in Type Certificate No. A20WE, or the applicable regulations in
effect on the date of application for the change, except for earlier
amendments as agreed upon by the FAA. The regulations listed in the
type certificate are commonly referred to as the ``type certification
basis.'' The certification basis for the Model 747-8 is part 25, as
amended by amendment 25-1 through amendment 25-120, with exceptions
permitted by Sec. 21.101.
In addition, the certification basis includes certain special
conditions, exemptions, or later amended sections of the applicable
part that are not relevant to these special conditions.
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 747-8 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.
In addition to the applicable airworthiness regulations and special
conditions, the Model 747-8 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 Features
The Boeing Model 747-8 airplane, as modified by SWS, will
incorporate the following novel or unusual design feature: Overhead
passenger-sleeping compartments in the main deck.
Discussion
SWS, located in the United Kingdom, will install an
AeroloftTM Overhead Passenger Sleeping/Rest Compartment
(OPSC) in the crown area of the Boeing Model 747-8 airplane, in front
of the Overhead Flight Attendant Rest (OFAR) Compartment. The operation
of this airplane is limited for private use only, not for hire, not for
common carriage. The OPSC is similar in function and design to the OFAR
but will be for passenger use. Specifically, the OPSC consists of eight
passenger-sleeping compartments, with single occupancy for each
compartment. The OPSC includes a station for a trained flight
attendant, and is intended for in-flight use only; not during taxi,
takeoff, or landing. The size of the installation is similar to the
OFAR and will have a separate staircase for access in the front of the
compartment, in the main deck near the door 4 area. The OPSC is open
for passengers only when a flight attendant is present in the OPSC.
This dedicated flight attendant is allocated for passenger briefing on
emergency procedures, evacuation, and for the use of emergency
equipment and systems within the OPSC.
These special conditions establish seating, communication,
lighting, personal safety, and evacuation requirements for the OPSC
compartment. In addition, passenger information signs and placards,
supplemental oxygen, and a seat or berth for each occupant of the OPSC
compartment are required. These items are necessary because of
turbulence or decompression. When applicable, the requirements parallel
the existing requirements for an overhead service compartment, and
provide an equivalent level of safety to that provided for main-deck
occupants.
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.
Discussion of Comments
Notice of Proposed Special Conditions No. 25-18-01-SC, for the
Boeing Model 747-8 airplane, was published in the Federal Register on
February 22, 2018 (83 FR 7638). The FAA received two comments. One
commenter is in support of these special conditions. The other
commenter suggested general applicability regulations on the subject
matter of these special conditions. The FAA suggests that the substance
of this comment may be better addressed as a petition for rulemaking
under 14 CFR part 11.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 747-8 airplane as modified by SWS. Should SWS apply at a
later date for a supplemental type certificate to modify any other
model included on Type Certificate No. A20WE, to incorporate the same
novel or unusual design feature, these special conditions would apply
to that model as well.
[[Page 14361]]
Conclusion
This action affects only certain novel or unusual design features
on one model series 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.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register. However, as the certification date for the Boeing
Model 747-8 airplane, as modified by SWS, is imminent, the FAA finds
that good cause exists to make these special conditions effective upon
publication.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Boeing Model 747-8 airplanes modified
by SWS Certification Services, Ltd.
(1) During flight, occupancy of the Overhead Passenger Sleeping/
Rest Compartment is limited to the total number of installed bunks in
the compartment that are approved to the maximum flight-loading
conditions. Therefore, the OPSC is limited to a maximum of eight
occupants for in-flight use only.
(a) Occupancy of the OPSC is for passengers only when a dedicated
flight attendant is present in the OPSC.
(b) The OPSC design must include appropriate placards located
inside and outside each entrance to the OPSC to indicate:
(i) The maximum number of eight occupants allowed during flight.
(ii) Occupancy is prohibited during taxi, take-off, and landing.
(iii) Smoking is prohibited in the OPSC.
(iv) Stowage in the OPSC area is limited to personal luggage. The
stowage of cargo is not allowed.
(c) The airplane must contain at least one ashtray on both the
inside and the outside of any entrance to the OPSC.
(2) The following requirements are applicable to OPSC door(s):
(a) For any door installed between the OPSC and the passenger
cabin, a means must be provided to allow the door to be quickly opened
from inside the OPSC, even when crowding from an emergency evacuation
occurs at each side of the door.
(b) Doors installed across emergency egress routes must have a
means to latch them in the open position. The latching means must be
able to withstand the loads imposed upon it when the door is subjected
to the ultimate inertia forces, relative to the surrounding structure,
listed in Sec. 25.561(b).
(c) The OPSC design must include a placard displayed in a
conspicuous location on the outside of the entrance door of the OPSC,
and on any other door(s) installed across emergency egress routes of
the OPSC, requiring those doors to be latched closed during taxi,
takeoff, and landing (TT&L).
(i) This requirement does not apply to emergency-escape hatches
installed in the OPSC.
(ii) The OPSC design must include a placard displayed in a
conspicuous place on the outside of the entrance door to the OPSC that
requires the door to be closed and locked when it is not occupied.
(iii) The design-approval holder must transmit procedures for
meeting these requirements to the operator for incorporation into
training programs and appropriate operational manuals.
(d) For all outlet doors installed in the OPSC, a means must be in
place to preclude anyone from being trapped inside the OPSC. If the
design installs a locking mechanism, the locking mechanism 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 OPSC at
any time.
(3) At least two emergency-evacuation routes must be available, and
which could be used by each occupant of the OPSC to rapidly evacuate to
the main cabin. A person must be able to close these evacuation routes
from the main passenger cabin after evacuation. In addition;
(a) The design must include routes with sufficient separation
within the OPSC to minimize the possibility of an event either inside
or outside of the OPSC, rendering both routes inoperative. The design-
approval holder may show compliance by inspection or by analysis.
Regardless of which method is used, the maximum acceptable distance
between OPSC exits is 60 feet.
(b) The design-approval holder must design routes to minimize the
possibility of blockage, which might result from fire, mechanical or
structural failure, or persons standing below or against the OPSC
outlets. If an evacuation route is in an area where normal movement or
evacuation of passengers occurs, the applicant must demonstrate that
passengers would not impede egress to the main deck. If low headroom is
at or near the evacuation route, the design must make provisions to
prevent or to protect occupants of the OPSC from head injury. Use of
evacuation routes must not depend on any powered device. If an OPSC
evacuation route outlet is over an area of passenger seats, the design
may allow the temporary displacement of a maximum of five passengers
from their seats during the process of evacuating an incapacitated
person(s). If such an evacuation procedure involves the evacuee
stepping on seats, the evacuee must not damage seats to the extent that
the seats would not be acceptable for occupancy during an emergency
landing.
(c) The design-approval holder must establish emergency-evacuation
procedures, including procedures for emergency evacuation of an
incapacitated occupant from the OPSC. The design-approval holder must
transmit all of these procedures to the operator for incorporation into
training programs and appropriate operational manuals.
(d) The design-approval holder must include a limitation in the
airplane flight manual (AFM), or other suitable means, to require that
crewmembers are trained in the use of the OPSC evacuation routes. This
training must instruct crewmembers to ensure that the OPSC (including
seats, doors, etc.) is in the proper TT&L configuration during TT&L.
(e) In the event no flight attendant is present in the area around
the OPSC outlet door, and also during an emergency, including an
emergency evacuation, a means must be available to prevent passengers
from entering the OPSC.
(f) Doors or hatches separating the OPSC from the main deck must
not adversely affect evacuation of occupants on the main deck (slowing
evacuation by encroaching into aisles, for example), or cause injury to
those occupants during opening or while opened.
(g) The means of opening outlet doors and hatches to the OPSC
compartment must be simple and obvious. The OPSC compartment outlet
doors and hatches must be able to be closed from the main passenger
cabin.
(4) A means must be available for evacuating an incapacitated
person (representative of a 95th percentile male) from the OPSC
compartment to the passenger cabin floor. The design-approval holder
must demonstrate such an evacuation for all evacuation routes.
[[Page 14362]]
(5) The design-approval holder must provide the following signs and
placards in the OPSC, and the signs and placards must meet the
following criteria:
(a) At least one exit sign, located near each OPSC evacuation-route
outlet, meeting the emergency-lighting requirements of Sec.
25.812(b)(1)(i). One allowable exception would be a sign with reduced
background area of no less than 5.3 square inches (excluding the
letters), provided that it is installed so that the material
surrounding the exit sign is light in color (white, cream, light beige,
for example). If the material surrounding the exit sign is not light in
color, a sign with a minimum of a one-inch-wide background border
around the letters would be acceptable. Another allowable exception is
a sign with a symbol that the FAA has determined to be equivalent for
use as an exit sign in an OPSC.
(b) The OPSC design must conspicuously locate an appropriate
placard on or near each OPSC outlet door or hatch that defines the
location and the operating instructions for access to, and operation
of, the outlet door or hatch.
(c) Placards must be readable from a distance of 30 inches under
emergency lighting conditions.
(d) The design must illuminate the door or hatch handles and
operating-instruction placards, required by Special Condition 5b of
these special conditions, to at least 160 microlamberts under
emergency-lighting conditions.
(6) An automatic means of emergency illumination must be available
in the OPSC in the event of failure of the airplane main power system,
or failure of the normal OPSC lighting system.
(a) The design must power this emergency illumination independently
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 to allow occupants of
the OPSC to locate and move to the main passenger cabin floor by means
of each evacuation route.
(d) The illumination level must be sufficient, with the privacy
curtains in the closed position, for each occupant of the OPSC
compartment to locate a deployed oxygen mask.
(7) A means must be available for two-way voice communications
between crewmembers on the flight deck and occupants of the OPSC. Two-
way communications must also be available, between occupants of the
OPSC and each flight-attendant station in the passenger cabin, per
Sec. 25.1423(g) for areas required to have a public-address-system
microphone. In addition, the public-address system must include
provisions to provide only the relevant information to the crewmembers
in the OPSC (e.g., fire in flight, airplane depressurization,
preparation of the compartment for landing, etc.). That is, provisions
must be made so that occupants of the OPSC will not be disturbed with
normal, non-emergency announcements made to the passenger cabin.
(8) A means must be available for manual activation of an aural
emergency-alarm system, audible during normal and emergency conditions,
to enable crewmembers on the flight deck and at each pair of required
floor-level emergency exits to alert occupants of the OPSC of an
emergency situation. Use of a public-address or crew-interphone system
will be acceptable, provided an adequate means of differentiating
between normal and emergency communications is incorporated. The design
must power the system in flight, after the shutdown or failure of all
engines and auxiliary power units, for a period of at least ten
minutes.
(9) A means must be in place, readily detectable by seated or
standing occupants of the OPSC, to indicate when seat belts should be
fastened. The design must provide seatbelt-type restraints for berths
and must be compatible with the sleeping position during cruise
conditions. A placard on each berth must require that these restraints
be fastened when occupied. If compliance with any of the other
requirements of these special conditions is predicated on specific head
position, a placard must identify that head position.
(10) In lieu of the requirements specified in Sec. 25.1439(a)
pertaining to isolated compartments, and to provide a level of safety
equivalent to that provided to occupants of an isolated galley, the
design must provide the following equipment in the OPSC:
(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, suitable for
firefighting, or one PBE for each hand-held fire extinguisher,
whichever is greater. All PBE devices must be approved to Technical
Standard Order (TSO)-C116 or equivalent.
(c) One flashlight.
Note: The design may require additional PBE devices and fire
extinguishers in specific locations, beyond the minimum numbers
prescribed in Special Condition 10 as a result of the egress
analysis accomplished to satisfy Special Condition 4.
(11) The design must provide a smoke- or fire-detection system (or
systems) to monitor each occupiable space within the OPSC, including
those areas partitioned with curtains or doors. The design-approval
holder must conduct flight tests to show compliance with this
requirement. If a fire occurs, each system 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 OPSC compartment.
(c) A warning in the main passenger cabin. A flight attendant must
readily detect this warning, taking into consideration the locations of
flight attendants throughout the main passenger compartment during
various phases of flight.
(12) The design must provide a means to fight a fire. This ability
can be either a built-in extinguishing system or a manual, hand-held
extinguishing system.
(a) For a built-in extinguishing system:
(i) The system must have adequate capacity to suppress a fire
considering the fire threat, volume of the compartment, and the
ventilation rate. The system must have sufficient extinguishing agent
to provide an initial knockdown and suppression environment per the
minimum performance standards that have been established for the agent
being used. In addition, certification flight testing will verify the
acceptable duration that the suppression environment can be maintained.
(ii) If the capacity of the extinguishing system does not provide
effective fire suppression that will last for the duration of flight
from the farthest point in route to the nearest suitable landing site
expected in service, the design-approval holder must establish an
additional manual firefighting procedure. For the built-in
extinguishing system, the design must establish and document the time
duration for effective fire suppression in the firefighting procedures
in the AFM. If the duration of time for demonstrated effective fire
suppression provided by the built-in extinguishing agent will be
exceeded, the firefighting procedures must instruct the crew to:
(1) Enter the OPSC at the time that demonstrated fire-suppression
effectiveness will be exceeded.
[[Page 14363]]
(2) Check for and extinguish all residual fire.
(3) Confirm that the fire is out.
(b) For a manual, hand-held extinguishing system (designed as the
sole means to fight a fire or to supplement a built-in extinguishing
system of limited suppression duration) for the OPSC:
(i) The design-approval holder must include a limitation in the AFM
or other suitable means requiring that crewmembers be trained in
firefighting procedures.
(ii) The OPSC design must allow crewmembers equipped for
firefighting to have unrestricted access to all parts of the OPSC.
(iii) The time for a crewmember on the main deck to react to the
fire alarm, don the firefighting equipment, and gain access to the OPSC
must not exceed the time it would take for the compartment to become
filled with smoke, thus making it difficult to locate the fire source.
(iv) The design-approval holder must establish approved procedures
describing methods for searching the OPSC for fire source(s). The
design-approval holder must transmit these procedures to the operator
for incorporation into its training programs and appropriate
operational manuals.
(13) Design must provide a means to prevent hazardous quantities of
smoke or extinguishing agent, originating in the OPSC, from entering
any other occupiable compartment.
(a) Small quantities of smoke may penetrate from the OPSC into
other occupied areas during the one-minute smoke detection time.
(b) A provision in the firefighting procedures must ensure that all
doors and hatches at the OPSC outlets are closed after evacuation of
the compartment and during firefighting to minimize smoke and
extinguishing agent entering other occupiable compartments.
(c) All smoke entering any occupiable compartment, when access to
the OPSC is open for evacuation, must dissipate within five minutes
after the access to the OPSC is closed.
(d) Hazardous quantities of smoke may not enter any occupied
compartment during access to manually fight a fire in the OPSC. The
amount of smoke entrained by a firefighter exiting the OPSC is not
considered hazardous.
(e) The design-approval holder must conduct flight tests to show
compliance with this requirement.
(14) A supplemental oxygen system within the OPSC must provide the
following:
(a) At least one oxygen mask for each berth in the OPSC.
(b) If the OPSC provides a destination area (such as a changing
area), an oxygen mask must be readily available for each occupant who
can reasonably be expected to be in the destination area, with the
maximum number of required masks within the destination area being
limited to the placarded maximum occupancy of the OPSC.
(c) An oxygen mask must be readily accessible to each occupant who
can reasonably be expected to be moving from the main cabin into the
OPSC, moving around within the OPSC, or moving from the OPSC to the
main cabin.
(d) The system must provide an aural and visual alert to warn
occupants of the OPSC to don oxygen masks in the event of
decompression. The aural and visual alerts must activate concurrently
with deployment of the oxygen masks in the passenger cabin. To
compensate for sleeping occupants, the aural alert must be heard in
each section of the OPSC and must sound continuously for a minimum of
five minutes or until a reset switch within the OPSC is activated. A
visual alert that informs occupants that they must don an oxygen mask
must be visible in each section.
(e) The design must provide a means by which oxygen masks can be
manually deployed from the flight deck.
(f) The design-approval holder must establish approved procedures
for the OPSC in the event of decompression. The design-approval holder
must transmit these procedures to the operator for incorporation into
its training programs and appropriate operational manuals.
(g) The supplemental oxygen system for the OPSC must meet the same
part 25 regulations as the supplemental oxygen system for the passenger
cabin occupants, except for the 10 percent additional-masks requirement
of Sec. 25.1447(c)(1).
(15) The following additional requirements apply to an OPSC that
are divided into several sections by the installation of curtains or
partitions:
(a) The OPSC design requires a placard adjacent to each curtain
that visually divides or separates, for example, for privacy purposes,
the OPSC into multiple sections. The placard must require that the
curtain(s) remains open when the section it creates is unoccupied. The
vestibule section adjacent to the stairway is not considered a private
section and, therefore, does not require a placard.
(b) For each section of the OPSC created by the installation of a
curtain, the following requirements of these special conditions must be
met with the curtain open or closed:
(i) No-smoking placard requirement (Special Condition 1).
(ii) Emergency illumination requirement (Special Condition 6).
(iii) Emergency alarm-system requirement (Special Condition 8).
(iv) Seatbelt-fasten signal or return-to-seat signal as applicable
requirement (Special Condition 9).
(v) Smoke- or fire-detection system requirement (Special Condition
11).
(vi) Oxygen-system requirement (Special Condition 14).
(c) OPSC that are visually divided to the extent that evacuation
could be adversely affected must have exit signs directing occupants to
the primary stairway outlet. The design must provide exit signs in each
separate section of the OPSC, except for curtained bunks, and must meet
requirements of Sec. 25.812(b)(1)(i). The design-approval holder may
use an exit sign with reduced background area or a symbolic exit sign,
as described in special condition 5a, to meet this requirement.
(d) For sections within an OPSC created by the installation of a
rigid partition with a door separating the sections, the design must
meet the following special conditions with the door open or closed:
(i) A secondary evacuation route from each section to the main
deck, or the applicant must show that any door between the sections
precludes anyone from being trapped inside a section of the
compartment. The design must consider the removal of an incapacitated
occupant from within this area. The design does not require a secondary
evacuation route from a small room designed for only one occupant for a
short time duration, such as a changing area or lavatory, but the
design must consider the removal of an incapacitated occupant from
within such a small room.
(ii) The design-approval holder must show any door between the
sections to be openable when crowded against, even when crowding occurs
at each side of the door.
(iii) The design may locate no more than one door between any seat
or berth and the primary stairway door.
(iv) In each section, exit signs meeting the requirements of Sec.
25.812(b)(1)(i), or shown to have an equivalent level of safety, must
direct occupants to the primary stairway outlet. The design may use an
exit sign with reduced background area, or a symbolic exit sign, as
described in special condition 5a, to meet this requirement.
[[Page 14364]]
(v) The design must meet special conditions 1 (no-smoking
placards), 6 (emergency illumination), 8 (emergency alarm system), 9
(fasten-seatbelt signal or return-to-seat signal as applicable), 11
(smoke- or fire-detection system), and 14 (oxygen system) with the OPSC
door open or closed.
(vi) The design must meet special conditions 7 (two-way voice
communication) and 10 (emergency firefighting and protective equipment)
independently for each separate section, except for lavatories or other
small areas that are not intended to be occupied for extended periods
of time.
(16) If a waste-disposal receptacle is fitted in the OPSC, it must
be equipped with an automatic fire extinguisher that meets the
performance requirements of Sec. 25.854(b).
(17) Materials (including finishes or decorative surfaces applied
to the materials) must comply with the flammability requirements of
Sec. 25.853 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.
(18) The addition of a lavatory within the OPSC would require the
lavatory to meet the same requirements as those for a lavatory
installed on the main deck, except with regard to special condition 11
for smoke detection.
(19) The design must completely enclose each stowage compartment in
the OPSC, except for underseat compartments for occupant convenience.
All enclosed stowage compartments within the OPSC that are not limited
to stowage of emergency equipment or airplane-supplied equipment (i.e.,
bedding) must meet the design criteria described in the table below.
Enclosed stowage compartments greater than 200 ft.\3\ in interior
volume are not addressed by this special condition. The in-flight
accessibility of very large, enclosed, stowage compartments and the
subsequent impact on the crewmembers' ability to effectively reach any
part of the compartment with the contents of a hand-held fire-
extinguishing system, will require additional fire-protection
considerations similar to those required for inaccessible compartments
such as Class C cargo compartments.
(20) The AFM must state that this airplane is to be operated for
private use only, not for hire, not for common carriage.
Design Criteria for Enclosed Stowage Compartments Not Limited to Stowage of Emergency or Airplane-Supplied
Equipment
----------------------------------------------------------------------------------------------------------------
Applicability of fire protection requirements by interior volume
Fire protection features --------------------------------------------------------------------------
less than 25 ft.\3\ 25 ft.\3\ to 57 ft.\3\ 57 ft.\3\ to 200 ft.\3\
----------------------------------------------------------------------------------------------------------------
Compliant Materials of Construction Yes.................... Yes.................... Yes.
\1\.
Smoke or Fire Detectors \2\.......... No..................... Yes.................... Yes.
Liner \3\............................ No..................... Conditional............ Yes.
Fire Location Detector \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., 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 OPSC.
(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking
into consideration the locations of flight attendants throughout the main passenger compartment during various
phases of flight.
\3\ Liner: If material used in constructing the stowage compartment can be shown to meet the flammability
requirements of a liner for a Class B cargo compartment (i.e., Sec. 25.855 at amendment 25-116, and Appendix
F, part I, paragraph (a)(2)(ii)), then no liner would be required for enclosed stowage compartments equal to
or greater than 25 ft.\3\ but less than 57 ft.\3\ in interior volume. For all enclosed stowage compartments
equal to or greater than 57 ft.\3\ in interior volume but less than or equal to 200 ft.\3\, a liner must be
provided that meets the requirements of Sec. 25.855 for a Class B cargo compartment.
\4\ Fire-Location Detector: If an OPSC has enclosed stowage compartments exceeding 25 ft.\3\ interior volume and
that are located separately from the other stowage compartments (located, for example, away from one central
location, such as the entry to the OPSC or a common area within the OPSC, where the other stowage compartments
are), that OPSC would require additional fire-protection features or devices to assist the firefighter in
determining the location of a fire.
Issued in Des Moines, Washington, on March 29, 2018.
Suzanne Masterson,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2018-06802 Filed 4-3-18; 8:45 am]
BILLING CODE 4910-13-P