[Federal Register Volume 84, Number 110 (Friday, June 7, 2019)]
[Proposed Rules]
[Pages 26593-26598]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-11957]


 ========================================================================
 Proposed Rules
                                                 Federal Register
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 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
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 

  Federal Register / Vol. 84, No. 110 / Friday, June 7, 2019 / Proposed 
Rules  

[[Page 26593]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-FAA-2019-0427; Notice No. 25-19-07-SC]


Special Conditions: TTF Aerospace, LLC, Airbus Model A330-300 and 
Model A330-900 Series Airplanes; Bulk Cargo Lower Deck Crew Rest 
Compartments

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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

SUMMARY: This action proposes special conditions for the Airbus Model 
A330-300 and Model A330-900 series airplanes. These airplanes, as 
modified by TTF Aerospace, LLC (TTF Aerospace), 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 lower deck mobile crew rest (LD-
MCR) installed in the aft cargo compartment of Model A330-300 and Model 
A330-900 series airplanes. The applicable airworthiness regulations do 
not contain adequate or appropriate safety standards for this design 
feature. These proposed 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: Send comments on or before June 27, 2019.

ADDRESSES: Send comments identified by Docket No. FAA-2019-0427 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 website, 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: Alan Sinclair, Airframe & Cabin Safety 
Section, AIR-675, Transport Standards Branch, Policy and Innovation 
Division, Aircraft Certification Service, Federal Aviation 
Administration, 2200 South 216th Street, Des Moines, Washington 98198; 
telephone and fax 206 231 3215; email alan.sinclair@faa.gov.

SUPPLEMENTARY INFORMATION:

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 February 20, 2019, TTF Aerospace applied for a supplemental type 
certificate for a LD-MCR installed in the aft cargo compartment of 
Airbus Model A330-300 and Model A330-900 series airplanes. The Airbus 
Model A330-300 and Model A330-900 series airplanes are twin-engine, 
transport category airplanes with maximum takeoff weights of 405,650 
and 533,518 pounds, respectively, and seating for 440 passengers.
    The LD-MCR compartment will be located under the passenger cabin 
floor in the aft cargo compartment of Airbus Model A330-300 and Model 
A330-900 airplanes. It will be removable from the cargo compartment. 
The LD-MCR compartment will be occupied in flight but not during taxi, 
takeoff, or landing. No more than ten crewmembers at a time will be 
permitted to occupy it. The LD-MCR compartment will have a smoke 
detection system, a fire suppression system, and an oxygen system.
    The LD-MCR compartment will be accessed from the main deck via a 
``stairhouse.'' The floor within the stairhouse has a hatch that leads 
to stairs that occupants use to descend into the LD-MCR compartment. An 
interface will keep this hatch open when the stairhouse door is open. 
In addition, there will be an emergency hatch that opens directly into 
the main passenger cabin. The LD-MCR compartment has a maintenance 
door. This door is intended to be used to allow maintenance personnel 
and cargo handlers to enter the LD-MCR from the cargo compartment when 
the airplane is not in flight.

Type Certification Basis

    Under the provisions of title 14, Code of Federal Regulations (14 
CFR) 21.101, TTF Aerospace must show that the Airbus Model A330-300 and 
Model A330-900 series airplanes, as changed, continue to meet the 
applicable provisions of the regulations listed in Type Certificate No. 
A46NM 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

[[Page 26594]]

for the Airbus Model A330-300 and Model A330-900 series airplanes 
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 Airbus Model A330-300 and Model A330-900 series 
airplanes must comply with the fuel vent and exhaust emission 
requirements of 14 CFR part 34 and the noise certification requirements 
of 14 CFR part 36.
    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 Airbus Model A330-300 and Model A330-900 series airplanes will 
incorporate the following novel or unusual design features:
    This design feature is a LD-MCR installed in the aft cargo 
compartment of Model A330-300 and Model A330-900 series airplanes.

Discussion

    While the installation of the crew rest compartment is not a new 
concept for large transport category airplanes, each crew rest 
compartment has unique features based on design, location, and use on 
the airplane. The LD-MCR compartment is novel in terms of part 25 of 
title 14 of the CFR in that it will be located under the passenger 
cabin floor in the aft cargo compartment of Airbus Model A330-300 and 
Model A330-900 series airplanes, which is not contemplated by Sec.  
25.819 regarding lower deck service compartments (including galleys). 
Due to the novel or unusual features associated with the installation 
of a LD-MCR compartment, special conditions are considered necessary to 
provide a level of safety equal to that established by the 
airworthiness regulations incorporated by reference in the type 
certificates of these airplanes as applicable airworthiness regulations 
do not contain adequate or appropriate safety standards for this design 
feature.
    Most of these special conditions come from Sec.  25.819 but they 
require more stringent standards for fire protection and emergency 
egress, because of design features and location of the LD-MCR. The 
applicant should note that the FAA considers smoke or fire detection 
and fire suppression systems (including airflow management features 
that prevent hazardous quantities of smoke or fire extinguishing agent 
from entering any other compartment occupied by crewmembers or 
passengers) for crew rest compartments complex in terms of paragraph 6d 
of Advisory Circular (AC) 25.1309-1A, ``System Design and Analysis,'' 
dated June 21, 1988. 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 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. Refer to 
paragraphs 8d, 9, and 10 of AC 25.1309-1A. In addition, it should be 
noted that flammable fluids, explosives, or other dangerous cargo are 
prohibited from being carried in the crew rest areas.
    The requirements to enable crewmembers' quick entry to the crew 
rest compartment and to locate a fire source inherently places limits 
on the amount of baggage that may be carried and the size of the crew 
rest area. The FAA considers that the crew rest area must be limited to 
the stowage of crew personal luggage and must not be used for the 
stowage of cargo or passenger baggage. The design of such a system to 
include cargo or passenger baggage would require additional 
requirements to ensure safe operation.
    Furthermore, 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 hot water 
heater, within the LD-MCR compartment defined in the ``Novel or Unusual 
Design Features'' section, may require additional special conditions to 
be considered. A hot water heater is acceptable without further special 
conditions consideration.
    Finally, amendment 25-38 modified the requirements of Sec.  
25.1439(a) by adding, ``In addition, protective breathing equipment 
must be installed in each isolated separate compartment in the 
airplane, including upper and lower lobe galleys, in which crewmember 
occupancy is permitted during flight for the maximum number of 
crewmembers expected to be in the area during any operation.'' The LD-
MCR compartment is an isolated separate compartment, so Sec.  
25.1439(a) is applicable. However, the Sec.  25.1439(a) protective 
breathing equipment (PBE) requirements for isolated separate 
compartments are not appropriate because the LD-MCR is novel or unusual 
in terms of the number of occupants.
    In 1976, when amendment 25-38 was adopted, small galleys were the 
only isolated compartments that had been certificated. Two crewmembers 
were the maximum expected to occupy those galleys.
    This crew rest compartment can accommodate up to ten crewmembers. 
This large number of occupants in an isolated compartment was not 
envisioned at the time amendment 25-38 was adopted. It is not 
appropriate for all occupants to don PBEs in the event of a fire 
because the first action should be to leave the confined space unless 
the occupant is fighting the fire. Taking the time to don the PBE would 
prolong the time for the emergency evacuation of the occupants and 
possibly interfere with efforts to extinguish the fire. These special 
conditions therefore provide procedures that establish a level of 
safety equivalent to the PBE requirements.

Operational Evaluations and Approval

    These special conditions outline requirements for flightcrew and 
cabin crew rest compartment design approvals (e.g., type design change 
or supplemental type certificate) administered by the FAA's Aircraft 
Certification Service. Prior to operational use of a flight (cabin) 
crew rest compartment, the FAA's Flight Standards Service must evaluate 
for operational suitability the flight (cabin) crew sleeping quarters 
and rest facilities. Refer to Sec. Sec.  91.1061(b)(1), 121.485(a), 
121.523(b), and 135.269(b)(5).
    Compliance with these special conditions does not ensure that the 
applicant has demonstrated compliance with the requirements of 14 CFR 
parts 91, 121, or 135.
    To obtain an operational evaluation, the type design holder must 
contact the appropriate Aircraft Evaluation Group (AEG) in the Flight 
Standards Service and request an evaluation for operational suitability 
of the flightcrew sleeping quarters in their crew rest facility. 
Results of these evaluations should be documented and appended to the 
applicable Flight Standardization Board (FSB) Report. Individual 
operators may reference these standardized evaluations in discussions 
with their FAA Principal Operating Inspector (POI) as the basis for an

[[Page 26595]]

operational approval, in lieu of an on-site operational evaluation.
    Any changes to the approved flight (cabin) crew rest compartment 
configuration that affect crewmember emergency egress or any other 
procedures affecting the safety of the occupying crewmembers and/or 
related training shall require a re-evaluation and approval. In the 
event of any design change that affects egress, safety procedures, or 
training, the applicant is responsible for notifying the FAA's AEG that 
a new crew rest facility evaluation is required.
    All instructions for continued airworthiness (ICAs) will be 
submitted to the Seattle AEG for approval acceptance, including service 
bulletins, before issuance of the FAA modification approval.
    These proposed special conditions are the same as Special Condition 
25-281-SC, except the maximum occupancy is ten rather than seven 
occupants and a change to the table in Special Condition 20. The 
proposed conditions provide an appropriate level of safety for the 
proposed occupancy limit as only the size of the compartment will 
increase to accommodate the additional occupants but all other 
requirements for safety, fire suppression, and emergency evacuation 
will remain the same. In addition, the change to the table in Special 
Condition 20 is related to the location of the crew rest and specifics 
of the crew rest design. Stowage compartments located in the vicinity 
of critical equipment or located in an overhead area would typically be 
listed as conditional. However, this LD-MCR is located in the Class C 
cargo compartment with all of its features that provide fire protection 
(e.g., the use of liner material that meets appendix F to part 25, part 
III; control of ventilation; active fire suppression; active fire 
detection; etc.). These features remain when the crew rest is 
installed.
    The proposed 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 
Airbus Model A330-300 and Model A330-900 airplanes. Should TTF 
Aerospace apply at a later date for a supplemental type certificate to 
modify any other model included on Type Certificate No. A46NM to 
incorporate the same novel or unusual design feature, these special 
conditions would apply to that model as well.
    Certification of the Airbus Model A330-300 and Model A330-900 
airplanes with the LD-MCR is currently scheduled for June 2019. The 
substance of these special conditions has been subject to the notice 
and public comment procedure in several prior instances. Therefore, 
because a delay would significantly affect the applicant's installation 
of the system and the certification of the airplane, we are shortening 
the public comment period to 20 days.

Conclusion

    This action affects only a certain novel or unusual design feature 
on Airbus Model A330-300 and Model A330-900 of airplanes. It is not a 
rule of general applicability and affects only the applicant who 
applied to the FAA for approval of these features on the airplane.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

Authority Citation

    The authority citation for these special conditions is as follows:

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

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type certification basis 
for Airbus Model A330-300 and Model A330-900 airplanes, as modified by 
TTF Aerospace.
    1. Occupancy of the LD-MCR compartment is limited to the total 
number of installed bunks and seats in each compartment. For each 
occupant permitted in the LD-MCR compartment, there must be an approved 
seat or berth able to withstand the maximum flight loads when occupied. 
The maximum occupancy in the LD-MCR compartment is ten.
    a. There must be appropriate placards displayed in a conspicuous 
place at each entrance to the LD-MCR compartment indicating the 
following information:
    (1) The maximum number of occupants allowed;
    (2) That occupancy is restricted to crewmembers trained in the 
evacuation procedures for the LD-MCR compartment;
    (3) That occupancy is prohibited during taxi, takeoff and landing;
    (4) That smoking is prohibited in the LD-MCR compartment; and
    (5) That the LD-MCR compartment is limited to the stowage of 
personal luggage of crewmembers and must not be used for the stowage of 
cargo or passenger baggage.
    b. There must be at least one ashtray located conspicuously on or 
near the entry side of any entrance to the LD-MCR compartment.
    c. There must be a means to prevent passengers from entering the 
LD-MCR compartment in an emergency or when no flight attendant is 
present.
    d. There must be a means for any door installed between the LD-MCR 
compartment and the passenger cabin to be capable of being quickly 
opened from inside the LD-MCR compartment, even when crowding occurs at 
each side of the door.
    e. For all doors installed in the evacuation routes, there must be 
a means to preclude anyone from being trapped inside a 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 a compartment at any time.
    2. There must be at least two emergency evacuation routes, which 
could be used by each occupant of the LD-MCR compartment to rapidly 
evacuate to the main cabin and could be closed from the main passenger 
cabin after evacuation.
    a. The routes must be located with one at each end of the LD-MCR 
compartment or with two having sufficient separation within the LD-MCR 
compartment and between the routes to minimize the possibility of an 
event (either inside or outside of the LD-MCR compartment) rendering 
both routes inoperative.
    b. The routes must be designed to minimize the possibility of 
blockage, which might result from fire, mechanical or structural 
failure, or from persons standing on top of or against the escape 
route. If an evacuation route utilizes an area where normal movement of 
passengers occurs, it must be demonstrated that passengers would not 
impede egress to the main deck. If a hatch is installed in an 
evacuation route, the point at which the evacuation route terminates in 
the passenger cabin should not be located where normal movement by 
passengers or crew occur, such as in a main aisle, cross aisle, 
passageway or galley complex.
    If such a location cannot be avoided, special consideration must be 
taken to ensure that the hatch or door can be opened when a person who 
is the weight of a ninety-fifth percentile male is standing on the 
hatch or door.
    The use of evacuation routes must not be dependent on any powered 
device. If there is low headroom at or near an

[[Page 26596]]

evacuation route, provision must be made to prevent or to protect 
occupants of the LD-MCR compartment from head injury.
    c. Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated crewmember from the LD-MCR compartment, 
must be established. All of these procedures must be transmitted to the 
operator for incorporation into its training programs and appropriate 
operational manuals.
    d. There must be a limitation in the Airplane Flight Manual or 
other suitable means requiring that crewmembers be trained in the use 
of evacuation routes.
    3. There must be a means for the evacuation of an incapacitated 
crewmember who is representative of a 95th percentile male from the LD-
MCR compartment to the passenger cabin floor. The evacuation must be 
demonstrated for all evacuation routes. A flight attendant or other 
crewmember (a total of one assistant within the LD-MCR compartment) may 
provide assistance in the evacuation. Additional assistance may be 
provided by up to three persons in the main passenger compartment. For 
evacuation routes having stairways, the additional assistants may 
descend down to one half the elevation change from the main deck to the 
LD-MCR compartment or to the first landing, whichever is higher.
    4. The following signs and placards must be provided in the LD-MCR 
compartment:
    a. At least one exit sign that meets the requirements of Sec.  
25.812(b)(1)(i) at amendment 25-58 must be located near each exit. 
However, 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 that defines the location and the 
operating instructions for each evacuation route must be located near 
each exit;
    c. Placards must be readable from a distance of 30 inches under 
emergency lighting conditions; and
    d. The exit handles and the placards with the evacuation path 
operating instructions must be illuminated to at least 160 
microlamberts under emergency lighting conditions.
    5. There must be a means for emergency illumination to be 
automatically provided for the LD-MCR compartment in the event of 
failure of the main power system of the airplane or of the normal 
lighting system of the LD-MCR compartment.
    a. This emergency illumination must be independent of the main 
lighting system.
    b. The sources of general cabin illumination may be common to both 
the emergency and the main lighting systems, if the power supply to the 
emergency lighting system is independent of the power supply to the 
main lighting system.
    c. The illumination level must be sufficient for the occupants of 
the LD-MCR compartment to locate and transfer to the main passenger 
cabin floor by means of each evacuation route.
    d. The illumination level must be sufficient to locate a deployed 
oxygen mask with the privacy curtains in the closed position for each 
occupant of the LD-MCR compartment.
    6. There must be means for two-way voice communications between 
crewmembers on the flightdeck and crewmembers in the LD-MCR 
compartment. Section 25.785(h) at amendment 25-51 requires flight 
attendant seats near required floor level emergency exits. Each such 
exit seat on the aircraft must have a public address system microphone 
that allows two-way voice communications between flight attendants and 
crewmembers in the LD-MCR compartment. One microphone may serve more 
than one such exit seat, provided the proximity of the exits allows 
unassisted verbal communications between seated flight attendants.
    7. There must be a means for manual activation of an aural 
emergency alarm system, audible during normal and emergency conditions, 
to enable crewmembers on the flightdeck and at each pair of required 
floor-level emergency exits to alert crewmembers in the LD-MCR 
compartment of an emergency. 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 system must be powered in flight for at least ten 
minutes after the shutdown or failure of all engines and auxiliary 
power units (APU) or the disconnection or failure of all power sources 
that are dependent on the continued operation of the engines and APUs.
    8. There must be a means, readily detectable by seated or standing 
occupants of the LD-MCR compartment, which indicates when seat belts 
should be fastened. If there are no seats, at least one means, such as 
sufficient handholds, must be provided to cover anticipated turbulence. 
Seat belt-type restraints must be provided for berths and must be 
compatible with the sleeping attitude during cruise conditions. There 
must be a placard on each berth indicating that seat belts must be 
fastened when the berth is occupied. If compliance with any of the 
other requirements of these special conditions is predicated on 
specific head location, there must be a placard specifying the head 
position.
    9. To provide a level of safety equivalent to that provided to 
occupants of a small isolated galley, in lieu of the requirements of 
Sec.  25.1439(a) at amendment 25-38 that pertain to isolated 
compartments, the following equipment must be provided in the LD-MCR 
compartment:
    a. At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur;
    b. Two portable Protective Breathing Equipment (PBE) units approved 
to Technical Standard Order (TSO)-C116 or equivalent, which are 
suitable for fire-fighting, 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 No. 2(a).


    10. A smoke or fire detection system or systems must be provided to 
monitor each occupiable area within the LD-MCR compartment, including 
those areas partitioned by curtains. Flight tests must be conducted to 
show compliance with this requirement. Each smoke or fire detection 
system must provide the following:
    a. A visual indication to the flightdeck within one minute after 
the start of a fire;
    b. An aural warning in the LD-MCR compartment; and
    c. A warning in the main passenger cabin. This warning must be 
readily detectable by a flight attendant, taking into consideration the 
positioning of flight attendants throughout the main-passenger 
compartment during various phases of flight.
    11. The LD-MCR compartment must be designed such that fires within 
it can be controlled without a crewmember having to enter the 
compartment or be designed such that crewmembers equipped for fire-
fighting have unrestricted access to the compartment. The time for a 
crewmember on the main deck to react to the fire alarm, don the fire-
fighting equipment, and gain access

[[Page 26597]]

must not exceed the time for the compartment to become smoke-filled, 
making it difficult to locate the source of the fire.
    12. There must be a means provided to exclude hazardous quantities 
of smoke or extinguishing agent originating in the LD-MCR compartment 
from entering any other compartment occupied by crewmembers or 
passengers. This means must include the time periods during the 
evacuation of the LD-MCR compartment and, if applicable, when accessing 
the LD-MCR compartment to manually fight a fire. Smoke entering any 
other compartment occupied by crewmembers or passengers when the LD-MCR 
compartment is opened during an emergency evacuation must dissipate 
within five minutes after the LD-MCR compartment is closed.
    Hazardous quantities of smoke may not enter any other compartment 
occupied by crewmembers or passengers during subsequent access to 
manually fight a fire in the LD-MCR compartment. (The amount of smoke 
entrained by a firefighter exiting the LD-MCR compartment through the 
access is not considered hazardous.)
    During the one-minute smoke detection time, penetration of a small 
quantity of smoke from the LD-MCR compartment into an occupied area is 
acceptable. Flight tests must be conducted to show compliance with this 
requirement.
    If a built-in fire suppression system is used in lieu of manual 
fire-fighting, the fire suppression system must be designed so that no 
hazardous quantities of extinguishing agent will enter other 
compartments occupied by passengers or crewmembers. The system must 
have adequate capacity to suppress any likely fire occurring in the LD-
MCR compartment, considering the fire threat, the volume of the 
compartment and the ventilation rate.
    13. For each seat and berth in the LD-MCR compartment, there must 
be a supplemental oxygen system equivalent to that provided for main 
deck passengers. The system must provide an aural and visual warning to 
alert the occupants of the LD-MCR compartment of the need 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 LD-MCR compartment is depressed. Procedures for 
crewmembers in the LD-MCR compartment to follow in the event of 
decompression must be established. These procedures must be transmitted 
to the operator for incorporation into their training programs and 
appropriate operational manuals.
    14. The following requirements apply to LD-MCR compartments that 
are divided into several sections by the installation of curtains or 
doors:
    a. To warn crewmembers who may be sleeping, there must be an aural 
alert that accompanies automatic presentation of supplemental oxygen 
masks. The alert must be able to be heard in each section of the LD-MCR 
compartment. A visual indicator that occupants must don an oxygen mask 
is required in each section where seats or berths are not installed. A 
minimum of two supplemental oxygen masks is required for each seat or 
berth. There must also be a means to manually deploy the oxygen masks 
from the flightdeck.
    b. A placard is required adjacent to each curtain that visually 
divides or separates the LD-MCR compartment into small sections for 
privacy purposes. The placard must indicate that the curtain is to 
remain open when the private section it creates is unoccupied.
    c. For each section created by the installation of a curtain, the 
following requirements of these special conditions must be met both 
with the curtain open and with the curtain closed:
    (1) Emergency illumination (Special Condition No. 5);
    (2) Aural emergency alarm (Special Condition No. 7);
    (3) Fasten seat belt signal or return to seat signal as applicable 
(Special Condition No. 8); and
    (4) Smoke or fire detection (Special Condition No. 10).
    d. Crew rest compartments visually divided to the extent that 
evacuation could be affected must have exit signs that direct occupants 
to the primary stairway exit. The exit signs must be provided in each 
separate section of the LD-MCR 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 LD-MCR compartment that are created by the 
installation of a partition with a door separating the sections, the 
following requirements of these special conditions must be met with the 
door open and with the door closed:
    (1) There must be a secondary evacuation route from each section to 
the main deck, or 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 crewmember from this area must 
be considered. A secondary evacuation route from a small room designed 
for only one occupant for a short period of time, such as a changing 
area or lavatory, is not required. However, removal of an incapacitated 
occupant from this area must be considered.
    (2) Any door between the sections must be shown to be openable when 
crowded against, even when crowding occurs at each side of the door.
    (3) There may be no more than one door between any seat or berth 
and the primary stairway exit.
    (4) There must be exit signs in each section that meet the 
requirements of Sec.  25.812(b)(1)(i) at amendment 25-58 that direct 
occupants to the primary stairway exit. An exit sign with reduced 
background area, as described in Special Condition No. 4(a), may be 
used to meet this requirement.
    (5) Special Conditions No. 5 (emergency illumination), No. 7 (aural 
emergency alarm), No. 8 (fasten seat belt signal or return to seat 
signal as applicable) and No. 10 (smoke and fire detection) must be met 
both with the door open and the door closed.
    (6) Special Conditions No. 6 (two-way voice communication) and No. 
9 (PBE and other equipment) must be met independently for each separate 
section, except in lavatories or other small areas that are not 
intended to be occupied for extended periods of time.
    15. Where a waste disposal receptacle is fitted, it must be 
equipped with a built-in fire extinguisher designed to discharge 
automatically upon occurrence of a fire in the receptacle.
    16. Materials, including finishes or decorative surfaces applied to 
the materials, must comply with the flammability standards of Sec.  
25.853 at amendment 25-66. Mattresses must comply with the flammability 
standards of Sec.  25.853(b) and (c) at amendment 25-66.
    17. A lavatory within the LD-MCR compartment must meet the same 
requirements as a lavatory installed on the main deck, except with 
regard to Special Condition No. 10 for smoke detection.
    18. When a LD-MCR 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 conditions apply:
    a. Any wall of the LD-MCR compartment, which forms part of the 
boundary of the reduced cargo compartment and is subject to direct 
flame impingement from a fire in the cargo compartment, and any 
interface

[[Page 26598]]

item between the LD-MCR compartment and the airplane structure or 
systems must meet the applicable requirements of Sec.  25.855 at 
amendment 25-60.
    b. Means must be provided to ensure that the fire protection level 
of the cargo compartment meets the applicable requirements of 
Sec. Sec.  25.855 at amendment 25-60; 25.857 at amendment 25-60; and 
25.858 at amendment 25-54 when the LD-MCR compartment is not installed.
    c. Use of each emergency evacuation route must not require 
occupants of the LD-MCR compartment to enter the cargo compartment in 
order to return to the passenger compartment.
    d. The aural emergency alarm specified in Special Condition No. 7 
must sound in the LD-MCR compartment in the event of a fire in the 
cargo compartment.
    19. Means must be provided to prevent access into the Class C cargo 
compartment, whether or not the LD-MCR is installed, during all 
airplane flight operations and to ensure that the maintenance door is 
closed and secured during all airplane flight operations.
    20. All enclosed stowage compartments within the LD-MCR compartment 
that are not limited to stowage of emergency equipment or airplane 
supplied equipment (i.e., bedding), must meet the design criteria given 
in the table below. As indicated in the table, enclosed stowage 
compartments larger 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 fire extinguisher will require 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.
Location Detector \4\.............  No......................  Yes.....................  Yes.
----------------------------------------------------------------------------------------------------------------
\1\ Material: The material used to construct each enclosed stowage compartment must at least be fire resistant
  and must meet the flammability standards established for interior components 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\ 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 main passenger cabin. This warning must be readily detectable by a flight attendant, taking
  into consideration the positioning of flight attendants throughout the main passenger compartment during
  various phases of flight.
\3\ Liner: If 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, 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\ but less than or equal to 200 ft\3\ in interior volume,
  a liner must be provided that meets the requirements of Sec.   25.855 at amendment 25-60 for a Class B cargo
  compartment.
\4\ Location Detector: LD-MCR compartments that contain enclosed stowage compartments with an interior volume
  that exceeds 25 ft\3\ and are located away from one central location, such as the entry to the LD-MCR
  compartment or a common area within the LD-MCR compartment, 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 May 31, 2019.
Paul Siegmund,
Acting Manager, Transport Standards Branch, Policy and Innovation 
Division, Aircraft Certification Service.
[FR Doc. 2019-11957 Filed 6-6-19; 8:45 am]
 BILLING CODE 4910-13-P


