[Federal Register Volume 87, Number 83 (Friday, April 29, 2022)]
[Rules and Regulations]
[Pages 25402-25407]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-09207]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2022-0442; Special Conditions No. 25-823-SC]


Special Conditions: Commercial Aircraft Interiors, LLC, Boeing 
767-300F Airplane; Installation of Main-Deck Crew-Rest Compartment

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Boeing Model 767-
300F series airplane. This airplane, as modified by Commercial Aircraft 
Interiors, LLC (CAI), will have a novel or unusual design feature when 
compared to the state of technology envisioned in the airworthiness 
standards for transport category airplanes. This design feature is a 
crew-rest compartment that is a one piece self-contained unit for 
installation in the forward position of the Class E cargo compartment. 
The applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for this design feature. These special 
conditions contain the additional safety standards that the 
Administrator considers necessary to establish a level of safety 
equivalent to that established by the existing airworthiness standards.

DATES: This action is effective on Commercial Aircraft Interiors, LLC 
on April 29, 2022. Send comments on or before June 13, 2022.

ADDRESSES: Send comments identified by Docket No. FAA-2022-0442 using 
any of the following methods:
     Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending 
your comments electronically.
     Mail: Send comments to Docket Operations, M-30, U.S. 
Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room 
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
     Hand Delivery or Courier: Take comments to Docket 
Operations in Room W12-140 of the West Building Ground Floor at 1200 
New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at 202-493-2251.
    Privacy: Except for Confidential Business Information (CBI) as 
described in the following paragraph, and other information as 
described in title 14, Code of Federal Regulations (14 CFR) 11.35, the 
FAA will post all comments received without change to https://www.regulations.gov/, including any personal information you provide. 
The FAA will also post a report summarizing each substantive verbal 
contact received about these special conditions.
    Confidential Business Information: Confidential Business 
Information (CBI) is commercial or financial information that is both 
customarily and actually treated as private by its owner. Under the 
Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from 
public disclosure. If your comments responsive to these special 
conditions contain commercial or financial information that is 
customarily treated as private, that you actually treat as private, and 
that is relevant or responsive to these special conditions, it is 
important that you clearly designate the submitted comments as CBI. 
Please mark each page of your submission containing CBI as ``PROPIN.'' 
The FAA will treat such marked submissions as confidential under the 
FOIA, and the indicated comments will not be placed in the public 
docket of these special conditions. Send submissions containing CBI to 
John Shelden, Human Machine Interface, AIR-626, Technical Innovation 
Policy Branch, Policy and Innovation Division, Aircraft Certification 
Service, Federal Aviation Administration, 2200 South 216th Street, Des 
Moines, Washington 98198; telephone 206-231-3214; email 
[email protected]. Comments the FAA receives, which are not 
specifically designated as CBI, will be placed in the

[[Page 25403]]

public docket for these special conditions.
    Docket: Background documents or comments received may be read at 
https://www.regulations.gov/ at any time. Follow the online 
instructions for accessing the docket or go to Docket Operations in 
Room W12-140 of the West Building Ground Floor at 1200 New Jersey 
Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: John Shelden, Human Machine Interface, 
AIR-626, Technical Innovation Policy Branch, Policy and Innovation 
Division, Aircraft Certification Service, Federal Aviation 
Administration, 2200 South 216th Street, Des Moines, Washington 98198; 
telephone 206-231-3214; email [email protected].

SUPPLEMENTARY INFORMATION: The substance of these special conditions, 
as applied to the installation of crew-rest compartments in the upper 
and lower lobes of the airplane, has been published in the Federal 
Register for public comment in several prior instances. In the past 
decade, comments were received in 2013 and 2014, but did not affect the 
substance of these special conditions. In 2017, The FAA approved an 
identical special condition, 25-702-SC for TTF Aerospace. Comments were 
received but did not affect the substance of these special conditions. 
Therefore, the FAA finds, pursuant to Sec.  11.38(b), that new comments 
are unlikely, and notice and comment prior to this publication are 
unnecessary and that is further unnecessary to delay the effective 
date.

Comments Invited

    The FAA invites 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.
    The FAA will consider all comments received by the closing date for 
comments. The FAA may change these special conditions based on the 
comments received.

Background

    On June 18, 2021, CAI applied for a supplemental type certificate 
for the installation of crew-rest compartments on the Boeing Model 767-
300F series airplanes. The Boeing Model 767-300F series airplane is a 
transport category, wide body freighter equipped with two General 
Electric CF6-80C2B6F or B7F engines, and a Class E cargo compartment. 
The airplane has a maximum takeoff weight of approximately 412,000 
pounds.

Type Certification Basis

    Under the provisions of title 14, Code of Federal Regulations (14 
CFR) 21.101, CAI must show that the Boeing Model 767-300F series 
airplane, as changed, continues to meet the applicable provisions of 
the regulations listed in Type Certificate No. A1NM or the applicable 
regulations in effect on the date of application for the change, except 
for earlier amendments as agreed upon by the FAA.
    If the Administrator finds that the applicable airworthiness 
regulations (e.g., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for the Boeing Model 767-300F series 
airplane because of a novel or unusual design feature, special 
conditions are prescribed under the provisions of Sec.  21.16.
    Special conditions are initially applicable to the model for which 
they are issued. Should the applicant apply for a supplemental type 
certificate to modify any other model included on the same type 
certificate, to incorporate the same novel or unusual design feature, 
these special conditions would also apply to the other model under 
Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Boeing Model 767-300F series airplane must comply with 
the fuel vent and exhaust emission requirements of 14 CFR part 34, and 
the noise certification requirements of 14 CFR part 36.
    The FAA issues special conditions, as defined in 14 CFR 11.19, in 
accordance with Sec.  11.38, and they become part of the type 
certification basis under Sec.  21.101.

Novel or Unusual Design Features

    The Boeing Model 767-300F series airplane, as modified by 
Commercial Aircraft Interiors, LLC, will incorporate the following 
novel or unusual design feature:
    The installation of a crew-rest compartment that is a one piece 
self-contained unit for installation in the forward position of the 
Class E cargo compartment.

Discussion

    The crew-rest compartment will be located in what is currently the 
Class E main deck cargo compartment of Boeing Model 767-300F series 
airplane. It will be designed as a one piece self-contained unit for 
installation in the forward portion of the cargo compartment. The crew-
rest compartment will be attached to the existing cargo restraint 
system, and will interface with the left-hand wall of the cargo 
compartment, with a seal that will surround the access door that 
currently provides passage to and from the Class E cargo compartment. 
Crew-rest compartment occupancy will be limited to a maximum of four 
(4) occupants.
    The crew-rest compartment will contain approved seats or sleeping 
berths, able to withstand the maximum flight loads when occupied, for 
each occupant permitted in the crew-rest compartment, and it will only 
be occupied in flight, not during taxi, takeoff or landing. A smoke 
detection system, manual firefighting system, oxygen supply and 
occupant amenities will be provided in the crew-rest compartment. The 
access door will provide entry to and from the crew-rest compartment.
    Section 25.857(e) at amendment level 25-93, requires that, when a 
Class E cargo compartment is installed on the airplane, the airplane 
must be used for carriage of cargo only. However, consistent with 
Exemption No. 12805 regarding the Boeing Model 767-300F, the FAA found 
that a crew-rest compartment installed in a Class E cargo compartment 
is acceptable, provided that the crew-rest compartment is installed 
forward of a smoke barrier.
    The FAA considers crew-rest compartment smoke or fire detection and 
fire suppression systems complex when the structured methods of 
analysis are needed for a thorough and valid safety assessment (refer 
to AC 25.1309-1A, titled ``System Design and Analysis'', paragraph 
6.d). This complexity includes airflow management features that prevent 
hazardous quantities of smoke or fire extinguishing agents from 
entering any other compartment occupied by the crew or passengers.
    The FAA considers failure of the crew-rest compartment fire 
protection systems (i.e., smoke or fire detection and fire suppression 
systems), in conjunction with a crew-rest compartment fire to be a 
catastrophic event. Based on the ``Depth of Analysis Flowchart'' shown 
in Figure 2 of AC 25.1309-1A, the depth of analysis should include both 
qualitative and quantitative assessments (refer to paragraphs 8d, 9, 
and 10 of AC 25.1309-1A). In addition, flammable fluids, explosives, or 
other dangerous cargo are prohibited from the crew-rest compartment.
    The requirements in this document are intended to enable 
crewmember(s) quick entry to the crew-rest compartment to locate a fire 
source, and

[[Page 25404]]

also inherently place limits on the size of the crew-rest area, as well 
as the amount of baggage that may be stored inside the crew-rest 
compartment. Baggage in the crew-rest compartment must be limited to 
the crews' personal luggage, and must not be used for cargo storage or 
other baggage. The design of a system to include cargo storage or other 
baggage would require additional requirements to ensure safe operation.
    The addition of galley equipment or a kitchenette incorporating a 
heat source (e.g., cook tops, microwaves, coffee pots, etc.), other 
than a conventional lavatory or kitchenette water heater, within the 
crew-rest compartment, may require additional special conditions, and 
is prohibited until such conditions are approved. A water heater is 
acceptable without additional special conditions.
    These special conditions contain the additional safety standards 
that the Administrator considers necessary to establish a level of 
safety equivalent to that established by the existing airworthiness 
standards.

Applicability

    As discussed above, these special conditions are applicable to the 
Boeing Model 767-300F series airplane. Should Commercial Aircraft 
Interiors, LLC apply at a later date for a supplemental type 
certificate to modify any other model included on Type Certificate No. 
A1NM, to incorporate the same novel or unusual design feature, these 
special conditions would apply to that model as well.

Conclusion

    This action affects only certain novel or unusual design feature on 
one model of airplane. It is not a rule of general applicability and 
affects only the applicant who applied to the FAA for approval of 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 Special Conditions

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the following special conditions are issued as part of 
the type certification basis for Boeing Model 767-300F series 
airplanes, as modified by Commercial Aircraft Interiors, LLC. The 
maximum occupancy of the crew-rest compartment must be added to the 
limitations section of the airplane flight manual. The operating 
procedures, warnings, alarms and alerts listed below must be added to 
the normal and emergency procedures sections of the airplane flight 
manual as appropriate.
    (a) Occupancy of the crew-rest compartment is limited to the total 
number of installed sleeping berths and seats in each compartment. Each 
occupant permitted in the crew-rest compartment must be provided an 
approved seat or sleeping berth able to withstand the maximum flight 
loads when occupied. The maximum occupancy is four in the crew-rest 
compartment, accounting for two sleeping berths and two seats.
    (1) An appropriate placard must be displayed in a conspicuous 
location at each entrance to the crew-rest compartment to indicate the 
following:
    (i) The maximum number of occupants allowed.
    (ii) That occupancy is restricted to crewmembers who are trained in 
evacuation procedures for the crew-rest compartment.
    (iii) That occupancy is prohibited during taxi, takeoff, and 
landing.
    (iv) That smoking is prohibited in the crew-rest compartment.
    (v) That hazardous quantities of flammable fluids, explosives, or 
other dangerous cargo are prohibited from the crew-rest compartment.
    (vi) That stowage in the crew-rest compartment must be limited to 
emergency equipment, airplane supplied equipment (e.g., bedding), and 
crew personal luggage. Cargo and other baggage is not allowed.
    (2) At least one ashtray must be located conspicuously on or near 
the entry side of any entrance to the crew-rest compartment.
    (3) If access to the remainder of the Class E cargo compartment is 
required from the crew-rest compartment, doors must be designed to be 
easily opened from both within and outside of the crew-rest 
compartment. If a locking mechanism is installed, it must be capable of 
being unlocked from the outside without the aid of special tools. The 
lock must not prevent opening from the inside of the compartment at any 
time.
    (4) For all doors installed in the evacuation routes, they must be 
designed such that they do not allow anyone to be trapped inside the 
crew-rest compartment. If a locking mechanism is installed on an 
evacuation route door, it must be capable of being unlocked from the 
outside without the aid of special tools. The lock must not prevent 
opening the door from the inside of the crew-rest compartment at any 
time.
    (b) An emergency evacuation route must be available for occupants 
of the crew-rest compartment to rapidly evacuate forward to the flight 
deck/seating area. The crew-rest compartment access must be able to be 
closed from the flight deck/seating area after evacuation. In 
addition--
    (1) The route must be designed to minimize the possibility of 
blockage, which might result from fire, mechanical or structural 
failure, or persons standing on top of or against the escape route. The 
use of evacuation routes must not be dependent on any powered device. 
If an evacuation route has low headroom, provisions must be made to 
prevent, or protect crew-rest compartment occupants from, head injury.
    (2) Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated occupant from the crew-rest compartment, 
must be established. All of these procedures must be transmitted to the 
operators for incorporation into their training programs and 
appropriate operational manuals.
    (3) The airplane flight manual, or other suitable means, must 
include a limitation requiring that crewmembers be trained in the use 
of evacuation routes.
    (c) A means must be provided for the evacuation of an incapacitated 
person (representative of a 95th percentile male) from the crew-rest 
compartment to the flight deck/seating area. The evacuation must be 
demonstrated for all evacuation routes.
    (d) The following signs and placards must be provided in the crew-
rest compartment:
    (1) At least one exit sign, located near each exit, meeting the 
requirements of Sec.  25.812(b)(1)(i) at Amendment level 25-58, except 
that a sign with reduced background area of no less than 5.3 square 
inches (excluding the letters) may be utilized, provided that it is 
installed such that the material surrounding the exit sign is light in 
color (e.g., white, cream, light beige). If the material surrounding 
the exit sign is not light in color, a sign with a minimum of a one 
inch wide background border around the letters would also be 
acceptable.
    (2) An appropriate placard located near each exit defining the 
location and the operating instructions for each evacuation route.
    (3) Placards must be readable from a distance of 30 inches under 
emergency lighting conditions.

[[Page 25405]]

    (4) The exit handles and evacuation path operating instruction 
placards must be illuminated to at least 160 micro lamberts under 
emergency lighting conditions.
    (e) In the event of failure of the airplane's main power system, or 
of the normal crew-rest compartment lighting system, emergency 
illumination must automatically be provided for the crew-rest 
compartment, and must be met with the door open or closed. In 
addition--
    (1) This emergency illumination must be independent of the main 
lighting system.
    (2) 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.
    (3) The illumination level must be sufficient for the occupants of 
the crew-rest compartment to evacuate to the flight deck/seating area 
by means of each evacuation route.
    (4) The illumination level must be sufficient, with the privacy 
curtains in the closed position, for each occupant of the crew-rest 
compartment to locate an oxygen mask.
    (f) A means must be provided for two-way voice communications 
between crewmembers on the flight deck and occupants of the crew-rest 
compartment. The public address system must allow two-way voice 
communications between the flight crew and the occupants of the crew-
rest compartment.
    (g) A means must be provided for manual activation of an aural 
emergency alarm system, audible during normal and emergency conditions, 
to enable occupants on the flight deck to alert the occupants in the 
crew-rest compartment of an emergency situation. Use of a public 
address or crew interphone system is acceptable, provided an adequate 
means of differentiating between normal and emergency communications is 
incorporated. The system must maintain power in-flight for at least ten 
minutes after the shutdown or failure of all engines and auxiliary 
power units (APUs), or the disconnection or failure of all power 
sources dependent on their continued operation of the engines and APUs.
    (h) A readily detectable means must be provided, for seated or 
standing occupants of the crew-rest compartment that indicates when 
seatbelts should be fastened. In the absence of seats, at least one 
means must be provided to accommodate anticipated turbulence (e.g., 
sufficient handholds). Seatbelt type restraints must be provided for 
sleeping berths, and be compatible with occupant sleeping attitude 
during cruise conditions. A placard must be located on each sleeping 
berth, stating it is a requirement that seatbelts be fastened when 
occupied. If compliance with any other requirement of these special 
conditions is based on a sleeping berth with a specific head location 
for occupants, a placard must identify the head position.
    (i) In lieu of the requirements of Sec.  25.1439(a) at Amendment 
level 25-38, that pertain to isolated compartments, and providing 
occupants a level of safety equivalent to occupants of a small, 
isolated galley, the following equipment must be provided in the crew-
rest compartment:
    (1) At least one approved hand held fire extinguisher, appropriate 
for the kinds of fires likely to occur;
    (2) Two protective-breathing equipment (PBE) devices, approved to 
Technical Standard Order C116A or equivalent, suitable for 
firefighting, or one PBE for each hand held fire extinguisher, 
whichever is greater; and
    (3) One flashlight.

    Note:  Additional PBEs and fire extinguishers in specific 
locations, beyond the minimum requirements prescribed in paragraph 
(i) of these special conditions, may be required as a result of any 
egress analysis completed to meet the requirements of paragraph 
(b)(1) of these special conditions.

    (j) A smoke or fire detection system (or systems) must be provided 
to monitor each area that can be occupied within the crew-rest 
compartment, including those areas partitioned by curtains. Flight 
tests must be conducted to show compliance with this requirement. Each 
system (or systems) must provide:
    (1) A visual indication to the flight deck within one minute after 
the start of a fire;
    (2) An aural warning in the crew-rest compartment; and
    (3) A warning in the main seating area. This warning must be 
readily detectable by an occupant of this area.
    (k) The crew-rest compartment must be designed such that fires 
within the compartment can be controlled without a crewmember having to 
enter the compartment, or the design of the access provisions must 
allow crewmembers equipped for firefighting to have unrestricted access 
to the compartment. The time for a crewmember on the main deck to react 
to the fire alarm, to don the firefighting equipment, and to gain 
access must not exceed the time for the compartment to become smoke 
filled, making it difficult to locate the fire source.
    (l) A means must be provided to exclude hazardous quantities of 
smoke or extinguishing agent, originating in the crew-rest compartment, 
from entering any other area that can be occupied. A means must also be 
provided to exclude hazardous quantities of smoke or extinguishing 
agent originating in the Class E cargo compartment from entering the 
crew-rest compartment. This means must include the time periods during 
the evacuation of the crew-rest compartment and, if applicable, when 
accessing the crew-rest compartment to manually fight a fire. Smoke 
entering any other occupied compartment, when the access to the crew-
rest compartment is opened during an emergency evacuation, must 
dissipate within five minutes after the access to the crew-rest 
compartment is closed. Hazardous quantities of smoke may not enter any 
other occupied compartment during subsequent access to manually fight a 
fire in the crew-rest compartment (the amount of smoke entrained by a 
firefighter exiting the crew-rest compartment through the access is not 
considered hazardous). During the one minute smoke detection time, 
penetration of a small quantity of smoke from the crew-rest 
compartment, into an occupied area, is acceptable. Flight tests must be 
conducted to show compliance with this requirement. If a built-in fire 
extinguishing system is used in lieu of manual firefighting, then the 
fire extinguishing system must be designed so that no hazardous 
quantities of extinguishing agent will enter other occupied 
compartments. The system must have adequate capacity to suppress any 
fire occurring in the crew-rest compartment, considering the fire 
threat, volume of the compartment, and the ventilation rate.
    (m) In lieu of providing a supplemental oxygen system in accordance 
with Sec.  25.1447(c)(1), a portable oxygen unit meeting the 
requirements in paragraph (n) of these special conditions must be 
available for each seat and sleeping berth in the crew-rest 
compartment. An aural and visual warning must be provided to warn the 
occupants of the crew-rest compartment to don oxygen masks in the event 
of decompression. The warning must activate before the cabin pressure 
altitude exceeds 15,000 feet. The aural warning must sound continuously 
for a minimum of five minutes or until a reset push-button in the crew-
rest compartment is pressed for reset. Procedures for decompression 
events must be established for crew-rest compartment occupants. These

[[Page 25406]]

procedures must be transmitted to the operator for incorporation into 
their training programs and appropriate operational manuals.
    (n) The portable oxygen unit must meet the performance requirements 
of either Sec. Sec.  25.1443(a) or 25.1443(b), or the equipment must be 
shown to protect the occupants from hypoxia at an activity level 
required to return to their seat following a rapid decompression to 
25,000 feet cabin pressure altitude. In addition, the portable oxygen 
equipment must:
    (1) Meet Sec.  25.1439(b)(1), (2), and (4).
    (2) Be designed to prevent any inward leakage to the inside of the 
mask.
    (3) Prevent any outward leakage causing significant increase in the 
oxygen content of the local atmosphere.
    (4) Be sized adequately for continuous and uninterrupted use during 
a worst case flight duration following a decompression, or must be of 
sufficient duration to allow the occupant(s) to return to their seat 
where additional oxygen is readily accessible for the remainder of the 
decompression event.
    (o) If the airplane contains a destination area, such as a 
crewmember changing area, a portable oxygen unit meeting the 
requirements in paragraph (n) of these special conditions, must be 
readily available for each occupant who may reasonably be expected to 
be in the destination area.
    (1) An aural and visual warning must be provided to alert the 
occupants in the crew-rest compartment to don oxygen masks in the event 
of decompression, a fire in the Class E cargo compartment, or in cases 
in which a decompression and subsequent climb are required. The warning 
must activate before the cabin pressure altitude exceeds 15,000 feet. 
The aural warning must sound continuously for a minimum of five minutes 
or until a reset push button in the crew-rest compartment is pressed 
for reset.
    (2) Procedures for decompression events must be established for 
crew-rest compartment occupants. These procedures must be transmitted 
to the operator for incorporation into their training programs and 
appropriate operational manuals. In addition, a decompression panel 
must be incorporated into the crew-rest compartment construction.
    (p) The following requirements apply to crew-rest compartments that 
are divided into several sections by the installation of curtains or 
partitions:
    (1) To accommodate sleeping occupants, an aural alert must be 
available, that can be heard in each section of the crew-rest 
compartment. A visual indicator showing how occupants must don an 
oxygen mask is required in each section where seats or sleeping berths 
are installed. A minimum of one portable oxygen unit, meeting the 
requirements in paragraph (n) of these special conditions, is required 
for each seat or sleeping berth.
    (2) A placard is required, adjacent each curtain that visually 
divides or separates, for privacy purposes, the crew-rest compartment 
into small sections. The placard must require that the curtains remain 
open when the private sections they create are unoccupied.
    (3) For each crew-rest compartment section created by the 
installation of a curtain, the following requirements must be met with 
the curtain open or closed:
    (i) Emergency illumination (refer to paragraph (e) of these special 
conditions).
    (ii) Emergency alarm system (refer to paragraph (g) of these 
special conditions).
    (iii) Fasten seatbelt signal, or return-to-seat signal, as 
applicable (refer to paragraph (h) of these special conditions).
    (iv) A smoke or fire detection system (refer to paragraph (j) of 
these special conditions).
    (4) Compartments visually divided, to the extent that evacuation 
could be affected, must have exit signs that direct occupants to the 
primary exit. The exit signs must be provided in each separate section 
of the crew-rest compartment, and must meet the requirements of Sec.  
25.812(b)(1)(i) at Amendment level 25-58. An exit sign with reduced 
background area, as described in paragraph (d)(1) of these special 
conditions may be used to meet this requirement.
    (5) For sections within a crew-rest compartment that are created by 
the installation of a partition with a door separating the sections, 
the following requirements must be met with the door open or closed:
    (i) It must be shown that any door between the sections has been 
designed to preclude anyone from being trapped inside the compartment. 
Removal of an incapacitated occupant from within this area must be 
considered. A secondary evacuation route from a small room, such as a 
changing area or lavatory designed for only one occupant for a short 
duration, is not required. However, removal of an incapacitated 
occupant from within this area must be considered.
    (ii) Each section must contain exit signs that meet the 
requirements of Sec.  25.812(b)(1)(i) at Amendment level 25-58, 
directing occupants to the primary exit. An exit sign with reduced 
background area, as described in paragraph (d)(1) of these special 
conditions, may be used to meet this requirement.
    (iii) Paragraph (e) (emergency illumination), paragraph (g) 
(emergency alarm system), paragraph (h) (fasten-seatbelt signal, or 
return-to-seat signal, as applicable), and paragraph (j) (smoke- or 
fire-detection system) of these special conditions, must be met with 
the door open or closed.
    (iv) Paragraph (f) (two-way voice communication), and paragraph (i) 
(emergency firefighting and protective equipment) of these special 
conditions, must be met independently for each separate section, except 
for lavatories or other small areas that are not intended to be 
occupied for extended duration.
    (q) Where a waste disposal receptacle is installed, it must be 
equipped with a built-in fire extinguisher designed to discharge 
automatically upon occurrence of a fire in the receptacle.
    (r) Materials, including finishes or decorative surfaces applied to 
the materials, must comply with the flammability requirements of Sec.  
25.853 at Amendment level 25-116 or later. Seat cushions and mattresses 
must comply with the flammability requirements of Sec.  25.853(c) at 
Amendment level 25-116 or later, and the test requirements of part 25, 
appendix F, part II, or other equivalent methods.
    (s) When a crew-rest compartment is installed or enclosed as a 
removable module in part of a cargo compartment, or is located directly 
adjacent to a cargo compartment without an intervening cargo 
compartment wall, the following applies:
    (1) Any wall of the module (container) forming part of the boundary 
of the reduced cargo compartment, subject to direct flame impingement 
from a fire in the cargo compartment, and including any interface item 
between the module (container) and the airplane structure or systems, 
must meet the applicable requirements of Sec.  25.855 at Amendment 
level 25-60.
    (2) Means must be provided so that the fire protection level of the 
cargo compartment meets the applicable requirements of Sec.  25.855 at 
Amendment level 25-60, Sec.  25.857 at Amendment level 25-60, and Sec.  
25.858 at Amendment level 25-54 when the module (container) is not 
installed.
    (3) Use of an emergency evacuation route must not require occupants 
of the crew-rest compartment to enter the cargo compartment as a means 
to return to the flight deck/seating area.
    (4) The aural warning in paragraph (g) of these special conditions, 
must sound

[[Page 25407]]

in the crew-rest compartment in the event of a fire in the cargo 
compartment.
    (t) All enclosed stowage compartments within the crew-rest 
compartment that are not limited to stowage of emergency equipment or 
airplane-supplied equipment (e.g., bedding) must meet the design 
criteria provided in the table below. As indicated in the table, these 
special conditions do not address enclosed stowage compartments greater 
than 200 ft\3\ in interior volume. The inflight accessibility of very 
large, enclosed stowage compartments, and the subsequent impact on 
crewmembers' ability to effectively reach any part of the compartment 
with the contents of a hand held fire extinguisher, requires additional 
fire protection considerations similar to those required for 
inaccessible compartments such as Class C cargo compartments.

                                      Stowage Compartment Interior Volumes
----------------------------------------------------------------------------------------------------------------
   Fire protection features         Less than 25 ft\3\         25 ft\3\ to 57 ft\3\      57 ft\3\ to 200 ft\3\
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Materials of Construction \1\.  Yes.......................  Yes......................  Yes.
Detectors \2\.................  No........................  Yes......................  Yes.
Liner \3\.....................  No........................  No.......................  Yes.
Locating Device \4\...........  No........................  Yes......................  Yes.
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\1\ Compliant Materials of Construction: The material used in constructing each enclosed stowage compartment
  must at least be fire resistant and must meet the flammability standards established for interior components
  (i.e., 14 CFR part 25 Appendix F, Parts I, IV, and V) per the requirements of Sec.   25.853. For compartments
  less than 25 ft\3\ in interior volume, the design must ensure the ability to contain a fire likely to occur
  within the compartment under normal use.
\2\ Smoke or Fire Detectors: Enclosed stowage compartments equal to or exceeding 25 ft\3\ in interior volume
  must be provided with a smoke- or fire-detection system to ensure that a fire can be detected within a one-
  minute detection time. Flight tests must be conducted to show compliance with this requirement. Each system
  (or systems) must provide:
(a) A visual indication in the flight deck within one minute after the start of a fire;
(b) An aural warning in the crew-rest compartment; and
(c) A warning in the supernumerary seating area.
\3\ Liner: If it can be shown that the material used to construct the stowage compartment meets the flammability
  requirements of a liner for a Class B cargo compartment, then no liner would be required for enclosed stowage
  compartments equal to or greater than 25 ft\3\ in interior volume but less than 57 ft\3\ in interior volume.
  For all enclosed stowage compartments equal to or greater than 57 ft\3\ in interior volume but less than or
  equal to 200 ft\3\, a liner must be provided that meets the requirements of Sec.   25.855 at Amendment 25-60
  for a Class B cargo compartment.
\4\ Fire-Location Detector: Crew-rest compartments that contain enclosed stowage compartments exceeding 25 ft\3\
  interior volume and which are located away from one central location, such as the entry to the crew-rest
  compartment or a common area within the crew-rest compartment, would require additional fire-protection
  features or related devices to assist a firefighter in determining the location of a fire.


    Issued in Kansas City, Missouri, on April 25, 2022.
Patrick R. Mullen,
Manager, Technical Innovation Policy Branch, Policy and Innovation 
Division, Aircraft Certification Service.
[FR Doc. 2022-09207 Filed 4-28-22; 8:45 am]
BILLING CODE 4910-13-P


