[Federal Register Volume 76, Number 90 (Tuesday, May 10, 2011)]
[Proposed Rules]
[Pages 26949-26957]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-11368]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM456; Special Conditions No. 25-11-13-SC]
Special Conditions: Boeing Model 747-8 Series Airplanes; Overhead
Flight Attendant Rest Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
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SUMMARY: This action proposes special conditions for Boeing Model 747-8
series airplanes. These airplanes will have novel or unusual design
features associated with the installation of an overhead flight
attendant rest compartment. The applicable airworthiness regulations do
not contain adequate or appropriate safety standards for these design
features. 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. Additional special conditions will be
issued for other novel or unusual design features of the Boeing 747-8
airplanes.
DATES: Comments must be received on or before May 31, 2011.
ADDRESSES: Comments on this proposal may be mailed in duplicate to:
Federal Aviation Administration, Transport Airplane Directorate,
Attention: Rules Docket (ANM-113), Docket No. NM456, 1601 Lind Avenue,
SW., Renton, Washington 98057-3356; or delivered in duplicate to the
Transport Airplane Directorate at the above address. All comments must
be marked Docket No. NM456. Comments may be inspected in the Rules
Docket weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Jayson Claar, FAA, Airframe/Cabin
Safety Branch, ANM-115, Transport Standards Staff, Transport Airplane
Directorate, Aircraft Certification Service, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056; telephone (425) 227-2194; facsimile
(425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites interested persons to participate in this
rulemaking by submitting 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 ask that you send us two copies of written
comments.
We will file in the docket all comments we receive as well as a
report summarizing each substantive public contact with FAA personnel
concerning these proposed special conditions. The docket is available
for public inspection before and after the comment closing date. If you
wish to review the docket in person, go to the address in the ADDRESSES
section of this notice between 7:30 a.m. and 4 p.m., Monday through
Friday, except Federal holidays.
We will consider all comments we receive on or before the closing
date for comments. We will consider comments filed late if it is
possible to do so without incurring expense or delay. We may change the
proposed special conditions based on comments we receive.
If you want the FAA to acknowledge receipt of your comments on this
proposal, include with your comments a pre-addressed, stamped postcard
on which the docket number appears. We will stamp the date on the
postcard and mail it back to you.
Background
On November 4, 2005, The Boeing Company, P.O. Box 3707, Seattle, WA
98124, applied for an amendment to Type Certificate Number A20WE to
include the new Model 747-8 passenger airplane. Boeing later applied
for, and was granted, an extension of time for the amended type
certificate, which changed the effective application date to December
31, 2006. The Model 747-8 is a derivative of the 747-400. The Model
747-8 is a four-engine jet transport airplane that will have a maximum
takeoff weight of 975,000 pounds and new General Electric GEnx-2B67
engines. The Model 747-8 will have two flight crew and the capacity to
carry 605 passengers.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.101, Boeing must show that the Model 747-8 meets the applicable
provisions of part 25, as amended by Amendments 25-1 through 25-120,
plus amendment 25-127 for Sec. 25.795(a), except for earlier
amendments as agreed upon by the FAA. These regulations will be
incorporated into Type Certificate No. A20WE after type certification
approval of the 747-8.
In addition, the certification basis includes other regulations,
special conditions and exemptions that are not relevant to these
special conditions. Type Certificate No. A20WE will be updated to
include a complete description of the certification basis for these
airplanes. 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 747-8 because of a novel or
unusual design feature, special conditions are prescribed under the
provisions of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the 747-8 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.
Special conditions, as defined in Sec. 11.19, are issued under
Sec. 11.38, and become part of the type certification basis under
Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model or series that incorporates the same
or similar novel or unusual design feature, or should any other model
or series already included on the same type certificate be modified to
incorporate the same or similar novel or unusual design feature, the
special conditions would also apply to the other model or series under
Sec. 21.101.
Compliance with these special conditions does not relieve the
applicant from the existing airplane certification basis requirements.
One particular area of concern is that installing an overhead flight
attendant rest (OFAR) compartment creates a smaller compartment volume
within the overhead area of the airplane. The applicant must comply
with the requirements of Sec. Sec. 25.365(e), (f), and (g), for the
OFAR compartment, as well as any other airplane compartments whose
decompression characteristics are affected by the installation of an
OFAR compartment. Compliance with Sec. 25.831 must be demonstrated for
all phases of flight when occupants are present.
Novel or Unusual Design Features
While the installation of an OFAR compartment is not a new concept
for large transport category airplanes, each
[[Page 26950]]
compartment design has unique features by virtue of its design,
location, and use on the airplane. Crew rest compartments have been
installed and certified in the main passenger cabin area of Model 777-
200 and -300 series airplanes and the overhead area of the passenger
compartment of Model 777-200 airplanes. Other crew rest compartments
have been installed below the passenger cabin area adjacent to the
cargo compartment. Similar overhead crew rest compartments have also
been installed on Model 747 series airplanes. The modification is
evaluated with respect to the interior and assessed in accordance with
the certification basis of the airplane. However, part 25 does not
provide all of the requirements for crew rest compartments within the
overhead area of the passenger compartment. Further, these special
conditions do not negate the need to address other applicable part 25
regulations.
Due to the novel or unusual features associated with the
installation of this OFAR 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 certificate.
Operational Evaluations and Approval
These special conditions outline requirements for overhead crew
rest compartment design approvals, including the OFAR compartment,
(i.e., type design changes and supplemental type certificates)
administered by the FAA's Aircraft Certification Service.
Procedures must be developed to assure that a crewmember entering
the OFAR compartment through the vestibule to fight a fire will examine
the vestibule and the lavatory areas for the source of the fire prior
to entering the remaining areas of the OFAR compartment. These
procedures are intended to assure that the source of the fire is not
between the crewmember and the primary exit. In the event a fire source
is not immediately self-evident to the firefighter, the firefighter
should check for potential fire sources at areas closest to the primary
exit first, then proceed to check areas in such a manner that the fire
source, when found, would not be between the firefighter and the
primary exit. Procedures describing methods to search the overhead crew
rests for fire source(s) must be transmitted to the operator for
incorporation into its training programs and appropriate operational
manuals.
Discussion of the Special Conditions
In general, the requirements listed in these special conditions are
similar to those previously approved in earlier certification programs,
such as the Model 777-200 series airplanes and Model 747 overhead crew
rest compartments. These special conditions establish seating,
communication, lighting, personal safety, and evacuation requirements
for the OFAR compartment. In addition, passenger information signs,
supplemental oxygen, and a seat or berth for each occupant of the OFAR
compartment are required. These items are necessary because of
turbulence and/or decompression. When applicable, the requirements
parallel the existing requirements for a lower deck service compartment
and provide an equivalent level of safety to that provided for main
deck occupants.
On Model 777 series airplanes, crew rest compartments have been
installed and certified in the main passenger cabin area, above the
main passenger area, and below the passenger cabin area adjacent to the
cargo compartment. Also, overhead crew rest compartments have been
installed on Model 747 series airplanes.
The FAA issued special conditions that contain the additional
safety standards that must be met for the OFAR compartments on Boeing
Model 747 and 777 series airplanes. FAA Special Condition 25-ANM-16 was
issued in 1987 to provide adequate safety standards for the 747-300 and
747-400 Door 5 Overhead Crew Rests, and amended in 1997 (25-ANM-16A) to
address design changes in the 747-400 Door 5 Overhead Crew Rest. For
Boeing Model 777 series airplanes, the FAA issued Special Conditions
No. 25-230-SC, dated April 9, 2003, for overhead crew rest compartments
allowed to be occupied during flight and Special Conditions No. 25-260-
SC, dated April 14, 2004, for overhead flight crew rest (OFCR)
compartments allowed to be occupied during taxi, take-off, and landing,
as well as during flight.
Special Condition No. 1
This special condition requires the seats and berths to be
certified to the maximum flight loads. Due to the location and
configuration of the OFAR compartment, occupancy during taxi, take-off,
and landing is prohibited, and occupancy is limited to crewmembers
during flight. Occupancy would be limited to 12 in an OFAR compartment,
or the combined total of approved seats and berths in the OFAR,
whichever is less. This special condition has the requirements for:
Door access and locking,
Ashtray installation,
Placards to prohibit passenger access,
Access by crewmembers not trained in evacuation
procedures,
Smoking, and
Hazardous quantities of flammable fluids, explosives, or
other dangerous cargo.
The phrase ``hazardous quantities'' as used in this special
condition permits trained crewmembers to continue to carry baggage
containing minute quantities of flammable fluids (e.g., finger nail
polish and aerosol hairspray) that would pose no threat to the airplane
or its occupants. This wording is consistent with the existing wording
of Sec. Sec. 25.831(d), 25.855 (h)(2), 25.857 (b)(2), (c)(3) & (e)(4)
and 25.1353(c)(3).
Special Condition No. 2
The purpose of this special condition is to prevent occupants from
being trapped in the OFAR compartment if there is an emergency. The
special condition requires at least two emergency evacuation routes
that could be used by each occupant of the OFAR compartment to rapidly
evacuate to the main cabin. These two routes must be sufficiently
separated to minimize the possibility of an event rendering both routes
inoperative. The main entry route meeting the appropriate requirements
may be utilized as one of the emergency evacuation routes, or, as an
alternative, two other emergency routes must be provided. The intent of
Special Condition No. 2(b) is to ensure that one of the two routes
would be clear of moving occupants under most foreseeable
circumstances.
Special Condition No. 2(b) identifies the three issues that should
be considered for egress routes. First, occupied passenger seats are
not considered an impediment to the use of an egress route (for
example, the egress route drops into one row of seats by means of a
hatch) provided that the seated occupants do not inhibit the opening of
the egress route (for example, a hatch).
Second, an egress route may utilize areas where normal movement of
passengers occurs if it is demonstrated that the passengers would not
impede egress to the main deck. If the egress means (a hatch in this
design) opens into a main aisle, cross aisle, or galley complex to an
extent that it contacts a standing ninety-fifth percentile male, then
the contact should only momentarily interrupt the opening of the egress
hatch. The interruption to the
[[Page 26951]]
egress means can be considered momentary if the egress means would
continue to open normally once the person has moved out of the way.
Third, the escape hatch should be provided with a means to prevent
it from being inadvertently closed by a passenger on the main deck.
This will ensure main deck passengers can not prevent the overhead crew
rest occupants from using the escape route. The crew should be able to
stow the escape hatch prior to landing.
Training requirements for the OFAR compartment occupants are
included in this special condition.
To clarify how compliance can be shown to Special Condition No.
2(a) new qualitative and quantitative criteria have been added to this
special condition since the issuance of Special Conditions No. 25-192-
SC.
Special Condition No. 3
This special condition requires each evacuation route to be
designed for and have procedures established for moving an
incapacitated person from the OFAR compartment to the main deck.
Additional assistants to evacuate an incapacitated person may ascend up
to one half the elevation change from the main deck to the OFAR
compartment, or to the first landing, whichever is lower. Where the
escape route is over seats, this special condition allows for five
passenger seats to be emptied when demonstrating evacuation of an
incapacitated person.
Special Condition No. 4
This special condition requires exit signs; placards for evacuation
routes; and illumination for signs, placards, and door handles. This
special condition allows the use of exit signs with a reduced
background area. The material surrounding the sign must be light in
color to more closely match and enhance the illuminated background of
the sign that has been reduced in area (letter size stays the same).
Signs with a reduced background area have been allowed under previous
equivalent levels of safety for small transport executive jets.
Special Condition No. 5
This special condition requires an emergency lighting system to
prevent the occupants from being isolated in a dark area due to loss of
the normal OFAR compartment lighting. The emergency lighting must be
activated under the same conditions as the main deck emergency lighting
system.
Special Condition No. 6
This special condition requires a two-way voice communication and
public address speaker(s) to alert the occupants of an in-flight
emergency. Also required is a system to alert the OFAR compartment
occupants of a decompression event and to don oxygen masks.
Special Condition No. 7
This special condition requires a means to inform occupants of the
OFAR compartment of an emergency. Also, after certain failures, power
must be maintained to the emergency alarm system for a specific period
of time.
Special Condition No. 8
This special condition requires a means that is readily detectable
by seated or standing OFAR compartment occupants to indicate when seat
belts should be fastened. The requirement for visibility of the sign by
standing occupants may be met by a general area sign that is visible to
occupants standing in the main floor area or corridor of the OFAR
compartment. It would not be essential that the sign be visible from
every possible location in the OFAR compartment. However, the sign
should not be remotely located or located where it may be easily
obscured.
Special Condition No. 9
This special condition requires the OFAR compartment, which is
remotely located from the passenger cabin, to be equipped with the
following tools for firefighting: A hand-held fire extinguisher,
protective breathing equipment (PBE), and a flashlight.
This requirement has been modified from previously issued Special
Conditions No. 25-192-SC to clarify how it should be interpreted
relative to the requirements of Sec. 25.1439(a). 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 requirements of Sec. 25.1439(a) apply to the OFAR
compartment, which is an isolated separate compartment. However, the
PBE requirements for isolated separate compartments of Sec. 25.1439(a)
are not appropriate because the OFAR compartment is novel and unusual
in terms of the number of occupants. In 1976 when Amendment 25-38 was
adopted, underfloor galleys were the only isolated compartments that
had been certificated with a maximum of two crewmembers expected to
occupy those galleys. Special Condition No. 9 addresses OFAR
compartments that can accommodate up to 12 crewmembers. This large
number of occupants in an isolated compartment was not envisioned at
the time Amendment 25-38 was adopted. In the event of a fire, an
occupant's first action should be to leave the confined space, unless
the occupant(s) is fighting the fire. It is not appropriate for all
OFAR compartment occupants to don PBE. Taking the time to don the PBE
would prolong the time for an occupant's emergency evacuation and
possibly interfere with efforts to extinguish the fire.
Special Condition No. 10
This special condition requires a smoke detection system and
appropriate warnings since the OFAR compartment is remotely located
from the main passenger cabin and will not always be occupied. The
smoke detection system must be capable of detecting a fire in each
occupiable area of the compartment created by the installation of a
curtain or door.
Special Condition No. 11
This special condition requires the OFAR compartment to be designed
so fires within the compartment can be controlled without having to
enter the compartment; or, the design of the access provisions must
allow crew 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, don firefighting equipment, and gain access must not exceed
the time for the OFAR compartment to become smoke filled, making it
difficult to locate the fire source.
Special Condition No. 12
This special condition requirement concerning fires within the
compartment was developed for, and applied to, lower lobe crew rest
compartments in Model 777-200 and -300 series airplanes. It was not
applied to the overhead crew rest compartment in earlier certification
programs such as the Model 747 airplanes. The Model 747 special
conditions were issued before the new part 25 flammability requirements
were developed. This requirement originated from a concern that a fire
in an unoccupied overhead crew rest compartment could spread into the
passenger compartment, or affect other vital systems, before it could
be extinguished. This special condition would require either the
installation of
[[Page 26952]]
a manually activated fire containment system that is accessible from
outside the OFAR compartment, or a demonstration that the crew could
satisfactorily perform the function of extinguishing a fire under the
prescribed conditions. A manually activated built-in fire extinguishing
system would be required only if a crewmember could not successfully
locate and extinguish the fire during a demonstration where the
crewmember is responding to the alarm.
The OFAR compartment smoke or fire detection and fire suppression
systems (including airflow management features which prevent hazardous
quantities of smoke or fire extinguishing agent from entering any other
compartment occupied by crewmembers or passengers) is considered
complex in terms of paragraph 6d of Advisory Circular (AC) 25.1309-1A,
System Design and Analysis. In addition, the FAA considers failure of
the OFAR compartment fire protection system (i.e., smoke or fire
detection and fire suppression systems) in conjunction with an OFAR
fire to be a catastrophic event. Based on the ``Depth of Analysis
Flowchart'' shown in Figure 2 of AC 25.1309-1A, the depth of analysis
should include both qualitative and quantitative assessments (reference
paragraphs 8d, 9, and 10 of AC 25.1309-1A). In addition, it should be
noted that hazardous quantities of flammable fluids, explosives, or
other dangerous cargo are prohibited from being carried in the OFAR
compartment, a prohibition addressed in Special Condition No. 1(a)(5).
The requirements to enable crewmember(s) to quickly enter the OFAR
compartment and locate a fire source inherently places limits on the
amount of baggage that may be carried and the size of the OFAR
compartment. The OFAR compartment is limited to stowing crew personal
luggage and is not intended for stowing cargo or passenger baggage. The
design of such a system to include cargo or passenger baggage would
require additional requirements to ensure safe operation.
During the one-minute smoke detection time, penetration of a small
quantity of smoke from the OFAR compartment into an occupied area is
acceptable for this airplane configuration. The FAA finds this
acceptable based on the limitations placed in this and other associated
special conditions. The FAA position is predicated on the fact that
these special conditions place sufficient restrictions on the quantity
and type of material allowed in crew carry-on bags that the threat from
a fire in this remote area would be equivalent to that experienced in
the main cabin.
Special Condition No. 13
This special condition requires that the oxygen equipment and a
supplemental oxygen deployment warning for the OFAR compartment be
equivalent to that provided for main deck passengers. Procedures must
be established for OFAR compartment occupants to follow in the event of
decompression.
Special Condition No. 14
This special condition has the requirements for a divided OFAR
compartment to address supplemental oxygen equipment and deployment
means, signs, placards, curtains, doors, emergency illumination,
alarms, seat belt fasten signals, and evacuation routes.
The wording in Special Condition No. 14(a) was modified from
previously issued special conditions to clarify that oxygen masks are
not required in common areas where seats or berths are not installed. A
visual indicator to don oxygen masks is required in these areas. The
visual indicator is in addition to the aural alert for donning oxygen
masks.
Special Condition No. 15
For lavatories or other small areas within an OFAR compartment,
this special condition eliminates the requirements for flight deck
communication as required by Special Condition No. 6, and emergency
fire fighting and protective equipment as required by Special Condition
No. 9.
Special Condition No. 16
This special condition requires a fitted waste disposal receptacle
to be equipped with an automatic fire extinguisher.
Special Condition No. 17
This special condition requires the materials in the OFAR
compartment to meet the flammability requirements of Sec. 25.853(a),
and the mattresses and seat cushions to meet the fire blocking
requirements of Sec. 25.853(c).
Special Condition No. 18
To clarify the applicability, this special condition reiterates the
existing requirements for the main deck lavatory. OFAR compartment
lavatories are required to comply with the existing rules on lavatories
in the absence of other specific requirements. In addition, any
lavatory located in the OFAR compartment must also meet the
requirements of Special Condition No. 10 for smoke detection due to its
placement in this remote area.
Special Condition No. 19
This special condition requires establishing fire protection
procedures for the OFAR compartment based on the size of the
compartment (compartment interior volume). This special condition has
been revised from previously issued special conditions for other model
airplanes because of the introduction of larger stowage compartments
into the OFAR compartment. The fire protection requirements for stowage
compartments in the OFAR compartment are more stringent than those for
stowage in the main passenger cabin because the OFAR compartment is a
remote area that can remain unoccupied for long periods of time in
contrast to the main cabin that is under continuous monitoring by the
cabin crew and passengers. For stowage compartments less than 25 ft\3\
the safety objective of these requirements is to contain the fire. FAA
research indicates that properly constructed compartments meeting the
material requirements will prevent burn through. For stowage
compartments greater than 25 ft \3\ but less than 200 ft \3\ the safety
objective is to detect and contain the fire for sufficient time to
allow it to be extinguished by the crew. The requirements for these
sizes of compartments are comparable to the requirements for Class B
cargo compartments. The fire protection requirements are intended to
provide a level of safety for the OFAR compartment that is equivalent
to the level of safety established by the existing regulations for the
main cabin.
These special conditions along with the original type certification
basis provide the regulatory requirements necessary for certification
of this modification. Other special conditions may be developed, as
needed, based on further FAA review and discussions with the applicant,
manufacturer, and civil aviation authorities.
The addition of galley equipment or a kitchenette incorporating a
heat source (e.g., cook tops, microwaves, or coffee pots), other than a
conventional lavatory or kitchenette hot water heater, within the OFAR
compartment, may require additional special conditions. A hot water
heater is acceptable and will not require issuing additional special
conditions.
The OFAR compartment on the 747-8 series airplanes is located above
the main passenger cabin adjacent to door 5 and will be accessed from
the main deck by stairs. The OFAR compartment will include a maximum of
10 berths and a bench style seat for a maximum
[[Page 26953]]
occupancy of 12. An emergency hatch that opens directly into the main
passenger cabin area will be provided. A smoke detection system, an
oxygen system with audio warning, emergency backup lighting,
information signs, and occupant amenities will also be provided.
Additionally, the OFAR compartment will only be occupied by trained
crew members in flight, not during taxi, take-off, or landing.
Applicability
As discussed above, these special conditions are applicable to
Boeing Model 747-8 series airplanes. Should Boeing apply at a later
date for a change to the type certificate to include another model
incorporating the same novel or unusual design features, the special
conditions would apply to that model as well under the provisions of
Sec. 21.101.
Certification of the Boeing Model 747-8 is currently scheduled for
November 2011. 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 both
the applicant's installation of the system and certification of the
airplane, we are shortening the public-comment period to 20 days.
Conclusion
This action affects only certain novel or unusual design features
of the Boeing Model 747-8 airplane. It is not a rule of general
applicability.
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 Proposed Special Conditions
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special condition as part of the type certification basis for
the Boeing Model 747-8 airplane.
1. Occupancy of the overhead flight attendant rest (OFAR)
compartment is limited to the total number of bunks and seats installed
in that compartment. There must be an approved seat or berth able to
withstand the maximum flight loads when occupied for each occupant
permitted in the OFAR compartment. The maximum occupancy is twelve.
(a) Appropriate placards must be located inside and outside each
entrance to the OFAR compartment to indicate:
(1) The maximum number of occupants allowed.
(2) Occupancy is restricted to crewmembers that are trained in the
evacuation procedures for the overhead crew rest compartment.
(3) Occupancy is prohibited during taxi, take-off and landing.
(4) Smoking is prohibited in the OFAR compartment.
(5) Stowage in the OFAR compartment area is limited to crew
personal luggage. The stowage of cargo or passenger baggage is not
allowed.
(b) At least one ashtray must be located on both the inside and the
outside of any entrance to the OFAR compartment.
(c) Passengers must be prevented from entering the OFAR compartment
in the event of an emergency or when no flight attendant is present.
(d) Any door installed between the OFAR compartment and passenger
cabin must be capable of being quickly opened from inside the
compartment, even when crowding occurs at each side of the door.
(e) For all doors installed in the OFAR compartment, a means must
be in place to preclude anyone from being trapped inside the OFAR
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 OFAR compartment
at any time.
2. At least two emergency evacuation routes must be available which
could be used by each occupant of the OFAR compartment to rapidly
evacuate to the main cabin and be able to be closed from the main
passenger cabin after evacuation. In addition--
(a) The routes must be located with sufficient separation within
the OFAR compartment, and between the evacuation routes, to minimize
the possibility of an event rendering both routes inoperative.
Compliance with the requirements of Special Condition No. 2(a) may
be shown by inspection or analysis. Regardless of which method is used,
the maximum acceptable distance between exit openings is 60 feet.
Compliance by Inspection
Inspection may be used to show compliance with Special Condition
No. 2(a). An inspection finding that an OFAR compartment has evacuation
routes located such that each occupant of the seats and berths has an
unobstructed route to at least one of the evacuation routes regardless
of the location of a fire would be reason for a finding of compliance.
A fire within a berth that only blocks the occupant of that berth from
exiting the berth need not be considered. Therefore, exits which are
located at opposite ends (i.e., adjacent to opposite end walls) of the
OFAR would require no further review or analysis with regard to exit
separation.
Compliance by Analysis
Analysis must show that the OFAR compartment configuration and
interior features allow all occupants of the OFAR to escape the
compartment in the event of a hazard inside or outside of the
compartment. Elements to consider in this evaluation are:
(1) Fire inside or outside the OFAR compartment, considered
separately, and the design elements used to reduce the available fuel
for the fire.
(2) Design elements to reduce the fire ignition sources in the OFAR
compartment.
(3) Distribution and quantity of emergency equipment within the
OFAR compartment.
(4) Structural failure or deformation of components that could
block access to the available evacuation routes (e.g., seats, folding
berths, and contents of stowage compartments).
(5) An incapacitated person blocking the evacuation routes.
(6) Any other foreseeable hazard not identified above that could
cause the evacuation routes to be compromised.
Analysis must consider design features affecting access to the
evacuation routes. The design features that should be considered
include, but are not limited to,
Seat back break over,
Elimination of rigid structure that reduces access from
one part of the compartment to another,
The elimination of items that are known to cause hazards,
The availability of emergency equipment to address fire
hazards,
The availability of communications equipment,
Supplemental restraint devices to retain items of mass
that could hinder evacuation if broken loose, and
Load path isolation between components that contain the
evacuation routes.
Analysis of the fire threats should be used in determining the
placement of required fire extinguishers and protective breathing
equipment (PBE). This analysis should take into consideration the
possibility of fire in any location in the OFAR compartment. The
location and quantity of PBE and fire extinguishers should allow
occupants located in any approved seats or berths access to the
equipment
[[Page 26954]]
necessary to fight a fire in the OFAR compartment.
The intent of this special condition is to provide sufficient exit
separation. The exit separation analysis described above should not be
used to approve exits which have less physical separation (measured
between the centroid of each exit opening) than the minimums prescribed
below, unless compensating features are identified and submitted to the
FAA for evaluation and approval.
For OFAR compartments with one exit located near the forward or aft
end of an OFAR compartment (as measured by having the centroid of the
exit opening within 20 percent of the total OFAR compartment length
from the forward or aft end of the compartment) the exit separation
should not be less than 50 percent of the total OFAR compartment
length.
For OFAR compartments with neither required exit located near the
forward or aft end of the OFAR compartment (as measured by having the
centroid of the exit opening within 20 percent of the total OFAR
compartment length from the forward or aft end of the compartment) the
exit separation should not be less than 30 percent of the total OFAR
compartment length.
(b) The routes must be designed to minimize the possibility of
blockage, which might result from fire, mechanical or structural
failure, or persons standing below or against the escape route. One of
the two evacuation routes should not be located where, during times
when occupancy is allowed, normal movement by passengers occurs (i.e.,
main aisle, cross aisle or galley complex) that would impede egress
from the OFAR compartment. If an evacuation route is in an area where
normal movement of passengers occurs, it must be demonstrated that
passengers would not impede egress to the main deck. If there is low
headroom at or near the evacuation route, provisions must be made to
prevent or to protect occupants of the OFAR compartment from head
injury. The use of evacuation routes must not depend on any powered
device. If the evacuation path is over an area where there are
passenger seats, a maximum of five passengers may be temporarily
displaced from their seats when evacuating an incapacitated person(s).
If the evacuation procedure involves the evacuee stepping on seats, the
seats must not be damaged to the extent that they would not be
acceptable for occupancy during an emergency landing.
(c) Emergency evacuation procedures, including procedures for
emergency evacuation of an incapacitated occupant from the OFAR
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) A limitation must be included 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 evacuating an incapacitated person
(representative of a ninety-fifth percentile male) from the OFAR
compartment to the passenger cabin floor. The evacuation must be
demonstrated for all evacuation routes. A crewmember (a total of one
assistant within the OFAR compartment) may provide assistance in the
evacuation. Additional assistance may be provided by up to three
persons in the main passenger compartment. These additional assistants
must be standing on the floor while providing assistance. For
evacuation routes with stairways, the additional assistants may ascend
up to one half the elevation change from the main deck to the OFAR
compartment, or to the first landing, whichever is lower.
4. The following signs and placards must be provided in the OFAR
compartment:
(a) At least one exit sign, located near each exit, meeting the
emergency lighting requirements of Sec. 25.812(b)(1)(i); however, a
sign with a reduced background area of no less than 5.3 square inches
(excluding the letters) may be used, provided it is installed so 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 is acceptable.
(b) An appropriate placard located conspicuously on or near each
exit defining the location and operating instructions for each
evacuation route.
(c) Placards must be readable from a distance of 30 inches under
emergency lighting conditions.
(d) The evacuation path operating instruction placards required by
Special Condition 4(b) of these special conditions must be illuminated
to at least 160 microlamberts under emergency lighting conditions.
5. A means must be available, in the event of failure of the
airplane's main power system, or of the normal OFAR compartment
lighting system, for emergency illumination to be automatically
provided in the OFAR 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 OFAR compartment to locate and move to the main passenger cabin
floor by means of each evacuation route.
6. A means must be available for two-way voice communications
between crewmembers on the flight deck and occupants of the OFAR
compartment. Two-way voice communications must also be available
between the occupants of the OFAR compartment and each flight attendant
station in the passenger cabin that is required to have a public
address system microphone per Sec. 25.1423(g). In addition, the public
address system must include provisions to provide only the relevant
information to the flight attendants in the OFAR compartment (e.g.,
fire in flight, airplane depressurization, or preparation of the
compartment occupants for landing).
7. A means must be available for manually activating 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 OFAR 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 be powered in flight for at least 10 minutes after the shutdown or
failure of all engines and auxiliary power units (APUs).
8. A means, readily detectable by seated or standing occupants of
the OFAR compartment, must be in place to indicate when seat belts
should be fastened. In the event there are no seats, at least one means
must be provided to cover anticipated turbulence (e.g., sufficient
handholds). Seat belt type restraints must be provided for berths and
must be compatible with the sleeping position during cruise conditions.
There must be a placard on each berth requiring seat belts to be
fastened when occupied. If compliance with any of the other
requirements of these special conditions is predicated on a specific
head position, there must be a placard identifying that head position.
[[Page 26955]]
9. 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
following equipment must be provided in the OFAR compartment:
(a) At least one approved hand-held fire extinguisher appropriate
for the kinds of fires likely to occur.
(b) Two 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, Crewmember Portable
Protective Breathing Equipment, or equivalent.
(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 the egress analysis
accomplished to satisfy Special Condition No. 2(a).
10. A smoke or fire detection system (or systems) must be provided
that monitors each occupiable area within the OFAR compartment,
including those areas partitioned by curtains. Flight tests must be
conducted to show compliance with this requirement. If a fire occurs,
each system (or systems) must provide:
(a) A visual indication to the flightdeck within one minute after
the start of a fire.
(b) An aural warning in the OFAR compartment.
(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. A means to fight a fire must be provided. This can be either a
built-in extinguishing system or manual, hand-held bottle extinguishing
system.
(a) For a built-in extinguishing system:
(1) The system must have adequate capacity to suppress a fire
considering the fire threat, compartment volume, and ventilation rate.
The system must have sufficient extinguishing agent to provide an
initial knockdown and suppression environment per the minimum
performance standards established for the agent being used.
(2) 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, an additional manual firefighting procedure must
be established. For a built-in extinguishing system, the time needed
for effective fire suppression must be established and documented in
the firefighting procedures of the airplane flight manual. 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:
(i) Enter the OFAR compartment at the time that demonstrated fire
suppression effectiveness will be exceeded.
(ii) Check for and extinguish any residual fire.
(iii) Confirm that the fire is out.
(b) For a manual, hand-held bottle 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 OFAR
compartment:
(1) A limitation must be included in the airplane flight manual or
other suitable means requiring that crewmembers be trained in the
firefighting procedures.
(2) The compartment design must allow crewmembers equipped for
firefighting to have unrestricted access to all parts of the
compartment.
(3) The time for a crewmember on the main deck to react to the fire
alarm, don the firefighting equipment, and gain access to the OFAR
compartment must not exceed the time for the compartment to become
smoke-filled, making it difficult to locate the fire source.
(4) Approved procedures describing methods for searching the OFAR
compartment for fire source(s) must be established. These procedures
must be transmitted to the operator for incorporation into its training
programs and appropriate operational manuals.
12. A means must be provided to prevent hazardous quantities of
smoke or extinguishing agent originating in the OFAR compartment from
entering any other compartment occupied by crewmembers or passengers.
This means must include the time periods during the evacuation of the
OFAR compartment and, if applicable, accessing the OFAR compartment to
manually fight a fire. When access to the OFAR compartment is open for
emergency evacuation all smoke entering any other compartment occupied
by crewmembers or passengers must dissipate within five minutes after
access to the OFAR compartment is closed. Hazardous quantities of smoke
may not enter any other compartment occupied by crewmembers or
passengers during access to manually fight a fire in the OFAR
compartment. The amount of smoke entrained by a firefighter exiting the
OFAR compartment is not considered hazardous. During the one-minute
smoke detection time, penetration of a small quantity of smoke from the
OFAR into an occupied area is acceptable. Flight tests must be
conducted to show compliance with this requirement.
(a) A provision in the firefighting procedures must ensure that all
door(s) and hatch(es) at the OFAR compartment outlets are closed after
the compartment is evacuated and during firefighting to minimize smoke
and extinguishing agent from entering other occupiable compartments.
(b) If a built-in fire extinguishing system is used in lieu of
manual firefighting, the fire extinguishing system must be designed so
no hazardous quantities of extinguishing agent enter other compartments
occupied by passengers or crew. The system must have adequate capacity
to suppress any fire occurring in the OFAR compartment, considering the
fire threat, compartment volume, and ventilation rate.
13. There must be a supplemental oxygen system for each seat and
berth in the OFAR compartment equivalent to that provided for main deck
passengers. The system must provide an aural and visual alert to warn
occupants of the OFAR compartment to don oxygen masks in the event of
decompression. The aural and visual alerts 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 OFAR compartment is depressed. Procedures must be
established for instructing OFAR compartment occupants what to do in
the event of decompression. These procedures must be transmitted to the
operator for incorporation into its training programs and appropriate
operational manuals.
14. The following requirements apply to OFAR compartments divided
into several sections by installing curtains or partitions:
(a) To compensate for sleeping occupants, there must be an aural
alert that can be heard in each section of the OFAR compartment that
accompanies automatic presentation of supplemental oxygen masks. A
visual alert that informs occupants that they must don oxygen masks is
required in each section where seats or berths are not installed. Each
seat or berth must have at least two supplemental oxygen masks. A means
must be in place by which oxygen masks can be manually deployed from
the flight deck.
[[Page 26956]]
(b) A placard is required adjacent to each curtain that visually
divides or separates, for privacy purposes, the OFAR compartment into
multiple sections. The placard must require that the curtain(s) remains
open when the private 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.
(c) For each section of the OFAR compartment created by the
installation of a curtain, the following requirements must be met with
the curtain open or closed:
(1) No smoking placard (Special Condition No. 1).
(2) Emergency illumination (Special Condition No. 5).
(3) Emergency alarm system (Special Condition No. 7).
(4) Seat belt fasten signal or return to seat signal as applicable
(Special Condition No. 8).
(5) A smoke or fire detection system (Special Condition No. 10).
(d) OFAR compartments that are visually divided to the extent that
evacuation could be affected must have exit signs directing occupants
to the primary stairway exit. The exit signs must be provided in each
separate section of the OFAR compartment, except for curtained bunks,
and must meet the requirements of Sec. 25.812(b)(1)(i).
(e) Sections within an OFAR compartment created by installing a
rigid partition with a door physically separating the sections, must
meet the following requirements with the door open or closed:
(1) 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 the compartment. Removing an
incapacitated occupant 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, removing an incapacitated occupant from a small
room, such as a changing area or lavatory, 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) No more than one door may be located between any seat or berth
and the primary stairway exit.
(4) Each section must have exit signs that meet the requirements of
Sec. 25.812(b)(1)(i) and 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.
(f) For each section of the OFAR compartment created by the
installation of a partition with a door, the following requirements
must be met with the door open or closed:
(1) No smoking placards (Special Condition No. 1).
(2) Emergency illumination (Special Condition No. 5).
(3) Two-way voice communication (Special Condition No. 6).
(4) Emergency alarm system (Special Condition No. 7).
(5) Seat belt fasten signal or return to seat signal as applicable
(Special Condition No. 8).
(6) Emergency firefighting and protective equipment (Special
Condition No. 9).
(7) Smoke or fire detection system (Special Condition No. 10).
15. Special Conditions 6 (two-way voice communication with the
flight deck) and 9 (emergency firefighting and protective equipment)
are not applicable to 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, 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(a), as amended by Amendment 25-83. Mattresses and seat cushions
must comply with the flammability requirements of Sec. 25.853(c), as
amended by Amendment 25-83.
18. The addition of a lavatory within the OFAR compartment 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 No. 10 for smoke detection.
19. All enclosed stowage compartments within the OFAR compartment
that are not limited to stowage of emergency equipment or airplane
supplied equipment (e.g., bedding) must meet the design criteria given
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 extinguisher will require additional fire protection
considerations similar to those required for inaccessible compartments,
such as Class C cargo compartments.
Design Criteria for Enclosed Stowage Compartments Not Limited to Stowage of Emergency or Airplane-Supplied
Equipment
----------------------------------------------------------------------------------------------------------------
Stowage compartment interior volumes
--------------------------------------------------------------------------
Fire protection features 25 cubic feet to 57 57 cubic feet to 200
Less than 25 cubic feet cubic feet cubic feet
----------------------------------------------------------------------------------------------------------------
Materials of Construction \1\........ Yes.................... Yes.................... Yes.
Detectors \2\........................ No..................... Yes.................... Yes.
Liner \3\............................ No..................... Conditional............ Yes.
Locating Device \4\.................. No..................... Yes.................... Yes.
----------------------------------------------------------------------------------------------------------------
\1\ Compliant Materials of Construction
The material used in constructing each enclosed stowage compartment
must at least be fire resistant and must meet the flammability
standards established for interior components (i.e., 14 CFR part 25
Appendix F, parts I, IV, and V) per the requirements of Sec. 25.853.
For compartments less than 25 ft\3\ in interior volume, the design must
ensure the ability to contain a fire likely to occur within the
compartment under normal use.
\2\ Smoke or Fire Detectors
Enclosed stowage compartments equal to or exceeding 25 ft\3\ in
interior
[[Page 26957]]
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 OFAR compartment.
(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 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 25-93, 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\ 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 for a Class B
cargo compartment.
\4\ Fire Location Detector
If an OFAR compartment has enclosed stowage compartments exceeding
25 ft\3\ interior volume that are located separately from the other
stowage compartments (for example, away from one central location, such
as the entry to the OFAR compartment or a common area within the OFAR
compartment) that compartment would require additional fire protection
features and/or devices to assist the firefighter in determining the
location of a fire.
Issued in Renton, Washington, on May 3, 2011.
KC Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-11368 Filed 5-9-11; 8:45 am]
BILLING CODE 4910-13-P