10482 Federal Register / Vol. 76, No. 38 / Friday, February 25, 2011 / Rules and Regulations 

DESIGN CRITERIA FOR ENCLOSED STOWAGE COMPARTMENTS NOT LIMITED TO STOWAGE OF EMERGENCY OR AIRPLANESUPPLIED EQUIPMENT—Continued 

Fire protection features 

Applicability of fire protection requirements by interior volume 

Less than 25 cubic feet 25 cubic feet to less than 

57 cubic feet 57 cubic feet to 200 cubic feet 

Fire Location Detector 4 ................ No ................................................. Yes ................................................ Yes. 

1 Compliant Materials of Construction: The material used in constructing each enclosed stowage compartment must at least be fire resistant 

and must meet the flammability standards established for interior components (i.e., 14 CFR part 25 Appendix F, Parts I, IV, and V) per the requirements of § 25.853. For compartments less than 25 ft.3 in interior volume, the design must ensure the ability to contain a fire likely to occur 

within the compartment under normal use. 2Smoke 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 OFCR compartment. 

(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking into consideration the locations of flight attendants throughout the main passenger compartment during various phases of flight. 3 Liner: If material used in constructing the stowage compartment can be shown to meet the flammability requirements of a liner for a Class B 

cargo compartment (i.e., § 25.855 at Amendment 25–116, and Appendix F, part I, paragraph (a)(2)(ii)), then no liner would be required for enclosed stowage compartments equal to or greater than 25 ft.3 but less than 57 ft.3 in interior volume. For all enclosed stowage compartments 

equal to or greater than 57 ft.3 in interior volume but less than or equal to 200 ft.3, a liner must be provided that meets the requirements of 

§ 25.855 for a Class B cargo compartment. 4Fire Location Detector: If an OFCR compartment has enclosed stowage compartments exceeding 25 ft.3 interior volume that are located separately from the other stowage compartments (located, for example, away from one central location, such as the entry to the OFCR compartment 

or a common area within the OFCR compartment, where the other stowage compartments are), that OFCR 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 February 

15, 2011. 

K.C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–4223 Filed 2–24–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. NM411; Special Conditions No. 

25–418–SC] 

Special Conditions: Boeing Model 787– 

8 Airplane; Overhead Flightcrew-Rest 

Compartment Occupiable During Taxi, 

Takeoff, and Landing 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Boeing Model 787–8 

airplane. This airplane will have novel 

or unusual design features associated 

with an overhead flightcrew-rest (OFCR) 

compartment, which is proposed to be 

occupiable during taxi, takeoff, and 

landing (TT&L). 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. 

Additional special conditions will be 

issued for other novel or unusual design 

features of the Boeing Model 787–8 

airplanes. 

DATES: Effective Date: March 28, 2011. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Gardlin, 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) 227–2136; 

facsimile (425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

Background 

On March 28, 2003, The Boeing 

Commercial Airplane Group (hereafter 

referred to as ‘‘Boeing’’) applied for an 

FAA type certificate for its new Boeing 

Model 787–8 passenger airplane. The 

company applied for an extension of 

time for the type certificate on March 9, 

2009, and was granted that extension on 

March 13, 2009. The Boeing Model 787– 

8 airplane will be an all-new, twoengine, jet transport airplane with a 

two-aisle cabin. The maximum takeoff 

weight will be 476,000 pounds, with a 

maximum passenger capacity of 381. 

Type Certification Basis 

Under provisions of Title 14 Code of 

Federal Regulations (14 CFR) 21.17, 

Boeing must show that the Boeing 

Model 787–8 airplane (hereafter referred 

to as ‘‘the 787’’) meets the applicable 

provisions of 14 CFR part 25, as 

amended by Amendments 25–1 through 

25–117, 25–120, 25–124, 25–125 and 

25–128, except that § 25.1309 remains at 

Amendment 25–117 for cargo-fire 

protection systems. 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 787 because of a novel 

or unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 

In addition to complying with the 

applicable airworthiness regulations 

and special conditions, the 787 must 

comply with the fuel-vent and exhaustemission requirements of 14 CFR part 

34, and the noise-certification 

requirements of 14 CFR part 36. The 

FAA must also issue a finding of 

regulatory adequacy pursuant to section 

611 of Public Law 92–574, the ‘‘Noise 

Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.17(a)(2). 

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 that 

incorporates the same novel or unusual 

design features, the special conditions 

would also apply to the other model 

under provisions of § 21.101. 

Novel or Unusual Design Features 

Flightcrew rest compartments have 

been installed and certificated on 

several Boeing airplane models in 

locations as varied as the main 

passenger seating area, the overhead 

space above the main passenger-cabin 


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seating area, and below the passengercabin seating area within the cargo 

compartment. In each case, the 

Administrator has determined that the 

applicable regulations (i.e., 14 CFR part 

25) did not provide all of the necessary 

requirements because each installation 

had unique features by virtue of its 

design, location, and use on the 

airplane. The special conditions contain 

safety standards that the Administrator 

considers necessary to establish a level 

of safety equivalent to that established 

by the existing airworthiness standards. 

Most recently for the Boeing Model 

777 series airplanes, the FAA has issued 

Special Conditions No. 25–230–SC, 

dated April 9, 2003, for crew-rest 

compartments allowed to be occupied 

by crewmembers and flight 

crewmembers during flight, and Special 

Conditions No. 25–260–SC, dated April 

14, 2004, for crew-rest compartments 

allowed to be occupied by 

crewmembers and flight crewmembers 

during TT&L, as well as during flight. 

For the 787, an OFCR compartment is 

located in the overhead space above the 

main passenger cabin seating area 

immediately aft of the first pair of main 

deck emergency exits (Door 1). This 

compartment includes two private 

berths and up to two seats. Occupancy 

of the compartment will be limited to a 

maximum of four trained crewmembers 

during flight and two trained flight 

crewmembers, one in each seat, during 

TT&L. Stairs through a vestibule access 

the compartment from the main deck. In 

addition, a secondary evacuation route, 

which opens directly into the main 

passenger-seating area, will be available 

as an alternate for evacuating occupants 

of the compartment. A smoke detection 

system and an oxygen system will be 

provided in the compartment. Other 

optional features, such as a sink with 

cold-drink stowage or a lavatory, may be 

provided as well. 

This 787 OFCR compartment is 

unique because of its design, location, 

and use on the airplane. It is also unique 

because it is in the overhead area of the 

passenger compartment and is proposed 

to be occupied by trained flightcrew 

during TT&L. 

Because of the novel or unusual 

features associated with installation of 

this OFCR compartment, special 

conditions are considered necessary to 

provide a level of safety equal to that 

established by the airworthiness 

regulations. 

These special conditions do not 

negate the need to address applicable 

part 25 regulations. 

Discussion of Comments 

Notice of proposed special conditions 

25–09–07–SC for the Boeing Model 787 

series airplanes was published in the 

Federal Register on January 4, 2010. No 

comments were received, and these 

special conditions are adopted as 

proposed. 

Consideration of a Requirement for an 

External Exit 

For Boeing Model 777 Special 

Conditions No. 25–260–SC, the FAA 

considered whether or not a special 

condition should require that the OFCR 

compartment have an external exit 

leading directly outside the airplane. 

The Air Line Pilots Association, 

International (ALPA), and International 

Federation of Air Line Pilots (IFALPA) 

reviewed the design of the 777 OFCR 

compartment and informed the FAA 

that in their opinion an external exit 

was not needed because two 

independent, internal evacuation routes 

were provided. That input, and the fact 

that flight crewmembers would be the 

only occupants of the compartment 

during TT&L, supported the FAA in 

determining that a special condition 

requiring an external exit was not 

required. The FAA considers that the 

following, in addition to Special 

Conditions No. 25–260–SC, provide a 

level of safety equivalent to that 

established by part 25 for main-deck 

occupants: 

1. The distances along the evacuation 

routes from the seats in the OFCR 

compartment to the Door 1 exits on the 

main deck are significantly shorter than 

the maximum distance a seated 

passenger on the main deck would need 

to travel to reach an exit. 

2. Occupancy during TT&L will be 

limited to two flight crewmembers 

trained in the evacuation, fire fighting, 

and depressurization procedures of the 

OFCR compartment. An airplane-flightmanual limitation must be established 

to restrict occupancy to only persons the 

pilot in command has determined are 

able to use both evacuation routes 

rapidly. The ability of such persons to 

fit through the escape hatch must be 

considered in this determination. 

For the reasons noted above, the FAA 

does not believe that this special 

condition should require that the 787 

OFCR compartment have an external 

exit. 

Operational Evaluations and Approval 

These special conditions establish 

requirements for OFCR-compartment 

design approvals administered by the 

FAA’s Aircraft Certification Service. 

Before operational use of an OFCR 

compartment, the FAA’s Flight 

Standards Service must evaluate and 

approve the ‘‘basic suitability’’ of the 

compartment for crew occupation. 

Additionally, if an operator wishes to 

use an OFCR compartment as ‘‘sleeping 

quarters,’’ the compartment must 

undergo an additional evaluation and 

approval (reference 14 CFR 121.485(a), 

121.523(b), and 135.269(b)(5)). 

Compliance with these special 

conditions does not ensure that the 

applicant has demonstrated compliance 

with the requirements of parts 121 or 

135. 

To obtain an operational evaluation, 

the type certificate holder must contact 

the appropriate aircraft evaluation group 

(AEG) in the Flight Standards Service 

and request a ‘‘basic suitability’’ 

evaluation or a ‘‘sleeping quarters’’ 

evaluation of its OFCR compartment. 

The results of these evaluations should 

be documented in a 787 flight 

standardization board (FSB) report 

appendix. Individual operators may 

reference these standardized evaluations 

in discussions with their FAA principal 

operating inspector (POI) as the basis for 

an operational approval, in lieu of an 

on-site operational evaluation. 

Any changes to the approved OFCR 

compartment configuration that affect 

crewmember emergency egress, or any 

other procedures affecting safety of the 

occupying crewmembers or related 

emergency training, will require reevaluation and approval. The applicant 

for an OFCR compartment design 

change that affects egress, safety 

procedures, or training is responsible for 

notifying the FAA’s AEG that a new 

compartment evaluation is required. 

The results of a re-evaluation should 

also be documented in a 787 FSB report 

appendix. 

Procedures must be developed to 

ensure that a crewmember, acting as 

firefighter, entering the OFCR 

compartment through the stairway/ 

vestibule to fight a fire, will examine the 

stairway/vestibule and the adjacent 

galley or lavatory areas (if installed) for 

the source of the fire before entering the 

remaining areas of the compartment. 

This is intended to ensure that the 

source of the fire is not between the 

crewmember and the entrance to the 

OFCR compartment. If a fire source is 

not immediately evident to the 

firefighter, the firefighter should check 

for potential fire sources at areas closest 

to the OFCR compartment entrance first, 

then proceed to check areas in such a 

manner that the fire source, when 

found, will not be between the 

firefighter and his or her way to get out 

of the compartment. Procedures 

describing methods for searching the 


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OFCR compartment for fire source(s) 

must be transmitted to operators for 

incorporation into their training 

programs and appropriate operational 

manuals. 

Discussion of Rescue-Crew Training 

Materials 

Installation of an OFCR compartment 

that can be occupied during TT&L by 

flightcrew is unusual. Appropriate 

information must be provided to airport 

fire-rescue personnel so that they 

understand that this remote 

compartment may be occupied during 

an emergency landing. The applicant 

must provide rescue-crew training 

materials to the local FAA Airports 

Division, Safety and Standards Branch, 

to address this issue. The FAA Airports 

Division, Safety and Standards Branch, 

will ensure that these materials are 

distributed to appropriate airports, 

domestic and foreign. A special 

condition is not considered appropriate 

to address this issue. 

Discussion of the Special Conditions 

These special conditions apply to 

OFCR compartments that are occupiable 

during TT&L and are installed 

immediately aft of the Door 1 exits on 

the 787. These special conditions 

supplement 14 CFR part 25. Except as 

noted below, these special conditions 

for the 787 are identical to Boeing 

Model 777 Special Conditions No. 25– 

260–SC. 

Special Conditions 6 and 16 contain 

requirements for the exit signs that must 

be provided in the OFCR compartment. 

Symbols that satisfy the equivalent level 

of safety finding established for the 787 

may be used in lieu of the text required 

by § 25.812(b)(1)(i). The FAA expects 

that the meaning of any symbolic exit 

sign will be reinforced as a part of 

crewmember training in evacuation 

procedures. 

Special Condition 15 contains 

requirements for supplemental oxygen 

systems. Special Conditions No. 25– 

260–SC required that each berth be 

provided with two oxygen masks. This 

was intended to address the case where 

a person not in a berth was moving 

around within the flightcrew rest 

compartment and needed quick access 

to the oxygen. For the designs used in 

the model 777, this requirement was 

sufficient. However, for the 787, the 

requirement to have two masks per 

berth may not always meet the objective 

of having masks available to persons 

who are in transition within the 

compartment. Therefore, the wording of 

this special condition has been modified 

to better state the objective rather than 

specifying a two-masks-per-berth 

requirement. In addition, the 

requirement to have adequate 

illumination to retrieve the mask, while 

implied previously, is made explicit in 

these special conditions. 

Special Condition 18 contains the 

requirements for materials used in the 

construction of the OFCR compartment. 

Special Conditions No. 25–260–SC 

stated that § 25.853 as amended by 

Amendment 25–83 is the appropriate 

regulation. Section 25.853 has since 

been further amended, and these special 

conditions reference the latest 

amendment level for § 25.853, 

Amendment 25–116. 

Compliance with these special 

conditions does not relieve the 

applicant from the existing airplane 

certification-basis requirements. One 

particular area of concern is that 

installation of OFCR compartments 

changes the compartment volume in the 

overhead area of the airplane. The 

applicant must comply with the 

pressurized compartment loads 

requirements of § 25.365(e), (f), and (g) 

for the OFCR compartment, as well as 

for any other airplane compartments 

whose decompression characteristics 

are affected by the installation of an 

OFCR compartment. Compliance with 

§ 25.813 emergency exit access 

requirements must be demonstrated for 

all phases of flight during which 

occupants will be present. 

The configuration includes a seat 

installed adjacent to the OFCR 

compartment exit which will be 

occupiable during TT&L. It should be 

noted that the emergency landing 

conditions requirements of §§ 25.561(d) 

and 25.562(c)(8)apply to this 

configuration. Deformations resulting 

from required static and dynamic 

structural tests must not impede rapid 

evacuation of the OFCR compartment 

occupants. Seat deformations must not 

prevent opening of the secondary escape 

hatch or rapid evacuation through the 

secondary escape route. 

Section 25.785(h)(2) mandates that 

the flight attendant seats required by the 

operating rules be located in a position 

that provides a direct view of the cabin 

area for which the flight attendant is 

responsible. Since the OFCR 

compartment will be occupied only by 

trained crewmembers, the FAA does not 

consider this requirement applicable to 

the seating area in the OFCR 

compartment. 

Section 25.787(a) requires each 

stowage compartment in the passenger 

cabin, except for underseat and 

overhead stowage compartments for 

passenger convenience, to be 

completely enclosed. This requirement 

does not apply to the flight deck, 

because flight crewmembers must be 

able to quickly access items to better 

perform their duties. Flight 

crewmembers occupying the OFCR 

compartment will not be performing 

flight deck duties however. Therefore, 

stowage compartments in the OFCR 

compartment, except for underseat 

compartments for occupant 

convenience, should be completely 

enclosed. This will provide occupants 

of the OFCR compartment a similar 

level of safety to that provided to 

passengers on the main deck. Special 

Condition 20 contains this requirement. 

Section 25.811(c) requires that means 

be provided to assist occupants in 

locating the exits in conditions of dense 

smoke. Section 25.812(e) requires floor 

proximity emergency escape path 

marking to provide guidance for 

passengers when all sources of 

illumination above 4 feet from the cabin 

aisle floor are totally obscured. The FAA 

considers that the current OFCR 

compartment design is sufficient in 

regard to these regulations. The two 

OFCR compartment seats are only a 

couple of steps away from the stairway 

and once a trained flight crewmember is 

at the top of the stairway, the stairway 

itself will guide him/her to the main 

deck. Once the crewmember is on the 

main deck, floor proximity lighting and 

exit marker signs, which are less than 4 

feet above the floor, are provided. 

Section 25.813(e) prohibits 

installation of interior doors between 

passenger compartments, but the FAA 

has historically found flightcrew restcompartment doors to be acceptable, 

because flightcrew rest compartments 

are not passenger compartments. 

Special Conditions 2 and 16 provide 

requirements for flightcrew restcompartment doors which are 

considered to provide an appropriate 

level of safety to OFCR compartment 

occupants. 

Sections 25.1443, 25.1445, and 

25.1447 describe oxygen requirements 

for flightcrew, passengers, and cabin 

attendants. Flight crewmembers 

occupying the OFCR compartment are 

not on duty, and therefore are 

considered passengers in determining 

compliance with these oxygen 

regulations. 

Applicability 

As discussed above, these special 

conditions are applicable to the 787. 

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, 

these special conditions would apply to 

that model as well. 


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Federal Register / Vol. 76, No. 38 / Friday, February 25, 2011 / Rules and Regulations 10485 

Conclusion 

This action affects only certain novel 

or unusual design features of the 787. 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 Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for the 

Boeing Model 787–8 airplanes with an 

OFCR compartment installed adjacent to 

or immediately aft of the first pair of 

exits (Door 1). 

1. During flight, occupancy of the 

OFCR compartment is limited to the 

total number of installed bunks and 

seats in the compartment, and that are 

approved to the maximum flight-loading 

conditions. During TT&L, occupancy of 

the OFCR compartment is limited to the 

total number of installed seats approved 

for the flight- and ground-load 

conditions, and emergency-landing 

conditions. Therefore, the OFCR 

compartment is limited to a maximum 

of four crewmembers during flight, and 

two flight crew members during TT&L. 

(a) Appropriate placards must be 

located inside and outside each 

entrance to the OFCR compartment to 

indicate: 

(1) The maximum number of 

crewmembers allowed during flight and 

the maximum number of flight 

crewmembers allowed during TT&L. 

(2) Occupancy is restricted to 

crewmembers the pilot in command has 

determined to be both trained in the 

emergency procedures for the OFCR 

compartment and able to rapidly use the 

evacuation routes. 

(3) Smoking is prohibited in the OFCR 

compartment. 

(4) Stowage in the OFCR 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 OFCR 

compartment. 

(c) A limitation in the airplane flight 

manual must be established to restrict 

occupancy to crewmembers the pilot in 

command has determined to be both 

trained in the emergency procedures for 

the OFCR compartment and able to 

rapidly use the evacuation routes of the 

OFCR compartment. 

2. The following requirements are 

applicable to OFCR compartment 

door(s): 

(a) A means for any door installed 

between the OFCR compartment and the 

passenger cabin to be quickly opened 

from inside the OFCR compartment, 

even when crowding from an emergency 

evacuation occurs at each side of the 

door. 

(b) Doors installed across emergency 

egress routes must have a means to latch 

them in the open position. The latching 

means must be able to withstand the 

loads imposed upon it when the door is 

subjected to the ultimate inertia forces, 

relative to the surrounding structure, 

listed in § 25.561(b). 

(c) A placard must be displayed in a 

conspicuous place on the outside of the 

entrance door of the OFCR 

compartment, and on any other door(s) 

installed across emergency egress routes 

of the OFCR compartment, requiring 

those doors to be latched open during 

TT&L when the OFCR compartment is 

occupied. 

(1) This requirement does not apply to 

emergency-escape hatches installed in 

the floor of the OFCR compartment. 

(2) A placard must be displayed in a 

conspicuous place on the outside of the 

entrance door to the OFCR compartment 

that requires it to be closed and locked 

when it is not occupied. 

(3) Procedures for meeting these 

requirements must be transmitted to the 

operator for incorporation into its 

training programs and appropriate 

operational manuals. 

(d) For all doors installed in the OFCR 

compartment, a means must be in place 

to preclude anyone from being trapped 

inside the OFCR 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 OFCR compartment at 

any time. 

3. In addition to the requirements of 

§ 25.562 for seats, which are occupiable 

during takeoff and landing, and restraint 

systems, the OFCR compartment 

structure must be compatible with the 

loads imposed by the seats as a result of 

the conditions specified in § 25.562(b). 

4. At least two emergency evacuation 

routes must be available and which 

could be used by each occupant of the 

OFCR compartment to rapidly evacuate 

to the main cabin. These evacuation 

routes must 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 OFCR 

compartment to minimize the 

possibility of an event either inside or 

outside of the OFCR compartment 

rendering both routes inoperative. 

Compliance with requirements of 

Special Condition 4(a) may be shown by 

inspection or by analysis. Regardless of 

which method is used, the maximum 

acceptable distance between flightcrewrest compartment exits is 60 feet. 

Compliance by Inspection 

Inspection may be used to show 

compliance with Special Condition 4(a). 

An inspection finding that an OFCR 

compartment has evacuation routes 

located so that each occupant of the 

seats and berths has an unobstructed 

route to at least one of the OFCR 

compartment exits, 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, flightcrew 

rest-compartment exits that are located 

at opposite ends (i.e., adjacent to 

opposite end walls) of the OFCR 

compartment would require no further 

review or analysis with regard to exit 

separation. 

Compliance by Analysis 

Analysis must show that the OFCR 

compartment configuration and interior 

features allow all occupants of the 

OFCR compartment to escape the 

compartment in the event of a hazard 

inside or outside of the compartment. 

Elements to consider in this evaluation 

are as follows: 

(1) Fire inside or outside the OFCR 

compartment, considered separately, 

and the design elements used to reduce 

the available fuel for the fire. 

(2) Design elements used to reduce 

fire-ignition sources in the OFCR 

compartment. 

(3) Distribution and quantity of 

emergency equipment within the OFCR 

compartment. 

(4) Structural failure or deformation of 

components that could block access to 

the available evacuation routes (e.g., 

seats, folding berths, contents of 

stowage compartments, etc). 

(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. Possibilities for 

design components affecting evacuation 

that should be considered include, but 

are not limited to, seat deformations 

(reference §§ 25.561(d) and 

25.562(c)(8)), seat-back break-over, rigid 

structure that reduces access from one 

part of the compartment to another, and 


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items known to be the cause of potential 

hazards. Factors that also should be 

considered are availability of emergency 

equipment to address fire hazards; 

availability of communications 

equipment; supplemental restraint 

devices to retain items of mass that, if 

broken loose, could hinder evacuation; 

and load-path isolation between 

components containing evacuation 

routes. 

Analysis of fire threats should be used 

in determining placement of required 

fire extinguishers and protective 

breathing equipment (PBE). This 

analysis should consider the possibility 

of fire in any location in the OFCR 

compartment. The location and quantity 

of PBE equipment and fire extinguishers 

should allow occupants located in any 

approved seats or berths access to the 

equipment necessary to fight a fire in 

the OFCR compartment. 

The intent of this special condition is 

to provide sufficient exit-route 

separation. Therefore, the exitseparation analysis described above 

should not be used to approve OFCRcompartment exits that have less 

physical separation (measured between 

the centroid of each outlet opening) 

than the minimums prescribed below, 

unless compensating features are 

identified and submitted to the FAA for 

evaluation and approval. 

For an OFCR compartment with one 

outlet located near the forward or aft 

end of the compartment (as measured by 

having the centroid of the exit opening 

within 20 percent of the forward or aft 

end of the total OFCR-compartment 

length), the outlet separation from one 

outlet to the other should not be less 

than 50 percent of the total OFCRcompartment length. 

For OFCR compartments with neither 

required flightcrew rest-compartment 

outlet located near the forward or aft 

end of the compartment (as measured by 

not having the centroid of either outlet 

opening within 20 percent of the 

forward or aft end of the total OFCRcompartment length), the outlet 

separation from one outlet to the other 

should not be less than 30 percent of the 

total OFCR-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 

flightcrew-rest compartment outlets. 

One of the two OFCR compartment 

outlets should not be located where 

normal movement or evacuation by 

passengers occurs (main aisle, cross 

aisle, or galley complex, for example) 

that would impede egress from the 

OFCR compartment. If an evacuation 

route is in an area where normal 

movement or evacuation of passengers 

occurs, it must be demonstrated that 

passengers would not impede egress to 

the main deck. If low headroom is at or 

near the evacuation route, provisions 

must be made to prevent or to protect 

occupants of the OFCR compartment 

from head injury. Use of evacuation 

routes must not depend on any powered 

device. If an OFCR-compartment outlet 

is over an area of passenger seats, a 

maximum of five passengers may be 

displaced from their seats temporarily 

during the process of evacuating an 

incapacitated person(s). If such an 

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 OFCR compartment, must be 

established. The applicant must 

transmit all of these procedures 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 to require that 

crewmembers are trained in the use of 

the OFCR-compartment evacuation 

routes. This training must instruct them 

to ensure that the OFCR compartment 

(including seats, doors, etc.) is in its 

proper TT&L configuration during 

TT&L. 

(e) In the event no flight attendant is 

present in the area around the door to 

the OFCR compartment, and also during 

an emergency, including an emergency 

evacuation, a means must be available 

to prevent passengers on the main deck 

from entering the OFCR compartment. 

(f) Doors or hatches separating the 

OFCR compartment from the main deck 

must not adversely affect evacuation of 

occupants on the main deck (slowing 

evacuation by encroaching into aisles, 

for example) or cause injury to those 

occupants during opening or while 

opened. 

(g) The means of opening doors and 

hatches to the OFCR compartment must 

be simple and obvious. The OFCR 

compartment doors and hatches must be 

able to be closed from the main 

passenger cabin. 

5. A means must be available for 

evacuating an incapacitated person 

(representative of a 95th percentile 

male) from the OFCR compartment to 

the passenger cabin floor. 

(a) Such an evacuation must be 

demonstrated for all evacuation routes. 

A crewmember (a total of one assistant 

within the OFCR 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 OFCR 

compartment, or to the first landing, 

whichever is lower. 

6. The following signs and placards 

must be provided in the OFCR 

compartment and they must meet the 

following criteria: 

(a) At least one exit sign, located near 

each OFCR compartment outlet, meeting 

the emergency lighting requirements of 

§ 25.812(b)(1)(i). One allowable 

exception would be a sign with reduced 

background area of no less than 5.3 

square inches (excluding the letters), 

provided that it is installed so that the 

material surrounding the exit sign is 

light in color (white, cream, light beige, 

for example). If the material 

surrounding the exit sign is not light in 

color, a sign with a minimum of a oneinch-wide background border around 

the letters would be acceptable. Another 

allowable exception is a sign with a 

symbol that the FAA has determined to 

be equivalent for use as an exit sign in 

an OFCR compartment. 

(b) An appropriate placard located 

conspicuously on or near each OFCRcompartment door or hatch that defines 

the location and the operating 

instructions for access to and operation 

of the outlet door or hatch. 

(c) Placards must be readable from a 

distance of 30 inches under emergency 

lighting conditions. 

(d) The door or hatch handles and 

operating-instruction placards required 

by Special Condition 6(b) of these 

special conditions must be illuminated 

to at least 160 microlamberts under 

emergency lighting conditions. 

7. A means must be available, in the 

event of failure of the aircraft’s main 

power system, or of the normal OFCR 

compartment lighting system, for 

emergency illumination to be 

automatically provided for the OFCR 

compartment. 

(a) This emergency illumination must 

be powered independently of the main 

lighting system. 

(b) The sources of general cabin 

illumination may be common to both 

the emergency and the main lighting 

systems if the power supply to the 

emergency lighting system is 

independent of the power supply to the 

main lighting system. 


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(c) The illumination level must be 

sufficient to allow occupants of the 

OFCR compartment to locate and move 

to the main passenger cabin floor by 

means of each evacuation route. 

(d) The illumination level must be 

sufficient, with the privacy curtains in 

the closed position, for each occupant of 

the OFCR compartment to locate a 

deployed oxygen mask. 

8. A means must be available for twoway voice communications between 

crewmembers on the flight deck and 

occupants of the OFCR compartment. 

Two-way communications must also be 

available between occupants of the 

OFCR compartment and each flight 

attendant station in the passenger cabin 

that is required per § 25.1423(g) to have 

a public-address-system microphone. In 

addition, the public-address system 

must include provisions to provide only 

the relevant information to the 

crewmembers in the OFCR 

compartment (e.g., fire in flight, aircraft 

depressurization, preparation of the 

compartment for landing, etc.). That is, 

provisions must be made so that 

occupants of the OFCR compartment 

will not be disturbed with normal, nonemergency announcements made to the 

passenger cabin. 

9. A means must be available for 

manual activation of an aural emergency 

alarm system, audible during normal 

and emergency conditions, to enable 

crewmembers on the flight deck and at 

each pair of required floor-level 

emergency exits to alert occupants of 

the OFCR compartment of an emergency 

situation. Use of a public address or 

crew interphone system will be 

acceptable, provided an adequate means 

of differentiating between normal and 

emergency communications is 

incorporated. The system must be 

powered in flight, after the shutdown or 

failure of all engines and auxiliary 

power units, for a period of at least ten 

minutes. 

10. A means, readily detectable by 

seated or standing occupants of the 

OFCR compartment, must be in place to 

indicate when seat belts should be 

fastened. Seatbelt-type restraints must 

be provided for berths and must be 

compatible with the sleeping position 

during cruise conditions. A placard on 

each berth must require that these 

restraints be fastened when occupied. If 

compliance with any of the other 

requirements of these special conditions 

is predicated on specific head position, 

a placard must identify that head 

position. 

11. In lieu of the requirements 

specified in § 25.1439(a) pertaining to 

isolated compartments, and to provide a 

level of safety equivalent to that 

provided to occupants of an isolated 

galley, the following equipment must be 

provided in the OFCR 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 handheld fire extinguisher, whichever is 

greater. All PBE devices must be 

approved to Technical Standard Order 

(TSO)–C116 or equivalent. 

(c) One flashlight. 

Note: Additional PBE devices and fire 

extinguishers in specific locations, beyond 

the minimum numbers prescribed in Special 

Condition 11, may be required as a result of 

the egress analysis accomplished to satisfy 

Special Condition 4(a). 

12. A smoke- or fire-detection system 

(or systems) must be provided that 

monitors each occupiable space within 

the OFCR compartment, including those 

areas partitioned by curtains or doors. 

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 flight 

deck within one minute after the start of 

a fire. 

(b) An aural warning in the OFCR 

compartment. 

(c) A warning in the main passenger 

cabin. This warning must be readily 

detectable by a flight attendant, taking 

into consideration the locations of flight 

attendants throughout the main 

passenger compartment during various 

phases of flight. 

13. A means to fight a fire must be 

provided. This can be either a built-in 

extinguishing system or a manual, handheld extinguishing system. 

(a) For a built-in extinguishing 

system: 

(1) The system must have adequate 

capacity to suppress a fire considering 

the fire threat, volume of the 

compartment, and the ventilation rate. 

The system must have sufficient 

extinguishing agent to provide an initial 

knockdown and suppression 

environment per the minimum 

performance standards that have been 

established for the agent being used. In 

addition, certification flight testing will 

verify the acceptable duration that the 

suppression environment can be 

maintained. 

(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 the built-in 

extinguishing system, the time duration 

for effective fire suppression must be 

established and documented in the 

firefighting procedures in 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 OFCR 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 

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 OFCR 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 OFCR compartment design 

must allow crewmembers equipped for 

firefighting to have unrestricted access 

to all parts of the OFCR 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 OFCR compartment must 

not exceed the time it would take for the 

compartment to become filled with 

smoke, thus making it difficult to locate 

the fire source. 

(4) Approved procedures describing 

methods for searching the OFCR 

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. 

14. A means must be provided to 

prevent hazardous quantities of smoke 

or extinguishing agent originating in the 

OFCR compartment from entering any 

other occupiable compartment. 

(a) Small quantities of smoke may 

penetrate from the OFCR compartment 

into other occupied areas during the 

one-minute smoke detection time. 

(b) A provision in the firefighting 

procedures must ensure that all doors 

and hatches at the OFCR compartment 

outlets are closed after evacuation of the 

compartment and during firefighting to 

minimize smoke and extinguishing 

agent entering other occupiable 

compartments. 

(c) All smoke entering any occupiable 

compartment when access to the OFCR 

compartment is open for evacuation 

must dissipate within five minutes after 

the access to the OFCR compartment is 

closed. 


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(d) Hazardous quantities of smoke 

may not enter any occupied 

compartment during access to manually 

fight a fire in the OFCR compartment. 

The amount of smoke entrained by a 

firefighter exiting the OFCR 

compartment is not considered 

hazardous. 

(e) Flight tests must be conducted to 

show compliance with this requirement. 

15. A supplemental oxygen system 

within the OFCR compartment must 

provide the following: 

(a) At least one mask for each seat and 

berth in the OFCR compartment. 

(b) If a destination area (such as a 

changing area) is provided in the OFCR 

compartment, an oxygen mask must be 

readily available for each occupant who 

can reasonably be expected to be in the 

destination area (with the maximum 

number of required masks within the 

destination area being limited to the 

placarded maximum occupancy of the 

OFCR compartment). 

(c) An oxygen mask must be readily 

accessible to each occupant who can 

reasonably be expected to be moving 

from the main cabin into the OFCR 

compartment, moving around within 

the OFCR compartment, or moving from 

the OFCR compartment to the main 

cabin. 

(d) The system must provide an aural 

and visual alert to warn occupants of 

the OFCR compartment to don oxygen 

masks in the event of decompression. 

The aural and visual alerts must activate 

concurrently with deployment of the 

oxygen masks in the passenger cabin. To 

compensate for sleeping occupants, the 

aural alert must be heard in each section 

of the OFCR compartment and must 

sound continuously for a minimum of 

five minutes or until a reset switch 

within the OFCR compartment is 

activated. A visual alert that informs 

occupants that they must don an oxygen 

mask must be visible in each section. 

(e) A means must be in place by 

which oxygen masks can be manually 

deployed from the flight deck. 

(f) Approved procedures must be 

established for OFCR occupants in the 

event of decompression. These 

procedures must be transmitted to the 

operator for incorporation into its 

training programs and appropriate 

operational manuals. 

(g) The supplemental oxygen system 

for the OFCR compartment must meet 

the same 14 CFR part 25 regulations as 

the supplemental oxygen system for the 

passenger cabin occupants except for 

the 10 percent additional masks 

requirement of 14 CFR 25.1447(c)(1). 

(h) The illumination level of the 

normal OFCR compartment-lighting 

system must automatically be sufficient 

for each occupant of the compartment to 

locate a deployed oxygen mask. 

16. The following additional 

requirements apply to OFCR 

compartments that are divided into 

several sections by the installation of 

curtains or partitions: 

(a) A placard is required adjacent to 

each curtain that visually divides or 

separates, for example, for privacy 

purposes, the OFCR compartment into 

multiple sections. The placard must 

require that the curtain(s) remains open 

when the section it creates is 

unoccupied. The vestibule section 

adjacent to the stairway is not 

considered a private section and, 

therefore, does not require a placard. 

(b) For each section of the OFCR 

compartment created by the installation 

of a curtain, the following requirements 

of these special conditions must be met 

with the curtain open or closed: 

(1) No-smoking placard requirement 

(Special Condition 1). 

(2) Emergency illumination 

requirement (Special Condition 7). 

(3) Emergency alarm-system 

requirement (Special Condition 9). 

(4) Seatbelt-fasten signal or return-toseat signal as applicable requirement 

(Special Condition 10). 

(5) Smoke- or fire-detection system 

requirement (Special Condition 12). 

(6) Oxygen-system requirement 

(Special Condition 15). 

(c) OFCR compartments that are 

visually divided to the extent that 

evacuation could be adversely affected 

must have exit signs directing occupants 

to the primary stairway outlet. The exit 

signs must be provided in each separate 

section of the OFCR compartment, 

except for curtained bunks, and must 

meet requirements of § 25.812(b)(1)(i). 

An exit sign with reduced background 

area or a symbolic exit sign, as 

described in Special Condition 6(a), 

may be used to meet this requirement. 

(d) For sections within an OFCR 

compartment created by the installation 

of a rigid partition with a door 

separating the sections, the following 

requirements of these special conditions 

must be met 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 a section of 

the compartment. Removal of an 

incapacitated occupant from within this 

area must be considered. A secondary 

evacuation route from a small room 

designed for only one occupant for a 

short time duration, such as a changing 

area or lavatory, is not required, but 

removal of an incapacitated occupant 

from within such a small room 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 door. 

(4) In each section, exit signs meeting 

requirements of § 25.812(b)(1)(i), or 

shown to have an equivalent level of 

safety, must direct occupants to the 

primary stairway outlet. An exit sign 

with reduced background area or a 

symbolic exit sign, as described in 

Special Condition 6(a), may be used to 

meet this requirement. 

(5) Special Conditions 1 (no-smoking 

placards), 7 (emergency illumination), 9 

(emergency alarm system), 10 (fastenseatbelt signal or return-to-seat signal as 

applicable), 12 (smoke- or fire-detection 

system), and 15 (oxygen system) must 

be met with the OFCR compartment 

door open or closed. 

(6) Special Conditions 8 (two-way 

voice communication) and 11 

(emergency firefighting and protective 

equipment) must be met independently 

for each separate section except for 

lavatories or other small areas that are 

not intended to be occupied for 

extended periods of time. 

17. If a waste-disposal receptacle is 

fitted in the OFCR compartment, it must 

be equipped with an automatic fire 

extinguisher that meets the performance 

requirements of § 25.854(b). 

18. Materials (including finishes or 

decorative surfaces applied to the 

materials) must comply with 

flammability requirements of § 25.853 as 

amended by Amendment 25–116. Seat 

cushions and mattresses must comply 

with the flammability requirements of 

§ 25.853(c) as amended by Amendment 

25–116 and the test requirements of part 

25, appendix F, part II, or other 

equivalent methods. 

19. The addition of a lavatory within 

the OFCR 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 12 for 

smoke detection. 

20. Each stowage compartment in the 

OFCR compartment, except for 

underseat compartments for occupant 

convenience, must be completely 

enclosed. All enclosed stowage 

compartments within the OFCR 

compartment that are not limited to 

stowage of emergency equipment or 

airplane-supplied equipment (i.e., 

bedding) must meet the design criteria 

described in the table below. Enclosed 

stowage compartments greater than 200 


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Federal Register / Vol. 76, No. 38 / Friday, February 25, 2011 / Rules and Regulations 10489 

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 fireextinguishing system 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 AIRPLANESUPPLIED EQUIPMENT

Fire protection features 

Applicability of fire protection requirements by interior volume 

Less than 25 cubic feet 25 cubic feet to less than 

57 cubic feet 57 cubic feet to 200 cubic feet 

Compliant Materials of Construction 1.Yes ................................................ Yes ................................................ Yes. 

Smoke or Fire Detectors 2 ............. No ................................................. Yes ................................................ Yes. 

Liner 3 ............................................ No ................................................. Conditional .................................... Yes. 

Fire Location Detector 4 ................ No ................................................. Yes ................................................ Yes. 

1 Compliant Materials of Construction: The material used in constructing each enclosed stowage compartment must at least be fire resistant 

and must meet the flammability standards established for interior components (i.e., 14 CFR part 25 Appendix F, Parts I, IV, and V) per the requirements of § 25.853. For compartments less than 25 ft.3 in interior volume, the design must ensure the ability to contain a fire likely to occur 

within the compartment under normal use. 2Smoke 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 OFCR compartment. 

(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking into consideration the locations of flight attendants throughout the main passenger compartment during various phases of flight. 3 Liner: If material used in constructing the stowage compartment can be shown to meet the flammability requirements of a liner for a Class B 

cargo compartment (i.e., § 25.855 at Amendment 25–116, and Appendix F, part I, paragraph (a)(2)(ii)), then no liner would be required for enclosed stowage compartments equal to or greater than 25 ft.3 but less than 57 ft.3 in interior volume. For all enclosed stowage compartments 

equal to or greater than 57 ft.3 in interior volume but less than or equal to 200 ft.3, a liner must be provided that meets the requirements of 

§ 25.855 for a Class B cargo compartment. 4Fire Location Detector: If an OFCR compartment has enclosed stowage compartments exceeding 25 ft.3 interior volume that are located separately from the other stowage compartments (located, for example, away from one central location, such as the entry to the OFCR compartment 

or a common area within the OFCR compartment, where the other stowage compartments are), that OFCR 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 February 

15, 2011. 

K.C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–4228 Filed 2–24–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 27 

[Docket No. SW025; Special Conditions No. 

27–025–SC] 

Special Conditions: Bell Helicopter 

Textron Canada Limited Model 407 

Helicopter, Installation of a Hoh 

Aeronautics, Inc. Autopilot/ 

Stabilization Augmentation System 

(AP/SAS) 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the modification of the Bell 

Helicopter Textron Canada Limited 

(Bell) model 407 helicopter. This model 

helicopter will have novel or unusual 

design features when modified by 

installing the Hoh Aeronautics, Inc. 

(Hoh) complex Autopilot/Stabilization 

Augmentation System (AP/SAS) that 

has potential failure conditions with 

more severe adverse consequences than 

those envisioned by the existing 

applicable airworthiness regulations. 

These special conditions contain the 

added safety standards the 

Administrator considers necessary to 

ensure the failures and their effects are 

sufficiently analyzed and contained. 

DATES: The effective date of these 

special conditions is February 14, 2011. 

We must receive your comments by 

April 26, 2011. 

ADDRESSES: You must mail your 

comments to: Federal Aviation 

Administration, Rotorcraft Directorate, 

Attn: Rules Docket (ASW–111), Docket 

No. SW025, 2601 Meacham Blvd., Fort 

Worth, Texas 76137. You may deliver 

your comments to the Rotorcraft 

Directorate at the indicated address. 

You must mark your comments: Docket 

No. SW025. You can inspect comments 

in the Rules Docket weekdays, except 

Federal holidays, between 8:30 a.m. and 

4 p.m., in the Rotorcraft Directorate. 

FOR FURTHER INFORMATION CONTACT: 

Mark Wiley, Aviation Safety Engineer, 

FAA, Rotorcraft Directorate, Regulations 

and Policy Group (ASW–111), 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5134; 

facsimile (817) 222–5961. 

SUPPLEMENTARY INFORMATION: 

The FAA has determined that notice 

and opportunity for prior public 

comment hereon are impracticable 

because these procedures would 

significantly delay issuance of the 

design approval and thus delivery of the 

affected aircraft. In addition, the 

substance of these special conditions 

has been subject to the public comment 

process previously with no substantive 

comments received. The FAA therefore 

finds that good cause exists for making 

these special conditions effective on 

issuance. 

Comments Invited 

While we did not precede this with a 

notice of proposed special conditions, 

we invite interested people to take part 

in this action by sending written 

comments, data, or views. The most 

helpful comments reference a specific 

portion of the special conditions, 

explain the reason for any 


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