This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

86274 

Vol. 88, No. 238 

Wednesday, December 13, 2023 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2023–2251; Notice No. 25– 

23–05–SC] 

Special Conditions: Aerocon 

Engineering Company, Airbus Model 

A330–300 Series Airplane; Lower Deck 

Crew Rest Compartment Installation 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Airbus Model A330– 

300 series airplane. This airplane as 

modified by Aerocon Engineering 

Company (Aerocon) will have a novel or 

unusual design feature when compared 

to the state of technology envisioned in 

the airworthiness standards for 

transport category airplanes. This design 

feature is an installation of a lower deck 

crew rest compartment (LDCRC) under 

the passenger cabin floor in the cargo 

compartment. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These proposed 

special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

DATES: Send comments on or before 

January 29, 2024. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2023–2251 using 

any of the following methods: 

Federal eRegulations Portal: Go to 

www.regulations.gov and follow the 

online instructions for sending your 

comments electronically. 

Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE, Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE, Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Docket: Background documents or 

comments received may be read at 

www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or go to Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE, Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Daniel Jacquet, Cabin Safety, AIR–624, 

Technical Policy Branch, Policy and 

Standards Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, Washington 98198; 

telephone and fax (206) 231–3208; email 

daniel.jacquet@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites interested people to 

take part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the proposed special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

The FAA will consider all comments 

received by the closing date for 

comments and will consider comments 

filed late if it is possible to do so 

without incurring delay. The FAA may 

change these special conditions based 

on the comments received. 

Privacy 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in title 14, 

Code of Federal Regulations (14 CFR) 

11.35, the FAA will post all comments 

received without change to 

www.regulations.gov, including any 

personal information, you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information 

Confidential Business Information 

(CBI) is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to these special 

conditions contain commercial or 

financial information that is customarily 

treated as private, that you actually treat 

as private, and that is relevant or 

responsive to these special conditions, it 

is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these special 

conditions. Send submissions 

containing CBI to the individual listed 

in the FOR FURTHER INFORMATION

CONTACT section. Comments the FAA 

receives, which are not specifically 

designated as CBI, will be placed in the 

public docket for these special 

conditions. 

Background 

On July 5, 2022, Aerocon applied for 

a supplemental type certificate for the 

installation of a LDCRC in the Airbus 

Model A330–300 series airplane. The 

Airbus Model A330–300 series airplane 

is a twin-engine, transport-category 

airplane with a maximum takeoff weight 

of 533,518 pounds and maximum 

seating for 440 passengers. 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Aerocon must show that the 

Airbus Model A330–300 series airplane, 

as changed, continues to meet the 

applicable provisions of the regulations 

listed in Type Certificate No. A46NM or 

the applicable regulations in effect on 

the date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

If the Administrator finds that the 

applicable airworthiness regulations 

(e.g., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Airbus Model A330–300 series 

airplane because of a novel or unusual 

design feature, special conditions are 


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Federal Register / Vol. 88, No. 238 / Wednesday, December 13, 2023 / Proposed Rules 86275 

prescribed under the provisions of 

§ 21.16. 

Should the applicant apply for a 

supplemental type certificate to modify 

any other model included on the same 

type certificate to incorporate the same 

novel or unusual design feature, these 

special conditions would also apply to 

the other model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Airbus Model A330–300 

series airplane must comply with the 

fuel-vent and exhaust-emission 

requirements of 14 CFR part 34, and the 

noise-certification requirements of 14 

CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The Airbus Model A330–300 series 

airplane will incorporate the following 

novel or unusual design feature: 

Installation of a LDCRC under the 

passenger cabin floor in the cargo 

compartment. 

Discussion 

Section 25.819 applies to lower deck 

service compartments (including 

galleys) but is not directly applicable to 

LDCRC. The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. Special conditions are 

required for the certification of the 

LDCRC to supplement part 25. 

The LDCRC will be located under the 

passenger cabin floor in the cargo 

compartment of the Airbus A330–330 

model series airplane. It will be 

removable from the cargo compartment. 

Occupancy of the LDCRC will be 

limited to a maximum of eight crew 

members, and it will only be occupied 

in flight, i.e., not during taxi, takeoff, or 

landing. A smoke detection system, fire 

extinguishing system, oxygen system, 

and occupant amenities will be 

provided. 

The LDCRC will be accessed from the 

main deck via a stair house. The floor 

within the stair house has an access 

hatch that leads to stairs, which 

occupants use to descend into the 

LDCRC. This hatch locks automatically 

in the open position when fully opened. 

In addition, there will be an emergency 

hatch, which opens directly into the 

main passenger cabin area. The LDCRC 

also has a maintenance access/ground 

loading door, which allows access to 

and from the cargo compartment. The 

intended use of this door is to allow 

cargo loading and maintenance 

personnel to enter the LDCRC from the 

cargo compartment when the airplane is 

on the ground, and not moving. 

The proposed special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

Applicability 

As discussed above, these proposed 

special conditions are applicable to the 

Airbus Model A330–300 series airplane 

for which they are issued. Should the 

applicant apply for a supplemental type 

certificate to modify any other model 

included on the same type certificate to 

incorporate the same novel or unusual 

design feature, these special conditions 

would apply to the other model as well. 

Conclusion 

This action affects only certain novel 

or unusual design feature on one model 

A330–300 airplane. It is not a rule of 

general applicability and affects only 

the applicant who applied to the FAA 

for approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, and 44704. 

The Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Airbus 

Model A330–300 series airplanes as 

modified by Aerocon Engineering 

Company. 

(a) Occupancy of the LDCRC is 

limited to a maximum of eight. There 

must be an approved seat or berth able 

to withstand the maximum flight loads 

when occupied for each occupant 

permitted in the crew rest compartment. 

(1) There must be appropriate 

placards displayed in a conspicuous 

place at each entrance to the LDCRC 

compartment to indicate: 

(i) The maximum number of 

occupants allowed. 

(ii) That occupancy is restricted to 

crewmembers that are trained in the 

evacuation procedures for the crew rest 

compartment. 

(iii) That occupancy is prohibited 

during taxi, take-off, and landing. 

(iv) That smoking is prohibited in the 

crew rest compartment. 

(v) That hazardous quantity of 

flammable fluids, explosives, or other 

dangerous cargo is prohibited from the 

crew rest compartment. 

(vi) That the crew rest area must be 

limited to the stowage of crew personal 

luggage and must not be used for the 

stowage of cargo or passenger baggage. 

(2) There must be at least one ashtray 

located conspicuously on or near the 

entry side of any entrance, usable inflight, to the crew rest compartment. 

(3) There must be a means to prevent 

passengers from entering the 

compartment in the event of an 

emergency or when no flight attendant 

is present. 

(4) There must be a means for any 

door installed between the crew rest 

compartment and passenger cabin to be 

capable of being quickly opened from 

inside the compartment, even when 

crowding occurs at each side of the 

door. 

(5) For all doors installed in the 

evacuation routes, there must be a 

means to preclude anyone from being 

trapped inside the compartment. If a 

locking mechanism is installed, it must 

be capable of being unlocked from the 

outside without the aid of special tools. 

The lock must not prevent opening from 

the inside of the compartment at any 

time. 

(b) There must be at least two 

emergency evacuation routes, which 

could be used by each occupant of the 

crew rest compartment to rapidly 

evacuate to the main cabin and be able 

to be closed from the main passenger 

cabin after evacuation. In addition— 

(1) The routes must be located with 

one at each end of the compartment, or 

with two having sufficient separation 

within the compartment and between 

the routes to minimize the possibility of 

an event (either inside or outside of the 

crew rest compartment) rendering both 

routes inoperative. 

(2) The routes must be designed to 

minimize the possibility of blockage, 

which might result from fire, 

mechanical or structural failure, or 

persons standing on top of or against the 

escape route. If an evacuation route 

utilizes an area where normal 

movement of passengers occurs, it must 

be demonstrated that passengers would 

not impede egress to the main deck. If 

a hatch is installed in an evacuation 

route, the point at which the evacuation 

route terminates in the passenger cabin 

should not be located where normal 

movement by passengers or crew occurs 

(main aisle, cross aisle, passageway or 

galley complex). If such a location 

cannot be avoided, special 

consideration must be taken to ensure 

that the hatch or door can be opened 


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when a person, the weight of a ninetyfifth percentile male, is standing on the 

hatch or door. The use of evacuation 

routes must not be dependent on any 

powered device. If there is low 

headroom at or near an evacuation 

route, provisions must be made to 

prevent or to protect occupants of the 

crew rest area from head injury. 

(3) Emergency evacuation procedures, 

including the emergency evacuation of 

an incapacitated occupant from the 

crew rest compartment, must be 

established. All of these procedures 

must be transmitted to the operator for 

incorporation into their training 

programs and appropriate operational 

manuals. 

(4) There must be a limitation in the 

airplane flight manual or other suitable 

means requiring that crewmembers be 

trained in the use of evacuation routes. 

(c) There must be a means for the 

evacuation of an incapacitated person 

(representative of a 95th percentile 

male) from the crew rest compartment 

to the passenger cabin floor. 

The evacuation must be demonstrated 

for all evacuation routes. A flight 

attendant or other crewmember (a total 

of one assistant within the crew rest 

area) may provide assistance in the 

evacuation. Additional assistance may 

be provided by up to three persons in 

the main passenger compartment. For 

evacuation routes having stairways, the 

additional assistants may descend down 

to one half the elevation change from 

the main deck to the lower deck 

compartment, or to the first landing, 

whichever is higher. 

(d) The following signs and placards 

must be provided in the crew rest 

compartment: 

(1) At least one exit sign, located near 

each exit, meeting the requirements of 

§ 25.812(b)(1)(i) at Amendment 25–58, 

except that a sign with reduced 

background area of no less than 5.3 

square inches (excluding the letters) 

may be utilized, provided that it is 

installed such that the material 

surrounding the exit sign is light in 

color (e.g., white, cream, light beige). If 

the material surrounding the exit sign is 

not light in color, a sign with a 

minimum of a one-inch wide 

background border around the letters 

would also be acceptable. 

(2) An appropriate placard located 

near each exit defining the location and 

the operating instructions for each 

evacuation route. 

(3) Placards must be readable from a 

distance of 30 inches under emergency 

lighting conditions. 

(4) The exit handles and evacuation 

path operating instruction placards 

must be illuminated to at least 160 

micro lamberts under emergency 

lighting conditions. 

(e) There must be a means in the 

event of failure of the aircraft’s main 

power system, or of the normal crew 

rest compartment lighting system, for 

emergency illumination to be 

automatically provided for the crew rest 

compartment. 

(1) This emergency illumination must 

be independent of the main lighting 

system. 

(2) The sources of general cabin 

illumination may be common to both 

the emergency and the main lighting 

systems if the power supply to the 

emergency lighting system is 

independent of the power supply to the 

main lighting system. 

(3) The illumination level must be 

sufficient for the occupants of the crew 

rest compartment to locate and transfer 

to the main passenger cabin floor by 

means of each evacuation route. 

(4) The illumination level must be 

sufficient with the privacy curtains in 

the closed position for each occupant of 

the crew rest to locate a deployed 

oxygen mask. 

(f) There must be means for two-way 

voice communications between 

crewmembers on the flight deck and 

occupants of the crew rest compartment. 

There must also be public address (PA) 

system microphones at each flight 

attendant seat required to be near a floor 

level exit in the passenger cabin per 

§ 25.785(h) at Amendment 25–51. The 

PA system must allow two-way voice 

communications between flight 

attendants and the occupants of the 

crew rest compartment, except that one 

microphone may serve more than one 

exit provided the proximity of the exits 

allows unassisted verbal 

communication between seated flight 

attendants. 

(g) There must be a means for manual 

activation of an aural emergency alarm 

system, audible during normal and 

emergency conditions, to enable 

crewmembers on the flight deck and at 

each pair of required floor level 

emergency exits to alert occupants of 

the crew rest 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 (APU), or the disconnection 

or failure of all power sources 

dependent on their continued operation 

(i.e., engine & APU), for a period of at 

least ten minutes. 

(h) There must be a means, readily 

detectable by seated or standing 

occupants of the crew rest compartment, 

which indicates 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 for the sleeping attitude 

during cruise conditions. There must be 

a placard on each berth requiring that 

seat belts must be fastened when 

occupied. If compliance with any of the 

other requirements of these special 

conditions is predicated on specific 

head location, there must be a placard 

identifying the head position. 

(i) In lieu of the requirements 

specified in § 25.1439(a) at Amendment 

25–38 that pertain to isolated 

compartments and to provide a level of 

safety equivalent to that which is 

provided occupants of a small, isolated 

galley, the following equipment must be 

provided in the crew rest compartment: 

(1) At least one approved hand-held 

fire extinguisher appropriate for the 

kinds of fires likely to occur. 

(2) Two protective breathing 

equipment (PBE) devices approved to 

Technical Standard Order (TSO)–C116 

or equivalent, suitable for firefighting, or 

one PBE for each hand-held fire 

extinguisher, whichever is greater. 

(3) One flashlight. 

Note: Additional PBEs and fire 

extinguishers in specific locations, (beyond 

the minimum numbers prescribed in special 

condition (i)) may be required as a result of 

any egress analysis accomplished to satisfy 

special condition (b)(1). 

(j) A smoke or fire detection system 

(or systems) must be provided that 

monitors each occupiable area within 

the crew rest compartment, including 

those areas partitioned by curtains. 

Flight tests must be conducted to show 

compliance with this requirement. Each 

system (or systems) must provide: 

(1) A visual indication to the flight 

deck within one minute after the start of 

a fire; 

(2) An aural warning in the crew rest 

compartment; and 

(3) A warning in the main 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. 

(k) The crew rest compartment must 

be designed such that fires within the 

compartment can be controlled without 

a crewmember having to enter the 

compartment, or the design of the access 


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provisions must allow crewmembers 

equipped for firefighting to have 

unrestricted access to the compartment. 

The time for a crewmember on the main 

deck to react to the fire alarm, to don the 

firefighting equipment, and to gain 

access must not exceed the time for the 

compartment to become smoke-filled, 

making it difficult to locate the fire 

source. 

(l) There must be a means provided to 

exclude hazardous quantities of smoke 

or extinguishing agent originating in the 

crew rest compartment from entering 

any other compartment occupied by 

crewmembers or passengers. This means 

must include the time periods during 

the evacuation of the crew rest 

compartment and, if applicable, when 

accessing the crew rest compartment to 

manually fight a fire. Smoke entering 

any other compartment occupied by 

crewmembers or passengers when the 

access to the crew rest compartment is 

opened, during an emergency 

evacuation, must dissipate within five 

minutes after the access to the crew rest 

compartment is closed. 

(1) Hazardous quantities of smoke 

may not enter any other compartment 

occupied by crewmembers or 

passengers during subsequent access to 

manually fight a fire in the crew rest 

compartment (the amount of smoke 

entrained by a firefighter exiting the 

crew rest compartment through the 

access is not considered hazardous). 

(2) There must be a provision in the 

firefighting procedures to ensure that all 

door(s) and hatch(es) at the crew rest 

compartment outlets are closed after 

evacuation of the crew rest 

compartment and, during firefighting to 

minimize smoke and extinguishing 

agent from entering other occupiable 

compartments. 

(3) During the 1-minute smoke 

detection time, penetration of a small 

quantity of smoke from the crew rest 

compartment into an occupied area is 

acceptable. Flight tests must be 

conducted to show compliance with 

this requirement. 

(4) If a built-in fire extinguishing 

system is used in lieu of manual 

firefighting, then the fire extinguishing 

system must be designed so that no 

hazardous quantities of extinguishing 

agent will enter other compartments 

occupied by passengers or crew. The 

system must have adequate capacity to 

suppress any fire occurring in the crew 

rest compartment, considering the fire 

threat, volume of the compartment and 

the ventilation rate. 

(m) There must be a supplemental 

oxygen system equivalent to that 

provided for main deck passengers for 

each seat and berth in the crew rest 

compartment. The system must provide 

an aural and visual warning to warn the 

occupants of the crew rest compartment 

to don oxygen masks in the event of 

decompression. The warning must 

activate before the cabin pressure 

altitude exceeds 15,000 feet. The aural 

warning must sound continuously for a 

minimum of five minutes or until a reset 

push button in the crew rest 

compartment is depressed. Procedures 

for crew rest occupants in the event of 

decompression must be established. 

These procedures must be transmitted 

to the operator for incorporation into 

their training programs and appropriate 

operational manuals. 

(n) The following requirements apply 

to crew rest compartments that are 

divided into several sections by the 

installation of curtains or partitions: 

(1) To compensate for sleeping 

occupants, there must be an aural alert 

that can be heard in each section of the 

crew rest area compartment that 

accompanies automatic presentation of 

supplemental oxygen masks. A visual 

indicator that occupants must don an 

oxygen mask is required in each section 

where seats or berths are not installed. 

A minimum of two supplemental 

oxygen masks is required for each seat 

or berth. There must also be a means by 

which the oxygen masks can be 

manually deployed from the flight deck. 

(2) A placard is required adjacent to 

each curtain that visually divides or 

separates, for privacy purposes, the 

crew rest area compartment into small 

sections. The placard must require that 

the curtain(s) remains open when the 

private section it creates is unoccupied. 

(3) For each crew rest section created 

by the installation of a curtain, the 

following requirements of these special 

conditions must be met with the curtain 

open or closed: 

(i) Emergency illumination (Special 

condition (e)). 

(ii) Emergency alarm system (Special 

condition (g)). 

(iii) Seat belt fasten signal or return to 

seat signal as applicable (Special 

condition (h)). 

(iv) The smoke or fire detection 

system (Special condition (j)). 

(4) Crew rest compartments visually 

divided to the extent that evacuation 

could be affected must have exit signs 

that direct occupants to the primary 

stairway exit. The exit signs must be 

provided in each separate section of the 

crew rest compartment and must meet 

the requirements of § 25.812(b)(1)(i) at 

Amendment 25–58. An exit sign with 

reduced background area as described 

in special condition (d)(1) may be used 

to meet this requirement. 

(5) For sections within a crew rest 

compartment that are created by the 

installation of a partition with a door 

separating the sections, the following 

requirements of these special conditions 

must be met with the door open or 

closed: 

(i) There must be a secondary 

evacuation route from each section to 

the main deck, or alternatively, it must 

be shown that any door between the 

sections has been designed to preclude 

anyone from being trapped inside the 

compartment. Removal of an 

incapacitated occupant within this area 

must be considered. A secondary 

evacuation route from a small room 

designed for only one occupant for short 

time duration, such as a changing area 

or lavatory, is not required. However, 

removal of an incapacitated occupant 

within this area must be considered. 

(ii) Any door between the sections 

must be shown to be openable when 

crowded against, even when crowding 

occurs at each side of the door. 

(iii) There may be no more than one 

door between any seat or berth and the 

primary stairway exit. 

(iv) There must be exit signs in each 

section meeting the requirements of 

§ 25.812(b)(1)(i) at Amendment 25–58 

that direct occupants to the primary 

stairway exit. An exit sign with reduced 

background area as described in special 

condition (d).(1) may be used to meet 

this requirement. 

(v) Special conditions (e) (emergency 

illumination), (g) (emergency alarm 

system), (h) (fasten seat belt signal or 

return to seat signal as applicable), and 

(j) (smoke or fire detection system) must 

be met with the door open or closed. 

(vi) Special conditions (f) (two-way 

voice communication) and (i) 

(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. 

(o) Where a waste disposal receptacle 

is fitted, it must be equipped with a 

built-in fire extinguisher designed to 

discharge automatically upon 

occurrence of a fire in the receptacle. 

(p) Materials (including finishes or 

decorative surfaces applied to the 

materials) must comply with the 

flammability requirements of § 25.853 at 

Amendment 25–66. Mattresses must 

comply with the flammability 

requirements of § 25.853(b) and (c) at 

Amendment 25–66. 

(q) If a lavatory is installed, all 

lavatories within the crew rest are 

required to meet the same requirements 

as those for a lavatory installed on the 


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main deck except with regard to special 

condition (j) for smoke detection. 

(r) When a crew rest compartment is 

installed or enclosed as a removable 

module in part of a cargo compartment 

or is located directly adjacent to a cargo 

compartment without an intervening 

cargo compartment wall, the following 

applies: 

(1) Any wall of the module (container) 

forming part of the boundary of the 

reduced cargo compartment, subject to 

direct flame impingement from a fire in 

the cargo compartment and including 

any interface item between the module 

(container), and the airplane structure or 

systems, must meet the applicable 

requirements of § 25.855 at Amendment 

25–60. 

(2) Means must be provided so that 

the fire protection level of the cargo 

compartment meets the applicable 

requirements of §§ 25.855 at amendment 

25–60, 25.857 at amendment 25–60 and 

25.858 at amendment 25–54 when the 

module (container) is not installed. 

(3) Use of each emergency evacuation 

route must not require occupants of the 

crew rest compartment to enter the 

cargo compartment in order to return to 

the passenger compartment. 

(4) The aural warning in special 

condition (g) must sound in the crew 

rest compartment in the event of a fire 

in the cargo compartment. 

(s) Means must be provided to prevent 

access into the Class C cargo 

compartment during all airplane 

operations and to ensure that the 

maintenance door is closed during all 

airplane flight operations. 

(t) All enclosed stowage 

compartments within the crew rest 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. 

As indicated by the table below, this 

special condition does not address 

enclosed stowage compartments greater 

than 200 ft3 in interior volume. The inflight accessibility of very large, 

enclosed stowage compartments and the 

subsequent impact on the 

crewmember’s ability to effectively 

reach any part of the compartment with 

the contents of a hand fire extinguisher 

will require additional fire protection 

considerations similar to those required 

for inaccessible compartments such as 

Class C cargo compartments. 

STOWAGE COMPARTMENT INTERIOR VOLUMES

Fire protection features Less than 25 ft3 25 ft3 to 57 ft3 57 ft3 to 200 ft3

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

Detectors 2 .......................................................................................... No ................................ Yes .............................. Yes. 

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

Locating Device 4 ................................................................................ No ................................ Yes .............................. Yes. 

1 Materials of Construction: The material used to construct each enclosed stowage compartment must at least be fire resistant and must meet 

the flammability standards established for interior components per the requirements of § 25.853. For compartments less than 25 ft3 in interior volume, the design must ensure the ability to contain a fire likely to occur within the compartment under normal use. 2 Detectors: Enclosed stowage compartments equal to or exceeding 25 ft3 in interior volume must be provided with a smoke or fire detection 

system to ensure that a fire can be detected within a one-minute detection time. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must provide: 

(a) A visual indication in the flight deck within one minute after the start of a fire; 

(b) An aural warning in the crew rest compartment; and 

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

Class B cargo compartment, then no liner would be required for enclosed stowage compartments equal to or greater than 25 ft3 in interior volume but less than 57 ft3 in interior volume. For all enclosed stowage compartments equal to or greater than 57 ft3 in interior volume but less than 

or equal to 200 ft3, a liner must be provided that meets the requirements of § 25.855 at Amendment 25–60 for a class B cargo compartment. 4 Location Detector: Crew rest areas which contain enclosed stowage compartments exceeding 25 ft3 interior volume and which are located 

away from one central location such as the entry to the crew rest area or a common area within the crew rest area would require additional fire 

protection features and/or devices to assist the firefighter in determining the location of a fire. 

Issued in in Kansas City, Missouri, on 

December 8, 2023. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2023–27396 Filed 12–12–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF JUSTICE 

Drug Enforcement Administration 

21 CFR Part 1308 

[Docket No. DEA1156] 

Schedules of Controlled Substances: 

Placement of 2,5-dimethoxy-4- 

iodoamphetamine (DOI) and 2,5- 

dimethoxy-4-chloroamphetamine 

(DOC) in Schedule I 

AGENCY: Drug Enforcement 

Administration, Department of Justice. 

ACTION: Notice of proposed rulemaking. 

SUMMARY: The Drug Enforcement 

Administration proposes placing two 

phenethylamine hallucinogens, as 

identified in this proposed rule, in 

schedule I of the Controlled Substances 

Act. This action is being taken, in part, 

to enable the United States to meet its 

obligations under the 1971 Convention 

on Psychotropic Substances for one of 

these substances 2,5-dimethoxy-4- 

chloroamphetamine. If finalized, this 

action would impose the regulatory 

controls and administrative, civil, and 

criminal sanctions applicable to 

schedule I controlled substances on 

persons who handle (manufacture, 

distribute, reverse distribute, import, 

export, engage in research, conduct 

instructional activities or chemical 

analysis with, or possess), or propose to 

handle these two specific controlled 

substances. 

DATES: Comments must be submitted 

electronically or postmarked on or 

before January 12, 2024. 

Interested persons may file a request 

for a hearing or waiver of hearing 

pursuant to 21 CFR 1308.44 and in 

accordance with 21 CFR 1316.47 and/or 

1316.49, as applicable. Requests for a 


khammond on DSKJM1Z7X2PROD with PROPOSALS