25402 Federal Register / Vol. 87, No. 83 / Friday, April 29, 2022 / Rules and Regulations 

individual or entity owns more than 50 

percent of the applicant, 

1. The other business entity owns 20 

percent or more of the applicant, and 

2. The other business entity operates 

in the same 3-digit NAICS subsector as 

the applicant. 

2. Stock options, convertible 

securities, and agreements to merge. 

i. SBA considers stock options, 

convertible securities, and agreements 

to merge (including agreements in 

principle) to have a present effect on the 

ownership of the entity. SBA treats such 

options, convertible securities, and 

agreements as though the rights granted 

have been exercised. 

ii. Agreements to open or continue 

negotiations towards the possibility of a 

merger or a sale of stock at some later 

date are not considered ‘‘agreements in 

principle’’ and are thus not given 

present effect. 

iii. Options, convertible securities, 

and agreements that are subject to 

conditions precedent which are 

incapable of fulfillment, speculative, 

conjectural, or unenforceable under 

state or Federal law, or where the 

probability of the transaction (or 

exercise of the rights) occurring is 

shown to be extremely remote, are not 

given present effect. 

iv. SBA will not give present effect to 

individuals’, concerns’, or other entities’ 

ability to divest all or part of their 

ownership interest in order to avoid a 

finding of affiliation. 

3. Determining the concern’s size. In 

determining the concern’s size, SBA 

counts the receipts, employees 

(§ 121.201), or the alternate size 

standard (if applicable) of the concern 

whose size is at issue and all of its 

domestic and foreign affiliates, 

regardless of whether the affiliates are 

organized for profit. 

4. Exceptions to affiliation. For 

exceptions to affiliation, see 13 CFR 

121.103(b). Additional guidance will be 

provided in the updated CA Participant 

Guide. 

4. General Information 

The changes in this document are 

limited to the CA Pilot Program only. 

All other SBA guidelines and regulatory 

modifications related to the CA Pilot 

Program remain unchanged. The 

regulatory modifications described in 

this document are authorized by 13 CFR 

120.3, which provides that the SBA 

Administrator may suspend, modify, or 

waive rules for a limited period to test 

new programs or ideas. These 

modifications apply only to loans made 

under the CA Pilot Program, which 

expires September 30, 2024. 

SBA has provided more detailed 

guidance in the form of a CA Participant 

Guide that is being updated to reflect 

these changes and will be available on 

SBA’s website at https://www.sba.gov. 

SBA may provide additional guidance, 

through SBA notices, which may also be 

published on SBA’s website at https:// 

www.sba.gov/category/lendernavigation/forms-notices-sops/notices. 

Questions regarding the CA Pilot 

Program may be directed to the Lender 

Relations Specialist in the local SBA 

district office. The local SBA district 

office may be found at https://

www.sba.gov/about-offices-list/2. 

Authority: 15 U.S.C. 636(a)(25) and 13 CFR 

120.3. 

Isabella Casillas Guzman, 

Administrator. 

[FR Doc. 2022–09162 Filed 4–28–22; 8:45 am] 

BILLING CODE 8026–03–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2022–0442; Special 

Conditions No. 25–823–SC] 

Special Conditions: Commercial 

Aircraft Interiors, LLC, Boeing 767– 

300F Airplane; Installation of MainDeck Crew-Rest Compartment 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Boeing Model 767–300F 

series airplane. This airplane, as 

modified by Commercial Aircraft 

Interiors, LLC (CAI), will have a novel 

or unusual design feature when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport category 

airplanes. This design feature is a crewrest compartment that is a one piece 

self-contained unit for installation in the 

forward position of the Class E cargo 

compartment. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These special 

conditions contain the additional safety 

standards that the Administrator 

considers necessary to establish a level 

of safety equivalent to that established 

by the existing airworthiness standards. 

DATES: This action is effective on 

Commercial Aircraft Interiors, LLC on 

April 29, 2022. Send comments on or 

before June 13, 2022. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2022–0442 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

https://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE, Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE, Washington, DC, between 9 

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

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: Except for Confidential 

Business Information (CBI) as described 

in the following paragraph, and other 

information as described in title 14, 

Code of Federal Regulations (14 CFR) 

11.35, the FAA will post all comments 

received without change to https://

www.regulations.gov/, including any 

personal information you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information: 

Confidential Business Information (CBI) 

is commercial or financial information 

that is both customarily and actually 

treated as private by its owner. Under 

the Freedom of Information Act (FOIA) 

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

public disclosure. If your comments 

responsive to these special conditions 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to these special conditions, it 

is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these special 

conditions. Send submissions 

containing CBI to John Shelden, Human 

Machine Interface, AIR–626, Technical 

Innovation Policy Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, Washington 98198; 

telephone 206–231–3214; email 

john.shelden@faa.gov. Comments the 

FAA receives, which are not specifically 

designated as CBI, will be placed in the 


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public docket for these special 

conditions. 

Docket: Background documents or 

comments received may be read at 

https://www.regulations.gov/ at any 

time. Follow the online instructions for 

accessing the docket or go to Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE, Washington, 

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

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: John 

Shelden, Human Machine Interface, 

AIR–626, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service, Federal 

Aviation Administration, 2200 South 

216th Street, Des Moines, Washington 

98198; telephone 206–231–3214; email 

john.shelden@faa.gov. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions, as 

applied to the installation of crew-rest 

compartments in the upper and lower 

lobes of the airplane, has been 

published in the Federal Register for 

public comment in several prior 

instances. In the past decade, comments 

were received in 2013 and 2014, but did 

not affect the substance of these special 

conditions. In 2017, The FAA approved 

an identical special condition, 25–702– 

SC for TTF Aerospace. Comments were 

received but did not affect the substance 

of these special conditions. Therefore, 

the FAA finds, pursuant to § 11.38(b), 

that new comments are unlikely, and 

notice and comment prior to this 

publication are unnecessary and that is 

further unnecessary to delay the 

effective date. 

Comments Invited 

The FAA invites interested people to 

take part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

The FAA will consider all comments 

received by the closing date for 

comments. The FAA may change these 

special conditions based on the 

comments received. 

Background 

On June 18, 2021, CAI applied for a 

supplemental type certificate for the 

installation of crew-rest compartments 

on the Boeing Model 767–300F series 

airplanes. The Boeing Model 767–300F 

series airplane is a transport category, 

wide body freighter equipped with two 

General Electric CF6–80C2B6F or B7F 

engines, and a Class E cargo 

compartment. The airplane has a 

maximum takeoff weight of 

approximately 412,000 pounds. 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

CAI must show that the Boeing Model 

767–300F series airplane, as changed, 

continues to meet the applicable 

provisions of the regulations listed in 

Type Certificate No. A1NM or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

If the Administrator finds that the 

applicable airworthiness regulations 

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

adequate or appropriate safety standards 

for the Boeing Model 767–300F series 

airplane because of a novel or unusual 

design feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate, to incorporate the 

same novel or unusual design feature, 

these special conditions would also 

apply to the other model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing Model 767–300F 

series airplane must comply with the 

fuel vent and exhaust emission 

requirements of 14 CFR part 34, and the 

noise certification requirements of 14 

CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The Boeing Model 767–300F series 

airplane, as modified by Commercial 

Aircraft Interiors, LLC, will incorporate 

the following novel or unusual design 

feature: 

The installation of a crew-rest 

compartment that is a one piece selfcontained unit for installation in the 

forward position of the Class E cargo 

compartment. 

Discussion 

The crew-rest compartment will be 

located in what is currently the Class E 

main deck cargo compartment of Boeing 

Model 767–300F series airplane. It will 

be designed as a one piece selfcontained unit for installation in the 

forward portion of the cargo 

compartment. The crew-rest 

compartment will be attached to the 

existing cargo restraint system, and will 

interface with the left-hand wall of the 

cargo compartment, with a seal that will 

surround the access door that currently 

provides passage to and from the Class 

E cargo compartment. Crew-rest 

compartment occupancy will be limited 

to a maximum of four (4) occupants. 

The crew-rest compartment will 

contain approved seats or sleeping 

berths, able to withstand the maximum 

flight loads when occupied, for each 

occupant permitted in the crew-rest 

compartment, and it will only be 

occupied in flight, not during taxi, 

takeoff or landing. A smoke detection 

system, manual firefighting system, 

oxygen supply and occupant amenities 

will be provided in the crew-rest 

compartment. The access door will 

provide entry to and from the crew-rest 

compartment. 

Section 25.857(e) at amendment level 

25–93, requires that, when a Class E 

cargo compartment is installed on the 

airplane, the airplane must be used for 

carriage of cargo only. However, 

consistent with Exemption No. 12805 

regarding the Boeing Model 767–300F, 

the FAA found that a crew-rest 

compartment installed in a Class E cargo 

compartment is acceptable, provided 

that the crew-rest compartment is 

installed forward of a smoke barrier. 

The FAA considers crew-rest 

compartment smoke or fire detection 

and fire suppression systems complex 

when the structured methods of analysis 

are needed for a thorough and valid 

safety assessment (refer to AC 25.1309– 

1A, titled ‘‘System Design and 

Analysis’’, paragraph 6.d). This 

complexity includes airflow 

management features that prevent 

hazardous quantities of smoke or fire 

extinguishing agents from entering any 

other compartment occupied by the 

crew or passengers. 

The FAA considers failure of the 

crew-rest compartment fire protection 

systems (i.e., smoke or fire detection and 

fire suppression systems), in 

conjunction with a crew-rest 

compartment fire to be a catastrophic 

event. Based on the ‘‘Depth of Analysis 

Flowchart’’ shown in Figure 2 of AC 

25.1309–1A, the depth of analysis 

should include both qualitative and 

quantitative assessments (refer to 

paragraphs 8d, 9, and 10 of AC 25.1309– 

1A). In addition, flammable fluids, 

explosives, or other dangerous cargo are 

prohibited from the crew-rest 

compartment. 

The requirements in this document 

are intended to enable crewmember(s) 

quick entry to the crew-rest 

compartment to locate a fire source, and 


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also inherently place limits on the size 

of the crew-rest area, as well as the 

amount of baggage that may be stored 

inside the crew-rest compartment. 

Baggage in the crew-rest compartment 

must be limited to the crews’ personal 

luggage, and must not be used for cargo 

storage or other baggage. The design of 

a system to include cargo storage or 

other baggage would require additional 

requirements to ensure safe operation. 

The addition of galley equipment or a 

kitchenette incorporating a heat source 

(e.g., cook tops, microwaves, coffee pots, 

etc.), other than a conventional lavatory 

or kitchenette water heater, within the 

crew-rest compartment, may require 

additional special conditions, and is 

prohibited until such conditions are 

approved. A water heater is acceptable 

without additional special conditions. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

Model 767–300F series airplane. Should 

Commercial Aircraft Interiors, LLC 

apply at a later date for a supplemental 

type certificate to modify any other 

model included on Type Certificate No. 

A1NM, to incorporate the same novel or 

unusual design feature, these special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design feature on one model 

of airplane. It is not a rule of general 

applicability and affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Boeing Model 

767–300F series airplanes, as modified 

by Commercial Aircraft Interiors, LLC. 

The maximum occupancy of the crewrest compartment must be added to the 

limitations section of the airplane flight 

manual. The operating procedures, 

warnings, alarms and alerts listed below 

must be added to the normal and 

emergency procedures sections of the 

airplane flight manual as appropriate. 

(a) Occupancy of the crew-rest 

compartment is limited to the total 

number of installed sleeping berths and 

seats in each compartment. Each 

occupant permitted in the crew-rest 

compartment must be provided an 

approved seat or sleeping berth able to 

withstand the maximum flight loads 

when occupied. The maximum 

occupancy is four in the crew-rest 

compartment, accounting for two 

sleeping berths and two seats. 

(1) An appropriate placard must be 

displayed in a conspicuous location at 

each entrance to the crew-rest 

compartment to indicate the following: 

(i) The maximum number of 

occupants allowed. 

(ii) That occupancy is restricted to 

crewmembers who are trained in 

evacuation procedures for the crew-rest 

compartment. 

(iii) That occupancy is prohibited 

during taxi, takeoff, and landing. 

(iv) That smoking is prohibited in the 

crew-rest compartment. 

(v) That hazardous quantities of 

flammable fluids, explosives, or other 

dangerous cargo are prohibited from the 

crew-rest compartment. 

(vi) That stowage in the crew-rest 

compartment must be limited to 

emergency equipment, airplane 

supplied equipment (e.g., bedding), and 

crew personal luggage. Cargo and other 

baggage is not allowed. 

(2) At least one ashtray must be 

located conspicuously on or near the 

entry side of any entrance to the crewrest compartment. 

(3) If access to the remainder of the 

Class E cargo compartment is required 

from the crew-rest compartment, doors 

must be designed to be easily opened 

from both within and outside of the 

crew-rest compartment. If a locking 

mechanism is installed, it must be 

capable of being unlocked from the 

outside without the aid of special tools. 

The lock must not prevent opening from 

the inside of the compartment at any 

time. 

(4) For all doors installed in the 

evacuation routes, they must be 

designed such that they do not allow 

anyone to be trapped inside the crewrest compartment. If a locking 

mechanism is installed on an 

evacuation route door, it must be 

capable of being unlocked from the 

outside without the aid of special tools. 

The lock must not prevent opening the 

door from the inside of the crew-rest 

compartment at any time. 

(b) An emergency evacuation route 

must be available for occupants of the 

crew-rest compartment to rapidly 

evacuate forward to the flight deck/ 

seating area. The crew-rest compartment 

access must be able to be closed from 

the flight deck/seating area after 

evacuation. In addition— 

(1) The route must be designed to 

minimize the possibility of blockage, 

which might result from fire, 

mechanical or structural failure, or 

persons standing on top of or against the 

escape route. The use of evacuation 

routes must not be dependent on any 

powered device. If an evacuation route 

has low headroom, provisions must be 

made to prevent, or protect crew-rest 

compartment occupants from, head 

injury. 

(2) Emergency evacuation procedures, 

including the emergency evacuation of 

an incapacitated occupant from the 

crew-rest compartment, must be 

established. All of these procedures 

must be transmitted to the operators for 

incorporation into their training 

programs and appropriate operational 

manuals. 

(3) The airplane flight manual, or 

other suitable means, must include a 

limitation requiring that crewmembers 

be trained in the use of evacuation 

routes. 

(c) A means must be provided for the 

evacuation of an incapacitated person 

(representative of a 95th percentile 

male) from the crew-rest compartment 

to the flight deck/seating area. The 

evacuation must be demonstrated for all 

evacuation routes. 

(d) The following signs and placards 

must be provided in the crew-rest 

compartment: 

(1) At least one exit sign, located near 

each exit, meeting the requirements of 

§ 25.812(b)(1)(i) at Amendment level 

25–58, except that a sign with reduced 

background area of no less than 5.3 

square inches (excluding the letters) 

may be utilized, provided that it is 

installed such that the material 

surrounding the exit sign is light in 

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

the material surrounding the exit sign is 

not light in color, a sign with a 

minimum of a one inch wide 

background border around the letters 

would also be acceptable. 

(2) An appropriate placard located 

near each exit defining the location and 

the operating instructions for each 

evacuation route. 

(3) Placards must be readable from a 

distance of 30 inches under emergency 

lighting conditions. 


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(4) The exit handles and evacuation 

path operating instruction placards 

must be illuminated to at least 160 

micro lamberts under emergency 

lighting conditions. 

(e) In the event of failure of the 

airplane’s main power system, or of the 

normal crew-rest compartment lighting 

system, emergency illumination must 

automatically be provided for the crewrest compartment, and must be met with 

the door open or closed. In addition— 

(1) This emergency illumination must 

be independent of the main lighting 

system. 

(2) The sources of general cabin 

illumination may be common to both 

the emergency and the main lighting 

systems, if the power supply to the 

emergency lighting system is 

independent of the power supply to the 

main lighting system. 

(3) The illumination level must be 

sufficient for the occupants of the crewrest compartment to evacuate to the 

flight deck/seating area by means of 

each evacuation route. 

(4) The illumination level must be 

sufficient, with the privacy curtains in 

the closed position, for each occupant of 

the crew-rest compartment to locate an 

oxygen mask. 

(f) A means must be provided for twoway voice communications between 

crewmembers on the flight deck and 

occupants of the crew-rest 

compartment. The public address 

system must allow two-way voice 

communications between the flight 

crew and the occupants of the crew-rest 

compartment. 

(g) A means must be provided for 

manual activation of an aural emergency 

alarm system, audible during normal 

and emergency conditions, to enable 

occupants on the flight deck to alert the 

occupants in the crew-rest compartment 

of an emergency situation. Use of a 

public address or crew interphone 

system is acceptable, provided an 

adequate means of differentiating 

between normal and emergency 

communications is incorporated. The 

system must maintain power in-flight 

for at least ten minutes after the 

shutdown or failure of all engines and 

auxiliary power units (APUs), or the 

disconnection or failure of all power 

sources dependent on their continued 

operation of the engines and APUs. 

(h) A readily detectable means must 

be provided, for seated or standing 

occupants of the crew-rest compartment 

that indicates when seatbelts should be 

fastened. In the absence of seats, at least 

one means must be provided to 

accommodate anticipated turbulence 

(e.g., sufficient handholds). Seatbelt 

type restraints must be provided for 

sleeping berths, and be compatible with 

occupant sleeping attitude during cruise 

conditions. A placard must be located 

on each sleeping berth, stating it is a 

requirement that seatbelts be fastened 

when occupied. If compliance with any 

other requirement of these special 

conditions is based on a sleeping berth 

with a specific head location for 

occupants, a placard must identify the 

head position. 

(i) In lieu of the requirements of 

§ 25.1439(a) at Amendment level 25–38, 

that pertain to isolated compartments, 

and providing occupants a level of 

safety equivalent to occupants of a 

small, isolated galley, the following 

equipment must be provided in the 

crew-rest compartment: 

(1) At least one approved hand held 

fire extinguisher, appropriate for the 

kinds of fires likely to occur; 

(2) Two protective-breathing 

equipment (PBE) devices, approved to 

Technical Standard Order C116A or 

equivalent, suitable for firefighting, or 

one PBE for each hand held fire 

extinguisher, whichever is greater; and 

(3) One flashlight. 

Note: Additional PBEs and fire 

extinguishers in specific locations, beyond 

the minimum requirements prescribed in 

paragraph (i) of these special conditions, may 

be required as a result of any egress analysis 

completed to meet the requirements of 

paragraph (b)(1) of these special conditions. 

(j) A smoke or fire detection system 

(or systems) must be provided to 

monitor each area that can be occupied 

within the crew-rest compartment, 

including those areas partitioned by 

curtains. Flight tests must be conducted 

to show compliance with this 

requirement. Each system (or systems) 

must provide: 

(1) A visual indication to the flight 

deck within one minute after the start of 

a fire; 

(2) An aural warning in the crew-rest 

compartment; and 

(3) A warning in the main seating 

area. This warning must be readily 

detectable by an occupant of this area. 

(k) The crew-rest compartment must 

be designed such that fires within the 

compartment can be controlled without 

a crewmember having to enter the 

compartment, or the design of the access 

provisions must allow crewmembers 

equipped for firefighting to have 

unrestricted access to the compartment. 

The time for a crewmember on the main 

deck to react to the fire alarm, to don the 

firefighting equipment, and to gain 

access must not exceed the time for the 

compartment to become smoke filled, 

making it difficult to locate the fire 

source. 

(l) A means must be provided to 

exclude hazardous quantities of smoke 

or extinguishing agent, originating in 

the crew-rest compartment, from 

entering any other area that can be 

occupied. A means must also be 

provided to exclude hazardous 

quantities of smoke or extinguishing 

agent originating in the Class E cargo 

compartment from entering the crewrest compartment. This means must 

include the time periods during the 

evacuation of the crew-rest 

compartment and, if applicable, when 

accessing the crew-rest compartment to 

manually fight a fire. Smoke entering 

any other occupied compartment, when 

the access to the crew-rest compartment 

is opened during an emergency 

evacuation, must dissipate within five 

minutes after the access to the crew-rest 

compartment is closed. Hazardous 

quantities of smoke may not enter any 

other occupied compartment during 

subsequent access to manually fight a 

fire in the crew-rest compartment (the 

amount of smoke entrained by a 

firefighter exiting the crew-rest 

compartment through the access is not 

considered hazardous). During the one 

minute smoke detection time, 

penetration of a small quantity of smoke 

from the crew-rest compartment, into an 

occupied area, is acceptable. Flight tests 

must be conducted to show compliance 

with this requirement. If a built-in fire 

extinguishing system is used in lieu of 

manual firefighting, then the fire 

extinguishing system must be designed 

so that no hazardous quantities of 

extinguishing agent will enter other 

occupied compartments. The system 

must have adequate capacity to 

suppress any fire occurring in the crewrest compartment, considering the fire 

threat, volume of the compartment, and 

the ventilation rate. 

(m) In lieu of providing a 

supplemental oxygen system in 

accordance with § 25.1447(c)(1), a 

portable oxygen unit meeting the 

requirements in paragraph (n) of these 

special conditions must be available for 

each seat and sleeping berth in the 

crew-rest compartment. An aural and 

visual warning must be provided to 

warn the occupants of the crew-rest 

compartment to don oxygen masks in 

the event of decompression. The 

warning must activate before the cabin 

pressure altitude exceeds 15,000 feet. 

The aural warning must sound 

continuously for a minimum of five 

minutes or until a reset push-button in 

the crew-rest compartment is pressed 

for reset. Procedures for decompression 

events must be established for crew-rest 

compartment occupants. These 


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procedures must be transmitted to the 

operator for incorporation into their 

training programs and appropriate 

operational manuals. 

(n) The portable oxygen unit must 

meet the performance requirements of 

either §§ 25.1443(a) or 25.1443(b), or the 

equipment must be shown to protect the 

occupants from hypoxia at an activity 

level required to return to their seat 

following a rapid decompression to 

25,000 feet cabin pressure altitude. In 

addition, the portable oxygen 

equipment must: 

(1) Meet § 25.1439(b)(1), (2), and (4). 

(2) Be designed to prevent any inward 

leakage to the inside of the mask. 

(3) Prevent any outward leakage 

causing significant increase in the 

oxygen content of the local atmosphere. 

(4) Be sized adequately for continuous 

and uninterrupted use during a worst 

case flight duration following a 

decompression, or must be of sufficient 

duration to allow the occupant(s) to 

return to their seat where additional 

oxygen is readily accessible for the 

remainder of the decompression event. 

(o) If the airplane contains a 

destination area, such as a crewmember 

changing area, a portable oxygen unit 

meeting the requirements in paragraph 

(n) of these special conditions, must be 

readily available for each occupant who 

may reasonably be expected to be in the 

destination area. 

(1) An aural and visual warning must 

be provided to alert the occupants in the 

crew-rest compartment to don oxygen 

masks in the event of decompression, a 

fire in the Class E cargo compartment, 

or in cases in which a decompression 

and subsequent climb are required. The 

warning must activate before the cabin 

pressure altitude exceeds 15,000 feet. 

The aural warning must sound 

continuously for a minimum of five 

minutes or until a reset push button in 

the crew-rest compartment is pressed 

for reset. 

(2) Procedures for decompression 

events must be established for crew-rest 

compartment occupants. These 

procedures must be transmitted to the 

operator for incorporation into their 

training programs and appropriate 

operational manuals. In addition, a 

decompression panel must be 

incorporated into the crew-rest 

compartment construction. 

(p) The following requirements apply 

to crew-rest compartments that are 

divided into several sections by the 

installation of curtains or partitions: 

(1) To accommodate sleeping 

occupants, an aural alert must be 

available, that can be heard in each 

section of the crew-rest compartment. A 

visual indicator showing how occupants 

must don an oxygen mask is required in 

each section where seats or sleeping 

berths are installed. A minimum of one 

portable oxygen unit, meeting the 

requirements in paragraph (n) of these 

special conditions, is required for each 

seat or sleeping berth. 

(2) A placard is required, adjacent 

each curtain that visually divides or 

separates, for privacy purposes, the 

crew-rest compartment into small 

sections. The placard must require that 

the curtains remain open when the 

private sections they create are 

unoccupied. 

(3) For each crew-rest compartment 

section created by the installation of a 

curtain, the following requirements 

must be met with the curtain open or 

closed: 

(i) Emergency illumination (refer to 

paragraph (e) of these special 

conditions). 

(ii) Emergency alarm system (refer to 

paragraph (g) of these special 

conditions). 

(iii) Fasten seatbelt signal, or returnto-seat signal, as applicable (refer to 

paragraph (h) of these special 

conditions). 

(iv) A smoke or fire detection system 

(refer to paragraph (j) of these special 

conditions). 

(4) Compartments visually divided, to 

the extent that evacuation could be 

affected, must have exit signs that direct 

occupants to the primary exit. The exit 

signs must be provided in each separate 

section of the crew-rest compartment, 

and must meet the requirements of 

§ 25.812(b)(1)(i) at Amendment level 

25–58. An exit sign with reduced 

background area, as described in 

paragraph (d)(1) of these special 

conditions may be used to meet this 

requirement. 

(5) For sections within a crew-rest 

compartment that are created by the 

installation of a partition with a door 

separating the sections, the following 

requirements must be met with the door 

open or closed: 

(i) It must be shown that any door 

between the sections has been designed 

to preclude anyone from being trapped 

inside the compartment. Removal of an 

incapacitated occupant from within this 

area must be considered. A secondary 

evacuation route from a small room, 

such as a changing area or lavatory 

designed for only one occupant for a 

short duration, is not required. 

However, removal of an incapacitated 

occupant from within this area must be 

considered. 

(ii) Each section must contain exit 

signs that meet the requirements of 

§ 25.812(b)(1)(i) at Amendment level 

25–58, directing occupants to the 

primary exit. An exit sign with reduced 

background area, as described in 

paragraph (d)(1) of these special 

conditions, may be used to meet this 

requirement. 

(iii) Paragraph (e) (emergency 

illumination), paragraph (g) (emergency 

alarm system), paragraph (h) (fastenseatbelt signal, or return-to-seat signal, 

as applicable), and paragraph (j) (smokeor fire-detection system) of these special 

conditions, must be met with the door 

open or closed. 

(iv) Paragraph (f) (two-way voice 

communication), and paragraph (i) 

(emergency firefighting and protective 

equipment) of these special conditions, 

must be met independently for each 

separate section, except for lavatories or 

other small areas that are not intended 

to be occupied for extended duration. 

(q) Where a waste disposal receptacle 

is installed, it must be equipped with a 

built-in fire extinguisher designed to 

discharge automatically upon 

occurrence of a fire in the receptacle. 

(r) Materials, including finishes or 

decorative surfaces applied to the 

materials, must comply with the 

flammability requirements of § 25.853 at 

Amendment level 25–116 or later. Seat 

cushions and mattresses must comply 

with the flammability requirements of 

§ 25.853(c) at Amendment level 25–116 

or later, and the test requirements of 

part 25, appendix F, part II, or other 

equivalent methods. 

(s) When a crew-rest compartment is 

installed or enclosed as a removable 

module in part of a cargo compartment, 

or is located directly adjacent to a cargo 

compartment without an intervening 

cargo compartment wall, the following 

applies: 

(1) Any wall of the module (container) 

forming part of the boundary of the 

reduced cargo compartment, subject to 

direct flame impingement from a fire in 

the cargo compartment, and including 

any interface item between the module 

(container) and the airplane structure or 

systems, must meet the applicable 

requirements of § 25.855 at Amendment 

level 25–60. 

(2) Means must be provided so that 

the fire protection level of the cargo 

compartment meets the applicable 

requirements of § 25.855 at Amendment 

level 25–60, § 25.857 at Amendment 

level 25–60, and § 25.858 at 

Amendment level 25–54 when the 

module (container) is not installed. 

(3) Use of an emergency evacuation 

route must not require occupants of the 

crew-rest compartment to enter the 

cargo compartment as a means to return 

to the flight deck/seating area. 

(4) The aural warning in paragraph (g) 

of these special conditions, must sound 


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Federal Register / Vol. 87, No. 83 / Friday, April 29, 2022 / Rules and Regulations 25407 

in the crew-rest compartment in the 

event of a fire in the cargo compartment. 

(t) All enclosed stowage 

compartments within the crew-rest 

compartment that are not limited to 

stowage of emergency equipment or 

airplane-supplied equipment (e.g., 

bedding) must meet the design criteria 

provided in the table below. As 

indicated in the table, these special 

conditions do not address enclosed 

stowage compartments greater than 200 

ft3 in interior volume. The inflight 

accessibility of very large, enclosed 

stowage compartments, and the 

subsequent impact on crewmembers’ 

ability to effectively reach any part of 

the compartment with the contents of a 

hand held fire extinguisher, requires 

additional fire protection considerations 

similar to those required for inaccessible 

compartments such as Class C cargo 

compartments. 

STOWAGE COMPARTMENT INTERIOR VOLUMES

Fire protection features Less than 25 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 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 ft3 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 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 supernumerary seating area. 

3 Liner: If it can be shown that the material used to construct the stowage compartment meets the flammability requirements of a liner for a 

Class B cargo compartment, then no liner would be required for enclosed stowage compartments equal to or greater than 25 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. 4Fire-Location Detector: Crew-rest compartments that 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 compartment or a common area within the crew-rest compartment, 

would require additional fire-protection features or related devices to assist a firefighter in determining the location of a fire. 

Issued in Kansas City, Missouri, on April 

25, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–09207 Filed 4–28–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 100 

[Docket No. USCG–2022–0150] 

Special Local Regulations; Seventh 

Coast Guard District, Blessing of the 

Fleet—Brunswick 

AGENCY: Coast Guard, DHS. 

ACTION: Notification of enforcement of 

regulation. 

SUMMARY: The Coast Guard will enforce 

special local regulations for the 84th 

Annual Brunswick Blessing of the Fleet 

on May 7, 2022, to provide for the safety 

of life on navigable waterways during 

this event. Our regulation for marine 

events within the Seventh Coast Guard 

District identifies the regulated area for 

this event in Brunswick, GA. During the 

enforcement periods, the operator of any 

vessel in the regulated area must 

comply with directions from the Patrol 

Commander or any Official Patrol 

displaying a Coast Guard ensign. 

DATES: The regulations in 33 CFR 

100.701 will be enforced for the location 

identified in paragraph (d) Item 1 of 

Table 1 to § 100.701, from 11 a.m. until 

4 p.m. on May 7, 2022. 

FOR FURTHER INFORMATION CONTACT: If 

you have questions about this 

notification of enforcement, call or 

email MST1 Ashley Schad, Marine 

Safety Unit Savannah Office of 

Waterways Management, Coast Guard, 

912–652–4188 extension 242, or email 

Ashley.M.Schad@uscg.mil. 

SUPPLEMENTARY INFORMATION: The Coast 

Guard will enforce special local 

regulations in 33 CFR 100.701, Table 1 

to § 100.701, paragraph (d), Item 1, for 

the 84th Annual Brunswick, Blessing of 

the Fleet regulated area from 11:00 a.m. 

to 4:00 p.m. on May 7, 2022. This action 

is being taken to provide for the safety 

of life on navigable waterways during 

this event. Our regulation for marine 

events within the Seventh Coast Guard 

District, § 100.701, Table 1 to § 100.701, 

paragraph (d), Item 1, specifies the 

location of the regulated area for the 

Annual Brunswick Blessing of the Fleet 

which encompasses portions of the 

Brunswick River from the start of the 

East branch of the Brunswick River (East 

Brunswick River) to the Golden Isles 

Parkway Bridge. During the enforcement 

periods, as reflected in § 100.701, if you 

are the operator of a vessel in the 

regulated area you must comply with 

directions from the Patrol Commander 

or any Official Patrol displaying a Coast 

Guard ensign. 

In addition to this notification of 

enforcement in the Federal Register, the 

Coast Guard plans to provide 

notification of this enforcement period 

via the Local Notice to Mariners, and 

marine information broadcasts. 

K.A. Broyles, 

Commander, U.S. Coast Guard, Captain of 

the Port Savannah, GA. 

[FR Doc. 2022–09230 Filed 4–28–22; 8:45 am] 

BILLING CODE 9110–04–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 160 

[Docket No. USCG–2022–0282] 

Special Local Regulations; Charleston 

Race Week, Charleston, SC 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of enforcement of 

regulation. 

SUMMARY: The Coast Guard will enforce 

special local regulations for the 


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