This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

48389 

Vol. 82, No. 200 

Wednesday, October 18, 2017 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2016–0965; Special 

Conditions No. 25–702–SC] 

Special Conditions: TTF Aerospace 

Inc., Boeing Model 767–300F Series 

Airplane; Installation of Main-Deck 

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 TTF Aerospace Inc., will 

have a novel or unusual design feature 

when compared to the state of 

technology envisioned in the 

airworthiness standards for transportcategory airplanes. This design feature 

is a crew-rest compartment located in a 

Class E cargo compartment on the main 

deck of the airplane. 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 TTF 

Aerospace Inc. on October 18, 2017. 

Send your comments by December 4, 

2017. 

ADDRESSES: Send comments identified 

by docket number FAA–2017–0965 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://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: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478). 

Docket: Background documents or 

comments received may be read at 

http://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, FAA, Airframe and Cabin 

Safety Section, AIR–675, Transport 

Standards Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2785; facsimile 

425–227–1320. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions, as 

applied to the installation of crew-rest 

modules 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. 

Also, in 2015, the FAA approved an 

exemption for a crew-rest module in a 

configuration very similar to this 

proposal. That exemption received no 

public comment. Therefore, the FAA 

finds it unnecessary to delay the 

effective date and that good cause exists 

for making these special conditions 

effective upon publication in the 

Federal Register. 

Comments Invited 

We invite 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. 

We will consider all comments we 

receive by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On September 28, 2016, TTF 

Aerospace Inc. applied for a 

supplemental type certificate for the 

installation of a crew-rest compartment 

on the main deck of Boeing Model 767– 

300F series airplanes. The Boeing Model 

767–300F series airplane is a transportcategory, wide-body freighter airplane 

with a maximum takeoff weight of 

approximately 412,000 lbs. 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

TTF Aerospace Inc. 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 

(i.e., 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. 


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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 Feature 

The Boeing Model 767–300F series 

airplane, as modified by TTF Aerospace 

Inc., will incorporate the following 

novel or unusual design feature: 

A crew-rest compartment installed in 

a Class E cargo compartment on the 

airplane main deck. 

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 airplanes. 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 door that currently 

provides passage to and from the cargo 

compartment. Crew-rest compartment 

occupancy will be limited to a 

maximum of four occupants. 

The crew-rest compartment will 

contain approved seats or 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, 

i.e., 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 door 

will provide passage to and from the 

crew-rest compartment. 

The FAA considers crew-rest 

compartment smoke- or fire-detection 

and fire-suppression systems (including 

airflow management features, which 

prevent hazardous quantities of smoke 

or fire-extinguishing agent from entering 

any other compartment occupied by 

crewmembers or passengers) complex in 

terms of paragraph 6d of Advisory 

Circular (AC) 25.1309–1A, ‘‘System 

Design and Analysis.’’ In addition, the 

FAA considers failure of the crew-rest 

compartment fire-protection system 

(i.e., smoke- or fire-detection and firesuppression 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 

(reference paragraphs 8d, 9, and 10 of 

AC 25.1309–1A). In addition, it should 

be noted that flammable fluids, and 

other dangerous cargo are prohibited 

from the crew-rest compartment. 

The requirements in these special 

conditions are intended to enable 

crewmembers quick entry to the crewrest compartment to locate a fire source, 

and 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 stowage of crew 

personal luggage, and the compartment 

must not be used for the stowage of 

cargo or supernumerary baggage. The 

design of a system that includes cargo 

or supernumerary 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, would also 

require additional special conditions, 

and is prohibited until such conditions 

are approved. A water heater is 

acceptable without the need for 

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 

TTF Aerospace Inc. 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 features 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 this feature on the airplane. 

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, 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 modified by 

TTF Aerospace Inc. Special conditions 

1a, 2b, 2c, and the operating procedures, 

warnings, alarms and alerts listed below 

must be added to the limitations section 

of the airplane flight manual. 

(1) Occupancy of the crew-rest 

compartment is limited to the total 

number of installed sleeping berths and 

seats in the compartment. Each 

occupant permitted in the crew-rest 

compartment must be provided an 

approved seat or 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. 

(a) An appropriate placard must be 

displayed in a conspicuous place at 

each entrance to the crew-rest 

compartment to indicate: 

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

crew personal luggage; cargo and 

supernumerary baggage is not allowed. 

(b) At least one ashtray must be 

located conspicuously on or near the 

entry side of any entrance to the crewrest compartment. 

(c) 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. 


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(d) 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. 

(2) An emergency-evacuation route 

must be available for occupants of the 

crew-rest compartment to rapidly 

evacuate to the flight deck/ 

supernumerary area. The crew-rest 

compartment access must be able to be 

closed from the flight deck/ 

supernumerary area after evacuation. In 

addition— 

(a) The route must be designed to 

minimize the possibility of blockage 

that 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. 

(b) 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. 

(c) The airplane flight manual, or 

other suitable means, must include a 

limitation requiring that crewmembers 

be trained in the use of evacuation 

routes. 

(3) 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 supernumerary compartment. The 

evacuation must be demonstrated for all 

evacuation routes. 

(4) The following signs and placards 

must be provided in the crew-rest 

compartment: 

(a) 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; 

(b) An appropriate placard located 

near each exit defining the location and 

the operating instructions for each 

evacuation route; 

(c) Placards must be readable from a 

distance of 30 inches under emergency 

lighting conditions; and 

(d) The exit handles and evacuationpath operating-instruction placards 

must be illuminated to at least 160 

micro lamberts under emergency 

lighting conditions. 

(5) 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. In addition— 

(a) This emergency illumination must 

be independent of the main lighting 

system. 

(b) The sources of general cabin 

illumination may be common to both 

the emergency and the main lighting 

systems if the power supply to the 

emergency lighting system is 

independent of the power supply to the 

main lighting system. 

(c) The illumination level must be 

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

flight deck/supernumerary area 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 crew-rest compartment to locate an 

oxygen mask. 

(6) A means must be provided for 

two-way voice communications 

between crewmembers on the flight 

deck and occupants of the crew-rest 

compartment. 

(7) 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 occupants of 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. 

(8) 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 berths, and must 

be compatible with occupant sleeping 

attitude during cruise conditions. A 

placard must be located on each berth, 

and require that seatbelts be fastened 

when occupied. If compliance with any 

of the other requirements of these 

special conditions is predicated on a 

berth occupant’s specific head location, 

a placard must identify the head 

location. 

(9) 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 to occupants of a small, 

isolated galley, the following equipment 

must be provided in the crew-rest 

compartment: 

(a) At least one approved hand-held 

fire extinguisher, appropriate for the 

kinds of fires likely to occur; 

(b) 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 

(c) One flashlight. 

Note: Additional PBEs and fire 

extinguishers in specific locations, beyond 

the minimum numbers prescribed in special 

condition no. 9, may be required as a result 

of any egress analysis accomplished to satisfy 

special condition 2(a). 

(10) 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: 

(a) A visual indication to 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 

supernumerary area. This warning must 

be readily detectable by a 

supernumerary. 

(11) 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 


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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. 

(12) A means must be provided to 

exclude hazardous quantities of smoke 

or extinguishing agent, originating in 

the crew-rest compartment, from 

entering any other occupiable 

compartment. 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 compartment occupied by 

crewmembers or supernumeraries, 

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 compartment occupied 

by supernumeraries or crewmembers 

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 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. If a built-in fireextinguishing system is used in lieu of 

manual firefighting, then the fireextinguishing system must be designed 

so that no hazardous quantities of 

extinguishing agent will enter other 

compartments occupied by 

supernumeraries or crewmembers. 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. 

(13) In lieu of providing a 

supplemental oxygen system in 

accordance with § 25.1447(c)(1), a 

portable oxygen unit, meeting the 

requirements of special condition no. 

14, must be immediately available for 

occupants of each seat and 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 

procedures must be transmitted to the 

operator for incorporation into their 

training programs and appropriate 

operational manuals. 

(14) 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 occupant from hypoxia at an activity 

level required to return to his or her seat 

following a rapid decompression to 

25,000 feet cabin altitude. In addition, 

the portable oxygen equipment must: 

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

and 

(b) be designed to prevent any inward 

leakage to the inside of the mask, and 

(c) prevent any outward leakage 

causing significant increase in the 

oxygen content of the local atmosphere, 

and 

(d) be sized adequately for continuous 

and uninterrupted use during worstcase flight duration following 

decompression, or must be of sufficient 

duration to allow the occupant to return 

to their seat, where additional oxygen is 

readily accessible for the remainder of 

the decompression event. 

(15) If the airplane contains a 

destination area, such as a crewmember 

changing area, a portable oxygen unit, 

meeting the requirements of special 

condition no. 14, must be readily 

available for each occupant who may 

reasonably be expected to be in the 

destination area. 

(a) An aural and visual warning must 

be provided to alert the occupants of the 

crew-rest compartment to don oxygen 

masks in the event of decompression or 

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. 

(b) 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. 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. 

(16) The following requirements 

apply to crew-rest compartments that 

are divided into sections by the 

installation of curtains or partitions: 

(a) 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 that occupants must 

don an oxygen mask is required in each 

section where seats or berths are 

installed. A minimum of one portable 

oxygen unit, meeting the requirements 

of special condition no. 14, is required 

for each seat or berth. 

(b) A placard is required, adjacent 

each curtain that visually divides or 

separates, for privacy purposes, the 

crew-rest compartment into sections. 

The placard must require that the 

curtains remain open when the sections 

they create are unoccupied. 

(c) 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 (special 

condition no. 5); 

(ii) Emergency alarm system (special 

condition no. 7); 

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

condition no. 8); and 

(iv) A smoke- or fire-detection system 

(special condition no. 10). 

(d) 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 25–58. 

An exit sign with reduced background 

area, as described in special condition 

no. 4(a), may be used to meet this 

requirement. 

(e) 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 short 

duration, is not required. However, 

removal of an incapacitated occupant 

from within this area must be 

considered. 


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(ii) Each section must contain exit 

signs that meet the requirements of 

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

directing occupants to the primary exit. 

An exit sign with reduced background 

area, as described in special condition 

no. 4(a), may be used to meet this 

requirement. 

(iii) Special condition nos. 5 

(emergency illumination), 7 (emergency 

alarm system), 8 (fasten-seatbelt signal, 

or return-to-seat signal, as applicable), 

and 10 (smoke- or fire-detection system) 

must be met with the door open or 

closed. 

(iv) Special condition nos. 6 (two-way 

voice communication) and 9 (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 duration. 

(17) 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. 

(18) Materials, including finishes or 

decorative surfaces applied to the 

materials, must comply with the 

flammability requirements of § 25.853 as 

amended by Amendment 25–116 or 

later. Seat cushions and mattresses must 

comply with the flammability 

requirements of § 25.853(c) as amended 

by Amendment 25–116 or later, and the 

test requirements of part 25, appendix F, 

part II, or other equivalent methods. 

(19) 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: 

(a) 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. 

(b) 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. 

(c) Use of an emergency-evacuation 

route must not require occupants of the 

crew-rest compartment to enter the 

cargo compartment as a means by which 

to return to the flight deck/ 

supernumerary area. 

(d) The aural warning in special 

condition no. 7 must sound in the crewrest compartment in the event of a fire 

in the cargo compartment. 

(20) 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 in-flight 

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 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 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. 


ethrower on DSK3G9T082PROD with RULES
48394 Federal Register / Vol. 82, No. 200 / Wednesday, October 18, 2017 / Rules and Regulations 

1 7 U.S.C. 1 et seq. 

2See 7 U.S.C. 6s(e)(1)(B). SDs and MSPs for 

which there is a Prudential Regulator must meet the 

margin requirements for uncleared swaps 

established by the applicable Prudential Regulator. 

7 U.S.C. 6s(e)(1)(A). See also 7 U.S.C. 1a(39) 

(defining the term ‘‘Prudential Regulator’’ to 

include: The Board of Governors of the Federal 

Reserve System; the Office of the Comptroller of the 

Currency; the Federal Deposit Insurance 

Corporation; the Farm Credit Administration; and 

the Federal Housing Finance Agency). The 

Prudential Regulators published final margin 

requirements in November 2015. See Margin and 

Capital Requirements for Covered Swap Entities, 80 

FR 74840 (Nov. 30, 2015) (‘‘Prudential Regulators’ 

Final Margin Rule’’). 

3See Margin Requirements for Uncleared Swaps 

for Swap Dealers and Major Swap Participants, 81 

FR 636 (Jan. 6, 2016). The Final Margin Rule, which 

became effective April 1, 2016, is codified in part 

23 of the Commission’s regulations. See §§ 23.150— 

23.159 and 23.161. The Commission’s regulations 

are found in Chapter I of Title 17 of the Code of 

Federal Regulations, 17 CFR parts 1 through 199. 

4See Margin Requirements for Uncleared Swaps 

for Swap Dealers and Major Swap Participants— 

Cross-Border Application of the Margin 

Requirements, 81 FR 34818 (May 31, 2016). The 

Cross-Border Margin Rule, which became effective 

August 1, 2016, is codified in part 23 of the 

Commission’s regulations. See § 23.160. 

Issued in Renton, Washington, on October 

12, 2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2017–22544 Filed 10–17–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–6359; Special 

Conditions No. 25–633–SC] 

Special Conditions: Bombardier Inc. 

Model BD–700–2A12 and BD–700– 

2A13 Airplanes; Airplane ElectronicSystem Security Protection From 

Unauthorized Internal Access 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; 

correction. 

SUMMARY: This document corrects an 

error that appeared in Docket No. FAA– 

2015–6359, Special Conditions No. 25– 

633–SC, which was published in the 

Federal Register on August 22, 2016. 

The error is an incorrect word in the 

title of the final special conditions 

document. 

DATES: The effective date of this 

correction is October 18, 2017. 

FOR FURTHER INFORMATION CONTACT: 

Varun Khanna, FAA, Airplane and 

Flight Crew Interface, AIR–671, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–1298; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Background 

On August 22, 2016, the Federal 

Register published a document 

designated as Docket No. FAA–2015– 

6359, Final Special Conditions No. 25– 

633–SC (81 FR 56474). The document 

issued special conditions pertaining to 

system security to protect against 

unauthorized access to digital systems 

architecture composed of several 

connected data networks that will have 

the capability to allow connectivity of 

the passenger-service computer systems 

to the airplane critical systems and data 

networks. As published, the document 

contained an error in the title of the 

special conditions document, stating 

‘‘Authorized’’ where ‘‘Unauthorized’’ is 

correct. 

Correction 

In the final special conditions 

document (FR Doc. 2016–19994), 

published on August 22, 2016 (81 FR 

56474), make the following correction. 

On page 56474, first column, the 

special conditions title is corrected to 

read: 

Special Conditions: Bombardier Inc. 

Model BD–700–2A12 and BD–700– 

2A13 Airplanes; Airplane ElectronicSystem Security Protection from 

Unauthorized Internal Access 

Issued in Renton, Washington, on October 

12, 2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2017–22525 Filed 10–17–17; 8:45 am] 

BILLING CODE 4910–13–P 

COMMODITY FUTURES TRADING 

COMMISSION 

17 CFR Chapter I 

Comparability Determination for the 

European Union: Margin Requirements 

for Uncleared Swaps for Swap Dealers 

and Major Swap Participants 

AGENCY: Commodity Futures Trading 

Commission. 

ACTION: Notification of determination. 

SUMMARY: The following is the analysis 

and determination of the Commodity 

Futures Trading Commission 

(‘‘Commission’’) regarding a request by 

the European Commission (‘‘EC’’) that 

the Commission determine that laws 

and regulations applicable in the 

European Union (‘‘EU’’) provide a 

sufficient basis for an affirmative 

finding of comparability with respect to 

margin requirements for uncleared 

swaps applicable to certain swap 

dealers (‘‘SDs’’) and major swap 

participants (‘‘MSPs’’) registered with 

the Commission. As discussed in detail 

herein, the Commission has found the 

margin requirements for uncleared 

swaps under the laws and regulations of 

the EU comparable in outcome to those 

under the Commodity Exchange Act 

(‘‘CEA’’) and Commission regulations. 

DATES: This determination was made 

and issued by the Commission on 

October 13, 2017. 

FOR FURTHER INFORMATION CONTACT: 

Matthew Kulkin, Director, 202–418– 

5213, mkulkin@cftc.gov, or Katherine S. 

Driscoll, Associate Chief Counsel, 202– 

418–5544, kdriscoll@cftc.gov, Division 

of Swap Dealer and Intermediary 

Oversight, Commodity Futures Trading 

Commission, Three Lafayette Centre, 

1155 21st Street NW., Washington, DC 

20581. 

SUPPLEMENTARY INFORMATION: 

I. Introduction 

Pursuant to section 4s(e) of the CEA,1

the Commission is required to 

promulgate margin requirements for 

uncleared swaps applicable to each SD 

and MSP for which there is no 

Prudential Regulator (collectively, 

‘‘Covered Swap Entities’’ or ‘‘CSEs’’).2

The Commission published final margin 

requirements for such CSEs in January 

2016 (the ‘‘Final Margin Rule’’).3

Subsequently, on May 31, 2016, the 

Commission published in the Federal 

Register its final rule with respect to the 

cross-border application of the 

Commission’s margin requirements for 

uncleared swaps applicable to CSEs 

(hereinafter, the ‘‘Cross-Border Margin 

Rule’’).4 The Cross-Border Margin Rule 

sets out the circumstances under which 

a CSE is allowed to satisfy the 

requirements under the Final Margin 

Rule by complying with comparable 

foreign margin requirements 

(‘‘substituted compliance’’); offers 

certain CSEs a limited exclusion from 

the Commission’s margin requirements; 

and outlines a framework for assessing 

whether a foreign jurisdiction’s margin 

requirements are comparable in 

outcome to the Final Margin Rule 

(‘‘comparability determinations’’). The 

Commission promulgated the CrossBorder Margin Rule after close 

consultation with the Prudential 

Regulators and in light of comments 


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