Document ID: FAA-2020-0223-0001
Agency: faa
Document Type: Rule
Title: Special Conditions: GDC Technics, Boeing Model 777-300ER Series Airplane; Lower Lobe Crew Rest Compartment
Posted Date: 2020-03-25T04:00Z

[Federal Register Volume 85, Number 58 (Wednesday, March 25, 2020)]
[Rules and Regulations]
[Pages 16892-16897]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-06025]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2020-0223; Special Conditions No. 25-768-SC]

Special Conditions: GDC Technics, Boeing Model 777-300ER Series 
Airplane; Lower Lobe Crew Rest Compartment

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Boeing Model 777-
300ER series airplane. This airplane, as modified by GDC Technics, 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 lower lobe crew rest 
(LLCR) compartment located under the passenger cabin floor of the 
Boeing Model 777-300ER series 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 GDC Technics on March 25, 2020. Send 
comments on or before May 11, 2020.

ADDRESSES: Send comments identified by Docket No. FAA-2020-0223 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 website, 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: Shannon Lennon, Airframe and Cabin 
Safety Section, AIR-675, Transport Standards Branch, Policy and 
Innovation Division, Aircraft Certification Service, Federal Aviation 
Administration, 2200 South 216th Street, Des Moines, Washington 98198; 
telephone and fax 206-231-3209; email Shannon.Lennon@faa.gov.

SUPPLEMENTARY INFORMATION: The substance of these special conditions 
previously has been published in the Federal Register for public 
comment. These special conditions have been derived without substantive 
change from those previously issued. It is unlikely that prior public 
comment would result in a significant change from the substance 
contained herein. Therefore, the FAA has determined that prior public 
notice and comment are unnecessary, and finds that, for the same 
reason, good cause exists for adopting these special conditions upon 
publication in the Federal Register.

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 April 25, 2016, GDC Technics applied for a supplemental type 
certificate for a LLCR compartment in the Boeing Model 777-300ER series 
airplane. The Boeing Model 777-300ER series airplane is a twin-engine, 
transport category airplane, with capacity for 550 passengers, and a 
maximum takeoff weight of 775,000 pounds.
    The LLCR is located under the passenger cabin floor in the aft 
cargo compartment of Boeing Model 777-300ER series airplanes. Occupancy 
for the LLCR compartment is limited to a maximum of six (6) occupants. 
The LLCR will only be occupied in flight, i.e., not during taxi, 
takeoff, or landing. Six berths are able to withstand the maximum 
flight loads when the LLCR compartment is at maximum capacity. New 
components for smoke detection system, oxygen system, emergency 
lighting system and manual firefighting system (fire extinguisher) will 
be installed and integrated into existing systems.

[[Page 16893]]

    Main access to the LLCR compartment is gained via fixed stairs 
through a hatch in the floor of the main deck. The hatch is hidden from 
cabin passengers by a full size cabinet. Secondary emergency egress is 
provided via an additional hatch located forward of the main entrance.

Type Certification Basis

    Under the provisions of title 14, Code of Federal Regulations (14 
CFR) 21.101, GDC Technics must show that the Boeing Model 777-300ER 
series airplane, as changed, continues to meet the applicable 
provisions of the regulations listed in Type Certificate No. T00001SE, 
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 777-300ER series 
airplane because of a novel or unusual design feature, special 
conditions are prescribed under the provisions of Sec.  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 
Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Boeing Model 777-300ER 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 Sec.  11.38, and they become part of the type 
certification basis under Sec.  21.101.

Novel or Unusual Design Features

    The Boeing Model 777-300ER series airplane will incorporate the 
following novel or unusual design features:
    A LLCR compartment located under the passenger cabin floor of the 
Boeing Model 777-300ER series airplane.

Discussion

    While the installation of a crew rest compartment is not a new 
concept for large transport category airplanes, each crew rest 
compartment has unique features based on design, location, and use on 
the airplane. The LLCR compartment is novel in that it will be located 
below the passenger cabin floor in the aft cargo compartment of the 
Boeing Model 777-300ER series airplane. Due to the novel or unusual 
features associated with the installation of a LLCR compartment, 
special conditions are considered necessary to provide a level of 
safety equal to that established by the airworthiness regulations 
incorporated by reference in the type certificates of these airplanes, 
as applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for this design feature.
    Most of these special conditions come from Sec.  25.819, but more 
stringent standards for fire protection and emergency egress are 
required because of design features and location of the LLCR 
compartment. The applicant should note that the FAA considers smoke or 
fire detection and fire suppression systems (including airflow 
management features that prevent hazardous quantities of smoke or fire 
extinguishing agent from entering any other compartment occupied by 
crewmembers or passengers) for crew rest compartments complex in terms 
of paragraph 6d of Advisory Circular (AC) 25.1309-1A, ``System Design 
and Analysis,'' dated June 21, 1988. In addition, the FAA considers 
failure of the crew rest compartment fire protection system (i.e., 
smoke or fire detection and fire suppression systems), in conjunction 
with a crew rest 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. Note 
that flammable fluids, explosives, or other dangerous cargo are 
prohibited from being carried in the crew rest areas.
    The requirements to enable crewmembers' quick entry to the crew 
rest compartment, and to locate a fire source, inherently places limits 
on the amount of baggage that may be carried and the size of the crew 
rest area. The FAA considers 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. The design of such a system to 
include cargo or passenger baggage would require additional 
requirements to ensure safe operation.
    Furthermore, 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 hot water 
heater within the LLCR compartment as defined in the ``Novel or Unusual 
Design Features'' section, may require additional special conditions to 
be considered. A hot water heater is acceptable without need for 
special conditions.
    Finally, amendment 25-38 modified the requirements of Sec.  
25.1439(a) by adding, ``In addition, protective breathing equipment 
must be installed in each isolated separate compartment in the 
airplane, including upper and lower lobe galleys, in which crewmember 
occupancy is permitted during flight for the maximum number of 
crewmembers expected to be in the area during any operation.'' The LLCR 
compartment is an isolated separate compartment, so Sec.  25.1439(a) is 
applicable. However, the Sec.  25.1439(a) protective breathing 
equipment (PBE) requirements for isolated separate compartments are not 
appropriate because the LLCR compartment is novel or unusual in terms 
of the number of occupants.
    In 1976, when amendment 25-38 was adopted, small galleys were the 
only isolated compartments that had been certificated. Two crewmembers 
were the maximum expected to occupy those galleys.
    This crew rest compartment can accommodate up to six crewmembers. 
This large number of occupants in an isolated compartment was not 
envisioned at the time amendment 25-38 was adopted. It is not 
appropriate for all occupants to don PBEs in the event of a fire 
because the first action should be to leave the confined space unless 
the occupant is fighting the fire. Taking the time to don the PBE would 
prolong the time for the emergency evacuation of the occupants and 
possibly interfere with efforts to extinguish the fire. These special 
conditions therefore provide procedures that establish a level of 
safety equivalent to the PBE requirements.

Operational Evaluations and Approval

    These special conditions outline requirements for flightcrew and 
cabin crew rest compartment design approvals (e.g., type design change 
or supplemental type certificate) administered by the FAA's Aircraft 
Certification Service. Prior to operational use of a flight (cabin) 
crew rest compartment, the FAA's Flight Standards Service must evaluate 
the flight (cabin) crew sleeping quarters and rest facilities for 
operational suitability. Refer to Sec. Sec.  91.1061(b)(1), 121.485(a), 
121.523(b), and 135.269(b)(5).
    Compliance with these special conditions does not ensure that the 
applicant has demonstrated compliance

[[Page 16894]]

with the requirements of 14 CFR part 91, 121, or 135.
    To obtain an operational evaluation, the type design holder must 
contact the appropriate Aircraft Evaluation Group (AEG) in the Flight 
Standards Service and request an evaluation for operational suitability 
of the flightcrew sleeping quarters in their crew rest facility. 
Results of these evaluations should be documented and appended to the 
applicable Flight Standardization Board Report. Individual operators 
may reference these standardized evaluations in discussions with their 
FAA Principal Operating Inspector as the basis for an operational 
approval, in lieu of an on-site operational evaluation.
    Any changes to the approved flight (cabin) crew rest compartment 
configuration that affect crewmember emergency egress, or any other 
procedures affecting the safety of the occupying crewmembers and 
related training requires a re-evaluation and approval. In the event of 
any design change that affects egress, safety procedures, or training, 
the applicant is responsible for notifying the FAA's AEG that a new 
crew rest facility evaluation is required.
    All instructions for continued airworthiness (ICAs) will be 
submitted to the Seattle AEG for approval acceptance, including service 
bulletins, before issuance of the FAA modification approval.
    These special conditions are similar to Special Conditions No. 25-
752-SC, except the maximum occupancy is 6 rather than 10 occupants, and 
the supplemental oxygen requirements have been expanded to include 
destination areas. The conditions provide an appropriate level of 
safety for the occupancy limit as only the size of the compartment 
volume will change to accommodate the occupants, but all other 
requirements for safety, fire suppression, and emergency evacuation 
will remain the same.
    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 777-300ER series airplane, as modified by GDC Technics. 
Should GDC Technics apply at a later date for a supplemental type 
certificate to modify any other model included on Type Certificate No. 
T00001SE to incorporate the same novel or unusual design feature, these 
special conditions would apply to that model as well.

Conclusion

    This action affects only a certain novel or unusual design feature 
on one model series of airplanes, as modified by GDC Technics. 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 777-300ER series 
airplanes, as modified by GDC Technics.
    1. Occupancy of the LLCR compartment is limited to the total number 
of installed bunks and seats in each compartment. For each occupant 
permitted in the LLCR compartment, there must be an approved seat or 
berth able to withstand the maximum flight loads when occupied. The 
maximum occupancy in the LLCR compartment is six (6).
    a. There must be appropriate placards displayed in a conspicuous 
place at each entrance to the LLCR compartment indicating the following 
information:
    (1) The maximum number of occupants allowed;
    (2) That occupancy is restricted to crewmembers who are trained in 
the evacuation procedures for the LLCR compartment;
    (3) That occupancy is prohibited during taxi, take-off, and 
landing;
    (4) That smoking is prohibited in the LLCR compartment; and
    (5) That the LLCR compartment is limited to the stowage of personal 
luggage of crewmembers and must not be used for the stowage of cargo or 
passenger baggage.
    b. There must be at least one ashtray located conspicuously on or 
near the entry side of any entrance to the LLCR compartment.
    c. There must be a means to prevent passengers from entering the 
LLCR compartment in an emergency or when no flight attendant is 
present.
    d. There must be a means for any door installed between the LLCR 
compartment and the passenger cabin to be capable of being quickly 
opened from inside the compartment, even when crowding occurs at each 
side of the door.
    e. For all doors installed in the evacuation routes, there must be 
a means to preclude anyone from being trapped inside a 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.
    2. There must be at least two emergency evacuation routes, which 
could be used by each occupant of the LLCR compartment to rapidly 
evacuate to the main cabin and could be closed from the main passenger 
cabin after evacuation.
    a. The routes must be located with one at each end of the LLCR 
compartment, or with two having sufficient separation within the LLCR 
compartment and between the routes to minimize the possibility of an 
event (either inside or outside of the LLCR compartment) rendering both 
routes inoperative.
    b. The routes must be designed to minimize the possibility of 
blockage, which might result from fire, mechanical or structural 
failure, or from 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, such as in a 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 when a person who is the weight of a 95th 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, provision must be made to prevent or to protect 
occupants of the LLCR compartment from head injury.
    c. Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated crewmember from the LLCR compartment, 
must be established. All of these procedures must be transmitted to the 
operator for incorporation into its training programs and appropriate 
operational manuals.

[[Page 16895]]

    d. 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.
    3. There must be a means for the evacuation of an incapacitated 
person (representative of a 95th percentile male) from the LLCR 
compartment to the passenger cabin floor.
    a. The evacuation must be demonstrated for all evacuation routes. A 
flight attendant or crew member (a total of one assistant within the 
LLCR compartment) may provide assistance in the evacuation. Up to three 
persons in the main passenger compartment may provide additional 
assistance.
    b. For evacuation routes having stairways, the additional 
assistants may descend down to one-half the elevation change from the 
main deck to the LLCR compartment, or to the first landing, whichever 
is higher.
    4. The following signs and placards must be provided in the LLCR 
compartment:
    a. At least one exit sign, which meets the requirements of Sec.  
25.812(b)(1)(i) must be located near each exit. However, 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 that defines the location and the 
operating instructions for each evacuation route must be located near 
each exit;
    c. Placards must be readable from a distance of 30 inches under 
emergency lighting conditions; and
    d. The exit handles and the placards with the evacuation path 
operating instructions must be illuminated to at least 160 micro 
lamberts under emergency lighting conditions.
    5. There must be a means for emergency illumination to be 
automatically provided for the LLCR compartment in the event of failure 
of the main power system of the airplane, or of the normal lighting 
system of the LLCR compartment.
    a. This emergency illumination must be independent of the main 
lighting system.
    b. The sources of general cabin illumination may be common to both 
the emergency and the main lighting systems, if the power supply to the 
emergency lighting system is independent of the power supply to the 
main lighting system.
    c. The illumination level must be sufficient for the occupants of 
the LLCR compartment to locate and transfer to the main passenger cabin 
floor by means of each evacuation route.
    d. The illumination level must be sufficient to locate a deployed 
oxygen mask with the privacy curtains in the closed position for each 
occupant of the LLCR compartment.
    6. There must be means for two-way voice communications between 
crewmembers on the flightdeck and crewmembers in the LLCR compartment. 
Section 25.785(h) requires flight attendant seats near required floor 
level emergency exits. Each such exit seat on the aircraft must have a 
public address microphone that allows two-way voice communications 
between flight attendants and crewmembers in the LLCR compartment. One 
microphone may serve more than one such exit seat, provided the 
proximity of the exits allows unassisted verbal communications between 
seated flight attendants.
    7. 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 flightdeck and at each pair of required 
floor-level emergency exits to alert crewmembers in the LLCR 
compartment of an emergency. 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 for at least ten 
minutes after the shutdown or failure of all engines and auxiliary 
power units (APU), or the disconnection or failure of all power sources 
which are dependent on the continued operation of the engines and APUs.
    8. There must be a means--readily detectable by seated or standing 
occupants of the LLCR compartment--which indicates when seat belts 
should be fastened. If there are no seats, at least one means, such as 
sufficient handholds, must be provided to cover anticipated turbulence. 
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 the berth is 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.
    9. To provide a level of safety equivalent to that provided to 
occupants of a small isolated galley--in lieu of the requirements 
specified in Sec.  25.1439(a) at amendment 25-38 that pertain to 
isolated compartments--the following equipment must be provided in the 
LLCR compartment:
    a. At least one approved hand-held fire extinguisher appropriate 
for the kinds of fires likely to occur;
    b. Two portable PBE units approved to Technical Standard Order 
(TSO)-C116 or equivalent, which are 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 condition 9, may 
be required as a result of any egress analysis accomplished to 
satisfy condition 2(a).

    10. A smoke-or-fire detection system or systems must be provided 
that monitors each occupiable area within the LLCR compartment, 
including those areas partitioned by curtains. Flight tests must be 
conducted to show compliance with this requirement. Each smoke-or-fire 
detection system must provide the following:
    a. A visual indication to the flightdeck within one minute after 
the start of a fire;
    b. An aural warning in the LLCR 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.
    11. The LLCR compartment must be designed such that fires within it 
can be controlled without a crewmember having to enter the compartment, 
or be designed such that crewmembers equipped for firefighting 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 
source of the fire.
    12. There must be a means provided to exclude hazardous quantities 
of smoke or extinguishing agent originating in the LLCR compartment 
from entering any other compartment occupied by crewmembers or 
passengers. This means must include

[[Page 16896]]

the time periods during the evacuation of the LLCR compartment and, if 
applicable, when accessing the LLCR compartment to manually fight a 
fire. Smoke entering any other compartment occupied by crewmembers or 
passengers when the LLCR compartment is opened during an emergency 
evacuation must dissipate within five minutes after the LLCR 
compartment is closed. 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 LLCR compartment. 
(The amount of smoke entrained by a firefighter exiting the LLCR 
compartment through the access is not considered hazardous.) During the 
one-minute smoke detection time, penetration of a small quantity of 
smoke from the LLCR compartment into an occupied area is acceptable. 
Flight tests must be conducted to show compliance with this 
requirement. If a built-in fire suppression system is used in lieu of 
manual firefighting, the fire suppression system must be designed so 
that no hazardous quantities of extinguishing agent will enter other 
compartments occupied by passengers or crewmembers. The system must 
have adequate capacity to suppress any fire occurring in the LLCR 
compartment, considering the fire threat, the volume of the 
compartment, and the ventilation rate.
    13. For each seat and berth in the LLCR compartment, there must be 
a supplemental oxygen system equivalent to that provided for main deck 
passengers. If a destination area (such as a changing area) is 
provided, there must be an oxygen mask readily available for each 
occupant who can reasonably be expected to be in the destination area 
(with the maximum number of required masks within the destination area 
being limited to the placarded maximum occupancy of the designation 
area). The system must provide an aural and visual warning to alert the 
occupants of the LLCR compartment of the need 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 LLCR compartment is depressed. Procedures for crewmembers in the 
LLCR compartment to follow 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.
    14. The following requirements apply to LLCR compartments that are 
divided into several sections by the installation of curtains or doors:
    a. To warn crewmembers who may be sleeping, there must be an aural 
alert that accompanies automatic presentation of supplemental oxygen 
masks. The alert must be audible in each section of the LLCR 
compartment. 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 are required for each seat or 
berth. There must also be a means to manually deploy the oxygen masks 
from the flightdeck.
    b. A placard is required adjacent to each curtain that visually 
divides or separates the LLCR compartment into small sections for 
privacy purposes. The placard must indicate that the curtain is to 
remain open when the private section it creates is unoccupied.
    c. For each section of the LLCR compartment created by the 
installation of a curtain, the following requirements of these special 
conditions must be met with the curtain open and with the curtain 
closed:
    (1) Emergency illumination (condition 5);
    (2) Aural emergency alarm (condition 7);
    (3) Fasten-seat-belt signal or return-to-seat signal as applicable 
(condition 8); and
    (4) Smoke or fire detection system (condition 10).
    d. 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 LLCR compartment, and must meet the 
requirements of Sec.  25.812(b)(1)(i). An exit sign with reduced 
background area as described in condition 4(a) may be used to meet this 
requirement.
    e. For sections within an LLCR 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 and with the door closed:
    (1) There must be a secondary evacuation route from each section to 
the main deck, or 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 crewmember from this area must 
be considered. A secondary evacuation route from a small room designed 
for only one occupant for a short period of time, such as a changing 
area or lavatory, is not required. However, removal of an incapacitated 
occupant from this area must be considered.
    (2) Any door between the sections must be shown to be openable when 
crowded against, even when crowding occurs at each side of the door.
    (3) There may be no more than one door between any seat or berth 
and the primary stairway exit.
    (4) There must be exit signs in each section meeting the 
requirements of Sec.  25.812(b)(1)(i), that direct occupants to the 
primary stairway exit. An exit sign with reduced background area, as 
described in condition 4(a), may be used to meet this requirement.
    (5) Condition 5 (emergency illumination), 7 (aural emergency 
alarm), 8 (fasten seat belt signal or return to seat signal as 
applicable) and 10 (smoke and fire detection) must be met both with the 
door open and the door closed.
    (6) Condition 6 (two-way voice communication) and 9 (PBE and other 
equipment) must be met independently for each separate section, except 
in lavatories or other small areas that are not intended to be occupied 
for extended periods of time.
    15. 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.
    16. Materials, including finishes or decorative surfaces applied to 
the materials, must comply with the flammability standards of Sec.  
25.853(a). Mattresses must comply with the flammability standards of 
Sec.  25.853(c).
    17. A lavatory within the LLCR compartment must meet the same 
requirements as a lavatory installed on the main deck, except with 
regard condition 10 for smoke detection.
    18. When a LLCR 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 conditions apply:
    a. Any wall of the LLCR compartment, which forms part of the 
boundary of the reduced cargo compartment and is subject to direct 
flame impingement from a fire in the cargo compartment and any 
interface item between the LLCR compartment and the airplane structure 
or systems, must meet the applicable requirements of Sec.  25.855.
    b. Means must be provided to ensure that the fire protection level 
of the cargo

[[Page 16897]]

compartment meets the applicable requirements of Sec. Sec.  25.855, 
25.857, and 25.858 when the LLCR compartment is not installed.
    c. Use of each emergency evacuation route must not require 
occupants of the LLCR compartment to enter the cargo compartment to 
return to the passenger compartment.
    d. The aural emergency alarm specified in condition 7 must sound in 
the LLCR compartment in the event of a fire in the cargo compartment.
    19. Means must be provided to prevent access into the Class C cargo 
compartment--whether or not the LLCR is installed--during all airplane 
flight operations and to ensure that the maintenance door is closed and 
secured during all airplane flight operations.
    20. All enclosed stowage compartments within the LLCR compartment 
that are not limited to stowage of emergency equipment or airplane 
supplied equipment (i.e., bedding), must meet the design criteria in 
the table below. As indicated in the table below, enclosed stowage 
compartments larger than 200 ft\3\ in interior volume are not addressed 
by this special condition. The in-flight accessibility of very large 
enclosed stowage compartments, and the subsequent impact on the 
crewmembers' ability to effectively reach any part of the compartment 
with the contents of a hand 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                                  25 ft\3\ to less than 57
                                    Less than 25 ft\3\                ft\3\              57 ft\3\ to 200 ft\3\
----------------------------------------------------------------------------------------------------------------
Materials of construction \1\.  Yes.......................  Yes......................  Yes.
Detectors \2\.................  No........................  Yes......................  Yes.
Liner \3\.....................  No........................  No.......................  Yes.
Locating device \4\...........  No........................  Yes......................  Yes.
----------------------------------------------------------------------------------------------------------------
\1\ Material: 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 Sec.
  25.853. For compartments less than 25 ft\3\ in interior volume, the design must ensure the ability to contain
  a fire likely to occur within the compartment under normal use.
\2\ Detectors: Enclosed stowage compartments equal to or exceeding 25 ft\3\ in interior volume must be provided
  with a smoke or fire detection system to ensure that a fire can be detected within a one-minute detection
  time. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must
  provide:
a. A visual indication in the flightdeck within one minute after the start of a fire;
b. An aural warning in the LLCR 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, no liner would be required for enclosed stowage
  compartments equal to or greater than 25 ft\3\ but less than 57 ft\3\ in interior volume. For all enclosed
  stowage compartments equal to or greater than 57 ft\3\ but less than or equal to 200 ft\3\ in interior volume,
  a liner must be provided that meets the requirements of Sec.   25.855 for a Class B cargo compartment.
\4\ Location Detector: LLCR compartments which contain enclosed stowage compartments with an interior volume
  exceeding 25 ft\3\ and which are located away from one central location such as the entry to the LLCR
  compartment or a common area within the LLCR compartment would require additional fire protection features or
  devices to assist the firefighter in determining the location of a fire.

    Issued in Des Moines, Washington, on March 17, 2020.
James E. Wilborn,
Acting Manager, Transport Standards Branch, Policy and Innovation 
Division, Aircraft Certification Service.
[FR Doc. 2020-06025 Filed 3-24-20; 8:45 am]
 BILLING CODE 4910-13-P