Document ID: FAA-2012-0343-0001
Agency: faa
Document Type: Proposed Rule
Title: Special Conditions: Airbus, A350-900 Series Airplane; Crew Rest Compartments
Posted Date: 2012-03-30T04:00Z

[Federal Register Volume 77, Number 62 (Friday, March 30, 2012)]
[Proposed Rules]
[Pages 19148-19153]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-7732]

 ========================================================================
 Proposed Rules
                                                 Federal Register
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 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
 ========================================================================
 

  Federal Register / Vol. 77, No. 62 / Friday, March 30, 2012 / 
Proposed Rules  

[[Page 19148]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2012-0343; Notice No. 25-460-SC]

Special Conditions: Airbus, A350-900 Series Airplane; Crew Rest 
Compartments

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

-----------------------------------------------------------------------

SUMMARY: This action proposes special conditions for Airbus A350-900 
series airplanes. These airplanes will have novel or unusual design 
features associated with two separate Crew Rest Compartments: a Flight 
Crew Rest Compartment (FCRC) intended to be occupied by flight crew 
members only, and a Cabin Crew Rest Compartment (CCRC) intended to be 
occupied by cabin crew members. Both types of Crew Rest Compartments 
(CRC) are installed in the overhead area with access from the main 
deck. The applicable airworthiness regulations do not contain adequate 
or appropriate safety standards for this design feature. These proposed 
special conditions contain the additional safety standards that the 
Administrator considers necessary to establish a level of safety 
equivalent to that established by the existing airworthiness standards.

DATES: We must receive your comments by May 14, 2012.

ADDRESSES: Send comments identified by docket number FAA-2012-0343 
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 8 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), as well as at http://DocketsInfo.dot.gov/.
    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 the 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: Jeff Gardlin, FAA, Airframe/Cabin 
Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification 
Service, 1601 Lind Avenue SW., Renton, Washington, 98057-3356; 
telephone (425) 227-2136; facsimile (425) 227-1320.

SUPPLEMENTARY INFORMATION:

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 ask 
that you send us two copies of written comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning these special conditions. You can inspect the docket before 
and after the comment closing date. If you wish to review the docket in 
person, go to the address in the ADDRESSES section of this preamble 
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal 
holidays.
    We will consider all comments we receive on or before the closing 
date for comments. We will consider comments filed late if it is 
possible to do so without incurring expense or delay. We may change 
these special conditions based on the comments we receive.
    If you want us to acknowledge receipt of your comments on this 
proposal, include with your comments a self-addressed, stamped postcard 
on which you have written the docket number. We will stamp the date on 
the postcard and mail it back to you.

Background

    On August 25, 2008, Airbus applied for a type certificate for their 
new A350-900 series airplane. Later, Airbus requested and the FAA 
approved an extension to the application for FAA type certification to 
June 28, 2009. The A350-900 series has a conventional layout with twin 
wing-mounted Rolls Royce Trent engines. It features a twin aisle 9-
abreast economy class layout, and accommodates side-by-side placement 
of LD-3 containers in the cargo compartment. The basic A350-900 series 
configuration will accommodate 315 passengers in a standard two-class 
arrangement. The design cruise speed is Mach 0.85 with a Maximum Take-
Off Weight of 591,000 lbs. Airbus proposes the A350-900 series to be 
certified for extended operations (ETOPS) beyond 180 minutes at entry 
into service for up to a 420-minute maximum diversion time.
    Crew rest compartments have been previously installed and 
certificated on several Airbus airplane models (as well as those of 
other manufacturers) in various locations including the main passenger 
seating area, and the overhead space above the main passenger cabin 
seating area. In each case, the FAA determined that the applicable 
Title 14 Code of Federal Regulations (14 CFR) sections did not provide 
all of the necessary requirements because each installation had unique 
features by virtue of its design, location, and use on the airplane. 
When the FAA finds that the applicable airworthiness regulations

[[Page 19149]]

do not contain adequate or appropriate safety standards because of a 
novel or unusual design feature, special conditions are prescribed 
under the provisions of Sec.  21.16. The special conditions contain 
safety standards that the FAA considers necessary to establish a level 
of safety equivalent to that established by the existing airworthiness 
standards.
    The FAA has previously written special conditions to address crew 
rest compartment installations in various locations for various models. 
These special conditions have been very similar in content, but the 
particular details of a given installation have resulted in differences 
between the actual special conditions. The FAA has used the experience 
gained over time from prior special conditions to refine and enhance 
the special conditions proposed in this special condition. In the case 
of the A350-900 series, these proposed special conditions reflect the 
knowledge gained from those programs and therefore have some 
differences in wording from prior Airbus special conditions, even 
though the overall intent of the proposed special conditions is 
essentially the same.

Type Certification Basis

    Under Title 14, Code of Federal Regulations (14 CFR) 21.17, Airbus 
must show that the A350-900 series airplane meets the applicable 
provisions of 14 CFR part 25, as amended by Amendments 25-1 through 25-
128.
    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 A350-900 series airplane because 
of a novel or unusual design feature, special conditions are prescribed 
under Sec.  21.16.
    Special conditions are initially applicable to the model for which 
they are issued. Should the type certificate for that model be amended 
later to include any other model that incorporates the same or similar 
novel or unusual design feature, the special conditions would also 
apply to the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the A350-900 series 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 must also issue a 
finding of regulatory adequacy under Sec.  611 of Public Law 92-574, 
the ``Noise Control Act of 1972.''
    The FAA issues special conditions, as defined in 14 CFR 11.19, 
under Sec.  11.38, and they become part of the type-certification basis 
under Sec.  21.17(a)(2).

Novel or Unusual Design Features

    The Airbus A350-900 series will incorporate the following novel or 
unusual design features: two separate Crew Rest Compartments in the 
overhead area accessible from the main deck. The FCRC is intended to be 
occupied by flight crew members only, and a CCRC is intended to be 
occupied by cabin crew members only. These compartments are unique to 
part 25 because of their design, location, and use on the airplane. 
Because of the novel or unusual features associated with installation 
of these compartments, special conditions are considered necessary to 
provide a level of safety equal to that established by the 
airworthiness regulations.

Discussion

    Compliance with these special conditions does not ensure that the 
applicant has demonstrated compliance with the requirements of 14 CFR 
part 91, 121, or 135.
    In order 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 flight crew sleeping quarters in their crew rest 
facility. Results of these evaluations should be documented and 
appended to the A350 Flight Standardization Board (FSB) Report. 
Individual operators may reference these standardized evaluations in 
discussions with their FAA Principal Operating Inspector (POI) as the 
basis for an operational approval, in lieu of an on-site operational 
evaluation.
    Any changes to the approved overhead crew rest compartment 
configuration that affect crewmember emergency egress or any other 
procedures affecting the safety of the occupying crewmembers and/or 
related training shall require a re-evaluation and approval. The 
applicant for a crew rest design change that affects egress, safety 
procedures, or training is responsible for notifying the FAA's AEG that 
a new crew rest facility evaluation is required.
    Procedures must be developed to assure that a crewmember entering 
the overhead crew rest compartment through the vestibule to fight a 
fire will examine the vestibule and the lavatory areas for the source 
of the fire prior to entering the remaining areas of the crew rest 
compartment. These procedures are intended to assure that the source of 
the fire is not between the crewmember and the primary exit. In the 
event a fire source is not immediately self-evident to the firefighter, 
the firefighter should check for potential fire sources at areas 
closest to the primary exit first, then proceed to check areas in such 
a manner that the fire source, when found, would not be between the 
firefighter and the primary exit. Procedures describing methods to 
search the overhead crew rests for fire source(s) must be transmitted 
to the operator for incorporation into their training programs and 
appropriate operational manuals.

Applicability

    As discussed above, these special conditions apply to the A350-900 
series airplanes. Should Airbus apply later for a change to the type 
certificate to include another model incorporating the same novel or 
unusual design feature, the special conditions would apply to that 
model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on the Airbus A350-900 series airplanes. It is not a rule of general 
applicability.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

    The authority citation for these special conditions is as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type certification basis 
for Airbus A350-900 series airplanes.
    1. Occupancy of the overhead crew rest compartment is limited to 
the total number of installed bunks and seats in each compartment, and 
is not allowed for taxi, takeoff and landing. There must be an approved 
seat or berth able to withstand the maximum flight loads when occupied 
for each occupant permitted in the overhead crew rest compartment. In 
addition, the maximum occupancy in the overhead crew rest compartment 
may be limited as necessary to provide the required level of safety.
    (a) There must be appropriate placards, inside and outside each 
entrance to the overhead crew rest compartment to indicate:
    (1) The maximum number of occupants allowed,
    (2) That occupancy is restricted to crewmembers who are trained in 
the

[[Page 19150]]

evacuation procedures for the overhead crew rest compartment,
    (3) That occupancy is prohibited during taxi, take-off and landing,
    (4) That smoking is prohibited in the overhead crew rest 
compartment, and
    (5) That stowage in the crew rest compartment area is limited to 
crew personal luggage. The stowage of cargo or passenger baggage is not 
allowed.
    (b) There must be at least one ashtray on the inside and outside of 
any entrance to the overhead crew rest compartment.
    (c) There must be a means to prevent passengers from entering the 
overhead crew rest compartment in the event of an emergency or when no 
flight attendant is present.
    (d) There must be a means for any door installed between the 
overhead crew rest compartment and passenger cabin to be capable of 
being quickly opened from inside the compartment, even when crowding 
occurs at each side of the door.
    (e) For all doors installed, there must be a means to preclude 
anyone from being trapped inside the overhead 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 the compartment from being opened from the inside at any time.
    (f) The means of opening doors and hatches to the overhead crew 
rest compartment must be simple and obvious. In addition, doors or 
hatches that separate the overhead crew rest compartment from the main 
deck must not adversely affect evacuation of occupants on the main deck 
(slowing evacuation by encroaching into aisles in a way that is not 
easily reversible, for example) or cause injury to those occupants 
during opening or while opened.
    2. There must be at least two emergency evacuation routes, which 
could be used by each occupant of the overhead crew rest compartment to 
evacuate rapidly to the main cabin.
    (a) The routes must also be able to be closed from the main 
passenger cabin after evacuation. In addition, the routes must be 
located with sufficient separation within the overhead crew rest 
compartment to minimize the possibility of an event either inside or 
outside of the crew rest compartment which would render both routes 
inoperative.
    Compliance to the requirements of proposed special condition no. 2. 
may be shown by inspection or by analysis. Regardless which method is 
used, the maximum acceptable exit separation is 60 feet measured 
between exit openings.

Compliance by Inspection

    An overhead crew rest compartment less than 60 feet in length in 
which the evacuation routes are located such that each occupant of the 
seats and berths has an unobstructed route to at least one of the 
evacuation routes regardless of the location of a fire would be 
acceptable by inspection. A fire within a berth that only blocks the 
occupant of that berth from exiting the berth need not be considered. 
Therefore, exits which are located at absolute opposite ends (i.e., 
adjacent to opposite end walls) of the crew rest would require no 
further review or analysis with regard to exit separation.

Compliance by Analysis

    Analysis must show the overhead crew rest compartment configuration 
and interior features provide for all occupants of the overhead crew 
rest to escape the compartment in the event of a hazard inside or 
outside of the compartment. Elements to consider in this evaluation are 
as follows:
    (1) Fire inside or outside the overhead crew rest compartment 
considered separately and the design elements used to reduce the 
available fuel for the fire,
    (2) Design elements to reduce the fire ignition sources in the 
overhead crew rest compartment,
    (3) Distribution and quantity of emergency equipment within the 
overhead crew rest compartment,
    (4) Structural failure or deformation of components that could 
block access to the available evacuation routes (e.g., seats, folding 
berths, contents of stowage compartments, etc.,
    (5) An incapacitated person blocking the evacuation routes,
    (6) Any other foreseeable hazard not identified above that could 
cause the evacuation routes to be compromised.
    Analysis must consider design features affecting access to the 
evacuation routes. The design features that should be considered 
include, but are not limited to, seat-back break-over, the elimination 
of rigid structure that reduces access from one part of the compartment 
to another, the elimination of items that are known to be the cause of 
potential hazards, the availability of emergency equipment to address 
fire hazards, the availability of communications equipment, 
supplemental restraint devices to retain items of mass that could 
hinder evacuation if broken loose, and load path isolation between 
components that contain the evacuation routes.
    Analysis of the fire threats should be used in determining the 
placement of required fire extinguishers and protective breathing 
equipment (PBEs) and should consider the possibility of fire in any 
location in the overhead crew rest compartment. The location and 
quantity of PBEs and fire extinguishers should allow occupants located 
in any approved seats or berths access to the equipment necessary to 
fight a fire in the overhead crew rest compartment.
    The intent of this proposed special condition is to provide 
sufficient exit separation. The exit separation analysis described 
above should not be used to approve exits which have less physical 
separation (measured between the centroid of each exit opening) than 
the minimums prescribed below, unless compensating features are 
identified and submitted to the FAA for evaluation and approval.
    For overhead crew rest compartments with one exit located near the 
forward or aft end of an overhead crew rest compartment, as measured by 
having the centroid of the exit opening within 20 percent of the 
forward or aft end of the total overhead crew rest compartment length, 
the exit separation should not be less than 50 percent of the total 
overhead crew rest compartment length.
    For overhead crew rest compartments with neither required exit 
located near the forward or aft end of the overhead crew rest 
compartment, as measured by not having the centroid of either exit 
opening within 20 percent of the forward or aft end of the total 
overhead crew rest compartment length, the exit separation should not 
be less than 30 percent of the total overhead crew rest compartment 
length.
    (b) The routes must be designed to minimize the possibility of 
blockage, which might result from fire, mechanical or structural 
failure, or persons standing below or against the escape route. One of 
the evacuation routes should not be located where normal movement by 
passengers, such as in the main aisle, cross aisle or galley complex, 
would impede egress from the overhead crew rest compartment when it is 
occupied. 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 there is low headroom at or near the 
evacuation route, provisions must be made to prevent or to protect 
occupants of the overhead crew rest compartment from head injury. The 
use of evacuation routes must not be dependent on any powered device. 
If the evacuation path is over an area where there are

[[Page 19151]]

passenger seats, a maximum of five passengers may be displaced from 
their seats temporarily during the evacuation process of an 
incapacitated person(s). If the evacuation procedure involves the 
evacuee stepping on seats, the seats must not be damaged to the extent 
that they would not be acceptable for occupancy during an emergency 
landing.
    (c) Emergency evacuation procedures, including the emergency 
evacuation of an incapacitated occupant from the overhead crew rest 
compartment, must be established. All of these procedures must be 
transmitted to the operator for incorporation into their training 
programs and appropriate operational manuals.
    (d) There must be a limitation in the Airplane Flight Manual or 
other suitable means requiring that crewmembers be trained in the use 
of all evacuation routes.
    3. There must be a means for the evacuation of an incapacitated 
person, representative of a ninety-fifth percentile male, from the 
overhead crew rest compartment to the passenger cabin floor.
    (a) The evacuation must be demonstrated for all evacuation routes. 
One person, e.g., a crewmember or assistant, within the overhead crew 
rest compartment may provide assistance in the evacuation. Additional 
assistance may be provided by up to three persons in the main passenger 
compartment. These additional assistants must be standing on the floor 
while providing assistance.
    (b) For evacuation routes having stairways, the additional 
assistants may ascend up to one half the elevation change from the main 
deck to the overhead crew rest compartment, or to the first landing, 
whichever is lower.
    4. The following signs and placards must be provided in the 
overhead crew rest compartment:
    (a) At least one exit sign meeting the requirements of Sec.  
25.812(b)(1)(i) must be located near each exit. One allowable exception 
is utilization of a sign with reduced background area of no less than 
5.3 square inches (excluding the letters), 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. Another allowable exception is a sign with a symbol that 
the FAA has determined to be equivalent for use as an exit sign in an 
overhead crew rest compartment.
    (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.
    (d) The exit handles and evacuation path operating instruction 
placards must be illuminated to at least 160 microlamberts under 
emergency lighting conditions.
    5. If the aircraft's main power system fails, or of the normal 
overhead crew rest compartment lighting system fails, there must be a 
means for emergency illumination to be automatically provided for the 
overhead crew rest 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 overhead crew rest compartment to locate and transfer to the main 
passenger cabin floor by means of each evacuation route.
    6. There must be means for two-way voice communications between 
crewmembers on the flight deck and occupants of the overhead crew rest 
compartment. There must also be two-way communications between the 
occupants of the overhead crew rest compartment and each flight 
attendant station required to have a public address system microphone 
per Sec.  25.1423(g) in the passenger cabin. In addition, the public 
address system must include provisions to provide only the relevant 
information to the flight crewmembers in the overhead crew rest 
compartment (e.g., fire in flight, aircraft depressurization, 
preparation of the compartment occupants for landing.).
    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 flight deck and at each pair of required 
floor level emergency exits to alert occupants of the overhead crew 
rest compartment of an emergency situation. Use of a public address or 
crew interphone system will be acceptable, provided an adequate means 
of differentiating between normal and emergency communications is 
incorporated. The system must be powered in flight, after the shutdown 
or failure of all engines and auxiliary power units, for a period of at 
least ten minutes.
    8. There must be a means, readily detectable by seated or standing 
occupants of the overhead crew rest compartment, which indicates when 
seat belts should be fastened. In the event there are no seats, at 
least one means must be provided to cover anticipated turbulence such 
as sufficient handholds. Seat belt type restraints must be provided for 
berths and must be compatible for the sleeping attitude during cruise 
conditions. There must be a placard on each berth requiring that seat 
belts must be fastened when occupied. If compliance with any of the 
other requirements of these special conditions is predicated on 
specific head location, there must be a placard identifying the head 
position.
    9. In lieu of the requirements specified in Sec.  25.1439(a) that 
pertain to isolated compartments and to providing a level of safety 
equivalent to that for occupants of an isolated galley, the following 
equipment must be provided in the overhead 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 (TSO)-C116 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 the egress analysis 
accomplished to satisfy Special Condition No. 2(a).

    10. A smoke or fire detection system or systems must be provided 
that monitors each occupiable area within the overhead 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 flightdeck within one minute after 
the start of a fire;
    (b) An aural warning in the overhead crew rest compartment; and
    (c) A warning in the main passenger cabin. This warning must be 
readily detectable by a flight attendant, considering the positioning 
of flight attendants throughout the main passenger compartment during 
various phases of flight.
    11. The overhead crew rest compartment must be designed such that 
fires within the compartment can

[[Page 19152]]

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. Procedures describing methods to search the 
overhead crew rests for fire sources(s) must be established. These 
procedures must be transmitted to the operator for incorporation into 
their training programs and appropriate operational manuals.
    12. There must be a means provided to exclude hazardous quantities 
of smoke or extinguishing agent originating in the overhead crew rest 
compartment from entering any other compartment occupied by crewmembers 
or passengers. This means must include the time periods during the 
evacuation of the overhead crew rest compartment and, if applicable, 
when accessing the overhead crew rest compartment to manually fight a 
fire. Smoke entering any other compartment occupied by crewmembers or 
passengers when the access to the overhead crew rest compartment is 
opened, during an emergency evacuation, must dissipate within five 
minutes after the access to the overhead crew rest 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 overhead crew rest compartment 
(the amount of smoke entrained by a firefighter exiting the overhead 
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 overhead crew rest compartment into an 
occupied area is acceptable. Flight tests must be conducted to show 
compliance with this requirement.
    There must be a provision in the firefighting procedures to ensure 
that all door(s) and hatch(es) at the crew rest compartment outlets are 
closed after evacuation of the crew rest compartment and during 
firefighting to minimize smoke and extinguishing agent from entering 
other occupiable compartments.
    If a built-in fire extinguishing system is used in lieu of manual 
firefighting, then the fire extinguishing system must be designed so 
that no hazardous quantities of extinguishing agent will enter other 
compartments occupied by passengers or crew. The system must have 
adequate capacity to suppress any fire occurring in the overhead crew 
rest compartment, considering the fire threat, volume of the 
compartment, and the ventilation rate.
    13. There must be a supplemental oxygen system within the crew rest 
compartment as follows:
    (a) There must be at least one mask for each seat and for each 
berth in the crew rest compartment.
    (b) If a destination area, such as a changing area, is provided in 
the overhead crew rest compartment, there must be an oxygen mask 
readily available for each occupant that can reasonably be expected to 
be in the destination area. The maximum number of required masks within 
the destination area is limited to the placarded maximum occupancy of 
the crew rest.
    (c) There must also be an oxygen mask readily accessible to each 
occupant that can reasonably be expected to be either transitioning 
from the main cabin into the crew rest compartment, transitioning 
within the crew rest compartment, or transitioning from the crew rest 
compartment to the main cabin.
    (d) The system must provide an aural and visual alert to warn the 
occupants of the overhead crew rest compartment to don oxygen masks if 
there is a decompression. The aural and visual alerts must activate 
concurrently with the deployment of the oxygen masks in the passenger 
cabin. To compensate for sleeping occupants, the aural alert must be 
heard in each section of the overhead crew rest compartment and must 
sound continuously for a minimum of five minutes or until a reset 
switch within the overhead crew rest compartment is activated. A visual 
alert that informs occupants that they must don an oxygen mask must be 
visible in each section.
    (e) There must also be a means by which the oxygen masks can be 
manually deployed from the flight deck.
    (f) Decompression procedures for crew rest occupants must be 
established. These procedures must be transmitted to the operator for 
incorporation into their training programs and appropriate operational 
manuals.
    (g) The supplemental oxygen system for the crew rest shall meet the 
same 14 CFR part 25 regulations as the supplemental oxygen system for 
the passenger cabin occupants except for the 10 percent additional 
masks requirement of Sec.  25.1447(c)(1).
    (h) The illumination level of the normal overhead crew rest 
compartment lighting system must automatically be sufficient for each 
occupant of the compartment to locate a deployed oxygen mask.
    14. The following requirements apply to overhead crew rest 
compartments that are divided into sections by curtains or partitions:
    (a) A placard is required adjacent to each curtain that visually 
divides or separates, for privacy purposes, the overhead crew rest 
compartment into small sections. The placard must require that the 
curtain(s) remains open when the private section it creates is 
unoccupied. The vestibule section adjacent to the stairway is not 
considered a private area and, therefore, does not require a placard.
    (b) For each section of the overhead crew rest compartment created 
by a curtain, the following requirements of these special conditions 
must be met with the curtain open or closed:
    (1) No smoking placard (Special Condition No. 1),
    (2) Emergency illumination (Special Condition No. 5),
    (3) Emergency alarm system (Special Condition No. 7),
    (4) Seat belt fasten signal or return to seat signal as applicable 
(Special Condition No. 8),
    (5) The smoke or fire detection system (Special Condition No. 10), 
and
    (6) The oxygen system (Special Condition No. 13).
    (c) Overhead 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 overhead crew rest compartment, except 
for curtained bunks, and must meet the requirements of Sec.  
25.812(b)(1)(i). An exit sign with reduced background area or a 
symbolic exit sign as described in Special Condition No. 4(a) may be 
used to meet this requirement.
    (d) For sections within an overhead crew rest compartment with a 
rigid partition with a door physically separating the sections, the 
following requirements of these special conditions must be met with the 
door open or closed:
    (1) There must be a secondary evacuation route from each section to 
the main deck, or alternatively, it must be shown that any door between 
the sections has been designed to preclude anyone from being trapped 
inside the compartment. Removal of an incapacitated occupant within 
this area must be considered. A secondary evacuation route from a small 
room designed for only one occupant for short time duration, such as a 
changing area or lavatory, is not required. However,

[[Page 19153]]

removal of an incapacitated occupant from a small room, such as a 
changing area or lavatory, 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), or shown to have an Equivalent 
Level of Safety, that direct occupants to the primary stairway exit. An 
exit sign with reduced background area or a symbolic exit sign as 
described in Special Condition No. 4(a) may be used to meet this 
requirement.
    (e) For each smaller section within the main overhead crew rest 
compartment created by the installation of a partition with a door, the 
following requirements of these special conditions must be met with the 
door open or closed:
    (1) No smoking placards (Special Condition No. 1);
    (2) Emergency illumination (Special Condition No. 5);
    (3) Two-way voice communication (Special Condition No. 6);
    (4) Emergency alarm system (Special Condition No. 7);
    (5) Seat belt fasten signal or return to seat signal as applicable 
(Special Condition No. 8);
    (6) Emergency firefighting and protective equipment (Special 
Condition No. 9);
    (7) Smoke or fire detection system (Special Condition No. 10), and
    (8) The oxygen system (Special Condition No. 13).
    15. The requirements of two-way voice communication with the flight 
deck and provisions for emergency firefighting and protective equipment 
are not applicable to lavatories or other small areas that are not 
intended to be occupied for extended periods of time.
    16. Where a waste disposal receptacle is fitted, it must be 
equipped with an automatic fire extinguisher that meets the performance 
requirements of Sec.  25.854(b).
    17. Materials (including finishes or decorative surfaces applied to 
the materials) must comply with the flammability requirements of Sec.  
25.853(a) as amended by Amendment 25-116. Mattresses must comply with 
the flammability requirements of Sec.  25.853(c), as amended by 
Amendment 25-116.
    18. The addition of a lavatory within the overhead crew rest 
compartment would require the lavatory to meet the same requirements as 
those for a lavatory installed on the main deck except with regard to 
Special Condition No. 10 for smoke detection.
    19. Each stowage compartment in the crew rest compartment, except 
for underseat compartments for occupant convenience, must be completely 
enclosed. All enclosed stowage compartments within the overhead crew 
rest compartment that are not limited to stowage of emergency equipment 
or airplane supplied equipment such as bedding must meet the design 
criteria given in the table below. Enclosed stowage compartments 
greater 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      Less than 25 cubic   25 cubic feet to
                                         feet           200 cubic feet
------------------------------------------------------------------------
Materials of Construction \1\..  Yes................  Yes.
Detectors \2\..................  No.................  Yes.
Liner \3\......................  No.................  Yes.
Locating Device \4\............  No.................  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 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 flight deck within one minute after the
  start of a fire,
(b) An aural warning in the overhead crew rest compartment, and
(c) A warning in the main passenger cabin. This warning must be readily
  detectable by a flight attendant and consider the position 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 (i.e., Sec.   25.855 at Amendment 25-116,
  and Appendix F, part I, paragraph (a)(2)(ii)), then no liner is
  required for enclosed stowage compartments equal to or greater than 25
  ft \3\ in interior volume but less than 57 ft\3\ in interior volume.
  For all enclosed stowage compartments equal to or greater than 57 ft
  \3\ in interior volume but less than or equal to 200 ft \3\, a liner
  must be provided that meets the requirements of Sec.   25.855 for a
  Class B cargo compartment.
\4\ Locating Device--Overhead crew rest compartments which contain
  enclosed stowage compartments exceeding 25 ft \3\ interior volume and
  which are located away from the entry to the overhead crew rest
  compartment require additional fire protection features and/or devices
  to assist the firefighter in determining the location of a fire.

    Issued in Renton, Washington, on March 20, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-7732 Filed 3-29-12; 8:45 am]
BILLING CODE 4910-13-P