[Federal Register Volume 85, Number 40 (Friday, February 28, 2020)]
[Rules and Regulations]
[Pages 11836-11841]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-03475]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2019-0330; Special Conditions No. 25-761-SC]
Special Conditions: The Boeing Company Model 777-9 Series;
Overhead Flight Attendant Rest Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
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SUMMARY: These special conditions are issued for the Boeing Company
(Boeing) Model 777-9 series airplane. This airplane 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 associated with the installation of
an overhead flight attendant rest (OFAR) compartment. The applicable
airworthiness regulations do not contain adequate or appropriate safety
standards for this design feature. These special conditions contain the
additional safety standards that the Administrator considers necessary
to establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: Effective March 30, 2020.
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 [email protected].
SUPPLEMENTARY INFORMATION:
Background
On April 24, 2018, The Boeing Company applied for an amendment to
Type Certificate No. T00001SE to include the new Model 777-9 series
airplane. The Boeing Model 777-9 series airplane, which is a derivative
of the 777-300ER currently approved under Type Certificate No.
T00001SE, is a twin-engine, transport category airplane with seating
for up to 495 passengers depending upon airplane configuration, and a
maximum takeoff weight of approximately 775,000 lbs.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Boeing must show that the Model 777-9 series airplane
continues to meet the applicable provisions of part 25, as amended by
amendments 25-1 through 25-139, and parts 26, 34, and 36, and 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 777-9 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 type certificate for that model be amended
later to include any other model that incorporates 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 777-9
[[Page 11837]]
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 777-9 series airplane will incorporate the
following novel or unusual design features:
This airplane will have an installation of an OFAR compartment. The
OFAR compartment of the Boeing Model 777-9 series airplane is novel and
unusual due to its design, location, and use on the airplane. It is
located in the overhead area of the passenger compartment and
crewmembers may occupy this compartment for crew rest purposes during
flight.
Discussion
Boeing has previously installed certified OFAR compartments on
Boeing Model 777 series airplanes in varied locations, such as the main
passenger seating area, the overhead space above the main passenger
cabin seating area, and below the passenger cabin seating area within
the cargo compartment. In each case, the Administrator determined that
the applicable regulations did not provide all of the necessary
requirements because each installation had novel or unusual features by
virtue of its design, location, and use on the airplane.
When the Administrator finds that the applicable airworthiness
regulations 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 Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
For the Boeing Model 777-9 series airplane, the OFAR compartment is
located in the overhead space, above the main passenger cabin seating
area, adjacent to Door 5. The OFAR compartment will contain six, eight,
or ten private berths depending upon customer configuration.
Additionally, only crewmembers who have been trained in OFAR procedures
will occupy this compartment, and do so only in flight, not during
taxi, takeoff, or landing. Crewmembers will access the OFAR compartment
from the main deck by stairs through a vestibule. In addition, a
secondary evacuation route, which opens directly into the main
passenger seating area, will be available as an alternate route for
evacuating occupants of the compartment. The compartment will provide a
smoke detection system, an oxygen system, and occupant amenities.
The FAA's design standards, including part Sec. 25.853 (a), (e),
and (h), do not adequately address the Boeing Model 777-9 series
airplane OFAR compartment due to its design, location, and use on the
airplane. This compartment is novel in that it is located in the
overhead area of the passenger compartment and crewmembers may occupy
this compartment for crew rest purposes during flight. Due to the novel
or unusual features associated with the installation of this
compartment, the FAA finds that special conditions are necessary to
provide a level of safety equal to that established by the
airworthiness regulations.
Boeing originally requested that Special Conditions No. 25-230-SC
(68 FR 17513, April 9, 2003) for the OFAR compartment on the Model 777
airplane be made applicable to the Boeing Model 777-9 series airplane.
However, after the issuance of Special Conditions No. 25-230-SC, the
FAA issued Special Conditions No. 25-419-SC (76 FR 10482, February 25,
2011), for OFAR compartments allowed to be occupied during flight on
Boeing Model 787 series airplanes, with changes to better address
oxygen systems and fire suppression. Those special conditions reflected
the methodology necessary to provide an equivalent level of safety for
remote OFAR compartments, therefore new special conditions were
proposed for these design features on Boeing Model 777-9 series
airplanes.
The 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.
Discussion of Comments
Notice of Proposed Special Conditions No. 25-19-05-SC for the
Boeing Model 777-9 series airplane was published in the Federal
Register on August 19, 2019 (84 FR 42842). The FAA received one
comment, from Boeing.
Boeing requested that the FAA specify that analyses could be used
in lieu of flight tests to show compliance with special conditions
numbers 10, 11, 12e, and 18b. The FAA does not agree with the requested
change. Flight testing is necessary to establish in-flight ventilation
conditions, in order to assess the performance of smoke detectors, the
penetration of smoke from the OFAR to the cabin, and the capability of
the suppression system. Also, the current language has been used on
similar special conditions, and these special conditions permitted the
use of the similarity analysis that Boeing has requested. The text of
this special condition (i.e., the applicant must conduct flight tests
to show compliance with this requirement) does not eliminate the use of
similarity analysis to justify validity and applicability of previously
generated flight test data in lieu of conducting a new flight test.
Applicants may propose the use of flight test certification data from a
previously certificated design. The FAA's acceptance of the use of that
data to determine compliance will depend upon the comparison between
the previously certificated design and the proposed design in order to
show that the previously generated flight test data is valid and
applicable to represent the performance of proposed design and will
show compliance to the special condition. Insertion of the term,
analysis, in the conditions is unnecessary based on previous acceptance
of the similarity approach described above. Furthermore, the addition
of the term, analysis, changes the meaning of the conditions, which may
subsequently result in confusion, and/or use of unintended compliance
approaches. Therefore, the FAA finds that no change to the special
condition is warranted.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 777-9 series airplane. Should Boeing apply at a later date
for a change to the type certificate to include another model
incorporating 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 series of airplanes. It is not a rule of general
applicability.
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.
[[Page 11838]]
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 the Boeing Model 777-9 series
airplane.
Overhead Flight Attendant Rest (OFAR) Special Conditions
1. OFAR Compartment Occupancy. Occupancy of the OFAR compartment is
limited to the total number of installed bunks and seats in each
compartment. An approved seat or berth--able to withstand the maximum
flight loads when occupied for each occupant permitted in the OFAR
compartment--must be available. Maximum occupancy in the OFAR
compartment is six, eight, or ten crewmembers during flight depending
upon customer configuration.
a. Appropriate placards must be located inside and outside each
entrance to the OFAR compartment to indicate:
(1) The maximum number of occupants allowed during flight.
(2) Occupancy is restricted to crewmembers who are trained in the
evacuation procedures for the OFAR compartment.
(3) Occupancy is prohibited during taxi, take-off, and landing.
(4) Smoking is prohibited in the OFAR compartment.
(5) That stowage in the OFAR compartment must be limited to
emergency equipment, airplane-supplied equipment (e.g., bedding), and
crew personal luggage; the stowage of cargo and passenger baggage is
not allowed.
b. At least one ashtray must be located on both the inside and the
outside of any entrance to the OFAR compartment.
c. A limitation in the airplane flight manual, or other means, must
be established to restrict occupancy to crewmembers that the pilot in
command has determined to be trained in the emergency procedures for
the OFAR compartment.
d. A limitation in the airplane flight manual, or other means, must
be established to restrict occupancy to crewmembers that have received
training to be able to rapidly use the evacuation routes of the OFAR
compartment.
e. A means must be in place for any door installed between the OFAR
compartment and the passenger cabin to be quickly opened from inside
the compartment, even when crowding occurs at each side of the door.
f. For all OFAR compartment doors installed, a means must be in
place that precludes anyone from being trapped inside the OFAR
compartment. If a manufacturer or operator installs a locking mechanism
on a door, 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 OFAR compartment at any time.
g. The means of opening doors and hatches to the OFAR compartment
must be simple and obvious. Crewmembers must be able to close OFAR
compartment doors and hatches from the main passenger cabin. Doors or
hatches that separate the OFAR compartment from the main deck must not
adversely affect evacuation of occupants on the main deck, for example,
by slowing evacuation by encroaching into aisles, or causing injury to
those occupants during opening of doors, or while doors are opened.
2. Emergency Evacuation Routes. At least two emergency evacuation
routes must be available for occupants of the OFAR compartment to
evacuate rapidly to the main cabin. OFAR compartment doors must be able
to close these evacuation routes from the main passenger cabin after
evacuation. In addition-
a. These routes must be located with sufficient separation within
the OFAR compartment to minimize the possibility of an event either
inside or outside of the OFAR 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 persons standing below or against the OFAR compartment
outlets.
c. One of the two OFAR evacuation routes must not be located where
egress from the OFAR compartment may be impeded during times when
normal movement or occupancy is allowed or evacuation by passengers
occurs (for example, the main aisle, cross aisle, or galley complex).
If an evacuation route is in an area where normal movement of
passengers occurs, it must be demonstrated that passengers would not
impede egress to the main deck.
d. If low headroom is at or near the evacuation route, provisions
must be made to prevent or to protect occupants of the OFAR compartment
from head injury.
e. Use of evacuation routes must not depend on any powered device.
f. If an OFAR compartment outlet is over an area of passenger
seats, a maximum of five passengers may be displaced from their seats
temporarily during the process of evacuating an incapacitated
person(s).
g. If an 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.
h. OFAR compartment emergency evacuation procedures--including
procedures for emergency evacuation of an incapacitated occupant from
the OFAR compartment--must be established by the applicant. The
applicant must transmit all of these procedures to each owner and
operator for incorporation into its training programs and appropriate
operational manuals.
i. A limitation must be included in the airplane flight manual, or
other suitable means, to require that crewmembers are trained in the
use of the OFAR compartment evacuation routes.
3. Evacuation of Incapacitated Person. A means must be available
for evacuating an incapacitated person (representative of a 95th
percentile male) from the OFAR compartment to the passenger cabin
floor.
Exit Signs and Placards. The following exit signs and placards,
meeting the following criteria, must be placed in the OFAR compartment:
a. At least one exit sign, located near each OFAR compartment
outlet, meeting the emergency lighting requirements of Sec.
25.812(b)(1)(i).
(1) One allowable exception to the minimum area requirement of
Sec. 25.812(b)(1)(i) is an exit sign having a reduced background area
of no less than 5.3 square inches that is installed where the material
surrounding the exit sign is light in color (such as white, cream, or
light beige).
(2) 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 is acceptable.
(3) Another allowable exception requirement of Sec.
25.812(b)(1)(i) in the OFAR compartment is a sign with a symbol that
the FAA has determined to be equivalent for use as an exit sign that
meets Sec. 25.811(d).
b. An appropriate placard for general access should be located
conspicuously on or near each OFAR compartment door or hatch that
defines the location and the operating instructions for access to and
operation of the outlet door or hatch.
c. Placards must be readable from a distance of 30 inches under
emergency lighting conditions.
[[Page 11839]]
d. The door handles, hatch handles, and operating-instruction
placards required by Special Condition 4(b) of these special conditions
must be illuminated to at least 160 micro lamberts under emergency
lighting conditions.
5. Emergency Illumination. A means must be available, in the event
of failure of the aircraft's main power system, and of the normal OFAR
compartment lighting system, for emergency illumination to be
automatically provided for the OFAR compartment.
a. This emergency illumination must be powered independent of the
main lighting system.
b. The sources of general cabin illumination of the OFAR 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 emergency illumination level must be sufficient to allow
occupants of the OFAR compartment to locate and move to the main
passenger cabin floor by means of each evacuation route.
d. The emergency illumination level must be sufficient, with the
privacy curtains in the closed position, for each occupant of the OFAR
compartment to locate a deployed oxygen mask required by Special
Condition 13 of these special conditions.
6. Two-Way Voice Communications. A means must be available for two-
way voice communications between crewmembers on the flight deck and
occupants of the OFAR compartment.
a. Two-way communications must also be available between occupants
of the OFAR compartment and each flight attendant station in the
passenger cabin that is required per Sec. 25.1423(g) to have a
microphone for the public address system.
b. The public address system must be able to communicate the
relevant safety information to the crewmembers in the OFAR compartment
(for example, fire in flight, aircraft depressurization, and
preparation of the compartment for landing).
7. Emergency Alarm System. A means must be available for manual
activation of an aural emergency alarm system, audible during normal
and emergency conditions that enable crewmembers on the flight deck and
at each pair of the required floor-level emergency exits to alert
occupants of the OFAR compartment of an emergency. The 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 be powered in flight and after the
shutdown or failure of all engines and auxiliary power units for a
period of at least ten minutes.
8. Seatbelt Fasten Signal. A signal, readily detectable by seated
or standing occupants of the OFAR compartment, must be in place to
indicate when seat belts should be fastened.
a. If the OFAR compartment has no seats, at least one means must be
provided to cover anticipated turbulence (e.g., sufficient handholds).
b. Seatbelt-type restraints must be provided for berths and must be
compatible for the sleeping position during cruise conditions.
c. A placard on each berth must require that these restraints be
fastened when occupied.
d. If compliance with any of the other requirements of these
special conditions predicates a specific head position, a placard must
identify that head position.
9. Protective Breathing Equipment (PBE). In lieu of the
requirements specified in Sec. 25.1439(a) pertaining to PBE in
isolated compartments, and to provide a level of safety equivalent that
is provided to occupants of an isolated galley, the following equipment
must be provided in the OFAR compartment:
a. Two PBE devices suitable for firefighting, or one PBE for each
hand-held fire extinguisher, whichever is greater. All PBE devices must
be approved to Technical Standard Order (TSO)-C116 or equivalent.
b. At least one approved, hand-held fire extinguisher appropriate
for the kinds of fires likely to occur.
c. One flashlight.
Note: Additional PBE devices and fire extinguishers in specific
locations, beyond the minimum numbers prescribed in Special
Condition 9, may be required as a result of the egress analysis
accomplished to satisfy Special Condition 2(a) of these special
conditions.
10. Smoke and fire detection system. Smoke and fire detection
system(s) must be provided that monitor each occupiable area within the
OFAR compartment, including those areas partitioned by curtains or
doors. The applicant must conduct flight tests to show compliance with
this requirement. Each smoke or fire detection system(s) 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 OFAR compartment.
c. An aural or visual warning in the main passenger cabin. This
warning must be readily detectable by a flight attendant, taking into
consideration the locations of flight attendants throughout the main
passenger compartment during various phases of flight.
11. Built-in fire suppression system. The OFAR compartment must be
designed such that fires within the compartment can be controlled
without a crewmember having to enter the compartment (i.e., built-in
fire suppression system), 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. The acceptable
duration that the suppression capability of a built-in fire suppression
system can be maintained must be verified by certification flight-
testing.
12. Hazardous Smoke and Extinguishing Agent. The applicant must
provide a means to prevent hazardous quantities of smoke or
extinguishing agent originating in the OFAR compartment from entering
the flight deck, passenger cabin, or any other occupiable compartment.
a. Small quantities of smoke may penetrate from the OFAR
compartment into other occupied areas during the one-minute smoke
detection time.
b. Firefighting procedures must ensure that crewmembers close all
doors and hatches at the OFAR compartment outlets after evacuation of
the compartment and during firefighting to minimize smoke and
extinguishing agent entering other occupiable compartments.
c. Hazardous quantities of smoke may not enter any occupied
compartment while a crewmember accesses an OFAR compartment to manually
fight a fire there. The amount of smoke entrained by a crewmember
exiting the OFAR compartment is not considered a hazardous amount.
d. Smoke entering any occupiable compartment, when access to the
OFAR compartment is open for evacuation, must dissipate within five
minutes after the access to the OFAR compartment is closed.
e. The applicant must conduct flight tests to show compliance with
this requirement.
13. Supplemental Oxygen System. A supplemental oxygen system within
the OFAR compartment that supplies oxygen in the event of decompression
must provide the following:
a. At least one oxygen mask for each seat and berth in the OFAR
compartment.
[[Page 11840]]
b. If a destination area, such as a changing area, is provided in
the OFAR compartment, an oxygen mask must be readily available for each
occupant who can reasonably be expected to be in the destination area.
The maximum number of required oxygen masks within the destination area
is limited to the placarded maximum occupancy of the OFAR compartment.
c. An oxygen mask must be readily accessible to each occupant who
can reasonably be expected to be moving from the main cabin into the
OFAR compartment, moving around within the OFAR compartment, or moving
from the OFAR compartment to the main cabin.
d. The supplemental oxygen system must provide an aural and visual
alert to warn occupants of the OFAR compartment to don oxygen masks in
the event of decompression.
(1) The aural and visual alerts must activate concurrently with
deployment of the oxygen masks in the passenger cabin.
(2) To compensate for sleeping occupants, the aural alert must be
heard in each section of the OFAR compartment and must sound
continuously for a minimum of five minutes or until a reset switch
within the OFAR compartment is activated.
(3) A visual alert that informs occupants that they must don an
oxygen mask must be visible in each section.
e. A means must be in place by which oxygen masks in the OFAR
compartment can be manually deployed from the flight deck.
f. The applicant must establish approved procedures for OFAR
occupants in the event of decompression. These procedures must be
provided to the operator for incorporation into its training programs
and appropriate operational manuals.
g. The supplemental oxygen system for the OFAR compartment must
meet the same 14 CFR part 25 regulations for the supplemental oxygen
system for the passenger cabin occupants, except for the 10 percent
additional masks requirement of 14 CFR 25.1447(c)(1).
h. The illumination level of the normal OFAR compartment lighting
system must automatically be sufficient for each occupant of the
compartment to locate a deployed oxygen mask.
14. Divided OFAR Compartments. The following requirements apply to
OFAR compartments that are divided into more than one section by the
installation of curtains or partitions:
a. A placard is required adjacent to each curtain that visually
divides or separates the OFAR compartment into smaller sections. The
placard must require that the curtain(s) remains open when that section
is unoccupied. The vestibule section adjacent to the stairway is not
considered a private section and, therefore, does not require a
placard.
b. For each section of the OFAR compartment created by the
installation of a curtain, the following requirements of these special
conditions must be met with the curtain open or closed:
(1) No-smoking placard (Special Condition 1),
(2) Emergency illumination (Special Condition 5),
(3) Aural emergency alarm system (Special Condition 7),
(4) Seatbelt-fasten signal or return-to-seat signal as applicable
(Special Condition 8),
(5) Smoke or fire detection system requirement (Special Condition
10), and
(6) Oxygen system (Special Condition 13).
c. OFAR compartments that are divided by curtains to the extent
that evacuation could be adversely affected must have exit signs
directing occupants to the primary stairway outlet. The exit signs must
be provided in each separated section of the OFAR 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 4(a), may be used
to meet this requirement.
d. For OFAR compartments that are divided using an installation of
a rigid partition with a door separating the sections, the following
requirements of these special conditions must be met with the door open
or closed:
(1) A secondary evacuation route from each section to the main deck
is required, or alternatively, the applicant must show that any door
between the sections precludes anyone from being trapped inside a
section of the compartment. The applicant must consider removal of an
incapacitated occupant from within this area. A secondary evacuation
route from a small room designed for only one occupant for a short time
duration, such as a changing area or lavatory, is not required, but the
applicant must consider removal of an incapacitated occupant from
within such a small room.
(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) No more than one door may be located between any seat or berth
and the primary stairway door.
(4) In each section, exit signs meeting requirements of Sec.
25.812(b)(1)(i), or shown to have an equivalent level of safety, must
direct occupants to the primary stairway outlet. An exit sign with
reduced background area or a symbolic exit sign, as described in
Special Condition 4(a), may be used to meet this requirement.
(5) Special Conditions 1 (no-smoking placards), 5 (emergency
illumination), 7 (emergency alarm system), 8 (fasten-seatbelt signal or
return to seat signal as applicable), 10 (smoke or fire detections
system), and 13 (oxygen system) must be met with the door open or
closed.
(6) Special Condition 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 periods
of time.
15. Waste Disposal Receptacle. If a waste-disposal receptacle is
fitted in the OFAR compartment, it must be equipped with an automatic
fire extinguisher that meets the performance requirements of Sec.
25.854(b).
16. OFAR Compartment Materials. Materials (including finishes or
decorative surfaces applied to the materials) of OFAR compartments must
comply with flammability requirements of Sec. 25.853(a) as amended by
Amendment 25-116. Seat cushions and mattresses must comply with the
flammability requirements of Sec. 25.853(c) as amended by Amendment
25-116 and the test requirements of part 25, appendix F, part II, or
other equivalent methods.
17. OFAR Compartment Lavatory. A lavatory within the OFAR
compartment must meet the same requirements as a lavatory installed on
the main deck except with regard to Special Condition 10 for smoke
detection.
18. OFAR Compartment Stowage. Each stowage compartment in the OFAR
compartment, except for under-seat compartments for occupant
convenience, must be completely enclosed. All enclosed stowage
compartments within the OFAR compartment that are not limited to
stowage of emergency equipment or airplane-supplied equipment (e.g.,
bedding) must meet the design criteria described in table 1 of these
special conditions. 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-held fire-extinguishing system will require
additional fire-protection
[[Page 11841]]
considerations similar to those required for inaccessible compartments
such as Class C cargo compartments.
Table 1--Design Criteria for Enclosed Stowage Compartments not Limited to Stowage of Emergency or Airplane-
Supplied Equipment
----------------------------------------------------------------------------------------------------------------
Applicability of fire protection requirements by interior volume
--------------------------------------------------------------------------
Fire protection features 25 cubic feet to less 57 Cubic feet to 200
Less than 25 cubic feet than 57 cubic feet cubic feet
----------------------------------------------------------------------------------------------------------------
Compliant Materials of Construction Yes.................... Yes.................... Yes.
\a\.
Smoke or Fire Detectors \b\.......... No..................... Yes.................... Yes.
Liner \c\............................ No..................... Conditional............ Yes.
Fire Location Detector \d\........... No..................... Yes.................... Yes.
----------------------------------------------------------------------------------------------------------------
a. 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 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.
b. Smoke or Fire 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. The applicant must conduct flight tests to
show compliance with this requirement. Each smoke or fire detection
system(s) must provide:
(1) A visual indication to the flight deck within one minute after
the start of a fire.
(2) An aural warning in the OFAR compartment.
(3) A warning in the main passenger cabin. This warning must be
readily detectable by a flight attendant, taking into consideration the
locations of flight attendants throughout the main passenger
compartment during various phases of flight.
c. Stowage compartment liner.
(1) If the material used in constructing the stowage compartment
meets the flammability requirements of a liner for a Class B cargo
compartment (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\, but less than 57 ft\3\
in interior volume.
(2) 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.
d. Fire Location Detector: If an OFAR compartment has enclosed
stowage compartments exceeding 25 ft\3\ interior volume that are
located separately from the other stowage compartments' central
location, such as the entry to the OFAR compartment or other common
area, that OFAR compartment requires additional fire protection
features and devices to assist a firefighter in determining the
location of that fire.
Issued in Des Moines, Washington, on February 14, 2020.
James E. Wilborn,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2020-03475 Filed 2-27-20; 8:45 am]
BILLING CODE 4910-13-P