UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION RENTON, WASHINGTON 98057-3356

In the matter ofthe petition of Exemption No. 11322

Associated Air Center Regulatory Docket No. FAA-2014-1066
for an exemption from§§ 25.785(h)(2), 25.7850), 25.813(e), 25.815, and 25.853(d) ofTitle 14, Code ofFederal Regulations

PARTIAL GRANT OF EXEMPTION By letter dated December 17, 2014, Mr. Jose Mora-Vargas, Certification Director, Associated Air Center, 8321 Lemmon Avenue, Dallas, Texas, 75209, petitioned the Federal Aviation Administration (FAA) for an exemption from the requirements of§§ 25

.785(h)(2), 25.7850), 25.813(e), 25.815, and 25

.853(d) ofTitle 14, Code ofFederal Regulations (14 CFR). The proposed exemption, ifgranted, would permit relieffrom the requirements offlight attendant direct view, firm handholds inthe passenger compartment, interior doors between passenger compartments, in-flight aisle width, and maximum heat release and smoke emissions flammability requirements for large interior panels. Although the petitioner did not specifically request relieffrom Special Conditions:BoeingModel 787SeriesAirplanes; Seats With NonTraditional, Large, Non-Metallic Panels (25-370-SC), the interior arrangement for the project indicates these special conditions would apply. Therefore, these special conditions will be included in this partial grant. The proposed exemption is specifically for the installation ofan executive interior on Boeing Model 787-8 airplane, serial number 40695, designated as "private use, not for hire, not for common carriage." The petitioner requests relieffrom the following regulations: Section 25.785(h)(2), Amendment 25-88, requires, in pertinentpart, that flight attendant seats must be located to provide direct view ofthe cabin area. Section 25.785U), Amendment 25-88, requires, in pertinent part, that there must be a firm handhold along each aisle.Section 25.813(e), Amendment 25-128, requires that no door may be installed in any partition between passenger compartments. Section 25.815, Amendment 25-38, requires minimum aisle widths in the passenger compartment. Section 25.853(d), Amendment 25-116, limits maximum heat-release rates and smoke emissions for large-panel cabin interior materials. Special Conditions 25-370-SC, "Boeing Model 787 Series Airplanes; Seats with NonTraditional, Large,Non-Metallic Panels," which specifies heat-release and smokeemission requirements for certain passenger-seating materials. The petitioner supports its request with the following information:
This section quotes the relevant information from the petitioner's request, with minor edits for clarity. The complete petition is available at the Department ofTransportation's Federal Docket Management System, on the Internet at http://regulations.gov, in DocketNo. FAA-2014-1066. Background Associated Air Center requests that the reliefprovided for the airplanes covered by previously granted exemptions, relative to the subjectrequirements, be expanded to include the Boeing 787-8, SIN 40695: 1. Exemption No. 8460, DocketNo

. FAA-2004-18913, Grant ofExemption from §§ 25.785(d) and 25.813(e) for Boeing Model 747-400 airplane. 2. ExemptionNo. 10809, DocketNo. FAA-2013-0277, Partial Grant ofExemption from§§ 25.785(h), 25.785G), 25.813(e), 25.815, and 25.853(d) for Boeing 747-8 airplane.
3

. ExemptionNo. 10686, DocketNo

. FAA-2012-0707, Partial Grant ofExemption from§§ 25.785(h)(2), 25.785(j), 25.791(a), 25.795, 25.813(e), 25.815, and 25.853(d) for Boeing Model 747-8 airplane. 4. ExemptionNo. 10879, DocketNo

. FAA-2013-0015, Grant ofExemption from § 25.813(e) for Boeing Model 787-8 and -9 airplane

. 5. ExemptionNo. 10868, DocketNo. FAA-2013-0101 , Grant ofExemption from § 25.853(d) for Boeing Model 787-9 airplane. Discussion The Federal Aviation Regulations (FARs) do not considerthe situation ofprivate use not for hire transport category airplanes, in the 14 CFR part 25 requirements. Those requirements are predicated on airline common carrier, commercial passenger operations 2carrying fare paying passengers from the general public. Associated Air Centerbelieves that the design ofan airplane for private use, and the associated operation ofthe airplane in private use, shouldjustify an exemption, based on the fact that 14 CFRpart 25 regulations do not currently cover or consider such a design and operation. The FAA'sposition ofprevious exemptions listed above for the Boeing Models 747-400, 747-8, 787-8, and 787-9 not requiring flight attendant direct view, firm handhold along each aisle, interior doors permitted with provisions, reduced aisle width during noncritical flight phases, and reduced interior flammability requirements should also be granted to the Boeing Model 787-8, Serial Number40695. These airplanes have the same or approximately the same cross section (wide body). These type airplanes canbe considered the larger private use airplanes. Customers have purchased these large airplanes for the spacious and impressive atmosphere they desire. 

### 14 CFR25.785(h)(2): Flight attendant direct view The requirement for flight attendant seats to be located to provide a direct view ofthe passenger cabin is not practical for compliance with executive type interior to be installed on the Boeing 787-8 airplane. The complexity ofthe interior arrangement, coupled with the need to retain proximity to emergency exits is impractical to demonstrate compliance. Reference ExemptionNo. 10809 and 10686 for compliance method to the requirements identified in these Exemptions. 

### 14 CFR 25.785G): Firm handholds along each aisle The requirement for a firm handhold along aisles cannot be met for certain areas in the passenger cabin due to wide open spaces between individual seat backs which typically provide an adequate handhold. This is prevalent in conference/dining rooms, lounges, offices, bedrooms and lavatories. With the cabin spaciousness, there is a readily identifiable "aisle" throughout. Any feature hanging down from the ceiling would diminish the appearance ofthe high quality interior and is not acceptable to the customer. Reference ExemptionNo. 8460, 10809, and 10686 for compliance method to the requirements identified in these exemptions. 

### 14 CFR 25.813(e): Prohibits installation ofinterior doors between passenger compartments and emergency exits Private areas or conference/meeting/dining rooms will often need to spanthe whole cabin or a portion ofthe cabin in orderto be practical. For such arrangements, privacy can only be provided by means ofdoors, and therefore, an exemption is needed to allow full use of airplane capabilities without compromising safety for those onboard. Interior doors betweenpassenger compartments and between the exits will be compliant with the requirements previously identified in ExemptionsNo. 8460, 10809, 10686 and 10879.

314 CFR25.815: Prohibits aisle width reduction during all phases offlight Unlike typical commercial aircraft,private use airplanes (i.e., not for hire or common carriage) have seats that can be moved orrotated during flight operations. The seating can be reconfigured to accommodate meetings and other arrangements. Some ofthese arrangements can reduce the aisle widths below those specified in 14 CFR 25.815. Advisory Circular (AC) 25-17A contains a "private use" provision which provided aisle width reduction acceptability only during en-route flight and only ifclear instructions are provided requiring that the seats be positioned for taxi, takeoffand landing in an arrangement that meets the required aisle width. AAC proposes to be compliant with the criteria established in AC 25-17A for private use aircraft. Reference Exemption No. 10809 and 10686 for the compliance method to the requirements identified in these exemptions.
14 CFR25.853(d): Limits maximum heat release rates for large panel cabin interior materials and large non-metallic seat panels Executive interiors often have specific needs for the use ofexotic or extremely comfortable materials to be used in the cabin. These materials can not satisfy the flammability requirements of 14 CFR 25.853(d) requiring that cabin materials meet specific flammability standards for passenger capacities of20 or more. AAC proposes to meet the requirements ofpreviously granted exemptions that stated, "When materials are installed that do not comply with the requirements ofappendix F, parts IV and V, it must be shown that the passengers and crewmembers can be evacuated in 45 seconds or less, under the conditions described in part 25, appendix J

. This also includes the requirements ofspecial conditions 25-370-SC, which addresses seats with nontraditional, large, non-metallic panels on the airplane." Reference ExemptionNo. 10809, 1

0686, and 1 0868 for compliance criteria to the requirements identified in these exemptions. Basis for Exemption
As stated in Exemptions No. 8460, 10809, 10686, 10879, and 10868, the FAA is aware that the precedent has been established for otherprivate use wide body airplanes to be exempted from the subject requirements. Exemption Will Be in the American Public Interest Approval ofthis request for certain exemptions for the Boeing Model 787-8, when configured for executive application, and operated under FARpart 91 or part 125, is in the public interest ofthe people ofthe United States ofAmerica

. 1. Given the proliferation ofexecutive configured transport category airplanes currently taking place, and anticipated in the near future, approval ofthese

4exemptions will enable the United States manufacturers oftransport category airplanes to effectively compete in this expanding market.
2

. Additional sales ofUnited States manufactured airplanes outside ofthetraditional airline market, and completion ofmany ofthem at United States owned and operated aircraft completion facilities, will serve to increase the profitability of these manufacturers and their supplying/supporting companies

. 3. Stability and improved financial performance ofthese United States companies gives greaterjob stability to the workers employed by the companies, causing a stabilizing influence to the United States economy, due to the consumer spending activities associated with stable workers.
4. Improved financial performance ofUnited States owned and operated corporations and increased work force stability translates to continued and improved local, state, and federal tax revenues which in turn add to the stability of the total United States economy. 5. Improved financial performance allows United States corporations to continue to invest in research and development allowing the United States to maintain or improve its competitiveposition in the world economy. 6. A large number ofthese types ofairplanes will probably be sold to "offshore" clients, improving the United States balance oftrade.
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. Since the passengers aboard these airplanes will not be revenue paying customers of the airlines, there can be no degradation to airline passenger safety, and therefore no detrimental impact on the public at large.
In reference to the previously noted partial/granted exemptions, Associated Air Center seeks similar reliefwith the same provisions for the Boeing Model 787-8, SIN 40695 airplane. Granted exemptions, as described above, were subject to the following prOV ISIOnS:

• The airplane must not be operated for hire or offered for common carriage

. This provision does not preclude the operator from receiving remuneration to the extent consistent with 14 CFR parts 125 and 91 , subpa11 F, as applicable. • A majority offlight-attendant seats must be oriented to face the passenger cabin. • Each door between passenger compartments must be frangible (only manually operated pocket doors are installed -no electrical doors). • Doors that fall into Category 1must be in the open position during taxi, takeoff , and landing when the room is occupied. • Doors that fall into Categories 2, 3, or 4 must be in the open position during taxi, takeoffand landing, regardless ofoccupancy ofthe room. • Doors that fall into Category 5 must be in the closed position during taxi, takeoff, and landing (TT&L). 

### 5• Appropriate procedures must be established to both signal the flight crew in the event a door between passenger compartments is not in the proper position, and prohibit TT&L. Doors in Category 5 do not need to comply with this requirement. For Category 5 doors, installing placards located on or near the door, and indicating that the door must be closed for TT&L, is acceptable. • Doors between passenger compartments must have dual means to retain them in the open position. Each means must be capable ofwithstanding the inertia loads specified in§ 25.561. Doors in Category 5 do not need to comply with this requirement because they are required to be closed for TT&L. • When materials are installed that do not comply with the requirements of 14 CFR pmt 25, appendix F, parts IV and V, it must be shown that the passengers and crewmembers can be evacuated in 45 seconds or less, under the conditions described in part 25, appendix J. This also includes the requirements ofSpecial Conditions 25-370-SC, which addresses seats with non-traditional, large, nonmetallic panels on the airplane. • A means to signal the flight crew must be in place in the event ofa fire in an isolated passenger compartment, and the detection system must meet the requirements of§ 25.858(a) through (d). • Compliance is required with § 25.815, exceptthat aisle width may be reduced to zero inches between any cabin furnishing (e.g., seat, table, or divider) during inflight operations only, provided that all areas ofthe cabin remain easily accessible in the event ofan emergency (e.g., in-flight fire or decompression) with interior furnishings in the most adverse positions

. Accessibility must be demonstrated to the FAA by test or analysis supp01ted by test data, or, in circumstances agreed to by the FAA, by inspection

. • Aisle width requirements of§ 25.815 must be maintained during taxi, takeoff, and landing. • Any cabin furnishing (e.g., seat, table, or divider) that can be positioned to intrude into the aisle must be clearly placarded to be in the proper location (i.e., not intruding into the minimum required aisle) during taxi, takeoffand landing.
Federal Register publication
The FAA has determined that good cause exists for waiving the requirement for FederalRegister publication for public comment because the request is identical in all material respects to previously granted exemptions; including, in pertinentpart, those exemptions the petitioner lists in their petition; and the exemption, ifgranted, would not set a precedent. Any delay in acting on this petition would be detrimental to Associated Air Center.

6The FAA's analysis

The FAA considers that granting this petition is in the public interest for the reasons stated by the petitioner and because the FAA is directed to take into account the type ofoperation when establishing standards under Title 49 ofthe United States Code (49 U.S.C. 44701 (d)). As more transport-category airplanes have been configured (or reconfigured) for private use, the FAA has given considerable attention to the issue ofappropriate regulation ofsuch airplanes. Some ofthe current regulations governing design certification oftransport-category airplanes are not compatible with private use ofsuch airplanes. Because ofthis, we have received a number of petitions for exemption from certain regulations. We have granted such exemptions when we find thatto do so is in the public interest and does not adversely affect the level ofsafety provided by the regulations. We published Special Requirements for Private Use Transport Category Airplanes, SFAR 109, which significantlyreduces the need for case-by-case review of individual petitions for exemptionfor private-use airplanes within the limitation ofSFAR 109. The Boeing 787-8 airplane under consideration has a passenger seating capacity greater than the 60-passenger seating limitation in SFAR 1 09; therefore, the SFAR is not applicable to this airplane

. Our analysis ofthis petition considered each ofthe following design features proposed by the petitioner.
1. Direct View
The petitioner has identified the requirement for flight attendant seats to be located to provide a direct view ofthe passenger cabin as notpractical for compliance with the executive-type interior to be used on this Boeing 787-8 airplane. The complexity ofthe interior arrangement, coupled withthe need to retain proximity to emergency exits, is cited as the primary reason that compliance is impractical. The FAAhas considered the requirement for direct view in the context ofprivate-use airplanes and agrees that much ofthejustification for the requirement is based on air-carrier-type operations. The practicality oflocating flight attendant seats near emergency exits so that there is a direct view ofoccupants inside the rooms is questionable, at best. In this regard, we believe that some reliefmay be appropriate for airplanes intended for private use. However, we note that thejustification for the requirement for direct view is not limited to observation ofpassengers that are not familiar with the interior. Flight attendant seats should be located so that a direct view is provided for the cabin area whenever practical. Forexample, flight attendant seats should not face away from the cabin. In those areas ofthe airplane where traditional seating arrangements are used, the FAA believes that a direct view should be provided. In considering the need for direct view, the FAA agrees that the restricted nature of the operation ofa private-use airplane mitigates much ofthe need

. That is, the operatorhas control of , and can restrict the population of , passengers, unlike an air carrier. The risk ofpassengers engaging in hazardous ormalicious activity is essentially eliminated, and the need for direct view is limited

7to those cases where a passenger might need assistance. We considerthat this objective is met by requiring that a majority offlight attendant seats face the cabin.
2. Firm Handholds
We have considered the requirement for firm handholds in the context ofprivate-use airplanes, and have determined that it would be impractical for this type ofoperation and interior configuration with meeting rooms, offices, bedrooms, lavatories, and lounges rather than traditional airline-type seating. However, in those areas ofthe airplane where traditional seating arrangements are used, the FAA believes that firm handholds should be provided.
3. Interior Doors
The placement ofinterior doors is clearly quite significant to the owner/operator ofthe airplane. The flexibility to partition the airplane into individual rooms, such as private meeting rooms or bedrooms, is paramount to an acceptable interior. The FAA acknowledges the desirability of these features from the operator's point ofview. When the regulations pertaining to interior doors were adopted, they did not consider "rooms." They consideredtwo possible types ofinterior doors in a passenger compartment. The first type is an interior door between passenger compartments. The second type is an interior door between an exit and the passenger compartment. Until recently, only the first type ofdoor was prohibited by§ 25.813(e). However, part 25, as amended by Amendment 25-116, prohibits interior doors between the exit and the passenger compartment. In addition, Amendment 121-306 prohibits these doors in airplanes manufactured after November 27,2006, operated under 14 CFRpart 121. Amendments 25-116 and 121-306, titled Miscellaneous Cabin Safety Changes, were published in the Federal Register on October 27,2004. Airplanes configured for private-use, not-for-hire, and not-for-common-carriage typically use any offive different door categories in the passenger cabins: Category 1: A door in a room and the room is less than the full width ofthe airplane. An aisle is outside the room. This type ofroom may be occupied during takeoffand landing, and only the occupants ofthe room must use the door to reach an exit. Category 2: A door in a room that is the same as Category 1, except a single emergency exit orpair ofemergency exits is within the room. Category 3: A door, or doors, in a compartment and the compartment is the full width of the airplane. Passengers are seated on both sides (fore and aft) ofthe door(s), and the main aisle leads out of, or passes through, the compartment. The compartment does not have emergency exits. This type ofcompartment may be occupied during takeoffand landing.

8

### Category 4: A door in a room and the room is the full width ofthe airplane. Passengers are seated on both sides (fore and aft) ofthe door, and a pair ofemergency exits is at one end ofthe room. This type ofroom may be occupied during takeoffand landing. 

### Category 5: A door in a room that may be the full width ofthe airplane. This type of room is not occupied during takeoffand landing. This room is only occupied during flight. Passengers are not seated on both sides ofthe door during taxi, takeoff, and landing. Passengers seated in taxi, takeoff, and landing seats must not need to pass through this door to get to any emergency exits. Because not all interior doors between passenger compartments are equivalent, the FAA has determined that the following requirements will produce an adequate level ofsafety:

a. To maximize the level ofsafety, doors in Category 2, 3, or 4, installed across the main cabin aisle, must open and close in a transverse direction. That is, the direction ofmotion ofthe door must be at a right angle to the longitudinal axis ofthe airplane. A "pocket door" is one example ofsuch a design. This minimizes the chance that the inertia forces ofan accident could force the door closed. b

. Redundant means are necessary to latch doors open for takeoffand landing. Each latching device must have the capability ofretaining the door in the takeoffand landing position under the inertia forces of§ 25.561.

c. Each interior door must be frangible, in the eventthat it isjammed in the closed position in flight or during taxi,takeoff , or landing. Frangibility is intended to ensure that ifa door isjammed closed, occupants can escape in either direction and emergency equipment can be moved. Frangibility may be demonstrated in either ofthe following ways:

• A 51 hpercentile female can break through the door, creating a large enough opening that a 95th percentile (or larger) male can pass through. See Advisory Circular 25-17A, TransportAirplane Cabin Interiors Crashworthiness Handbook, paragraph 43b(2).

• A 5th percentile female can break a hinge on the door or a hinge on a smaller door within the door such that the door can swing, so as to allow a 95th percentile (or larger) male to pass through the opening with the door swung open. This evaluationmust be made with any cabin furnishing or equipment installed that could limit the swing arc ofthe door and placed in the most adverse position. In using this approach, one must consider the possibility that the door is physically jammedinthe closed position by distortion ofthe fuselage or furnishings

. This possibility must be considered even ifthe door normally translates into the open and closed positions. d. Doors that fall into Category 1must be in the open position during taxi, takeoff , and landing, only whenthe room is occupied

.

9e. Doors that fall into Categories 2, 3, or4 must be in the openposition during taxi, takeoff, and landing, regardless ofoccupancy. f. Doors that fall into Category 5 must be in the closed position during taxi, takeoff, and landing. With respect to the possibility that a door remains closed when it should not be, we have determined that a higher level ofawareness is required to address this issue. Due to the relative complexity ofthe cabin interior, we have determined that inspection by flight attendants prior to takeoffand landing is not sufficient to verify that interior doors are in a required open position. Therefore, some type ofremote indication is necessary. The petitioner's proposal to provide remote indication to the flightcrew that these doors are in the open position during taxi, takeoff, and landing is considered adequate for doors that fall into Categories 1, 2, 3, and 4. Doors in Category 5 do not need to comply with this requirement. For Category 5 doors, placards located on or near the door that indicate that the door must be closed for taxi, takeoff, and landing are acceptable.


### 4. In-flight Aisle Width
The FAA has considered the requirement for in-flight width ofthe aisle in the context ofprivateuse airplanes and installed cabin furnishings (e.g., seat, table, or divider) that are movable during in-flight operations and would reduce the width ofthe aisle. This issue is clearly quite significant to the owner/operator ofthe airplane. Policy Statement No. PS-ANM-25.815-01, Compliance with the Aisle Width Requirements of§ 25.815, dated December 17,2012, addresses this issue. However, that policy is limited to airplanes with 19 or fewer passenger seats. The airplane that is the subject ofthis exemption has more than 19 passenger seats. The petitioner has stated that the airplane is intended for private-use only, not-for-hire, and not-for-common-carriage service. We have determined that because the airplane is limited to this type ofoperation, some in-flight width-of-aisle reliefwould be acceptable, similar to what is described in the above-mentioned policy statement.


### 5. Interior Materials
With respect to the flammability ofinterior materials, the petitioner has accurately summarized the purpose ofthe requirements. The petitioner correctly notes that the requirements are related to prolonging the time available for evacuation from the airplane. This also includes the requirements ofSpecial Conditions 25-370-SC, which addresses seats with non-traditional, large, non-metallic panels on the airplane. The panels on the subject airplane seats would need to meet the maximum heat-release and smoke-emissions flammability requirements for large interior panels. When the standards for heat release and smoke emissions ofinterior materials were developed, the FAA incorporated a discriminant based on passenger capacity

. This approach was intended to address smaller airplanes where the ratio ofexits to passengers is typically quite good and the evacuation times are expected to be quite low. Under these conditions, the benefits ofimproved materials were expected to be negligible. The airplane type discussed in the petition was not 10envisioned by the rulemaking, insofar as the large size with lowpassenger count is concerned. We have considered the issue ofthe evacuation capability ofthe airplane relative to the flammability ofthe materials and find that some reliefmay be possible. However, the issue of flammability is not limited to post-crash scenarios; the in-flight fire threat must also be addressed. We note that the petitionerhas not proposed an alternative to the heat-release and smoke-emission standards, butrather an exemption from the requirement to assess the heat release and smoke emissions ofcertain materials. Because the main benefit ofimproved interior materials is to lengthen the time available for evacuation, an arrangement that effectively provides the same evacuation capability would satisfy many ofthe concerns addressed by the requirement, albeit indirectly. The FAA has reviewed the full-scale, fire-test data used in developing the heat-release and smoke-emissions requirements, and also considered accident data relevantto this issue. This review is not complete, but it does suggestthat a quantifiable improvement in evacuation capability could warrant a relaxation of the heat-release and smoke-emissions requirements. The petitioner has proposed that an evacuation analysis be performed to showthat all occupants, including crew, can be safely evacuated in less than 45 seconds. The FAA has determined that a 45-second evacuation time would provide an acceptable level ofsafety over that allowed by the regulation and would allow a relaxation ofthe heat-release and smoke-emissions requirements. Precedents have been set for this decision and apply to other private-use airplanes. This also includes the requirements ofSpecial Conditions 25-370-SC, which addresses seats with nontraditional, large, non-metallic panels on the airplane. The panels on the subject airplane seats would not need to meet the maximum heat-release and smoke-emissions flammability requirements for large interior panels as part ofthis exemption. The in-flight fire scenario also needs to be addressed. The major issue with respect to in-flight fires is timely recognition. On some airplanes, the interior includes isolated areas that do not lend themselves to timely detection ofa fire. For purposes ofthis exemption, an isolated passenger compartment is defined as a room that does not contain an egress path (e.g., main cabin aisle, cross aisle, or passageway), oris isolated by a door. To address the in-flight case, the FAA believes that installing a smoke detector in such areas would compensate for the potential for an increased in-flight fire threat. Therefore, each isolated passenger compartment must incorporate a fire-detection system that meets the requirements of§ 25.858. While this section is written for cargo-compartment fire-detection systems, the criteria contained therein are considered appropriate to this application.


### The FAA's decision
In consideration ofthe foregoing, I find that a partial grant ofexemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. §§ 40113 and 44701 delegated to me by the Administrator, I grant Associated Air Center an exemptionfrom§§ 25.785(h)(2), 25

.7850), 25.813(e), 25.815, 25

.853(d), and Special Conditions 25-370-SC. The exemption is granted to the extent necessary to allow Associated Air Center to install an executive interior on a private, not-for-hire, not-for-common-carriage, Boeing Model 787-8 airplane, serial no. 40695

. Specifically, the exemption allows relieffrom the requirements for:
11• Flight attendant direct view in the passenger compartment in areas such as meeting rooms, offices, bedrooms, lavatories, lounges, etc.; except that, in areas ofthe airplane where traditional seating arrangements are used, direct view should be provided.

• Firm handholds in the passenger compartment in areas such as meeting rooms, offices, bedrooms, lavatories, lounges, etc.; except that firm handholds are required in hallways and areas ofthe airplane where traditional airline seating is installed.

• Interior doors between passenger compartments.

• In-flight minimum aisle width.

• Maximum heat-release and smoke-emissions flammability requirements for large interior panels. This also includes the requirements ofSpecial Conditions 25-370-SC, which addresses seats with non-traditional, large, non-metallic panels onthe airplane.
The following conditions apply, and limitations numbers 1, 4, 5, 6, and 12 must be documented in the limitations section ofthe airplane flight manual:
1. The airplane must not be operated for hire or offered for common carriage. This provision does not preclude the operator from receiving remuneration to the extent consistent with 14 CFRparts 125 and 91, subpart F, as applicable.
2. A majority offlight attendant seats must be oriented to face the passenger cabin.
3. Each door between passenger compartments must be frangible.
4. Doors that fall into Category 1must be in the open position during taxi, takeoff, and landing when the room is occupied.
5. Doors that fall into Categories 2, 3, or 4 must be in the open position during taxi, takeoff, and landing, regardless ofoccupancy ofthe room.


### 6. Doors that fall into Category 5 must be in the closed position during taxi, takeoff, and landing.
7

. Appropriate procedures must be established to both signal the flightcrew in the event a door between passenger compartments is not in the proper position, and prohibit taxi, takeoff , and landing. Doors in Category 5 do not need to comply with this requirement. For Category 5 doors, placards located on or near the door that indicate the door must be closed for taxi, takeoff , and landing, is acceptable

.

128. Doors between passenger compartments must have dual means to retain them in the open position. Each means must be capable ofwithstanding the inertia loads specified in § 25.561. Doors in Category 5 do not need to comply with this requirement because they are required to be closed for taxi, takeoff, and landing.
9. When materials are installed that do not comply with the requirements ofappendix F, parts IV and V, it must be shown that the passengers and crewmembers can be evacuated in 45 seconds or less, under the conditions described in part 25, appendix J. This also includes the requirements ofSpecial Conditions 25-370-SC, which addresses seats with non-traditional, large, non-metallic panels on the airplane. The panels on the subject airplane seats are not required to meet the maximum heat-release and smoke-emissions flammability requirements for large interior panels.
10. A means to signal the flightcrew must be in place in the event ofa fire in an isolated passenger compartment, and the detection system must meet the requirements of § 25.858(a) through (d).
11. Compliance is required with§ 25.815, except that aisle width may be reduced to zero inches between any cabin furnishing (e.g., seat, table, or divider) during in-flight operations only, provided that all areas ofthe cabin remain easily accessible in the event ofan emergency (e.g., in-flight fire or decompression) with interior furnishings in the most adverse positions. Accessibility must be demonstrated to the FAA by test, analysis supported by test data, or, in circumstances agreed to by the FAA, by inspection.
12. Aisle-width requirements of§ 25.815 must be maintained during taxi, takeoff, and landing.
13. Any cabin furnishing (e.g., seat, table, or divider) that can be positioned to intrude into the aisle must be clearly placarded to be in the proper location (i.e., not intruding into the minimum required aisle width) during taxi, takeoff, and landing. The effectiveness and meaning ofthe placard must be demonstrated to be easily viewed and understood by nai"ve test subjects.

Issued in Renton, Washington, on 

### APR 14 2015



# ~~ Michael Kaszycki Acting Manager, Transport Airplane Directorate Aircraft Certification Service

13