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

Inthe matter ofthe petition of Exemption No. 13281

Gulfstream Aerospace Corporation Regulatory Docket No. FAA-2015-2330
for an exemptionfrom§ 25.813(e) of Title 14, Code ofFederal Regulations

PARTIAL GRANT OF EXEMPTION
By letter dated June 11 , 2015, Mr. Emery P. (Kip) Wiltse, ODAEnterprise Program Administrator, Gulfstream Aerospace Corporation, P.0. Box 2206, Savannah, Georgia, 31402- 2206, petitioned the Federal Aviation Administration (FAA) for an exemption from the requirements of§ 25.813(e) ofTitle 14, Code ofFederal Regulations (14 CFR). This exemption, ifgranted, would permitthe installation ofa mid-cabin interior door on Gulfstream Model GVI airplanes. The mid-cabin interior door would be in addition to the current acoustic door and forward vestibule doorpermitted by ExemptionNo. 10188 (DocketNo. FAA-2010-0446). The petitioner also requests thatthe exemption be applicable to aircraft operated under 14 CFRpart 135 and not limited to private use operation only.
The petitioner requests relieffrom the following regulation(s): Section 25.813(e) at Amendment 25-116 --No door may be installed between any passenger seatthat is occupiable for takeoffand landing and anypassenger emergency exit, such that the door crosses any egress path (including aisles, crossaisles and passageways). The petitioner supports its request with the following information:
This section quotes the relevant information from the petitioner's request, with minoredits for clarity. The completepetition is available atthe Department ofTransportation's Federal Docket Management System, on the Internet at http://regulations.gov, in DocketNo. FAA-2015-2330.Issue Statement and Petition Request Currently, the GVI model design incorporates two doors between the passenger seating areas and the main entry door, allowed per ExemptionNo. 10188 from§ 25.813(e). One door is an acoustic door provided betweenthe forward vestibule and the main entry door. Its purpose is to maintain an acceptable acoustic level inthe passenger cabin and pilot compartment and is standard equipment. The second door is a forward vestibule door and is offered on certain interior configurations. Its purpose is to provide: 1

. Isolation ofthe crewrest facilities in accordance with guidance perAdvisory Circular (AC) 121-31. 2. Separation betweenpassenger and crew areas includingthe galley, crew rest, and cockpit. A proposed change to the GVI interior design incorporates mid-cabin pocket doors with a design identical to the forward vestibule door currently certified for the GVI aircraft. This door is offered as an option on certain interior configurations. Its purpose is to provide: 1. Private cabin sections for conducting business meetings in flight. 2. Isolation ofadditional crew rest facilities in accordance with guidance per AC 121-31, providing improved quality ofthe sound levels and light levels. Gulfstream requests an exemption to§ 25.813(e) for installation ofthe mid-cabin interior door. This would allowthe GVI aircraft to improve the quality ofthe sound levels and light levels in an aft crew sleeping facility in accordance with guidance per AC 121-31 as well as providingprivate areas for business. Gulfstream proposes that specific design features, combined with the unique configuration ofthe GVI, will provide an overall level ofsafety beyond that intended when the FAApromulgated Amendment 25-116. Based on these features, Gulfstream proposes that this exemptionbe applicable to both private use aircraft (14 CFRpart 91) and those used for hire (14 CFRpart 135). The information provided herein will outline this rationale. Supportive Information At Amendment 25-1, 14 CFR 25.813(e) was revised to restrict installation ofdoors betweenpassenger compartments. This did not restrict the installation ofdoors forward or aft ofpassenger compartments. As such, it continued to be common practice for business class aircraft to install doors which isolate the passenger seating areas from crew work areas. These doors lower noise levels in the passenger cabin and create effective work environments. On October 27,2004, Amendments 25-116 and 121-306 titled, "Miscellaneous Cabin Safety Changes," were published in the Federal Register. This revised § 25.813(e) to restrict the installation ofany interior door between a passenger seat and an emergency exit, effectively restricting the use ofall interior doors. In addition, the FAA revised§ 121.310(£)(6) to prohibit these doors in airplanes manufactured afterNovember 27, 2006, and operated underpart 121. However, at that time the FAA chose not to amend part 135 orpart 91. As a result, aircraft certified prior 2to Amendment 25-116, and operating under otherthan part 121, are permitted to incorporate these types ofdoor installations. When Amendment 25-116 was issued, the FAA noted thatthis change was incorporated due to concerns overpassengers' ability to 1) recognize that an exit exists beyond an interior door forward or aft ofthe passenger compartment; and 2) reach the exit beyond the door in the event offailure ofthe interiordoor to open. On June 8, 2009, the FAAreleased Special Federal Aviation Regulation (SFAR) No. 109 allowing the installation ofinterior doors and listing restrictions as well as criterianeeded to be met in orderto present an acceptable level ofsafety for part 91 operations. Midcabinpocket doors are currently installed on some interior configurations ofthe GVI aircraft for part 91 operations based on the criteriaand restrictions listed in SFAR 1 09. Exemptions, as well as Equivalent Level ofSafety (ELOS) have been granted by the FAA to numerous businessjetmodels allowing the installation ofmid-cabin doors. Gulfstream recognizes that most ofthese exemptions and ELOS were limited to part 91 operations. However, there are examples in which such operational limitation was not required, such as the ELOS for aft lavatory door in the Cessna Citation 680 (ELOS TC2548WI-T-AG-2) which also creates two passenger compartments separated by a door withinthe passenger cabin as the lavatory/vanity is occupied during taxi, takeoff, and landing. Forthe GVI aircraft, Gulfstream believes that it is possible to provide a level ofsafety consistent withthe intent ofthe part 25 regulations while allowing for installation of certain interior doors. This will be accomplished by incorporating specific design features that provide an acceptable level ofsafety. These features will ensure the design will not diminish a passenger's ability to 1) effectively identify the exit, and 2) egress the aircraft. Factors Supporting the Petition The mid-cabinpocket door will be designed with features identical to the forward vestibule door currently certified for the GVI aircraft. The following design features of the GVI mid-cabin door will ensure that the passengers' ability to effectively identify the exit is not diminished:

• The door will be designed to automatically open (stow) based onthe airplane being configured for landing and will remain open until the airplane has returned to an airborne flight configuration. The installation ofthe interior door will therefore not adversely affect passenger recognition ofthe main entry door (MED) or over-wing emergency exits.

• The MED is the only door available to enterthe aircraft. Consequently, the MED location is inherently established for all passengers upon boarding

.

3• The over-wing emergency exits are optimally located inthe passenger compartment, in clear and obvious view, and are in an area ofhigh passenger density. These exits will also be indicated via locator signs and markers, as well as emergency escape path lighting. This heightened passenger awareness and ease ofidentification will increase the likelihood ofpassengers utilizing the over-wing exits provided in the cabinversus defaulting to the entry door.

• Emergency exit locator and marking signs and emergency lighting, in accordance with§§ 25.811 and 25.812, will be provided. An exitlocator sign will be installed onthe mid-cabin door bulkhead. This exit locator sign will be visible whenthe pocket door is closed and when the pocket door is open, eliminating any confusion as to where the emergency exit is located. The following design features ofthe GVI interior door and passengercabinwill ensure thatthe passenger's ability to effectively egress the aircraft is not diminished by ensuring thatthe door will be open and latched for taxi, takeoff, and landing withoutrequiring passenger or crew action. These features are currently present onthe forward vestibule door certified for the GVI aircraft.

• The door will be designed to automatically open (stow) and latch when the airplane has been configured for landing (gear down orflaps down) and will remain open and latched until the airplane has returned to an airborne flight configuration (landing gear and flaps both fully retracted).

• The door will have dual means ofrestraint in the open position, each ofwhich is capable ofreacting all emergency landing loads specified under§ 25.561(b). This dual hold-open feature is automatically activated when the airplane has been configured for landing (gear down orflaps down) and will remain activated until the airplane has returned to an airborne flight configuration (landing gear and flaps both fully retracted).

• With the door inthe open (stowed) position, the critical forward emergency landing loads will not cause the doorto deploy and block access to the main entry door or over-wing emergency exits.

• The operation ofthe doorto the closed (deployed) position will require manual activation. The door will be designed so that it can only be closed (deployed) whenthe gear and flaps are fully retracted (airborne configuration), or for ground maintenance activity.

• The door will be designed so that for any failure ofthe closing/latching mechanism, the door will default to the open (stowed) position.

• The door will be placarded to be open for taxi, takeoff, and landing (TT&L). Normal door operation by passenger is manual, including opening the door for

4taxi, takeoff, and landing. However, the automatic opening and latching feature will ensure a clear egress path should the door nothave been stowed manually.

• An amber calibrated airspeed (CAS) message will alertthe pilots ifany ofthe internal doors (acoustic door, forward vestibule, or mid-cabin pocket door) is not in the properly open (stowed) position for TT&L.

• In accordance with the Gulfstream approach to compliance with § 25.1309, the failure to egress through any individual emergency exit is classified as major. Gulfstream will demonstrate that the probability offailure to egress through the MED, including the probability offailure ofthe interior doors, will meet the criteriafor a failure scenario classified as major. This will be accomplished by design review ofthe mid-cabin door installation as compared to the currently certified forward vestibule door which included conducting a quantitative analysis that showed the probability ofthis scenario to be less than 1 

## o·5per flight hour. This hazard criticality is based on§ 25.783(b)(2).

• This door will be designed to be frangible from either side ofthe door. In case of an emergency, this design will allow a 5th percentile female to create an aperture large enoughto allow for a 95th percentile male to escape. Compliance to this requirement will be accomplished by design review ofthe new mid-cabinpocket door compared to the currently certified mid-cabin pocket door.

• The over-wing emergency exits have been designed so that they can all be deployed at the same time to provide multiple redundant egress paths for escape from the passenger compartment. Each ofthe four over-wing emergency exits require single file egress and have been sized to provide substantial egress area. This reduces the problems caused by passengerpanic and congestion typical in single, larger exits. Smooth, effective egress ofpassengers throughthe existing over-wing exits will also increase the likelihood ofpassengers utilizing the overwing exits as opposed to seeking alternate escape routes further away (MED). Additional GVI Design Considerations Gulfstream demonstrated the over-wing exitpairto be equivalent to the size and number ofexits required by§ 25.807(g) through an ELOS finding to § 25.807 documented in issue paper C-1. Gulfstream demonstrated that the GVI exitpairprovides equivalent egress capabilityto that ofa required Type III exitthrough an ELOS finding to § 25.813(c)(2) and addressed FAAPolicy ANM-115-08-02

. This was documented in issue papers C-7 and C-8. Interior doors are opened automatically on landing configuration, in a mannerthat crew procedures orplacards are not relied upon to ensure awareness of , as well as access to the over-wing emergency exits in accordance with§§ 25.809(b) and 25.813(c)(2)(ii).



### 5Compliance with§ 25.807(i) for ditching is shown through the use ofthe over-wing emergency exits as required by§ 25.807(g). The forward entry door is not utilized under this scenario for emergency evacuation and applicable placards are provided. The airplane flight manual defines properprocedures for exiting the aircraft in these conditions. Many ofthe passengers typically utilizing executive class aircraft are frequent passengers who are familiar with the operation ofthe interior features and locations ofemergency exits. Effect ofthe Exemption on Safety Acceptance ofthe proposed GVI design will ensure that a level ofsafetyconsistentwith the intent ofthe regulation has beenprovided. The design ofthe proposed interior doors will ensure the same level ofsafety for cabin egress as is required for any emergency exit and will provide a clear egress path. This combined with other characteristics ofthe GVI such as redundancy ofemergency exits, large area over-wing exits, and optimal location ofemergency exits, will provide a level ofsafety exceedingthat currently prescribed under Amendment 25-116 to part 25. Althoughthe current operational requirements under parts 91 and 135 for this type of aircraft have not been amended to correspond to the part 25 restriction, Gulfstream acknowledges that the part 25 change is an important enhancementto the level ofsafety offered by newly manufactured aircraft. The design criteriaproposed by Gulfstream for the GVI raises the current level ofsafety to that envisioned by Amendment 25-116 to part 25. Issue ofPublic Interest Gulfstream Aerospace Corporation designs, develops, manufactures, markets, and services the world's most technologically advanced businessjetaircraft to an international market. Gulfstream's leadership inthe global businessjetmarket is due to the efforts ofits nearly 11 ,000 employees in the manufacturing plants, completion centers, and service centers across North America. The corporation utilizes numerous products, such as avionics and environmental control systems, from scores ofsuppliers located throughout the United States. Gulfstream competes for new business all over the world. This exemption will directly impactthe options to be offered to prospective customers who prefer a cabin configuration that provides private areas for business as well as additional crewrest areas for long-haul part 135 operations, thereby having a direct effect on GVI sales. The ability to provide additional cabin separations is being requested by prospective aircraft operators who compare the GVI with products of European and other foreign aircraft manufacturers

. The inability to provide such features will ultimately cause a reduction in prospective sales. The manufacture, completion, and support ofGulfstream aircraft would aid in the stabilization ofthejobmarket as well as the growth ofthe American economy, which is in the interest ofthe public.

6Since customers desire to have these interior doors,they may opt for aircraft designed to an earlier certification basis, in lieu ofthe GVI. This will restrict advancements in safety introduced by Gulfstream with the GVI, not only in the areas ofcabin safety,but throughout the airplane. This is counterproductive to both Gulfstream and the FAA's goal ofcontinuous improvement in overall aircraft safety. The advancement ofaircraft safety is inthe interest ofthe public. Operation Outside ofthe United States
Per 14 CFR 11.81(h), Gulfstream requests that consideration be given to extending this exemption for operation outside ofthe United States

. Gulfstream aircraft are routinely registered and operated outside ofthe United States. Granting this extension ofprivileges will allow for operations based within foreign countries, includingEU member countries, having bilateral agreements with the United States accepting part 25 as their airworthiness standards for transport category aircraft. Gulfstream believes that limiting this exemption to use within the U.S. would putunfairrestrictions on the marketability of this aircraft. Federal Register publication
The FAAhas determined that good cause exists for waiving the requirement for FederalRegister publication for public commentbecause the granting ofthis partial exemption is identical in all material respects to previously granted exemptions, does not set a precedent, and any delay in acting onthis petition would be detrimental to Gulfstream Aerospace Corporation.
The FAA's analysis Gulfstream Aerospace Corporation has requested an exemption from 14 CFR25.813(e) at Amendment 25-116. Paragraph (e) states:
No door may be installed between any passenger seatthat is occupiable for takeoffand landing and any passenger emergency exit, such that the door crosses any egress path (including aisles, crossaisles and passageways).
Cabin interior doors have been the subject ofnumerous exemptionrequests. As noted by the petitioner, with the exception ofthe forward vestibule and acoustic doors installed on the Gulfstream Model GVI permitted by ExemptionNo. 10188 (DocketNo. FAA-2010-0446), all exemptions from§ 25.813(e) at amendment 25-116 orlaterhave been limited to "private use, not for hire, not for common carriage." The FAA policy and the intent of§ 25.813(e) at Amendment 25-116, as sta ted in the preamble to the final rule, is: Interior Doors Following accident experience in the 1960's, the FAA amended part 25 in Amendment 25-15 to prohibit the installation ofdoors "between passenger compartments." At the time ofthe amendment, it was common practice to divide the first class and tourist class cabins with a solid door. Itwas determined in the course of 7accident investigations that this door could be detrimental in evacuation ofpassengers, who tended not to recognize that there was an exitbeyond the door, even ifit were the closest available. The resulting regulatory change was geared specifically at preventing this occurrence. However, the regulation was worded such that doors may be installed betweenpassengers and exits provided there are notpassengers onboth sides ofthe door. For example, a doorcould be installed across the mainpassenger aisle at the end ofa cabin. The regulations only required thatthe doorbe open for takeoffand landing. Itis now considered undesirable to permitthe installation ofa door between any passenger and an exit. Should such a door (eitherthrough omission ormechanical failure) become jammed in the event ofan emergency evacuation, persons could be prevented or delayed in evacuating which couldresult in fatalities or injuries that would not otherwise have occurred. The hazards associated with ajammed door are still present whether or not passengers are onboth sides ofthe door, and the recognition factor has notbeen mitigated. Either could result in the same consequences
- failure ofsome passengers to evacuate the airplane. This amendmentprohibits the installation ofany door between any passenger and any passenger emergency exit. This would include prohibiting doors that close offgalley areas that serve as passageways or crossaisles, doors across emergency exits (frequently used on "VIP" airplanes), and doors into compartments that are occupiable for takeoffand landing. This would also include prohibiting a door across one ofthe aisles on a multi-aisle airplane, since this closes offthe most direct route to an exit for some ofthe passengers. Amendment 25-116 increased the level ofsafety overthatofthe previous version ofthe rule. Gulfstream refers to the equivalent level ofsafety (ELOS) finding made for§ 25.813(e) for the Cessna Citation 680. However, the amendment level of§ 25.813(e) for that airplane was Amendment 25-88. Since raising the level ofsafety with Amendment 25-116, we have not made any ELOS findings for interior doors between passenger compartments on airplanes with a certification basis at that amendment level or later because the presence ofdoors, even with riskmitigating features, is not equivalently safe to a rule that prohibits the presence ofdoors. We explained this in the preamble to the final rule ofAmendment 25-116 which also considered the adverse effects such doors could have on safety during an emergency evacuation.
We do not agree with Gulfstream's assessmentthat theirproposed door configuration maintains orraises the level ofsafety compared to that of§ 25.813(e) atAmendment 25-116. Gulfstream proposes several mitigating factors to lessen the risk ofa door becomingjammed, either through omission or mechanical failure. However, the presence ofthe door is notas safe as the absence ofthe door.
Title 49 ofthe United States Code (49 U.S.C. 44701(d)) directs the FAAto consider differences between air transportation and other air commerce. This provision establishes the principle that ourregulations should set a higher level ofsafety for air carriers whenever appropriate. We followed this principle when we made allowances for interior doors in private use operations, along with several limitations, to ensure the interior doors do not adversely affect safety for private use operations. Thepublic demands greater certainty in safe outcomes for fare-paying

8passengers, so we have not made similar allowances for interior doors in operations otherthan private use.
The placement ofinterior doors is clearly quite significantto owners and operators ofprivate use airplanes. The flexibility to partition the airplane into individual compartments, such as private meeting rooms or bedrooms, is paramountto an acceptable interior. The FAA acknowledges the desirability ofthesefeatures from the private-use operator'spoint ofview.
When the FAA adopted the regulations pertaining to interior doors, we did not consider "rooms." The FAAconsidered two possible types ofinterior doors in a passenger compartment. The first type is an interior doorbetween 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 afterNovember 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. This exemption is applicable to any of the following categories ofdoor: Category 1: A door in a compartment and the compartment is less thanthe full width of the airplane. An aisle is outside the compartment. This type ofcompartment may be occupied during takeoffand landing, and only the occupants ofthe compartmentmust use the door to reach an exit. Category 2: A door in a compartmentthat is the same as Category 1, except a single emergency exit or pair ofemergency exits is within the compartment. 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, orpasses through, the compartment. The compartment does not have emergency exits. This type ofcompartment may be occupied during takeoffand landing. Category 4: A door in a compartment and the compartment is the full width ofthe airplane. Passengers are seated onboth sides (fore and aft) ofthe door, and a pair of emergency exits is at one end ofthe compartment. This type ofcompartment may be occupied during takeoffand landing. Category 5: A door in a compartment that may be the full width ofthe airplane. This type ofcompartment is not occupied during takeoffand landing. This compartment is only occupied during flight. Passengers are not seated on both sides ofthe door during

9taxi, takeoff, and landing. Passengers seated in taxi, takeoff, and landing seats mustnot need to pass through this door to get to any emergency exits.
Because not all interior doors betweenpassenger compartments are equivalent, the FAAhas determined thatthe following requirements will produce an adequate level ofsafety for private use operations:
1. To maximize the level ofsafety, doors in Category 2, 3, or4, installed across the main cabin aisle, must open and close in a transverse direction. That is, the direction ofmotion ofthe doormust 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 inertiaforces ofan accident could force the door closed.
2

. 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.
3. 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 5th percentile female can break through the door, creating a large enough opening that a 95thpercentile (or larger) male can pass through. See Advisory Circular 25-17A, TransportAirplane Cabin Interiors Crashworthiness Handbook, paragraph 43b(2)

.

• A 5thpercentile 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 evaluation must be made with any cabin furnishing or equipment installed that could limitthe swing arc ofthe door and placed in the most adverse position. In using this approach, one must considerthe possibilitythat the door is physically jammedin the closedposition by distortion ofthe fuselage or furnishings

. This possibility must be considered even ifthe door normally translates into the open and closed positions.
4. Doors that fall into Category 1must be in the open position during taxi,takeoff, and landing, only when the compartment is occupied.
5. Doors that fall into Categories 2, 3, or 4 must be in the openposition during taxi, takeoff, and landing, regardless ofoccupancy.

106. Doors that fall into Category 5 mustbe 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. We have determined that inspection priorto takeoffand landing is not sufficientto verify that interior doors are in arequired open position. Therefore, some type ofremote indication is necessary. The petitioner'sproposal to provide remote indicationto 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.
The FAA considers that granting this petition, for private-use operations only, 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 49 U.S.C. 44701(d).

The FAA's decision In consideration ofthe foregoing, Ifind that apartial grant ofexemption is in the public interest. Therefore, pursuantto the authority contained in 49 U.S.C. §§ 40113 and 44701, delegated to me by the Administrator,I grant Gulfstream Aerospace Corporation an exemption from§ 25.813(e) to the extentnecessary to allowthe installation ofmid-cabin interiordoors on Gulfstream Model GVI airplanes operated for private use. This exemption is subjectto the following conditions:
The following conditions apply, and operating limitation number 1must 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 notpreclude the operator from receiving remuneration to the extent consistentwith 14 CFRparts 125 and 91 , subpart F, as applicable

. 2. The doors must be designed to automatically open (stow) whenthe landing gear is down orthe flaps are not fully retracted and must remain open until the landing gear and flaps are both fully retracted.
3

. An exit sign meeting the requirements of§ 25.812(b)(1)(i) mustbe provided near the door inside all compartments that do not enclose an exit and are occupiable during taxi, takeoff, and landing (TT&L )

. 4. The doors must be designed so that they can only be closed (deployed) when the gear and flaps are fully retracted (airborne configuration), orfor ground maintenance activity.

115. The doors mustbe designed so that for any failure ofthe closing/latching mechanism, the doors will default to the open (stowed) position.
6. Gulfstream must substantiate that the probability offailure to egress through the main entry door, including the probability offailure ofbothinterior doors, to be less than 

### 10-5 per flight hour. This hazard criticality is based on§ 25.783(b)(2).
7. The doors must have a hold-open feature that will be shown to react all emergency landing loads specified under§ 25.561(b).
8. The doors must be placarded to be open and latched for TT&L.
9. An amber CAS message, that will alert the pilots ifan interior door is not in the properly open (stowed) position for TT&L, must be installed.
10. Withthe doors in the open (stowed) position, the critical forward emergency landing loads must not cause either door to deploy and block access to the main entry door.
11. The doors must have an emergencypassage feature (EPF) to allowpassage ofthe occupants or rescue personnel ifthe door(s) becomejammed. This EPF may be through frangibility or a removable emergencypanel or equivalent. The EPF mustbe easily broken or removed by the occupant when the door(s) isjammed and a placard must be installed oneach side ofthe door(s) providing instruction on the operation ofthe EPF. A demonstration is required to showthat a 5thpercentile female can breakthrough or remove the EPF from both sides ofthe door(s). The 5thpercentile female test subject should be subjected to a typical preflight briefing and then may only use the information on the placard for determining how to operate the EPF. The demonstration must be conducted with representative cabin furnishings and equipmentthat could limitthe door opening. Additionally, the applicant must showthat a 95th percentile male subject can exitthrough the EPF opening.

Issued in Renton, Washington, on 

## OCT 2 12015

Jeffrey E. Duven Manager, Transport Airplane Directorate Aircraft Certification Service

12