Patent Publication Number: US-10766597-B2

Title: Aircraft privacy door and door frame assembly

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present application claims priority from U.S. Provisional Application No. 62/628,254, filed Feb. 8, 2018, the contents of which are incorporated by reference herein in their entirety. 
    
    
     FIELD 
     The present disclosure generally relates to an aircraft privacy door and related door frame assembly. 
     BACKGROUND 
     During both ground operations and flight operations of an aircraft, it may be necessary to open the flight deck door that separates the flight deck, or cockpit, from the cabin of the aircraft. For instance, when a flight crew is replaced during ground operations, one flight crew will leave the flight deck and another flight crew will enter the flight deck. In the case of a passenger aircraft, this often occurs while passengers are deplaning and boarding, which frequently takes place near the front of the aircraft, adjacent to the flight deck. In such situations, it would be desirable to provide separation between the flight deck and the cabin of the aircraft. In some cases, a simple curtain is drawn to separate the flight deck from the cabin area, while the flight crew moves in and out of the aircraft. 
     Similarly, during flight operations, a member of the flight crew may need to leave the flight deck temporarily, requiring the flight deck door to be opened. Again, in these situations, it would be desirable to separate the cabin area from the flight deck when the flight deck door must be opened during flight operations to provide the privacy, security, or both, that may be needed. 
     What is needed is an improved way to provide separation between different areas of an aircraft during both flight and ground operations. 
     SUMMARY 
     In one example, a method for establishing a privacy door relative to a flight deck door of an aircraft is described, where the flight deck door, when in a closed position, separates a flight deck area of the aircraft from a cabin area of the aircraft. The method includes positioning a door frame in the cabin area, aft of the flight deck door, where the door frame comprises a first post and a second post, and where the second post comprises a latch recess. The method also includes coupling the door frame to the aircraft. The method also includes coupling the privacy door to the first post via a set of hinges such that the privacy door, when in a closed position, separates the cabin area into an intermediate cabin area between the privacy door and the flight deck door and a main cabin area aft of the privacy door, where the privacy door is rotatable via the set of hinges into the intermediate cabin area to an open position, where the privacy door comprises a decompression latch arranged to engage the latch recess when the privacy door is in the closed position, and where the decompression latch is configured to disengage from the latch recess in response to a decompression of the aircraft detected forward of the privacy door. 
     In another example, a privacy door system is described including a flight deck door, where the flight deck door, when in the closed position, separates the flight deck area of the aircraft from the cabin area of the aircraft. The privacy door system also includes a privacy door disposed within the cabin area of the aircraft and aft of the flight deck door such that the privacy door, when in the closed position, separates the cabin area into the intermediate cabin area between the privacy door and the flight deck door and the main cabin area aft of the privacy door, where the privacy door further comprises the decompression latch. The privacy door system also includes a door frame comprising the first post and the second post, where the privacy door is rotatably coupled to the first post via the set of hinges such that the privacy door is rotatable into the intermediate cabin area to the open position. The privacy door system also includes a latch recess positioned within the second post, where the latch recess is arranged to engage the decompression latch of the privacy door when the privacy door is in the closed position, and where the decompression latch is configured to disengage from the latch recess in response to the decompression of the aircraft detected forward of the privacy door. 
     In another example, a privacy door assembly for installation in an aircraft relative to a flight deck door of the aircraft is described. The privacy door assembly includes a door frame having a first post and a second post, where the second post comprises a latch recess. The privacy door assembly also includes a privacy door rotatably coupleable to the first post via a set of hinges, where the privacy door comprises a decompression latch arranged to engage the latch recess when the privacy door is in a closed position within the door frame, and where the decompression latch is configured to disengage from the latch recess in response to a decompression detected on a forward side of the privacy door. 
     In another example, an aircraft is described including a flight deck door, where the flight deck door, when in a closed position, separates a flight deck area of the aircraft from a cabin area of the aircraft. The aircraft also includes a privacy door disposed within the cabin area of the aircraft and aft of the flight deck door such that the privacy door, when in a closed position, separates the cabin area into an intermediate cabin area between the privacy door and the flight deck door and a main cabin area aft of the privacy door, where the privacy door further comprises a decompression latch. The aircraft also includes a door frame comprising a first post and a second post, where the privacy door is rotatably coupled to the first post via a set of hinges such that the privacy door is rotatable into the intermediate cabin area to an open position. The aircraft also includes a latch recess positioned within the second post, where the latch recess is arranged to engage the decompression latch of the privacy door when the privacy door is in the closed position, and where the decompression latch is configured to disengage from the latch recess in response to a decompression of the aircraft detected forward of the privacy door. 
     In another example, a method for operation of a privacy door on an aircraft is described, wherein the aircraft comprises a flight deck door that, when in a closed position, separates a flight deck area of the aircraft from a cabin area of the aircraft. The method includes, before opening the flight deck door from the closed position, closing the privacy door such that the privacy door is closed when the flight deck door is open, where the privacy door is disposed within the cabin area of the aircraft and aft of the flight deck door such that the privacy door, when in a closed position, separates the cabin area into an intermediate cabin area between the privacy door and the flight deck door and a main cabin area aft of the privacy door, where the privacy door is rotatably coupled to a first post of a door frame via a set of hinges, and where closing the privacy door comprises engaging a decompression latch of the privacy door with a latch recess positioned within a second post of the door frame. The method also includes opening the flight deck door. The method also includes, before opening the privacy door, closing the flight deck door such that the flight deck door is closed when the privacy door is open. The method also includes manually opening the privacy door from the closed position to an open position, where manually opening the privacy door comprises disengaging the decompression latch from the latch recess. 
     The features, functions, and advantages that have been discussed can be achieved independently in various examples or may be combined in yet other examples, further details of which can be seen with reference to the following description and drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
       The novel features believed characteristic of the illustrative examples are set forth in the appended claims. The illustrative examples, however, as well as a preferred mode of use, further objectives and descriptions thereof, will best be understood by reference to the following detailed description of an illustrative example of the present disclosure when read in conjunction with the accompanying Figures. 
         FIG. 1  illustrates a perspective view of a privacy door relative to a flight deck door of an aircraft, according to an example implementation. 
         FIG. 2  illustrates a plan view of a privacy door relative to a flight deck door of an aircraft, according to an example implementation. 
         FIG. 3  illustrates an exploded view of a privacy door assembly, according to an example implementation. 
         FIG. 4  illustrates an aft-facing view of a privacy door in a closed position, as indicated in  FIG. 2 , according to an example implementation. 
         FIG. 5  illustrates a cross-sectional view of a panel in both closed and open positions, as indicated in  FIG. 4 , according to an example implementation. 
         FIG. 6  illustrates an outboard-facing view of a privacy door in an open position, as indicated in  FIG. 2 , according to an example implementation. 
         FIG. 7  illustrates another outboard-facing view of the privacy door shown in  FIG. 6 , according to an example implementation. 
         FIG. 8  illustrates an aft-facing view of a privacy door in a closed position, according to an example implementation. 
         FIG. 9  illustrates another aft-facing view of a privacy door in a closed position, according to an example implementation. 
         FIG. 10A  illustrates internal components of the decompression latch and the second post, according to an example implementation. 
         FIG. 10B  illustrates internal components of the decompression latch and the second post, according to an example implementation 
         FIG. 11  illustrates a slip pin of a door frame coupled to a ceiling bracket of an aircraft, according to an example implementation. 
         FIG. 12  shows a flowchart of an example method for operation of a privacy door on an aircraft, according to an example implementation. 
         FIG. 13  shows a flowchart of an example method for establishing a privacy door relative to a flight deck door of an aircraft, according to an example implementation. 
     
    
    
     DETAILED DESCRIPTION 
     Disclosed examples will now be described more fully with reference to the accompanying Figures, in which some, but not all of the disclosed examples are shown. Indeed, several different examples may be described and should not be construed as limited to the examples set forth herein. Rather, these examples are described so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those skilled in the art. 
     Examples discussed herein include systems and methods for establishing and operating a privacy door in an aircraft, relative to a flight deck door of the aircraft. The privacy door may be situated aft of the flight deck door, and may be closed whenever the flight deck door needs to be opened. 
     By the term “about” or “substantial” and “substantially” or “approximately,” with reference to amounts or measurement values, it is meant that the recited characteristic, parameter, or value need not be achieved exactly. Rather, deviations or variations, including, for example, tolerances, measurement error, measurement accuracy limitations, and other factors known to those skilled in the art, may occur in amounts that do not preclude the effect that the characteristic was intended to provide. 
     Referring now to  FIGS. 1 and 2 , a portion of an aircraft  400  is shown, immediately aft of the flight deck area  200 , or cockpit. The aircraft  400  may be, for example, a passenger aircraft, and may include a flight deck door  104 . As shown in  FIGS. 1 and 2 , the flight deck door  104 , when in a closed position  106 , separates the flight deck area  200  of the aircraft  400  from the cabin area  300  of the aircraft  400 . Similarly, the forward bulkhead  201 , shown in  FIGS. 1 and 2  and discussed further below, separates the flight deck area  200  from the cabin area  300  of the aircraft  400 . 
     As noted above, it may be desirable in some situations to maintain privacy and/or security of the flight deck area  200  and/or flight crew on the aircraft  400 , including during instances where the flight deck door  104  may need to be moved to an open position  105 . Accordingly, the aircraft  400  includes a privacy door  101  disposed within the cabin area  300  of the aircraft  400  and aft of the flight deck door  104 . The privacy door  101 , when in a closed position  103 , separates the cabin area  300  into an intermediate cabin area  301  between the privacy door  101  and the flight deck door  104 , and a main cabin area  302  aft of the privacy door  101 . In this configuration, the privacy door  101  may be closed when the flight deck door  104  needs to be opened. The flight deck door  104  and the privacy door  101  may together be considered part of a privacy door system  100 , as indicated in the perspective view of  FIG. 1 . 
       FIG. 2  shows a plan view indicating both the closed positions and the open positions, in dashed lines, of the flight deck door  104  and the privacy door  101 .  FIG. 2  shows the intermediate cabin area  301 , which may include, for example, a lavatory  303 .  FIG. 2  also indicates two cross-sectional views of the privacy door  101 . The first cross-sectional view, labeled  4 - 4 , is facing aft when the privacy door  101  is in the closed position  103 , and is detailed in  FIG. 4 . The second cross-sectional view of the privacy door is labeled  6 - 6 , and faces in the outboard direction toward the right side of the aircraft  400 , when the privacy door  101  is in the open position  102 , and is detailed in  FIG. 6 . 
     The privacy door system  100  of the aircraft  400  further includes a door frame  107  which, in conjunction with the privacy door  101 , may be considered a privacy door assembly  150 , as shown in the exploded view of  FIG. 3 . As shown in  FIG. 3 , the door frame  107  may include a first post  108  and a second post  109 . The privacy door  101  may be rotatably coupled to the first post  108  via a set of hinges  124 , such that the privacy door  101  is rotatable into the intermediate cabin area  301  to an open position  102 , as can be seen in  FIG. 2 . 
     As shown in  FIG. 3 , a latch recess  111  may be positioned within the second post  109  of the door frame  107 . The latch recess  111  is arranged to engage a decompression latch  112  of the privacy door  101  when the privacy door  101  is in the closed position  103 . Further, the decompression latch  112  may be configured to disengage from the latch recess  111  in response to a decompression of the aircraft  400  detected forward of the privacy door  101 . 
     In some implementations, the privacy door  101  may generally remain open during operation of the aircraft, as the cabin crew (e.g., flight attendants) move between the intermediate cabin area  301  and main cabin area  302 , and while the flight deck door  104  generally remains closed. Accordingly, in some embodiments the set of hinges  124  may include a hinge spring  125  positioned to bias the privacy door  101  from the closed position  103  to the open position  102  when the decompression latch  112  and the latch recess  111  are disengaged. As shown in  FIG. 3 , the set of hinges  124  may include a hinge spring  125  in each of the multiple individual hinges, or there may alternatively be a single hinge spring  125 . Further, the privacy door  101  or the door frame  107  may include other springs or similar components to bias the privacy door  101  to the open position  102  when the decompression latch  112  and the latch recess  111  are disengaged. 
     As noted above, the decompression latch  112  may disengage from the latch recess  111  in response to a decompression of the aircraft  400  detected forward of the privacy door  101 . For example, a decompression of the aircraft  400  may be detected in the flight deck area  200 , which may cause higher pressure air from the main cabin area  302  to be drawn forward, toward the flight deck area  200 . Because the volume of air in the main cabin area  302  may be much larger than the volume of air in the flight deck area  200 , the rate of airflow in the forward direction may be quite high. In this situation, the decompression latch  112  may disengage from the latch recess  111 , as further discussed below, allowing the privacy door  101  to open. The flight deck door  104  may be configured similarly. This may allow both doors to fully open during a decompression in the flight deck area  200 , which may help to reduce the forces acting on the forward bulkhead  201  as a result of the decompression. 
     Alternatively, a decompression of the aircraft  400  may be detected aft of the privacy door  101 . In this situation, it may not be necessary for the privacy door  101  or the flight deck door  104  to fully open, because a relatively smaller volume of higher pressure air from the flight deck area  200  would be moving into the relatively larger volume of the main cabin area  302 . Accordingly, as shown in  FIG. 3 , the privacy door  101  may include a vent  140 , as shown in  FIG. 3 . The vent  140  may include a plurality of openings  141  forming a fluid connection between the intermediate cabin area  301  and the main cabin area  302  when the privacy door  101  is in the closed position  103 . Further, the plurality of openings  141  may include an open area that is sufficient to convey an airflow rate from the intermediate cabin area  301  to the main cabin area  302  in response to a decompression of the aircraft  400  detected aft of the privacy door. For example, the open area may be large enough to convey the higher pressure air to the area of lower pressure without imposing excessive structural loads on the privacy door  101 , the door frame  107 , and the adjacent structure of the aircraft  400 . In this way, the privacy door  101  may not need to open in response to a decompression in the main cabin area  302 . 
     Other arrangements are also possible. For example, the privacy door  101  may include an aperture  142  that is covered by a panel  143 , as shown in  FIGS. 4 and 5 .  FIG. 4  shows an aft-facing view of the privacy door  101  in the closed position  103 , and thus shows the forward side  133  of the privacy door  101 .  FIG. 5  shows the cross-sectional view of the aperture  142  and panel  143  indicated in  FIG. 4 . The aperture  142  may have an open area sufficient to convey an airflow rate from the intermediate cabin area  301  to the main cabin area  302  in response to a decompression of the main cabin area  302  when the privacy door is in the closed position  103 , as discussed above. The panel  143  may be rotatably coupled to the privacy door  101  and may further include a panel decompression latch  146  configured to engage the privacy door  101  and maintain the panel  143  in the closed position  145  such that the panel  143  covers the aperture  142 . In response to a decompression of the aircraft  400  detected aft of the privacy door  101 , the panel decompression latch  146  is further configured to disengage from the privacy door  101 , and the panel  143  may be rotatable into the main cabin area  302  from the closed position  145  to an open position  144 . 
     For instance,  FIGS. 4 and 5  illustrate a panel  143  that is rotatably coupled to the privacy door  101  along the panel&#39;s bottom edge, and includes a panel decompression latch  146  along its top edge. Accordingly, when the panel decompression latch  146  disengages from the privacy door  101 , the panel  143  rotates aft and downward, into the main cabin area  302 , as seen in  FIG. 5 . In some embodiments, the panel  143  may include a plurality of openings  141  to facilitate normal air flow between the intermediate cabin area  301  and the main cabin area  302  when the privacy door is closed. However, the plurality of openings  141  may not have an open area sufficient to convey the airflow rate resulting from a decompression event, and thus the panel  143  will rotate to the open position  144 . In other implementations, the panel  143  may be solid, without any openings. Other arrangements are also possible. 
       FIG. 4  also illustrates a slam latch  130  that may be included in the privacy door  101 , including a lever  132  that includes a second position  136 , as well as a first position  135  shown in a dashed line. The slam latch  130  and lever  132  will now be discussed in more detail with respect to  FIG. 6 . 
     As noted above, the view shown in of  FIG. 6  faces in the outboard direction toward the right side of the aircraft  400 , when the privacy door  101  is in the open position  102 . For clarity, some elements such as the set of hinges  124  and the second post  109  are not shown in  FIG. 6 . As previously mentioned, the privacy door  101  may generally remain in the open position  102  during operation of the aircraft  400 . Accordingly, the privacy door  101  may include a slam latch  130  positioned to engage a slot  131  in the first post  108  of the door frame  107  when the privacy door  101  is in the open position  102 , and when the slam latch  130  is in a first position  135 . The slam latch  130  may be located internally within the privacy door  101 , and thus it is shown in a dashed line in  FIG. 6 . 
     The privacy door  101  may further include a slam latch spring  137  positioned to bias the slam latch  130  toward the first post  108 . Similar to the slam latch  130 , the slam latch spring  137  may be contained within the privacy door  101 . Other arrangements are also possible. 
     Further, the slam latch  130  may be coupled to a lever  132  positioned on the forward side  133  of the privacy door  101 . Because the view shown in  FIG. 6  shows the privacy door  101  in the open position  102 , it illustrates the aft side  134  of the privacy door  101 . The lever  132  is therefore shown as a dashed line in  FIG. 6 , as it is on the opposite side of the privacy door  101 . 
     The lever  132  may be operable to move the slam latch  130  away from the first post  108  to a second position  136  so as to disengage the slam latch  130  from the slot  131 . This is shown in  FIG. 7 , which shows the same view of the privacy door  101  as that shown in  FIG. 6 . As can be seen in  FIG. 7 , the slam latch spring  137  is compressed as the lever  132  is moved from the first position  135  to the second position  136 . Once the slam latch  130  is disengaged from the slot  131 , the privacy door  101  may be rotated from the open position  102  to the closed position  103 , for example. 
     After disengaging the slam latch  130  from the slot  131 , the lever  132  may be released, and the slam latch spring  137  may bias the slam latch back toward the first post  108 . This may cause the slam latch  130  to abut the first post  108  while the privacy door is rotating from the open position  102  to the closed position  103 . Therefore, in some embodiments, the first post  108  may include a cylindrical striker  138 , and the cylindrical striker  138  may include the slot  131 , as shown in  FIGS. 6 and 7 . The cylindrical striker  138  may generally protect the first post  108  from strikes from the slam latch  130  during opening and closing of the privacy door  101 . Further, in an embodiment where the first post  108  is square or rectangular in cross section, the cylindrical striker  138  may allow the privacy door  101  to rotate more smoothly, without the tip of the slam latch  130  binding on the corners of the first post  108 . 
     Turning now to  FIGS. 8 and 9 , and aft-facing view of the privacy door  101  in the closed position  103  is shown. Accordingly, the forward side  133  is the privacy door  101  is depicted, and the lever  132  can be seen. Further, the lever  132  is in the second position  136 , as the slam latch  130  is disengaged from the slot  131 . The slam latch spring  137  is compressed, and biases the slam latch  130  toward the first post  108 , where the slam latch  130  abuts the cylindrical striker  138 . 
     In some embodiments, the second post  109  includes a gate  113  movable between an open position  114 , and a closed position  115 . The closed position  115  of the gate  113  is shown in  FIG. 8 , and the open position  114  can be seen in  FIG. 9 . The gate  113  may be configured to retain the decompression latch  112  within the latch recess  111 . Further, the gate  113  may be coupled to a knob  127  positioned on a forward side  110  of the second post  109 , and the knob  127  may be operable to move the gate  113  to the open position  114  such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . As shown in  FIG. 9 , the gate  113  and the knob  127  have moved upward, so that the decompression latch is free to move out of the latch recess  111 . 
     In this arrangement, with the knob  127  positioned on the forward side  110  of the second post  109 , it may be possible to open the privacy door  101  from the intermediate cabin area  301 . Conversely, the aft side of the second post  109  might not include any components for operating the knob  127 , or the gate  113 . Thus, the privacy door  101  might not be openable via a handle or knob from the main cabin area  302  when the gate  113  is in the closed position  115 , which may enhance the privacy and/or security of the privacy door  101 . 
     Nonetheless, it may be desirable to provide for the ability to open the privacy door  101  from the main cabin area  302 , should the need arise. The ability to do so may be discreet, although it may be known to the cabin crew, flight crew, or others. For example, the gate  113  may be coupled to a main cabin cable  118  extending from the second post  109  to the main cabin area  302  of the aircraft  400 . The main cabin cable  118  may be operable from the main cabin area  302  to move the gate  113  from the closed position  115  to the open position  114  such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . For instance, the operable portion of the main cabin cable  118  may extend into the main cabin area  302  and be located somewhere that is not readily visible, such as behind a panel, or in a closet, among other possibilities. 
     Once the gate  113  is moved to the open position  114 , the privacy door  101  can be pushed open from the main cabin area  302 . In some embodiments, the hinge spring  125  may bias the privacy door  101  to the open position  102  once the gate  113  is moved to the open position  114 , and decompression latch  112  is no longer engaged in the latch recess  111 . 
     In some embodiments, it may be desirable to allow for the privacy door  101  to be opened from the flight deck area  200 . In one example, the privacy door  101  may be closed during flight of the aircraft  400 . For instance, the cabin crew may disengage the slam latch  130  and close the privacy door  101  behind them as they enter the main cabin area  302  and proceed with in-flight operations. This may allow the flight deck door  104  to be opened so that the pilot can enter the intermediate cabin area  301  and use the lavatory  303 , for example. Once the pilot returns to the flight deck area  200  and closes the flight deck door  104 , there may be no crew members in the intermediate cabin area  301  to reopen the privacy door  101  via the knob  127 . Therefore, the gate  113  may be coupled to a flight deck cable  117  extending from the second post  109  to the flight deck area  200  of the aircraft  400 . The flight deck cable  117  may be operable from the flight deck area  200  to move the gate  113  from the closed position  115  to the open position  114  such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . 
     The privacy door system  100  discussed here may include one or both of the main cabin cable  118  and the flight deck cable  117 . Similar to the operation of the main cabin cable  118  discussed above, moving the gate  113  to the open position  114  via the flight deck cable  117  may allow the privacy door  101  to be pushed open from the main cabin area  302 . Additionally or alternatively, the hinge spring  125  may bias the privacy door  101  to the open position  102  once the gate  113  is moved to the open position  114 , and decompression latch  112  is no longer engaged in the latch recess  111 . 
     In some embodiments, the privacy door  101  may be rotated to the closed position  103 , but the gate  113  may be left in the open position  114 . This may allow the privacy door  101  to be closed in situations where the flight deck door  104  will not be opened. In such embodiments, the set of hinges  124  might not include a hinge spring  125  to bias the privacy door  101  to the open position  102 . Alternatively, the latch recess  111  may include a minor detent to lightly engage the decompression latch  112  such that the hinge spring  125  cannot rotate the privacy door  101 , but such that a crew member can push the privacy door  101  to disengage the decompression latch  112  from the detent. 
     In these implementations, the flight deck cable  117  may be operable from the flight deck area  200  to move the gate  113  to the closed position  115  so as to retain the decompression latch  112  within the latch recess  111  and lock the privacy door  101  in the closed position  103 , to secure the intermediate cabin area  301  from the main cabin area  302 . This may then allow the pilot to open the flight deck door  104 . 
     In an example embodiment shown in  FIG. 10A , some internal components of the decompression latch  112  and the second post  109  can be seen. For instance, the gate  113  may be movable by the flight deck cable  117  between the open position  114  and the closed position  115 . With the gate  113  in the open position  114 , the privacy door  101  may be closed such that the decompression latch  112  engages with the minor detent in the latch recess  111 , in which position the privacy door  101  is closed but not locked by the gate  113 . While the privacy door  101  is closed, the flight deck cable  117  is operable from the flight deck area  200  to move the gate  113  from the open position  114  to the closed position  115  so as to retain the decompression latch  112  in the latch recess  111  and lock the privacy door  101  in the closed position  103 . With the gate  113  closed and the privacy door  101  closed, the privacy door  101  is locked to secure the intermediate cabin area  301  from the main cabin area  302 . Similarly, while the privacy door  101  is open, the flight deck cable  117  is operable from the flight deck area  200  to move the gate  113  to the closed position  115 , and a crew member in the main cabin area  302  may close the privacy door  101  whereupon the decompression latch  112  may retract and slide past the gate  113  into the latch recess  101  where the decompression latch  112  is retained, to lock the privacy door  101  and secure the intermediate cabin area  301  from the main cabin area  302 . With the privacy door  101  locked, the flight crew may exit the flight deck area  200  into the intermediate cabin area  301 . To then unlock the privacy door  101 , the flight deck cable  117  is operable from the flight deck area  200  to move the gate  113  to the open position  114  that does not retain the decompression latch  112  within the latch recess  111 , such that the privacy door  101  is unlocked and can be pulled open from the intermediate cabin area  301 , or pushed open from the main cabin area  302 , to disengage the decompression latch  112  from the minor detent in the latch recess  111 . 
       FIG. 10B  shows a view an alternate implementation of the decompression latch  112  and the gate  113  in the closed position  115 , including some internal components of the decompression latch  112  and the second post  109 . For example, the gate  113  may additionally include a gate spring  116  positioned to bias the gate  113  into the closed position  115  so as to retain the decompression latch  112  within the latch recess  111 . In some implementations, when flight crew plans to exit the flight deck area  200  and the privacy door  101  is open, a crew member in the main cabin area  302  may close the privacy door  101 , whereupon the decompression latch  112  retracts and slides past the gate  113  into the latch recess  111  where the decompression latch  112  is retained to lock the privacy door  101 . With the gate  113  biased into the closed position  115  and the privacy door  101  closed, the privacy door  101  remains locked to secure the intermediate cabin area  301  from the main cabin area  302 , such that the flight crew may exit the flight deck area  200  into the intermediate cabin area  301 . When the flight crew returns to the flight deck area  200 , the flight deck cable  117  is operable from the flight deck area  200  to move the gate  113  to the open position  114 , compressing the gate spring  116 , such that the gate  113  does not retain the decompression latch  112  within the latch recess  111 . Thereafter, and as noted in examples above, the privacy door  101  may be moved to the open position  102  via the hinge spring  125  biasing the door open (absent any detent in the latch recess  111  to engage decompression latch  112 ). Similarly, moving the gate  113  to the open position  114  via operation of the knob  127 , or via operation of the main cabin cable  118 , as discussed in the examples above, may also involve compression the gate spring  116 . 
     As noted above, the decompression latch  112  may be configured to disengage from the latch recess  111  in response to a decompression of the aircraft  400  detected forward of the privacy door  101 . In some embodiments, as shown in  FIGS. 10A and 10B , the privacy door  101  may include a decompression spring  126  positioned to bias the decompression latch  112  toward the first post  108  so as to disengage the decompression latch  112  from the latch recess  111 . For instance, the decompression spring  126  may be retained by a pin or a similar structure that is released when the forward decompression is detected, which may then allow the decompression spring  126  to bias the decompression latch  112  out of the latch recess  111 . 
     One useful feature of the privacy door assembly  150  is that it may be possible to retrofit the door frame  107  and privacy door  101  into an existing aircraft  400 . However, it may be desirable in such situations to minimize the additional structural loads that may be imposed on the aircraft  400  by the privacy door assembly  150 . For instance, if the door frame  107  is connected to both the floor and ceiling of the aircraft  400  with fixed connections, then some otherwise expected deflections in the floor structure of the aircraft  400 , for example, may induce additional loads at the ceiling structure, transferred by the door frame  107 , that otherwise would not be present. 
     Therefore, the door frame  107  may be installed such that one or more of the connections to the aircraft  400  maintains at least one degree of freedom of movement, to reduce the load transfer along the door frame  107 . For example, and with reference to  FIG. 11 , the door frame  107  may include a connector  119  for coupling the door frame  107  to an adjacent structure  120  of the aircraft  400 . The connector  119 , when coupled to the adjacent structure  120  of the aircraft  400 , may provide at least one degree of freedom of movement for the door frame  107  with respect to the adjacent structure  120 . 
     For instance, as shown in the example of  FIG. 11 , the connector  119  may include a slip pin  121  positioned at an upper end  122  of the first post  108 , and the adjacent structure  120  may comprises a ceiling bracket  123  of the aircraft  400 . The slip pin  121 , when coupled to the ceiling bracket  123 , may include at least two degrees of freedom of movement for the door frame  107  with respect to the ceiling bracket  123 . In the example shown in  FIG. 11 , the slip pin  121  is free to move both vertically and from left to right in the ceiling bracket  123 . In this way, any slight deflections of the floor of the aircraft  400 , where the door frame  107  may have be fixed, might not cause an additional structural load on the ceiling bracket  123 , by way of the door frame  107 . 
     Referring now to  FIG. 12 , a flowchart of a method  500  for operation of a privacy door on an aircraft is shown, according to an example implementation. Method  500  shown in  FIG. 12  presents an example of a method that, for instance, could be used with the privacy door  101  on the aircraft  400 , as shown in  FIGS. 1-11  and discussed above. It should be understood that for this and other processes and methods disclosed herein, flowcharts show functionality and operation of one possible implementation of present examples. Alternative implementations are included within the scope of the examples of the present disclosure, in which functions may be executed out of order from that shown or discussed, including substantially concurrently, depending on the functionality involved, as would be understood by those reasonably skilled in the art. 
     At block  502 , the method  500  includes, before opening the flight deck door  104  from the closed position  106 , closing the privacy door  101  such that the privacy door  101  is closed when the flight deck door  104  is open. As discussed above, the aircraft  400  includes a flight deck door  104  that, when in a closed position  106 , separates a flight deck area  200  of the aircraft  400  from a cabin area  300  of the aircraft  400 . The privacy door  101  is disposed within the cabin area  300  of the aircraft  400  and aft of the flight deck door  104  such that the privacy door  101 , when in a closed position  103 , separates the cabin area  300  into an intermediate cabin area  301  between the privacy door  101  and the flight deck door  104  and a main cabin area  302  aft of the privacy door  101 . As noted previously, the privacy door  101  may be rotatably coupled to a first post  108  of a door frame  107  via a set of hinges  124 . Further, closing the privacy door  101  may include engaging a decompression latch  112  of the privacy door  101  with a latch recess  111  positioned within a second post  109  of the door frame  107 . 
     For example, during ground operations when a flight crew first enters the aircraft  400 , the flight crew may enter the intermediate cabin area  301 , and then close the privacy door  101  behind them before opening the flight deck door  104  to enter the flight deck  200 . As another example, during flight operations, the pilot of the aircraft  400  may contact the cabin crew from the flight deck area  200  over an intercom or similar communications device, and let the cabin crew know the flight deck door  104  needs to be opened. The cabin crew may then close the privacy door  101 , as discussed in the examples above. 
     Further, closing the privacy door  101  may include first operating the lever  132  to move the slam latch  130  away from the first post  108 , from the first position  135  to the second position  136 . This may disengage the slam latch  130  from the slot  131 , before rotating the privacy door  101  to the closed position  103 , as shown in  FIG. 8 . 
     At block  504 , the method  500  includes opening the flight deck door  104 . For example, the flight crew may open the flight deck door  104  for the reasons discussed above, including the rotation of flight crew between flights, or if the flight crew needs to exit the flight deck area  200  during flight operations. 
     At block  506 , the method  500  includes, before opening the privacy door  101 , closing the flight deck door  104  such that the flight deck door  104  is closed when the privacy door  101  is open. In this way, the flight crew and the cabin crew can maintain a privacy and security barrier between the main cabin area  302  and the flight deck area  200  by maintaining either the flight deck door  104  or the privacy door  101  in a closed position while the other door is open. 
     At block  508 , the method  500  includes manually opening the privacy door  101  from the closed position  103  to the open position  102 . As noted above, manually opening the privacy door  101  may include disengaging the decompression latch  112  from the latch recess  111 . In some implementations, the set of hinges  124  may include a hinge spring  125 , which may bias the privacy door  101  to the open position after the decompression latch  112  is disengaged from the latch recess  111 . 
     As discussed above and as shown in  FIGS. 6-8 , the privacy door  101  may include a slam latch  130  positioned to engage a slot  131  in the first post  108  of the door frame  107  when the privacy door  101  is in the open position  102  and when the slam latch  130  is in a first position  135 . Accordingly, manually opening the privacy door  101  from the closed position  103  to the open position  102  may include engaging the slam latch  130  within the slot  131 . 
     Further, the slam latch  130  may include a slam latch spring  137 , and engaging the slam latch  130  within the slot  131  may include biasing the slam latch  130  toward the first post  108  and into the slot  131  via the slam latch spring  137 . In some implementations, the slam latch spring  137  may not be included in the privacy door  101 , and engaging the slam latch  130  within the slot  131  may alternatively include operating the lever  132  to move the slam latch to the first position  135  to engage the slam latch  130  within the slot  131 . 
     In some embodiments, the first post  108  may include a cylindrical striker  138 , which may include the slot  131 . In such embodiments, closing the privacy door  101  may include biasing the slam latch  130  toward the first post  108  via the slam latch spring  137  such that the slam latch  130  abuts the cylindrical striker  138 , as discussed above. 
     To facilitate the manual opening of the privacy door  101 , the second post  109  may include a gate  113  that is movable between an open position  114  and a closed position  115  configured to retain the decompression latch  112  within the latch recess  111 , as discussed above and shown in  FIGS. 8-9 . Further, the gate  113  may be coupled to a knob  127  that is positioned on a forward side  110  of the second post  109 . Accordingly, in some examples, manually opening the privacy door  101  at block  508  of the method  500  may include operating the knob  127  to move the gate  113  from the closed position  115  to the open position  114  so that the gate  113  does not retain the decompression latch  112  within the latch recess  111 . The privacy door  101  may then be pulled open from within the intermediate cabin area  301  using the knob  127 , for example. Alternatively, the hinge spring  125  may bias the privacy door  101  to the open position  102  once the decompression latch  112  is no longer retained within the latch recess  111 . 
     Further, although it may not be part of the normal operation of the privacy door  101 , it may be possible to manually open the privacy door  101  from the main cabin area  302  as well, according to the examples discussed above. In particular, the gate  113  may be coupled to a main cabin cable  118  extending from the second post  109  to the main cabin area  302  of the aircraft  400 , as shown in  FIGS. 8-9 . Thus, in some embodiments, manually opening the privacy door  101  at block  508  of the method  500  may include operating the main cabin cable  118  from the main cabin area  302  to move the gate  113  from the closed position  115  to the open position  114  in which the gate  113  does not retain the decompression latch  112  in the latch recess  111 . As discussed above, the operable portion of the main cabin cable  118  may be discreetly located within the main cabin area  302 . 
     In some implementations, the privacy door  101  may also be manually openable from the flight deck area  200 , as previously discussed. For instance, the gate  113  may be coupled to a flight deck cable  117  extending from the second post  109  to the flight deck area  200  of the aircraft  400 , as shown in  FIGS. 8-9 . Accordingly, in some examples, manually opening the privacy door  101  at block  508  of the method  500  may include operating the flight deck cable  117  from the flight deck area  200  to move the gate  113  to the open position  114  such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . As discussed above, the privacy door  101  may then be biased to the open position  102  by the hinge spring  125 , or it may be pushed or pulled open by a member of the cabin crew. Further, the gate  113  may include a gate spring  116  to bias the gate  113  to the closed position  115 , as shown in  FIG. 10B . Accordingly, moving the gate  113  to the open position  114  in the examples above may involve compressing the gate spring  116 . 
     Additionally, the flight deck cable  117  may also be operable to move the gate  113  to the closed position  115 , as described in the examples above. Therefore, it is also possible that closing the privacy door  101  at block  502  of the method  500  may involve operating the flight deck cable  117  from the flight deck area  200  to move the gate  113  to the closed position  115  such that the gate  113  retains the decompression latch  112  in the latch recess  111 , to thereby lock the privacy door  101  in the closed position  103  and secure the intermediate cabin area  301  from the main cabin area  302 . 
     As noted above, the privacy door  101  may be configured to respond to a decompression event on the aircraft  400  during flight operations. For example, the method  500  for operation of the privacy door  101  may further include the steps of detecting a decompression of the aircraft  400  forward of the privacy door  101  when the privacy door  101  is in the closed position  103 . Further, in response to the detected decompression of the aircraft  400  forward of the privacy door  101 , the method  500  may include automatically disengaging the decompression latch  112  from the latch recess  111 . 
     In some implementations, as shown in  FIGS. 10A and 10B , the privacy door  101  may include a decompression spring  126 . In such implementations, automatically disengaging the decompression latch  112  from the latch recess  111  may include biasing the decompression latch  112  toward first post  108  via the decompression spring  126  such that decompression latch  112  disengages the latch recess  111 . 
     As mentioned in previous examples, the privacy door  101  may also be configured to respond to a decompression aft of the privacy door  101 . For instance, as shown in  FIGS. 4-5 , the privacy door  101  may include a panel  143  having a panel decompression latch  146  configured to engage the privacy door  101  and maintain the panel  143  in a closed position  145  such that the panel  143  covers an aperture  142  in the privacy door  101 . 
     In this arrangement, the method  500  for operation of the privacy door  101  may further include detecting a decompression of the aircraft  400  aft of the privacy door  101  when the privacy door  101  is in the closed position  103 . In response to the detected decompression of the aircraft  400  aft of the privacy door  101 , the method  500  may include disengaging the panel decompression latch  146  from the privacy door  101 . For instance, the panel decompression latch  146  may disengage from the privacy door  101  in a similar manner to the decompression latch  112  discussed above. 
     Further, in some embodiments, the panel  143  may be rotatably coupled to the privacy door  101 . In such embodiments, and in response to the detected decompression of the aircraft  400  aft of the privacy door  101 , the method  500  may further include rotating the panel  143  into the main cabin area  302  to an open position  144  such that the aperture  142  conveys an airflow rate from the intermediate cabin area  301  to the main cabin area  302 , as shown in  FIG. 5  and discussed in the examples above. 
     Referring now to  FIG. 13 , a flowchart of a method  600  for establishing a privacy door relative to a flight deck door of an aircraft is shown, according to an example implementation. Method  600  shown in  FIG. 13  presents an example of a method that, for instance, could be performed by the privacy door system  100 , as shown in  FIGS. 1-11  and discussed above. It should be understood that for this and other processes and methods disclosed herein, flowcharts show functionality and operation of one possible implementation of present examples. In this regard, each block in the flowchart may represent a module, a segment, or a portion of program code, which includes one or more instructions executable by a processor for implementing or causing specific logical functions or steps in the process. For example, the method  600  may be implemented by one or more computing devices of a robotic assembly system. Alternative implementations are included within the scope of the examples of the present disclosure, in which functions may be executed out of order from that shown or discussed, including substantially concurrently, depending on the functionality involved, as would be understood by those reasonably skilled in the art. 
     At block  602 , the method  600  includes positioning a door frame, such as the door frame  107  shown in  FIGS. 1 and 3 , in the cabin area  300  of the aircraft  400 , aft of the flight deck door  104 . The door frame  107  is a part of the privacy door system  100 , as indicated in  FIG. 1 , which also includes the flight deck door  104  and the privacy door  101 , along with some or all of the additional features described in the examples above. 
     As previously described, the flight deck door  104 , when in a closed position  106 , separates a flight deck area  200  of the aircraft  400  from a cabin area  300  of the aircraft  400 . Further, the door frame  107  may include a first post  108  and a second post  109 , and the second post  109  may include a latch recess  111 , as shown in  FIG. 3 . 
     At block  604 , the method  600  includes coupling the door frame  107  to the aircraft  400 . To facilitate this, the door frame  107  may include a connector  119  for coupling the door frame  107  to an adjacent structure  120  of the aircraft  400 . As discussed above it may be desirable to couple the door frame  107  to the aircraft  400  in such a way that the likelihood of the door frame  107  imposing additional structural loads on the aircraft  400  is reduced. Consequently, coupling the door frame  107  to the aircraft  400  may include coupling the connector  119  to the adjacent structure  120  such that the door frame  107  maintains at least one degree of freedom of movement with respect to the adjacent structure  120 . 
     In some implementations, as shown in  FIG. 11 , the connector  119  may include a slip pin  121  positioned at an upper end  122  of the first post  108 , and the adjacent structure  120  may include a ceiling bracket  123 . Accordingly, coupling the connector  119  to the adjacent structure  120  may include coupling the slip pin  121  to the ceiling bracket  123  such that the door frame  107  maintains at least two degrees of freedom of movement with respect to the ceiling bracket  123 , as discussed above. 
     At block  606 , the method  600  includes coupling the privacy door  101  to the first post  108  via a set of hinges  124  such that the privacy door  101 , when in a closed position  103 , separates the cabin area  300  into an intermediate cabin area  301  between the privacy door  101  and the flight deck door  104  and a main cabin area  302  aft of the privacy door  101 . The privacy door  101  is rotatable via the set of hinges  124  into the intermediate cabin area  301  to an open position  102 . Further, the privacy door  101  may include a decompression latch  112  as discussed in the examples above, configured to disengage from the latch recess  111  in the first post  108  in response to a decompression of the aircraft  400  detected forward of the privacy door  101 . 
     As noted previously, and as shown in  FIG. 8-9 , the second post  109  may include a gate  113  that is movable between an open position  114  and a closed position  115  configured to retain the decompression latch  112  within the latch recess  111 . The second post  109  may further include a knob  127  for moving the gate  113  to the open position  114  and then opening the privacy door  101  from the intermediate cabin area  301 . In some embodiments, it may also be desirable to be able to move the gate  113  to the open position from the main cabin area  302 . Accordingly, the method  600  may further include extending a main cabin cable  118  from the gate  113  through the second post  109  and into the main cabin area  302  such that the main cabin cable  118  is operable from the main cabin area  302  to move the gate  113  from the closed position  115  to the open position  114 , such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . As discussed above, the main cabin cable  118  may be extended to a discreet location within the main cabin area  302 . 
     Similarly, the method  600  may include extending a flight deck cable  117  from the gate  113  into the flight deck area  200  such that the flight deck cable  117  is operable from the flight deck area  200  to move the gate  113  to the open position  114  such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . 
     In some embodiments, the flight deck cable  117  may be extended into the flight deck area  200  such that the flight deck cable  117  is operable from the flight deck area  200  to move the gate  113  to the closed position  115  so as to retain the decompression latch  112  in the latch recess  111  and lock the privacy door  101  in the closed position  103 , securing the intermediate cabin area  301  from the main cabin area  302  aft of the privacy door  101 . This functionality may be provided in addition to, or as an alternative to, the operation of the flight deck cable  117  to move the gate  113  to the open position  114 . 
     As discussed in some of the implementations above, the privacy door  101  may include a slam latch  130 , as shown in  FIGS. 6-8 . The slam latch  130  may be positioned to engage a slot  131  in the first post  108  of the door frame  107  when the privacy door  101  is in the open position  102  and the slam latch  130  is in a first position  135 . Accordingly, after coupling the privacy door  101  to the first post  108  via the set of hinges  124 , the method  600  may include rotating the privacy door  101  to the open position  102  and engaging the slam latch  130  within the slot  131 . 
     In some embodiments, as previously mentioned, the method the slam latch  130  may be coupled to a lever  132  positioned on a forward side  133  of the privacy door  101 . In such embodiments, the method  600  may further include operating the lever  132  to move the slam latch  130  away from the first post  108  to a second position  136 . As discussed above and shown in  FIGS. 6-7 , moving the slam latch  130  to the second position  136  disengages the slam latch  130  from the slot  131 . 
     As mentioned above, the method  600  may be performed by the privacy door system  100 . In addition to the features discussed with respect to the performance of method  600 , the privacy door system  100  may include additional features as discussed in the other examples above. For instance, the privacy door  101  may be rotatably coupled to the door frame  107  via a set of hinges  124 . In some embodiments, the set of hinges  124  includes a hinge spring  125  positioned to bias the privacy door  101  from the closed position  103  to the open position  102  when the decompression latch  112  and the latch recess  111  are disengaged. 
     Further, the slam latch  130  discussed above with respect to method  600  may further include a slam latch spring  137  positioned to bias the slam latch  130  toward the first post  108 . Further, the first post  108  may include a cylindrical striker  138 , which may include the slot  131 . 
     As discussed in previous examples, the privacy door system  100  may include features that may allow air to flow from an area of high pressure to an area of low pressure, in the event of a decompression of the aircraft  400 . For instance, the privacy door  101  may include a decompression spring  126 , as shown in  FIGS. 10A and 10B , that is positioned to bias the decompression latch  112  toward the first post  108  so as to disengage the decompression latch  112  from the latch recess  111  in response to the decompression of the aircraft  400  detected forward of the privacy door  101 . 
     The privacy door system  100  may also provide for airflow in the event of an aft decompression. For example, the privacy door  101  may include a vent  140 , as shown in  FIG. 3 . The vent  140  may include a plurality of openings  141  forming a fluid connection between the intermediate cabin area  301  and the main cabin area  302  when the privacy door  101  is in the closed position  103 . The plurality of openings  141  may include an open area sufficient to convey an airflow rate from the intermediate cabin area  301  to the main cabin area  302  in response to a decompression of the aircraft  400  detected aft of the privacy door  101 , as discussed above. 
     Alternatively, the privacy door  101  may include an aperture  142  having an open area sufficient to convey an airflow rate from the intermediate cabin area  301  to the main cabin area  302  in response to a decompression of the main cabin area  302  when the privacy door  101  is in the closed position  103 . As shown in  FIGS. 4-5  and discussed in above, a panel  143  may be rotatably coupled to the privacy door  101 , and the panel  143  may include a panel decompression latch  146  configured to engage the privacy door  101  and maintain the panel  143  in a closed position  145  such that the panel  143  covers the aperture  142 . 
     The panel decompression latch  146  may be configured to disengage from the privacy door  101  in response to a decompression of the aircraft  400  detected aft of the privacy door  101 , as noted previously. Further, the panel  143  may be rotatable into the main cabin area  302  from the closed position  145  to an open position  144 . 
     As discussed above, the privacy door system  100  may be established in an existing aircraft  400 , through a retrofit installation of the privacy door assembly  150  shown in  FIG. 3 . In this way, the privacy door assembly  150  may be viewed as an installation kit, which may have standard dimensions that are compatible with multiple models of aircraft  400  within a given fleet. 
     The privacy door assembly  150  may include a door frame  107 , such as the door frame  107  shown in  FIG. 3 , which includes a first post  108  and a second post  109 , where the second post  109  comprises a latch recess  111 . The privacy door assembly  150  also includes a privacy door  101  rotatably coupleable to the first post  108  via a set of hinges  124 . The privacy door  101  further includes a decompression latch  112  arranged to engage the latch recess  111  when the privacy door  101  is in a closed position  103  within the door frame  107 . Additionally, the decompression latch  112  may be configured to disengage from the latch recess  111  in response to a decompression detected on a forward side  133  of the privacy door  101 , similar to the examples discussed above. 
     As above, the set of hinges  124  in the privacy door assembly  150  may include a hinge spring  125  positioned to bias the privacy door  101  from the closed position  103  to an open position  102  when the decompression latch  112  and the latch recess  111  are disengaged. 
     Further, the privacy door assembly  150  may include a slam latch  130  as discussed above and as generally shown in  FIGS. 6-8 . The slam latch  130  may be positioned in the privacy door  101  to engage a slot  131  in the first post  108  of the door frame  107  when the privacy door  101  is in the open position  102  and when the slam latch  130  is in a first position  135 . The slam latch  130  may be coupled to a lever  132  positioned on a forward side  133  of the privacy door  101 . As in previous examples, the lever  132  is operable to move the slam latch  130  away from the first post  108  to a second position  136  so as to disengage the slam latch  130  from the slot  131 . 
     The privacy door  101  of the privacy door assembly  150  may further include a slam latch spring  137  positioned to bias the slam latch  130  toward the first post  108 . As in the examples above, the first post  108  may include a cylindrical striker  138 , and the cylindrical striker  138  may include the slot  131 . 
     The privacy door assembly  150  may also include, as a part of the second post  109 , a gate  113  movable between an open position  114 , and a closed position  115  configured to retain the decompression latch  112  within the latch recess  111 , as shown in  FIGS. 8-9  and discussed above. The gate  113  may be coupled to a knob  127  positioned on a forward side  110  of the second post  109 , and the knob  127  may be operable to move the gate  113  to the open position  114  such that the gate  113  does not retain the decompression latch  112  within the latch recess  111 . 
     Further, the privacy door assembly  150  may include a flight deck cable  117  coupleable to the gate  113  and extendable from the second post  109  forward of the privacy door  101 . The flight deck cable  117  may be operable to move the gate  113  from the open position  114  to the closed position  115  so as to retain the decompression latch  112  within the latch recess  111  and lock the privacy door  101  in the closed position  103 . Additionally or alternatively, the flight deck cable  117  may be operable to move the gate  113  from the closed position  115  to the open position  114  such that the gate  113  does not retain the decompression latch  112  in the latch recess  111 . 
     In some implementations, the privacy door assembly  150  may include a main cabin cable  118  coupleable to the gate  113  and extendable from the second post  109  aft of the privacy door  101 . The main cabin cable  118  may be operable to move the gate  113  from the closed position  115  to the open position  114  such that the gate  113  does not retain the decompression latch  112  within the latch recess  111 . Further, the gate  113  may include a gate spring  116  to bias the gate  113  to the closed position  115 . Accordingly, moving the gate  113  to the open position  114  in the examples discussed above may include compression the gate spring  116 . 
     The privacy door assembly  150  may also include the decompression considerations noted above. For instance, the privacy door  101  of the privacy door assembly  150  may include a decompression spring  126  as shown in  FIGS. 10A and 10B . The decompression spring  126  may be positioned to bias the decompression latch  112  toward the first post  108  so as to disengage the decompression latch  112  from the latch recess  111  in response to the decompression detected on the forward side  133  of the privacy door  101 . 
     The privacy door  101  of the privacy door assembly  150  may also include the vent  140 , including the plurality of openings  141 , as shown in  FIG. 3  and discussed above. In some other embodiments, the privacy door  101  may include an aperture  142 , and a panel  143  rotatably coupled to the privacy door  101 , as shown in  FIGS. 4-5 . The panel  143  may include a panel decompression latch  146  configured to engage the privacy door  101  and maintain the panel  143  in a closed position  145  such that the panel  143  covers the aperture  142 . Further the panel  143  may be rotatable from the closed position  145  to an open position  144  on an aft side  134  of the privacy door  101 . Additionally, the panel decompression latch  146  may be configured to disengage from the privacy door  101  in response to a decompression detected on the aft side  134  of the privacy door  101 . 
     The description of the different advantageous arrangements has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the examples in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different advantageous examples may describe different advantages as compared to other advantageous examples. The example or examples selected are chosen and described in order to explain the principles of the examples, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various examples with various modifications as are suited to the particular use contemplated