[Federal Register Volume 67, Number 10 (Tuesday, January 15, 2002)]
[Rules and Regulations]
[Pages 2112-2116]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-967]



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Part IV





Department of Transportation





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Federal Aviation Administration



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14 CFR Part 121



Flightcrew Compartment Access and Door Designs; Final Rule

  Federal Register / Vol. 67, No. 10 / Tuesday, January 15, 2002 / 
Rules and Regulations  

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 121

[Docket No. FAA-2001-10770; SFAR 92-3]
RIN 2120-AH55


Flightcrew Compartment Access and Door Designs

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action supersedes SFAR 92-2, which was published on 
November 21, 2001 to allow operators to quickly modify the flightcrew 
compartment door to delay or deter unauthorized entry to the flightcrew 
compartment. This action temporarily authorizes variances from existing 
design standards for the doors and allows for approval for return to 
service of modified airplanes without prior approved data if the 
modification constitutes a major alteration. This action also mandates 
these modifications on aircraft in certain passenger and cargo carrying 
operations and extends the January 15, 2002, reporting date. This 
action prohibits the possession of flightdeck compartment door keys by 
other than the flightcrew during flight, unless the flightdeck door has 
an internal flightdeck locking device installed, operative, and in use. 
This action is being taken in the wake of the September 11, 2001, 
terrorist attacks against four U.S. commercial airplanes.

DATES: This action is effective January 15, 2002 and shall remain in 
effect until April 9, 2003.

FOR FURTHER INFORMATION CONTACT: Kimberly Smith, Technical Programs 
Branch, Aircraft Certification Service, Federal Aviation 
Administration, 800 Independence Avenue, SW., Washington, DC 20591; 
telephone: (202) 267-7242; e-mail address: [email protected].

SUPPLEMENTARY INFORMATION:

Availability of This Action

    You can get an electronic copy of this document from the Internet 
by taking the following steps:
    (1) Go to the search function of the Department of Transportation's 
electronic Docket Management System (DMS) web page (http://dms.dot.gov/search).
    (2) On the search page, type in the last four digits of the docket 
number shown at the beginning of this document. Click on ``search.''
    (3) On the next page, which contains the docket summary 
information, click on the item you want to see.
    You can also get an electronic copy using the Internet through the 
FAA's web page at http://www.faa.gov/avr/arm/nprm/nprm.htm or the 
Government Printing Office's web page at http://www.access.gpo.gov/su_docs/aces/aces140.html.
    You can also get a copy by submitting a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Ave., SW., Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the docket number or notice number of this rulemaking.

Small Business Regulatory Enforcement Fairness Act

    The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 
1996 requires the FAA to comply with small entity requests for 
information advice about compliance with statutes and regulations 
within the FAA's jurisdiction. Therefore, any small entity that has a 
question regarding this document may contact its local FAA official. 
Internet users can find additional information on SBREFA on the FAA's 
web page at http:www.faa.gov/avr/arm/sbrefa.htm and send electronic 
inquiries to the following Internet address: [email protected].

Background

    The September 11, 2001, hijacking events have demonstrated that 
some persons are willing to hijack airplanes and use them as weapons 
against the citizens of the United States. This is a safety and 
security threat that was not anticipated and, therefore, not considered 
in the design of transport airplanes. The recent hijackings make it 
clear that there is a critical need to improve the security of the 
flightcrew compartment. These improvements should deter terrorist 
activities and, if they are attempted, delay or deny access to the 
cockpit.
    On November 16, 2001, Congress enacted the Aviation and 
Transportation Security Act, Public Law 107-71. Section 104(a)(1)(B) of 
the Act requires the FAA to issue an order requiring the strengthening 
of the flight deck door and locks on certain passenger carrying 
aircraft.

Flightcrew Compartment Door Designs

    Flightcrew compartment doors on transport category airplanes have 
been designed principally to ensure privacy, so pilots could focus 
their entire attention to their normal and emergency flight duties. The 
doors have not been designed to provide an impenetrable barrier between 
the cabin and the flightcrew compartment. Doors have not been required 
to meet any significant security threat, such as small arms fire or 
shrapnel, or the exercise of brute force to enter the flightcrew 
compartment.
    Besides affording an uninterrupted work environment for the 
flightcrew, flightcrew compartment doors often must meet other 
important safety standards. Should there be a sudden decompression of 
the airplane, separate compartments within the airplane, like the cabin 
and the crew compartment, must be designed so that the pressure 
differential that is created does not compromise the basic airplane 
structure. Certification standards require that airplane designs 
provide a method to compensate for decompression in a manner that 
avoids significant damage to the airplane. In many cases, flightcrew 
compartment doors provide the pressure compensation by being vented or 
swinging open to equalize the pressure between the cabin and the 
flightcrew compartment.
    In addition, design standards require that the flightcrew have a 
path to exit the flightcrew compartment in an emergency, if the cockpit 
window exits are not usable. Flightcrew compartment doors have been 
designed to provide this escape path. But this escape feature may also 
enable easier unauthorized entry into the flightcrew compartment from 
the cabin.
    Operating regulations, in particular Sec. 121.379(b) in the case of 
a major alteration, require the work to be done in accordance with 
technical data approved by the Administrator. Operating regulations for 
airlines also require that each crewmember have a key readily available 
to open doors between passengers and an emergency exit. Some airlines 
issue flightcrew compartment door keys to all their crewmembers. This 
allows flight attendants to enter the flightcrew compartment and assist 
the flightcrew in an emergency, such as incapacitation of a flight 
crewmember. But it also offers an opportunity for an individual to 
overpower or coerce a flight attendant, take away the key, and enter 
the flightcrew compartment.

Rapid Response Team

    To evaluate what could be done to improve flightcrew compartment 
security, the Secretary of Transportation formed a Rapid Response Team 
for Aircraft Security. The Team included representatives of airplane 
designers, airline operators, airline pilots, and

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flight attendants. There was a clear consensus from this group, and 
agreement by the FAA, that immediate actions must be taken to 
strengthen the flightcrew compartment door. The short-term options, 
though, in one way or another could conflict with regulatory design 
requirements such as those discussed above.
    The Rapid Response Team addressed the design issues and found the 
relative safety risks to be small in view of the emergent security risk 
of unauthorized flightcrew compartment entry. The FAA agrees with this 
conclusion. The Rapid Response Team report also concluded, and the FAA 
agrees, that all existing design requirements should continue to be 
applied in the long term. Therefore, this SFAR allows a temporary 
period during which non-compliance with design requirements will be 
allowed when improvements to flightcrew compartment security are made.
    In addition to waiving specific airworthiness regulations, the FAA 
is waiving procedural requirements applicable to major alterations 
(Sec. 121.379(b)). Besides the information obtained from the Rapid 
Response Team, the FAA has received technical information from airline 
operators and manufacturers regarding what modifications are possible 
and how quickly they can be incorporated. The technical data reviewed 
by the FAA reflect good design practices, and the FAA is confident that 
installations can be made without unduly compromising safety.
    Given the urgency of the need to take action to reinforce the 
flightcrew compartment doors, the FAA finds that it is in the public 
interest to forego the requirement that major alterations to accomplish 
this task have data previously approved by the Administrator. This 
portion of the SFAR is limited to 6 months. Major alterations performed 
after that date must be in accordance with approved data, and whatever 
the operator installs in the short term must ultimately be brought into 
full regulatory compliance.

The Original SFAR 92 Provisions

    Original SFAR 92 was published on October 9, 2001, and allowed all 
part 121 passenger carrying operators to install flightcrew compartment 
door improvements as well as prohibiting possession of flightcrew 
compartment keys by persons other than flight crewmembers during 
flight. It was very broad to allow maximum short-term flexibility in 
crafting enhanced door security measures. It allowed the doors to be 
modified and airplanes to be operated with modified doors.
    The FAA established an 18-month duration for the portions of the 
SFAR concerning airworthiness requirements. We expected this would give 
the industry sufficient time to design and install more permanent 
changes to door security and establish procedures for flightcrew 
compartment door access that meet regulatory requirements for egress 
and venting.
    The SFAR required operators to submit a report to the FAA that 
details the specific modifications they make to the flightcrew 
compartment door. This will allow the FAA to monitor what has been 
installed and take action if the installation creates an unacceptable 
safety risk. Further, to monitor progress toward the goal of full 
compliance, the SFAR required a report by April 22, 2002 that describes 
how the operator will meet regulatory compliance for egress and 
venting.
    We also expected that airframe manufacturers and modifiers would 
produce service information to assist operators in developing 
modifications to improve intrusion resistance to the flightcrew 
compartment. While service documents would not require separate 
approval under this SFAR, such modifications may also be installed in 
production airplanes. The modification authority granted by the SFAR 
also applied to manufacturers and other persons applying for 
airworthiness certificates to enable delivery of airplanes to the 
operators.
    In addition, we understood that some operators might rely on 
suppliers to produce parts to support these modifications to the 
flightcrew doors. Under normal circumstances, such parts producers 
would be subject to the requirement to obtain parts manufacturer 
approvals in accordance with 14 CFR part 21.303. However, to facilitate 
reinforcement of these doors, the SFAR included a provision overriding 
the requirement for parts production approval in support of these 
activities.
    Should any of the changes to the door constitute a major 
alteration, the SFAR temporarily relieved the operator of having to 
obtain prior approval of the data. This part of the SFAR terminates on 
April 22, 2002. As soon as the design data is submitted, the FAA will 
work with the operators to identify a mutually acceptable process and 
time to get the data approved. In the meantime, the airworthiness 
certificates on airplanes that have been modified will remain valid. In 
making returns to service of airplanes modified under the SFAR, 
documents can reflect compliance with regulatory requirements by citing 
the SFAR.
    In addition to the above changes to harden the flightcrew 
compartment doors against intruders, the FAA also believed it was 
prudent to eliminate the ability of intruders to gain access by 
obtaining a flight attendant's key. For that reason, the SFAR 
temporarily changed the requirement in Sec. 121.313(g) by stating that 
only flight crewmembers, and not cabin crewmembers, would have flight 
crew compartment keys during flight. This would lessen the opportunity 
for gaining unauthorized access and reduce the likelihood of attacks on 
cabin crewmembers to obtain keys on airplanes where the flightdeck door 
does not have an internal locking device.

First Revision to SFAR 92-SFAR 92-1

    SFAR 92 has remained substantially as originally written. However, 
modifications have been issued to change the scope of the rule and to 
clarify specific provisions. SFAR 92 originally authorized only part 
121 passenger carrying operators to make the quick modifications to the 
flightdeck doors. Because of the risk posed by having other than 
flightcrew members onboard the aircraft as allowed in Sec. 121.583, 
FedEx petitioned the FAA to allow it to install additional door 
security measures in accordance with the provisions of SFAR 92. The FAA 
determined that the modifications requested by FedEx would apply to 
similarly situated cargo airplane operators and that the threat is 
similar to that of passenger airplanes. SFAR 92-1 was published on 
October 17, 2001, to expand the modification authority to all part 121 
operators.

Second Revision to SFAR 92-SFAR 92-2

    As originally published, SFAR 92 temporarily changed section 
121.313(g) to prohibit the possession of flightdeck keys by non-
flightdeck crewmembers. Since initial issuance of the SFAR, internal 
locking devices that render the key useless for flightdeck access have 
been installed on many air carrier airplanes. Since the keys have 
multiple uses in the airplane beyond the flightdeck door, prohibiting 
possession of the flightdeck door keys by non-flight crewmembers on 
these airplanes is only an inconvenience to the crew and not a 
deterrent to terrorist activity.
    Allowing non-flight crewmembers access to the keys is acceptable 
when the internal locking device is in use on the airplane. ``In use'' 
contemplates that the device is locked from the inside by the 
flightdeck crew. If a flightdeck crewmember must exit the flightdeck 
for some reason, either the remaining

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flightdeck crewmember, or a cabin crewmember that enters the 
flightdeck, will immediately lock the internal device behind the 
exiting flightdeck crewmember. This provision may also reduce the 
opportunity for coercion, since the flight attendant can safely hand 
over the key.
    As a result, SFAR 92-2 was published on November 21, 2001, to add a 
phrase to the end of Sec. 121.313(a)(ii) to allow possession of the key 
under certain circumstances. The limitations on keys do not apply to 
cargo operators because flight attendants are only required on 
passenger airplanes nor do they apply to part 129 operators because 
part 121 regulation do not apply to them. This change to 121.313(g) 
will expire with this SFAR.
    SFAR 92-2 also replaced the 90 day and 180 day reporting and 
termination time frames with specific dates, January 15, 2002, and 
April 22, 2002 respectively. Since SFAR 92 was republished more than 
once, insertion of specific dates will eliminate confusion in 
calculating these dates.

This Revision to SFAR 92-SFAR 92-3

    When SFAR 92 was originally issued, and subsequently revised, it 
was the expectation of the FAA that flightdeck modifications would be 
made as soon as possible. While this has been the case for the 
substantial majority of operators, not all have accomplished the short-
term modifications. Because of the FAAs original expectation, SFAR 92 
did not contain a provision mandating the internal door modifications. 
Now, the FAA has determined that a mandate is necessary to assure that 
all part 121 passenger-carrying aircraft required to have flightdeck 
doors are modified. The FAA has also considered the issue of airplanes 
that carry only cargo, but are permitted to also carry certain persons 
as defined in Sec. 121.583 as discussed in SFAR 92-1. Current 
provisions of the regulations do not ensure that a person who is intent 
on using an airplane as a weapon would be unable to board an all-cargo 
airplane in accordance with Sec. 121.583. Therefore, in cases where 
these airplanes already have flightdeck doors, the FAA has determined 
that the door should also be modified to improve security.
    Pub. L. 107-71 directs the Administrator of the FAA to issue an 
order requiring the strengthening of flightdeck doors and locks. 
Revision 92-3 is being issued to require installation of internal 
locking devises on flightdeck doors within 45 days of publication of 
this revision. The aircraft covered by this provision are passenger-
carrying aircraft operated under part 121 that are required to have 
flightdeck doors and all-cargo airplanes that have flightdeck doors 
installed. Given the large number of modifications already made on a 
large variety of aircraft within the fleet, the FAA believes that 45 
days should provide operators who have not yet made the relevant 
modifications with sufficient time to do so.
    This revision to the SFAR will also expand the modification 
authority to U.S. registered, transport category aircraft that are 
operated under part 129, foreign operations. Because these aircraft are 
U.S. registered, the FAA must issue any authorization to modify the 
aircraft. The FAA has received several inquires from such operators 
requesting authorization to make modifications as authorized in SFAR 
92. SFAR 92-3 will provide such authorization.
    The FAA recognizes that mandating the reinforcing modifications for 
part 121 operators and authorizing part 129 operators to make 
modifications may not enable some to make the January 15, 2002, 
reporting requirements in SFAR 92-2. As a result, this revision extends 
the reporting date to February 15, 2002. The FAA expects that those who 
have already made modifications will still meet the January 15, 2002, 
reporting date.

Other Rulemaking

    In parallel with this SFAR 92-3, the FAA is issuing an immediately 
adopted rule (IAR) which will adopt new design standards for flight 
deck doors in part 25 of the Federal Aviation Regulations. Generally 
speaking, these new standards will enhance resistance to blunt force 
and ballistic intrusion. Also, the IAR will require all aircraft 
required to have a door under section 121.313(f), as well as all-cargo 
airplanes that have flightdeck doors installed, to have a door meeting 
the new design standard. The stronger doors must be installed not later 
than April 9, 2003, the expiration date of this SFAR. In essence, the 
doors meeting the new design standards will replace the doors 
reinforced under this SFAR.

Justification for Immediate Adoption

    Because the circumstances described herein warrant immediate action 
by the FAA, the Administrator finds that notice and public comment 
under 5 U.S.C. 553(b) are impracticable and contrary to the public 
interest. Further, the Administrator finds that good cause exists under 
5 U.S.C 553(d) for making this rule effective immediately upon 
publication. This action is necessary to prevent a possible imminent 
hazard to airplanes and to protect persons and property within the 
United States.
    Additionally, with respect to the provisions requiring 
modifications to strengthen the flight deck doors and locks, PL 107-71 
authorizes the Administrator to issue an order without regard to the 
provisions of chapter 5 of Title 5 of the United States Code. The 
modification to section 121.313 contained in this SFAR is within the 
scope of this authority and is adopted without public notice and a 
prior opportunity to comment.

International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA 
determined that there are no ICAO Standards and Recommended Practices 
that correspond to this SFAR.

Paperwork Reduction Act

    This emergency final SFAR contains information collection 
activities subject to the Paperwork Reduction Act of 1995 (44 USC 
3507(d)). In accordance with section 3507(j)(1)(B) of that statute, the 
FAA requested the Office of Management and Budget to grant an immediate 
emergency clearance on the paperwork package. OMB granted an emergency 
clearance and assigned OMB control number 2120-1674. As protection 
provided by the Paperwork Reduction Act, an agency may not conduct or 
sponsor, and a person is not required to respond to, a collection of 
information unless it displays a currently valid OMB control number. 
Following is a description of the information collection burden 
associated.
    Title: Flightcrew Compartment Access and Door Designs.
    Summary/Need: The SFAR requires operators to submit a report to the 
FAA by February 15, 2002 that details the specific modifications. This 
will allow the FAA to monitor what has been installed and take action 
if the installation creates an unwarranted safety risk. Further, to 
monitor progress toward the goal of full compliance, the SFAR requires 
a report by April 22, 2002 that describes how the operator will come 
into full regulatory compliance.
    Respondents: The respondents are an estimated 135 airplane 
operators covered under 14 CFR part 121 and 129.
    Burden: The burden associated with this SFAR is 6480 hours.

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Regulatory Analyses

    This rulemaking action is taken under an emergency situation within 
the meaning of Section 6(a)(3)(D) of Executive Order 12866, Regulatory 
Planning and Review. It also is considered an emergency regulation 
under Paragraph 11g of the Department of Transportation (DOT) 
Regulatory Policies and Procedures. In addition, it is a significant 
rule within the meaning of the Executive Order and DOT's policies and 
procedures. No regulatory analysis or evaluation accompanies the rule. 
At this time, the FAA is not able to assess whether this rule will have 
a significant impact on a substantial number of small entities as 
defined in the Regulatory Flexibility Act of 1980, as amended. However, 
we will be conducting a regulatory analysis of the cost and benefits of 
this rulemaking, including any impact on small entities, at a later 
date.

Executive Order 13132, Federalism

    The FAA has analyzed this SFAR under the principles and criteria of 
Executive Order 13132, Federalism. We have determined that this action 
will not have a substantial direct effect on the States, or the 
relationship between the national Government and the States, or on the 
distribution of power and responsibilities among the various levels of 
government. Therefore, we have determined that this final rule does not 
have federalism implications.

Unfunded Mandates Reform Act

    The Unfunded Mandates Reform Act of 1995 (the Act), enacted as Pub. 
L. 104-4 on March 22, 1995, is intended, among other things, to curb 
the practice of imposing unfunded Federal mandates on State, local, and 
tribal governments. Title II of the Act requires each Federal agency to 
prepare a written statement assessing the effects of any Federal 
mandate in a proposed or final agency rule that may result in a $100 
million or more expenditure (adjusted annually for inflation) in any 
one year by State, local, and tribal governments, in the aggregate, or 
by the private sector; such a mandate is deemed to be a ``significant 
regulatory action.'' This SFAR does not contain such a mandate. 
Therefore, the requirements of Title II of the Unfunded Mandates Reform 
Act of 1995 do not apply.

Environmental Analysis

    FAA Order 1050.1D defines FAA actions that may be categorically 
excluded from preparation of a National Environmental Policy Act (NEPA) 
environmental impact statement. In accordance with FAA Order 1050.1D, 
appendix 4, paragraph 4(j) this rulemaking action qualifies for a 
categorical exclusion.

Energy Impact

    The energy impact of this SFAR has been assessed in accordance with 
the Energy Policy and Conservation Act (EPCA) Pub. L. 94-163, as 
amended (42 U.S.C. 6362) and FAA Order 1053.1. It has been determined 
that this SFAR is not a major regulatory action under the provisions of 
the EPCA.

List of Subjects in 14 CFR Part 121

    Air carriers, Aircraft, Airmen, Aviation safety, Charter flights, 
Reporting and recordkeeping requirements, Safety, Transportation.

The Amendment

    For the reasons set forth above, the Federal Aviation 
Administration amends 14 CFR part 121 as follows:

PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL 
OPERATIONS

    1. The authority citation for part 121 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 1153, 40113, 40119, 41706, 44101, 
44701-44702, 44705, 44709-44711, 44713, 44716-44717, 44722, 44901, 
44903-44904, 44912, 46105.

    SFAR No. 92-2 [Removed]

    2. Remove Special Federal Aviation Regulation No. 92-2.
    3. Add Special Federal Aviation Regulation (SFAR) 92-3 to read as 
follows:
    Special Federal Aviation Regulation No. 92-3--Flightcrew 
Compartment Access and Door Designs

    1. Applicability. This Special Federal Aviation Regulation 
(SFAR) applies to all operators that hold an air carrier certificate 
or operating certificate issued under part 119 and that conduct 
operations under part 121 and to operators of U.S. registered 
transport category aircraft operated under part 129, except 
paragraph 4 of this SFAR does not apply to cargo operations and part 
129 operations. It applies to the operators specified in this SFAR 
that modify airplanes to improve the flightcrew compartment door 
installations to restrict the unwanted entry of persons into the 
flightcrew compartment. This SFAR also applies to production 
certificate holders and applicants for airworthiness certificates 
for airplanes to be operated by operators specified in this SFAR, 
and producers of parts to be used in such modifications.
    2. Regulatory Relief. Contrary provisions of part 21, and 
Secs. 121.153(a)(2), 121.379(b), and 129.13 notwithstanding:
    (a) An operator may operate airplanes modified to improve the 
flightcrew compartment door installations to restrict the 
unauthorized entry of persons into the flightcrew compartment 
without regard to the applicable airworthiness requirements and may 
modify those airplanes for that purpose, using technical data not 
previously approved by the Administrator, subject to the following 
conditions:
    (i) Not later than February 15, 2002, submit to the Director, 
Aircraft Certification Service, a detailed description of the 
changes to the airplane that have been accomplished to enhance the 
intrusion resistance of the flightcrew compartment including 
identification of what major alterations have been done without 
previously approved data.
    (ii) Not later than April 22, 2002, submit to the Director, 
Aircraft Certification Service, a schedule for accomplishment of the 
changes necessary to restore compliance with all applicable 
airworthiness requirements, as well as a listing of the regulations 
not currently complied with. The schedule may not extend beyond the 
termination date of this SFAR.
    (iii) If, upon reviewing the data submitted in paragraph 2 
(a)(i) of this SFAR, the Administrator determines that a door 
modification presents an unacceptable safety risk, the FAA may issue 
an order requiring changes to such modifications.
    (b) An applicant for an airworthiness certificate may obtain 
such a certificate for modified airplanes to be operated by 
operators described in this SFAR.
    (c) A holder of a production certificate may submit for 
airworthiness certification or approval, modified airplanes to be 
operated by operators described in this SFAR.
    (d) A person may produce parts for installation on airplanes in 
connection with modifications described in this SFAR, without FAA 
parts manufacturer approval (PMA).
    3. Return to Service Documentation. Where operators have 
modified airplanes as authorized in this SFAR, the affected airplane 
must be returned to service with a note that it was done under the 
provisions of this SFAR.
    4. Provision for Flightdeck Door Compartment Key. Contrary to 
provisions of Sec. 121.313(g), the following provision applies: A 
key for each door that separates a passenger compartment from an 
emergency exit must be identified to passengers in the briefing 
required by Sec. 121.571(a)(1)(ii). The key required for access to 
the emergency exit must be readily available for each crewmember. No 
key to the flightcrew compartment shall be available to any 
crewmember during flight, except for flight crewmembers, unless an 
internal flightdeck locking device such as a deadbolt or bar is 
installed, operative, and in use.
    5. Door Modification Requirement After [45 days after 
publication] for each airplane required under paragraph 121.313(f) 
to have a door between the passenger and pilot compartments, and for 
transport category all-cargo airplanes that have a door installed 
between the pilot compartment and any other occupied compartment on 
[the effective date of this amendment] such door must be equipped 
with an internal locking device installed, operative, and in use. 
Such internal locking device has to be designed so that it can only 
be unlocked from inside the flightdeck.

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    6. Termination. With respect to the ability to approve airplanes 
for return to service without data previously approved by the 
Administrator in the case of major alterations, this SFAR terminates 
on April 22, 2002. All other provisions of this SFAR terminate on 
April 9, 2003.


    Issued in Washington, DC, on January 10, 2002.
Jane F. Garvey,
Administrator.
[FR Doc. 02-967 Filed 1-10-02; 4:15 pm]
BILLING CODE 4910-13-P