Federal Register / Vol. 65, No. 99 / Monday, May 22, 2000 / Rules and Regulations 32011

example, if monthly statements are sent for

an account that compounds dividends daily

and credits dividends monthly, the balance

may not be increased each day to reflect the

effect of daily compounding. Assume a credit

union will pay $13.70 in dividends on

$100,000 for the first day, $6.85 in dividends

on $50,013.70 for the second day, and $3.43

in dividends on $25,020.55 for the third day.

The sum of each days balance is $175,000

(does not include accrued, but uncredited,

dividends amounts $13.70, $6.85, and $3.43),

thereby resulting in an average daily balance

for the three days of $58,333.33.

ii. Must be included in the balance for

succeeding statements if a statement is issued

more frequently than compounded dividends

is credited on an account. For example, if

monthly statements are sent for an account

that compounds dividends daily and credits

dividends quarterly, the balance for the

second monthly statement would include

dividends that had accrued for the prior

month. Assume a credit union will pay

$411.78 in dividends on 30 days of $100,000,

$427.28 in dividends on 31 days of

$100,411.78, and $415.23 in dividends on 30

days of $100,839.06. The balance (average

daily balance in the account for the period)

for the second 31 days is $100,411.78.

2. Rounding. The dividends earned figure

used to calculate the annual percentage yield

earned must be rounded to two decimals to

reflect the amount actually paid. For

example, if the dividends earned for a

statement period is $20.074 and the credit

union pays the member $20.07, the credit

union must use $20.07 (not $20.074) to

calculate the annual percentage yield earned.

For accounts that pay dividends based on the

daily balance method, compound and credit

dividends or interest quarterly, and send

monthly statements, the credit union may,

but need not, round accrued dividends to

two decimals for calculating the ‘‘projected’’

or ‘‘anticipated’’ annual percentage yield

earned on the first two monthly statements

issued during the quarter. However, on the

quarterly statement the dividends earned

figure must reflect the amount actually paid.

3. Compounding frequency using the

average daily balance method. Any

compounding frequency, including daily

compounding, can be used when calculating

dividends using the average daily balance

method. (See comment 707.7(b), which does

not require credit unions to compound or

credit dividends at any particular frequency).

B. Special Formula for Use Where Periodic

Statement is Sent More Often Than the

Period for Which Dividends are Compounded

1. Statements triggered by Regulation E.

Credit unions may, but need not, use this

formula to calculate the annual percentage

yield earned for accounts that receive

quarterly statements and that are subject to

Regulation E’s rule calling for monthly

statements when an electronic fund transfer

has occurred. They may do so even though

no monthly statement was issued during a

specific quarter. This formula must be used

for accounts that compound and credit

dividends quarterly and that receive monthly

statements, triggered by Regulation E, which

comply with the provisions of § 707.6.

2. Days in compounding period. Credit

unions using the special annual percentage

yield earned formula must use the actual

number of days in the compounding period.

Appendix B to Part 707—Model Clauses

and Sample Forms

1. Modifications. Credit unions that modify

the model clauses will be deemed in

compliance as long as they do not delete

information required by TISA or regulation

or rearrange the format so as to affect the

substance or clarity of the disclosures.

2. Format. Credit unions may use inserts to

a document (see Sample Form B–11) or fillin blanks (see Sample Forms B–4 and B–5,

which use double underlining to indicate

terms that have been filled in) to show

current rates, fees or other terms.

3. Disclosures for opening accounts. The

sample forms illustrate the information that

must be provided to a member when an

account is opened, as required by

§ 707.4(a)(1). (See § 707.4(a)(2), which states

the requirements for disclosing the annual

percentage yield, the dividend rate, and the

maturity of a term share account in

responding to a member’s request.)

4. Compliance with Regulation E. Credit

unions may satisfy certain requirements

under Part 707 with disclosures that meet the

requirements of Regulation E. (See

§ 707.3(c).) The model clauses and sample

forms do not give examples of disclosures

that would be covered by both this regulation

and Regulation E (such as disclosing the

amount of a fee for ATM usage). Credit

unions should consult appendix A to

Regulation E for appropriate model clauses.

5. Duplicate disclosures. If a requirement

such as a minimum balance applies to more

than one account term (to obtain a bonus and

determine the annual percentage yield, for

example), credit unions need not repeat the

requirement for each term, as long as it is

clear which terms the requirement applies to.

6. Guide to model clauses. In the model

clauses, italicized words indicate the type of

disclosure a credit union should insert in the

space provided (for example, a credit union

might insert ‘‘March 25, 1995’’ in the blank

for ‘‘(date)’’ disclosure). Brackets and

diagonals (‘‘/’’) indicate a credit union must

choose the alternative that describes its

practice (for example, [daily balance/average

daily balance]).

7. Sample forms. The sample forms (B–4

through B–11) serve a purpose different from

the model clauses. They illustrate various

ways of adapting the model clauses to

specific accounts. The clauses shown relate

only to the specific transactions described.

[FR Doc. 00–55509 Filed 5–19–00; 8:45 am]

BILLING CODE 1505–01–D

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–138–AD; Amendment

39–11735; AD 2000–10–11]

RIN 2120–AA64

Airworthiness Directives; Gulfstream

Model G–159 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Gulfstream Model

G–159 series airplanes, that requires an

inspection to determine the type of

pneumatic deicing boots, and an

Airplane Flight Manual (AFM) revision

only for those airplanes equipped with

‘‘modern’’ boots. This amendment is

prompted by reports of inflight

incidents and an accident that occurred

in icing conditions where the airframe

pneumatic deicing boots were not

activated. The actions specified by this

AD are intended to ensure that

flightcrews activate the pneumatic wing

and tail deicing boots at the first signs

of ice accumulation. This action will

prevent reduced controllability of the

aircraft due to adverse aerodynamic

effects of ice adhering to the airplane

prior to the first deicing cycle.

EFFECTIVE DATE: June 26, 2000.

ADDRESSES: Information pertaining to

this amendment may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA,

Small Airplane Directorate, Atlanta

Aircraft Certification Office, One Crown

Center, 1895 Phoenix Boulevard, suite

450, Atlanta, Georgia 30349.

FOR FURTHER INFORMATION CONTACT: Neil

Berryman, Aerospace Engineer, Systems

and Flight Test Branch, ACE–116A,

FAA, Small Airplane Directorate,

Atlanta Aircraft Certification Office,

One Crown Center, 1895 Phoenix

Boulevard, suite 450, Atlanta, Georgia

30349; telephone (770) 703–6098; fax

(770) 703–6097.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to Gulfstream Model

G–159 series airplanes was published as

a supplemental notice of proposed

rulemaking (NPRM) in the Federal

Register on November 18, 1999 (64 FR

62991). That action proposed to require

32012 Federal Register / Vol. 65, No. 99 / Monday, May 22, 2000 / Rules and Regulations

an inspection to determine the type of

pneumatic deicing boots, and an

airplane flight manual (AFM) change

only for those airplanes equipped with

‘‘modern’’ boots.

Since the Issuance of the NPRM

The FAA has received information

indicating that natural ice shedding,

melting, or sublimation from the

protected areas of the pneumatic deicing

boot system of the wing and tail leading

edge will eliminate most residual ice. In

light of that information, the FAA has

determined that a revision of the last

bulleted paragraph of the airplane flight

manual revision specified in paragraph

(a) of the NPRM is necessary.

Consequently, that paragraph has been

revised from, ‘‘The wing and tail leading

edge pneumatic deicing boot system

may be deactivated only after leaving

icing conditions and after the airplane is

determined to be clear of ice,’’ to delete

the phrase, ‘‘and after the airplane is

determined to be clear of ice.’’

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Request to Add Further Requirements

The commenter, the United Kingdom

Civil Aviation Authority, requests that

the statement in the supplemental

notice of proposed rulemaking (NPRM)

advising that a potential for adverse

aerodynamic effects of ice adhering to

the airplane exists should be addressed

in more detail. The commenter explains

that icing boots contaminated with dirt

or in a deteriorated condition can

induce such ice adhering to the

airplane. The commenter points out that

various cleaning and protection fluids

are available that provide extended life

to the deicing boots, protection of the

boots against ultraviolet (UV) rays, and

assistance in maintaining the boots in a

clean condition. However, the

commenter notes that not all

maintenance programs schedule tasks

effectively for the use of such cleaning

and protection fluids. Therefore, the

commenter requests that the FAA

consider mandating a specific schedule

to use such cleaning and protection

products. The commenter states that

such a required schedule should be

required for airplanes equipped with

either the ‘‘modern’’ or ‘‘older’’ boots.

The FAA does not concur with the

commenter’s requests. The FAA

considers that normal wear and tear on

the deicing boot materials is to be

expected, and that the adhesion

characteristics of the boot increases as

the boot surface degrades over time.

Operators have the responsibility to

monitor the performance of the deicing

boots installed on their airplanes, and to

perform maintenance as required.

The FAA acknowledges that use of

certain ice-phobic chemicals may

provide an additional safety benefit.

However, a variety of factors (e.g.,

normal wear and tear, ‘‘patching,’’ and

oxidation of boot material) exist in

varying degrees on individual airplanes.

As a result, the optimum frequency of

application will vary during the life of

the boot. The FAA has received no

quantitative data to demonstrate the

adequacy of particular amounts of icephobic chemical sprays or to provide

adequate intervals of application.

Therefore, the FAA cannot establish an

appropriate application interval at this

time. However, if additional data

becomes available, the FAA may

consider further rulemaking.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 141 airplanes

of U.S. registry will be affected by this

AD.

The FAA estimates that it will take

approximately 2 work hours per

airplane to accomplish the AFM

revision, at the average labor rate of $60

per work hour. Based on these figures,

the cost impact of the AD on U.S.

operators is estimated to be $16,920, or

$120 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

Regulatory Impact

The regulations adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the national Government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–10–11 Gulfstream Aerospace

Corporation (Formerly Grumman):

Amendment 39–11735. Docket 99–NM–

138–AD.

Applicability: Model G–159 series

airplanes equipped with pneumatic deicing

boots, certificated in any category.

To ensure that flightcrews activate the

wing and tail pneumatic deicing boots at the

first signs of ice accumulation on the

airplane, accomplish the following:

Note 1: For the purposes of this AD, the

following definitions of ‘‘older’’ and

‘‘modern’’ apply:

‘‘Modern’’ pneumatic boot systems may be

characterized by short segmented, small

diameter tubes, which are operated at

relatively high pressures [18–23 pounds per

square inch (psi)] by excess bleed air that is

provided by turbine engines. ‘‘Older’’

pneumatic boot systems may be

characterized by long, uninterrupted, large

diameter tubes, which were operated at low

pressures by engine driven pneumatic pumps

whose pressure varied with engine

revolutions per minute (rpm). This low

pressure coupled with long and large

diameter tubes caused early de-ice systems to

have very lengthy inflation and deflation

cycles and dwell times. (Dwell time is the

period of time that the boot remains fully

expanded following the completion of the

inflation cycle until the beginning of the

deflation cycle.)

Federal Register / Vol. 65, No. 99 / Monday, May 22, 2000 / Rules and Regulations 32013

(a) Within 10 days after the effective date

of this AD: Perform a visual inspection to

determine if the types of pneumatic deicing

boots installed are either ‘‘older’’ or

‘‘modern’’ boots.

(1) For those airplanes equipped with

‘‘older’’ pneumatic deicing boots, no further

action is required by this AD.

(2) For those airplanes equipped with

‘‘modern’’ pneumatic deicing boots: Within

10 days after the inspection required by

paragraph (a) of this AD, revise the

Limitations Section of the FAA-approved

Airplane Flight Manual (AFM) to include the

following requirements for activation of the

ice protection systems. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘• Except for certain phases of flight

where the AFM specifies that deicing boots

should not be used (e.g., take-off, final

approach, and landing), compliance with the

following is required.

‘‘• Wing and Tail Leading Edge Pneumatic

Deicing Boot System, if installed, must be

activated:

—At the first sign of ice formation

anywhere on the aircraft, or upon

annunciation from an ice detector system,

whichever occurs first; and

—The system must either be continued to

be operated in the automatic cycling mode,

if available; or the system must be manually

cycled as needed to minimize the ice

accretions on the airframe.

• The wing and tail leading edge

pneumatic deicing boot system may be

deactivated only after leaving icing

conditions.’’

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Atlanta

Aircraft Certification Office, FAA, Small

Airplane Directorate. The request shall be

forwarded through an appropriate FAA

Operations Inspector, who may add

comments and then send it to the Manager,

Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(d) This amendment becomes effective on

June 26, 2000.

Issued in Renton, Washington, on May 15,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–12672 Filed 5–19–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–42–AD; Amendment

39–11728; AD 2000–10–04]

RIN 2120–AA64

Airworthiness Directives; Israel

Aircraft Industries, Ltd., Model 1124

and 1124A Westwind Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Israel Aircraft

Industries, Ltd., Model 1124 and 1124A

Westwind airplanes. This action

requires a one-time X-ray inspection to

detect missing rivets at the rib-to-spar

connection of the aileron ribs, and

corrective actions, if necessary. This

action is necessary to prevent cracking

of the aileron skin due to missing rivets,

which could result in reduced structural

integrity of the aileron and consequent

reduced controllability of the airplane.

This action is intended to address the

identified unsafe condition.

DATES: Effective June 6, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 6,

2000.

Comments for inclusion in the Rules

Docket must be received on or before

June 21, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

42–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays. Comments may also

be sent via the Internet using the

following address: 9-anmiarcomment@faa.gov. Comments sent

via the Internet must contain ‘‘Docket

No. 2000–NM–42–AD’’ in the subject

line and need not be submitted in

triplicate.

The service information referenced in

this AD may be obtained from Galaxy

Aerospace Corporation, One Galaxy

Way, Fort Worth Alliance Airport, Fort

Worth, Texas 76177. This information

may be examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: The Civil

Aviation Administration of Israel

(CAAI), notified the FAA that an unsafe

condition may exist on certain Israel

Aircraft Industries, Ltd., Model 1124

and 1124A Westwind airplanes. The

CAAI advises that rivets in the aileron

structure have been reported missing.

On one airplane, 5 of the 13 aileron ribs

were missing rivets. Investigation

revealed certain rivets may not have

been installed during production. This

condition, if not corrected, could result

in reduced structural integrity of the

aileron and consequent reduced

controllability of the airplane.

Explanation of Relevant Service

Information

The manufacturer has issued Israel

Aircraft Industries 1124 Westwind Alert

Service Bulletin No. 1124–27A–145,

dated March 24, 2000, which describes

procedures for a one-time X-ray

inspection to detect missing rivets at the

rib to spar connection of the aileron

ribs, left and right sides, at work stations

(WS) 158.00 through WS 246.00. The

CAAI classified this alert service

bulletin as mandatory and previously

issued Israeli airworthiness directive

57–00–02–06, dated February 24, 2000,

in order to assure the continued

airworthiness of these airplanes in

Israel.

FAA’s Conclusions

These airplane models are

manufactured in Israel and are type

certificated for operation in the United

States under the provisions of section

21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement. Pursuant to this bilateral

airworthiness agreement, the CAAI has

kept the FAA informed of the situation

described above. The FAA has

examined the findings of the CAAI,

reviewed all available information, and

determined that AD action is necessary

for products of this type design that are

certificated for operation in the United

States.

Explanation of Requirements of Rule

Since an unsafe condition has been

identified that is likely to exist or