Federal Register / Vol. 75, No. 209 / Friday, October 29, 2010 / Rules and Regulations 66649 

and materials typically associated with 

such certificate or card; and 

(iii) Any dormancy, inactivity, or 

service fee for such certificate or card 

that might otherwise be charged will not 

be charged if such fees do not comply 

with Section 915 of the Electronic Fund 

Transfer Act. 

(3) Expiration of additional disclosure 

requirements. The disclosures in 

paragraph (h)(2) of this section: 

(i) Are not required to be provided on 

or after January 31, 2011, with respect 

to in-store signage and general 

advertising. 

(ii) Are not required to be provided on 

or after January 31, 2013, with respect 

to messages during customer service 

calls and Web sites. 

* * * * * 

■ 3. In Supplement I to part 205, new 

paragraph 20(h) is revised as follows: 

Supplement I to Part 205—Official Staff 

Interpretations 

* * * * * 

Section 205.20—Requirements for Gift Cards 

and Gift Certificates 

* * * * * 

20(h) Temporary Exemption 

20(h)(1)—Delayed Effective Date 

1. Application to certificates or cards 

produced prior to April 1, 2010. Certificates 

or cards produced prior to April 1, 2010 may 

be sold to a consumer on or after August 22, 

2010 without satisfying the requirements of 

§ 205.20(c)(3), (d)(2), (e)(1), (e)(3), and (f) 

through January 30, 2011, provided that 

issuers of such certificates or cards comply 

with the additional substantive and 

disclosure requirements of §§ 205.20(h)(1)(i) 

through (iv). Issuers of certificates or cards 

produced prior to April 1, 2010 need not 

satisfy these additional requirements if the 

certificates or cards fully comply with the 

rule (§§ 205.20(a) through (f)). For example, 

the in-store signage and other disclosures 

required by § 205.20(h)(2) do not apply to gift 

cards produced prior to April 1, 2010 that do 

not have fees and do not expire, and which 

otherwise comply with the rule. 

2. Expiration of temporary exemption. 

Certificates or cards produced prior to April 

1, 2010 that do not fully comply with 

§§ 205.20(a) through (f) may not be issued or 

sold to consumers on or after January 31, 

2011. 

20(h)(2)—Additional Disclosures 

1. Disclosures through third parties. Issuers 

may make the disclosures required by 

§ 205.20(h)(2) through a third party, such as 

a retailer or merchant. For example, an issuer 

may have a merchant install in-store signage 

with the disclosures required by 

§ 205.20(h)(2) on the issuer’s behalf. 

2. General advertising disclosures. Section 

205.20(h)(2) does not impose an obligation 

on the issuer to advertise gift certificates, 

store gift cards, or general-use prepaid cards. 

By order of the Board of Governors of the 

Federal Reserve System, October 22, 2010. 

Jennifer J. Johnson, 

Secretary of the Board. 

[FR Doc. 2010–27191 Filed 10–28–10; 8:45 am] 

BILLING CODE 6210–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0516; Directorate 

Identifier 2009–NM–251–AD; Amendment 

39–16484; AD 2010–22–05] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Model F.28 Mark 0070 

and 0100 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

When preparing for landing, the flight crew 

of a F28 Mark 0100 (Fokker 100) aeroplane 

observed a main landing gear (MLG) unsafe 

indication after landing gear down selection. 

* * * [T]he right (RH) MLG was partly 

extended and the left (LH) MLG door was 

open but without the MLG being extended. 

* * * 

Subsequent investigation revealed that the 

cause of the MLG extension problem was the 

(partially) blocked hydraulic return line from 

the MLG selector valve by pieces of hard 

plastic. These were identified as parts of the 

poppet seat of PBSOV [parking brake shut-off 

valve] Part Number (P/N) 70379. * * * 

This condition, if not detected and 

corrected, could lead to further events where 

the MLG fails to extend, possibly resulting in 

loss of control of the aeroplane during 

landing. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

December 3, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 3, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 18, 2010 (75 FR 27668). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

When preparing for landing, the flight crew 

of a F28 Mark 0100 (Fokker 100) aeroplane 

observed a main landing gear (MLG) unsafe 

indication after landing gear down selection. 

The approach was aborted and the landing 

gear unsafe procedure was accomplished. As 

this did not produce the desired effect, a low 

pass was performed and the control tower 

confirmed that the right (RH) MLG was partly 

extended and the left (LH) MLG door was 

open but without the MLG being extended. 

Eventually the aeroplane landed with partly 

extended landing gear, without resulting in 

serious injuries to the occupants. 

Subsequent investigation revealed that the 

cause of the MLG extension problem was the 

(partially) blocked hydraulic return line from 

the MLG selector valve by pieces of hard 

plastic. These were identified as parts of the 

poppet seat of PBSOV [parking brake shut-off 

valve] Part Number (P/N) 70379. The PBSOV 

installed on the incident aeroplane was a 

modified version of P/N 70379, identified by 

suffix ‘‘A’’ behind the serial number on the 

identification plate. This modification was 

introduced by Eaton, the valve manufacturer, 

with Eaton Service Bulletin (SB) 70379–32– 

01 and includes replacement of the original 

poppet with clamped hard plastic seat by an 

improved poppet assembly with screwed-on 

seat. When the affected valve was opened, it 

was confirmed that it contained the 

improved poppet assembly. The poppet seat 

fragments found in the return system 

therefore originated from a previously 

installed (pre SB 70379–32–01) P/N 70379 

PBSOV and must have been present in the 

return/pressure line prior to installation of 

the modified PBSOV. 

This condition, if not detected and 

corrected, could lead to further events where 

the MLG fails to extend, possibly resulting in 

loss of control of the aeroplane during 

landing. 

For the reasons described above, this 

[EASA] AD requires the [detailed] inspection 

of the associated hydraulic lines, irrespective 

what type PBSOV is installed, removal of 

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66650 Federal Register / Vol. 75, No. 209 / Friday, October 29, 2010 / Rules and Regulations 

contamination in the system, if any, and 

replacement of each unmodified PBSOV with 

a modified unit. This [EASA] AD also 

prohibits, after installation of a modified 

PBSOV on an aeroplane, re-installation of an 

unmodified PBSOV on that aeroplane. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 6 

products of U.S. registry. We also 

estimate that it will take about 4 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $2,040, or $340 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD 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. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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. The FAA amends § 39.13 by adding 

the following new AD: 

2010–22–05 Fokker Services B.V.: 

Amendment 39–16484. Docket No. 

FAA–2010–0516; Directorate Identifier 

2009–NM–251–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective December 3, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Fokker Services B.V. 

Model F.28 Mark 0070 and 0100 airplanes, 

certificated in any category, all serial 

numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

When preparing for landing, the flight crew 

of a F28 Mark 0100 (Fokker 100) aeroplane 

observed a main landing gear (MLG) unsafe 

indication after landing gear down selection. 

* * * [T]he right (RH) MLG was partly 

extended and the left (LH) MLG door was 

open but without the MLG being extended. 

* * * 

Subsequent investigation revealed that the 

cause of the MLG extension problem was the 

(partially) blocked hydraulic return line from 

the MLG selector valve by pieces of hard 

plastic. These were identified as parts of the 

poppet seat of PBSOV [parking brake shut-off 

valve] Part Number (P/N) 70379. * * * 

This condition, if not detected and 

corrected, could lead to further events where 

the MLG fails to extend, possibly resulting in 

loss of control of the aeroplane during 

landing. 

* * * * * 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Actions 

(g) Do the following actions. 

(1) Within 30 days after the effective date 

of this AD, do a detailed inspection of the 

hydraulic lines associated with the PBSOV 

for contamination in the system (the presence 

of pieces of material from the poppet seat of 

an unmodified PBSOV having P/N 70379). If 

any contamination is found, before further 

flight, remove the contamination, in 

accordance with Part 1 of the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–32–159, dated 

October 6, 2009. 

(2) Within 18 months after the effective 

date of this AD, re-inspect the hydraulic lines 

and do all applicable corrective actions as 

required by paragraph (g)(1) of this AD, and 

replace the unmodified PBSOV having P/N 

70379, with a modified PBSOV having P/N 

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Federal Register / Vol. 75, No. 209 / Friday, October 29, 2010 / Rules and Regulations 66651 

70379 having the suffix ‘‘A’’ behind the serial 

number on the identification plate, in 

accordance with Part 2 of the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–32–159, dated 

October 6, 2009. 

(3) After accomplishing paragraph (g)(2) of 

this AD, do not install any unmodified 

PBSOV having P/N 70379, unless the PBSOV 

having P/N 70379 has been modified, having 

the suffix ‘‘A’’ behind the serial number on 

the identification plate, in accordance with 

the Accomplishment Instructions of Eaton 

Service Bulletin 70379–32–01, dated 

September 15, 2001. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Tom Rodriguez, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1137; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(i) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2009–0220, 

dated October 14, 2009; Fokker Service 

Bulletin SBF100–32–159, dated October 6, 

2009; and Eaton Service Bulletin 70379–32– 

01, dated September 15, 2001; for related 

information. 

Material Incorporated by Reference 

(j) You must use Fokker Service Bulletin 

SBF100–32–159, dated October 6, 2009; and 

Eaton Service Bulletin 70379–32–01, dated 

September 15, 2001; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 231, 2150 

AE Nieuw-Vennep, the Netherlands; 

telephone +31 (0)252–627–350; fax +31 

(0)252–627–211; e-mail 

technicalservices.fokkerservices@stork.com; 

Internet http://www.myfokkerfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on October 

13, 2010. 

John Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–26548 Filed 10–28–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0697; Directorate 

Identifier 2010–NM–102–AD; Amendment 

39–16485; AD 2010–22–06] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–201, –202, –203, –223, and –243 

Airplanes, and Model A330–300 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

An A330 experienced an uncommanded 

engine #1 in flight spool down, which 

occurred while applying fuel gravity feed 

procedure, in response to low pressure 

indications from all fuel boost pumps, in 

both left and right wings. 

The investigations revealed that the wing 

tank pressure switches P/N (part number) 

HTE69000–1 had frozen due to water 

accumulated in their external part, causing 

spurious low pressure indications. 

As per procedure, the main pumps are then 

switched off, increasing the level of 

unavailable fuel. This, in combination with 

very low fuel quantities or another 

independent trapped fuel failure scenarios, 

can lead to fuel starvation on the affected 

engine(s). * * * 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

December 3, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 3, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.com or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on July 13, 2010 (75 FR 39869). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

An A330 experienced an uncommanded 

engine #1 in flight spool down, which 

occurred while applying fuel gravity feed 

procedure, in response to low pressure 

indications from all fuel boost pumps, in 

both left and right wings. 

The investigations revealed that the wing 

tank pressure switches P/N (part number) 

HTE69000–1 had frozen due to water 

accumulated in their external part, causing 

spurious low pressure indications. 

As per procedure, the main pumps are then 

switched off, increasing the level of 

unavailable fuel. This, in combination with 

very low fuel quantities or another 

independent trapped fuel failure scenarios, 

can lead to fuel starvation on the affected 

engine(s). This condition, if not corrected, 

could lead to a potential unsafe condition. 

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