Federal Register / Vol. 66, No. 44 / Tuesday, March 6, 2001 / Rules and Regulations 13413

screen. Section 205.16 permits disclosure on

a paper notice as an alternative to the onscreen disclosure.

ii. The disclosure of the fee on the receipt

under § 205.9(a)(1) cannot be used to comply

with the alternative paper disclosure

procedure under § 205.16, if the receipt is

provided at the completion of the transaction

because, pursuant to the statute, the paper

notice must be provided before the consumer

is committed to paying the fee.

iii. Section 205.9(a)(1) applies to any type

of electronic terminal as defined in

Regulation E (for example, to POS terminals

as well as to ATMs), while § 205.16 applies

only to ATMs.

* * * * *

Section 205.16—Disclosures at Automated

Teller Machines

16(b) General

Paragraph 16(b)(1)

1. Specific notices. An ATM operator that

imposes a fee for a specific type of

transaction such as a cash withdrawal, but

not a balance inquiry, may provide a general

statement that a fee will be imposed for

providing EFT services or may specify the

type of EFT for which a fee is imposed.

* * * * *

By order of the Board of Governors of the

Federal Reserve System, February 28, 2001.

Jennifer J. Johnson,

Secretary to the Board.

[FR Doc. 01–5295 Filed 3–5–01; 8:45 am]

BILLING CODE 6210–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–17–AD; Amendment

39–12133; AD 2001–04–14]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model AS350B, AS350B1,

AS350B2, AS350B3, AS350BA,

AS350C, AS350D, AS350D1, AS355E,

AS355F, AS355F1, AS355F2, and

AS355N Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD)

for Societe Nationale Industrielle

Aerospatiale (currently Eurocopter

France) Model AS350 and AS355 series

helicopters that currently requires

inspecting the fuselage frame (frame) for

a crack at the fuselage-to-tailboom

interface and replacing or repairing, as

necessary. That AD also requires a

fastener torque check and retorquing, as

necessary. This amendment retains the

requirements of the existing AD but

would increase the inspection interval

from 1,200 hours time-in-service (TIS)

to 2,500 hours or 6 years TIS, whichever

occurs first. This amendment revises the

time interval for inspecting the frame at

the fuselage-to-tailboom interface to

coincide with the inspection interval

specified in the maintenance manual.

The actions specified by this AD are

intended to eliminate confusion and

unnecessary costs and to prevent a

cracked frame, tailboom failure, and

subsequent loss of control of the

helicopter.

EFFECTIVE DATE: April 10, 2001.

FOR FURTHER INFORMATION CONTACT: Jim

Grigg, Aviation Safety Engineer, FAA,

Rotorcraft Directorate, Regulations

Group, Fort Worth, Texas 76193–0111,

telephone (817) 222–5490, fax (817)

222–5961.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 85–14–06,

Amendment 39–5089 (50 FR 28561, July

15, 1985) and AD 85–14–06 R1,

Amendment 39–5121 (50 FR 37173,

September 12, 1985), which apply to

Societe Nationale Industrielle

Aerospatiale (currently Eurocopter

France) Model AS350 and AS355 series

helicopters, was published in the

Federal Register on December 8, 2000

(65 FR 76953). That action proposed the

same actions as the existing AD’s and

also proposed increasing the inspection

interval from 1,200 hours TIS to 2,500

hours or 6 years TIS, whichever occurs

first, to coincide with the maintenance

manual and eliminate confusion and

unnecessary costs. To compensate for

the increase in the inspection interval,

reducing the initial inspection interval

from 100 hours TIS to 30 hours TIS and

changing the visual inspection to a dyepenetrant inspection were also

proposed.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public. The FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed.

The FAA estimates that 475

helicopters of U.S. registry will be

affected by this AD, that it will take

approximately 8 work hours per

helicopter to accomplish the required

actions, and that the average labor rate

is $60 per work hour. Based on these

figures, the total cost impact of this AD

on U.S. operators is estimated to be

$228,000, assuming no cracked frames

are discovered.

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 FAA, Office of the

Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort

Worth, Texas.

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

removing Amendment 39–5089 (50 FR

28561, July 15, 1985) and Amendment

39–5121 (50 FR 37173, September 12,

1985), and by adding a new

airworthiness directive (AD),

Amendment 39–12133, to read as

follows:

2001–04–14 Eurocopter France:

Amendment 39–12133. Docket No.

2000–SW–17–AD. Supersedes AD 85–

14–06, Amendment 39–5089, and AD

85–14–06 R1, Amendment 39–5121,

Docket No. 85–ASW–15.

Applicability: Model AS350B, AS350B1,

AS350B2, AS350B3, AS350BA, AS350C,

AS350D, AS350D1, AS355E, AS355F,

13414 Federal Register / Vol. 66, No. 44 / Tuesday, March 6, 2001 / Rules and Regulations

AS355F1, AS355F2, and AS355N

helicopters, certificated in any category.

Note 1: This AD applies to each helicopter

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For helicopters that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (e) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To eliminate confusion and unnecessary

costs and to prevent a cracked fuselage frame

(frame), tailboom failure, and subsequent loss

of control of the helicopter, accomplish the

following:

(a) Inspect the fuselage-to-tailboom

attachment bolts in accordance with

paragraph (d) for this AD within 30 hours

time-in-service (TIS).

(b) Inspect the fuselage-to-tailboom

attachment bolts in accordance with

paragraph (d) for this AD within 30 hours TIS

of replacing or reinstalling a tailboom.

(c) Repeat the inspection in accordance

with paragraph (d) of this AD at intervals not

to exceed 2500 hours or 6 years TIS,

whichever occurs first.

(d) Inspect the fuselage-to-tailboom

attachment bolts for proper torque range and

the frame, part number 350A21–1247–00, for

a crack at the fuselage-to-tailboom interface.

(1) Procedure for inspecting proper torque

range:

(i) Using a fine-point felt tip pen, mark the

position of the nut relative to the assembly.

(ii) One at a time, slightly loosen each nut.

Do not allow the corresponding bolt to rotate

relative to the assembly.

(iii) Tighten the nut with a properly

calibrated torque wrench until the mark on

the nut lines up with the mark on the

assembly.

(iv) Record the torque value required to

line up the two marks.

(2) Interpretation of the recorded torque

values for each nut:

(i) If the torque value is less than 0.3 mdaN

(26 in-lbs) on any nut:

(A) Remove the tailboom.

(B) Perform a dye-penetrant inspection for

a crack in the bending radius of the frame.

(C) If a crack is found, repair or replace the

frame with an airworthy frame before further

flight.

(ii) If the torque value is between 0.3 mdaN

and 1 mdaN (26 to 88 in-lbs), re-torque to

0.75 mdaN to 0.9 mdaN (67 to 79 in-lbs).

(iii) If the torque value is equal to or greater

than 1 mdaN (88 in-lbs), remove the nut and

bolt and replace them with a new nut and

bolt. Torque the nut to 0.75 mdaN to 0.9

mdaN (67–79 in-lbs).

Note 2: Aerospatiale Service Bulletins AS

355 No. 05.14 and AS 350 No. 05.16 pertain

to the subject of this AD.

(e) 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, Regulations

Group, Rotorcraft Directorate, FAA.

Operators shall submit their requests through

an FAA Principal Maintenance Inspector,

who may concur or comment and then send

it to the Manager, Regulations Group.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Regulations Group.

(f) Special flight permits may be issued in

accordance with 14 CFR 21.197 and 21.199

to operate the helicopter to a location where

the requirements of this AD can be

accomplished.

(g) This amendment becomes effective on

April 10, 2001.

Issued in Fort Worth, Texas, on February

20, 2001.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 01–5167 Filed 3–5–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–26–AD; Amendment

39–12135; AD 2001–04–15]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–8–31, DC–8–32,

DC–8–33, DC–8–41, DC–8–42, DC–8–

43, DC–8–51, DC–8–52, DC–8–53, DC–

8–55, DC–8–61, DC–8–61F, DC–8–62,

DC–8–62F, DC–8–63, DC–8–63F, DC–

8F–54, and DC–8F–55 Series 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 McDonnell

Douglas Model DC–8–31, DC–8–32, DC–

8–33, DC–8–41, DC–8–42, DC–8–43,

DC–8–51, DC–8–52, DC–8–53, DC–8–55,

DC–8–61, DC–8–61F, DC–8–62, DC–8–

62F, DC–8–63, DC–8–63F, DC–8F–54,

and DC–8F–55 series airplanes. This

action requires modification of the flow

control system by rerouting the bleed air

ducts to warm the pitot tube lines. This

action is necessary to prevent the pitot

lines from freezing, which could result

in erroneous or total loss of airspeed

indications to the flight crew, and

consequent loss of control of the

airplane. This action is intended to

address the identified unsafe condition.

DATES: Effective March 21, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 21,

2001.

Comments for inclusion in the Rules

Docket must be received on or before

May 7, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001–NM–

26–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

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

via fax or the Internet must contain

‘‘Docket No. 2001–NM–26–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

this AD may be obtained from National

Aircraft Service, Inc., 9133 TecumsehClinton Road, Tecumseh, Michigan

49286. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at

the FAA, Chicago Aircraft Certification

Office, 2330 East Devon Avenue, Room

323, Des Plaines, Illinois; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Roy

Boffo, Aerospace Engineer, Systems and

Flight Test Branch, ACE–117C, FAA,

Chicago Aircraft Certification Office,

2350 East Devon Avenue, Room 323,

Des Plaines, Illinois 60018; telephone

(847) 294–7564; fax (847) 294–7834.

SUPPLEMENTARY INFORMATION: The FAA

has received reports of erroneous

airspeed readings, including those from

the airspeed indicator and Machmeter,

after a McDonnell Douglas Model DC–

8 series airplane had flown through

visible moisture. The original airplane

design included a turbo compressor

system. The turbo compressors

generated enough heat to prevent

freezing of any trapped moisture in the

lines running from the pitot tubes. The

turbo compressors were removed during

installation of Supplemental Type

Certificate (STC) ST466CH, which

incorporated a flow control system that