14810 Federal Register / Vol. 86, No. 52 / Friday, March 19, 2021 / Rules and Regulations 
this rescission, the Regulatory 
Flexibility Act also does not require an initial or final regulatory flexibility analysis for this rescission. The Bureau has also determined that the rescission of the Policy Statement does not impose any new or revise any existing recordkeeping, reporting, or disclosure requirements on covered entities or members of the public that would be collections of information requiring approval by the Office of Management and Budget under the Paperwork Reduction Act. 
Pursuant to the Congressional Review 
Act, 5 U.S.C. 801 et seq., the Bureau will submit a report containing the rescission of the Policy Statement and other required information to the United States Senate, the United States House of Representatives, and the Comptroller General of the United States prior to its applicability date. The Office of Information and Regulatory Affairs has designated the rescission of the Policy Statement as not a ‘‘major rule’’ as defined by 5 U.S.C. 804(2). 
Dated: March 8, 2021. 
David Uejio, 
Acting Director, Bureau of Consumer 
Financial Protection. 
[FR Doc. 2021–05437 Filed 3–18–21; 8:45 am] 
BILLING CODE 4810–AM–P 
DEPARTMENT OF TRANSPORTATION 
Federal Aviation Administration 
14 CFR Part 25 
[Docket No. FAA–2021–0203; Special 
Conditions No. 25–784–SC] 
Special Conditions: Lufthansa 
Technik, Boeing Model 787–8 Airplane; Installation of Large, Non-Structural Glass in the Passenger Cabin 
AGENCY : Federal Aviation 
Administration (FAA), DOT. 
ACTION : Final special conditions; request 
for comments. 
SUMMARY : These special conditions are 
issued for the Boeing Model 787–8 airplane. This airplane as modified by Lufthansa Technik, will have a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport category airplanes. This design feature is the installation of large, non- structural glass in the passenger cabin. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. 
DATES : This action is effective on 
Lufthansa Technik on March 19, 2021. Send comments on or before May 3, 2021. 
ADDRESSES : Send comments identified 
by Docket No. FAA–2021–0203 using any of the following methods: 
•Federal eRegulations Portal: Go to 
http://www.regulations.gov/ and follow 
the online instructions for sending your comments electronically. 
•Mail: Send comments to Docket 
Operations, M–30, U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12–140, West Building Ground Floor, Washington, DC 20590–0001. 
•Hand Delivery or Courier: Take 
comments to Docket Operations in Room W12–140 of the West Building Ground Floor at 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. 
•Fax: Fax comments to Docket 
Operations at 202–493–2251. 
Privacy: The FAA will post all 
comments it receives, without change, to http://www.regulations.gov/, 
including any personal information the commenter provides. Using the search function of the docket website, anyone can find and read the electronic form of all comments received into any FAA docket, including the name of the individual sending the comment (or signing the comment for an association, business, labor union, etc.). DOT’s complete Privacy Act Statement can be found in the Federal Register published on April 11, 2000 (65 FR 19477–19478). 
Docket: Background documents or 
comments received may be read at http://www.regulations.gov/ at any time. 
Follow the online instructions for accessing the docket or go to Docket Operations in Room W12–140 of the West Building Ground Floor at 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. 
FOR FURTHER INFORMATION CONTACT : 
Shannon Lennon, Human Machine Interface Section, AIR–626, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, Federal Aviation Administration, 2200 South 216th Street, Des Moines, Washington 98198; telephone and fax 206–231–3209; email Shannon.Lennon@faa.gov. 
SUPPLEMENTARY INFORMATION : The 
substance of these special conditions has been published in the Federal Register for public comment in several 
prior instances with no substantive comments received. Therefore, the FAA has determined that prior public notice and comment are unnecessary, and finds that, for the same reason, good cause exists for adopting these special conditions upon publication in the Federal Register. 
Comments Invited 
The FAA invites interested people to 
take part in this rulemaking by sending 
written comments, data, or views. The most helpful comments reference a specific portion of the special conditions, explain the reason for any recommended change, and include supporting data. 
The FAA will consider all comments 
received by the closing date for comments. The FAA may change these special conditions based on the comments received. 
Background 
On September 27, 2019, Lufthansa 
Technik applied for a supplemental 
type certificate for installation of large, non-structural glass in the passenger cabin in the Boeing Model 787–8 airplane. The Boeing Model 787–8 is a twin-engine, transport category airplane, with capacity for 381 passengers, and a maximum takeoff weight of 476,000 pounds. 
Type Certification Basis 
Under the provisions of title 14, Code 
of Federal Regulations (14 CFR) 21.101, 
Lufthansa Technik must show that the Boeing Model 787–8 airplane, as changed, continues to meet the applicable provisions of the regulations listed in Type Certificate No. TC No. T00021SE or the applicable regulations in effect on the date of application for the change, except for earlier amendments as agreed upon by the FAA. 
If the Administrator finds that the 
applicable airworthiness regulations (e.g., 14 CFR part 25) do not contain 
adequate or appropriate safety standards for the Boeing Model 787–8 airplane because of a novel or unusual design feature, special conditions are prescribed under the provisions of § 21.16. 
Special conditions are initially 
applicable to the model for which they are issued. Should the applicant apply for a supplemental type certificate to modify any other model included on the same type certificate to incorporate the same novel or unusual design feature, these special conditions would also apply to the other model under § 21.101. 
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In addition to the applicable 
airworthiness regulations and special 
conditions, the Boeing Model 787–8 airplane must comply with the fuel vent and exhaust emission requirements of 14 CFR part 34 and the noise certification requirements of 14 CFR part 36. 
The FAA issues special conditions, as 
defined in 14 CFR 11.19, in accordance with § 11.38, and they become part of the type certification basis under § 21.101. 
Novel or Unusual Design Features 
The Boeing Model 787–8 airplane will 
incorporate the following novel or 
unusual design features: 
Lufthansa Technik is proposing to 
install large non-structural glass items in Model 787–8 airplanes. Possible installations of large non-structural glass items include, but are not limited to, the following items: 
•Glass partitions. 
•Glass floor installations. 
•Glass attached to the ceiling. 
•Glass parts integrated in the 
stairway. 
•Wall or Door mounted mirrors and 
glass panels. 
•Mirrors as part of a door blow out 
panel. 
•Glass plate installed in a doorframe. 
•Washstand with glass-panel. 
The installation of these glass items in 
the passenger compartment, which can be occupied during taxi, take-off and landing (TT&L), is a novel or unusual design feature with respect to the installed material. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design features. 
Discussion 
The use of glass results in trade-offs 
between the one unique characteristic of 
glass—its capability for undistorted or controlled light transmittance, or transparency—and the negative aspects of the material. Glass, in its basic form as annealed, untreated sheet, plate, or float glass, when compared to metals, is extremely notch-sensitive, has a low fracture resistance, has a low modulus of elasticity, and can be highly variable in its properties. While reasonably strong, it is nonetheless not a desirable material for traditional airplane applications because it is heavy (about the same density as aluminum), and when it fails, it breaks into extremely sharp fragments that have the potential for injury, and which have been known to be lethal. Thus, the use of glass traditionally was limited to windshields, and instrument or display transparencies. The regulations in § 25.775 only address, and likewise only 
recognize, the unique use of glass in windshield or window applications where no other material will serve. This regulation does address the adverse properties of glass, but pilots occasionally are injured from shattered glass windshields. 
The FAA divides other uses of glass 
in the passenger cabin into four groups. These groups were created to address the practical and functional uses of glass. The four groups are as follows: 
The first group is glass items installed 
in rooms or areas in the cabin that are not occupied during TT&L, and a person does not have to enter or pass through the room or area to get to any emergency exit. 
The second group is glass integrated 
into a functional device the operation of which is dependent upon the characteristics of glass, such as instrument or indicator protective transparencies, or monitor screens such as liquid crystal displays or plasma displays. This group may be installed in any area in the cabin regardless of occupancy during TT&L. Acceptable means of compliance for these items may depend on the size and specific location of the device containing the glass. 
The third group is small glass items 
installed in occupied rooms or areas during TT&L, or rooms or areas that a person does not have to enter or pass 
through to get to any emergency exit. The FAA defines a small glass item as less than 8.8 lbs (4 kg) in mass. 
The fourth group is large glass items, 
the subject of these special conditions, installed in occupied rooms or areas during TT&L, or rooms or areas that a person must enter or pass through to get to any emergency exit. A large glass item is defined as 8.8 lbs (4 kg) or greater in mass. Groups of glass items that collectively weigh 4 kg or more would also be included. The mass is based on the amount of glass that becomes hazardous in high inertial loads. 
The glass items in groups one, two, 
and three are restricted to applications where the potential for injury is either highly localized, such as flight- instrument faces, or the location is such that injury due to failure of the glass is unlikely, for example mirrors in lavatories, because these installations necessitate the use of glass. These glass items typically are addressed in a method-of-compliance issue paper for each project based on existing part 25 regulations, or in established policy. These issue papers identify specific tests that could include abuse loading and ball-impact testing. In addition, these items are subject to the inertia loads contained in § 25.561, and maximum positive-differential pressure for items like video monitors to meet § 25.789. 
The items in group four are much 
larger and heavier than previously approved, and raise additional safety concerns. These large, heavy glass panels, primarily installed as architectural features, were not envisioned in the regulations. The unique aspects of glass, with the potential to become highly injurious or lethal objects during emergency landing, minor crash conditions, or in flight, warrant a unique approach to certification that addresses the characteristics of glass that prevented its use in the past. These special conditions were developed to ensure that airplanes with large glass features in passenger cabins provide the same level of safety as airplanes using traditional, lightweight materials. The FAA reiterates this intention in the text of the special conditions by qualifying their use for group four glass items. 
These special conditions contain the 
additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. 
Applicability 
As discussed above, these special 
conditions are applicable to the Boeing 
Model 787–8 airplane. Should Lufthansa Technik apply at a later date for a supplemental type certificate to modify any other model included on Type Certificate No. T00021SE to incorporate the same novel or unusual design feature, these special conditions would apply to that model as well. 
Conclusion 
This action affects only a certain 
novel or unusual design feature on one 
model of airplane. It is not a rule of general applicability and affects only the applicant who applied to the FAA for approval of these features on the airplane. 
List of Subjects in 14 CFR Part 25 
Aircraft, Aviation safety, Reporting 
and recordkeeping requirements. Authority Citation 
The authority citation for these 
special conditions is as follows: 
Authority: 49 U.S.C. 106(f), 106(g), 40113, 
44701, 44702, 44704. 
The Special Conditions 
Accordingly, pursuant to the 
authority delegated to me by the 
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185 FR 16548 (Mar. 24, 2020). That same day, 
DHS also published notice of its decision to 
temporarily limit the travel of individuals from Mexico into the United States at land ports of entry along the United States-Mexico border to ‘‘essential travel,’’ as further defined in that document. 85 FR 16547 (Mar. 24, 2020). 2See 86 FR 10815 (Feb. 23, 2021); 86 FR 4969 
(Jan. 19, 2021); 85 FR 83432 (Dec. 22, 2020); 85 FR 74603 (Nov. 23, 2020); 85 FR 67276 (Oct. 22, 2020); 85 FR 59670 (Sept. 23, 2020); 85 FR 51634 (Aug. 21, 2020); 85 FR 44185 (July 22, 2020); 85 FR 37744 (June 24, 2020); 85 FR 31050 (May 22, 2020); 85 FR 22352 (Apr. 22, 2020). DHS also published parallel notifications of its decisions to continue temporarily limiting the travel of individuals from Mexico into the United States at land ports of entry along the United States-Mexico border to ‘‘essential travel.’’ See 86 FR 10816 (Feb. 23, 2021); 86 FR 
4969 (Jan. 19, 2021); 85 FR 83433 (Dec. 22, 2020); 85 FR 74604 (Nov. 23, 2020); 85 FR 67275 (Oct. 22, 2020); 85 FR 59669 (Sept. 23, 2020); 85 FR 51633 (Aug. 21, 2020); 85 FR 44183 (July 22, 2020); 85 FR 37745 (June 24, 2020); 85 FR 31057 (May 22, 2020); 85 FR 22353 (Apr. 22, 2020). 
3WHO, Coronavirus disease 2019 (COVID–19) 
Weekly Epidemiological Update (Mar. 7, 2021), available at https://www.who.int/publications/m/ item/weekly-epidemiological-update---10-march- 2021. 
4CDC, COVID Data Tracker (accessed Mar. 15, 
2021), https://covid.cdc.gov/covid-data-tracker/ 
#cases_ casesper100klast7days. 
5WHO, COVID–19 Weekly Epidemiological 
Update (Mar. 7, 2021). 
6Id. Administrator, the following special 
conditions are issued as part of the type certification basis for Boeing Model 787–8 airplanes, as modified by Lufthansa Technik. 
For large glass items (a single item, or 
a collective group of glass items, that weigh 4 kg or more in mass) installed in passenger-occupied rooms or areas during taxi, takeoff, and landing, or installed in rooms or areas that occupants must enter or pass through to access any emergency exit, the glass installations on the Lufthansa Model 787–8 airplane must meet the following conditions: 
1. Material Fragmentation—The 
applicant must use tempered or otherwise treated glass to ensure that, when fractured, the glass breaks into small pieces with relatively dull edges. The glass component installation must retain all glass fragments to minimize the danger from flying glass shards or pieces. The applicant must demonstrate this characteristic by impact and puncture testing, and testing to failure. The applicant may conduct this test with or without any glass coating that may be used in the design. 
2. Strength—In addition to meeting 
the load requirements for all flight and landing loads, including any of the applicable emergency-landing conditions in subparts C & D of 14 CFR part 25, the glass components that are located such that they are not protected from contact with cabin occupants must not fail due to abusive loading, such as impact from occupants stumbling into, leaning against, sitting on, or performing other intentional or unintentional forceful contact with the glass component. The applicant must assess 
the effect of design details such as geometric discontinuities or surface finish, including but not limited to embossing and etching. 
3. Retention—The glass component, 
as installed in the airplane, must not come free of its restraint or mounting system in the event of an emergency landing, considering both the directional loading and resulting rebound conditions. The applicant must assess the effect of design details such as geometric discontinuities or surface finish, including but not limited to embossing and etching. 
4. Instruction for Continued 
Airworthiness—The instructions for continued airworthiness must reflect the method used to fasten the panel to the cabin interior, and must ensure the reliability of the methods used (e.g., life 
limit of adhesives, or clamp connection). The applicant must define any inspection methods and intervals based upon adhesion data from the manufacturer of the adhesive, or upon 
actual adhesion-test data, if necessary. 
Issued in Des Moines, Washington, on 
March 11, 2021. 
Patrick Mullen, Manager, Technical Innovation Policy 
Branch, Policy and Innovation Division, Aircraft Certification Service. 
[FR Doc. 2021–05447 Filed 3–18–21; 8:45 am] 
BILLING CODE 4910–13–P 
DEPARTMENT OF HOMELAND 
SECURITY 
U.S. Customs and Border Protection 
19 CFR Chapter I 
Notification of Temporary Travel 
Restrictions Applicable to Land Ports of Entry and Ferries Service Between the United States and Canada 
AGENCY : Office of the Secretary, U.S. 
Department of Homeland Security; U.S. Customs and Border Protection, U.S. 
Department of Homeland Security. 
ACTION : Notification of continuation of 
temporary travel restrictions. 
SUMMARY : This document announces the 
decision of the Secretary of Homeland Security (Secretary) to continue to temporarily limit the travel of individuals from Canada into the United States at land ports of entry along the United States-Canada border. Such travel will be limited to ‘‘essential travel,’’ as further defined in this document. 
DATES : These restrictions go into effect 
at 12 a.m. Eastern Daylight Time (EDT) on March 22, 2021 and will remain in effect until 11:59 p.m. EDT on April 21, 2021. 
FOR FURTHER INFORMATION CONTACT : 
Stephanie Watson, Office of Field Operations Coronavirus Coordination Cell, U.S. Customs and Border Protection (CBP) at 202–325–0840. 
SUPPLEMENTARY INFORMATION : 
Background 
On March 24, 2020, DHS published 
notice of its decision to temporarily limit the travel of individuals from Canada into the United States at land ports of entry along the United States- Canada border to ‘‘essential travel,’’ as further defined in that document.
1The 
document described the developing circumstances regarding the COVID–19 
pandemic and stated that, given the outbreak and continued transmission and spread of the virus associated with COVID–19 within the United States and globally, DHS had determined that the risk of continued transmission and spread of the virus associated with COVID–19 between the United States and Canada posed a ‘‘specific threat to human life or national interests.’’ DHS later published a series of notifications continuing such limitations on travel until 11:59 p.m. EDT on March 21, 2021.
2 
DHS continues to monitor and 
respond to the COVID–19 pandemic. As of the week of March 7, 2021, there have been over 116.1 million confirmed cases globally, with over 2.5 million confirmed deaths.
3There have been 
over 29.2 million confirmed and 
probable cases within the United States,
4over 881,000 confirmed cases in 
Canada,5and over 2.1 million 
confirmed cases in Mexico.6 
Notice of Action 
Given the outbreak and continued 
transmission and spread of COVID–19 within the United States and globally, the Secretary has determined that the risk of continued transmission and spread of the virus associated with COVID–19 between the United States and Canada poses an ongoing ‘‘specific threat to human life or national interests.’’ 
U.S. and Canadian officials have 
mutually determined that non-essential travel between the United States and Canada poses additional risk of transmission and spread of the virus associated with COVID–19 and places 
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