Federal Register / Vol. 77, No. 131 / Monday, July 9, 2012 / Rules and Regulations 40255 

reserve requirements meeting the capital 

needs of the property when there is an 

‘‘ownership transfer or sale’’. The 

change in the regulation only concerns 

new construction so it does not address 

the reserve requirements in the case of 

a subsequent loan, with an ownership 

transfer or sale and without an 

ownership transfer of sale. The Agency 

does not plan on making a change to the 

regulation in response to this comment 

at this time. 

6. Changing the wording in Section 

3560.65. A commenter recommended 

changing the wording in Section 

3560.65, as the analysis is really based 

upon the CNA or the Life Cycle Cost 

Analysis, prepared by a consultant or 

architect hired by the developer, not 

developed by Rural Development. We 

would note that the language 

‘‘Acceptable to Rural Development’’ still 

allows for the CNA to be prepared by 

others but establish Rural Development 

as the final approval authority. The 

Agency agrees and will make the change 

to the regulation. 

7. Performing a CNA every 5 years, 

incurring the cost of the assessment and 

sharing the information. Two 

commenters suggested that Rural 

Development perform a CNA every 5 

years. The first of the two commenters 

suggested, if the cost of updating a CNA 

every 5 years is prohibitive for a specific 

project, it may be more appropriate to 

allow the Rural Development staff and 

the project management to conduct 

reviews, with a process for resolving 

disparities in their recommendations. 

The second of the two commenters 

suggested the Rural Development 

program incur the cost of the assessment 

and share the information and adjust the 

reserve requirements accordingly, as 

rents cannot be raised to an amount that 

will cover all current and future reserve 

expenses. Utilizing Rural Development 

staff and project management to update 

a CNA is a potentially beneficial 

practice, and the Agency understands 

that CNAs can be cost prohibitive. 

Therefore, a revision as to the regulation 

has been made to allow for contribution 

adjustments every 5 or 10 years rather 

than every 5 years. These updated CNAs 

must be paid for by the borrower and 

conducted by a third-party. 

8. Basing the reserve account deposits 

on a CNA or Life Cycle Cost Analysis. 

A commentator agreed that the Agency 

should base the reserve account 

deposits on a CNA or life cycle cost 

analysis. By doing this, MFH projects 

would have better project cash flow and 

improved long term performance which 

would benefit the low-income families 

residing in these units and provide 

sufficient reserves to maintain these 

projects in the long term, as well as the 

communities in which these projects are 

located. There is no need to change the 

rule for this comment. 

List of Subjects in 7 CFR Part 3560 

Accounting, Government property 

management, Grant programs—housing 

and community development, 

Insurance, Loan programs—Agriculture, 

Loan programs—housing and 

community development, Mortgage. 

Therefore, chapter XXXV, Title 7 of 

the Code of Federal Regulations, is 

amended as follows: 

Part 3560—Direct Multi-Family Housing 

Loans and Grants 

■ 1. The authority citation for Part 3560 

continues to read as follows: 

Authority: 42 U.S.C. 1480. 

Subpart B—Direct Loan and Grant 

Origination 

■ 2. Section 3560.65 is revised to read 

as follows: 

§ 3560.65 Reserve account. 

(a) For new construction, to meet 

major capital expenses of a housing 

project, applicants must establish and 

fund a reserve account that meets the 

requirements of § 3560.306. The 

applicant must agree to make monthly 

contributions to the reserve account 

pursuant to a reserve account analysis 

which sets forth how the reserve 

account funds will meet the capital 

needs of the property over an acceptable 

20-year period. The reserve account 

analysis is based on either a Capital 

Needs Assessment or life cycle cost 

analysis, provided and acceptable to 

Rural Development by the applicant. 

Adjustments may be made to the 

contribution amount at 5 or 10-year 

intervals, either through an updated 

Capital Needs Assessment or as part of 

the original life cycle cost analysis. The 

cost of conducting either a Capital 

Needs Assessment or life cycle cost 

analysis will be paid for by the 

applicant. The cost of the initial Capital 

Needs Assessment or life cycle cost 

analysis may be included in the loan 

financing. 

(b) For ownership transfers or sales, 

the requirements of § 3560.406(d)(5) 

will be met. 

(c) For other existing properties, at a 

minimum the borrower must agree to 

make monthly contributions to the 

reserve account at the rate of 1 percent 

annually of the amount of total 

development cost until the reserve 

account equals 10 percent of the total 

development cost. 

Dated: May 29, 2012. 

Tammye Trevin ̃ o, 

Administrator, Rural Housing Service. 

[FR Doc. 2012–16731 Filed 7–6–12; 8:45 am] 

BILLING CODE 3410–XV–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–0499; Special 

Conditions No. 25–466–SC] 

Special Conditions: Boeing, Model 

737–800; Large Non-Structural Glass in 

the Passenger Compartment 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Boeing Model 737–800 

airplane. This airplane as modified by 

Lufthansa Technik will have a novel or 

unusual design feature associated with 

the installation of large non-structural 

glass items in the cabin area of an 

executive interior occupied by 

passengers and crew. The installation of 

these items in a passenger compartment, 

which can be occupied during taxi, 

takeoff, and landing, is a novel or 

unusual design feature with respect to 

the material used. 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: Effective Date: June 25, 2012. 

FOR FURTHER INFORMATION CONTACT: John 

Shelden, FAA, Cabin Safety Branch, 

ANM–115, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone 425–227–2785; facsimile 

425–227–1232. 

SUPPLEMENTARY INFORMATION: 

Background 

On December 16, 2010, Lufthansa 

Technik AG, Weg Beim Jaeger 193, 

22335 Hamburg Germany applied for a 

supplemental type certificate for the 

installation of large non-structural glass 

items in the cabin area of the executive 

interior occupied by passengers and 

crew in a Boeing Model 737–800. The 

Boeing Model 737–800, approved under 

Type Certificate No. A16WE, is a large 

transport category airplane that is 


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limited to 189 passengers or less, 

depending on the interior configuration. 

This specific Boeing Model 737–800 

configuration includes seating 

provisions for 34 passengers. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of the Federal Regulations (14 CFR) 

21.101, Lufthansa Technik must show 

that the Boeing Model 737–800, as 

changed, continues to meet the 

applicable provisions of the regulations 

incorporated by reference in Type 

Certificate No. A16WE or the applicable 

regulations in effect on the date of 

application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in Type 

Certificate No. A16WE are as follows: 14 

CFR part 25 as amended by 

Amendments 25–1 through 25–77 with 

exceptions for the Boeing Model 737– 

800. In addition, the certification basis 

includes certain special conditions, 

exemptions, or later amended sections 

of the applicable part that are not 

relevant to these special conditions. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Boeing Model 737–800 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 or similar novel or unusual design 

feature, the special conditions would 

also apply to the other model under 

§ 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing Model 737–800 

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 737–800 will 

incorporate the following novel or 

unusual design features: The 

installation of large non-structural glass 

items, typically in the form of glass 

sheets in the cabin area of an executive 

interior occupied by passengers and 

crew. 

These installations would be for 

aesthetic purposes, not for safety, in 

components other than windshields or 

windows. For these special conditions, 

a large glass item is 4 kg (approximately 

10 pounds) and greater in mass. This 

limit was established as the mass at 

which a glass component could be 

expected to potentially cause 

widespread injury if it were to shatter or 

break free from its retention system. 

These special conditions address the 

novel and unusual design features for 

the use of large non-structural glass in 

the passenger cabin. These large glass 

items would be installed in occupied 

rooms or areas during taxi, take off, and 

landing, or rooms or areas that 

occupants do have to enter or pass 

through to get to any emergency exit. 

The installations of large non-structural 

glass items may include, but are not 

limited to, the following items: 

• Glass partitions. 

• Glass attached to the ceiling. 

• Wall/door mounted mirrors/glass 

panels. 

Discussion 

The existing part 25 regulations only 

address the use of glass in windshields, 

instrument or display transparencies, or 

window applications. The regulations 

treat glass as unique for special 

applications where no other material 

will serve and address the adverse 

properties of glass. 

Section 25.775, ‘‘Window and 

windshields,’’ provides for the use of 

glass in airplanes but limits glass to 

windshields and windows. 

Furthermore, except for bolted-in 

windshields, there is limited experience 

with either adhesive or mechanical 

retention methods for large glass objects 

installed in an airplane subject to high 

loads supported by flexible restraints. 

The FAA has accepted the following 

uses of glass in the passenger cabin 

under the current regulations: 

1. Glass items installed in rooms or 

areas in the cabin that are not occupied 

during taxi, take off, and landing, and 

occupants do not have to enter or pass 

through the room or area to get to any 

emergency exit. 

2. Glass items integrated into a 

functional device whose operation is 

dependent upon the characteristics of 

glass, such as instrument or indicator 

protective transparencies, or monitor 

screens such as liquid crystal display 

(LCD) or plasma displays. These glass 

items may be installed in any area in the 

cabin regardless of occupancy during 

taxi, take-off, and landing. Acceptable 

means for these items may depend on 

the size and specific location of the 

device. 

3. Small glass items installed in 

occupied rooms or areas during taxi, 

take off, and landing, or rooms or areas 

that occupants do have to enter or pass 

through to get to any emergency exit. 

For the purposes of these special 

conditions, a small glass item is less 

than 4 kg in mass or a group of glass 

items weighing less than 4 kg in mass. 

The glass items in numbers one, two, 

and three (above) have been restricted to 

applications where the potential for 

injury is either highly localized (such as 

instrument faces) or the location is such 

that injury due to failure of the glass is 

unlikely (e.g., mirrors in lavatories). 

These glass items are subject to the 

inertia loads contained in § 25.561 and 

maximum positive differential pressure 

for items like monitors, but are not 

subject to these special conditions. They 

have been found acceptable through 

project specific means of compliance 

requiring testing to meet the 

requirement in § 25.785(d) and by 

adding a protective polycarbonate layer 

that covers the glass exposed to the 

cabin. 

The use of glass in airplanes utilizes 

the one unique characteristic of glass— 

its capability for undistorted or 

controlled light transmittance, or 

transparency. 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 not a desirable material for 

traditional aircraft applications because, 

as a solo component, it is heavy (about 

the same density as aluminum). In 

addition, when glass fails, it can break 

into extremely sharp fragments that 

have the potential for injury above and 

beyond simple impact and have been 

known to be lethal. 

The proposed special conditions 

address installing glass in much larger 

sizes than previously accepted and in a 

multitude of locations and applications, 

instead of using more traditional aircraft 

materials. In most, if not all cases, the 

glass will not be covered with a 

polycarbonate layer. Additionally, the 

retention of glass of this size and weight 

is not amenable to conventional 

techniques currently utilized in airplane 

cabins. 

The proposed special conditions 

consider the unusual material properties 

of glass as an interior material that have 

limited or prevented its use in the past, 

and address the performance standards 

needed to ensure that those properties 

do not reduce the level of safety 


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Federal Register / Vol. 77, No. 131 / Monday, July 9, 2012 / Rules and Regulations 40257 

intended by the regulations. They 

address the use of large glass items 

installed in occupied rooms or areas 

during taxi, take off, and landing, or 

rooms or areas that occupants do have 

to enter or pass through to get to any 

emergency exit. 

The special conditions define a large 

glass component threshold of 4 kg, 

which is based on an assessment of the 

mass dislodged during a high ‘‘g’’ level 

(as defined in § 25.562) event. 

Groupings of glass components that 

total more than 4 kg would also need to 

be included. The applicable 

performance standards in the 

regulations for the installation of these 

components also apply and should not 

adversely affect the standards provided 

below. For example, heat release and 

smoke density testing should not result 

in fragmentation of the component. 

For large glass components mounted 

in a cabin occupied by passengers or 

crew that are not otherwise protected 

from the injurious effects of failure of 

the glass component, the following 

apply: 

Material. The glass used must be 

tempered or otherwise treated to ensure 

that when fractured, it breaks into small 

pieces with relatively dull edges. This 

must be demonstrated by testing to 

failure. Tests similar to ANSI/SAE Z26.1 

section 5.7, Test 7 would be acceptable. 

Fragmentation. The glass component 

construction must control the 

fragmentation of the glass to minimize 

the danger from flying glass shards or 

pieces. Impact and puncture testing to 

failure must demonstrate this. Tests 

similar to ANSI/SAE Z26.1 section 5.9, 

Test 9 adjusted to ensure cracking the 

glass would be acceptable. 

Strength. The glass component, as 

installed in the airplane, must be strong 

enough to meet the load requirements 

for all flight and landing loads and all 

of the emergency landing conditions in 

subparts C and D of part 25. In addition, 

glass components that are located such 

that they are not protected from contact 

with cabin occupants must be designed 

for abusive loading without failure, such 

as impact from service carts, or 

occupants stumbling into, leaning 

against, sitting on, or performing other 

intentional or unintentional forceful 

contact. This must be demonstrated by 

static structural testing to ultimate load 

except that the critical loading 

condition must be tested to failure. The 

tested glass component must have all 

features that affect component strength, 

such as etched surfaces, cut or engraved 

designs, holes, and so forth. 

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. 

Based on the characteristics of a large 

glass component, dynamic tests should 

be performed to demonstrate that the 

occupants would be protected up to the 

load levels required by the certification 

basis of the airplane. A single test for 

the most critical loading for the 

installed component would be 

sufficient. This may be accomplished by 

using already accepted methods for 

dynamic testing. 

Analysis may be used in lieu of 

testing if the applicant has validated the 

strength models and dynamic 

simulation models used against static 

tests to failure and dynamic testing to 

the above requirements and can predict 

structural failure and dynamic response 

and inertial load. The glass material 

properties must meet § 25.613, 

‘‘Material strength properties and 

material design values.’’ The effect of 

design details, such as geometric 

discontinuities or surface finish, must 

be accounted for in the test/analysis. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–12–01–SC for the Boeing Model 

737–800 airplane was published in the 

Federal Register on May 15, 2012 (77 

FR 28533). No comments were received, 

and the special conditions are adopted 

as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

Model 737–800. Should Lufthansa 

Technik apply at a later date for a 

supplemental type certificate to modify 

any other model included on Type 

Certificate No. A16WE to incorporate 

the same novel or unusual design 

feature, the special conditions would 

apply to that model as well. 

Under standard practice, the effective 

date of final special conditions would 

be 30 days after the date of publication 

in the Federal Register; however, as the 

date for the approval of the 

supplemental type certificate for the 

Boeing Model 737–800 is imminent, the 

FAA finds that good cause exists to 

make these special conditions effective 

upon issuance. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability, and it 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. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Boeing Model 

737–800 airplanes modified by 

Lufthansa Technik AG. For these special 

conditions, a large glass component is 4 

kg (approximately 10 pounds) and 

greater in mass, or a grouping of glass 

components that total more than 4 kg. 

1. Boeing Model 737–800 Airplane; 

Large Non-Structural Glass in the 

Passenger Compartment. 

The airplane must not be operated for 

hire or offered for common carriage. 

This provision does not preclude the 

operator from receiving remuneration to 

the extent consistent with 14 CFR parts 

125 and 91, subpart F, as applicable. 

2. Material Fragmentation. The glass 

used to fabricate the component must be 

tempered or treated to ensure that, when 

fractured, it breaks into small pieces 

with relatively dull edges. In addition, 

it must be shown that fragmentation of 

the glass is controlled to reduce the 

danger from flying glass shards or 

pieces. This must be demonstrated by 

testing to failure. 

3. Component Strength. The glass 

component must be strong enough to 

meet the load requirements for all flight 

and landing loads including any of the 

applicable emergency landing 

conditions in subparts C and D of part 

25. Abuse loading without failure, such 

as impact from occupants stumbling 

into, leaning against, sitting on, or 

performing other intentional or 

unintentional forceful contact, must also 

be demonstrated. This must be 

demonstrated by static structural testing 

to ultimate load, except that the critical 

loading condition must be tested to 

failure in the as-installed condition. The 

tested glass must have all features that 

affect component strength, such as 

etched surfaces, cut or engraved 

designs, holes, and so forth. Glass pieces 

must be non-hazardous. 

4. Component 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. A test must be 

performed to demonstrate that the 

occupants would be protected from the 

effects of the component failing or 


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40258 Federal Register / Vol. 77, No. 131 / Monday, July 9, 2012 / Rules and Regulations 

becoming free of restraint under 

dynamic loading. The dynamic loading 

of § 25.562(b)(2) is considered an 

acceptable dynamic event. The 

applicant may propose an alternate 

pulse; however, the impulse and peak 

load may not be less than that of 

§ 25.562(b)(2). As an alternative to a 

dynamic test, static testing may be used 

if the loading is assessed as equivalent 

as or more critical than a dynamic test, 

based upon validated dynamic analysis. 

Both the primary directional loading 

and rebound conditions need to be 

assessed. 

5. Instructions for Continued 

Airworthiness. The instructions for 

continued airworthiness must reflect the 

fastening method used and must ensure 

the reliability of the methods used (e.g., 

life limit of adhesives, or clamp 

connection). Inspection methods and 

intervals must be defined based upon 

adhesion data from the manufacturer of 

the adhesive or actual adhesion test 

data, if necessary. 

Issued in Renton, Washington, on June 25, 

2012. 

K.C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–16720 Filed 7–6–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

Bureau of Industry and Security 

15 CFR Part 748 

[Docket No. 120608159–2159–01] 

RIN 0694–AF71 

Amendment to Existing Validated EndUser Authorizations: Hynix 

Semiconductor China Ltd., Hynix 

Semiconductor (Wuxi) Ltd., and 

Boeing Tianjin Composites Co. Ltd. in 

the People’s Republic of China 

AGENCY: Bureau of Industry and 

Security, Commerce. 

ACTION: Final rule. 

SUMMARY: In this rule, the Bureau of 

Industry and Security (BIS) amends the 

Export Administration Regulations 

(EAR) to revise the existing 

Authorization Validated End-User 

(VEU) listings for three VEUs in the 

People’s Republic of China (PRC). 

Specifically, BIS amends the EAR to 

change the names of existing VEUs 

Hynix Semiconductor China Ltd. and 

Hynix Semiconductor (Wuxi) Ltd. and 

their respective ‘‘Eligible Destinations’’ 

in the PRC. Also, BIS amends the list of 

‘‘Eligible Items (by ECCN)’’ that may be 

exported, reexported and transferred 

(in-country) to the approved facility of 

VEU Boeing Tianjin Composites Co. Ltd. 

(BTC) in the PRC. These changes are 

prompted by factors arising from the 

companies’ normal course of business, 

and are not the result of any activities 

of concern by the companies. 

DATES: This rule is effective July 9, 

2012. 

FOR FURTHER INFORMATION CONTACT: 

Karen Nies-Vogel, Chair, End-User 

Review Committee, Bureau of Industry 

and Security, U.S. Department of 

Commerce, 14th Street & Pennsylvania 

Avenue NW., Washington, DC 20230; by 

telephone: (202) 482–5991, fax: (202) 

482–3991, or email: ERC@bis.doc.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

Authorization Validated End-User 

BIS amended the EAR in a final rule 

on June 19, 2007 (72 FR 33646), creating 

a new authorization for ‘‘Validated endusers’’ (VEUs) located in eligible 

destinations to which eligible items may 

be exported, reexported, or transferred 

(in-country) under a general 

authorization instead of a license, in 

conformance with section 748.15 of the 

EAR. VEUs may obtain eligible items 

that are on the Commerce Control List, 

set forth in Supplement No. 1 to Part 

774 of the EAR, without having to wait 

for their suppliers to obtain export 

licenses from BIS. Eligible items may 

include commodities, software, and 

technology, except those controlled for 

missile technology or crime control 

reasons. 

The VEUs listed in Supplement No. 7 

to Part 748 of the EAR were reviewed 

and approved by the U.S. Government 

in accordance with the provisions of 

section 748.15 and Supplement Nos. 8 

and 9 to Part 748 of the EAR. The 

revisions to Supplement No. 7 to Part 

748 set forth in this rule are being made 

either at the request of the VEUs or 

pursuant to the U.S. Government’s 

periodic review of VEU authorizations, 

and were approved by the End-User 

Review Committee (ERC) following the 

process set forth in Section 748.15 and 

Supplement No. 9 to Part 748 of the 

EAR. 

Amendment to Existing Validated EndUser Authorizations in the PRC 

Revision to Names of Hynix 

Semiconductor China Ltd. and Hynix 

Semiconductor (Wuxi) Ltd. and Their 

‘‘Eligible destinations’’ 

In this rule, BIS amends Supplement 

No. 7 to Part 748 of the EAR to change 

the names of existing VEUs Hynix 

Semiconductor China Ltd. and Hynix 

Semiconductor (Wuxi) Ltd. and the 

names of the companies’ respective 

‘‘Eligible destinations’’ (i.e., facilities) in 

the People’s Republic of China (PRC). 

Both companies were designated as 

VEUs on October 12, 2010 (75 FR 

62462). 

In this rule, the name Hynix 

Semiconductor China Ltd. is changed to 

SK hynix Semiconductor (China) Ltd., 

and the name of the company’s existing 

approved ‘‘Eligible destination’’ is 

changed from Hynix Semiconductor 

China Ltd. to SK hynix Semiconductor 

(China) Ltd. In addition, the name 

Hynix Semiconductor (Wuxi) Ltd. is 

changed to SK hynix Semiconductor 

(Wuxi) Ltd., and the name of the 

company’s existing approved ‘‘Eligible 

destination’’ is changed from Hynix 

Semiconductor (Wuxi) Ltd. to SK hynix 

Semiconductor (Wuxi) Ltd. The 

addresses of the companies’ respective 

‘‘Eligible destinations’’ remain the same. 

These amendments are prompted by 

factors arising from the companies’ 

normal course of business, and are not 

the result of activities of concern by the 

companies. 

Revision to the List of ‘‘Eligible items (by 

ECCN)’’ for Boeing Tianjin Composites 

Co. Ltd. 

BIS designated BHA Aero Composite 

Parts Co. as a VEU on October 19, 2007 

(72 FR 59164). On April 29, 2009, BIS 

amended the authorization by changing 

the name of the VEU to Boeing Tianjin 

Composites Co., Ltd. (BTC) (74 FR 

19382). In addition, on February 24, 

2012, BIS amended BTC’s VEU 

authorization to correct the address of 

BTC’s eligible destination and revise the 

list of ‘‘Eligible items (by ECCN)’’ that 

may be exported, reexported, and 

transferred (in-country) to BTC (77 FR 

10953). In this rule, BIS further revises 

the list of ‘‘Eligible items (by ECCN)’’ 

that may be exported, reexported, and 

transferred (in-country) to BTC. This 

amendment is prompted by factors 

arising from BTC’s normal course of 

business, and is not the result of 

activities of concern by BTC. 

BTC’s list of ‘‘Eligible items (by 

ECCN)’’ prior to the publication of this 

rule was: 

1A002.a, 1B001.f, 1C010.b, 1C010.e, 1D001 

(limited to ‘‘software’’ specially designed or 

modified for the ‘‘development’’, 

‘‘production’’ or ‘‘use’’ of equipment 

controlled by 1B001.f), 1E001 (limited to 

‘‘technology’’ according to the General 

Technology Note for the ‘‘development’’ or 

‘‘production’’ of items controlled by 1A002.a, 

1B001.f, and 1C010.b & .e), 2B001.b.2 

(limited to machine tools with accuracies no 

better than (i.e., less than) 13 microns), 


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