This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

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new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

31831 

Vol. 80, No. 107 

Thursday, June 4, 2015 

1Exclusion of Tethered Launches From Licensing 

Requirements, NPRM, 77 FR 50956 (Aug. 23, 2012). 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Parts 400 and 401 

[Docket No.: FAA–2012–0045; Amdt. Nos. 

400–5 and 401–8] 

RIN 2120–AJ90 

Exclusion of Tethered Launches From 

Licensing Requirements 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is amending its 

commercial space transportation 

regulations to exclude specified tethered 

launches from its licensing and 

permitting requirements. This action 

maintains safety by providing launch 

vehicle operators with clear and simple 

criteria for a safe tethered launch, while 

relieving operators and the FAA from 

the administrative burden of filing and 

processing license and permit 

applications or waiver requests. The 

intent of this final rule is to enhance the 

safety of tethered launches and improve 

regulatory effectiveness. 

DATES: Effective August 3, 2015. 

ADDRESSES: For information on where to 

obtain copies of rulemaking documents 

and other information related to this 

final rule, see ‘‘How To Obtain 

Additional Information’’ in the 

SUPPLEMENTARY INFORMATION section of 

this document. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this rule, 

contact Stewart Jackson, AST–300, 

Office of Commercial Space 

Transportation, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone (202) 267–7903; email 

Stewart.Jackson@faa.gov. 

For legal questions concerning this 

rule, contact Sabrina Jawed, AGC–250, 

Office of the Chief Counsel, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–8839; email Sabrina.Jawed@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The Commercial Space Launch Act of 

1984, as amended and re-codified at 51 

U.S.C. 50901–50923 (the Act), 

authorizes the Department of 

Transportation and the FAA, through 

delegations, to oversee, license, and 

regulate commercial launch and reentry 

activities, and the operation of launch 

and reentry sites as carried out by U.S. 

citizens or within the United States (51 

U.S.C. 50904, 50905). The Act directs 

the FAA to exercise this responsibility 

consistent with public health and safety, 

safety of property, and the national 

security and foreign policy interests of 

the United States (51 U.S.C. 50905). 

Section 50901(a)(7) directs the FAA to 

regulate only to the extent necessary, in 

relevant part, to protect the public 

health and safety and safety of property. 

The FAA is also responsible for 

encouraging, facilitating, and promoting 

commercial space launches by the 

private sector (51 U.S.C. 50903). 

I. Overview of Final Rule 

This action provides launch vehicle, 

tether system, and operational criteria 

required to conduct a safe tethered 

launch. Tethered launches that meet the 

criteria contained in this final rule are 

excluded from chapter III licensing, 

permitting, and waiver requirements. 

This rule defines a tether system as a 

device that contains launch vehicle 

hazards by physically constraining a 

launch vehicle in flight to a specified 

range from its launch point. It includes 

all components, from the point where 

the tether attaches to the vehicle to a 

solid base, that experience load during 

a tethered launch. For a tethered launch 

to be excluded from the FAA’s licensing 

and permitting requirements, the tether 

system, including the points of 

attachment within the tether system, 

must: 

• Not yield or fail under the 

maximum dynamic load on the system 

or two times the maximum potential 

engine thrust; 

• Have a minimum safety factor of 3.0 

for yield stress and 5.0 for ultimate 

stress; 

• Constrain the launch vehicle within 

75 feet above ground level as measured 

from the ground to the attachment point 

of the vehicle to the tether; 

• Display no damage prior to launch; 

and 

• Be insulated or located such that it 

will not experience thermal damage due 

to the launch vehicle’s exhaust. 

In addition, tethered operations must 

be carried out within specified 

separation distances based on the 

amount of propellant onboard a launch 

vehicle. Lastly, the launch vehicle must 

be unmanned, be powered by a liquid 

or hybrid engine, carry no more than 

5,000 pounds of propellant, and must 

not use any of the toxic propellants 

listed in Table I417–2 or I417–3 in 

Appendix I of part 417. The structural 

criteria mitigate the hazards that can 

compromise the structural integrity of 

the tether system. The vehicle 

requirements and operational criteria 

provide additional protection to the 

public by mitigating potential hazards 

posed by a tether system failure. 

This action alleviates burdens on both 

the vehicle operator and the FAA. The 

operator will no longer incur the costs 

associated with submitting a launch 

license application, permit application 

or petition for waiver under chapter III. 

Also, the operator will not incur the 

costs associated with any delay in 

processing applications or waivers. 

Finally, the FAA will not have to 

evaluate applications, conduct 

independent analyses, or issue licenses, 

permits or waivers. 

II. Background 

On August 23, 2012, the FAA 

published a notice of proposed 

rulemaking (NPRM) (77 FR 50956) 1 that 

proposed to exclude certain tethered 

launches from chapter III requirements 

if the tethered launches met specified 

safety criteria. The proposed criteria did 

not address the use of toxic propellants 

onboard a launch vehicle. During the 

NPRM comment period, the FAA 

received a comment stating the agency 

should revise the proposed rule to 

protect the public from the potential 

harm that could result from exposure to 

a toxic propellant. The FAA agreed that 


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31832 Federal Register / Vol. 80, No. 107 / Thursday, June 4, 2015 / Rules and Regulations 

2Exclusion of Tethered Launches From Licensing 

Requirements, SNPRM, 79 FR 42475 (July 22, 2014). 

3Launches of amateur rockets are excluded from 

the requirements of chapter III. 14 CFR 400.2 

(2015). 4Operators launching amateur rockets on a tether 

will still be subject to part 101 of chapter I and will 

continue to be excluded from chapter III. 

it should have addressed toxic 

propellants in its proposal. As a result, 

in July 2014, the agency issued a 

supplemental notice of proposed 

rulemaking (SNPRM) 2 proposing to 

require any launch operator using any of 

the toxic propellants identified in tables 

I417–2 and I417–3 in Appendix I of part 

417 to satisfy the chapter III 

requirements. 

In addition to the comment about 

toxic propellants, the FAA received 

other comments to the NPRM, which 

were discussed in the SNPRM. Two of 

the comments resulted in clarifications 

to the proposed rule and have been 

adopted in this final rule. First, the FAA 

removed the term, ‘‘established strength 

properties’’ from § 400.2(c)(2)(i) to better 

clarify the proposed requirement and 

preserve the original intent, which is to 

ensure that the tether system can 

withstand the maximum dynamic load 

placed on it without imposing on the 

launch operator the burden of 

determining strength properties. 

Second, the FAA revised 

§ 400.2(c)(2)(iii) to clarify that the 

maximum flight limit of 75 feet for a 

tethered launch vehicle would be 

measured from the ground to a fullyextended tether’s attachment point to a 

vertically-oriented vehicle. 

III. Discussion of Public Comments to 

the SNPRM and Final Rule 

The comment period for the July 2014 

SNPRM closed on September 22, 2014. 

The FAA did not receive comments to 

the SNPRM. However, as noted under 

the ‘‘Background’’ section of this final 

rule, the agency did receive comments 

to the August 2012 NPRM, and provided 

detailed responses to them in the 

SNPRM. If you wish to review that 

information, refer to the ‘‘Background’’ 

section of the SNPRM. 

Because the FAA did not receive 

comments to the SNPRM, the agency 

adopts the amendments proposed in the 

SNPRM without change. 

IV. Regulatory Notices and Analyses 

A. Regulatory Evaluation 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 direct that each 

Federal agency shall propose or adopt a 

regulation only upon a reasoned 

determination that the benefits of the 

intended regulation justify its costs. 

Second, the Regulatory Flexibility Act 

of 1980 (Pub. L. 96–354) requires 

agencies to analyze the economic 

impact of regulatory changes on small 

entities. Third, the Trade Agreements 

Act (Pub. L. 96–39) prohibits agencies 

from setting standards that create 

unnecessary obstacles to the foreign 

commerce of the United States. In 

developing U.S. standards, the Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they be the basis of 

U.S. standards. Fourth, the Unfunded 

Mandates Reform Act of 1995 (Pub. L. 

104–4) requires agencies to prepare a 

written assessment of the costs, benefits, 

and other effects of proposed or final 

rules that include a Federal mandate 

likely to result in the expenditure by 

State, local, or tribal governments, in the 

aggregate, or by the private sector, of 

$100 million or more annually (adjusted 

for inflation with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this final rule. 

Department of Transportation Order 

DOT 2100.5 prescribes policies and 

procedures for simplification, analysis, 

and review of regulations. If the 

expected cost impact is so minimal that 

a proposed or final rule does not 

warrant a full evaluation, this order 

permits that a statement to that effect 

and the basis for it be included in the 

preamble if a full regulatory evaluation 

of the cost and benefits is not prepared. 

Such a determination has been made for 

this final rule. The reasoning for this 

determination is because the FAA has 

licensing authority over tethered 

launches, which are considered 

launches under chapter III unless they 

meet the definition of an amateur rocket 

launch.3 Today, to conduct such 

tethered non-amateur rocket launches, 

operators must obtain a launch license, 

experimental permit, or apply for a 

waiver from chapter III. Applying for 

waivers, licenses, and permits imposes 

a financial burden on vehicle operators 

and the FAA because of time and 

resources required to create and analyze 

these applications. 

The final rule establishes clear and 

simple criteria for an effective tether 

system, and vehicle and operational 

criteria as added measures to protect the 

public in the event of a tether system 

failure. Operators will not have to apply 

for a launch license, permit, or waiver 

from chapter III to conduct tethered 

launches of non-amateur rockets 4 that 

meet the rule criteria for an effective 

tether system and the vehicle and 

operational criteria. Operators that meet 

the criteria will not have to incur the 

costs of applying for a launch license, 

permit, or waiver and will not have to 

sustain the costs associated with delay 

in the processing of these applications. 

The FAA will not have to conduct caseby-case analyses of tethered launches 

that meet the established criteria to 

verify public safety from a launch 

vehicle explosion or confirm that the 

tether system will not fail. Furthermore, 

launch operators that conduct tethered 

launches will not be compelled to 

follow the criteria in this final rule 

because they will still have the option 

of applying for a launch license, permit, 

or waiver under chapter III. Therefore, 

the final rule will impose no additional 

requirements on operators, but will 

provide an alternative to conducting a 

tethered launch under chapter III. If the 

operator deems it more cost effective or 

prefers to apply for a license, permit, or 

waiver than to follow the criteria listed 

here, the operator will have that option. 

The FAA requested but received no 

comments on its conclusion in the 

NPRM that the rule would be cost 

relieving to operators and the FAA. The 

FAA then issued an SNPRM that revised 

the FAA’s original proposal by 

excluding from chapter III only those 

eligible launches that do not use 

specified toxic propellants. Even with 

the change that was proposed in the 

SNPRM, the rule is still cost relieving 

relative to the current regulations. 

Tethered launches using toxic fuel will 

continue to comply with current chapter 

III requirements and incur no new costs. 

Operators launching vehicles that are 

eligible for the chapter III exclusion will 

still benefit from cost savings relative to 

the current chapter III requirements. 

The FAA concluded in the SNPRM that 

the rule would be cost relieving to 

operators and the FAA. The FAA did 

not receive any comments to the 

SNPRM. 

For the reasons discussed, the rule 

will be cost relieving to both operators 

and the FAA. The FAA has determined 

that this final rule is not a ‘‘significant 

regulatory action’’ as defined in section 

3(f) of Executive Order 12866, and is not 

‘‘significant’’ as defined in DOT’s 

Regulatory Policies and Procedures. 

B. Regulatory Flexibility Determination 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes ‘‘as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objectives of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation.’’ To achieve this, agencies 


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Federal Register / Vol. 80, No. 107 / Thursday, June 4, 2015 / Rules and Regulations 31833 

are required to solicit and consider 

flexible regulatory proposals and to 

explain the rationale for their actions to 

assure that such proposals are given 

serious consideration.’’ The RFA covers 

a wide-range of small entities, including 

small businesses, not-for-profit 

organizations, and small governmental 

jurisdictions. 

Agencies must perform a review to 

determine whether a rule will have a 

significant economic impact on a 

substantial number of small entities. If 

the agency determines that it will, the 

agency must prepare a regulatory 

flexibility analysis as described in the 

RFA. 

However, if an agency determines that 

a rule is not expected to have a 

significant economic impact on a 

substantial number of small entities, 

section 605(b) of the RFA provides that 

the head of the agency may so certify 

and a regulatory flexibility analysis is 

not required. The certification must 

include a statement providing the 

factual basis for this determination, and 

the reasoning should be clear. 

This final rule is expected to provide 

an alternative to conducting tethered 

launches under chapter III and therefore 

could alleviate the financial burden of 

applying for a launch license, permit, or 

waiver to chapter III if an operator met 

the criteria. The expected outcome will 

therefore be either a cost saving impact 

or no impact on small entities affected 

by the rule. Even the change proposed 

in the SNPRM that launches using toxic 

propellants would have to continue to 

comply with chapter III will not impose 

costs, as operators conducting tethered 

launches currently have to comply with 

chapter III. Thus, the FAA concludes 

the rule will still have either a cost 

saving impact or no impact on small 

entities. The FAA did not receive 

comments when it reached this 

conclusion in both the SNPRM and 

NPRM. 

If an agency determines that a 

rulemaking will not result in a 

significant economic impact on a 

substantial number of small entities, the 

head of the agency may so certify under 

section 605(b) of the RFA. Therefore, as 

provided in section 605(b), the 

Administrator of the FAA certifies that 

this rulemaking will not result in a 

significant economic impact on a 

substantial number of small entities. 

C. International Trade Impact 

Assessment 

The Trade Agreements Act of 1979 

(Pub. L. 96–39), as amended by the 

Uruguay Round Agreements Act (Pub. 

L. 103–465), prohibits Federal agencies 

from establishing standards or engaging 

in related activities that create 

unnecessary obstacles to the foreign 

commerce of the United States. 

Pursuant to these Acts, the 

establishment of standards is not 

considered an unnecessary obstacle to 

the foreign commerce of the United 

States, so long as the standard has a 

legitimate domestic objective, such as 

the protection of safety, and does not 

operate in a manner that excludes 

imports that meet this objective. The 

statute also requires consideration of 

international standards and, where 

appropriate, that they be the basis for 

U.S. standards. If a foreign launch 

operator conducts a tethered launch in 

the United States that meets the 

requirements of this final rule, it will be 

eligible for the exclusion from chapter 

III. The FAA has assessed the potential 

effect of this final rule and determined 

that it will have the same impact on 

domestic and international entities and 

thus have a neutral trade impact. 

D. Unfunded Mandates Assessment 

Title II of the Unfunded Mandates 

Reform Act of 1995 (Pub. L. 104–4) 

requires each Federal agency to prepare 

a written statement assessing the effects 

of any Federal mandate in a final agency 

rule that may result in an expenditure 

of $100 million or more (in 1995 

dollars) in any one year by State, local, 

and tribal governments, in the aggregate, 

or by the private sector; such a mandate 

is deemed to be a ‘‘significant regulatory 

action.’’ The FAA currently uses an 

inflation-adjusted value of $151 million 

in lieu of $100 million. This final rule 

does not contain such a mandate; 

therefore, the requirements of Title II of 

the Act do not apply. 

E. Paperwork Reduction Act 

The Paperwork Reduction Act of 1995 

(44 U.S.C. 3507(d)) requires that the 

FAA consider the impact of paperwork 

and other information collection 

burdens imposed on the public. The 

FAA has determined that there is no 

new requirement for information 

collection associated with this final 

rule. 

Public comments: The FAA did not 

receive comments to the NPRM or the 

SNPRM on its determination that the 

proposed rule would not impose new 

paperwork requirements. 

F. International Compatibility and 

Cooperation 

In keeping with U.S. obligations 

under the Convention on International 

Civil Aviation, it is FAA policy to 

conform to International Civil Aviation 

Organization (ICAO) Standards and 

Recommended Practices to the 

maximum extent practicable. The FAA 

has determined that there are no ICAO 

Standards and Recommended Practices 

that correspond to these regulations. 

G. Environmental 

FAA Order 1050.1E identifies FAA 

actions that are categorically excluded 

from preparation of an environmental 

assessment or environmental impact 

statement under the National 

Environmental Policy Act in the 

absence of extraordinary circumstances. 

The FAA has determined this 

rulemaking action qualifies for the 

categorical exclusion identified in 

paragraph 312f and involves no 

extraordinary circumstances. 

V. Executive Order Determinations 

A. Executive Order 13132, Federalism 

The FAA has analyzed this final rule 

under the principles and criteria of 

Executive Order 13132, Federalism. The 

agency determined that this action will 

not have a substantial direct effect on 

the States, or the relationship between 

the Federal Government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government, and, therefore, 

does not have Federalism implications. 

B. Executive Order 13211, Regulations 

That Significantly Affect Energy Supply, 

Distribution, or Use 

The FAA analyzed this final rule 

under Executive Order 13211, Actions 

Concerning Regulations that 

Significantly Affect Energy Supply, 

Distribution, or Use (May 18, 2001). The 

agency has determined that it is not a 

‘‘significant energy action’’ under the 

executive order and it is not likely to 

have a significant adverse effect on the 

supply, distribution, or use of energy. 

VI. How To Obtain Additional 

Information 

A. Rulemaking Documents 

An electronic copy of a rulemaking 

document may be obtained by using the 

Internet— 

1. Search the Federal eRulemaking 

Portal (http://www.regulations.gov); 

2. Visit the FAA’s Regulations and 

Policies Web page at http://

www.faa.gov/regulations_policies/ or 

3. Access the Government Printing 

Office’s Web page at http://

www.gpo.gov/fdsys/. 

Copies may also be obtained by 

sending a request (identified by notice, 

amendment, or docket number of this 

rulemaking) to the Federal Aviation 

Administration, Office of Rulemaking, 

ARM–1, 800 Independence Avenue 


srobinson on DSK5SPTVN1PROD with RULES
31834 Federal Register / Vol. 80, No. 107 / Thursday, June 4, 2015 / Rules and Regulations 

SW., Washington, DC 20591, or by 

calling (202) 267–9680. 

B. Comments Submitted to the Docket 

Comments received may be viewed by 

going to http://www.regulations.gov and 

following the online instructions to 

search the docket number for this 

action. Anyone is able to search the 

electronic form of all comments 

received into any of the FAA’s dockets 

by the name of the individual 

submitting the comment (or signing the 

comment, if submitted on behalf of an 

association, business, labor union, etc.). 

C. Small Business Regulatory 

Enforcement Fairness Act 

The Small Business Regulatory 

Enforcement Fairness Act (SBREFA) of 

1996 requires the FAA to comply with 

small entity requests for information or 

advice about compliance with statutes 

and regulations within its jurisdiction. 

A small entity with questions regarding 

this document, may contact its local 

FAA official, or the person listed under 

the FOR FURTHER INFORMATION CONTACT

heading at the beginning of the 

preamble. To find out more about 

SBREFA on the Internet, visit http://

www.faa.gov/regulations_policies/

rulemaking/sbre_act/. 

List of Subjects 

14 CFR Part 400 

Licensing, Safety, Space 

transportation and exploration. 

14 CFR Part 401 

Space transportation and exploration. 

The Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends chapter III of title 14, Code of 

Federal Regulations as follows: 

PART 400—BASIS AND SCOPE 

■ 1. The authority citation for part 400 

continues to read as follows: 

Authority: 51 U.S.C. 50901–50923. 

■ 2. Revise § 400.2 to read as follows: 

§ 400.2 Scope. 

The regulations in this chapter set 

forth the procedures and requirements 

applicable to the authorization and 

supervision under 51 U.S.C. subtitle V, 

chapter 509, of commercial space 

transportation activities conducted in 

the United States or by a U.S. citizen. 

The regulations in this chapter do not 

apply to— 

(a) Space activities carried out by the 

United States Government on behalf of 

the United States Government; 

(b) The launch of an amateur rocket 

as defined in § 1.1 of chapter I of this 

title; or 

(c) A launch of a tethered launch 

vehicle that meets all the following 

criteria: 

(1) Launch vehicle. The launch 

vehicle must— 

(i) Be unmanned; 

(ii) Be powered by a liquid or hybrid 

rocket motor; 

(iii) Not use any of the toxic 

propellants of Table I417–2 and Table 

I417–3 in Appendix I of part 417 of this 

chapter; and 

(iv) Carry no more than 5,000 pounds 

of propellant. 

(2) Tether system. The tether system 

must— 

(i) Not yield or fail under— 

(A) The maximum dynamic load on 

the system; or 

(B) A load equivalent to two times the 

maximum potential engine thrust. 

(ii) Have a minimum safety factor of 

3.0 for yield stress and 5.0 for ultimate 

stress. 

(iii) Constrain the launch vehicle 

within 75 feet above ground level as 

measured from the ground to the 

attachment point of the vehicle to the 

tether. 

(iv) Display no damage prior to the 

launch. 

(v) Be insulated or located such that 

it will not experience thermal damage 

due to the launch vehicle’s exhaust. 

(3) Separation distances. The launch 

operator must separate its launch from 

the public and the property of the 

public by a distance no less than that 

provided for each quantity of propellant 

listed in Table A of this section. 

TABLE A—SEPARATION DISTANCES

FOR TETHERED LAUNCHES

Propellant carried 

(lbs.) 

Distance (ft.) 

of the public 

and property 

of the public 

from the 

launch point 

1–500 .................................... 900 

501–1,000 ............................. 1,200 

1001–1,500 ........................... 1,350 

1,501–2,000 .......................... 1,450 

2,001–2,500 .......................... 1,550 

2,501–3,000 .......................... 1,600 

3,001–3,500 .......................... 1,650 

3,501–4,000 .......................... 1,700 

4,001–4,500 .......................... 1,750 

4,501–5,000 .......................... 1,800 

PART 401—ORGANIZATION AND 

DEFINITIONS 

■ 3. The authority citation for part 401 

continues to read as follows: 

Authority: 51 U.S.C. 50901–50923. 

■ 4. Amend § 401.5 by adding the 

definition of tether system in 

alphabetical order to read as follows: 

§ 401.5 Definitions. 

* * * * * 

Tether system means a device that 

contains launch vehicle hazards by 

physically constraining a launch vehicle 

in flight to a specified range from its 

launch point. A tether system includes 

all components, from the tether’s point 

of attachment to the vehicle to a solid 

base, that experience load during a 

tethered launch. 

* * * * * 

Issued under authority provided by 49 

U.S.C. 106(f) in Washington, DC, on May 18, 

2015. 

Michael P. Huerta, 

Administrator. 

[FR Doc. 2015–13557 Filed 6–3–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

Bureau of Industry and Security 

15 CFR Part 744 

[Docket No. 150304211–5211–01] 

RIN 0694–AG55 

Addition of Certain Person to the 

Entity List 

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) by adding one person to the 

Entity List. The person who is added to 

the Entity List is located in Ecuador and 

has been determined by the U.S. 

Government to be acting contrary to the 

national security or foreign policy 

interests of the United States. This 

person will be listed on the Entity List 

under the destination of Ecuador. 

DATES: Effective Date: This rule is 

effective June 4, 2015. 

FOR FURTHER INFORMATION CONTACT: 

Chair, End-User Review Committee, 

Office of the Assistant Secretary, Export 

Administration, Bureau of Industry and 

Security, Department of Commerce, 

Phone: (202) 482–5991, Fax: (202) 482– 

3911, Email: ERC@bis.doc.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The Entity List notifies the public 

about entities that have engaged in 

activities that could result in an 


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