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9E003 Category 9E

Other “technology” as follows (see List of Items Controlled).

Category 9: Aerospace and Propulsion

Reasons for control

Country chart

ControlColumn
AT applies to entire entryAT 1
NS applies to entire entryNS 1
SI applies to 9E003.a.1 through a.8, .h, .i, and .lNone

List-based license exceptions

ExceptionAs stated in the entry
TSR N/A

Items

  1. a. “Technology” “required” for the “development” or “production” of any of the following gas turbine engine “parts,” “components” or systems:
  2. a.1. Gas turbine blades, vanes or “tip shrouds”, made from Directionally Solidified (DS) or Single Crystal (SC) alloys and having (in the 001 Miller Index Direction) a stress-rupture life exceeding 400 hours at 1,273 K (1,000 °C) at a stress of 200 MPa, based on the average property values;
  3. a.2. Combustors having any of the following:
  4. a.2.a. 'Thermally decoupled liners' designed to operate at 'combustor exit temperature' exceeding 1,883 K (1,610 °C);
  5. a.2.b. Non-metallic liners;
  6. a.2.c. Non-metallic shells; or
  7. a.2.d. Liners designed to operate at 'combustor exit temperature' exceeding 1,883 K (1,610 °C) and having holes that meet the parameters specified by 9E003.c;
  8. a.2.e. Utilizing 'pressure gain combustion';
  9. a.3. “Parts” or “components,” that are any of the following:
  10. a.3.a. Manufactured from organic “composite” materials designed to operate above 588 K (315 °C);
  11. a.3.b. Manufactured from any of the following:
  12. a.3.b.1. Metal “matrix” “composites” reinforced by any of the following:
  13. a.3.b.1.a. Materials controlled by 1C007;
  14. a.3.b.1.b. “Fibrous or filamentary materials” specified by 1C010; or
  15. a.3.b.1.c. Aluminides specified by 1C002.a; or
  16. a.3.b.2. Ceramic “matrix” “composites” specified by 1C007; or
  17. a.3.c. Stators, vanes, blades, tip seals (shrouds), rotating blings, rotating blisks or 'splitter ducts', that are all of the following:
  18. a.3.c.1. Not specified in 9E003.a.3.a;
  19. a.3.c.2. Designed for compressors or fans; and
  20. a.3.c.3. Manufactured from material controlled by 1C010.e with resins controlled by 1C008;
  21. a.4. Uncooled turbine blades, vanes or “tip shrouds” designed to operate at a 'gas path temperature' of 1,373 K (1,100 °C) or more;
  22. a.5. Cooled turbine blades, vanes or “tip shrouds”, other than those described in 9E003.a.1, designed to operate at a 'gas path temperature' of 1,693 K (1,420 °C) or more;
  23. a.6. Airfoil-to-disk blade combinations using solid state joining;
  24. a.7. [Reserved]
  25. a.8. 'Damage tolerant' gas turbine engine rotor “parts” or “components” using powder metallurgy materials controlled by 1C002.b; or
  26. a.9. [Reserved]
  27. a.10. [Reserved]
  28. a.11. 'Fan blades' having all of the following:
  29. a.11.a. 20% or more of the total volume being one or more closed cavities containing vacuum or gas only; and
  30. a.11.b. One or more closed cavities having a volume of 5 cm 3 or larger;
  31. b. “Technology” “required” for the “development” or “production” of any of the following:
  32. b.1. Wind tunnel aero-models equipped with non-intrusive sensors capable of transmitting data from the sensors to the data acquisition system; or
  33. b.2. “Composite” propeller blades or prop-fans, capable of absorbing more than 2,000 kW at flight speeds exceeding Mach 0.55;
  34. c. “Technology” “required” for manufacturing cooling holes in gas turbine engine “parts” or “components” incorporating any of the “technologies” specified by 9E003.a.1, 9E003.a.2, or 9E003.a.5, and having any of the following:
  35. c.1. Having all of the following:
  36. c.1.a. Minimum 'cross-sectional area' less than 0.45 mm 2;
  37. c.1.b. 'Hole shape ratio' greater than 4.52; and
  38. c.1.c. 'Incidence angle' equal to or less than 25°; or
  39. c.2. Having all of the following:
  40. c.2.a. Minimum 'cross-sectional area' less than 0.12 mm 2;
  41. c.2.b. 'Hole shape ratio' greater than 5.65; and
  42. c.2.c. 'Incidence angle' more than 25°;
  43. d. “Technology” “required” for the “development” or “production” of helicopter power transfer systems or tilt rotor or tilt wing “aircraft” power transfer systems;
  44. e. “Technology” for the “development” or “production” of reciprocating diesel engine ground vehicle propulsion systems having all of the following:
  45. e.1. 'Box volume' of 1.2 m 3 or less;
  46. e.2. An overall power output of more than 750 kW based on 80/1269/EEC, ISO 2534 or national equivalents; and
  47. e.3. Power density of more than 700 kW/m 3 of 'box volume';
  48. f. “Technology” “required” for the “production” of “specially designed” “parts” or “components” for high output diesel engines, as follows:
  49. f.1. “Technology” “required” for the “production” of engine systems having all of the following “parts” and “components” employing ceramics materials controlled by 1C007:
  50. f.1.a Cylinder liners;
  51. f.1.b. Pistons;
  52. f.1.c. Cylinder heads; and
  53. f.1.d. One or more other “part” or “component” (including exhaust ports, turbochargers, valve guides, valve assemblies or insulated fuel injectors);
  54. f.2. “Technology” “required” for the “production” of turbocharger systems with single-stage compressors and having all of the following:
  55. f.2.a. Operating at pressure ratios of 4:1 or higher;
  56. f.2.b. Mass flow in the range from 30 to 130 kg per minute; and
  57. f.2.c. Variable flow area capability within the compressor or turbine sections;
  58. f.3. “Technology” “required” for the “production” of fuel injection systems with a “specially designed” multifuel (e.g., diesel or jet fuel) capability covering a viscosity range from diesel fuel (2.5 cSt at 310.8 K (37.8 °C)) down to gasoline fuel (0.5 cSt at 310.8 K (37.8 °C)) and having all of the following:
  59. f.3.a. Injection amount in excess of 230 mm 3 per injection per cylinder; and
  60. f.3.b. Electronic control features “specially designed” for switching governor characteristics automatically depending on fuel property to provide the same torque characteristics by using the appropriate sensors;

Related controls

(1) Hot section “technology” specifically designed, modified, or equipped for military uses or purposes, or developed principally with U.S. Department of Defense funding, is “subject to the ITAR” (see 22 CFR parts 120 through 130). (2) “Technology” is subject to the EAR when actually applied to a commercial “aircraft” engine program. Exporters may seek to establish commercial application either on a case-by-case basis through submission of documentation demonstrating application to a commercial program in requesting an export license from the Department of Commerce in respect to a specific export, or in the case of use for broad categories of “aircraft,” engines, “parts” or “components,” a commodity jurisdiction determination from the Department of State.

Notes

Technical Note: For the purposes of 9E003.a.1, stress-rupture life testing is typically conducted on a test specimen.

Technical Note: For the purposes of 9E003.a.2.e, in 'pressure gain combustion' the bulk average stagnation pressure at the combustor outlet is greater than the bulk average stagnation pressure at the combustor inlet due primarily to the combustion process, when the engine is running in a “steady state mode” of operation.

Note: The “required” “technology” for holes in 9E003.a.2 is limited to the derivation of the geometry and location of the holes.

Technical Notes: 1. For the purposes of 9E003.a.2.a, 'thermally decoupled liners' are liners that feature at least a support structure designed to carry mechanical loads and a combustion facing structure designed to protect the support structure from the heat of combustion. The combustion facing structure and support structure have independent thermal displacement (mechanical displacement due to thermal load) with respect to one another, i.e., they are thermally decoupled. 2. For the purposes of 9E003.a.2.d, 'combustor exit temperature' is the bulk average gas path total (stagnation) temperature between the combustor exit plane and the leading edge of the turbine inlet guide vane (i.e., measured at engine station T40 as defined in SAE ARP 755A) when the engine is running in a “steady state mode” of operation at the certificated maximum continuous operating temperature.

N.B.: See 9E003.c for “technology” “required” for manufacturing cooling holes.

Technical Note: For the purposes of 9E003.a.3.c, a 'splitter duct' performs the initial separation of the air-mass flow between the bypass and core sections of the engine.

Technical Note: For the purposes of 9E003.a.5, 'gas path temperature' is the bulk average gas path total (stagnation) temperature at the leading-edge plane of the turbine component when the engine is running in a “steady state mode” of operation at the certificated or specified maximum continuous operating temperature.

Technical Note: For the purposes of 9E003.a.8, 'damage tolerant' “parts” and “components” are designed using methodology and substantiation to predict and limit crack growth.

N.B.: For “FADEC systems”, see 9E003.h.

N.B.: For adjustable flow path geometry, see 9E003.i.

Technical Note: For the purposes of 9E003.a.11, a 'fan blade' is the aerofoil portion of the rotating stage or stages, which provide both compressor and bypass flow in a gas turbine engine.

Note: 9E003.c does not apply to “technology” for manufacturing constant radius cylindrical holes that are straight through and enter and exit on the external surfaces of the component.

Technical Notes: 1. For the purposes of 9E003.c, the 'cross-sectional area' is the area of the hole in the plane perpendicular to the hole axis. 2. For the purposes of 9E003.c, 'hole shape ratio' is the nominal length of the axis of the hole divided by the square root of its minimum 'cross-sectional area'. 3. For the purposes of 9E003.c, 'incidence angle' is the acute angle measured between the plane tangential to the airfoil surface and the hole axis at the point where the hole axis enters the airfoil surface. 4. For the purposes of 9E003.c, methods for manufacturing holes include “laser” beam machining, water jet machining, Electro-Chemical Machining (ECM) or Electrical Discharge Machining (EDM).

Technical Note: For the purposes of 9E003.e.1., 'box volume' is the product of three perpendicular dimensions measured in the following way: Length: The length of the crankshaft from front flange to flywheel face; Width: The widest of any of the following: a. The outside dimension from valve cover to valve cover; b. The dimensions of the outside edges of the cylinder heads; or c. The diameter of the flywheel housing; Height: The largest of any of the following: a. The dimension of the crankshaft center-line to the top plane of the valve cover (or cylinder head) plus twice the stroke; or b. The diameter of the flywheel housing.

Technical Note: For the purposes of 9E003.g, 'high output diesel engines' are diesel engines with a specified brake mean effective pressure of 1.8 MPa or more at a speed of 2,300 r.p.m., provided the rated speed is 2,300 r.p.m. or more.

Note: 9E003.h does not apply to technology related to engine-“aircraft” integration required by civil aviation authorities of one or more Wassenaar Arrangement Participating States (See Supplement No. 1 to part 743 of the EAR) to be published for general airline use (e.g., installation manuals, operating instructions, instructions for continued airworthiness) or interface functions (e.g., input/output processing, airframe thrust or shaft power demand).

Note: 9E003.i does not apply to “technology” for any of the following: a. Inlet guide vanes; b. Variable pitch fans or prop-fans; c. Variable compressor vanes; d. Compressor bleed valves; or e. Adjustable flow path geometry for reverse thrust.

N.B.: For “technology” “required” for the “development” of wing-folding systems designed for fixed-wing “aircraft” specified in USML Category VIII (a), see USML Category VIII (i).

Technical Notes: For the purposes of 9E003.k: 1. Propulsion inlet systems include core flow pre-coolers. 2. 'Reheat systems' provide additional thrust by combusting fuel in exhaust and/or bypass flow downstream of the last turbomachinery stage. 'Reheat systems' are also referred to as afterburners. 3. 'Active thermal management systems' employ methods other than passive oil-to-air cooling or oil-to-fuel cooling, such as vapor cycle systems. 4. 'Compression system' is any stage or combination of stages between the engine inlet face and the combustor that increases gas path pressure through mechanical work. 5. An 'engine rotor support' is the bearing supporting the main engine shaft that drives the compression system or turbine rotors.

N.B. 1 See 9E003.h, for engine control technology.

N.B. 2 See 9E003.i, for adjustable flow path systems technology.

Source: eCFR, version 2026-08-01, retrieved 2026-08-20T04:04:59+00:00.