The Export Control (Amendment) Regulations 2026

17 Amendments to Category 9 - Aerospace and Propulsion

(1) The section headed Category 9 - Aerospace and Propulsion is amended as follows. (2) In the section headed 9A Systems, Equipment and Components— (a) in Note 1 to entry 9A001.a, in paragraph b.2.— (i) for “recognized” substitute “recognised”; (ii) for “Organisation” substitute “Organization”; (b) in entry 9A010.a.2.a., after “1C007” insert “or 1C507”; (c) in entry 9A010.a.3., after “1C007” insert “or 1C507”; (d) in entry 9A010.b.2.a., after “1C007” insert “or 1C507”; (e) in entry 9A010.b.3., after “1C007” insert “or 1C507”; (f) for paragraph 1 of the Technical Notes to entry 9A012.a., substitute “1. ‘Operator’ is a person who initiates or commands the “UAV” or unmanned “airship” flight.”; (g) for paragraph 2 of the Technical Notes to entry 9A012.a., substitute “2. ‘Endurance’ is to be calculated for International Standard Atmosphere (ISA) conditions (ISO 2533:1975) at sea level in zero wind.”; (h) in entry 9A118, for ““Unmanned Aerial Vehicles (“UAVs”)” substitute ““Unmanned Aerial Vehicles (“UAVs”)””. (3) In the section headed 9B Test, Inspection and Production Equipment— (a) in entry 9B001.a., for “Directional solidification or single crystal” substitute “Directional-solidification or single-crystal”; (b) in entry 9B009.a., for “Ultimate Tensile Strength (UTS)” substitute “ultimate tensile strength”. (4) In the section headed 9D Software— (a) in entry 9D003, for ““FADEC Systems”” substitute “Full Authority Digital Engine Control “(FADEC) Systems””; (b) in entry 9D004.f., for “vans” substitute “vanes”. (5) In the section headed 9E Technology— (a) in entry 9E003.a.1., for “directionally solidified (DS) or single crystal (SC)” substitute “directionally-solidified or single-crystal”; (b) in entry 9E003.a.3.b.1.a., after “1C007” insert “or 1C507”; (c) in entry 9E003.a.3.b.2., after “1C007” insert “or 1C507”; (d) in entry 9E003.f.1., after “1C007” insert “or 1C507”; (e) in entry 9E003.h., for ““FADEC Systems”” substitute “Full Authority Digital Engine Control “(FADEC) Systems””; (f) after entry 9E102, including the Technical Note, insert— [9E503] | l. “Technology” “required” for the “development” of a gas turbine engine axial compressor having all of the following: 1. Having any of the following: a. Specially designed for ‘multiple stream fan systems’; or b. Having any of the following: 1. Feedback control of compressor blade tip clearance; 2. Feedback management for the purpose of compressor aerofoil flutter avoidance; 3. Cooled gas path or cooled rotating compressor components; 4. ‘Tandem or splittered rotating aerofoils’; or 5. ‘Casings having non-axisymmetric geometry’ at the blade tip interface; and 2. Having all of the following calculated parameters: a. Average ‘alternate stage loading’ greater than or equal to 0,22; b. A sum of the ‘alternate stage loading’ multiplied by 41,6 and the ‘polytropic efficiency’ greater than or equal to 102; c. ‘Stability margin’ greater than or equal to 20%; and d. Average stage pressure ratio greater than 1,2. Technical Notes: 1. For the purposes of 9E503.l.1.a., ‘multiple stream fan systems’ allow the movement of airflow between at least two bypass flows to control fan pressure ratio or bypass ratio (by means other than use of fan corrected speed or the primary nozzle area to change the fan pressure ratio or bypass ratio). 2. For the purposes of 9E503.l.1.b.3., cooled gas path components do not include compressor components indirectly cooled by leakage flows, flows for bearing load management or anti-icing flows. 3. For the purposes of 9E503.l.1.b.4., ‘tandem or splittered rotating aerofoils’ consist of two or more rotating blade rows in the axial direction without an intervening stator. Aerofoils are considered splittered when the leading-edge plane of each row is offset axially by 25% or more of the axial chord length of the first row. 4. For the purposes of 9E503.l.1.b.5., ‘casings having non-axisymmetric geometry’ contain features that are non-uniformly spaced or inconsistently shaped or inconsistently oriented in the circumferential direction at the blade tip, e.g., variable spacing of slots parallel to the engine shaft. ‘Casings having non-axisymmetric geometry’ do not include features designed for assembly or mechanical designs that result in circumferentially uniform geometry during engine operation. 5. For the purposes of 9E503.l.2, the calculated parameters are as follows: a. Start at the engine inlet and are performed at sea level static conditions using ICAO standard atmosphere, zero aircraft bleed (e.g., no stability, start, anti-ice or customer bleeds), and at the “steady state mode” ‘Aerodynamic Design Point’ (‘ADP’). Compressor bleeds and “steady state mode” shaft power offtake for normal engine operation at the specified point, e.g., turbine cooling, are included. b. Stages that provide fan bypass flow on a continuous basis are not to be included in the calculations. c. Values are calculated for each rotor stage individually, then averaged over all compression stages operating at the same shaft speed (i.e., average of all low-, intermediate-, or high-pressure compressor stages, or all compression stages for a single spool engine). d. ‘Alternate stage loading’ is defined as the average isentropic work divided by the square of the mechanical tip speed of the rotor and then multiplied by the ratio of standard day temperature divided by the spool inlet total temperature. L p ' a l t = T S T D T 0 s p o o l 1 N ∑ i = 1 N c p i T 0 i ( π i ( γ i - 1 ) / γ i - 1 ) U i 2 where— T STD - Standard day temperature at ICAO standard atmosphere (K) T 0spool – Spool entrance inlet temperature (K) N - Number of stages T 0 - Stage inlet total temperature (K) c p – Specific heat capacity (J kg-¹ K-¹ or m² s-² K-¹) as a function of temperature γ – Ratio of specific heats as a function of temperature U – Mechanical tip speed of the rotor leading edge (m/s) π – Stage total-to-total pressure ratio The individual stage loading should be computed stage-by-stage and then the average of all stages should be assessed as the loading parameter. e. ‘Polytropic efficiency’ is defined as the overall compression divided into an infinite number of small steps with the same isentropic efficiency, expressed as a percentage. f. ‘Stability margin’ is the difference between the design operating line and the calculated compressor surge point at constant inlet corrected mass flow, expressed as a percent of the operating line. 6. For the purposes of Technical Note 5.a., ‘ADP’ refers to the corrected conditions (flow rate, pressure ratio, and speed) for the compressor flow path design (e.g. optimum efficiency or optimum incidence point). The ‘ADP’ may be consistent with an aero gas turbine engine ‘ADP’ or a specific condition along an operating line such as top of climb, cruise, or takeoff. .