105
Federal Aviation Administration, DOT
§ 121.201
(c) No zero fuel weight may be in-
creased by more than five percent, and
the increase in the structural landing
weight may not exceed the amount, in
pounds, of the increase in zero fuel
weight.
(d) Each airplane must be inspected
in accordance with the approved spe-
cial inspection procedures, for oper-
ations at increased weights, estab-
lished and issued by the manufacturer
of the type of airplane.
(e) Each airplane operated under this
section must be operated in accordance
with the passenger-carrying perform-
ance operating limitations prescribed
in this part.
(f) The Airplane Flight Manual for
each airplane operated under this sec-
tion must be appropriately revised to
include the operating limitations and
information needed for operation at
the increased weights.
(g) Except as provided for the car-
rying of persons under § 121.583 each
airplane operated at an increased
weight under this section must, before
it is used in passenger service, be in-
spected under the special inspection
procedures for return to passenger
service established and issued by the
manufacturer and approved by the Ad-
ministrator.
§ 121.199 Nontransport category air-
planes: Takeoff limitations.
(a) No person operating a non-
transport category airplane may take
off that airplane at a weight greater
than the weight that would allow the
airplane to be brought to a safe stop
within the effective length of the run-
way, from any point during the takeoff
before reaching 105 percent of min-
imum control speed (the minimum
speed at which an airplane can be safe-
ly controlled in flight after an engine
becomes inoperative) or 115 percent of
the power off stalling speed in the
takeoff configuration, whichever is
greater.
(b) For the purposes of this section—
(1) It may be assumed that takeoff
power is used on all engines during the
acceleration;
(2) Not more than 50 percent of the
reported headwind component, or not
less than 150 percent of the reported
tailwind component, may be taken into
account;
(3) The average runway gradient (the
difference between the elevations of
the endpoints of the runway divided by
the total length) must be considered if
it is more than one-half of 1 percent;
(4) It is assumed that the airplane is
operating in standard atmosphere; and
(5) The
effective length of the runway
for takeoff means the distance from
the end of the runway at which the
takeoff is started to a point at which
the obstruction clearance plane associ-
ated with the other end of the runway
intersects the runway centerline.
[Doc. No. 6258, 29 FR 19198, Dec. 31, 1964, as
amended by Amdt. 121–132, 41 FR 55475, Dec.
20, 1976]
§ 121.201 Nontransport category air-
planes: En route limitations: One
engine inoperative.
(a) Except as provided in paragraph
(b) of this section, no person operating
a nontransport category airplane may
take off that airplane at a weight that
does not allow a rate of climb of at
least 50 feet a minute, with the critical
engine inoperative, at an altitude of at
least 1,000 feet above the highest ob-
struction within five miles on each side
of the intended track, or 5,000 feet,
whichever is higher.
(b) Notwithstanding paragraph (a) of
this section, if the Administrator finds
that safe operations are not impaired,
a person may operate the airplane at
an altitude that allows the airplane, in
case of engine failure, to clear all ob-
structions within 5 miles on each side
of the intended track by 1,000 feet. If
this procedure is used, the rate of de-
scent for the appropriate weight and
altitude is assumed to be 50 feet a
minute greater than the rate in the ap-
proved performance data. Before ap-
proving such a procedure, the Adminis-
trator considers the following for the
route, route segment, or area con-
cerned:
(1) The reliability of wind and weath-
er forecasting.
(2) The location and kinds of naviga-
tion aids.
(3) The prevailing weather condi-
tions, particularly the frequency and
amount of turbulence normally en-
countered.
