371 

Federal Aviation Administration, DOT 

§ 125.379 

§ 125.375 Fuel supply: Nonturbine and 

turbopropeller-powered airplanes. 

(a) Except as provided in paragraph 

(b) of this section, no person may re-
lease for flight or take off a nonturbine 
or turbopropeller-powered airplane un-
less, considering the wind and other 
weather conditions expected, it has 
enough fuel— 

(1) To fly to and land at the airport 

to which it is released; 

(2) Thereafter, to fly to and land at 

the most distant alternate airport 
specified in the flight release; and 

(3) Thereafter, to fly for 45 minutes 

at normal crusing fuel consumption. 

(b) If the airplane is released for any 

flight other than from one point in the 
conterminous United States to another 
point in the conterminous United 
States, it must carry enough fuel to 
meet the requirements of paragraphs 
(a) (1) and (2) of this section and there-
after fly for 30 minutes plus 15 percent 
of the total time required to fly at nor-
mal cruising fuel consumption to the 
airports specified in paragraphs (a) (1) 
and (2) of this section, or fly for 90 min-
utes at normal cruising fuel consump-
tion, whichever is less. 

(c) No person may release a nontur-

bine or turbopropeller-powered air-
plane to an airport for which an alter-
nate is not specified under § 125.367(b) 
unless it has enough fuel, considering 
wind and other weather conditions ex-
pected, to fly to that airport and there-
after to fly for 3 hours at normal cruis-
ing fuel consumption. 

§ 125.377 Fuel supply: Turbine-engine- 

powered airplanes other than tur-

bopropeller. 

(a) Except as provided in paragraph 

(b) of this section, no person may re-
lease for flight or takeoff a turbine- 
powered airplane (other than a turbo-
propeller-powered airplane) unless, 
considering the wind and other weather 
conditions expected, it has enough 
fuel— 

(1) To fly to and land at the airport 

to which it is released; 

(2) Thereafter, to fly to and land at 

the most distant alternate airport 
specified in the flight release; and 

(3) Thereafter, to fly for 45 minutes 

at normal cruising fuel consumption. 

(b) For any operation outside the 48 

conterminous United States and the 
District of Columbia, unless authorized 
by the Administrator in the operations 
specifications, no person may release 
for flight or take off a turbine-engine 
powered airplane (other than a turbo-
propeller-powered airplane) unless, 
considering wind and other weather 
conditions expected, it has enough 
fuel— 

(1) To fly and land at the airport to 

which it is released; 

(2) After that, to fly for a period of 10 

percent of the total time required to 
fly from the airport of departure and 
land at the airport to which it was re-
leased; 

(3) After that, to fly to and land at 

the most distant alternate airport 
specified in the flight release, if an al-
ternate is required; and 

(4) After that, to fly for 30 minutes at 

holding speed at 1,500 feet above the al-
ternate airport (or the destination air-
port if no alternate is required) under 
standard temperature conditions. 

(c) No person may release a turbine- 

engine-powered airplane (other than a 
turbopropeller airplane) to an airport 
for which an alternate is not specified 
under § 125.367(b) unless it has enough 
fuel, considering wind and other weath-
er conditions expected, to fly to that 
airport and thereafter to fly for at 
least 2 hours at normal cruising fuel 
consumption. 

(d) The Administrator may amend 

the operations specifications of a cer-
tificate holder to require more fuel 
than any of the minimums stated in 
paragraph (a) or (b) of this section if 
the Administrator finds that additional 
fuel is necessary on a particular route 
in the interest of safety. 

§ 125.379 Landing weather minimums: 

IFR. 

(a) If the pilot in command of an air-

plane has not served 100 hours as pilot 
in command in the type of airplane 
being operated, the MDA or DA/DH and 
visibility landing minimums in the cer-
tificate holder’s operations specifica-
tion are increased by 100 feet and one- 
half mile (or the RVR equivalent). The 
MDA or DA/DH and visibility mini-
mums need not be increased above 
those applicable to the airport when 

372 

14 CFR Ch. I (1–1–24 Edition) 

§ 125.381 

used as an alternate airport, but in no 
event may the landing minimums be 
less than a 300-foot ceiling and 1 mile 
of visibility. 

(b) The 100 hours of pilot-in-command 

experience required by paragraph (a) 
may be reduced (not to exceed 50 per-
cent) by substituting one landing in op-
erations under this part in the type of 
airplane for 1 required hour of pilot-in- 
command experience if the pilot has at 
least 100 hours as pilot in command of 
another type airplane in operations 
under this part. 

(c) Category II minimums, when au-

thorized in the certificate holder’s op-
erations specifications, do not apply 
until the pilot in command subject to 
paragraph (a) of this section meets the 
requirements of that paragraph in the 
type of airplane the pilot is operating. 

[Doc. No. 19779, 45 FR 67235, Oct. 9, 1980, as 
amended by Amdt. 125–52, 72 FR 31683, June 
7, 2007] 

§ 125.381 Takeoff and landing weather 

minimums: IFR. 

(a) Regardless of any clearance from 

ATC, if the reported weather condi-
tions are less than that specified in the 
certificate holder’s operations speci-
fications, no pilot may— 

(1) Take off an airplane under IFR; or 
(2) Except as provided in paragraphs 

(c) and (d) of this section, land an air-
plane under IFR. 

(b) Except as provided in paragraphs 

(c) and (d) of this section, no pilot may 
execute an instrument approach proce-
dure if the latest reported visibility is 
less than the landing minimums speci-
fied in the certificate holder’s oper-
ations specifications. 

(c) A pilot who initiates an instru-

ment approach procedure based on a 
weather report that indicates that the 
specified visibility minimums exist and 
subsequently receives another weather 
report that indicates that conditions 
are below the minimum requirements, 
may continue the approach only if ei-
ther the requirements of § 91.176 of this 
chapter, or the following conditions are 
met— 

(1) The later weather report is re-

ceived when the airplane is in one of 
the following approach phases: 

(i) The airplane is on a ILS approach 

and has passed the final approach fix; 

(ii) The airplane is on an ASR or 

PAR final approach and has been 
turned over to the final approach con-
troller; or 

(iii) The airplane is on a nonprecision 

final approach and the airplane— 

(A) Has passed the appropriate facil-

ity or final approach fix; or 

(B) Where a final approach fix is not 

specified, has completed the procedure 
turn and is established inbound toward 
the airport on the final approach 
course within the distance prescribed 
in the procedure; and 

(2) The pilot in command finds, on 

reaching the authorized MDA, or DA/ 
DH, that the actual weather conditions 
are at or above the minimums pre-
scribed for the procedure being used. 

(d) A pilot may execute an instru-

ment approach procedure, or continue 
the approach, at an airport when the 
visibility is reported to be less than the 
visibility minimums prescribed for 
that procedure if the pilot uses an op-
erable EFVS in accordance with § 91.176 
of this chapter and the certificate hold-
er’s operations specifications for EFVS 
operations, or for a holder of a part 125 
letter of deviation authority, a letter 
of authorization for the use of EFVS. 

[Doc. No. 19779, 45 FR 67235, Oct. 9, 1980, as 
amended by Amdt. 125–2, 46 FR 24409, Apr. 30, 
1981; Amdt. 125–45, 69 FR 1641, Jan. 9, 2004; 
Amdt. 125–52, 72 FR 31683, June 7, 2007; Dock-
et FAA–2013–0485, Amdt. 125–66, 81 FR 90177, 
Dec. 13, 2016] 

§ 125.383 Load manifest. 

(a) Each certificate holder is respon-

sible for the preparation and accuracy 
of a load manifest in duplicate con-
taining information concerning the 
loading of the airplane. The manifest 
must be prepared before each takeoff 
and must include— 

(1) The number of passengers; 
(2) The total weight of the loaded air-

plane; 

(3) The maximum allowable takeoff 

and landing weights for that flight; 

(4) The center of gravity limits; 
(5) The center of gravity of the load-

ed airplane, except that the actual cen-
ter of gravity need not be computed if 
the airplane is loaded according to a 
loading schedule or other approved 
method that ensures that the center of 
gravity of the loaded airplane is within