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