505 

Federal Aviation Administration, DOT 

§ 135.385 

§ 135.385 Large transport category air-

planes: Turbine engine powered: 

Landing limitations: Destination 

airports. 

(a) No person operating a turbine en-

gine powered large transport category 
airplane may take off that airplane at 
a weight that (allowing for normal con-
sumption of fuel and oil in flight to the 
destination or alternate airport) the 
weight of the airplane on arrival would 
exceed the landing weight in the Air-
plane Flight Manual for the elevation 
of the destination or alternate airport 
and the ambient temperature antici-
pated at the time of landing. 

(b) Except as provided in paragraph 

(c), (d), (e), or (f) of this section, no per-
son operating a turbine engine powered 
large transport category airplane may 
take off that airplane unless its weight 
on arrival, allowing for normal con-
sumption of fuel and oil in flight (in 
accordance with the landing distance 
in the Airplane Flight Manual for the 
elevation of the destination airport and 
the wind conditions expected there at 
the time of landing), would allow a full 
stop landing at the intended destina-
tion airport within 60 percent of the ef-
fective length of each runway described 
below from a point 50 feet above the 
intersection of the obstruction clear-
ance plane and the runway. For the 
purpose of determining the allowable 
landing weight at the destination air-
port the following is assumed: 

(1) The airplane is landed on the most 

favorable runway and in the most fa-
vorable direction, in still air. 

(2) The airplane is landed on the most 

suitable runway considering the prob-
able wind velocity and direction and 
the ground handling characteristics of 
the airplane, and considering other 
conditions such as landing aids and ter-
rain. 

(c) A turbopropeller powered airplane 

that would be prohibited from being 
taken off because it could not meet 
paragraph (b)(2) of this section, may be 
taken off if an alternate airport is se-
lected that meets all of this section ex-
cept that the airplane can accomplish a 
full stop landing within 70 percent of 
the effective length of the runway. 

(d) Unless, based on a showing of ac-

tual operating landing techniques on 
wet runways, a shorter landing dis-

tance (but never less than that re-
quired by paragraph (b) of this section) 
has been approved for a specific type 
and model airplane and included in the 
Airplane Flight Manual, no person may 
take off a turbojet airplane when the 
appropriate weather reports or fore-
casts, or any combination of them, in-
dicate that the runways at the destina-
tion airport may be wet or slippery at 
the estimated time of arrival unless 
the effective runway length at the des-
tination airport is at least 115 percent 
of the runway length required under 
paragraph (b) of this section. 

(e) A turbojet airplane that would be 

prohibited from being taken off be-
cause it could not meet paragraph 
(b)(2) of this section may be taken off if 
an alternate airport is selected that 
meets all of paragraph (b) of this sec-
tion. 

(f) An eligible on-demand operator 

may take off a turbine engine powered 
large transport category airplane on an 
on-demand flight if all of the following 
conditions exist: 

(1) The operation is permitted by an 

approved Destination Airport Analysis 
in that person’s operations manual. 

(2) The airplane’s weight on arrival, 

allowing for normal consumption of 
fuel and oil in flight (in accordance 
with the landing distance in the Air-
plane Flight Manual for the elevation 
of the destination airport and the wind 
conditions expected there at the time 
of landing), would allow a full stop 
landing at the intended destination air-
port within 80 percent of the effective 
length of each runway described below 
from a point 50 feet above the intersec-
tion of the obstruction clearance plane 
and the runway. For the purpose of de-
termining the allowable landing weight 
at the destination airport, the fol-
lowing is assumed: 

(i) The airplane is landed on the most 

favorable runway and in the most fa-
vorable direction, in still air. 

(ii) The airplane is landed on the 

most suitable runway considering the 
probable wind velocity and direction 
and the ground handling characteris-
tics of the airplane, and considering 
other conditions such as landing aids 
and terrain. 

506 

14 CFR Ch. I (1–1–24 Edition) 

§ 135.387 

(3) The operation is authorized by op-

erations specifications. 

[Doc. No. 16097, 43 FR 46783, Oct. 10, 1978, as 
amended by Amdt. 135–91, 68 FR 54588, Sept. 
17, 2003] 

§ 135.387 Large transport category air-

planes: Turbine engine powered: 

Landing limitations: Alternate air-

ports. 

(a) Except as provided in paragraph 

(b) of this section, no person may se-
lect an airport as an alternate airport 
for a turbine engine powered large 
transport category airplane unless 
(based on the assumptions in 
§ 135.385(b)) that airplane, at the weight 
expected at the time of arrival, can be 
brought to a full stop landing within 70 
percent of the effective length of the 
runway for turbo-propeller-powered 
airplanes and 60 percent of the effec-
tive length of the runway for turbojet 
airplanes, from a point 50 feet above 
the intersection of the obstruction 
clearance plane and the runway. 

(b) Eligible on-demand operators may 

select an airport as an alternate air-
port for a turbine engine powered large 
transport category airplane if (based 
on the assumptions in § 135.385(f)) that 
airplane, at the weight expected at the 
time of arrival, can be brought to a full 
stop landing within 80 percent of the 
effective length of the runway from a 
point 50 feet above the intersection of 
the obstruction clearance plane and 
the runway. 

[Doc. No. FAA–2001–10047, 68 FR 54588, Sept. 
17, 2003] 

§ 135.389 Large nontransport category 

airplanes: Takeoff limitations. 

(a) No person operating a large 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 one percent; 

(4) It is assumed that the airplane is 

operating in standard atmosphere; and 

(5) For takeoff, 

effective length of the 

runway 

means the distance from the 

end of the runway at which the takeoff 
is started to a point at which the ob-
struction clearance plane associated 
with the other end of the runway inter-
sects the runway centerline. 

§ 135.391 Large nontransport category 

airplanes: En route limitations: One 
engine inoperative. 

(a) Except as provided in paragraph 

(b) of this section, no person operating 
a large 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 crit-
ical engine inoperative, at an altitude 
of at least 1,000 feet above the highest 
obstruction within five miles on each 
side of the intended track, or 5,000 feet, 
whichever is higher. 

(b) Without regard to paragraph (a) 

of this section, if the Administrator 
finds that safe operations are not im-
paired, a person may operate the air-
plane at an altitude that allows the 
airplane, in case of engine failure, to 
clear all obstructions within five miles 
on each side of the intended track by 
1,000 feet. If this procedure is used, the 
rate of descent for the appropriate 
weight and altitude is assumed to be 50 
feet a minute greater than the rate in 
the approved performance data. Before 
approving such a procedure, the Ad-
ministrator considers the following for 
the route, route segement, or area con-
cerned: 

(1) The reliability of wind and weath-

er forecasting. 

(2) The location and kinds of naviga-

tion aids.