225 

Federal Aviation Administration, DOT 

§ 121.649 

(A) Fuel sufficient to fly to an 

ETOPS Alternate Airport assuming a 
rapid decompression at the most crit-
ical point followed by descent to a safe 
altitude in compliance with the oxygen 
supply requirements of § 121.333 of this 
chapter; 

(B) Fuel sufficient to fly to an 

ETOPS Alternate Airport (at the one- 
engine-inoperative cruise speed) as-
suming a rapid decompression and a si-
multaneous engine failure at the most 
critical point followed by descent to a 
safe altitude in compliance with the 
oxygen requirements of § 121.333 of this 
chapter; or 

(C) Fuel sufficient to fly to an 

ETOPS Alternate Airport (at the one 
engine inoperative cruise speed) assum-
ing an engine failure at the most crit-
ical point followed by descent to the 
one engine inoperative cruise altitude. 

(ii) Fuel to account for errors in wind 

forecasting. In calculating the amount 
of fuel required by paragraph (b)(1)(i) of 
this section, the certificate holder 
must increase the actual forecast wind 
speed by 5% (resulting in an increase in 
headwind or a decrease in tailwind) to 
account for any potential errors in 
wind forecasting. If a certificate holder 
is not using the actual forecast wind 
based on a wind model accepted by the 
FAA, the airplane must carry addi-
tional fuel equal to 5% of the fuel re-
quired for paragraph (b)(1)(i) of this 
section, as reserve fuel to allow for er-
rors in wind data. 

(iii) Fuel to account for icing. In cal-

culating the amount of fuel required by 
paragraph (b)(1)(i) of this section (after 
completing the wind calculation in 
paragraph (b)(1)(ii) of this section), the 
certificate holder must ensure that the 
airplane carries the greater of the fol-
lowing amounts of fuel in anticipation 
of possible icing during the diversion: 

(A) Fuel that would be burned as a 

result of airframe icing during 10 per-
cent of the time icing is forecast (in-
cluding the fuel used by engine and 
wing anti-ice during this period). 

(B) Fuel that would be used for en-

gine anti-ice, and if appropriate wing 
anti-ice, for the entire time during 
which icing is forecast. 

(iv) Fuel to account for engine dete-

rioration. In calculating the amount of 
fuel required by paragraph (b)(1)(i) of 

this section (after completing the wind 
calculation in paragraph (b)(1)(ii) of 
this section), the airplane also carries 
fuel equal to 5% of the fuel specified 
above, to account for deterioration in 
cruise fuel burn performance unless the 
certificate holder has a program to 
monitor airplane in-service deteriora-
tion to cruise fuel burn performance. 

(2) Fuel to account for holding, ap-

proach, and landing. In addition to the 
fuel required by paragraph (b)(1) of this 
section, the airplane must carry fuel 
sufficient to hold at 1500 feet above 
field elevation for 15 minutes upon 
reaching an ETOPS Alternate Airport 
and then conduct an instrument ap-
proach and land. 

(3) Fuel to account for APU use. If an 

APU is a required power source, the 
certificate holder must account for its 
fuel consumption during the appro-
priate phases of flight. 

[Doc. No. FAA–2002–6717, 72 FR 1882, Jan. 16, 
2007, as amended by Amdt. 121–348, 75 FR 
12121, Mar. 15, 2010] 

§ 121.647

Factors for computing fuel 

required. 

Each person computing fuel required 

for the purposes of this subpart shall 
consider the following: 

(a) Wind and other weather condi-

tions forecast. 

(b) Anticipated traffic delays. 
(c) One instrument approach and pos-

sible missed approach at destination. 

(d) Any other conditions that may 

delay landing of the aircraft. 

For the purposes of this section, re-
quired fuel is in addition to unusable 
fuel. 

§ 121.649

Takeoff and landing weather 

minimums: VFR: Domestic oper-
ations. 

(a) Except as provided in paragraph 

(b) of this section, regardless of any 
clearance from ATC, no pilot may 
takeoff or land an airplane under VFR 
when the reported ceiling or visibility 
is less than the following: 

(1) For day operations—1,000-foot 

ceiling and one-mile visibility. 

(2) For night operations—1,000-foot 

ceiling and two-mile visibility. 

(b) Where a local surface restriction 

to visibility exists (e.g., smoke, dust, 
blowing snow or sand) the visibility for 

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