Federal Aviation Administration, DOT

Section 121.649

(A) Fuel sufficient to fly to an
ETOPS Alternate Airport assuming a
rapid decompression at the most critical point followed by descent to a safe
altitude in compliance with the oxygen
supply requirements of Section 121.333 of this
chapter;
(B) Fuel sufficient to fly to an
ETOPS Alternate Airport (at the oneengine-inoperative cruise speed) assuming a rapid decompression and a simultaneous engine failure at the most
critical point followed by descent to a
safe altitude in compliance with the
oxygen requirements of Section 121.333 of this
chapter; or
(C) Fuel sufficient to fly to an
ETOPS Alternate Airport (at the one
engine inoperative cruise speed) assuming an engine failure at the most critical 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 additional fuel equal to 5% of the fuel required for paragraph (b)(1)(i) of this
section, as reserve fuel to allow for errors in wind data.
(iii) Fuel to account for icing. 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
certificate holder must ensure that the
airplane carries the greater of the following 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 percent of the time icing is forecast (including the fuel used by engine and
wing anti-ice during this period).
(B) Fuel that would be used for engine anti-ice, and if appropriate wing
anti-ice, for the entire time during
which icing is forecast.
(iv) Fuel to account for engine deterioration. 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 deterioration to cruise fuel burn performance.
(2) Fuel to account for holding, approach, 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 approach 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 appropriate 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]

Section 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 conditions forecast.
(b) Anticipated traffic delays.
(c) One instrument approach and possible missed approach at destination.
(d) Any other conditions that may
delay landing of the aircraft.
For the purposes of this section, required fuel is in addition to unusable
fuel.
Section 121.649 Takeoff and landing weather
minimums: VFR: Domestic operations.
(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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