Section 121.197

14 CFR Ch. I (1-1-19 Edition)
the requirements of paragraph (b) of
this section.

destination airport and the wind conditions anticipated there at the time of
landing), would allow a full stop landing at the intended destination airport
within 60 percent of the effective
length of each runway described below
from a point 50 feet above the intersection of the obstruction clearance plane
and the runway. For the purpose of determining the allowable landing weight
at the destination airport the following
is assumed:
(1) The airplane is landed on the most
favorable runway and in the most favorable direction, in still air.
(2) The airplane is landed on the most
suitable runway considering the probable wind velocity and direction and
the ground handling characteristics of
the airplane, and considering other
conditions such as landing aids and terrain.
(c) A turbopropeller powered airplane
that would be prohibited from being
taken off because it could not meet the
requirements of paragraph (b)(2) of this
section, may be taken off if an alternate airport is specified that meets all
the requirements of this section except
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 actual operating landing techniques on
wet runways, a shorter landing distance (but never less than that required 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
takeoff a turbojet powered airplane
when the appropriate weather reports
and forecasts, or a combination thereof, indicate that the runways at the
destination airport may be wet or slippery at the estimated time of arrival
unless the effective runway length at
the destination airport is at least 115
percent of the runway length required
under paragraph (b) of this section.
(e) A turbojet powered airplane that
would be prohibited from being taken
off because it could not meet the requirements of paragraph (b)(2) of this
section may be taken off if an alternate airport is specified that meets all

[Doc. No. 6258, 29 FR 19198, Dec. 31, 1964, as
amended by Amdt. 121-9, 30 FR 8572, July 7,
1965]

Section 121.197 Airplanes: Turbine engine
powered: Landing limitations: Alternate airports.
No person may list an airport as an
alternate airport in a dispatch or flight
release for a turbine engine powered
airplane unless (based on the assumptions in Section 121.195 (b)) that airplane at
the weight anticipated at the time of
arrival can be brought to a full stop
landing within 70 percent of the effective length of the runway for turbopropeller powered airplanes and 60 percent of the effective length of the runway for turbojet powered airplanes,
from a point 50 feet above the intersection of the obstruction clearance plane
and the runway. In the case of an alternate airport for departure, as provided
in Section 121.617, allowance may be made for
fuel jettisoning in addition to normal
consumption of fuel and oil when determining the weight anticipated at the
time of arrival.
[Doc. No. 6258, 29 FR 19198, Dec. 31, 1964, as
amended by Amdt. 121-9, 30 FR 8572, July 7,
1965; Amdt. 121-179, 47 FR 33390, Aug. 2, 1982]

Section 121.198 Cargo service airplanes: Increased zero fuel and landing
weights.
(a) Notwithstanding the applicable
structural provisions of the airworthiness regulations but subject to paragraphs (b) through (g) of this section, a
certificate holder may operate (for
cargo service only) any of the following
airplanes (certificated under part 4b of
the Civil Air Regulations effective before March 13, 1956) at increased zero
fuel and landing weights - 
(1) DC-6A, DC-6B, DC-7B, and DC-7C;
and
(2) L1049B, C, D, E, F, G, and H, and
the L1649A when modified in accordance with supplemental type certificate SA 4-1402.
(b) The zero fuel weight (maximum
weight of the airplane with no disposable fuel and oil) and the structural
landing weight may be increased beyond the maximum approved in full

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