Federal Aviation Administration, DOT

Section 121.201

compliance with applicable regulations
only if the Administrator finds that - 
(1) The increase is not likely to reduce seriously the structural strength;
(2) The probability of sudden fatigue
failure is not noticeably increased;
(3) The flutter, deformation, and vibration characteristics do not fall
below those required by applicable regulations; and
(4) All other applicable weight limitations will be met.
(c) No zero fuel weight may be increased by more than five percent, and
the increase in the structural landing
weight may not exceed the amount, in
pounds, of the increase in zero fuel
weight.
(d) Each airplane must be inspected
in accordance with the approved special inspection procedures, for operations at increased weights, established and issued by the manufacturer
of the type of airplane.
(e) Each airplane operated under this
section must be operated in accordance
with the passenger-carrying performance operating limitations prescribed
in this part.
(f) The Airplane Flight Manual for
each airplane operated under this section must be appropriately revised to
include the operating limitations and
information needed for operation at
the increased weights.
(g) Except as provided for the carrying of persons under Section 121.583 each
airplane operated at an increased
weight under this section must, before
it is used in passenger service, be inspected under the special inspection
procedures for return to passenger
service established and issued by the
manufacturer and approved by the Administrator.

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 1 percent;
(4) It is assumed that the airplane is
operating in standard atmosphere; and
(5) The effective length of the runway
for takeoff means the distance from
the end of the runway at which the
takeoff is started to a point at which
the obstruction clearance plane associated with the other end of the runway
intersects the runway centerline.
[Doc. No. 6258, 29 FR 19198, Dec. 31, 1964, as
amended by Amdt. 121-132, 41 FR 55475, Dec.
20, 1976]

Section 121.201 Nontransport category airplanes: En route limitations: One
engine inoperative.
(a) Except as provided in paragraph
(b) of this section, no person operating
a 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 critical
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) Notwithstanding paragraph (a) of
this section, if the Administrator finds
that safe operations are not impaired,
a person may operate the airplane at
an altitude that allows the airplane, in
case of engine failure, to clear all obstructions within 5 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

Section 121.199 Nontransport category airplanes: Takeoff limitations.
(a) No person operating a nontransport 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 runway, from any point during the takeoff
before reaching 105 percent of minimum control speed (the minimum
speed at which an airplane can be safely controlled in flight after an engine

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