## Weather Requirements and Part 135 Operators 

Unlike Part 91 operators, Part 135 operators may not depart for a destination unless the forecast weather there will allow an instrument approach and landing. According to 14 CFR Part 135, § 135.219, flight crews and dispatchers may only designate an airport as a destination if the latest weather reports or forecasts, or any combination of them, indicate that the weather conditions will be at or above IFR landing minimums at the estimated time of arrival (ETA). This ensures that Part 135 flight crews consider weather forecasts when determining the suitability of destinations. Departures for airports can be made when the forecast weather shows the airport will be at or above IFR minimums at the ETA, even if current conditions indicate the airport to be below minimums. Conversely, 14 CFR Part 135, § 135.219 prevents departures when the first airport of intended landing is currently above IFR landing minimums, but the forecast weather is below those minimums at the ETA. 

Another very important difference between Part 91 and Part 135 operations is the Part 135 requirement for airports of intended landing to meet specific weather criteria once the flight has been initiated. For Part 135, not only is the weather required to be forecast at or above instrument flight rules (IFR) landing minimums for planning a departure, but it also must be above minimums for initiation of an instrument approach and, once the approach is initiated, to begin the final approach segment of an approach. 14 CFR Part 135, § 135.225 states that pilots may not begin an instrument approach unless the latest weather report indicates that the weather conditions are at or above the authorized IFR landing minimums for that procedure. 14 CFR Part 135, § 135.225 provides relief from this rule if the aircraft has already passed the final approach fix (FAF) when the weather report is received. It should be noted that the controlling factor for determining whether or not the aircraft can proceed is reported visibility. RVR, if available, is the controlling visibility report for determining that the requirements of this section are met. The runway visibility value (RVV), reported in statute miles (SM), takes precedent over prevailing visibility. There is no required timeframe for receiving current weather prior to initiating the approach. 

## Weather Requirements and Part 121 Operators 

Like Part 135 operators, flight crews and dispatchers operating under Part 121 must ensure that the appropriate weather reports or forecasts, or any combination thereof, indicate that the weather will be at or above the authorized minimums at the ETA at the airport to which the flight is dispatched (14 CFR Part 121, § 121.613). This regulation attempts to ensure that flight crews will always be able to 

execute an instrument approach at the destination airport. Of course, weather forecasts are occasionally inaccurate; therefore, a thorough review of current weather is required prior to conducting an approach. Like Part 135 operators, Part 121 operators are restricted from proceeding past the FAF of an instrument approach unless the appropriate IFR landing minimums exist for the procedure. In addition, descent below the minimum descent altitude (MDA), decision altitude (DA), or decision height (DH) is governed, with one exception, by the same rules that apply to Part 91 operators. The exception is that during Part 121 and 135 operations, the airplane is also required to land within the touchdown zone (TDZ). Refer to the section titled Minimum Descent Altitude, Decision Altitude, and Decision Height later in this chapter for more information regarding MDA, DA, and DH. 

## Aircraft Performance Considerations 

All operators are required to comply with specific airplane performance limitations that govern approach and landing. Many of these requirements must be considered prior to the origination of flight. The primary goal of these performance considerations is to ensure that the aircraft can remain clear of obstructions throughout the approach, landing, and go- around phase of flight, as well as land within the distance required by the FAA. Although the majority of in-depth performance planning for an instrument flight is normally done prior to the aircraft’s departure, a general review of performance considerations is usually conducted prior to commencing an instrument approach. 

## Aircraft Performance Operating Limitations 

Generally speaking, air carriers must have in place an approved method of complying with Subpart I of 14 CFR Parts 121 and 135 (Airplane Performance Operating Limitations), thereby proving the airplane’s performance capability for every flight that it intends to make. Flight crews must have an approved method of complying with the approach and landing performance criteria in the applicable regulations prior to departing for their intended destination. The primary source of information for performance calculations for all operators, including Part 91, is the approved Aircraft Flight Manual (AFM) or Pilot’s Operating Handbook (POH) for the make and model of aircraft that is being operated. It is required to contain the manufacturer determined performance capabilities of the aircraft at each weight, altitude, and ambient temperature that are within the airplane’s listed limitations. Typically, the AFM for a large turbine powered aircraft should contain information that allows flight crews to determine that the aircraft will be capable of performing the following actions, considering the landing weight and other pertinent environmental factor: 

