Dispatch Part 121 & 135 Derived Alternate Minimums Ops Spec C055 Explained ATP & Aircraft Dispatcher

[@tanesha001]

This video is a great refresher for both 121 and 135.. Great job!!!! I will be passing this video along for years to come, please do not delete it..

[@LauraLaster747]

Awesome! I don't plan to delete it - glad you found it useful!

[@tivbs]

im glad u brought up the winds when considering the 2 nav rule because we need to consider the winds for 2 "suitable" runways in order to use the 2 nav mins. I think sometimes dispatchers forget that a lot when trying to keep up with their release workload. Very import to be aware of what constitutes "suitable" runways whether it be winds or notams. great vid!

[@LauraLaster747]

That is certainly true! I emphasize this with my dispatch class as well and try to demonstrate that just because we have many runways does not mean they are suitable.

[@MikeyP82sf]

Laura, thank you! Military guy here trying to learn 121 stuff before my interview. I appreciate it!

[@LauraLaster747]

Wow, so glad to hear it! Thank you for your service to our country.

[@MikeyP82sf]

Laura, passed my PSA interview! Thanks again!

[@LauraLaster747]

@@MikeyP82sf Hey that's awesome!!! Well done!

[@joew2924]

hah! Another flight school buddy at PSA. See you on the line! What base?

[@genxer74]

Thank you for these videos! It helped me prepare for my 121 interview... and derived minimums did come up! Now I'm relaxing a bit waiting to hear back. :)

[@LauraLaster747]

This is so great to hear!!! I am always excited when my videos help add to people's understanding of some sort of complex topics. Good luck with the new job - hope you get it!

[@genxer74]

@@LauraLaster747 got the CJO for SkyWest!

[@LauraLaster747]

@@genxer74 That is so great to hear!!!! Great job!!

[@XionUnjust]

As for the most 400-1 airports... As an airline Dispatcher HELL YEAH. Great vid for refreshers and for new dispatchers during training.

[@LauraLaster747]

Ha ha ha! Glad you enjoyed it!!!

[@charikroeplin8647]

You verbally said two different frequencies, but the examples you circled are the same.

[@LauraLaster747]

Hello & thanks for watching! I am assuming you mean the part at 5:59 in the video. The FAA has stated (internal guidance at the FAA) that as long as the two navaids have that it counts as two different navaids. That is even though the frequencies are the same.

[@rjbflies1570]

Different identifiers? I think a word or two from your explanation is missing. Any source is appreciated too!

[@darrenlucas786]

I’m I’m training now and this was really confusing at first. Your video really helped thank you!!!! Please keep more of this coming!

[@LauraLaster747]

Glad it was helpful! I am super excited when someone is helped by my videos.

[@FreeMind-g6k]

You deserve Nobel for this unique explanation

[@LauraLaster747]

You are so kind! Thank you for watching!

[@samwas6064]

This video is very handy for 121 pilots I really encourage 121 pilots to watch this video Big thanks to you madam

[@LauraLaster747]

Wonderful! Thank you for your comment - I am glad the video helped you!

[@spencerellisonmusic]

Would this be looking at ksjc as the destination ? So you would say, if one hour before and after ETA AT KSJC, if the ceiling was below 400 ft or less than 1 nm vis then you would have to file an alternate at a different airport ? Or are you looking at using ksjc as an alternate to another destination ?

[@LauraLaster747]

Hello! Great question - this video is looking at KSJC as the alternate. The derived alternate minimums of 400' ceiling and 1 nm vis must what the weather indicates at KSJC for the estimated time of arrival at that alternate airport of KSJC. The requirements of when you need an alternate under 14 CFR Part 121 operations are specified in 121.619 which explains when an alternate is required for a domestic flight (that's too complicated a topic to get into detail here but basically a flight between any two airports within the lower 48 United States are considered domestic). An alternate is required for a domestic flight when the weather indicated at the destination +/- 1 hr from the estimated time of arrival is less than 3 sm visibility AND 2000' ceiling. If an alternate is required under 121.619, then you select one and figure out its alternate minimums using the steps outlined in this video.

[@bradleys2320]

@@LauraLaster747 "AND"? so if destination is forecasting (+/- 1 hr) to be 1000' cig and 3+ vis, alternate is not required? or if destination is forecasting 1 mile vis and 3000+ cig, no alternate is required? thx

[@bradleys2320]

Sorry, I misunderstood your wording. The FAR states that both cig AND vis must be "at least" 2000-3 for an the alternate paragraph to not apply. I interpreted your wording in the opposite polarity: that both had to be less than 2000-3 to require an alternate. I think your statement above is more accurate if replace the word "AND" with "OR".

[@LauraLaster747]

@@bradleys2320 Thanks for the question! The word here AND means that both conditions must be met. So +/- 1 hour, both the ceiling AND visibility need to meet requirements. In your first example, the first condition of ceiling 2000'+ is not met, so an alternate would be required. In your second example, the visibility is too low (1 mile) so an alternate would also be required.

[@LauraLaster747]

@@bradleys2320 Sorry just saw the second reply! I also just posted another video about fuel requirements for 121 including more on alternates for domestic, flag, and supplemental rules. I am hoping that video also helps shed clarity on it.

[@christopherrobinson8796]

Quick question: does the derived alternate weather minimum have to be present at the airport you are considering for +/- 1 hour of arrival time or just when I’m scheduled to arrive? Thank you!

[@LauraLaster747]

The derived alternate weather you figure out is only required to be present at the ETA that you calculate. I hope this helps! The 1 hr window is for using the 1-2-3 rule to find out whether you need an alternate at all.👍

[@christopherrobinson8796]

@@LauraLaster747 Awesome! Got an interview on the horizon and I know what you’re covering here will definitely come up! Thank you for this!

[@LauraLaster747]

@@christopherrobinson8796 Glad to be of help!!

[@uglytruth4467]

can you please explain I’m a little confused, I thought derive, alternate minimum’s are for pilots only.

[@LauraLaster747]

Hello, derived alternate minimums are a big part of what Aircraft Dispatchers do. It is not just for pilots. It is only at companies with the correct Operations Specification though, which is many Part 121 and Part 135 operators.

[@kunheelee3803]

Nice explanation! I have two questions. 1. What if non-standard alternate minimums exist? Can we still use 'derived alternate minimum' from Opspec C055?(one nav/two nav rule) 2. When we try to be granted an exemption and consider weather conditions at the first and second alternate airports, should we consider weather forecast compared to landing minimum from approach charts or derived alternate minimum?

[@LauraLaster747]

Hello! I will try to answer. 1. Derived alternate minimums are where the airline's ops spec is applied to the approaches being used. Non-standard alternate minimums would not apply other than if the approach says NA and then it cannot be used for calculating the derived alternate minimums. Does that make sense? The only thing non-standard alternate minimums apply to are part 91 flights or airlines that didn't have the ops spec for derived alternate minimums. 2. I think you are talking about exemption 3585. For use of this exemption, you still use derived alternate minimums for both the first and second alternate. Check out my video about exemption 3585 if you haven't yet because I think it will answer this question for you.

[@mrsatanps]

again, the best explanation. subscribed! if you think this video is good... you should watch her 3585 exemption explanation

[@LauraLaster747]

That is awesome!!! Thank you for the kind words and for subscribing! Are there other topics that would benefit from a more in-depth look related to airline regulations?

[@markied2873]

Can I use 2NAV rule using an ils and an rnav approach?

[@LauraLaster747]

Hello! That is permissible as long as the following conditions are met. 1) the airline has approval in their Operations Specifications for RNAV approaches (some do not) 2) they do not go to the same runway. For example, at my home airport of KGGG, I could not plan to use the 2 navaid rule and use the ILS 13 and RNAV 13. I could plan the ILS 13 and RNAV 18 provided my airplane was capable of landing on the shorter runway. I could also plan the ILS 13 and RNAV 31 provided there was not too much tailwind for the use of opposite direction approaches. I hope this helps!

[@markied2873]

@@LauraLaster747 thank you so much!

[@vagabondp8335]

❤Always so helpful

[@extreempeace147]

Tks so much, this makes it easy to understand

[@LauraLaster747]

Wonderful, so glad you learned something new!!

[@sunnyverma4135]

Great videos Can you make one for fuel requirements?domestic/flag/supplemental Pleaseeee!!! I am studying for my ATP and found this video very helpful.

[@LauraLaster747]

That is a good idea for a future video! I will consider that one.

[@dennisfeldhausen3258]

Excellent video! Thank you!

[@LauraLaster747]

So glad it was helpful! :-D

[@worldcomander]

Why do these jepp plates look different are these specific for dispatchers ?

[@LauraLaster747]

They probably look different to you because they are an older format that Jeppesen used to use. They have been updating plates systematically over the years, and these are just the older format.

[@miker0819]

Thanks for posting!!

[@LauraLaster747]

You're very welcome! Post here if you have any further questions after watching the video.

[@alexanderyoutube2915]

Am I missing something? You do NOT have two separate navaids in your example. Both approaches use the same frequency and identifier for the localizer.

[@LauraLaster747]

Hi Alex, which example are you referring to? If it's the two approaches at KSJC, they both do have the same frequency but different identifiers, and two different runways. There is 110.9 ISLV and 110.9 ISJC, so these are two different approaches and the two navaid rule can be used.

[@LauraLaster747]

+Alex Schweim thanks for watching! Which example are you referring to? The KSJC one had two different navaids because the identifiers were different (though the frequency was the same.) The other examples were one navaid rules and so we add 400’ and 1 sm to those.

[@malakovich69]

Laura Laster the confusion came because you said the frequency was different. It isn’t. The identifier is. Your graphic markup covers the identifier and underlines the frequency.

[@LauraLaster747]

malakovich69 yes you are right my mistake in my wording!

[@bzmouse]

very nice explanation

[@LauraLaster747]

I'm so glad you learned from it!

[@joyschtik]

Great way to put me to sleep with that voice 😂

[@LauraLaster747]

Ha ha I’m sure that’s what my class feels like too sometimes.

[@4RNEV]

Wonderful explanation. Just a quick question... is this the same as exemption 17347?

[@LauraLaster747]

Wow, I haven’t heard of that exemption! The only one I am familiar with is 3585 so I’m afraid I can’t help you with 17347!

[@ual1009]

Laura Laster they are the same thing. It was renamed to exemption 17347.

[@andrewstate9537]

Lol 🤷‍♂️ The LOC and the GS are two different systems. You have the same LOC for the both runways. (12R and 30L = same runway with the different directions. ) You can also use this LOC for the back course.