You could explain the difference between ETOPS alternate mins and destination alternate mins. Takeoff alternates have their own requirement to be no more than one in still air with one engine inop. To make it easy for dispatchers and pilots, carriers normally derive a mileage equivalence to the one hour with single engine. Drift down alternates can sometimes be required as well. Explaining the two methods of terrain clearance in that explanation can add some extra fluff.
For Part 121 passenger carriers, the alternate used must be in the C70 as a regular, alternate, provisional or refueling airport.
One added benefit of the Ops Specs for carriers with planes that can do single engine CAT II and CAT III approaches is that alternates mins are reduced for airport that have those approaches. I.e. if you have a B777 and are planing to use an alternate that has a CAT III approach, the alternate mins will be 200 and 1/2sm.
Most carriers also require wind gusts to be taken into account for alternate legally. For dispatch to a destination airport, sustained winds are generally used to determine legality to dispatch.
For flag dispatching, you can dispatch to a destination airport that is forecast to be below landing minimums as long as you have a legal alternate. Under flag rules, flights over 6 hours require an alternate. However, through Ops Spec B44 you can dispatch without an alternate to your final destination as long as the time from your re-dispatch point is less than 6 hours. Your re-dispatch airport will need an alternate though.
When an alternate is required differs between flag and domestic as well.
If you research some foreign countries regulations, you can talk about how other countries regulate alternate minimums. you can make 5 pages easy on this stuff.
