Training Scenario

I agree with what people are saying about legality. 100% legal because it took off legal. The only thing I'd really add is to find my airlines nearest hub and try to figure out the point of no return to the hub.

So, say it's Atlanta. I would not put that as an alternate, but I would try to pick a point (maybe over Orlando) and figure out the burn and relay that to the captain. If they get there and it doesn't look favorable (multiple reports below Cat I) I would give them the option of changing destination to that hub.
 
I agree with what people are saying about legality. 100% legal because it took off legal. The only thing I'd really add is to find my airlines nearest hub and try to figure out the point of no return to the hub.

So, say it's Atlanta. I would not put that as an alternate, but I would try to pick a point (maybe over Orlando) and figure out the burn and relay that to the captain. If they get there and it doesn't look favorable (multiple reports below Cat I) I would give them the option of changing destination to that hub.
This is the way.
 
No need to advise ATC

Advise crew of new destination, again do not tell atc, when within an hour of landing and current metar or appropriate RVR tindicates at least landing minimums and atc clears you for the approach. Tell dispatch and we will amend release back to original destination.

The reason I put FLL and MIA, they both have a star that starts at acori. Thus the route ito either airport is mot that different

The reason for not advising atc? Once you do they will give you a new route, plus it lights up on Fusion, and other programs.which causes questions.

Your thoughts?
Why would you try to hide the issue? As in dont tell ATC otherwise it changes in fusion. Better to just tell the bridge or higher ups what happened and that you are handling it. Besides i would love to know what the ASAP committee would think when they found you told the crew to not tell ATC.
 
Military Medical Groups: Hide everything.
Dispatching aircraft: Hide nothing.
Speaking of medical I heard a long defunct airline used to use the MEDEVAC remark in their filing a few times WITHOUT an actual medevac reason (organs,etc), The FAA had a blast when they found out.
 
You have a flight doing a redeye to FLL.
Aircraft and crew are CAT 2/3 qualified

FLL forecast calling 1/4 SM, FG in the main body for a 6 hour window. ETA is dead in the middle of that 6 hours.

MIA is the alternate. Forecasting solid VFR.

Metars for FLL have been 1/2 SM FG for the 5 reports prior to wheels up.

An hour after airborne, FLL notams the CAT 2/3 OTS. CAT 1 is available 200 and 1/2 required.

Latest metar for FLL, 1/2 SM FG.

Flight is still 4+ hours away from destination.

What do you do and why?


Was legal when you dispatched and you have a goo alternate listed. You can continue on and see what the vis and rvr is at when you get there. If you dont have the rvr divert to your alternate.
 
Was legal when you dispatched and you have a goo alternate listed. You can continue on and see what the vis and rvr is at when you get there. If you dont have the rvr divert to your alternate.


Wont let me edit but FLL was legal when you departed and you have a good alternate listed. You can continue on and see what the vis and rvr is at when you get there. If you dont have the rvr divert to your alternate.
 
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