If you TAKEOFF with weather BELOW landing minimums — for all practical purposes — you cannot return to land if you lose an engine after takeoff. Therefore, you must FILE (or list in the dispatch or flight release) a “TAKEOFF ALTERNATE” (aka “DEPARTURE ALTERNATE”) that is within ONE hour’s flying time at normal cruise speed, in still air — (135; or… at normal cruise speed in still air with one engine inoperative — 121.617) or… TWO hour’s flying time for an aircraft with 3 or more engines. (121.617) The “TAKEOFF ALTERNATE” airport must have weather at or above IFR landing minimums. (135/121)

 

Quote: "The closest airport having landing minimums is 1:30 away."

I would want to make sure that the above mentioned airport would have landing minimums at ETA. I would call company and get them involved in selecting a suitable alternate, something may be further away but may have better weather and inform them of the medical condition along with ATC to insure priority handling. I want to avoid the situation of getting to the closest airport only to have it go below minimums or having to do a missed approach. I would multitask and have the FA ask the guy/gal if they ever had this happen to them before and if they carry nitro pills with them and get ready the defib equipment if carried on board and of course 100% O2 for the person.

 

Sorry to bring this thread up after it's been a few weeks (although still on front page), but I had a few questions.
While it may be sometime before I even consider to start applying to airlines, how do you gain this knowledge? I mean, scenarios involving "calling the company", 121/135 regs are not really required for most training pilots get before the airlines. Any advice?

 

The company/interview pilots want to see if you fit in their group.

If you are a single pilot flying part 91, demonstrate your CRM and decision making prowess by declaring the emergency with ATC, use your dispatching and systems skills to determine your options in terms of ability and capability to bring the aircraft down safely and timely.

If you are a fractional dual crew pilot, demonstrate your CRM and decision making prowess by dividing the workload with your crew mate, declaring the emergency with ATC, use your company's dispatch and your systems skills to determine your options in terms of ability and capability to bring the aircraft down safely and timely.

If you are a 135 or 121 dual crew pilot, demonstrate your CRM and decision making prowess by dividing the workload with your crew mate, declaring the emergency with ATC, use your company's dispatch and your systems skills to determine your options in terms of ability and capability to bring the aircraft down safely and timely.

And in all cases, make sure there isn't a piece of broccoli in you teeth when you smile for the newspaper photographer.

Good Luck...

 

Declaring an emergency allows the pilot to deviate from FARS, ATC, FBI, CIA, etc..... AS NECESSARY for the situation.

 

My initial thought as well, however, there is nothing that states that your takeoff alternate has to be along your route of flight. Even accounting for good judgment and common sense, you may have no other choice.
In this case the T/O alternate could be in the complete opposite of your route of flight leaving you to backtrack the 20 minutes that you already flew and tack on the original one hour from departure airport. This in addition to the no-doubt screaming headwind that you would now encounter in this hypothetical scenario.
Certainly bring up the T/O alternate requirement, but I don't believe that it nullifies the question. (I know that you didn't say that it did. Just a comment.)
Also, the reg doesn't specify CAT I mins. It just says if the airport is below landing minimums for a return. That could include CAT III as long as the airport, aircraft and crew meet the requirements prior to departure. (That's a can of worms.) Again, just a comment. It doesn't really apply to this scenario since they made the blanket statement that the airport was below landing mins.
I think your last statement sums the situation up perfectly. And dundem and joepilot are right on.

Cheers,
Hog

 

Dundem,

I respectfully disagree with you.

Interviewers are generally not as concerned with knowledge of FAR's, as they are with good judgement and decision making.

A person can learn the rules, but good judgement cannot be taught.

Personally, I would divert to the airport that had the best food court.

 

Another thing to consider is your knowledge of how large flying operations work. Your Alternate may be 1 hour away, but that doesn't mean there isn't a suitable field 20 minutes away...it just might not have your airline's fuel contract or doesn't have your tow bar or it could be a MIL field, or maybe such a field didn't meet FAA FILING requirements, but would be more than legal to land at...just another wrinkle to add.