yoo2430

I have a regional airline interview coming up soon and I have no idea what those are and I heard I'll be asked on them. Can anyone provide me some details or a link where I can study?

Also how are they related to each other?

Thank you in advance!

FlyerZ

if it makes you feel any better I studied it for hours on youtube and the internet, and it wasn't asked about at all in my interview. I interviewed in August.

DrBill

Just Google it. There are a bunch of explainers on YouTube and elsewhere.

RTROAjax

YouTube "Exemption 17347". There are, quite literally, hundreds of videos of people describing what it is. I prepped for my interview that way, and it took 10 minutes to find the following info:

Exemption 17347
- Provides relief from 121.613 and 121.625
- These state weather reports or forecasts must be above approach minimums at destination, and above alternate minimums at alternate
- Applies to conditional language “TEMPO or PROB”
- Adding a 2nd alternate following specific parameters
- At destination
- TEMPO or PROB predicting no less than half required visibility
- At First alternate
- TEMPO or PROB with half required ceiling and visibility
- At 2nd alternate
- Must meet the derived alternate minimums (according to that operators OpSpec)

russvan

Don't overthink this for the interview. The interviewer knows you have never dealt with this exemption before and does not expect you to know the ins and outs of it now (there will be almost a whole day dedicated to learning it in INDOC). Everything above is correct and you will find info on youtube but for now you do not need to know it to that level. At its most basic, in the 121 world you cannot takeoff if you know the weather at your destination is going to be really bad at the time of arrival. Exemption 17347 says if the conditions are juuuuust right on the TAF, you are allowed to takeoff knowing the weather might be really bad at the destination. But if you do, you will need to plan a second alternate. Don't dig yourself into a hole by going more in depth than that. IF they ask (which is a really big if btw. I tried to talk about it but my interviewer had no idea how it worked either) that is all you really need to say.

rswitz

If you ask 10 pilots on the line what that means, 9/10 will say something like “oh thats that thing that has to do with conditional language that we learned in indoc” and then say they have never had to actually use it and would have to look it up.

Turbosina

This right here. I can recall one time in 8+ years on the line where this came up. Like everyone else we looked it up, of course by that time the main body weather had gone down below mins so we just went back to the employee parking lot and back home ..

rickair7777

Yes but the CA at least will be expected to analyze and apply it correctly, if you're in that rare situation. It's an open-book test, but you need to understand it somewhat.

domino

Just tell the interviewer that these “ exemptions” are basically nonsensical statements of gobbledygook designed to confuse you so that you will make an incorrect decision no matter what. Kind of like the emails the company are currently sending out.

TALPAtalker

These both pertain to flight planning and are mainly a function performed by dispatch.

Derived alternate minimums are a method to standardize, and in most cases override, the minimum weather required, on an airport-by-airport basis, for filing such an airport as an alternate on a flight plan. If you go to AirNav and search for really any public airport, you'll usually see a chart at the bottom with the title NOTE: Special Alternate Minimums Apply. Under Part 121 OpsSpecs, we are allowed to override those and use a standard formula to determine what the minimums need to be at our alternate airports to list them on a flight plan. The formula is based on the number of navaids and types of approaches at the airport.

During an actual flight, this becomes irrelevant. If you have to divert, you can legally commence an approach at any suitable airport that is at or above the published minimums for the chosen instrument approach.

Exemption 17347 is invoked on a fairly regular basis where I fly, especially this time of the year (autumn). Essentially, so long as certain conditions are met, you can be legally dispatched to an airport more than 60 minutes away (including taxi time) if the airport's TAF indicates weather will be lower than the minimums you need to commence an approach. There are a host of exceptions and requirements within the rule, but if you can conceptualize what I just wrote, you'll be off to a goods start. When we apply this, we have the OpsSpec open on our tablet. It's not something one can easily commit to memory.