Check out my website, The Aviation Vault, for tons more on dispatching, dispatch history, and other information! Learn more about LeTourneau University's aviation program at www.letu.edu/fly or about our all-online Aviation Studies degree program at bit.ly/AviationOnline. Many of my videos are created for LeTourneau University's College of Aviation for various online and in-person courses.
Always remember that Laura, when you get right down to it, is just a pilot and a dispatcher. She is explaining facts from the source materials but may be incorrect or out of date. You should always follow your primary guidance (aircraft manuals, government regulations, etc.) before listening to anything from this RU-vid channel. These videos are intended for educational purposes only.
At 7:07, this flight is a scheduled flight for over 5 hours, he doesn't have to have an alternate for PHX. Can you please explain me with more details? Does that mean he already picks up SFO as a ETOPS alternate so he doesn't have to have another alternate or if SFO, which is ETOPS alternate is still within an hour from PHX, he doesn't have to choose another alternate?
I cant pass a medical & haven't flown in like 20 years. I dreamed that i went to get a medical in feb 2024 Failed that medical 3rd class in the dream. Then left the office & lept for joy in perfect health outside perfect Health I woke up. Interpretation is The Lord paid & 3rd day rose from the dead for our healing/Medical. Flying represents the parable of this life will you choose HIM as an eternal provider & Study Him/His Word. In Christ we are in perfect Health regardless of the sickness of this current cursed life of sin. Will you choose HIMS & make a good landing in Heaven at the end with perfect health or will you let your airplane Crash into Hell forgetting God. This is the interpretation of my faa medical failure dream why i leapt as nothing amiss outside the AME office.
Blood pressure requirements are in the FAA's Guide for AMEs: www.faa.gov/ame_guide/app_process/exam_tech/item55/ According to this article from the FAA, they are allowed to take additional BP readings after you get more relaxed, even the next day! www.faa.gov/sites/faa.gov/files/licenses_certificates/medical_certification/hop/hypertension.pdf to read their article Thank you for watching!
@@LauraLaster747thank you so much I did not know that I check it at home when relaxed and record it. And it’s usually normal . Thanks for the information 🙏
I've found many times my 1st reading is high. But the 2nd reading is lower. If you're friends with the examiner, don't laugh and joke before the readings, thst raises mine
I worked in Part 135 for many years. I am a certificated dispatcher and this was one of the advantages of getting hired. I did dispatch for them and even got contracted out to others. They should for all practical purposes have certificated dispatchers like 121.
scheduled 121 operations are already have a dispatcher requirement, Supplemental 121 operations should also but maintain communications through their existing 121 co partners, on demand operations might be a problem AIRINC which is only company that I know of.... they are the ones who microwave/Interconnect Radio transceivers stations on the ground, so mid flight how is the flight crew going to maintain contact? AIRINC is subcontract by the operator...That is going to get very expensive and not worth it. As far as JSX welcome to the party they should have no problems using their 121 co partners interconnect.
I worked for a supplemental 121 operator, and we had no co-partner for communications. We subscribed to ARINC SELCAL services for our operations. As long as the FAA inspector supervising the operation approves of the "rapid and reliable communications" from 121.99, it would be acceptable. (However, part 135 requirements differ from 121.) As for JSX, I don't know if they would have the same communications requirement since they are under 135.
Is the Urine sample used for a drug test ? And what are they testing for. I was hoping to do my Medical exam but I had an edible a while back so not sure if this will pop up on my sample, I’d rather wait a bit longer to be safe than sorry.
Great question: I found the answer in this AOPA article (scroll down or word search). www.aopa.org/training-and-safety/students/presolo/special/pilots-guide-to-medical-certification This says that the urine is NOT used for a drug test.
To be honest this really isn’t much of a step forward. This fits the bill for a very small percentage of applicants. I mean come on you shouldn’t have to go through all of this if you have been taking SSRIS for a certain period of time and have proof from your physician that your stable on the medication. It’s absolute insanity.
Hello & thanks for watching. I'm sorry you feel it won't be super helpful. I guess I AM glad for the small percentage of applicants who haven't been on SSRIs for 2 years who are now applying because for them, it has become potentially much easier.
@@LauraLaster747 i want to replace the pneumatics with electronics for my simulator! sadly one of the screws is broken so its gonna be hard to open it up
If your medical application is deferred for decision by FAA, be prepared to wait for an indefinite period of time. When you are deferred, you are put in a line with no beginning and no end. It’s a line of Zombies. No one gets a number. No one gets a date. There is no way to know when the AMCD will pick-up your application and give it the consideration it deserves. Susan Northrup, the “Federal Air Surgeon” who runs FAA-AMCD, has written an article about the “special issuance” process. It’s titled: “THE WAIT IS PART OF THE JOURNEY”. The applicant is expected to wait…and wait…and wait…and wait. After paying $450, much to my surprise because I clearly met the standards set forth in 14CFR67.111, my application was deferred for coronary artery disease. This is a disease for which I have no symptoms and have not been treated for. I sought a cardiac evaluation purely for prevention. Yet, I ended up in the Zombie line with no number, no date, and waiting endlessly because Dr. Susan Northrup, Federal Air Surgeon”, does not know how to manage risk.
Thanks for sharing your very frustrating experience with deferral. I’m sorry to hear of the difficulty. I’m assuming you tried asking AOPA or another entity for help?
@@LauraLaster747, I’m an AOPA Pro Plus member, and , I’m sorry to say, the money I’ve paid to AOPA for over 25 years yielded no results. Everywhere I turned I got bad information or no help. AOPA was useless, and their lawyers were wrong. My own AME, the senior AME in Anchorage gave me very poor advice. I checked my application status on the MedExpress website every week. After 60 days, a special window appeared which said “Your application has been her more than 60 days, you need to call the FAA at this number…”. I called, wondering why I must tell the FAA that my application has been in cyberspace for over 60 days. Aren’t they supposed to know this? A contractor answered the phone. She asked why I was calling, and I explained. She entered my application number into her computer and said, “Your application has been received”. This was a useless call, and nothing more than a ruse designed to give the appearance that my application was actually going somewhere. In reality, it was going nowhere. After waiting 18 weeks, I called the Regional Flight Surgeon in Alaska. It was another disappointing call as his receptionist told me she didn’t think he could do anything for me. About 30 hours later, I received a call-back from the AK-RFS, he said he had cleared my application and I would have my medical before the end of the week. He was exceptionally helpful and accommodating. I waited 18 weeks. But, approval only needed 30 hours. The person who runs AMCD (Aerospace Medical Certification Division) Federal Air Surgeon Susan Northrop, has written an article to explain that AMCD is overworked and underpaid. The title of the article is: “The Wait Is Part Of The Journey”. Need I say more?
THERE ARE SEVEN PROCEDURES METHODS STEPS QUESTIONS, 1. DID THE OPERATOR MEET THE POLICY, 2. DID THE TRAINING MEET THE POLICY, 3. AUTHORITY WAS MET, 4. DID THE POLICY MEET THE INTERFACES, DID THE OPERATOR MEET THE SAFTEY OWNERSHIP?
Hello, thank you for this! Very helpful. The reg 121.617 mentions “below the landing minimums” - does this include ceiling and vis / or vis only just like a normal approach requirement? On the other hand, how do they choose the IAP at departure airport chosen to know if below landing mins or not at departure airport?
You are welcome! So 121.617 has always been interpreted as only visibility. This is true unless the approach has a ceiling requirement (for the selected approach) which essentially is never a requirement in the United States...but it could be a requirement in another country. They choose a suitable IAP at the airport that is one that favors wind and has the lowest possible minimums typically. I hope this answers your question! (and check out the newer version I made of this video please...I think it is a lot better!)
Good video this is a difficult topic to teach. Just some feedback 1. Should clarify in the beginning 10% is calculated by total time. 2. State that within B044 the rules for Flag/Supplemental are the same whether you call it re-dispatch/release respectively. 3. Interested in where that 89% comes from, at many carriers we look at the last 1/3 of the route. To optimize you change the wypt but not necessarily the initial airports. 4. Incorrect that the 10% reserve only applies to the last part from the waypoint to the destination, this is a very common mistake in terminology. The 10% is still required but by breaking up the flight you will have the required amount of fuel for each segment and how you "free" up the fuel. 5. The concurrence must occur within 2 hours of reaching the wypt but how that's done is up to each carrier and part of the approval for the OpSpec. Just some unsolicited feedback!
Thanks so much for added clarification on the points made in the video! (I can't upload a new video as RU-vid doesn't allow it, but I will change the video description to include your correction point about the confusion in what I was saying about the total time etc.)
