IFR Alternate Airport Requirements | 1-2-3 Rule | Standard Alternate Minimums 

The “over-explaining in FlightInsight style” is exactly why I keep coming back, and I’m not even an instrument student yet! I’m just letting it all sink in for when my instrument training day comes, but the clear style with all the background info (and the terrific graphics) is just right.

There is a special place in heaven for you, man. Thank you for all your videos!

I think you covered it all in a relative short clip; good thing you mentioned that this all is for flight PLANNING only and not applicable anymore after takeoff.

For the 1-2-3 rule 14 CFR 91.167(b)(2)(i) states, “For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.” The example where the TAF had a valid time the same as the ETA would not technically meet the 1-2-3 rule unless the weather forecast for one hour before the ETA also met the 2000’ ceiling and 3SM of visibility due to the use of the word “AND” in the reg.

One thing nobody in general aviation mentions about the requirements for filing an alternate is a forecast for thunderstorms. The airline I worked for prior to my retirement required our dispatchers to file an alternate if the chances of a TRSA was Prob 40 or Tempo, which is a 50% chance or greater. The FAA does not even recognize the need for an alternate even if there is more than a 50% chance at your ETA of there being a thunderstorm in progress. You cannot land when a thunderstorm is in progress, especially in a single engine airplane, but no FAA requirement to file an alternate. I now fly a Pilatus PC-12NG professionally and I always file an alternate even if the forecast at my destination is for good VFR weather. There are many reasons for needing an alternate that have nothing to do with weather, especially when filing to an airport with one runway. A power failure, disabled airplane on the runway, crosswinds out of limits, and a security violation are just a few, not to mention unforecast weather.

This is video just saved from a check ride panic attack! THANK YOU!

Man this is good stuff - I love the way you explain things, very clear and concise. Looking forward to the instrument ground school.

This was such an great video! I really appreciate you making it! Huge help in studying!

I'm sure all pilots are quite happy with your videos.

Great job, a lot covered in a short clip, clear and concise! Greatly appreciated

Best IFR training videos I've ever seen. Great video!

Best explanation I have seen in my life so far. Thanks!

This channel is fantastic, best education yet! Although I have been an IFR pilot for a number of years, this is a great refresher!

Best IFR content on YT!

Air Force pilot that has seen a lot of training courses. Your videos are top notch. Thank you, and keep at it! Sharing them with guys making the transition to the commercial world.

You are really good at explaining stuffs man. Thank you

This was great, exactly what I was looking for! Thank you

Bro you broke that down so nicely 👍🏾

As always great detailed explanations!

I had to watch it twice to get it, to be honest i've never seen such a an explanation, on youtube for this subject, thanks for sharing the video, as usual... Great work.

Love your videos on IFR! Clear audio and great information!! Thanks!!

Best videos out there! THANK YOU! GRACIAS! ❤️

Thank you very much again for amazing 🤩 videosssssss!

Great Video. Thanks

This is super helpful!

I feel like a rocket scientist now. Very good deep dive into this subject.

Another great video.

Wow. I am very happy to found your videos. I am starting to work on my IFR and these videos are great! So thankful for your work 🙏

Youre too good. I have no words

Excellent

Great video

love the content

These videos are SUPER HELPFUL!!. Very easy to understand! I already completed my IFR training but I wish These videos were available when I did. Maybe some videos for Commercial soon? Before I take my checkride on Nov 10th? :) But I will have to come back to these when I get my CFI/CFII

Excellent! I'm getting ready for my IPC after years of non-IFR flying. I made copies of your charts. Good explanations provided at an easy pace to follow. Too many instructional videos are rapid fire and confusing.

GREAT VIDEO!! I took a screenshot of your matrix! That was very well explained.

Thanks!

Great video as always. Any chance you can upload a copy of the flow chart somewhere? I would love to add this to my preflight binder.

GPS Approaches consideration (filling an alternate) • Non-WAAS GPS: (flight plan based on GPS approaches on either the destination or the alternate BUT NOT BOTH) • WASS without baro-VNAV: (flight plan based on LNAV approaches at both destination and alternate airport) • WASS without baro-VNAV: (flight plan based on LNAV/VNAV RNP 0.3 approaches at both destination and alternate airport)

Great video, however only if you change your that ETA to be 03z would you be able to consider the use of that single line TAF to capture the one hour before requirement.

@ 6:30, I think I understood you to say, “… descend in VFR from FILED en route altitude …” I believe the correct requirement is found at §91.169(c)(2), and states, “… allowing descent from MEA … under basic VFR.” The difference is Filed altitude vs. MEA.

All this reasoning led to my decision to design an application dedicated to tracking fuel consumption, deviations, and autonomy. The catch is that I took on the task of developing it as a self-taught individual. Unfortunately, I wasn't able to compile it for Android, even though I managed to do so under Windows using auto-py-to-exe. When it comes to Android, a whole bunch of issues cropped up. Thank you from Algeria !!

Thanks for such a clear explanation! I have a question, what about ETOPS alternate minimuns? Does them work the same way, regarding Planning fase and airborne fase? Thanks

Just superrrr

I might be over thinking this, but you did not mention what happens if the radio communications fail? If the aircraft or ATC lose communication or radar, the pilot is expected to fly to the destination, and if not able to get in, then to the alternate. You are correct in that once the IFR flight plan is activated and the flight is under ATC control, ATC and the pilot work together. However, if communications and/or radar fail during the flight, the last cleared to fix and the flight plan take over.

Using big major airports as alternate airport can be a mixed blessing. Yes good facilities but your mixing with commercial traffic (Airlines). Yes legal but you can get held up in the airline traffic….especially if middle of the banks. PNE only a few miles further NW but less landing fees, hopefully cheaper fuel and more chance of in and out…especially if time is a factor.

For the requirement to maintain VFR for descent & landing (if no compatible IAPs available at alternate, 6:20), I've seen some instructional sources claim that this means marginal VFR does not qualify (as 91.169 references "basic VFR"). I haven't seen marginal vs basic VFR defined in part 91--it only seems to address basic vs special VFR. Can you confirm that basic VFR--as required for alternate airport planning--is referring to 91.155 Basic VFR Minimums, or if it is referring to "3000' AGL+, 5SM+"? Great video--thanks!!

Thanks for another great video. I have a question: when checking for minimums in alternate airports, do we need to also consider a 1 hour window before and after the ETA to that alternate? Or does this window only apply for the destination airport? I missed that in your video.

How much different is this for Part 91 vs 121 vs 135?

Can you share a copy of the flow chart? I want to put it in my ForeFlight

I know this is something of an edge case, but I'm looking at the approach into Aspen KASE. 2000 AGL ceiling and 3 SM visibility would technically be below minimums for the published approaches. Could you still file here without an alternate or is there something I'm missing?

11:03 Conclusion

As of now 2024, is the FAA still considering RNAV approaches like LPV and LNAV/VNAV non-precision?

🌟🌟🌟🌟🌟

Maybe this is a dumb question (just starting my IR training): Why does the FBO need to be open if you are planning the RNAV approach? I understand why the A might be there if you are planning the LOC Runway 23, but why would the RNAV runway 23 have that some A designation?