Practical MEL & Operational Scenario: SFO to DEN Winter Flight Planning
This scenario-based training will challenge your operational decision-making skills as an aircraft dispatcher. You'll navigate MEL restrictions, weather considerations, and regulatory requirements while planning a winter flight from San Francisco to Denver.
Aircraft Dispatcher Scenario – Flight Planning Challenge: SFO to DEN
Training Overview
Welcome to Flight Innovations' practical dispatch training exercise. This scenario is designed to test your ability to apply theoretical knowledge to real-world operational challenges. You'll need to evaluate multiple factors simultaneously and make sound operational decisions while maintaining regulatory compliance.
The decisions you make throughout this exercise will directly impact flight safety, efficiency, and regulatory compliance. This mirrors the critical responsibility dispatchers face daily in operational control positions.
Learning Objectives
By completing this scenario, you will demonstrate proficiency in:
  • Interpreting and applying MEL restrictions
  • Converting between local and Zulu time
  • Evaluating weather conditions and their operational impact
  • Making sound operational decisions with multiple constraints
  • Justifying dispatch decisions with regulatory backing
Scenario Introduction
Flight Details
  • Aircraft: Boeing 737-800
  • Route: San Francisco (KSFO) to Denver (KDEN)
  • Date: December 29 (Winter Operations)
  • Scheduled Departure: 1:00 PM PST (Local)
  • Estimated Flight Time: 2 hours 10 minutes
Operational Context
As the dispatcher for this flight, you must evaluate all operational factors before releasing this aircraft. This includes MEL restrictions, weather conditions at departure, destination and en route, NOTAM implications, and performance calculations.
The winter operation into Denver presents specific challenges that must be addressed in your flight planning. Your decisions will determine whether this flight operates safely and efficiently.
Based on Flight Innovations' practical training exercise, this scenario requires you to integrate multiple aspects of dispatch knowledge. You'll need to consider MEL deferrals, time zone conversions, aircraft performance limitations, and meteorological factors to successfully plan this flight.
MEL Deferrals Overview
The aircraft has been dispatched with two significant Minimum Equipment List (MEL) deferrals that will directly impact your flight planning decisions. Each deferral introduces specific operational limitations that must be accommodated.
Left Pack Inoperative
LIMITATION: Aircraft cruise altitude restricted to FL250 or below
The air conditioning and pressurization pack on the left side is inoperative. This restricts the aircraft's maximum cruising altitude to ensure adequate cabin pressurization with the remaining operational pack.
Per the MEL, the aircraft cannot be operated above FL250 under any circumstances while this component is deferred.
Right Navigation Light Inoperative
LIMITATION: No flight operations permitted during night conditions
The right-side navigation light is inoperative. FAR 91.209 requires operational navigation lights from sunset to sunrise.
This MEL restriction prohibits flight during hours of darkness, requiring the flight to depart and arrive during daylight hours only.
MEL deferrals require dispatchers to thoroughly understand the operational implications and plan flights accordingly. These limitations often create cascading effects on route planning, altitude selection, and scheduling that must be carefully managed.
Zulu Time Conversion
Accurate time conversion between local and Coordinated Universal Time (UTC/Zulu) is critical for flight planning, especially when working with weather forecasts, NOTAMs, and international operations.
Identify Local Time
Scheduled Departure: 1:00 PM Pacific Standard Time (PST)
Apply Time Zone Offset
Pacific Standard Time is UTC-8 hours
(Remember: Daylight Saving Time is not in effect on December 29)
Calculate Zulu Time
1:00 PM PST + 8 hours = 2100Z
(Convert to 24-hour format: 1300 + 0800 = 2100)
Importance of Time Zone Awareness
Dispatchers must be proficient in time zone conversions because:
  • Weather products (METARs, TAFs) are issued in Zulu time
  • Flight plans are filed using Zulu time
  • NOTAMs are issued in Zulu time
  • Air Traffic Control communications use Zulu time
  • International flight coordination requires a standard time reference
Mistakes in time conversion can lead to misinterpretation of weather data, incorrect flight planning, and operational delays.
Time Conversion Tool:
Sunrise/Sunset Tool:
Night Operation Restriction
The inoperative right navigation light introduces a critical restriction: no flight operations are permitted during hours of darkness. This requires careful evaluation of departure and arrival times relative to sunrise and sunset at both locations.
Determining Denver Sunset Time
For December 29 at Denver (KDEN):
  • Local sunset time: approximately 4:40 PM Mountain Standard Time (MST)
  • This converts to 2340Z (MST is UTC-7)
Calculating Arrival Time
From our departure time and estimated flight duration:
  • Departure: 1:00 PM PST (2100Z)
  • Flight time: 2 hours 10 minutes
  • Estimated arrival: 4:10 PM MST (2310Z)
Regulatory Background
FAR 91.209 states: "No person may operate an aircraft unless it has lighted position lights during the period from sunset to sunrise (or, in Alaska, during the period a prominent unlighted object cannot be seen from a distance of 3 statute miles or the sun is more than 6 degrees below the horizon)."
The MEL for inoperative navigation lights typically allows daytime operations only, as navigation lights are required equipment for night flight.
Operational Decision
Based on the calculations, the flight is scheduled to arrive at 4:10 PM MST, which is 30 minutes before sunset in Denver. This provides a small buffer, but any delays could push arrival into night conditions, violating the MEL restriction.
STAR and Altitude Limitation
Standard Terminal Arrival Routes (STARs) into Denver present a significant challenge when combined with our MEL altitude restriction. Many Denver arrivals have minimum altitudes that exceed our maximum allowable cruise altitude of FL250.
Altitude Conflict
Common Denver STARs like TOMSN9 and LARKS3 and POWDR1 have minimum altitudes of FL260 or higher at certain points due to terrain and minimum vectoring altitude requirements.
Our MEL restriction (inoperative left pack) limits our maximum cruise altitude to FL250.
Operational Solutions
Several options exist to resolve this conflict:
  1. File flight plan at FL250 (MEL restriction)
  1. Request a different arrival route with lower minimum altitudes
  1. Coordinate with ATC for special handling (non-standard routing)
  1. Plan a custom arrival that avoids high minimum altitude segments
Dispatcher Considerations
When planning arrivals with altitude restrictions, dispatchers must:
  • Thoroughly review the full arrival procedure, not just the initial altitude
  • Consider all altitude constraints along the entire route
  • Account for terrain clearance requirements, especially in mountainous areas like Denver
  • Calculate fuel implications of operating at lower-than-optimal altitudes
  • Coordinate with ATC in advance when non-standard operations are required
Alternate Planning – 1-2-3 Rule
Determining whether an alternate airport is required involves applying the 1-2-3 rule as specified in FAR 121.619 for commercial operations. The forecast weather at the destination's estimated time of arrival (ETA) must be evaluated against specific criteria.
The 1-2-3 Rule Explained
An alternate airport is required unless, for at least 1 hour before and 1 hour after the estimated time of arrival:
  • Ceiling: At least 2,000 feet above the airport elevation
  • Visibility: At least 3 statute miles
Denver Weather Forecast
For ETA at 2310Z (4:10 PM MST), the TAF indicates:
KDEN 291700Z 2918/3018 34010KT 4SM -SN BKN025 OVC040
TEMPO 2920/3002 2SM -SN BKN020 OVC030
Analysis: Ceiling at BKN025 (2,500 feet AGL) and visibility 4SM, but with temporary conditions reducing to BKN020 (2,000 feet AGL) and 2SM visibility
Decision Factors
The current forecast is borderline for the 1-2-3 rule:
  • The basic forecast meets requirements (BKN025 and 4SM)
  • However, TEMPO conditions drop below requirements (BKN020 and 2SM)
  • Denver's airport elevation is 5,431 feet MSL, making the minimum required ceiling 7,431 feet MSL (2,000 feet above airport elevation)
  • Converted to AGL, we need at least a BKN020 ceiling to meet requirements
  • The TEMPO conditions exactly match our minimum required ceiling
Conservative dispatch practice would suggest filing an alternate due to:
  • Winter conditions with snow (-SN)
  • TEMPO conditions exactly at minimums
  • Mountain terrain surrounding Denver
Potential alternates to consider:
  • Colorado Springs (KCOS)
  • Cheyenne (KCYS)
  • Grand Junction (KGJT)
Runway and NOTAM Considerations
NOTAM Analysis
Current NOTAMs for Denver include significant operational restrictions that will impact our arrival planning:

Critical NOTAM: RWY 7 LOC Out of Service
The localizer for Runway 7 is inoperative, eliminating this precision approach option. This is particularly significant during winter operations when low visibility conditions are possible.
Additional NOTAMs to consider:
  • Taxiway C between C2 and C3 closed for construction
  • Runway friction coefficients reported as "medium" due to snow treatment
  • Braking action advisories in effect - pilots to report braking action
  • Snow removal in progress on north side of field
Tip:
  • If you would like to use RWY 7, simply do not use ILS. If LOC is Out of Service, entire ILS doesn't work. You can simply use RNAV (GPS) approach minimums.
  • Other option is to use different Runway. For example, RWY 8 ILS is working since there are no NOTAMs about any outage for that RWY.
Runway Conditions
Current FICON (Field Condition) reports:
  • All runways: Wet
  • Contamination: 1/8" slush in patches
  • Braking action: 3/3/3 (Medium)
Performance Implications
Wet runway conditions require performance adjustments:
  • Apply 15% landing distance penalty per company procedures
  • Verify runway length is sufficient with adjusted landing distance
  • Consider runway exit planning to avoid closed taxiways
  • Review crosswind component with wet runway limitations
Note:
For Dispatch purposes before departure to legally release flight, we need to comply with either Dry Runway Distance or Wet. We do not apply Braking action for the purpose of release. So 3/3/3 although is not required to be taken to account during releasing flight. We need to be mindful Braking Action will need to be accounted and comply with before landing.
For the purpose of this scenario, we are expecting -SN. Thus, please apply following penalties:
  • For Structural Landing Limit - None
  • For Runway Limit Weight - 15% penalty.
  • For Approach Climb Limit - Engine Anti-Ice ON, Ice Accretion On
All those penalties are on Landing Performance Page.
Alternative Approach Options
With RWY 7 LOC unavailable, consider these alternatives:
  • RNAV (GPS) approach to Runway 7
  • ILS approach to Runway 8, or any other RWY (depending on winds)
  • RNAV (RNP) AR approaches if aircraft and crew are authorized
Weather and Icing Conditions
Current Weather Analysis
Denver's current weather presents significant winter operation challenges:
Temperature and Moisture
Surface temperature: 1°C
Dew point: 0°C
Visible moisture present (-SN in METAR)
Wind Conditions
340° at 10 knots
Gusting to 15 knots in TEMPO groups
Favors north/south runway configuration
Ceiling and Visibility
Broken at 2,500 feet AGL
Overcast at 4,000 feet AGL
Visibility 4 statute miles in light snow

Anti-Ice Requirement
With surface temperature at 1°C, below the 2°C threshold, and visible moisture present (light snow), anti-ice procedures are mandatory for arrival.
Icing Definition: Any Temp +10C or below with visible moisture.
Icing Forecasts
AIRMETs and SIGMETs indicate:
  • AIRMET Zulu for moderate icing between 8,000-15,000 feet
  • Pilot reports of light-moderate rime icing during descent into Denver
  • Freezing level at surface in Denver area
Performance Implications
Anti-ice operation requires:
  • Additional fuel for anti-ice systems operation
  • Possible thrust adjustments during approach
  • Revised landing performance calculations
Enroute Weather Considerations
The route from San Francisco to Denver crosses the Sierra Nevada and Rocky Mountains, presenting additional weather challenges:
  • Mountain obscuration in areas of northern Colorado
  • Moderate turbulence forecast below FL180 in vicinity of mountain ranges are common
  • Rapidly changing conditions typical of winter mountain weather
Summary of Dispatcher Decision Points
This scenario presents multiple decision points that require careful analysis and judgment. As a dispatcher, you must integrate all these factors to make sound operational decisions and justify them based on regulations and company policy.
1
Alternate Airport Requirement
Determine whether Denver weather forecasts require filing an alternate airport.
Consider: The TEMPO conditions are exactly at 1-2-3 rule minimums. Does this warrant filing an alternate as a precaution?
2
Cruising Altitude Selection
Select an appropriate cruising altitude that complies with MEL restrictions.
Consider: How will flying at FL250 (optimal) affect fuel burn and arrival time?
3
Arrival Procedure Selection
Choose an appropriate STAR and approach that accommodates altitude restrictions.
Consider: Which arrival routes have minimum altitudes below FL250? Will special ATC coordination be required?
4
Sunset Time Evaluation
Verify the flight will arrive before sunset to comply with navigation light MEL.
Consider: Is the 30-minute buffer sufficient, or should departure be moved earlier?
1
Runway and Approach Selection
Select appropriate runway and approach considering NOTAMs and weather.
Consider: With RWY 7 LOC out of service, what are the best alternatives given the weather and winds?
2
Performance Adjustments
Calculate proper performance adjustments for wet runway and anti-ice requirements.
Consider: How do the combined penalties affect landing distance requirements?
Critical Decision: Alternate Requirement
Evaluating the Need for an Alternate
Let's examine the Denver TAF in detail to make a proper alternate determination:
KDEN 291700Z 2918/3018 34010KT 4SM -SN BKN025 OVC040 
   TEMPO 2920/3002 2SM -SN BKN020 OVC030
Breaking down the 1-2-3 rule requirements:
  • Ceiling Requirement: 2,000 feet above airport elevation
  • Denver elevation: 5,431 feet MSL
  • Required ceiling: 7,431 feet MSL (converts to roughly BKN020 in AGL)
  • Visibility Requirement: 3 statute miles
Our ETA window (1 hour before and after 2310Z) falls within 2220Z-0010Z
The TEMPO group 2920/3002 (2020Z-0200Z) overlaps with our ETA window
Regulatory Guidance
FAA Order 8900.1 provides guidance on TEMPO conditions:
"If a TEMPO condition is forecast below alternate minimums during the ETA window, an alternate is required"
Conservative Approach
File an alternate airport based on:
  • TEMPO conditions exactly at minimums (BKN020 and 2SM)
  • Winter operations with active precipitation (-SN)
  • Mountain terrain surrounding Denver
  • Potential for rapidly changing conditions
Risk-Based Approach
Evaluate forecast reliability and trends:
  • Review previous TAF accuracy
  • Check TEMPO condition probability (if available)
  • Evaluate trend in sequential METARs
  • Consider duration of TEMPO conditions relative to ETA window
A prudent dispatcher would file Colorado Springs (KCOS) as an alternate, as it's close enough to be practical but far enough to have different weather patterns than Denver.
Critical Decision: Altitude Planning
Resolving the Altitude Conflict
The MEL restriction (left pack inoperative) limits our maximum cruise altitude to FL250, but many Denver arrivals have minimum altitudes above this level due to mountainous terrain. This creates a critical planning challenge.
Problem
Popular STARs into Denver from the west:
  • TOMSN9 MEEKER transition: Minimum altitude FL270
  • LARKS3 RSK transition: Minimum altitude FL310
  • POWDR1 JNC transition: Minimum altitude FL270.
Solution Options
Several potential solutions exist:
  • File direct KDEN or via waypoints with no minimum altitude restrictions
  • Coordinate with ATC for special handling
  • Select TELLR THREE arrival (minimum altitude FL250)
  • Use SSKII arrival from the south (reroute required)
Evaluation
Each option must be evaluated for:
  • Fuel efficiency
  • ATC acceptance probability
  • Impact on arrival time
  • Weather along revised route
Optimal Solution Analysis
After careful evaluation, the recommended approach is:

Recommended Flight Plan
File flight plan at FL250 (MEL restriction) via the TELLR THREE arrival, which has minimum altitudes compatible with our restrictions. This arrival approaches Denver from the northwest and maintains altitude restrictions below FL250 throughout the procedure.
Additional considerations:
  • Add notes in remarks section of flight plan alerting ATC to altitude restriction
  • Calculate additional fuel for lower-than-optimal cruise altitude
  • Brief flight crew on altitude restrictions and potential ATC coordination requirements
  • Verify terrain clearance along entire route at planned altitude
Critical Decision: Sunset Evaluation
Navigation Light Requirement
FAR 91.209 states that position lights must be on from sunset to sunrise. With the right navigation light inoperative, the MEL restricts operations to daylight hours only.
Time Analysis
1
Departure Time
1:00 PM PST (2100Z)
2
Flight Duration
2 hours 10 minutes
3
Estimated Arrival
4:10 PM MST (2310Z)
4
Denver Sunset
4:40 PM MST (2340Z)
Risk Assessment
The scheduled arrival is 30 minutes before sunset, which creates a narrow margin for any delays. Factors that could impact this margin include:
  • Departure delays at SFO
  • Stronger than forecast headwinds
  • ATC delays or vectoring
  • Holding for weather or traffic
Conservative Option
Adjust departure time earlier to provide a larger buffer before sunset:
  • Move departure to 12:30 PM PST (2030Z). However, for scheduled operation this isn't possible as passengers already know what departure time exist.
  • This would create a 60-minute buffer before sunset
  • Requires coordination with crew scheduling, gate availability, and passenger notifications
Risk Acceptance Option
Maintain current schedule with contingency planning:
  • Develop diversion plan if delays push arrival beyond sunset
  • Brief crew on MEL restriction and sunset limitation
  • Coordinate with ATC for priority handling if delays occur
  • Monitor flight progress continuously and initiate diversion if necessary
Dispatcher Decision Point: Weighing operational impact against safety margin, would you adjust the departure time or accept the current schedule with contingency planning?
Critical Decision: Approach and Runway Selection
Navigating NOTAM Restrictions
With the Runway 7 localizer out of service per NOTAM, we need to select an alternative approach that is compatible with the current weather conditions, aircraft capabilities, and crew qualifications.
Weather Factors
  • Wind: 340° at 10 knots
  • Visibility: 4SM, temporarily 2SM
  • Ceiling: BKN025, temporarily BKN020
  • Precipitation: Light snow
Runway Conditions
  • All runways wet with patches of 1/8" slush
  • Braking action reported as good to fair
  • 15% landing distance penalty required
  • Snow removal in progress on north side
Available Approach Options

Optimal Selection
Runway 35L with RNAV (GPS) approach provides the most favorable wind component, good braking action, and minimums well above current and forecast weather conditions. This runway also avoids the north side where snow removal is in progress.
Critical Decision: Performance Calculations
Adjusting for Winter Conditions
Multiple factors affect aircraft performance in this scenario, requiring careful calculation of landing distances and approach speeds.
1
Wet Runway Adjustment
Per company procedures:
  • Apply 15% increase to normal landing distance
  • Boeing 737-800 normal landing distance: ~4,500 ft
  • Adjusted landing distance: ~5,175 ft
2
Anti-Ice Penalty
Operating anti-ice systems affects performance:
  • Increase approach speed by 5 knots
  • Additional landing distance: ~200 ft
  • Adjusted landing distance with anti-ice: ~5,375 ft
3
Altitude Considerations
Denver's high elevation impacts performance:
  • Field elevation: 5,431 ft MSL
  • True airspeed higher than indicated
  • Longer landing roll due to less dense air
  • Additional landing distance: ~300 ft
Runway Length Verification
After applying all performance adjustments:
  • Total adjusted landing distance: ~5,675 ft
  • Denver runway lengths:
  • 16R/34L: 12,000 ft
  • 17R/35L: 12,000 ft
  • 8/26: 9,000 ft
  • 7/25: 12,000 ft
All runways provide adequate length even with performance penalties applied.
Additional Performance Considerations
  • Crosswind limitations may be reduced on wet/slippery runways
  • Reduced braking effectiveness requires longer stopping distance
  • Engine-out climb performance is affected at Denver's elevation
  • Temperature effects on density altitude (currently minimal due to cold temperatures)
Flight Plan Integration
Bringing It All Together
After analyzing all aspects of this scenario, we can now integrate our decisions into a comprehensive flight plan that addresses all constraints.
Route and Altitude
Filed Route: KSFO DCT OAL DCT FREES DCT TELLR TELLR3 KDEN
Filed Altitude: FL250 (MEL restriction)
Remarks: MEL item restricts cruise to FL250 or below. No flight authorized after sunset (2340Z at KDEN).
Times and Fuel
Departure: 2100Z (1:00 PM PST)
ETA at KDEN: 2310Z (4:10 PM MST)
Fuel Requirements:
  • Trip fuel: 13,500 lbs
  • Alternate fuel (KCOS): 2,500 lbs
  • Reserve fuel: 4,000 lbs
  • Total fuel required: 20,000 lbs
Arrival Details
Planned Approach: RNAV (GPS) RWY 35L
Alternate Airport: KCOS (Colorado Springs)
Performance Adjustments: Wet runway and anti-ice penalties applied
Weather Synopsis
Departure Weather: VFR at KSFO
Enroute Weather: Moderate turbulence below FL180 near mountains
Destination Weather: MVFR with light snow, ceiling BKN025, visibility 4SM
Runway Conditions: Wet with patches of slush
Contingency Planning
Comprehensive dispatch planning includes preparing for potential contingencies during the flight. This ensures the flight crew has options if conditions change.
3
Key Contingencies
Major decision points requiring advanced planning
Arrival Delay Contingency
Risk: ATC delays or headwinds push arrival after sunset (2340Z)
Solution: Coordinate with dispatch at 2 hours ETE to evaluate:
  • If ETA remains before sunset, continue to KDEN
  • If ETA slips beyond sunset, divert to alternate (KCOS)
  • Consider requesting priority handling from ATC if close to sunset limit
Decision Trigger: 2-hour ETE position report and updated ETA calculation
Weather Deterioration Contingency
Risk: Denver weather drops below approach minimums
Solution: Monitor KDEN METARs throughout flight
  • Brief crew on alternate options: KCOS, KCYS, KGJT
  • Identify holding points if short-term improvement expected
  • Pre-coordinate with ATC for potential diversion
Decision Trigger: Weather below RNAV (GPS) RWY 35L minimums (250-3/4)
Equipment Malfunction Contingency
Risk: Additional aircraft system malfunction during flight
Solution: Review MEL combinations and operational impacts
  • Identify critical systems that would further restrict operations
  • Pre-brief crew on decision matrix for additional malfunctions
  • Ensure maintenance capability at KDEN and alternates
Decision Trigger: Any additional system malfunction reported by flight crew
Dispatch Briefing Notes
These additional points should be emphasized during the crew briefing:
  • Fuel tank temperature monitoring due to cold conditions at cruise altitude
  • Availability of deicing facilities at Denver if holding or delays occur
  • Updated PIREPs for mountain wave activity and turbulence
  • Ground handling and gate availability at alternate airports
  • Procedure for requesting extended MEL relief if conditions prevent compliance
Regulatory Compliance Summary
This scenario touches on numerous regulatory requirements. As a dispatcher, you must ensure compliance with all applicable FARs and company policies.
MEL Compliance
FAR 121.628 requires compliance with all MEL restrictions. We've addressed:
  • Left pack inoperative: Maintained cruise at/below FL250
  • Navigation light inoperative: Scheduled arrival before sunset
Alternate Requirements
FAR 121.619 (1-2-3 rule) addressed by:
  • Analyzing forecast TEMPO conditions
  • Filing KCOS as alternate due to borderline conditions
  • Ensuring adequate fuel for diversion
Flight Planning
FAR 121.533/121.535 on joint responsibility:
  • Proper route selection considering MEL restrictions
  • Performance calculations for winter conditions
  • NOTAM and facility awareness
Fuel Requirements
FAR 121.639/121.645 addressed by:
  • Trip fuel plus 10% contingency
  • Alternate fuel to KCOS
  • 45-minute reserve fuel
  • Additional fuel for low altitude operation
Operational Control Elements
Per FAR 121.533, operational control is shared jointly between the PIC and dispatcher. In this scenario, key operational control decisions include:
Dispatcher Authority
  • Route selection to comply with MEL altitude restriction
  • Determination of alternate airport requirement
  • Fuel planning calculations including penalties
  • Performance calculations for landing distance
  • Weather and NOTAM analysis and briefing
PIC Authority
  • Final acceptance of the flight release
  • Tactical decisions during flight execution
  • Diversion decisions if conditions change
  • In-flight contingency handling
  • Final approach and landing decisions
The regulatory framework requires both the dispatcher and PIC to concur that the flight can be conducted safely before it operates. Either party can cancel or delay the flight if safety concerns exist.
Scenario Wrap-Up and Key Takeaways
Dispatcher Learning Objectives
This scenario has challenged you to apply multiple aspects of aircraft dispatcher knowledge in an integrated, real-world context. The key learning objectives you've worked through include:
MEL Implications
Understanding how MEL deferrals cascade into multiple operational restrictions and planning accordingly:
  • Altitude limitations affecting route selection
  • Time of day restrictions affecting scheduling
  • The importance of thorough MEL review and compliance
Regulatory Knowledge
Applying FAR requirements to operational decisions:
  • Interpreting the 1-2-3 rule for alternate requirements
  • Understanding position light requirements
  • Complying with operational control responsibilities
Time Conversion
Converting between time zones accurately:
  • Local to Zulu time calculations
  • Time zone differences between departure and arrival
  • Critical timing for sunset restrictions
Critical Thinking
Integrating multiple constraints to develop viable solutions:
  • Resolving conflicting requirements
  • Developing contingency plans
  • Making decisions with incomplete information
Performance Planning
Calculating appropriate adjustments for:
  • Wet runway operations
  • Anti-ice requirements
  • High altitude airport operations
Real-World Application
This scenario reflects the complex decision-making that aircraft dispatchers face daily. The ability to integrate knowledge from multiple domains—regulations, weather, aircraft performance, MELs, and operational procedures—is the hallmark of a professional dispatcher.
As you progress in your training, remember that dispatchers are a critical safety link in the aviation system. Your ability to identify conflicts, develop solutions, and communicate effectively with flight crews directly impacts operational safety and efficiency.

Instructor Note
This scenario can be expanded with additional complications or used as a basis for classroom discussion. Have students justify their decisions and explore how changing individual factors (weather, MELs, timing) would affect the overall plan.