EASA reg. Landing dispatch requirement

[Driver 170]

Below is the reference from EASA that i'm finding something hard to work out.

Hoping i can get a little help on it.

During dispatch are you always planning to land on the most favourable runway in still air? Why can't the planing be to a runway with weather reports of the wind at ETA? Why always plan on still air..

Also, talking about the 737 FCOM / PD Landing field limit weight, is 1 and 2 below talking about the landing field limit weight?

CAT.POL.A.230 Landing—dryrunways

(e) For dispatching the aeroplane it shall be assumed that:

(1) the aeroplane will land on the most favourable runway, in still air; and

(2) the aeroplane will land on the runway most likely to be assigned, considering the probable wind speed and direction, the ground handling characteristics of the aeroplane and other conditions such as landing aids and terrain.

(f) If the operator is unable to comply with (e)(1) for a destination aerodrome having a single runway where a landing depends upon a specified wind component, the aeroplane may be dispatched if two alternate aerodromes are designated that permit full compliance with (a) to (e). Before commencing an approach to land at the destination aerodrome, the commander shall check that a landing can be made in full compliance with (a) to (d) and CAT.POL.A.225.

(g) If the operator is unable to comply with (e)(2) for the destination aerodrome, the aeroplane shall be only dispatched if an alternate aerodrome is designated that allows full compliance with (a) to (e).

[Mad (Flt) Scientist]

During dispatch are you always planning to land on the most favourable runway in still air? Why can't the planing be to a runway with weather reports of the wind at ETA? Why always plan on still air..

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(f) If the operator is unable to comply with (e)(1) for a destination aerodrome having a single runway where a landing depends upon a specified wind component, the aeroplane may be dispatched if two alternate aerodromes are designated that permit full compliance with (a) to (e). Before commencing an approach to land at the destination aerodrome, the commander shall check that a landing can be made in full compliance with (a) to (d) and CAT.POL.A.225.

You've actually got the answer to your question right there (my emphasis added).

You CAN plan taking credit for the forecast wind, but because that is less conservative than asssuming still air, you must have two alternates in that case, rather than only one.

The second part of (f) says that if you planned assuming a wind in order to be able to land, you have to ensure that you actually do have that wind and can legally land when you arrive.

[Driver 170]

So always plan worst case scenario, still air and why two alternates for case (1)

And your only selecting one or two alternates depending on (1) or (2) for CAT.POL.A.230 if estimated landing weight exceeds the landing field limit weight?

Further more it mentions..

LANDING MASS

CAT.POL.A.230 establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes:

A. Firstly, the aeroplane mass will be such that on arrival the aeroplane can be landed within 60 % or 70 % (as applicable) of the landing distance available (LDA) on the most favourable (normally the longest) runway in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome cannot be exceeded.

B. Secondly, consideration should be given to anticipated conditions and circumstances. The expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted under (a), in which case dispatch should be based on this lesser mass.

C. The expected wind referred to in (b) is the wind expected to exist at the time of arrival.