Narrative:

Aircraft was scheduled to operate lax-ZZZ. The flight was dispatched and paperwork provided at the departure station in the normal manner. The weather information provided to the flight crew; contained within the flight paperwork; indicated forecast weather for the destination within an hour of ETA that would not require the designation of a landing alternate. While en route; and roughly one hour from landing; dispatch contacted the flight crew via ACARS and indicated that the taf for the destination had changed; and the forecast weather was now within the range that would require an alternate for dispatch. However; the revised forecast did not indicate weather conditions low enough that would require the addition of a landing alternate while in-flight. The captain and dispatcher discussed via radio that both would monitor the weather situation and if conditions indicated the possibility of delays or weather dropping below landing minimums; the flight would divert to another destination after conferring with dispatch. Further discussion between the captain and dispatch indicated that there is the possibility that the taf changed to the revised; lower weather forecast prior to gate departure of the flight. In other words; the flight may have been dispatched without a landing alternate; even though one was required. The dispatcher reported that the new taf came out 'about twenty minutes' before the flight departed. The flight crew does not know exactly what time that was; and whether it was before block out; or before take off. In any event; the flight crew was not provided any indication of revised destination weather forecasts until well into the flight. At block out; the crew believed that they were legally dispatched without a landing alternate because none was required according to the flight paperwork and dispatch release they had received. Suggestions: it would seem that dispatchers at this airline are required to work multiple flights at one time. Without commenting on their staffing situation or workload; this captain would like to note that release paperwork; including weather information; is often prepared well in advance of scheduled departure time. For example; the time stamp for the dispatch release of this flight indicates it was prepared two hours and twenty-four minutes before block out time of the flight. Such a practice would be acceptable if changes in weather and forecasts were watched vigilantly; however this case demonstrates that this may not be occurring. Flight crews have to rely on the paperwork and information they are provided; and on quick turns; such as happened on this flight; often do not have time to personally check for additional information that they may or may not have not been provided. It is essential that our dispatchers be provided the means and opportunity to keep up with these changes just prior to departure. One practice used at other carriers is to provide a last-minute 'weather update' supplement of current weather products that is added to the flight paperwork at the time of printing; or when handed to the flight crew. This would help avoid situations such as this case; and would most likely be a fairly simple process to implement.

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Original NASA ASRS Text

Title: An Air Carrier Captain voiced concern regarding the legality of a recent departure given the changing weather conditions at the destination; suggesting last minute weather updates prior to take off.

Narrative: Aircraft was scheduled to operate LAX-ZZZ. The flight was dispatched and paperwork provided at the departure station in the normal manner. The weather information provided to the Flight Crew; contained within the flight paperwork; indicated forecast weather for the destination within an hour of ETA that would not require the designation of a landing alternate. While en route; and roughly one hour from landing; Dispatch contacted the flight crew via ACARS and indicated that the TAF for the destination had changed; and the forecast weather was now within the range that would require an alternate for dispatch. However; the revised forecast did not indicate weather conditions low enough that would require the addition of a landing alternate while in-flight. The Captain and Dispatcher discussed via radio that both would monitor the weather situation and if conditions indicated the possibility of delays or weather dropping below landing minimums; the flight would divert to another destination after conferring with Dispatch. Further discussion between the Captain and Dispatch indicated that there is the possibility that the TAF changed to the revised; lower weather forecast prior to gate departure of the flight. In other words; the flight may have been dispatched without a landing alternate; even though one was required. The dispatcher reported that the new TAF came out 'about twenty minutes' before the flight departed. The flight crew does not know exactly what time that was; and whether it was before block out; or before take off. In any event; the flight crew was not provided any indication of revised destination weather forecasts until well into the flight. At block out; the crew believed that they were legally dispatched without a landing alternate because none was required according to the flight paperwork and Dispatch release they had received. Suggestions: It would seem that dispatchers at this airline are required to work multiple flights at one time. Without commenting on their staffing situation or workload; this captain would like to note that release paperwork; including weather information; is often prepared well in advance of scheduled departure time. For example; the time stamp for the dispatch release of this flight indicates it was prepared two hours and twenty-four minutes before block out time of the flight. Such a practice would be acceptable if changes in weather and forecasts were watched vigilantly; however this case demonstrates that this may not be occurring. Flight crews have to rely on the paperwork and information they are provided; and on quick turns; such as happened on this flight; often do not have time to personally check for additional information that they may or may not have not been provided. It is essential that our dispatchers be provided the means and opportunity to keep up with these changes just prior to departure. One practice used at other carriers is to provide a last-minute 'weather update' supplement of current weather products that is added to the flight paperwork at the time of printing; or when handed to the flight crew. This would help avoid situations such as this case; and would most likely be a fairly simple process to implement.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.