Dispatcher License
- Thread starter TallFlyer
- Start date
bullmastiff
New Member
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For someone who already has in mind becoming a CFI, CFII, and MEI, how much harder, or rather how much more work would it be to add a dispatcher license to that?
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MTSU can answer that one for ya
For someone who already has in mind becoming a CFI, CFII, and MEI, how much harder, or rather how much more work would it be to add a dispatcher license to that?
[/ QUOTE ]
MTSU can answer that one for ya
mtsu_av8er
Well-Known Member
I'll go ahead and post this from the Checkride forum and you can read up on the training and the practical/oral. Sorry to just copy it, but it has some good details.
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I know that many of you probably aren’t that familiar with the requirements to become a dispatcher, so I’ll very quickly run through them. They can also be found in 14 CFR Part 65.
(b) To be eligible for an aircraft dispatcher certificate, a person must—
(1) Be at least 23 years of age;
(2) Be able to read, speak, write, and understand the English language;
(3) Pass the required knowledge test prescribed by §65.55 of this part;
(4) Pass the required practical test prescribed by §65.59 of this part; and
(5) Comply with the requirements of §65.57 of this part.
Part 65.57 basically states all of the ways you can qualify for eligibility, i.e. as a military operations specialist, meteorologist, pilot, or navigator, or as a pilot, navigator, dispatcher, meteorologist, etc. assisting in dispatch operations….etc, etc. If you don’t have any of these things, you can be eligible if you complete a dispatcher training course.
Basically, the course has to cover all of the knowledge requirements of the ATP knowledge test, a lot of weather, dispatcher eligibility, transport category aircraft systems, ATC, weight and balance, FARS, a lot more weather, charts, approach plates, a little more weather and a few more FARS (emphasis on the FARS and the weather…). It has to cover flight planning, alternate requirements, and all of the other little things that would go into the planning of a typical (if there is such a thing) airline flight. It also has to have at least 200 hours of training.
To be eligible to take the practical test, a person ahs to take the ADX written test, which is the ATP written for all intents and purposes (there are 4-6 questions that are different, mainly dealing with dispatcher duty day limitations). Once you take that, it’s on to the practical!!
I did the oral exam yesterday and I thought that it was pretty easy. Lots of weather – I was asked read a radar summary chart, some prog charts and weather depiction charts. He asked me lots of questions on a constant pressure chart (300 mb) and a Surface Analysis chart. We moved on and read some TAFs, METAR, FAs and PIREPS. These were pretty standard, and I think that I had a leg up on the weather because I’m a pilot and keep up on these pretty well.
He asked to explain to him what flow control is, why it’s used and to tell him about the problems that it could cause for aircraft in the air as well as on the ground. He wanted me to explain to him a dispatcher’s responsibility, as well as his/her authority with regards to operational control over the flight. He asked me about NOTAMS, the types of NOTAMS, the information that NOTAMS contain and the ways that you can get NOTAM information. We discussed Jeppesen charts in great detail, paying more attention to Approach plates than anything else. Approach and departure minimums, CAT I, II, & III approaches and authorizations, and alternate planning rules.
That was pretty much it for the oral. This afternoon I did the practical, and it was the hardest part. We were given all of the weather information (TAFs, METARs, Winds & Temps aloft, etc.) and a 727 flight from Nashville to Cleveland. I was also given Detroit Wayne & London, Ontario as options for alternates (if they were required). I was given the number of passengers, amount of extra cargo and time of departure for the flight. On my particular scenario there were two MEL’d items, including a broken fuel dump something or another valve light and something else (I really don’t remember). Basically, these caused me to have to make a reduction in my maximum runway and climb limit weights. For this particular flight I didn’t have to boot any PAX since we weren’t going to have to carry a whole lot of fuel.
With this information I had to determine whether or not a departure alternate was required (no), destination alternate (yes) and if we needed a second destination alternate (no). I had to choose a route, altitude, total fuel required, alternate fuel, reserve (always the same), and total trip time to the minute. Takeoff weights, fuel at each waypoint, arrival weights, and select preferred runways. Of course, this also entailed groundspeeds, time to climb and time to descend and what the fuel required for holding was (30 minutes at the destination @ 10,000 feet.
Took me a while (about 3 hours) to work it all and I wasn’t the last person to finish. He checked my work over, asked me to explain why I did certain things and checked it over some more. He had an answer key and wanted to make sure that there weren’t any major errors in my math (calculators and E6B flight computers).
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With regards to being a pilot/flight instructor, it really helps. Although none of your previous training and experience applies, you already know alot of the material (weather, weather products, Instrument Flight Rules, etc). The biggest thing is that you have to learn part 121 and start thinking about big airplanes. The practical was just a huge cross country flight plan (with really big numbers...
).
Hope that helped....
[ QUOTE ]
I know that many of you probably aren’t that familiar with the requirements to become a dispatcher, so I’ll very quickly run through them. They can also be found in 14 CFR Part 65.
(b) To be eligible for an aircraft dispatcher certificate, a person must—
(1) Be at least 23 years of age;
(2) Be able to read, speak, write, and understand the English language;
(3) Pass the required knowledge test prescribed by §65.55 of this part;
(4) Pass the required practical test prescribed by §65.59 of this part; and
(5) Comply with the requirements of §65.57 of this part.
Part 65.57 basically states all of the ways you can qualify for eligibility, i.e. as a military operations specialist, meteorologist, pilot, or navigator, or as a pilot, navigator, dispatcher, meteorologist, etc. assisting in dispatch operations….etc, etc. If you don’t have any of these things, you can be eligible if you complete a dispatcher training course.
Basically, the course has to cover all of the knowledge requirements of the ATP knowledge test, a lot of weather, dispatcher eligibility, transport category aircraft systems, ATC, weight and balance, FARS, a lot more weather, charts, approach plates, a little more weather and a few more FARS (emphasis on the FARS and the weather…). It has to cover flight planning, alternate requirements, and all of the other little things that would go into the planning of a typical (if there is such a thing) airline flight. It also has to have at least 200 hours of training.
To be eligible to take the practical test, a person ahs to take the ADX written test, which is the ATP written for all intents and purposes (there are 4-6 questions that are different, mainly dealing with dispatcher duty day limitations). Once you take that, it’s on to the practical!!
I did the oral exam yesterday and I thought that it was pretty easy. Lots of weather – I was asked read a radar summary chart, some prog charts and weather depiction charts. He asked me lots of questions on a constant pressure chart (300 mb) and a Surface Analysis chart. We moved on and read some TAFs, METAR, FAs and PIREPS. These were pretty standard, and I think that I had a leg up on the weather because I’m a pilot and keep up on these pretty well.
He asked to explain to him what flow control is, why it’s used and to tell him about the problems that it could cause for aircraft in the air as well as on the ground. He wanted me to explain to him a dispatcher’s responsibility, as well as his/her authority with regards to operational control over the flight. He asked me about NOTAMS, the types of NOTAMS, the information that NOTAMS contain and the ways that you can get NOTAM information. We discussed Jeppesen charts in great detail, paying more attention to Approach plates than anything else. Approach and departure minimums, CAT I, II, & III approaches and authorizations, and alternate planning rules.
That was pretty much it for the oral. This afternoon I did the practical, and it was the hardest part. We were given all of the weather information (TAFs, METARs, Winds & Temps aloft, etc.) and a 727 flight from Nashville to Cleveland. I was also given Detroit Wayne & London, Ontario as options for alternates (if they were required). I was given the number of passengers, amount of extra cargo and time of departure for the flight. On my particular scenario there were two MEL’d items, including a broken fuel dump something or another valve light and something else (I really don’t remember). Basically, these caused me to have to make a reduction in my maximum runway and climb limit weights. For this particular flight I didn’t have to boot any PAX since we weren’t going to have to carry a whole lot of fuel.
With this information I had to determine whether or not a departure alternate was required (no), destination alternate (yes) and if we needed a second destination alternate (no). I had to choose a route, altitude, total fuel required, alternate fuel, reserve (always the same), and total trip time to the minute. Takeoff weights, fuel at each waypoint, arrival weights, and select preferred runways. Of course, this also entailed groundspeeds, time to climb and time to descend and what the fuel required for holding was (30 minutes at the destination @ 10,000 feet.
Took me a while (about 3 hours) to work it all and I wasn’t the last person to finish. He checked my work over, asked me to explain why I did certain things and checked it over some more. He had an answer key and wanted to make sure that there weren’t any major errors in my math (calculators and E6B flight computers).
[/ QUOTE ]
With regards to being a pilot/flight instructor, it really helps. Although none of your previous training and experience applies, you already know alot of the material (weather, weather products, Instrument Flight Rules, etc). The biggest thing is that you have to learn part 121 and start thinking about big airplanes. The practical was just a huge cross country flight plan (with really big numbers...
Hope that helped....