Flight Dispatch - Give it to me straight, Doc

C

cth2010

New Member
Big newbie here. Just registered, first post. Hi. Nice to meet everyone.
Alright, so here's the deal. I just turned 48, hold an accounting degree but except for a couple of years in accounts payable 25 years ago, I've always drove for a living. For the last 14 years, I've been an owner/operator of a fedex independent contractor route in wilmington, nc. I'm ready for a career change and
aviation has always fascinated me. A few questions regarding flight dispatch:

1. Is 48 too old for this type of employment? I'm aware that my late arrival will limit professional/wage growth but I'm fine with that. I just want to be in the field. People are working longer and I certainly plan on working for at least another 20 years. But will 48 or 50 simply be a non-starter for employers?

2. If 48 is good to go, I'm looking into Sheffield. What test(s), if any, must I review or take before attending? I have zero aeronautical knowledge beyond the basic concepts.

3. 10-15 years from now, what's this job's future? Is it moving more toward automation? Or does the ever-increasing air travel numbers bode well for this job?

Thanks to all who can throw in their 2 cents.
 
I don't think the age is a barrier. I changed careers after 20 years in the military, and went back to college (ok, went for the first time) at the age of 42. I graduated and also got a dispatch cert at the age of 45. I had one interview at a regional 121, who would have taken me, but I went a different route and took a management position at a smaller 135. Now I run that company's OCC, and I just recently hired a dispatcher who's over 50. (since we're a 135, we're not technically dispatchers, but we all have certs and we prefer to hire with certs),

I might have had an easier transition than you will - I've been around aviation all my life, just not professionally. I've flown off and on with lots of pilot friends, although never chased the pilots license myself. But I did take a ground school and several lessons as a teenager, and took a ground school again in college as well as an instrument ground school. I've also always enjoyed meteorology as a hobby. Because of that, I already understood all of the lingo, knew all of the acronyms, and could speak most of the speak.

I'm not saying that to brag... just that it's a •LOAD of new information, terms, and environment for someone who is starting with zero aeronautical knowledge. You need to know yourself and whether it's something you can or really want to do. I've interviewed a few kids who did a short bootcamp adx school. Even though they all had their dx certs, I could tell which ones had been around aviation and had an enthusiasm for it, and which ones just went to school without any prior aviation knowledge because "well, airplanes are cool". I haven't hired any of the latter ones.

If you ARE going to go to school, my biggest recommendation before going to Sheffield (or anywhere else) is to read/study/cram as much as you can on your own before school. I'd highly recommend being prepared to take the written exam BEFORE school starts. Whether or not you can actually take the exam or not, I don't know. Get some of the Gleim or ASA study material, and spend $75 on Sheppard Air's practice exam. Go through the Sheppard Air's flash cards over and over and over, and then over again... take the practice exam over and over and over again. Once you pass the practice exam, pass it again. If you can do that 3 or 4 times, you're ready for the actual written exam. Try to get to THIS point before your school starts. http://www.sheppardair.com/
 
cth2010 said:
Big newbie here. Just registered, first post. Hi. Nice to meet everyone.
Alright, so here's the deal. I just turned 48, hold an accounting degree but except for a couple of years in accounts payable 25 years ago, I've always drove for a living. For the last 14 years, I've been an owner/operator of a fedex independent contractor route in wilmington, nc. I'm ready for a career change and
aviation has always fascinated me. A few questions regarding flight dispatch:

1. Is 48 too old for this type of employment? I'm aware that my late arrival will limit professional/wage growth but I'm fine with that. I just want to be in the field. People are working longer and I certainly plan on working for at least another 20 years. But will 48 or 50 simply be a non-starter for employers?

2. If 48 is good to go, I'm looking into Sheffield. What test(s), if any, must I review or take before attending? I have zero aeronautical knowledge beyond the basic concepts.

3. 10-15 years from now, what's this job's future? Is it moving more toward automation? Or does the ever-increasing air travel numbers bode well for this job?

Thanks to all who can throw in their 2 cents.
Click to expand...

Your age is not a factor. We just hired a career changer at 46.

You do not have to take any written tests prior to going to Dispatch school (unless the school requires it). However you will have to take the Aircraft Dispatcher written test at some point. You can take it at any time without an instructor sign off. My recommendation is to pick up an aircraft dispatcher test guide and a FAR/AIM and start reading and studying.

As long as the regulations require 121 companies to have dispatchers release flights, there will be jobs. But in my opinion, the state of technology today has the potential to render the Dispatcher obsolete. I think there will always be a need for a ground based personnel making airline operational decisions, but it would not surprise me to see the Dispatcher job
description evolve away from flight planning and focus more on flight monitoring.
 
Age is not a problem. I agree with the first post that the amount of new information is formidable. Also, passion for aviation was really important for me. There will be setbacks and challenges along the way - getting to a major is a bit of a slog. Passion will get you through the tough times. Get the written out of the way, or at least be ready to take it before you start class. The upside is HUGE. There are senior people to my left and right making Doctor type dough at this gig. It remains to be seen how long the party will last. At least another 10-15 years is my guess. So, don't wait too long - jump in and hang on it's actually a lot of fun.
 
JimAK said:
I don't think the age is a barrier. I changed careers after 20 years in the military, and went back to college (ok, went for the first time) at the age of 42. I graduated and also got a dispatch cert at the age of 45. I had one interview at a regional 121, who would have taken me, but I went a different route and took a management position at a smaller 135. Now I run that company's OCC, and I just recently hired a dispatcher who's over 50. (since we're a 135, we're not technically dispatchers, but we all have certs and we prefer to hire with certs),

I might have had an easier transition than you will - I've been around aviation all my life, just not professionally. I've flown off and on with lots of pilot friends, although never chased the pilots license myself. But I did take a ground school and several lessons as a teenager, and took a ground school again in college as well as an instrument ground school. I've also always enjoyed meteorology as a hobby. Because of that, I already understood all of the lingo, knew all of the acronyms, and could speak most of the speak.

I'm not saying that to brag... just that it's a LOAD of new information, terms, and environment for someone who is starting with zero aeronautical knowledge. You need to know yourself and whether it's something you can or really want to do. I've interviewed a few kids who did a short bootcamp adx school. Even though they all had their dx certs, I could tell which ones had been around aviation and had an enthusiasm for it, and which ones just went to school without any prior aviation knowledge because "well, airplanes are cool". I haven't hired any of the latter ones.

If you ARE going to go to school, my biggest recommendation before going to Sheffield (or anywhere else) is to read/study/cram as much as you can on your own before school. I'd highly recommend being prepared to take the written exam BEFORE school starts. Whether or not you can actually take the exam or not, I don't know. Get some of the Gleim or ASA study material, and spend $75 on Sheppard Air's practice exam. Go through the Sheppard Air's flash cards over and over and over, and then over again... take the practice exam over and over and over again. Once you pass the practice exam, pass it again. If you can do that 3 or 4 times, you're ready for the actual written exam. Try to get to THIS point before your school starts. http://www.sheppardair.com/
Click to expand...

Flying saluki and JimAK...thank you so much. Jim, I am really excited to pour over all of your recommended study material. I have no illusions about how much I don't know. Time will tell how well I absorb, but eager to get going. One other thing:
If all goes well with obtaining the cert, where are my realistic options to work on the east coast? I plan on commuting from ILM for 2-3 years until my youngest graduates high school and then I can go anywhere. But for those 2-3 years: ATL? NY? DC? or much smaller? If you or someone else can briefly run down the classifications, and what they all mean. What are the differences and some examples of a "regional 121" and "a smaller 135"? Which classifications would most likely hire a new recruit, specifically up and down the east coast?
I'm not looking to put the cart before the horse, but it would help (with the wife) to have even a general idea of how a commutation might play out. Thanks again.
 
What kind of career goals in dispatch are you looking at? Major, supplemental or just regional? Management? While you may want to work for another 20 years, the dispatch schedule and work environment is tough on the body. The vast majority of dispatchers work either early mornings, late afternoons/evenings or midnights. The job is sedentary and there are no set breaks along with it being busy and fast paced so you are glued to your desk for long periods of time.

In terms of QOL outside of work, dont expect to see many holidays off or get vacation in the prime times of year until you get at least 5 years into a regional or less desirable company with high attrition or 10-15 years at places that are more desirable to work with low attrition. Expect 1-3 years of midnights at the regionals and at least 3-5 years at more desirable places to work.

If you choose to go the management route, you need to love that kind of work. Its not much of a pay difference from dispatch and in many cases at the majors especially you will make less and have less job security as well than the dispatchers you are managing. The higher into management, the better schedule and pay you get but you also take your job with you wherever you are as the airline has problems 24/7 in addition to the normal personnel management you need to do. Also, FAR rest rules only apply to the dispatchers on duty. As a manager, you will likely have to work longer hours if you are in a duty manager type of position.

Another thing to consider at your age is relocation. If you arent lucky to live in one of the small number of cities where there are ops control centers, you will need to move. At your age, commuting can be done but it can also be very stressful and lead to health problems. Consolidation is not completely over yet and with the pilot shortage and dominant position the legacies have, there may well be more mergers at the regionals, supplementals and LCCs. This could mean a few re-locations. Regionals and supplementals are just one contract loss away from furloughing or going out of business so you need to be prepared for that to happen and to move to a new job. AA, UA, DL, WN, FDX, UPS, and AS are the only companies not likely to move, merge, or go out of business anytime soon.
 
cth2010 said:
Flying saluki and JimAK...thank you so much. Jim, I am really excited to pour over all of your recommended study material. I have no illusions about how much I don't know. Time will tell how well I absorb, but eager to get going. One other thing:
If all goes well with obtaining the cert, where are my realistic options to work on the east coast? I plan on commuting from ILM for 2-3 years until my youngest graduates high school and then I can go anywhere. But for those 2-3 years: ATL? NY? DC? or much smaller? If you or someone else can briefly run down the classifications, and what they all mean. What are the differences and some examples of a "regional 121" and "a smaller 135"? Which classifications would most likely hire a new recruit, specifically up and down the east coast?
I'm not looking to put the cart before the horse, but it would help (with the wife) to have even a general idea of how a commutation might play out. Thanks again.
Click to expand...

Commuting from ILM will suck the big one. I wouldnt do it. ILM is a small outstation with limited service on mostly weight critical RJs. I would wait until you can move. Closest regionals to ILM is going to be either Piedmont in SBY or ExpressJet in ATL. Neither are particularly easy commutes. If you get lucky, you might be able to get hired by one of the Supplemental operators at GSO like Swift or SkyLease but often those guys want regional experience. CLT has some corporate and 135 jobs. Its a two leg commute to most regionals except XJT in ATL but XJT may never hire again.
 
cth2010 said:
Big newbie here. Just registered, first post. Hi. Nice to meet everyone.
Alright, so here's the deal. I just turned 48, hold an accounting degree but except for a couple of years in accounts payable 25 years ago, I've always drove for a living. For the last 14 years, I've been an owner/operator of a fedex independent contractor route in wilmington, nc. I'm ready for a career change and
aviation has always fascinated me. A few questions regarding flight dispatch:

1. Is 48 too old for this type of employment? I'm aware that my late arrival will limit professional/wage growth but I'm fine with that. I just want to be in the field. People are working longer and I certainly plan on working for at least another 20 years. But will 48 or 50 simply be a non-starter for employers?

2. If 48 is good to go, I'm looking into Sheffield. What test(s), if any, must I review or take before attending? I have zero aeronautical knowledge beyond the basic concepts.

3. 10-15 years from now, what's this job's future? Is it moving more toward automation? Or does the ever-increasing air travel numbers bode well for this job?

Thanks to all who can throw in their 2 cents.
Click to expand...

1. 48 really shouldn't be a barrier. That was my age for my first airline job ever. Dispatching well requires a certain level of maturity, IMHO. I actually think they like the maturity and reliability of us "old" guys.

That said, you'll have to pay your dues at a regional for 3-5 years before you'll get the "big" bucks at a major. Regionals start from $13-$18 per hour. Majors train at around $20 and start at around $30. If you can live on the pay, it's not a bad gig. I've got my military retirement to supplement my income, so it's not a factor.

2. There's nothing you'll NEED to know before going to a Dispatcher class. However... The more you know in advance, the better off you'll be. Buy the Gleim book (or ASA) for DX and absorb as much of it as you can. The online portion is good to have too, so you can test yourself as you learn on your own. I used the Gleim book and online resources for several months and then took the DX test at my local FBO (scored at 92 - kick a$$!!!) before I ever stepped foot into a classroom. I felt I was WAAAAAY better prepared than everybody else. I also got my pilot's license about a year before that, which helped even more!

3. The way the regs are written, there's not much chance of doing away with Dispatchers any time soon. I wouldn't give that any serious worry.

Bonus answers: A PASSION for aviation will take you far. It won't get you an interview (unless you can somehow show your aviation passion in your resume), but it WILL let your interviewers know that this isn't just some temporary gig for you, or just a job to stave off boredom.

This is a high stress job at times. It's NOT for everybody. You need to honestly evaluate your tolerance to high pressure environments while in a multitasking situation. When you've got multiple aircraft diverting and your phone is ringing off the hook you need to keep your sh*t together and do things right.

Do you want to Dispatch or would you rather go the management route? The pay is often slightly better and the stressors are slightly different, but you're in the same room, same environment, with the same problems. You'll typically need to prove yourself as a Dispatcher for a few years (or less if you're lucky) before you'll be able to move into management.

Plan on moving, because you'll soon find out that commuting is a HUGE pain in the a$$. DON'T COMMUTE if you've got a family that demands your time. You'll spend most of your time getting back and forth and sleeping and almost no time with the family or getting anything done. You'll be miserable and so will your family (unless you all hate each other - then you'll be fine!)

Start an exercise regime. 10 hours a day at a desk will make you fat(ter). Work out at least 3 days per week!

Anything else you want to know? Just ask!

Best of luck!
 
Great info from everyone so far.

Also, get ready for acronyms. We have acronyms inside acronyms.

Good luck. It's a rewarding job.
 
Related question here, as I have been a lurker myself for a couple of years. I have started preparing for the knowledge exam, and preparing to go to dispatch school over the summer. I am going through the Gleim ATP FAA knowledge test prep for 2018, and also downloaded the current version of 'aviation weather for pilots and flights ops personnel' as I had seen these two mentioned at a similar discussion here. Is there anything else that you guys here recommend to prepare for the knowledge exam?
 
Thanks to all, especially to those who offered blunt realities. Good stuff. Obstacles must be known, understood, acknowledged and then, ultimately, overcome. I'll just keep reading and learning from everyone here while I head to divorce court. No...no...just kidding.
 
IADspotter said:
Related question here, as I have been a lurker myself .... Is there anything else that you guys here recommend to prepare for the knowledge exam?
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There are some things on the written exam that simply cannot be learned. For example, there are charts and graphs that you can work with to provide an known input and need to determine the correct output. But, the resolution is so crappy that even a team of 3 experts who each run the graph 3 times will come out with a total of 9 completely different answers. Some of those answers will be "somewhat close" to one of the multiple guess answers provided by the exam question, while other answers will be closer to one of the OTHER answers.

It is a commonly-accepted practice to get one of the programs that provide you with 1000 or so questions, each and every one of them word-for-word what is in the current FAA test bank (although you'll only see 85 of those questions on the real exam). Memorize as much as you can for the written exam, and then get on with actual learning after the exam. One of the more popular of such options is Sheppard Air. It's $75 to "license" the application (PC or mobile versions available) for a limited time, and can then be used similar to flash cards in various ways.
 
JimAK said:
There are some things on the written exam that simply cannot be learned. For example, there are charts and graphs that you can work with to provide an known input and need to determine the correct output. But, the resolution is so crappy that even a team of 3 experts who each run the graph 3 times will come out with a total of 9 completely different answers. Some of those answers will be "somewhat close" to one of the multiple guess answers provided by the exam question, while other answers will be closer to one of the OTHER answers.

It is a commonly-accepted practice to get one of the programs that provide you with 1000 or so questions, each and every one of them word-for-word what is in the current FAA test bank (although you'll only see 85 of those questions on the real exam). Memorize as much as you can for the written exam, and then get on with actual learning after the exam. One of the more popular of such options is Sheppard Air. It's $75 to "license" the application (PC or mobile versions available) for a limited time, and can then be used similar to flash cards in various ways.
Click to expand...

Yes. When the test answers are 1, 2, and 3, but you come up with 1.5. Call that one a wash. A photocopied copy of a copy is what you'll end up seeing.

My method was memorizing the answers to the ~1,300 question bank. It didn't take too long. I 'knew' the answer just by reading the first few words of the question. In my off time, I would go through the questions and correct myself where I went wrong.
 
I might be in the minority but I don't think dispatch is a stressful job. It's actually pretty boring most days. After a few months of working on your own 99% of it is completely routine. Even on bad weather days you know exactly what to expect. Snow storm in ORD? Hold fuel and MKE as your alternate for every flight. Thunderstorms in DFW? ATC coming out with reroutes any minute. BKN020 in SFO? Here comes the GDP.

There are times when you get really busy but that doesn't necessarily translate into stress.
 
I was specifically trained in my class to memorize the answers. Learn in class, but do not mess around when it comes to the ADX. It’s really just a result of the FAA ego trip, the questions are worded strangely and sometimes don’t even make sense. It’s meant to confuse you and trick you. Focus on learning the material from class and how to apply it to the practical.
 
DuckmanDrake69 said:
I was specifically trained in my class to memorize the answers. Learn in class, but do not mess around when it comes to the ADX. It’s really just a result of the FAA ego trip, the questions are worded strangely and sometimes don’t even make sense. It’s meant to confuse you and trick you. Focus on learning the material from class and how to apply it to the practical.
Click to expand...

This is perfect advice.
 
So the 1000 to 1300 question bank that you guys are talking about through Sheppard Air can be purchased by calling them? I checked the Sheppard air webpage, and it has information/FAQs about different products, but I could not find a link to purchase the study materials for the ADX exam. Also, on the Gleim book, some questions especially under the airplanes and aerodynamics study unit, utilize complicated graphs and tables to answer questions. Seeing that one has roughly 2 mins to respond in the actual exam, is memorizing rather than working through the answer the best strategy? Similarly, the discussion of some answers talks about using E6B flight computer and I was a little quizzed as to what a good alternative to answering those questions would be.
 
Yes, you have to call Sheppard Air... it's not something you can buy online.
http://www.sheppardair.com/dispatcher.htm


As far as the charts go, some of them are pretty easy and straight forward, but some are not. My strategy was along the lines of: figure out which ones I can do quickly and easily, and drop those from my "to be memorized" list.

As far as the charts in the Gleim study guide: those are EXAMPLES of what you will see on the exam, not the actual question/graph. The Sheppard Air questions will be word for word and will show the exact same chart as what is in the exam question.

As far as the E6B goes, I do believe that you're allowed to use an electronic one in the exam if you want to purchase one of those. (I'd confirm that first before you spend the money). HOWEVER... the majority of questions that would require an E6B will still take 15-20 minutes doing calculations "by hand". These are simply best left to memorization.

Bottom line... go through Sheppard Air's questions several times. They have a recommended approach to the sequence. Memorize what you need to. Use charts and calculators where you can to avoid unnecessary memorization.
 
I pre-studied 121 FARs, Emergencies, and WX out of the ASA book and then took a 5 week course. That was more than adequate to pass both the ADX and later the Practical. YMMV
 
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