New Dispatcher/outlook on hiring at 121 or 135

[LG530]

Hey all,
I’m new to this community, and I have to say—it’s been very helpful seeing everyone’s perspective on dispatch hiring. I currently work at a major Part 135 carrier in a flight operations role with responsibilities similar to dispatch. I also have two flight operations internships under my belt: one with a Part 121 cargo carrier and another with a Part 135 carrier, both in which I worked closely with dispatchers and the Chief Pilot’s office. I don’t have my dispatch license yet, but I’m planning to get it this fall and hope to be finished by October. I do have a couple of questions:

1. Do all Part 121 carriers require a dispatch license at the start of indoc, or are there some that allow you to obtain your license during the first few months of employment or training?

2. I understand that commuting is an option. What are your thoughts on commuting as a dispatcher at a Part 135 company? Is it generally allowed?

3. Lastly, what is the interview process like for a dispatch position at a Part 121 carrier? Is there anything specific I should study or prepare for?

 

[manniax]

1. Yes, you have to have a license in order to get hired as a dispatcher. Don’t bother applying for the position otherwise.

2. It’s not a lifestyle I would enjoy, but I have co-workers who have done it for years and made it work for them. You end up using a lot of your days off for commuting though.

3. It really varies by carrier. Traditionally there was an HR interview, often via phone, and then an in-person panel interview that is more dispatch specific. There may also be a quiz/test on dispatch knowledge. I’ve heard in recent years answering questions via video is popular as a preliminary interview step. I’m glad I was hired at a major before that became a thing.

 

[autosave36]

1. Yes, you have to have a license in order to get hired as a dispatcher. Don’t bother applying for the position otherwise.

Minor point of correction here (though mostly semantics), i've seen many cjo's offered contingent on passing your practical (my first job offer included). I also saw a 22 year old get hired, having been found competent. In their case they went through training/ojt, then turned 23, went to the fsdo, then comped the next day.

So you CAN get hired and even work without your cert, but you'll have to be at the end of your adx schooling. They wont hire you before you start.

 

[manniax]

Minor point of correction here (though mostly semantics), i've seen many cjo's offered contingent on passing your practical (my first job offer included). I also saw a 22 year old get hired, having been found competent. In their case they went through training/ojt, then turned 23, went to the fsdo, then comped the next day.

So you CAN get hired and even work without your cert, but you'll have to be at the end of your adx schooling. They wont hire you before you start.

Yeah, that’s a good point…but in all the cases you mentioned the people were actively pursuing their license, or in the 22 YO’s case, had completed their coursework and were just waiting to turn 23. I didn’t want anyone to think you can apply for a dispatch position without having completed the training for a license. (With one caveat - I know Republic was offering a course where they would pay for you to get your license in exchange for giving the company a two-year guarantee after you got it, but not sure if that program is still active. Even there, I think they were mainly hiring internal employees to go get their licenses.)

 

[Burrito]

Hey all,
I’m new to this community, and I have to say—it’s been very helpful seeing everyone’s perspective on dispatch hiring. I currently work at a major Part 135 carrier in a flight operations role with responsibilities similar to dispatch. I also have two flight operations internships under my belt: one with a Part 121 cargo carrier and another with a Part 135 carrier, both in which I worked closely with dispatchers and the Chief Pilot’s office. I don’t have my dispatch license yet, but I’m planning to get it this fall and hope to be finished by October. I do have a couple of questions:

1. Do all Part 121 carriers require a dispatch license at the start of indoc, or are there some that allow you to obtain your license during the first few months of employment or training?

2. I understand that commuting is an option. What are your thoughts on commuting as a dispatcher at a Part 135 company? Is it generally allowed?

3. Lastly, what is the interview process like for a dispatch position at a Part 121 carrier? Is there anything specific I should study or prepare for?

Welcome to the party, pal.

- I'll second the post from @manniax - and add my own subjective opinion that your 2Q is a two-parter. Generally, the "Company" does not care about you, as long as you are -not- explicitly theirs to care about. Make it to work on time, do work, leave on time. To the second part, a 135 Shop usually titles you as a Flight Follower, and this topic comes up pretty regularly within these forums. I'd take an opportunity, seriously, to look into your 135 op and read up on their benefits.

- Commute's a lifestyle, and it's a different lifestyle from what the airline life is itself.
When we talk QOL here, it's probably missing a commuter's element as -days- could be spent, solely getting to and from one's home. The drive could suck, sure, but would living near an SOC/NOC/DISP OPS FACILITY/BRAND NAME-SPECIFIC HQ TITLE/
be worth it? Just food for thought.

Gas and auto maintenance costs may end up balancing out against crashpad costs and some moron's snores as you desperately try to put the blackout curtain further against some doorstop.

Or, may not.


As for the interview styles these days - We all know video/audio recordings look like ass. Act casual, and make multitasking a general theme. Days on the floor can get very, very busy with one simple SATCOM or ARINC call. I see you've got some experience as an intern, so you may know what's up.

Good luck! If it isn't said enough already. We're all counting on you.

 

[TAF_Master]

Commuting to a 135 by plane each week, I really don't know that is realistic. With a 121 the HQ is usually in a mega hub for that airline that you have flight benefit priority on, and there are generally crashpads available to keep the housing costs while at work quite low.... allowing you to afford to live elsewhere on your off time. Not sure those apply to a 135.

Commuting by car is more realistic, that just depends on your tolerance for the daily drive on the work days. Keeping in mind the shifts are generally 10 hours (or even 12 hours at a 135/121 supplemental) with no break so adding an hour or more commute each way every day adds up.

 

[LG530]

I appreciate all the feedback. This has really helped me out. I guess commuting is only for 121 carriers. Does all carriers have specific hiring seasons or hiring points?

 

[manniax]

I appreciate all the feedback. This has really helped me out. I guess commuting is only for 121 carriers. Does all carriers have specific hiring seasons or hiring points?

I think every carrier does it differently. Traditionally my airline would hire a class in the fall and one in the spring, but post-COVID, they were hiring like crazy for a while, one class right after the other. Things have slowed down for now. Just keep an eye out, both here and on airline websites, and you should find hiring announcements soon enough. Normally, your school will provide them as well.

 

[Htown19]

I appreciate all the feedback. This has really helped me out. I guess commuting is only for 121 carriers. Does all carriers have specific hiring seasons or hiring points?

Keep in mind- even for some of the 121 carriers commuting can still be rough. Yeah the majors are all in big cities with nonstop flights to almost anywhere in the country but it’s a different story at the regional. Thinking of Republic in Indianapolis, SkyWest in St. George, Commuteair in Cleveland etc. If you don’t live in a hub city (like if you live in Des Moines or Charleston, SC) you could be looking at multi-leg commute which is tough.

As far as hiring if you see majors post you can expect at least a couple regionals to follow in anticipation of losing a few of their dispatchers

 

[WIMDY]

Keep in mind- even for some of the 121 carriers commuting can still be rough. Yeah the majors are all in big cities with nonstop flights to almost anywhere in the country but it’s a different story at the regional. Thinking of Republic in Indianapolis, SkyWest in St. George, Commuteair in Cleveland etc. If you don’t live in a hub city (like if you live in Des Moines or Charleston, SC) you could be looking at multi-leg commute which is tough.

As far as hiring if you see majors post you can expect at least a couple regionals to follow in anticipation of losing a few of their dispatchers

-cries in Salisbury, MD-

 

[Burrito]

Keep in mind- even for some of the 121 carriers commuting can still be rough. Yeah the majors are all in big cities with nonstop flights to almost anywhere in the country but it’s a different story at the regional. Thinking of Republic in Indianapolis, SkyWest in St. George, Commuteair in Cleveland etc. If you don’t live in a hub city (like if you live in Des Moines or Charleston, SC) you could be looking at multi-leg commute which is tough.

As far as hiring if you see majors post you can expect at least a couple regionals to follow in anticipation of losing a few of their dispatchers

Learn your ZFWs.
Befriend your MLDWs.

Give your gate agents coffees and compliments.

 

[manniax]

-cries in Salisbury, MD-

Good ole regional life and travel....

I have lived in the Portsmouth, NH area (actually quite nice, just not easy to fly to - other than to BOS), Farmington, NM (which did have quite a few flights on my airline to my hometown of ABQ when I lived there, but none at all now), and Appleton, WI (again, a fair number of flights there on my airline but they all went to ORD.) The most difficult "going to my hometown" trip was a toss-up between New Hampshire and Wisconsin, at least until they started a nonstop ORD-ABQ on the mainline carrier of the regional I was dispatching for. A trip from NH usually went something like PSM-BOS-MSP-ABQ...and my, those agents in MSP were NOT friendly to us regional types. Ah, memories.

 

[TAF_Master]

Good ole regional life and travel....

I have lived in the Portsmouth, NH area (actually quite nice, just not easy to fly to - other than to BOS), Farmington, NM (which did have quite a few flights on my airline to my hometown of ABQ when I lived there, but none at all now), and Appleton, WI (again, a fair number of flights there on my airline but they all went to ORD.) The most difficult "going to my hometown" trip was a toss-up between New Hampshire and Wisconsin, at least until they started a nonstop ORD-ABQ on the mainline carrier of the regional I was dispatching for. A trip from NH usually went something like PSM-BOS-MSP-ABQ...and my, those agents in MSP were NOT friendly to us regional types. Ah, memories.

See this is exactly the reason why the only time I step foot in an airport recently is for the annual observation flight. Coworkers don't believe me when I say that, but I far prefer the highway to the flight benefits for reasons exactly like that.

 

[manniax]

See this is exactly the reason why the only time I step foot in an airport recently is for the annual observation flight. Coworkers don't believe me when I say that, but I far prefer the highway to the flight benefits for reasons exactly like that.

Any more, if it looks close and it's a domestic flight - I often just buy a ticket. Removes a lot of the stress and that way I know I'm getting a seat that I like rather than chancing a middle seat in the back of the plane. When I was at a regional, I couldn't really afford to do that. I still non-rev if the flight looks wide open though.

 

[jose1337]

Learn your ZFWs.
Befriend your MLDWs.

Give your gate agents coffees and compliments.

SOP when I jumpseat and get a seat in First class is Starbucks gift card