What does an ADX do?

For people outside the airline industry the crucial role of an aircraft dispatcher is unknown. So, here is what they do.

Approximately over 2,000 U.S. dispatchers play a major role in keeping pilots from flying into turbulence, volcanic ash and thunderstorms. They save them from running out of fuel or arriving at airports where runways are icy. They serve as the pilots' eyes and ears and plan flights from start to finish. The pilot is in charge of the aircraft, and the dispatcher is in charge of the flight. But the captain has full authority over all crew members.

Like mechanics and pilots, dispatchers are licensed by the Federal Aviation Administration. Their employment by major and regional airlines in the U.S. is required by law. Federal regulation created the job in 1938. A plane never leaves the ground until both captain and dispatcher are in agreement. If a dispatcher is troubled about visibility at the destination, or a pilot doesn't like the malfunctioning component in the cockpit, even though it is legal fly with, the flight doesn't go. When the plane is in the air -- following the flight plan the dispatcher has designed -- the dispatcher tracks it, keeping an eye on weather conditions the plane is approaching. Dispatchers also watch the conditions at the destination airport, and at the alternate airports where the plane could be put down in an emergency. They can suggest a pilot to divert or reroute the plane and are responsible for operational control of the flight. When a pilot radios in that he has a sick flight attendant or an unruly passenger, the first person he speaks to is the dispatcher. A dispatcher's job can be very stressful, especially when the weather is bad. But dispatch jobs are coveted because they bring plenty of responsibility, fast-paced work that changes constantly. For some airlines they have to undergo psychological evaluations prior to being selected.

Dispatchers have to attend initial training at an FAA-certified school, then pass a written test and an oral exam equivalent to that of an airline pilot. Once they are employed by an airline, some airlines start them as assistant dispatchers, working under the guidance of a licensed dispatcher. After a year or more when they graduate to actual dispatcher duties, they must pass another FAA check. Recurrent training consists of 20 hours of classroom instructions annually and spending at least five hours observing an actual flight from the cockpit flying over planned routes.Dispatchers are just as knowledgeable as pilots and also are intimately familiar with aircraft systems , maintenance manuals and emergency checklists, meteorological charts, air-ground radio systems, the air-traffic control system and runway layouts at hundreds of airports.

Flight1 And The Invisible Crew - Michael Collier

A detailed article on the lesser known flight ops world.

Dispatcher Resources

FAA ADX test figures
Exams4Pilots - Practice FAA Exams Site
Resources on Sheffield
Acronyms/Abbreviations/Definitions
Skyvector.com - Aeronautical charts/sectionals
Aircraft Icing Training Courses - NASA
ThirtyThousandFeet.com - Aviation Directory
Whitt's Flying - A compilation of information for pilots
Resources on BruceAir
Finerpoints - training videos
Terminal Procedures.com

AOPA Links:
AOPA's Handbook for Pilots (members only)
Flight Planner - AOPA
Flight Safety Courses -AOPA
Airspace Flash Cards

FAA Links:
Aviation Digital Data Service (ADDS)
FAA Aeronautical Information Manual
Federal Aviation Administration Library
Federal Meteorological Handbooks
More links to resources hosted by the FAA

Others:
Pilot's Handbook of Aeronautical Knowledge (Canada)
Aviation Consumer Protection
iPhone Apps for Pilots
FlightAware.com - Live flight tracking

Aviation Blogs
http://aviationblog.dallasnews.com/

Regulations

Most Important Regulation for Part 121 Dispatchers

§ 121.533 Responsibility for operational control: Domestic operations.

a) Each certificate holder conducting domestic operations is responsible for operational control.

(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.

(c) The aircraft dispatcher is responsible for—
(1) Monitoring the progress of each flight;
(2) Issuing necessary information for the safety of the flight; and
(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.

(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

Code of Federal Regulations (CFR) : Type in the code (example: 121.533) to lookup the FAR

Flight dispatcher job duties

Analyze and evaluate meteorological information to determine potential hazards to safety of flight and to select the most desirable and economic route of flight.

Authorize, regulate and control commercial airline flights according to government and company regulations to expedite and ensure safety of flight.

Compute the amount of fuel required for the safe completion of flight according to type of aircraft, distance of flight, maintenance limitations, weather conditions and minimum fuel requirements prescribed by federal aviation regulations.

Prepare flight plans containing information such as maximum allowable takeoff and landing weights, weather reports, field conditions, NOTAMs (Notices to Airmen) and many other informational components required for the safe completion of flight.

Prepare and sign the dispatch release which is the legal document providing authorization for a flight to depart.

Delay or cancel flights if unsafe conditions threaten the safety of aircraft or passengers.

Monitor weather conditions, aircraft position reports, and aeronautical navigation charts to evaluate the progress of flight.

Update the pilot in command of significant changes to weather or flight plan and recommend flight plan alternates, such as changing course, altitude and, if required, enroute landings in the interest of safety and economy.

Originate and disseminate flight information to others in his/her company including stations and reservations. This is the source of information provided to the traveling public.

Participate in frequent and detailed recurrent training courses covering aircraft systems, company operations policy, meteorology and Federal Air Regulations as required by the FAA.

What exactly does an airline dispatcher do?

Duties of a dispatcher from a pilot's perspective.

(A column from usatoday.com)

Question: I enjoy reading your column every week. My background includes work in both domestic and international airline operations. Could you offer an overview and/or description of a flight dispatcher from a pilot's point of view? Passengers are rarely aware that at every given moment, every commercial flight is tracked by an FAA licensed dispatcher on the ground. — John Matthews, ExpressJet Dispatch, Houston

Answer: From my own perspective a dispatcher is an overseer of all that goes on in a flight from the planning stage to the completion of the flight — a flight planner who takes into consideration such things as the maintenance status of the aircraft. For instance, with certain non-mandatory systems disabled, my cruising altitude may be lower than normal today. Therefore I'll burn extra fuel. I may be flying in poor weather instead of above it, or may be routed out of my way to avoid conditions I could have otherwise topped.
Or maybe my radar is not functioning (a rare occurrence these days). There's no picking my way through a line of storms today.Perhaps my deicing system isn't 100%. There's no flying in icing conditions for me until it's fixed.Dispatch considers such factors — ranging from weather to potential non-routine problems like volcanic ash— en route.Winds aloft — the best tailwind or the least headwind — are considered along with air-traffic control's preference in routing, based to traffic. Turbulence forecasts may dictate a non-standard route.
Anything that could affect my flight is considered by the flight's dispatcher.

Here is how it happens:
• The dispatcher works up a flight plan.
• The captain either signs it or modifies it — signing it perhaps after a discussion with the dispatcher.
• Signed, the flight plan is considered a contract between the captain and the dispatcher for the safe operation of that flight.

Once enroute, dispatch is our "one-stop shopping" source if things go wrong or if we just want information beyond what is available through data-link requests, which are similar to e-mail.
The dispatcher can arrange conference calls via radio or by satellite datalink if we're over the ocean, patching us through to a doctor, maintenance facility or security specialist.
When we're enroute, dispatchers are capable of visually monitoring the flights for which they are responsible. They do this via a feed from air-traffic control. The part of the world they want to watch can be isolated and monitored on a desktop computer. This allows the dispatcher to keep an eye on the plane along with flights from other carriers; he or she can also monitor things such as flow rates into airports and alternate routes when weather becomes a problem.
As one dispatcher puts it: "It's almost like an over-the-shoulder look at ATC [air traffic control] without having to call them." This comes in handy when, for instance, an EFC (Expect Further Clearance) time has been issued for a holding pattern. When we hold, an estimate of when we can expect to exit holding and head for the airport is always part of the process. With this flight monitoring capability, dispatchers pretty much can tell whether the initial estimate will stand or whether it will change for better or for worse.
In addition, ATC issues a graph so dispatchers know hour by hour whether an airport will exceed its capacity. A "route trace" may be put on a flight to see whether ATC is issuing delay vectors or whether the flight has entered a holding pattern. When pilots enter a holding pattern they let their dispatcher know. However, just by the pattern on their monitor, the dispatcher may know a plane is in holding even before the pilot relays the information. This lets dispatchers anticipate the pilots' requests for information, such as the best alternate airport or weather conditions.
If enroute we have a medical emergency, weather diversion, mechanical problem or other issue, the captain will decide, with help available from dispatch and the airline's on-call doctor, where to divert the flight.
Although we carry manuals with us which contain lists of airports suitable specifically for medical or other types of diversions, we communicate with dispatch and get their recommendations. I have never yet had to divert for a medical emergency (knock on wood). If that happens, I'm glad to know someone on the ground probably already knows of the best diversion station for the best and fastest care for our passenger.
Dispatch has even been known to supply sports scores on occasion (if and when time permits, of course) as well as news if deemed important enough, like the election of a U.S. president or something of general interest.

Without the support of flight dispatchers, the pilots would never have time to do all the research required for every flight. My guess is the average passenger probably has no idea that dispatchers even exist, but to pilots they are absolutely indispensable members of the team, along with mechanics, customer service reps, load planners, ramp workers and many other groups that are an airline's "unsung heroes." They're our "big brother" or "big sister" watching over us from the flight's planning stages until we're parked safely at the destination.
My thanks to the dispatchers at American, ExpressJet and (former) Trans World Airlines who gave me their support for what I hope is an accurate reflection of their vital function to the airlines. And, of course, my hat is off — both literally and figuratively — to dispatchers at my own airline who are always with us, day and night, 365 days a year as we transport passengers and cargo safely all over the world.

Meryl Getline is a captain for United Airlines and author of The World at My Feet. She also publishes her own Web site, fromthecockpit.com. All opinions expressed in this column are exclusively those of Capt. Meryl Getline. United Airlines neither contributes to nor endorses this column. If you have a question, send it to her at mailto:mtravel@usatoday.com, acknowledging she may use it in a future column.

Ground Captain - by Wayne Phillips

Here is an aviation riddle: What do you call a person who does not fly but has the tested knowledge and responsibility of an airline transport pilot? An FAA certificated aircraft dispatcher, also known as an ADX.

Another title might be "ground captain". Instead of strapping into airliners, these airline professionals are surrounded by computers, data links, and phones at vital ground-bound command centers. Their responsibility matches that of the airliner's captain. Federal Aviation Regulation 121.533(b) says, "The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight...." FAR 121.595(a) adds, "No person may start a flight unless an aircraft dispatcher specifically authorizes that flight."

Before releasing a flight, dispatchers evaluate the weather, plan the flight, determine if the aircraft is equipped properly for the flight (such as life rafts for applicable over-water flights) and that maintenance problems have been solved, assess navigational aids at airports, and relay NOTAMs (Notices To Airmen) to the captain. Once the flight is released, the ADX monitors its progress and notifies the captain if conditions develop that might jeopardize the flight, provides alternate airport options, and draws on all ground resources to assist the captain in planning the best course of action. The ADX has the authority to cancel or delay a flight and to make other decisions to assure its safety.

Dispatching as a profession dates back 75 years. When the fledgling airline industry delivered U.S. mail, it looked to the railroads for ideas on how to plan and control its operations. So, just like the railroads in the Roaring '20s, the airlines hired dispatchers to make go/no-go decisions. In 1938, the Civil Aeronautics Board, the FAA's predecessor, developed regulations that mandated the use of federally licensed dispatchers by U.S. airlines. These regulations exist today. FAR 121.395 requires that "each domestic and flag air carrier shall provide enough qualified aircraft dispatchers at each dispatch center to ensure proper operational control of each flight."

Because a single dispatcher is responsible for a number of concurrent flights, the major airlines each employ 80 to 200 dispatchers, and the Airline Dispatcher's Federation estimates that there are more than 2,000 FAA-certificated airline dispatchers nationwide. This number is sure to grow. The FAA predicts that 1 billion passengers will be flying the "friendly skies" by 2013, and that the major airline fleet is projected to expand from 4,426 to 6,531. None of these airplanes, and the passengers they carry, will move without a dispatcher's release.

Although not now required to have and use them, a number of Part-135 regional airlines use dispatchers, and the FAA predicts that the commuter fleet will grow from 2,179 planes in 1994 to 3,250 in 2006. Part 135's dispatch option may become a requirement if the FAA's "Zero

Tolerance" initiative to provide one level of safety to all airline operations is adopted. In addition, a growing number of corporate flight operations use dispatchers.

ADX certification requirements are listed in FARs 65.53, 65.55, 65.57, and 65.59. Applicants must be atleast 23 years of age and be able to read, write, speak, and understand English.

As part of the certification process, the applicant must take a knowledge test equivalent to that taken by applicants for the airline transport pilot certificate. The applicant will be tested on regulations; systems of collecting and disseminating weather information; interpreting weather reports and forecasts; advanced meteorology, including upper atmosphere characteristics; and principles of forecasting and analysis. The test also includes many questions about aircraft navigation with special emphasis on IFR operations and procedures; communication facilities and procedures; air navigation; and air traffic control procedures.

Passing the FAA test is just the first step to an ADX certificate. Applicants must also take a practical test to demonstrate their expertise in transport-category aircraft weight and balance, operating limitations, cruise control charts, fuel and oil capacities and rates of consumption, and the aircraft operations manual. The ADX "checkride" covers landing areas, airport lighting facilities, altimetry, approach and landing facilities and procedures, applying available weather forecasts and reports to determine whether a flight can be made safely, dispatching and assisting a flight under adverse weather conditions, and emergency procedures. All of this testing is generally administered by an operations inspector from a local FAA flight standards district office.

Applicants must also present proof of practical experience. At least two of the three years before applying for the certificate can be experience in scheduled air carrier operations, scheduled military operations, or other aircraft operations as a pilot crew member, flight or ground radio operator, navigator, meteorologist, or other equivalent experience acceptable to the FAA.

Other forms of experience include work as an air traffic controller or serving as a dispatcher's assistant in scheduled air carrier operations, or successful completion (within 90 days before application date) of an FAA-approved training course for aircraft dispatchers. This last option holds promise for those who are unable to acquire on-the-job experience.

A number of schools provide ADX training; a typical course consists of about 200 hours of training over six to eight weeks. Tuition runs between $2500 and $5000, and most schools provide placement assistance. Getting a job as an ADX is not unlike applying for any position with an airline. Scour the "Help Wanted" ads in industry publications, complete airline application forms and specify an interest in dispatching, and network. Basically, you do everything that you would do in a hunt for a pilot slot.

Once dispatchers are hired, their training continues. They must learn and be tested on the operation specifics for each airline's aircraft, or those aircraft for which they will be responsible. They must learn the airline's routes, the airports at which the flights land, and other airline procedures. Like pilots, dispatchers must undergo periodic recurrency training, and they must fly (in the cockpit jumpseat) the routes their flights traverse.

Why would anyone want to be a dispatcher and fly a desk for an airline? Consider this: After working as a dispatcher for a major airline for 10 years, you have the potential of an $80,000 annual salary, and dispatchers working for regional airlines start at around $20,000 per year. Although they do not fly, dispatchers also have time and duty requirements similar to airline pilots.

Some experts say that the aircraft dispatcher's position is one of the best non-flying jobs in aviation. The dispatch department is the nerve center of an airline's or corporation's flight operations, and dispatchers are essential members of the flight crews. (Source: Flight Training Magazine, Feb 1996)