Flight dispatch - Lecture notes All PDF

Preview

Summary

Information covered within class....

Description

September 3 2020 Aircraft regulations: Aeronautics and space Title 14 cfr part 65/part 121 Part 65: Certification for others than pilots (dispatchers) 65:51- can’t act as a dispatcher unless you have a dispatcher certificate within your personal possession 65:53- eligibility requirements (21 Year’s of age/ to use the certificate you must be 23/ knowledge/written/practical tests) 65:55- knowledge requirements for written test (written is good for 24 calendar months) Part 121: 121:99- communication facilities domestic/flag carriers operators must show that a two way radio communication system is available the entire route between the aircraft and airline operator (dispatcher) data or voice (cannot be operated by the United States) 121:101- weather reporting facilities (operator mus5 show that there are enough weather reporting points/items along the route- receiving enough Wx reports) 121:161- aircraft limitations for the type of route (no certificate holder may operate a twin engine airplane on a route that contains a point farther than a flying time from an adequate airport that is 60 minutes (at a one engine in-operative cruising speed) Adequate airport- meets the landing limitations 121:191- turbine engine powered en route limitations: one engine inoperative (What’s going to happen when you lose an engine) if you lose an engine can you clear the terrain that is 5 S.M off the center and you must clear it by 1000 feet. IF YOU CANNOT CLEAR THE TERRAIN: Method 1: limit the takeoff weight Method 2: list an en-route alternate 121:193- enroute limitations: Two engines inoperative on a 3 or more engine aircraft (must worry about drift down scenario when more than 90 minutes of an adequate airport) 121:195- landing limitations at your destination airport (aircraft performance- how heavy you can be landing at your destination)

121:197 No person may list an airport as an alternate airport in a dispatch or

flight release for a turbine engine powered airplane unless (based on the

assumptions in § 121.195 (b)) that airplane at the weight anticipated at the time of arrival can be brought to a full stop landing within 70 percent of the effective length of the runway for turbopropeller powered airplanes and 60 percent of the effective length of the runway for turbojet powered airplanes, from a point 50 feet above the intersection of the obstruction clearance plane and the runway. 121:329- supplemental oxygen for sustenance Crew members: Cabin pressure altitudes above 10,000 ft up to and including 12,000 ft the crewmember must be provided and used supplemental oxygen for more than 30 mins. Above 12,000ft for any duration, the oxygen must be provided and used.

PAX: Above 10,000 ft up to and including 14,000 ft supplemental oxygen must be available for 10% of the passengers only if your at those altitudes for more than 30 mins. Between 14,000 ft and 15,000 ft occupants must be provided oxygen for 30% of passengers and above 15,000 ft oxygen must be available for all passengers

121:395 each operate certificate holder must have enough dispatchers to control the airline. 121:422 initial and transition ground training for dispatchers (Airlines must train the dispatcher) 121:463 aircraft dispatcher qualifications- must have initial training and have operating familiarization Watch pilots how they operate for 5 hours originally and 5 hours every year 121:465 dispatcher duty limits Each certificate holder shall establish a daily duty period for dispatchers that begins at a time that they can become familiar with the existing weather conditions before he or she dispatches a flight. Dispatcher stays on duty until the flight lands or they can be relieved. Airline cannot schedule you for more than 10 consecutive hours Airline must schedule an 8 hour rest period in between shifts on the same day Must have 24 hours every 7 days or the equivalent of a month

121:533 your authority as a dispatcher The airline decides operational control The PIC and dispatcher are jointly responsible for the preflight plan, delaying the flight to ensure its a safe and legal plan , and the dispatch release document The dispatcher is responsible for: monitoring the progress of each flight, , cancelling or rescheduling the plan if it affects the safety of the flight 121:593 no person may operate a flight unless a dispatcher specifically authorizes the flight 121:599 you cannot release a flight until you become familiarized with the weather 121:601 Information needed to give to the PIC from the dispatcher all available current reports, any NOTAMS that may affect the safety of the flight, all available weather reports that may affect the safety of the flight. And any additional information that may affect the safety of the flight (ANY CHANGES that may occur while enroute) 121:613 dispatch/flight release under IFR no person may dispatch or release an aircraft if the weather conditions are at least at or above the prescribed minimums at the arrival airport 121:617 takeoff alertnate if the weather conditions at the departure airport are lower than the landing minimums no person may dispatch or release an aircraft unless you list an alternate With two engines the alternate cannot be more than 1 hour away With more than two engines the alternate cannot be more than 2 hours away The alternate must meet the weather requirements listed within the operators specifications 121:619 an alternate for your destination airport- no person may dispatch an aircraft without an alternate unless the weather is: You can go without an alternate if the weather forecast 1 hour before to 1 hour after your eta if the ceilings are at least 2,000 ft and the visibility is at least 3 s.m 121:625 alternate airport weather minimum (no person may list an alternate on the release form unless the weather is above what’s listed within the ops specs) 121:631 A) certificate holder may specify any regular, provisional, or refueling airport as a destination on the release. (Alternates cannot be shown as a destination) B) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the

operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en route to include any alternate airport that is within the fuel range of the aircraft 121:639 fuel requirements domestic operations- no person may dispatch unless the aircraft has enough fuel to fly to the airport that its been dispatched to plus the furthest alternate and there by after for 45 mins of normal cruise fuel consumption 121:647 there are 4 factors for computing fuel required 1.Wind and weather forecasts 2. Anticipated ATC delays 3. Missed approach 4. Anything else that may delay the landing of the airplane 121:663 responsibility for dispatch release- the certificate holder shall prepare a release specified for a flight authorized by a dispatcher/pic only if the flight can be operated safely 121:687 6 items on a release to be legal: 1. Flight number 2. Plane number 3. Airports 4. Statement of operation 5. Minimum fuel supply 6. Weather notams 121:693 load manifest 121:695 PIC shall carry in the plane to the destination a copy of the release the load manifest and ATC flight plan

121:607 Except as provided in paragraph (b) of this section for a certificate

holder conducting flag operations, no person may dispatch an airplane over an approved route or route segment unless the communication and navigation facilities required by §§ 121.99 and 121.103 for the approval of that route or segment are in satisfactory operating condition. International Regulations: 121.99 communication requirement (two way communication between airline and the airplane even internationally

121.535 operational control flag operations- no pilot may operate the aircraft in such a manner that it is careless or reckless and affects the safety of the flight 121.621 alternate airport for the destination flag operations: No person may dispatch unless he or she lists an alternate for each destination unless the flight is scheduled for more than 6 hours. (If the flights over 6 hours, you need an alternate) If less than 6 hours, 1 hr before to 1 hr after ceilings must be at least 2,000 feet or 1,500 feet above the approach ceiling and visibility at least 3 s.m or 2 s.m above approach visibility to not have to list an alternate 121.645 flag operations fuel requirements: Enough fuel to destination and fly for an additional 10% of time it took to get to your destination and enough to fly to your furthest alternate and be able to hold for 30 minutes at 1500 ft at your alternate Island reserves: if flying to island, you have to have enough fuel to get there and you don’t need to list an alternate but you do need to land with 2 hours of cruise fuel Emergencies: 121.627 continuing flight in unsafe conditions No pilot in command may allow the flight to continue to its destination if they or the dispatcher believe the flight cannot be completed safely. Unless in the opinion of the pic there is no safer option. If that occurs, it is an emergency situation headed towards that airport. If equipment breaks on the aircraft the pic must follow the procedures listed within the certificate holders manual 121.557 emergencies In an emergency situation that requires immediate action necessary the pic may take any action they believe necessary to the extent required within the interest of safety In an emergency situation arising during flight that requires immediate decision and action by an aircraft dispatcher, and that is known to him, the aircraft dispatcher shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the decision recorded. If the aircraft dispatcher cannot communicate with the pilot, he shall

declare an emergency and take any action that he considers necessary under the circumstances. ETOPS: (extended twin engine operations) 120 mins from an adequate airport 138 mins 180 mins 207 mins 240 mins 121.646- (critical fuel scenario) plan for the most fuel critical scenario. At the critical point (equal time put). Decompression and having to descend down to 10,000ft and then fly to a now suitable alternate 4 ETOPS fuel adds: 1. Plan for APU burn 2. Wind error 5% 3. Plan for icing 4. Plan for 15 mins hold at 1500ft above field elevation A 3 engine airplane only has to plan for critical fuel scenario only if they are more than 90 minutes from an airport. 121.624 what makes a suitable ETOPS alternate: no person may list an alternate unless it may be used from the earliest possible time to the latest possible time. Must have weather minimums. Once the flight is airborne you can use landing minimums. Field conditions indicate a safe landing can be made. ETOPS entry point: when entering you are now more than 60 minutes from an adequate airport 121. The following fire fighting and rescue services are required for an alternate ETOPS airport. ICAO category 4 crash fire rescue operating requirement is required. 121.631 no person may allow a flight to continue beyond the ETOPS entry point unless you do the following: the ETOPS alternate airport is reviewed and any new information or changes is given to the pilots. If an ETOPS alternate is no longer a suitable alternate for any reason, you cannot enter ETOPS however you can list another alternate however you must be sure you are able to make it there. Navigation: VOR: (short range) low, high, terminal Long-range navigation: 1. Inertial navigation system OR Inertial Reference Unit (INS/IRU) within the airplane itself 2. Global positioning system (GPS)

Types of navigation: Class 1: when you are navigating within the service volume of a VOR (safety net) (on top of using GPS you have VOR as a fail safe) Class 2: anything that is not constituted as class 1 Ex. Only using GPS or INS airplanes with class 2 must be approved within ops specs and pilots trained Communication: aircraft communicates with ATC and Dispatch ATC: voice communications (VHF radios and H.F radios and can use sat.com but is not required) /data communications (VHF data link and sat.com data link- uses A.D.S or C.P.D.L.C) Dispatch: voice communications (VHF radios and H.F radios and sat.com)/data communications (VHF data link and H.F data link and sat.com data link) VHF radios: short range system Long range system: 1. High frequency radio: (low-end frequency) selcal- attached to H.F radios and operates on two tones which alerts the pilot if a call is coming in 2. Sat.Com: (Satellite communication) much more reliable and clearer communication New unit: Systems Flight controls: Primary: ● Elevator (Manually Actuated Hydraulically Assisted) Manual Reversion- A backup if hydraulics are lost within elevator/aileron system ● Ailerons (Manually Actuated Hydraulically Assisted) ● Rudder- hydraulic actuated only (Yaw Damper- will quell any oscillations *prevents Dutch roll) Secondary: ● Spoilers ○ In flight- used as speed brakes/Assist in roll ○ On the Ground- Stop the aircraft ● Leading Edge Devices ○ Krueger flaps ○ Slotted slats (Will automatically be deployed if aircraft is at too slow of an airspeed) ● Trailing Edge Flaps Aircraft Engines: 2x CFM56 - 2 stage high bypass turbo fans

Hydraulics: 3 separate systems (3,000 p.s.i.) A system: engine driven pump/electric driven pump Runs: ● Autopilot A ● Nose wheel steering ● Landing gear (Manual extend back-up) ● Alternate brakes ● #1 engine thrust reverser ● In-board spoilers ● Elevator/Aileron/Rudder ● Power transfer unit B system: engine driven pump/electric driven pump Runs: ● Autopilot B ● Alternate nose wheel steering ● Landing gear transfer unit (only used to retract landing gear if system A is lost) ● Normal brakes (Anti-skid & Auto brakes) ● #2 engine thrust reverser ● Out-board spoilers ● Elevators/Ailerons/Rudder ● Leading edge devices/Auto slat ● Yaw Damper ● Trailing edge flaps (Electric back-up only has a 15 degree maximum) Stand-by system: only has an electric driven pump Runs: ● Rudder ● Leading edge devices (extend only) ● Both engine thrust reverser Electrical: #1 engine generator (Constant Speed Drive) | #2 engine generator C.S.D) | APU generator | Ground Power —> all draw out A/C *Battery draws out D/C (Will only last 30 minutes) Transformer Rectifier- Takes A/C power and computes to D/C power Static Inverter- Takes D/C power and computes to A/C power Fuels distributed: First fills both wings and then goes into the center tank Restrictions: There is a maximum 1,000 lb imbalance Pneumatics: (Air power) Pressurization of the airplane:

Air conditioning: Anti-Ice systems: uses bleed air Engine starter: Hydraulic/Water tank pressurization:

Fire: 1. Detect- Engine fire X2 Hallon bottle (manual process)/ APU x1 Halon bottle (Automatic)/ Cargo gold x2 Hallon bottles connected by a squib/ lavatories only has a smoke detector/ gear fire (no extinguishing agent) 2. Extinguish: 2 Halon bottles connected to a squib

Anti-Ice: 1. Pneumatic (Warm bleed air to warm the engine cowl and leading edge of engine and the leading edge of the wing 2. Electric: Pito tube and static ports / aoa vain and temperature probe/ drain masts/ flight deck windows Oxygen 1. Crew: refillable canister with aviators 100 percent oxygen 2. Passengers: oxygen generators- generate oxygen

New Unit: Performance Takeoff: (flaps 1- standard flaps setting) Structural limit: designed limitation of the airframe (130,000 pounds B737) Runway limit: 1. Accelerate/Stop (V1) 2. Accelerate/Go 3. AllEngine (+15%) 4. Obstacle Clearance Performance Limit: Engine out climbLanding limit: Enroute limited:

Landing: (114,000lbs maximum to land) (Flaps 30) Structural limit: Runway limit: (Can you stop within 60% of the runway by stopping within the first 1,000 ft.) Wet- 15% penalty Wind Performance limit: 1. Approach Climb: Can you do a missed approach with an engine out 2. Landing Climb: Can you do a missed approach with all your engines

V1- takeoff decision speed Vr- Rotation speed V2- takeoff safety speed Weight and Balance:...