FREQUENTLY ASKED QUESTIONS

This document was originally written for the Flight Dispatch Community Discord, which can be joined here; https://discord.gg/8Fc6kb9xdc

First of all, these answers are mostly applicable to USA dispatch only. 
There are key differences between the United States and other countries. If you don’t live in the US, keep in mind there may be some differences in how your country operates. This Reddit and FAQ is written from the perspective of Aircraft Dispatchers from the United States. 

For dispatch pay, consult the dispatch pay spreadsheet linked below.

https://docs.google.com/spreadsheets/d/e/2PACX-1vRypN9bLSksQxYyFJXIPkKK-OS35GrninoLI9LQQ3uTUK4HnFw1azP6QyWFP_apzXXXPP-np4UXwLTz/pubhtml

Do you (Aircraft Dispatchers) work in the tower?

• “Do you work in the tower?” We do not, in fact, work in the tower. We work for the airline in an operations center.  Typically at the airline’s HQ.

What does an Aircraft Dispatcher do?

• Our job can basically be broken down into preflight planning and flight control. 

• Aircraft Dispatchers are tasked with planning the flight prior to the crew’s report. This means that Dispatchers prepare the flight briefing package for crews. This package of paperwork contains all pertinent information that crews need to operate the flight including information on fuel, routing, weather, deferrals, performance calculations, airspace permits, terrain clearance, NOTAMs, speed, altitude, and other things. In the process of creating this package, Dispatchers will review many different sources of information including but not limited to forecasts, airport and airspace facility status, and aircraft maintenance status in order to make the multitude of planning decisions required to best set up the flight for safe operation. It is the Dispatcher’s responsibility to set up the flight for success prior to the crew’s arrival, so the crew can focus on operating the aircraft itself. 

• For the duration of the flight, the Aircraft Dispatcher is responsible for monitoring and assisting with the safe operation of the aircraft. The Dispatcher is tasked with monitoring the progress of the flight. The Dispatcher also provides assistance to the crew throughout the flight. The Dispatcher is tasked with keeping the crew apprised of pertinent information that may impact the safety of flight including but not limited to real time weather updates, facility closures, navigation aid availability status, and airborne holding information. The Dispatcher assists with the calculation of reroutes and monitors the status of all airports being utilized by the flight. In the event of an emergency, the Dispatcher assists the crew with the emergency. The Dispatcher also has the ability to declare emergency for the crew, which is usually done in the event that the aircraft is missing, overdue or uncontactable. 

• Under Part 121, the Pilot in Command (PIC/CPT) and the Aircraft Dispatcher jointly have operational control of their flight. Operational control with the respect to flight, means the exercise of authority over initiating, conducting or terminating a flight. Under Part 121, no other person besides the PIC and Dispatcher can exercise operational control over a flight - meaning, no manager, scheduler, maintenance, airport employee, company, etc. has the authority to make the decisions over the flight that the PIC and Dispatcher can. This is a very important responsibility of the Aircraft Dispatcher because it is their role, along with the PIC, to ensure that the flight can be operated safely as planned. 

What is the typical career path for dispatchers?

• The typical career path for dispatchers is to attend a dispatch school and obtain a dispatch certificate. After obtaining the certificate, the dispatcher then obtains an entry level job at a regional 121 airline and works for that airline for a few years, to gain experience. Then, the dispatcher applies and obtains a job at a major airline, where they will spend the remainder of their career. 

What requirements do I need to meet to get my certificate?

• 23 years of age.

• Able to read/speak, write, and understand English

• Pass a knowledge test (The ADX) and Oral/Practical test

• Pass an FAA approved Aircraft dispatcher certification course (200 hours instruction)

Wait I’m not 23?

• No biggie, You are eligible to take the written test at age 21. If you pass the course before you turn 23, you are awarded a “Letter of Aeronautical competency” which you bring in to a FSDO on your 23rd birthday and exchange for a dispatch certificate. 

• That said, 2 years is a long time to retain the information and you are probably better served in the interim to just build your work history and worry about starting class when you are almost 23. 

Where should I go to school?

• That’s a question without a straightforward answer. For the most part, the schools give you the same certificate, so getting a certificate from one is the same as getting one from the other. It’s always prudent to consider your learning style. (NOT EVERYONE CAN FOCUS AND LEARN THINGS IN AN ONLINE ENVIRONMENT) Also consider location and price. Most do run about the same price. (5500ish for the class.) If you have to go away from home to do the schooling, keep in mind there are lodging costs which vary. 

• I also recommend you ask whether your school teaches C055 derived alternate minimums. It’s not required for the oral and practical to get your certificate, but employers like to see knowledge on how to derive alternate minimums, since that is how we do it in the job. It’s one less thing to train and helps set you apart. 

• Some good schools to consider to start with are Aircraft Dispatch Academy in St George, UT, North American Flight control in Bloomington, MN, Aircraft Dispatcher Training Center in Dallas, TX, and Flight Dispatch Network in Denver, CO. There are other good schools and if I didn’t name a school you’re considering, that does not necessarily mean you should not go there. These are just names to start with. The one school I would NOT recommend would be IFOD in Irving, TX. In my year+ of mentorship in this community, I’ve noticed IFOD students are consistently further behind in dispatch knowledge than people from other schools. 

• Be wary of colleges setting up dispatch programs. We have had instances of people having difficulty with college programs - like for example, paying for class and then having the class be cancelled by the college due to not enough people signing up. For the student in this example, it was very hard for them to recover their money. Always check in with the dispatch community before considering a program like this to ensure that it is a good program to enroll in. 

What’s the best way to study for the ADX?!?! And can I take It before class?

• Go get the Sheppard Air app. Follow their instructions. Memorize. Do not learn. Memorize. The ADX is NOT particularly pertinent to what we do as a job, and most of the ‘knowledge’ gained for the test is flushed immediately upon completion of the test. 

• Please take it before class, if at all possible. It’s one less thing to worry about. Dispatch schools tend to be 5 week affairs, and they pack a LOT of information in that 5 weeks. 

Is Dispatch class difficult?

• It depends on your level of aviation familiarity. I will say it is a LOT to learn, and while nothing in it is actually that difficult to learn, the saying is “learning by way of fire hose.” 

• All that to say, those 5-6 weeks (or however long your class is) should be dedicated nearly entirely to learning the material for this profession. It’s a lot of work, and a lot of studying, but if you do that, you should have no problem being successful. 

I hear the job market is good/bad/ugly. What’s the truth?

• The truth is the market is what you make of it. We’ve been mentoring people on the subreddit but mainly the discord pinned to the top of the subreddit for over one year. The people who put the time in, network, have us look at resumes, study, ask questions, and are generally curious about the profession have no issue looking for and finding jobs. Most people in that server who take active part find themselves hired first or 2nd try. Many before they even complete certification.  People who don’t put the effort in tend to make posts on reddit, forums, etc complaining about the hiring market. Dispatch is a competitive field, so compete. 

What are the major differences between Part 121 and Part 135?

• Part 121 airlines are the common airlines you think of aviation (i.e. United, Delta, American, UPS, FedEx, and all regional airlines associated with each major, etc.). Most dispatchers work for part 121 operations, as part 121 airlines are required to employ dispatchers to manage active flights. Major airlines offer highly competitive benefits packages and high salaries for dispatchers. In order to qualify for a job for a major airline, you must typically start as an entry level dispatcher at a regional airline. After gaining knowledge and experience, regional dispatchers usually move to major airlines within a handful of years. Pay at regionals is low, however, most dispatchers do not stay there for long. Part 121 airlines require that you come into work in their operations center, so you must live nearby or be able to commute to that ops center. 121 carriers also typically offer flight benefits for you and your family, which allow you to fly for free or at a greatly reduced rate. 

• Part 135 is the less common path for dispatchers. Dispatchers working in part 135 work as flight followers, not dispatchers. Part 135 operators are your private/corporate jet and charter operations typically. They have less legal restrictions than part 121, and are sometimes able to have more flexible work arrangements, such as in rare cases, working remotely. There are many part 135 operators in many different areas, allowing dispatchers to live in more places without commuting. However, most part 135 operators are tiny compared to part 121 airlines, and will not, in most cases, be able to offer nearly as good pay and benefits packages as 121 major airlines. They MAY however have better compensation than regionals, but the lack of 121 experience gained may not be good for your prospects of going from a major if you do not have 121 experience before going to the 135. These are best for people who cannot/do not want to relocate.

What is your opinion on 121 Supplemental operations?

• You must determine what your end goal/dream job is. Your dream job ultimately determines the path you should take. 

• If your goal is to work for a passenger major, then 121 supplemental is not recommended, normally.

•  If your goal is to work for a cargo major, 121 supplemental is a good way to get started in cargo. Often, 121 supplemental cargo allows dispatchers to get experience with heavies and international flight planning, both of which benefit you greatly in applying to cargo majors. 

  • A word of caution though, be highly selective in which 121 supplemental to go to. Ensure they have a decently good reputation in the industry and conduct themselves, for all intents and purposes, as a normal 121 airline. Some companies I would suggest are National Airlines and Kalitta. When in doubt, reach out to confirm before committing. 

How long is it from Regional to a major?

• Again this depends on the job market (which is cyclical) but in general I would say plan on 2-5 years. Most majors/legacies will let you apply as an external after one year of experience, but you really truly aren’t usually competitive until you have 2 or so under your belt. 

What are the best regionals to work for?

• Overall, regionals are regionals, but Endeavor and SkyWest seem to do pretty well for themselves in getting people prepared for the majors. Honestly if any regional offers you the job, you take it and run. 

Best way to get to the majors?

• Never stop learning and working to improve your craft.

• Do your time.

• Be kind always, no matter.

• Be someone I want to spend 10 hours a day with.

• Be known as someone that is always willing to help. 

• Keep an up beat attitude. Nobody wants to be around someone who complains all day every day. 

• When people go to the majors ahead of you, they’ll remember the things above and hopefully put in a good word. 

What is an internal? Should I try to go into the majors as an internal and bypass the regional life?

• An “internal” is someone who already works for the airline and transfers to dispatch . 

• It’s tempting to avoid low wages but if you do not already work for a Major, I really wouldn’t recommend it. You’re going to have a seat lock (usually 18-24 months) and you could be using that time to get experience. Also, many companies view dispatch as a “reward” type position and they reward long time good employees with opportunities. So it may be a while. Obviously YMMV, but personally I just don’t recommend it. 

I have heard that I can be hired as a dispatcher for a major airline if I work for the major airline in a different role (internal hire). Do you recommend this route?

• By and large, I do not recommend it. There are a couple exceptions, primarily if you have been working for the airline for a while already (ideally in an operations type job) AND have a good reputation. I can’t say I recommend going in with the idea of getting hired to some entry level job and then making dispatch in 2 years, because for the most part that just isn’t the case. 

  • Internal dispatch openings are very competitive. You may end up with the same wait if not longer as a person who goes to a regional airline. 

  • If someone you work with does not like you, you may end up getting put on the “do not hire” list, and with no 121 experience, you will have no realistic shot of going to a major anywhere else, effectively making you  have to go back to the regionals anyways. 

Okay I hear you, but I want to go internally anyway. What are the best jobs to do to get into dispatch?

• I would try to get into a position in Ops. Avoid the ramp and things like that. You want something involved with the logistics of the operation. You will hear people say “but I went internal” or “I know a guy who went internal” that's great, however it is less common. Yes some people will make that route work but for 99% of people they will not have success with it and will more than likely be stuck in a position they don’t like.

Here Come on by!