I have zero knowledge in aviation and aircraft dispatch systems also am not an English speaker but I’m willing to learn and put all it takes to become an aircraft dispatcher. I’m enrolling to the school of aviation in Seneca college in Toronto Canada. I watch your videos to prepare and you’re very knowledgeable and helpful. Thank you so much .
Hello & thanks for watching! I’m glad you’ve gotten enrolled in a school to learn aviation!!! Keep in mind Canada’s regulations are different than USA.
6 หลายเดือนก่อน +1
You will cry like me on your 1st days trust me she is making it interesting
Hi there. From the get-go, informing the Capt regarding the MEL and the APU being out--I have a friend who's a United 737 Captain, and he had told me one time that union rules/negotiations allow them to say no-go to a APU being out. In your experience, would that be a common response from most major airline Captains, to say no to a flight when the APU is on the MEL?
Hello! I would say it really depends on the airline. Where I worked (121 supplemental carrier with aging MD88s) we sometimes were either going with APU out or the whole operation was not going. We did not have a lot of maintenance support. If the dispatcher verifies there are starting power units downline, it can be done. But, I don't have information on specific work rules or union rules about specific MELs. It would be a company-specific thing. Thank you for watching! Great feedback!
At 12:21 you say that KPDX has an OVC004 layer "currently, which does present a problem, except for again, if I use exemption 3585..." But why would the current wx at KPDX present a problem? I thought only the wx at the ETA would be relevant? (And as you noted, the wx at the ETA is actually VFR.) Thanks for the great videos! :)
Hello! Sorry for the slow response on that one. I was out of town and then had a family funeral also out of town. Anyway, for your question, I think I said it was a problem because the current weather at PDX was a 400' ceiling and you need a 500' ceiling at PDX with derived alternates on the 2 navaid rule. Some airlines (depending on the company and its manuals and the flight length) say that the METAR and TAF are both controlling for the alternate (the weather derived using C055 has to be met by both the METAR and the TAF). However, other airlines say that the TAF at the time of arrival is controlling and don't typically utilize the METAR. In this example, I elected to use Exemption 3585 so that even the current weather did not present a problem at PDX. If you carefully read 121.619, it does say "weather indicated." There have been FAA legal interpretations on what that phrase means...does it mean METAR and TAF or whichever is worse or just TAF? Bottom line is each airline has its own rules and policy on this topic, and you have to know their rules and policy.
This video is not an example for the ADX written exam. It is for the FAA oral and practical in-person test that you do after completing a dispatch course.
How long should the briefing be? Is it the shorter, the better? What if you have a lot of mels/cdls or notams? Do you describe each one or just pick the most pertinent? Your videos have been very helpful. I finished everything but the oral/practical but have to take the adx again and probably, at least, a review course. But, the videos are almost like taking a crash course online. Very much appreciated. Thx!
For the practical test, as detailed as it needs to be to get things across! Often times if you make a good brief then the examiner won’t have so many questions later if you explain things as you go along. If you have a lot of MEL or CDL items then I would mention the limitations associated with each one. For the NOTAMS pick the ones that really matter like closed runways, things that affect minimums like glide slope inop or ALS inop. I hope that helps! I also thank you for the kind words on the videos and am so glad they’re helpful to you!
@@LauraLaster747 Sounds could streamline it A personal format that begins with introductions of yourself and the operating crew Ensure the crew in front of you is listed as the operating crew and all licenses are current The aircraft registration, maintenance status and bay number Check documents in order. The weather. Notams The flight plan proper The planned fuel and payload. Captains approval and signature.
@@jamesnowasassen7447 Thank you for the suggestions - again this is a simulated flight (no actual crew) for a FAA practical oral & practical exam for aircraft dispatcher. So there is no captain to actually check the documents or who can actually sign the flight release.
@@LauraLaster747 understood, but it is a dispatch briefing, yes, an Exam for a dispatcher, is that correct. The Briefing would be simulating as if you were briefing a " live " Is that not what a simulated exam is about I apologize if I got that wrong. Otherwise what's the point of making the video
The exam requires the candidate to give a simulated briefing to the FAA examiner. I hope that answers what you were asking. Apologies if it seemed disjointed.
Excellent. Thank you Laura.
You are welcome! Thanks for watching.
I have zero knowledge in aviation and aircraft dispatch systems also am not an English speaker but I’m willing to learn and put all it takes to become an aircraft dispatcher. I’m enrolling to the school of aviation in Seneca college in Toronto Canada. I watch your videos to prepare and you’re very knowledgeable and helpful. Thank you so much .
Hello & thanks for watching! I’m glad you’ve gotten enrolled in a school to learn aviation!!! Keep in mind Canada’s regulations are different than USA.
You will cry like me on your 1st days trust me she is making it interesting
I hope it is at a minimal level of interesting! 😁😁
Thank you Laura ❤
You are welcome!!!! Thanks for watching!
Hi there. From the get-go, informing the Capt regarding the MEL and the APU being out--I have a friend who's a United 737 Captain, and he had told me one time that union rules/negotiations allow them to say no-go to a APU being out. In your experience, would that be a common response from most major airline Captains, to say no to a flight when the APU is on the MEL?
Hello! I would say it really depends on the airline. Where I worked (121 supplemental carrier with aging MD88s) we sometimes were either going with APU out or the whole operation was not going. We did not have a lot of maintenance support. If the dispatcher verifies there are starting power units downline, it can be done. But, I don't have information on specific work rules or union rules about specific MELs. It would be a company-specific thing. Thank you for watching! Great feedback!
At 12:21 you say that KPDX has an OVC004 layer "currently, which does present a problem, except for again, if I use exemption 3585..."
But why would the current wx at KPDX present a problem? I thought only the wx at the ETA would be relevant? (And as you noted, the wx at the ETA is actually VFR.)
Thanks for the great videos! :)
Hello! Sorry for the slow response on that one. I was out of town and then had a family funeral also out of town. Anyway, for your question, I think I said it was a problem because the current weather at PDX was a 400' ceiling and you need a 500' ceiling at PDX with derived alternates on the 2 navaid rule. Some airlines (depending on the company and its manuals and the flight length) say that the METAR and TAF are both controlling for the alternate (the weather derived using C055 has to be met by both the METAR and the TAF). However, other airlines say that the TAF at the time of arrival is controlling and don't typically utilize the METAR. In this example, I elected to use Exemption 3585 so that even the current weather did not present a problem at PDX. If you carefully read 121.619, it does say "weather indicated." There have been FAA legal interpretations on what that phrase means...does it mean METAR and TAF or whichever is worse or just TAF? Bottom line is each airline has its own rules and policy on this topic, and you have to know their rules and policy.
And great question, by the way!
I have one question, during adx written exam It could be shown a flight plan like this? Thank you laura
This video is not an example for the ADX written exam. It is for the FAA oral and practical in-person test that you do after completing a dispatch course.
@@LauraLaster747 yes sorry I was confused I mean if this exercise it'll be shown during practical test.
@@marcopetrella83 yes, this “brief the examiner” is part of the Aircraft Dispatcher practical test standards.
So...when pilot start doing flight preparation
Hello, I'm not sure what you are asking. Can you clarify the question?
How long should the briefing be? Is it the shorter, the better? What if you have a lot of mels/cdls or notams? Do you describe each one or just pick the most pertinent? Your videos have been very helpful. I finished everything but the oral/practical but have to take the adx again and probably, at least, a review course. But, the videos are almost like taking a crash course online. Very much appreciated. Thx!
For the practical test, as detailed as it needs to be to get things across! Often times if you make a good brief then the examiner won’t have so many questions later if you explain things as you go along. If you have a lot of MEL or CDL items then I would mention the limitations associated with each one. For the NOTAMS pick the ones that really matter like closed runways, things that affect minimums like glide slope inop or ALS inop. I hope that helps! I also thank you for the kind words on the videos and am so glad they’re helpful to you!
Laura how can I make contact with you
All contact info is on my website: www.theaviationvault.com
ABC’s
Not sure what you mean, but okay!
Rather disjointed
So sorry you didn't like it! What could I have done better?
@@LauraLaster747
Sounds could streamline it
A personal format that begins with introductions of yourself and the operating crew
Ensure the crew in front of you is listed as the operating crew and all licenses are current
The aircraft registration, maintenance status and bay number
Check documents in order.
The weather. Notams
The flight plan proper
The planned fuel and payload.
Captains approval and signature.
@@jamesnowasassen7447 Thank you for the suggestions - again this is a simulated flight (no actual crew) for a FAA practical oral & practical exam for aircraft dispatcher. So there is no captain to actually check the documents or who can actually sign the flight release.
@@LauraLaster747 understood, but it is a dispatch briefing, yes, an Exam for a dispatcher, is that correct.
The Briefing would be simulating as if you were briefing a " live "
Is that not what a simulated exam is about
I apologize if I got that wrong.
Otherwise what's the point of making the video
The exam requires the candidate to give a simulated briefing to the FAA examiner. I hope that answers what you were asking. Apologies if it seemed disjointed.