FAA Aircraft Dispatcher (ADX) flashcards

Requires certificate holders to use weather data only from the National Weather Service or an FAA-approved source for flight planning and dispatch.

• Ensures standardized, reliable weather data
• Applies to both forecasts and reports
• FAA approval process validates non-NWS providers

Memory trick: No stamp, no forecast — NWS or FAA-approved only.

WCA is calculated as the arcsine of the crosswind component divided by true airspeed: WCA = arcsin[(Wind Speed × sin(Wind Angle)) / TAS].

• Crosswind component = Wind Speed × sin(wind angle)
• WCA = arcsin(crosswind component / TAS)
• Heading = True Course ± WCA depending on wind direction

Memory trick: 'Sine the wind, divide by speed, arcsine gives the need.'

Controlled airspace from 18,000 ft MSL up to and including FL600 over the contiguous U.S., requiring IFR operation.

• Extends 18,000 MSL to FL600
• All operations must be conducted IFR
• ATC clearance and instrument rating required

Memory trick: 'A' is for 'Altitude Above 18,000' — always IFR.

A radar approach technique used when an aircraft's gyroscopic heading indicator has failed, using turn/stop-turn instructions instead of headings.

• ATC issues 'turn left/right' and 'stop turn' calls
• Standard rate turns used, half-standard inside FAF
• Conducted via ASR (surveillance) or PAR approach

Memory trick: 'No gyro, no headings — just start and stop the turn'

Rule determining when a destination alternate airport is required for Part 121 domestic IFR operations, based on forecast ceiling/visibility around ETA.

• Time window is 1 hour before to 1 hour after ETA
• Alternate not required if ceiling ≥2,000 ft and visibility ≥3 SM throughout window
• If conditions are below this, an alternate airport must be listed in the dispatch release

Memory trick: '2 and 3, no alternate for me' — 2,000 ft / 3 SM window

A federal airway based on VOR navigation extends 4 NM on either side of the centerline from 1,200 feet AGL up to but not including 18,000 feet MSL.

• Total protected width is 8 NM
• Base is 1,200 ft AGL
• Top is just below 18,000 ft MSL (Class E to FL180)

Memory trick: 'Four and four make eight' — 4 NM each side equals 8 NM total.

A pilot may not begin an instrument approach if the latest weather report shows visibility below the published minimum for that procedure, unless already past the FAF/OM.

• Applies to commencement of the approach, not continuation after passing FAF/OM
• Uses the most recent official weather report
• Exception exists once past FAF or outer marker inbound

Memory trick: "Past the Fix, You Can Fix the Landing" — once past the FAF/OM, weather report changes don't stop you.

Takeoff weight must satisfy both accelerate-stop distance required (ASDR) and accelerate-go/takeoff distance required (TODR); the runway (plus stopway/clearway as applicable) must accommodate the greater of the two.

• ASDR uses runway + stopway (not clearway)
• TODR (accelerate-go) may use runway + clearway
• Balanced field length: ASDR = TODR at chosen V1
• Weight is reduced until both distances fit available surfaces

Memory trick: Stopway helps you STOP, clearway helps you GO — don't mix them up

The farthest point an aircraft can fly and still have enough fuel to return safely to the departure airport, based on fuel endurance and ground speeds in each direction.

• PNR distance = (Endurance x GSout x GSback)/(GSout+GSback)
• Time to PNR = PNR distance / GSout
• Different from Equal Time Point, which does not depend on fuel endurance
• Critical for overwater/remote area dispatch planning

Memory trick: PNR: 'Past here, turning back costs more fuel than you have'

The rate at which an unsaturated rising (or descending) air parcel cools (or warms) due to expansion (or compression), approximately 3°C per 1,000 feet (5.4°F per 1,000 ft).

• Applies only while the parcel remains unsaturated (below the LCL)
• Once saturated, the parcel cools at the slower saturated (moist) adiabatic rate (~1.1-2.8°C/1000ft)
• Used to estimate parcel temperature changes during vertical motion for stability analysis

Memory trick: Dry air cools 3 degrees Celsius every 1,000 feet — 'three's a nice round number for dry air going up.'

The point along a route where the time to continue to destination equals the time to return to departure, calculated using groundspeeds in each direction.

• Formula: ETP distance from departure = D × GS_home / (GS_out + GS_home)
• Used for oceanic and ETOPS planning to decide continue-vs-return decisions
• Time to ETP = ETP distance / GS_out

Memory trick: 'Distance times the OTHER way's speed, over the sum of both speeds'

A required radio report made at designated fixes on non-radar routes containing identification, position, time, altitude, and next fix ETA.

• Required when not in radar contact
• Compulsory points depicted by solid triangles on enroute charts
• Includes ID, position, time, altitude, and next fix ETA/name

Memory trick: 'I Prefer To Always Explain Next stop' — Identification, Position, Time, Altitude, ETA/Next fix

FAA-mandated minimum distances between aircraft based on weight category to avoid wake vortex encounters.

• Heavy behind Heavy: 4 NM
• Large/B757 behind Heavy: 5 NM
• Small behind Heavy: 6 NM

Memory trick: The smaller you are, the farther you stay from a Heavy's swirl.

Aircraft are grouped into categories A–E based on approach speed (1.3 Vso) to determine circling and straight-in approach minimums.

• Category A: <91 kts
• Category B: 91-120 kts
• Category C: 121-140 kts
• Category D: 141-165 kts

Memory trick: 'A-B-C-D-E: Add 30 knots each letter, roughly.'

Loading an aircraft near its forward CG limit increases stability and stall speed while requiring more nose-up trim, slightly reducing cruise efficiency.

• Forward CG increases longitudinal stability
• Forward CG increases stall speed
• Forward CG requires more nose-up trim, increasing trim drag

Memory trick: Forward CG is like a nose-heavy see-saw: stable but stalls sooner and drags more.

A thunderstorm cell progresses through three stages: cumulus (updrafts only), mature (updrafts and downdrafts, precipitation begins), and dissipating (downdrafts dominate, storm weakens).

• Cumulus stage: updrafts only, no precipitation yet
• Mature stage: precipitation begins, updrafts and downdrafts coexist, most severe hazards
• Dissipating stage: downdrafts dominate, rainfall decreases, storm weakens

Memory trick: 'Cumulus grows Up, Mature mixes Up and Down, Dissipating goes Down.'

Default weather minimums used to determine if an airport qualifies as an alternate: 600-2 for airports with a precision approach, 800-2 for nonprecision-only airports.

• Precision approach available: 600 ft ceiling, 2 SM visibility
• Nonprecision only: 800 ft ceiling, 2 SM visibility
• Higher minimums may be published on some approach charts

Memory trick: '6-2 Precision, 8-2 Nonprecision' — count the letters to remember the split.

Part 121 flag (international) operations require fuel to destination, then alternate, then an additional 30 minutes at normal cruising fuel consumption—less than the domestic 45-minute reserve.

• 121.645 governs flag/international fuel reserves
• Reserve is 30 minutes at normal cruising consumption
• Domestic operations (121.639) require 45 minutes instead

Memory trick: 'Flag flies far but reserves less — thirty, not forty-five.'

A coded 6-digit group representing forecast wind direction, speed, and temperature at a given altitude, with special coding for winds ≥100 knots.

• First 2 digits = wind direction (tens of degrees); add 50 if ≥100kt coded
• Middle 2 digits = wind speed in knots; subtract 100 if direction was coded +50
• Last 2 digits = temperature in °C; always negative above 24,000 ft (sign omitted)

Memory trick: Add 50, sub 100 — that's the code when winds are fast and hot to trot (fast, that is).

An RNAV waypoint at which the aircraft must fly directly over the point before initiating any turn, used at critical locations such as missed approach points.

• Depicted with a different chart symbol than fly-by waypoints
• No turn anticipation prior to the point
• Common at MAPs and other precise-position-required fixes

Memory trick: 'Fly-BY lets you cut the corner; Fly-OVER makes you touch the dot first'

Reduced Vertical Separation Minimum airspace, generally FL290–FL410, allows 1,000-foot vertical separation instead of the standard 2,000 feet, increasing airspace capacity.

• RVSM range: FL290 to FL410
• Separation reduced from 2,000 ft to 1,000 ft
• Requires RVSM-certified aircraft and crew authorization
• Above FL410, standard 2,000 ft separation resumes

Memory trick: RVSM: Reduces Vertical Separation to a Mile (1,000 ft) high up

The maximum takeoff weight at which the aircraft can meet the minimum required one-engine-inoperative climb gradient for a given segment.

• Second segment: gear up, takeoff flaps, 35-400 ft AGL, OEI
• Compared against field length limit and obstacle limit weights
• The most restrictive of the three limits becomes the actual max takeoff weight
• Affected by temperature, altitude, and flap setting

Memory trick: Three gatekeepers guard takeoff weight: Field, Climb, and Obstacle

Regulation granting the PIC authority to deviate from rules and procedures as necessary during an in-flight emergency, subject to later reporting.

• PIC may deviate from Subpart B/C rules and ops specs during an emergency
• Deviation authority is limited to the extent required by the emergency
• A written report may be required to be submitted to the Administrator if requested

Memory trick: 'Emergency erases the rulebook, briefly' — PIC's temporary override power

A great circle is the shortest path between two points on a sphere with a constantly changing true course; a rhumb line holds a constant course but is longer except along the equator or a meridian.

• Great circle = shortest distance, changing true course
• Rhumb line = constant true course, longer distance (except equator/meridian)
• Used extensively in long-range and overwater flight planning

Memory trick: Great circle = the shortcut that keeps turning; rhumb line = the straight-course long way.

Flight data recorders on Part 121 aircraft must be capable of retaining at least the last 25 hours of recorded flight data.

• Applies to turbine-powered airplanes required to have an FDR
• 25-hour minimum retention capability
• Distinct from CVR retention (2 hours under 121.359)

Memory trick: 'FDR = Far-reaching 25-hour Data Record.'

The jet stream is a narrow band of strong winds near the tropopause, generally moving from west to east, strongest in winter, forming where air masses of contrasting temperatures meet; it is a primary source of clear air turbulence.

• Jet stream winds can exceed 200 knots in strong cases
• Strongest and lowest in winter, weaker and higher in summer
• CAT is most common on the cold/polar side of the jet core near tropopause breaks

Memory trick: 'Jet stream = a fast river of air with rapids of CAT along its cold-side banks.'

Requires certificate holders to report specified mechanical occurrences (e.g., engine failures, fires, certain system malfunctions) to the FAA within 24 hours.

• 24-hour reporting window
• Covers engine failures, fires, flight control malfunctions, etc.
• Separate from routine maintenance recordkeeping

Memory trick: "24 hours to tell the tower about the trouble."

The freezing level can be determined by interpolating between two reported temperatures at different altitudes using the actual observed lapse rate.

• Actual lapse rate may differ from the standard 2°C per 1,000 ft
• Interpolation: find rate of change, then solve for altitude where temp = 0°C
• PIREPs provide real-time temperature data more accurate than forecasts

Memory trick: Find the actual rate, then ride it down to zero degrees.

In the Northern Hemisphere, friction causes surface winds to spiral counterclockwise and inward around lows, and clockwise and outward around highs.

• Coriolis force deflects wind to the right in the Northern Hemisphere
• Friction disrupts geostrophic balance, causing winds to cross isobars toward low pressure
• Aloft (above friction layer), wind flows parallel to isobars (geostrophic wind)

Memory trick: 'Low sucks in, spins left; High blows out, spins right' (Northern Hemisphere).

Stable air produces stratiform clouds, steady precipitation, smooth air, and poor surface visibility (haze/fog); unstable air produces cumuliform clouds, showery precipitation, turbulence, and good visibility.

• Stable air: stratus clouds, continuous precipitation, smooth ride
• Unstable air: cumulus clouds, showery precipitation, turbulent ride
• Visibility is often poor in stable air due to trapped haze/smoke/fog

Memory trick: 'Stable is Smooth and Stratus; Unstable is Uneven and cUmulus.'

A procedure turn is not required when ATC provides radar vectors to the final approach course, when the chart depicts 'NoPT', or during a timed approach from a holding fix.

• Procedure turn provides course reversal to align with final approach
• Omitted when radar vectored to final
• Omitted when 'NoPT' is charted on a route/altitude
• Omitted during timed approaches from a holding fix

Memory trick: 'Vectored = No U-turn needed' — ATC already aligned you

Establishes supplemental oxygen requirements for pressurized airplanes based on cabin pressure altitude bands.

• 10,000-12,000 ft: crew oxygen if over 30 min
• 12,000-15,000 ft: crew oxygen + 10% passengers, entire time
• Above 15,000 ft: oxygen for all occupants

Memory trick: "Ten-Twelve-Thirty, Twelve-Fifteen-Ten-Percent, Fifteen-Plus-Everyone."

In air colder than standard, a pressure altimeter will indicate a higher altitude than the aircraft's true altitude, requiring correction on approach.

• 'High to Low, Look Out Below' also applies to temperature
• Corrections are applied to MDA/DA and stepdown altitudes
• FAA cold temperature correction tables give exact adjustments

Memory trick: Cold air shrinks the atmosphere — you're lower than you think.

The difference between air temperature and dew point temperature; a small or narrowing spread indicates high relative humidity and increased potential for fog or low clouds.

• Spread of 0° indicates saturation (100% RH)
• Narrowing spread after sunset commonly signals radiation fog risk
• Wide spread indicates dry air and low fog potential

Memory trick: Spread shrinks, fog thinks about forming.

Regulation specifying minimum fuel a Part 121 domestic flight must carry: to destination, then alternate (if required), then 45 minutes reserve.

• Applies to domestic operations under Part 121
• Reserve fuel calculated at normal cruise consumption
• Different reserve times apply to flag (121.641) and supplemental operations

Memory trick: Domestic dispatchers 'Forty-Five' minutes to spare

Required system under Part 121 that continuously monitors maintenance/inspection program effectiveness and corrects deficiencies.

• Required by 14 CFR 121.373
• Monitors inspection and maintenance program performance
• Must identify and correct deficiencies found

Memory trick: CASS keeps watch, catching maintenance cracks before they widen.

Sets the minimum cabin crew based on passenger seating capacity tiers.

• 9–50 seats: 1 attendant
• 51–100 seats: 2 attendants
• Over 100: 2 plus 1 for each additional unit (or part) of 50 seats

Memory trick: "One for fifty, two for a hundred, then one more for every fifty you're rockin'."

A method of flying a curved path at a constant distance from a VOR/DME station by making small heading corrections based on DME distance changes, commonly called the 'bracket' technique.

• Uses small heading changes (5°–10°) toward/away from station
• Corrects based on DME distance increasing or decreasing from published arc
• Often flown using the 'lead radial' technique to anticipate turns
• Common in DME arc transitions to instrument approaches

Memory trick: 'Bracket the arc like adjusting a steering wheel' — small nudges keep you on the curve.

Clouds are grouped into low, middle, high, and vertical development families based on typical base height and structure; nimbostratus is classified as a middle cloud despite often having a low observed base due to precipitation.

• Low clouds: cumulus, stratus, stratocumulus (surface-6,500 ft)
• Middle clouds: altocumulus, altostratus, nimbostratus (6,500-20,000 ft)
• High clouds: cirrus, cirrostratus, cirrocumulus (above 20,000 ft)
• Vertical development: cumulus congestus, cumulonimbus (span multiple levels)

Memory trick: Nimbostratus 'rains low but lives in the middle house.'

Default weather minimums used to qualify an airport as an alternate when no other alternate minimums are published, based on approach type available.

• Precision approach available: 600-foot ceiling, 2 SM visibility
• Nonprecision approach only: 800-foot ceiling, 2 SM visibility
• No instrument approach: must allow descent, approach, and landing under VFR

Memory trick: 'Six hundred, Eight hundred' — precision beats nonprecision by 200 feet

Regulation requiring the CVR to retain at least the last 2 hours of recorded cockpit audio.

• Minimum retention: 2 hours of recorded information
• Records flight crew conversations and cockpit sounds
• Used for accident/incident investigation

Memory trick: Two hours of chatter, saved for whatever matters.

A regulatory list of information that must appear on or be attached to every Part 121 dispatch release before flight.

• Includes aircraft registration and trip number
• Includes departure point, stops, and destination
• Includes type of operation and minimum fuel supply

Memory trick: 'Release' Really Tells Type & Fuel

Converts a required obstacle clearance climb gradient (ft/NM) into a rate of climb (fpm) using ground speed.

• Formula: ROC (fpm) = Gradient (ft/NM) × GS (kt) ÷ 60
• Ground speed, not airspeed, is used
• Higher ground speed requires a higher rate of climb for the same gradient

Memory trick: 'Grade times speed, divide by sixty — that's the climb you need.'

Specifies the fuel reserve for supplemental turbine-powered (non-turboprop) flights when no alternate airport is required.

• Base fuel to destination plus 10% of total enroute time
• Distinct from flag ops' 10% + 30-minute rule
• Distinct from domestic ops' fixed 45-minute reserve

Memory trick: "Supplemental with no alternate? Add a Tenth."

In non-radar oceanic airspace, pilots must report at each compulsory reporting point with position, time, altitude, and next position/ETA to enable procedural separation.

• Required because radar coverage is unavailable over oceanic areas
• Report includes aircraft ID, position, time, altitude, next position/ETA, and following significant point
• Used to maintain longitudinal and lateral separation procedurally
• CPDLC/ADS-C may automate reporting on modern equipped aircraft

Memory trick: 'PTA-Next' — Position, Time, Altitude, Next point with ETA

Fog formed when cold air moves over significantly warmer water, causing evaporation that saturates the air directly above the surface and produces visible rising wisps.

• Requires cold air over much warmer water
• Common in polar and high-latitude regions in fall/winter
• Can contribute to icing and low-level instability near the surface

Memory trick: Steam fog: warm water 'sweats' into cold air like a hot cup of coffee.

Runway gradient affects acceleration during takeoff roll; upslope increases takeoff distance required, downslope decreases it.

• Upslope opposes acceleration, increasing TODR
• Downslope aids acceleration, decreasing TODR
• Slope correction factors are found in aircraft performance manuals

Memory trick: Uphill takeoff = uphill battle — more runway needed.

Lines on a constant pressure chart connecting points of equal height for a given pressure surface (e.g., 500 mb); closely spaced contours indicate strong winds, similar to isobars on a surface chart.

• Contour spacing is inversely related to wind speed
• Tightly packed contours indicate the jet stream core
• Used to identify troughs, ridges, and wind patterns aloft

Memory trick: Tight lines, tight winds — jet stream squeezes through the gap.

Fog that forms when warm, moist air moves horizontally over a colder surface, cooling to the dew point.

• Requires wind to advect the air mass (unlike radiation fog)
• Common along coastlines and over cold ocean currents
• Can be widespread and persist with wind, unlike radiation fog which dissipates with sun/wind

Memory trick: 'ADvection = Air Drifts' over cold ground to make fog.

A type of structural icing formed by large supercooled water droplets, such as freezing rain, that spread out and freeze slowly into a smooth, dense, transparent layer that adheres strongly to aircraft surfaces.

• Forms from large supercooled droplets, common in freezing rain and cumuliform clouds
• Smooth, hard, transparent, and difficult to remove
• Most hazardous icing type due to weight and effect on aerodynamics

Memory trick: 'Clear ice is Crystal-clear and Clingy, Rime ice is Rough and Rigid.'

Airframe icing disrupts airflow, increasing stall speed, decreasing lift, increasing drag, and degrading overall aircraft performance and controllability.

• Increases stall speed
• Decreases maximum lift coefficient
• Increases drag and reduces climb performance

Memory trick: 'Ice steals lift and adds weight to the wing's job.'

A 6-level scale (VIP 1-6) categorizing radar echo intensity from light to extreme, used to assess thunderstorm hazard severity for flight planning.

• Levels 1-2: light to moderate precipitation, minimal hazard
• Levels 3-6: heavy to extreme, associated with severe turbulence and hail
• FAA recommends 20 NM lateral clearance from cells VIP Level 3 or greater

Memory trick: Level 3 and up? Stay 20 NM away, no exceptions.

The point along a route where the time required to continue to destination equals the time required to return to the departure point, used for critical fuel/route decisions.

• ETP distance (from departure) = D x GS-back / (GS-out + GS-back)
• Also called Critical Point (CP) in some contexts
• Used heavily in ETOPS and overwater dispatch planning
• Depends on both distance and the two direction-dependent ground speeds

Memory trick: Equal Time = Equal Cost either way you fly

The height to which a surface parcel must be heated before it becomes buoyant and rises to saturation, marking the expected base of cumulus clouds formed by daytime heating.

• Found on a Skew-T by intersecting the surface dew point mixing ratio line with the environmental temperature curve
• Differs from the LCL, which applies to a mechanically lifted, unsaturated parcel
• The convective temperature is the surface temperature needed to reach the CCL

Memory trick: CCL = Cooking (heating) the surface Creates clouds Level

Pressure altitude is field elevation corrected for nonstandard altimeter setting; approximately 1,000 ft per inch of Hg difference from 29.92.

• Higher-than-standard altimeter setting lowers pressure altitude
• Lower-than-standard altimeter setting raises pressure altitude
• Rule of thumb: 1 in. Hg ≈ 1,000 feet
• Used for performance charts requiring pressure altitude input

Memory trick: High pressure pushes altitude DOWN; low pressure lets it rise

Regulation limiting scheduled aircraft dispatcher duty periods to protect against fatigue in Part 121 operations.

• Maximum 10 consecutive scheduled duty hours in 24 hours
• Relief dispatcher required if duty must extend beyond 10 hours
• Rest requirements exist before beginning a new duty period

Memory trick: 'Ten and done' — dispatcher duty caps at 10 hours

Rule establishing minimum flight crew based on type certification and workload analysis for a specific airplane and operation.

• Based on type certification and workload studies
• Considers accessibility of controls and crew duties
• Documented in Ops Specs and Airplane Flight Manual

Memory trick: Crew size comes from certification, not company convenience.

For turbojets under Part 121, the landing distance required at the destination (and alternate) may not exceed 60% of the landing distance available on a dry runway.

• Applies to turbojet aircraft under 14 CFR 121.195
• Landing distance required ≤ 60% of landing distance available
• Wet runway rules may require additional distance beyond the dry calculation

Memory trick: 'Six of ten, use it, then you're in.'

Requires pilots in command to be specially qualified for airports designated as having unusual characteristics, either by a recent landing or a pictorial presentation.

• Applies to airports designated by the Administrator
• Qualification via landing within 12 months OR pictorial presentation
• Pictorial means includes photos/diagrams reviewed within 12 months

Memory trick: "No landing? Look at the pictures instead — within the year."

Specific range measures how many nautical miles an aircraft travels per unit of fuel consumed, calculated as TAS divided by fuel flow.

• Formula: Specific range = TAS ÷ fuel flow
• Often expressed as NM per 1,000 or per pound of fuel
• Higher specific range means more efficient cruise performance

Memory trick: 'Speed over burn tells you how far you'll turn.'