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Flight Dispatch Manual
Flight Dispatch Manual
Flight Dispatch Manual
CHAPTER 0
FOREWORD
FOREWORD
The Manual is prepared in accordance with the International Standard set out in
the Civil Aviation Safety Regulations Part 121 and pursuant to the Convention on
International Civil Aviation Organization.
TABLE OF CONTENT
1.1. DEFINITIONS
When the terms are used in the Flight Dispatch Manual, they will have the
following meanings.
FLIGHT DISPATCH – Is the process by which the Pilot in Command and the
Flight Dispatcher acknowledge that all the free-flight requirements have
been met.
1.2.1. GENERAL
The Company shall not use any person, nor a person may serve
as flight dispatcher to dispatch a Company aircraft operation
unless the Company has determined that person is familiar with
all essential operating procedures and information for that
segment of operation over which he exercises dispatch
jurisdiction.
1.2.3. KNOWLEDGE
d. NOTAM system
1.4. REQUALIFICATION
1.5.1. GENERAL
The Company established the daily duty period for Dispatcher so
that it begins at a time that allows him to become thoroughly
familiar with existing and anticipated weather conditions at
aerodromes and along the routed before he/she dispatches any
airplane.
He shall remain on duty until each airplane dispatched by him has
completed its flight, or has gone beyond his jurisdiction, or until he
is relieved from duty by another qualified Flight Dispatcher.
1.6.1. GENERAL
A Flight Dispatcher must be relieved of any duty for at least twenty
for (24) consecutive hours during any seven (7) consecutive days
or for the equivalent time period within any calendar month.
TABLE OF CONTENT
2.3. RESPONSIBILITIES.................................................................... 2 - 4
2.1 GENERAL
2.1.1 OBJECTIVES
Composition
NOTAM
Meteorological Briefing
Fuel Requirement
Flight plan
Company Orders
Navigational Aids
The main duty of Flight dispatcher is to execute the assigned flight under
the responsibility of the Captain. Flight execution implies safety, schedule
regularity, passenger comfort, good care of cargo and baggage; all factors
between which no precedence can be indicated.
It is the duty of the dispatcher to perform services to the best of their
knowledge and ability, and to behave in a manner appropriate to the
Company’s instructions and reputation. At times their duties may go
beyond those of flight execution only, or the normal scope of their
profession.
This Manual does not cover all aspects of the Flight dispatcher’s duties in
general sense.
2.3 RESPONSIBILITIES
The Pilot in Command, the Flight Dispatcher or Operations Manager are
jointly responsible for the Pre-flight planning, delay, and dispatch release
of a flight in compliance with the CASR part-121 and Operation
Specifications.
e. Before beginning the flight, dispatcher will inform Pilot in command all
available current reports or information on airport conditions and
irregularities of navigation facilities that may effect to the flight safety.
The Flight Dispatcher Supervisor shall perform the function and fulfill the
duties and responsibilities of the Flight Dispatcher in his absence
The Flight Dispatcher Supervisor, working with the other members of the
management team, is responsible for communicating policy decisions and
Company information to the Flight Dispatchers.
The Flight Dispatcher Supervisor is responsible for ensuring that each shift
in the Dispatch center is adequately manned.
The Flight Dispatcher Supervisor works closely with the Dispatchers to
ensure that members on their teams are available when needed.
CHIEF FLIGHT
DISPATCHER
FLIGHT DISPATCHER
SUPERVISOR
2.6.1 DEFINITIONS
In principle the optimum altitude must be planned except that for short
distance flights the cruise altitude selected should allow for a minimum
horizontal cruise segment of 5 (five) minutes. For long distance flights the
Optimum altitude step schedule must be followed in flight planning.
Where the applicable data and/or procedures are not known, conservative
assumptions should be made.
Taxi Fuel
A standard quantity of fuel to cover APU consumption for engine starts and
ground maneuvers until start of takeoff. The amount may be increased
when required by local conditions.
Trip Fuel
Fuel required to fly from aerodrome of departure to the planned
destination, based on “Planned Operating Conditions”. The amount shall
include fuel for takeoff, climb, cruise, descent, approach and landing.
Company fuel
The flight plan shall be prepared inclusive 6 minutes company fuel. A hand
made correction of fuel and endurance figures should be made on
Company flight plan, if a new flight is requested, based on the associated
Alternate fuel
Fuel required flying from planned destination to the planned alternate base
on “Planned Operating Conditions”. The “Alternate fuel” includes fuel for
go-around at destination, climb, cruise, descent, approach and landing at
Alternate. Calculation is based on LR Cruise, planned landing weight and a
realistic flight level.
If two Alternates are required, the “Alternate fuel” must be planned for the
longer distance alternate.
Holding fuel
Holding fuel is a legal amount of fuel, which is to be regarded as a final
quantity.
Extra fuel
Fuel uplifted in addition to minimum block fuel.
Pilot in Command will take the decision whether or not, and how many
extra fuel will be tanked.
Block fuel
The total amount of fuel aboard the aircraft before starting the engines.
Take-off fuel
2.6.2 APPLICATION
a. General
A flight shall not be commenced unless, taking into account both
meteorological conditions and any delays that are expected in flight,
the airplane carried sufficient fuel and oil to ensure that it can safely
complete the flight. In addition, a reserve fuel shall be carried to
provide for contingencies.
A.TRIP FUEL:
1.Takeoff & climb to cruise level fuel .................................. Kg/Lbs
2.Cruise Fuel ................................................................. Kg/Lbs
3.Descent Fuel ................................................................ Kg/Lbs
4.Approach Fuel .............................................................. Kg/Lbs
TRIP FUEL: Subtotal: ................................ Kg/Lbs
C.ALTERNATE FUEL:
1.Missed Approach Fuel (10 Minutes) ................................. Kg/Lbs
2.Climb Fuel to Alternate .................................................. Kg/Lbs
3.Cruise Fuel to Alternate ................................................ Kg/Lbs
4.Appoach Fuel to Alternate ............................................. Kg/Lbs
ALTERNATE FUEL: Subtotal: ............................ Kg/Lbs
D.HOLDING FUEL
45 Minutes at 1500 feet
TAKEOFF FUEL Subtotal:................................ Kg/Lbs
A.TRIP FUEL:
1.Takeoff & climb to cruise level fuel ........................................ Kg/Lbs
2.Cruise Fuel ........................................................................ Kg/Lbs
3.Descent Fuel ....................................................................... Kg/Lbs
4.Approach Fuel ..................................................................... Kg/Lbs
TRIP FUEL: Subtotal: ....................................... Kg/Lbs
C.ALTERNATE FUEL:
1.Missed Aproach Fuel (10 Minutes).......................................... Kg/Lbs
2.Climb Fuel to Alternate ......................................................... Kg/Lbs
3.Cruise Fuel to Alternate ........................................................ Kg/Lbs
4.Appoach Fuel to Alternate ..................................................... Kg/Lbs
ALTERNATE FUEL: Subtotal: ................................... Kg/Lbs
D.HOLDING FUEL
30 Minutes at 1500 feet
TAKEOFF FUEL Subtotal:....................................... Kg/Lbs
TABLE OF CONTENT
3.1.1 APPLICABILITY
Flight dispatcher should give an overall briefing to Pilot in
Command, and if applicable to other flight deck crew, regarding
operational information for that particular flight.
A. AIRCRAFT
Registration, configuration, estimate time arrival, parking
position, serviceability, possible particulars on crew, estimate
time departure and expected delays, consequences cargo.
B. ROUTINGS
Flight number, Scheduled time and airports of departure /
arrival, including alternate airports and next routing.
C. CREWMEMBERS
• Name and duty positions of the assigned crewmembers,
including specific restriction on crewmembers qualification or
rating.
• Additional crew, such as observer or DGAC Inspector duty.
D. ENVIRONMENT
Applicable items of NOTAM, supplements and briefing book on
departure, destination, en-route and destination alternate(s) and
route, weather , departure, en-route, applicable chart and
segments, volcanic ash warning, etc., destination, en-route and
diversion alternate.
E. FLIGHT PLAN
ETD/PROGS/ETA on which flight plan is based, load into, Zero
fuel weight, selection of flight level, if applicable, selection of
route and possible alternatives, selection of Alternate(s) ATC
clearance, adequate airport NOTAM and other destination,
suitable airport for the required time period of validity, fuel
penalties trip fuel, fuel destination-alternate, fuel from to en-
route alternate.
G. SPECIAL INFORMATION
Particulars on Taxi routing, SID, flight permit, special cargo, pilot
report from previous flight, de-icing (if required), etc.
c. PT NAM AIR operating under the rules of this part shall comply with the
dispatch release form required for scheduled operations under this
section.
a. The flight dispatcher shall not dispatch or release an aircraft for a flight
that involves extended overwater operation unless appropriate weather
reports or forecast or any combination of those reports and forecast.
Indicate that the weather conditions will be at or above the authorized
minimums at the estimated time of arrival at any airports to which
dispatched or released or to any required alternate airport.
c. PT NAM AIR shall conduct other overwater operations under IFR if the
Director determines that operation under IFR is necessary for safety.
a. The Pilot in command shall not fly or continue to fly toward any
airport to which it has been dispatched or released if, in the opinion
of the Pilot in command or the Flight Dispatcher the flight cannot be
completed safety, unless in the opinion of the Pilot in command,
there is no safer procedure.
Pilots are responsible for satisfying themselves with all current NOTAM
information.
It is the policy of PT.PT NAM AIR that pilots are responsible for making
themselves familiar with aeronautical information and items of current
NOTAM. In addition to NOTAM all available information shall be used to
optimize flight safety, :
START
COLLECTING ANALIZE
SUPPORTING OPERATIONAL PRODUCE FPL - OPERATIONAL
DATA CONDITION FPL
- ATC FPL
LOAD CONTROL
FLOPS DOC
RELEVANT DATA CREW BRIEFING
FOLDER
RELEASE
TABLE OF CONTENT
4.1. GENERAL
The basic rule is that for all PT.NAM AIR flight plans for the stretch to be
flown shall normally be prepared by the station of departure, under the
responsibility of Flight dispatcher.
However, remote station may issue operational flight plans for flight
departing from other airport (this is called remote flight planning).
The Dispatcher at the remote station shall, where necessary, update the
operational flight plan according to the latest available information, and be
sure that PIC is in possession of the following additional information:
The law requires that a flight shall not be commenced until the Pilot in
Command has satisfied himself that:
• The aircraft airworthy.
• The instruments, equipment and documents for the particular aircraft
and type of operation to be taken area, on onboard and in good order.
• The aircraft maintenance log and the maintenance release certificate
are completed and signed.
• The available information appropriate to the intended operation,
including all available current weather reports and forecast, indicate
that the flight can be completed as planned.
• The load to be carried is distributed and secured in accordance with
pertinent instructions and safety regulations.
• The flight can be conducted safety in accordance with the operating
limitations as laid down in this manual and in the AOM.
• The operations flight plan has been completed.
To indicated, that all items mentioned above have been checked the Pilot
in Command is required by law to sign the following statement printed on
the flight plan:
“I certify that I have satisfied myself that all factors which from
the basic of flight preparation are in accordance with the pertinent
regulation laid down by Indonesian Civil Aviation as cover C.O.M of
PT. NAM AIR”.
The operational flight plan is a document having legal status and should
contain flight level and track can be derived.
All PT.NAM AIR flights should be provided with a company flight level plan
or handling agent that is can provide the operational flight plan. For the
flight with 2 (persons) cockpit crew, the operations flight plan shall be
prepared in 3 (three) folds and distributed:
When it is not possible to deposit a copy of the operational flight plan with
PT.NAM AIR or its representative, the copy shall be left with aerodrome
authority or on record in a suitable at the point of departure.
The Pilot in Command should ascertain that operational plan figures are
checked and that plan is acceptable according to the Company Operations
Manual.
The flight dispatcher normally prepares all ATC flight plan for PT.NAM AIR
flights on duty or Pilot in Command. It is Company policy, that all flights is
executed under IFR irrespective of weather conditions, this implies that for
every line flight an IFR clearance has to be obtained and that IFR flight
plan must not be cancelled.
Prior to operating a flight, an IFR flight plan for the entire flight shall
be submitted to ATC. Change to the (file) flight plan shall be notified
as soon as practicable.
The flight plan may submit for each flight individually or for routine
flight on a respective basis. The distinction between the types of
flight plan by: non-stored (repetitive flight plan).
An individual ATC flight plan shall be filled for all Extra flight.
The law requires that a flight shall not be commenced unless the Pilot in
command has satisfied himself that:
• The aircraft is airworthy.
• The instruments equipment and documents for the particular aircraft
and type of operation to be undertaken are on board and in good order.
• The aircraft technical log is completed and signed.
• All available information appropriate to the intended operation including
all available current weather reports and forecast indicated that the
flight can be completed as planned.
• The load to be carried is distributed and secured in accordance with the
pertinent instructions and safety regulations.
• The flight can be conducted safety in accordance with the operating
limitations as laid down in this manual and in the Flight manual.
When the items mentioned above have been checked, the Pilot in
Command is required by law to sign the statement printed on the Flight
plan.
TABLE OF CONTENT
5.1. GENERAL
This section contains the policies and procedures governing the company’s
Flight dispatcher’s functions. The information provided herein is to serve a
source of guidance and reference to both Dispatcher and Flight
crewmember in their conduct to the Company’s flight.
The Pilot in Command and Flight Dispatcher are jointly responsible for:
1) Monitoring the progress of each flight.
2) Issuing necessary information for the safety of flight.
3) Cancelling or Re-dispatching a flight if, in his opinion the flight cannot
operate or continue to operate safety as planned or released.
They shall independently analyzed all factors affecting the flight, and they
shall ensure that flight is operated safety and in accordance with company
policy as well as Government regulations.
a. Airport
Operational control will have information available to ensure that any
airport listed in the flight release is property equipped and is adequate
for the proposed operation.
2) The pilot in command must also ensure that for all operations,
especially extended over water operations, complete weather
information has been obtained along with appropriated NOTAM and
or Operations Notices regarding weather or ATC delays so that :
Night Operations are not authorized at an airport where the runway edge
lights are inoperative unless adequate substitute lighting is provided. The
substitute lighting must provide the pilots a visual reference to the line of
forward motion during the take-off roll.
5.4. SCHEDULING
3) If ninety (90) minutes has elapsed since the latest ETA, immediately
notify the Operation Director.
A. Unsafe Operations
The Operation Director and the Chief Pilot may suspend any operations
they consider unsafe.
B. Pilot Notification.
1) If a Dispatcher becomes aware an emergency situation, he shall
immediately notify the Pilot in Command of the flight(s) concerned,
certain the decisions of the Pilot in command and record such
decision.
2) If the cannot communicate with the pilot, the dispatcher shall notify
the Operation Director and take any action that they consider
necessary under the circumstances.
TABEL OF CONTENT
Knowledge, skill, physical and mental fitness should always be kept at the
highest possible level within the requirements of the functions concerned.
The dispatcher on duty is the only person responsible for the operational
control of company flights. He shares his responsibility with the pilot in
command. His decisions are based upon safety, passenger comfort,
scheduled operations and economics.
5. Verifying the proper fuel loads for the flights under his jurisdictions,
giving consideration to the relative cost of fuel at the various stations.
He/she will also notify appropriate personnel concerning the fuel
requirements.
6. Verifying that the flights under his/her control have been planned
within the applicable structural and performance limitations.
14. Obtain and Log all required information in the Daily Log.
17. Filing and keep copy Flight document (Load manifest, Operational
Flight Plan, Dispatch release, weather forecast) at least three month
A. When required.
The flight dispatcher may delegate the authority to sign the dispatch
release, but he/she may not delegate his authority to dispatch. In order
to be valid, a Dispatch release must have the full concurrence of the
Pilot in command.
The Flight dispatcher and the Pilot in command shall each have the
authority to delay a flight when either determines the conditions to be
unsuitable the may each initiate a change to the dispatcher release,
however only in concurrence with one another. Only the dispatcher
may cancel a flight.
1) The dispatcher will provide the pilot in command with all available
weather reports / forecast, including weather phenomena if any, as
required by obtaining the report from the flight service stations source.
2) To ensure compliance with CASR 121, weather charts and report will be
maintained in flight operations control. These data will display or detail
pertinent information regarding adverse weather phenomena including,
but no limited to, clear air turbulence, thunderstorms, SIGMET and
AIRMET.
a. The airport related facilities are adequate for the operation of the
airplane.
TABLE OF CONTENT
7.1. REPORTING
• HF : …………… KHZ
Or
• VHF: …………… MHZ
For normal schedules flight the radio telephony (RTF) call sign shall consist
of the ….. abbreviation of the Company followed by the flight identification
number.
During flight the aircraft station shall operate and maintain continues
listening on the Radio frequency of the appropriate ATC unit. The aircraft
station shall not cease listening watch, except for reasons of safety,
without informing the control radio station.
Other Company ground stations shall ask the appropriate ATC unit for
requesting the aircraft to contact the ground station.
The RTF distress signal is the word “MAYDAY” preferably spoken three
time on the air- ground frequency in use.
Distress communications have absolute priority over all other radio traffic,
other station shall not transmit on the frequency concerned until the
distress communication is ended or transferred to another frequency,
unless a station has render assistance.
Whenever complete radio failure during the flight occurs, the aircraft shall:
TABLE OF CONTENT
8.1.3. RESPONSIBILITIES.......................................................... 8 – 2
8.1.1. GENERAL
The following information provided for the necessary insight into the
procedures to be followed when considering a delay or diversion,
weather due to weather conditions or technical or commercial
reasons.
8.1.3. RESPONSIBILITIES
8.2. PROCEDURES
8.2.2. RECALL
Since the time factor in almost any case will prevent prior direction
from movement control, the head of an establishment is solely and
completely responsible for any such decision, bearing in mind the
far reaching effect of this measure on the reliability and economy of
operations.
Since time will almost in any case permit, prior consultation the
decision to intentionally divert a flight for commercial reasons, e.g.
over flying stations where no load in committed or an intermediate
landing for reasons to the central direction of movement control, if
the procedure is not separately covered.
From both the majority of its customers and the Company’s own
point of view, it is not desirable to lay down further strict
procedures by which the diversion, caused by operational factors, to
the nearest alternate is made an imperative action.
TABEL OF CONTENT
1) That the aircraft all-up takeoff weight is such that its performance can
meet the prescribed performance requirements in the conditions
expected to be encountered during flight.
2) That the all-up takeoff weight is accurate and that the center of gravity
of the loaded aircraft is within limits prescribed and will remain so
during the course of the flight including all foreseeable contingencies.
4) That the load is property secured, special attention should be paid the
securing of any part of the load carries compartment to ensure that it
does not impede access to emergency exits and that it is securely
lashed down no weighty items should be stowed loose in overhead
stowage.
6) The maximum structural weight for taxing, takeoff, landing and Zero
fuel are specified by the manufacturer in the aircraft flight manual.
7) The takeoff and landing weights must further comply with the aircraft
performance and if applicable with noise regulations.
Both the Load sheet and load message are compiled on the same
form (Load message sheet portion in the load sheet).
The completion of the load sheet is normally the ground staffs duty.
In very exceptional cases, when no competent ground staffs is
available, the load sheet shall be completed by a crewmember and
be checked by the preceding station. On such occasions generally
the preceding station will have prepared a skeleton load sheet.
One copy of the load sheet shall be deposited with PT.NAM AIR or
its designated representative at the departure airport. Where this is
not possible, the copy shall be left with the aerodrome authority or
on record in a suitable place at the point of departure.
Heading.
Operating weight Column.
Allowable Traffic Load calculation.
Maximum weight for ramp, takeoff, landing and Zero Fuel
(see AOM of each aircraft type).
Fuel : Additional fuel figures to
maximum Weights.
Allowed Traffic load : Subtract Over Weight from the
lowest Allowed Ramp weight.
In the TR line the weight of the transit load, copied from the
proceeding load sheet, can be inserted.
The weight of items, which are not included in the basic weight,
pantry weight, crew weight, or the weight of the traffic load, should
be specified as E.I.C (Equipment in Compartment).
Basic index.
Loaded Index.
% M.A.C.
The number of the balance Chart used shall be started on the Load
Sheet under Notes 1.
Last minutes Changes (L.M.C).
Correct the balance condition, if affected.
TABLE OF CONTENT
The general declaration forms part of the journal and is a document for
both the inward and outward clearances of the aircraft with customs,
public health and immigration authorities.
The general declaration can be prepared by the ground staff, except for
the part declaration of health, which shall be prepared by the flight crew.
Apart from the specification of crew, passenger and cargo, the general
declaration can be used as declaration of health and for stating details of
de inspecting or sanitary treatment.
All cargo carried by the aircraft must be listed in the cargo manifest
completely including its weight, nature of goods and total collies.
For every flight must prepare a Passenger Manifest such as schedule flight,
charter flight, extra flight, etc. Consequently each station along the route
will prepare a new Manifest.
10.5.1. INTRODUCTION
On all Flights.
Copy of certificate of Airworthiness.
Copy of certificate of Registration.
Certificate of Maintenance.
Copy of Aircraft Radio license.
Copies of Insurance Cover Note.
Air waybill.
TABLE OF CONTENT
11.4. NOTOC
ACTION
SUBJECT / ITEMS REMARKS
Y N
1.FLIGHT PREPARATION
A. Flight Documents
- ATC Flight Plan / Clearance
- Flt. Planing (Opr.Flt.Plan)
-Weather forecast
-Notam
B. Crew Briefing
C. Dispatch release (Procedures)
2.RAMP ACTIVITY
A. Aircraft availability
B. Aircraft preparation
- A/C Documents
- A/C Manuals
- Load Planing
4. POST FLIGHT
A. De-briefing
B. Documents keeping
5. AIRPORT FACILITIES
A. Airport Cat.
B. Briefing Office
C. Tower / ATC , Met Office
D. Emergency Facilities
PILOT COMMENTS / SUGGESTION FLT. DISPATCHER CHIEF FOO
Name :
NAM AIR License Nr :
START END
DATE TOTAL Remarks / Location
(UTC) (UTC)
Approved by Prepared by
( ) ( )
AMENDMENT RECORDS
AMENDMENT RECORDS
CONTROL PAGE
CONTROL PAGE
This Flight Dispatch Manual which is part of Company Manual of NAM AIR has
been reviewed and found to meet all applicable requirements set forth in the Civil
Aviation Safety Regulation (CASR).
Jakarta,
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