Flight dispatch is the behind-the-scenes planning system that helps each airline flight leave safely, legally, and efficiently. A dispatcher studies weather, aircraft performance, airspace restrictions, fuel needs, and alternate airports before a flight is released. The dispatcher and captain share responsibility for approving the flight plan, so both must agree that the trip can be completed safely.
This work matters because good planning reduces risk, delays, fuel waste, and in-flight surprises.
Key Facts
- Flight release requires shared approval by the dispatcher and captain before departure.
- Total fuel commonly includes trip fuel + contingency fuel + alternate fuel + final reserve fuel + taxi fuel.
- Groundspeed relationship: groundspeed = true airspeed + tailwind component, or true airspeed - headwind component.
- Estimated time en route: time = distance ÷ groundspeed.
- Fuel burn estimate: fuel used = fuel flow rate × flight time.
- A dispatcher monitors the flight after departure and updates the crew about weather, routing, airport status, and operational risks.
Vocabulary
- Flight dispatcher
- A trained operations specialist who plans, releases, and monitors airline flights in coordination with the captain.
- Flight plan
- A planned route and operating summary that includes path, altitude, timing, fuel, alternates, and required approvals.
- Alternate airport
- A backup airport selected in case the destination becomes unsafe or unavailable for landing.
- Fuel reserve
- Extra fuel carried beyond the expected trip fuel to handle delays, diversions, weather, or other unexpected events.
- NOTAM
- A Notice to Air Missions that gives pilots and dispatchers important updates about airports, airspace, navigation aids, or hazards.
Common Mistakes to Avoid
- Using distance divided by airspeed without wind correction is wrong because headwinds and tailwinds change the aircraft's groundspeed and arrival time.
- Treating the alternate airport as optional is wrong because regulations and safe planning often require a usable backup when weather or airport conditions are uncertain.
- Counting only trip fuel is wrong because dispatch fuel planning must also include reserves, taxi fuel, contingency fuel, and possible diversion fuel.
- Thinking the dispatcher stops working after takeoff is wrong because the dispatcher continues monitoring weather, routing, fuel status, airport conditions, and operational changes during the flight.
Practice Questions
- 1 A flight route is 900 nautical miles. The aircraft's true airspeed is 450 knots, and it has a 50 knot headwind. What is the estimated time en route?
- 2 An aircraft burns 5,000 kg of fuel per hour. The planned flight time is 2.4 hours. If taxi fuel is 300 kg, contingency fuel is 700 kg, alternate fuel is 1,200 kg, and final reserve fuel is 1,500 kg, what total fuel should be planned?
- 3 A destination airport is reporting thunderstorms, strong gusts, and a temporary runway closure. Explain how a dispatcher and captain should use weather reports, NOTAMs, fuel planning, and alternate selection before approving the flight.