FlightDispatchAndOperations+ BW

10/07/2024
SECTION 1
SECTION I
INTRODUCTION:
Introduction to the course
Airline Operations:
Airline Flight
Operations: Planning
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs Vilcevskis
1
10/07/2024
Welcome to Airline Operations: Flight Planning and Flight Dispatch
Who is the instructor?
• Anzijs Vilcevskis, Flight Dispatch Manager,

Certificated FOO/FD Instructor, Safety Officer
• Master degree in Power Engineering.
• 14 CFR Part 65 Approved FAA Aircraft
Dispatcher Certification Course
( Aeronautics/Aviation/Aerospace and
Technology), Denver, US
• More than 12 years experience in Airline
Operations and Flight Dispatch
• E-mail: [email protected]
• LinkedIn: https://www.linkedin.com/in/anzijs-
vilcevskis-9175a786/
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Who will benefit from this course?
• Anyone who wants or already works in any Aviation sector including:

 Airlines;
 Airports;
 Ground handling agencies;
 Aviation regulatory bodies (ICAO, IATA, FAA, EASA, NAA, etc.).
• Anyone who is doing business with airlines (travel agencies, tour operators, aviation brokers, aviation service
providers, etc.).
• Anyone conducting any sort of research or study on airline business and operations.
• Pilot’s Ground school students.
• Anyone who likes aviation.
What do I need to know before this course?
If You are here, you are just the right person for the course! The course will cover from basics to more complex
stuff, and will be useful both for advanced airline specialists and beginners.
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What to expect from this course?
By the end of this course you will:
• Understand why a flight plan is needed for each flight and what is airline operations.
• Learn the main flight planning stages and how these impact the economical effectiveness of the flight.
• Learn and be able to understand a lot of essential aviation terminology.
• Be able to explain aircraft limitations and why some flights require baggage or even passenger offload, re-
fuel stops or extensive delays.
You will learn on practical examples of flight planning and airline operations issues which can lead to significant
disruptions and financial loss if not managed properly.
Most information in this course corresponds to EASA rules and practices, but as a concept is applicable to any
regulator requirements and will help you to understand the ideas how things work in global aviation.
Ask questions, when you feel something is not clear!
See You in the next lecture!
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10/07/2024
SECTION I
INTRODUCTION:
Course content
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
SECTION 2: Flight plan and Airline operations

Civil Aviation Organizations and Regulations
Flight plan, Flight dispatcher and Airline operations: definitions and purpose
SECTION 3: Aircraft limitations and performance
Aircraft Weights and Structural limitations
Take off performance limitations
Required distance for landing
Take off Performance calculation case study
Aircraft flight range
Other limitations to consider
SECTION 4: Flight routing
Basic route considerations and definitions
Flight distances and the shortest route
The most efficient route
Cost Index concept
Why we not always fly the most efficient routes?
SECTION 5: Fuel calculations
Basic fuel considerations and definitions
Minimum Required Block Fuel
Why extra fuel is needed?
Fuel Tankering
SECTION 6: Basics of Aviation meteorology
Basic weather considerations and definitions
Surface weather
Upper weather
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SECTION 2: FLIGHT PLAN AND AIRLINE OPERATIONS

Flight plan
Flight Dispatcher’s role, trainings and competences
Operational control and Airline Operations control
Flight following, Flight monitoring and Flight watch
Quiz
SECTION II
FLIGHT PLAN AND AIRLINE OPERATIONS:
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
6
10/07/2024
Civil Aviation Organizations
• International Civil Aviation Organization (ICAO)

 ICAO standards and practices are used by all ICAO Member States to ensure that their local civil
aviation operations and regulations conform to global norms, which in turn permits aviation’s global
network to operate safely and reliably in every region of the world
 Almost all countries in the World are ICAO members (more than 190 members)
• International Air Transport Association (IATA)
 A trade association of the world's airlines
 Focuses on many areas such as Safety, Simplifying the Business, Environment protection, Consulting
and Training, Publications and Standards
 IATA's mission is to represent, lead and serve the airline industry interests
 More than 80% of global air traffic are IATA members
 Not mandatory to be IATA member to perform commercial flights
• European Union Aviation Safety Agency (EASA)
 Has developed regulations for air operations and flight crew licensing
 EASA is responsible for new type certificates and other design-related airworthiness approvals for
aircraft, engines, propellers and other parts
 Rules for Air Operations(Regulation (EU) No 965/2012)
• Federal Aviation Administration (FAA)
 Federal Aviation Regulations (FAR)
• National Aviation Authority (NAA) or Civil Aviation Authority (CAA)
 Responsible to issue Air operator certificate which indicates the right for an airline to operate
• Airline Operations Manuals (OM-A, OM-B, OM-C, OM-D)
 An airline internal document where all operational rules and procedures are stated and described
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ICAO SARPS (Standards and Recommended Practices) for each area of

ICAO responsibility are contained in 19 Annexes. Each Annex deals with
a particular subject area. All are subject to regular amendment and the
detail in respect of many of them is contained in publications in the
numbered ICAO Document Series.
ICAO Annexes are:

Annex 1 - Personnel Licensing
Annex 2 - Rules of the Air
Annex 3 - Meteorological Services
Annex 4 - Aeronautical Charts
Annex 5 - Units of Measurement
Annex 6 - Operation of Aircraft
Signature of the Chicago Convention
Annex 7 - Aircraft Nationality and Registration Marks
Annex 8 - Airworthiness of Aircraft
Annex 9 - Facilitation
Annex 10 - Aeronautical Telecommunications
Convention on International Civil Aviation (also known Annex 11 - Air Traffic Services
as Chicago Convention), was signed on 7 December 1944 Annex 12 - Search and Rescue
by 52 States. Pending ratification of the Convention by 26 Annex 13 - Aircraft Accident and Incident Investigation
States, the Provisional International Civil Aviation Annex 14 - Aerodromes
Organization (PICAO) was established. It functioned from Annex 15 - Aeronautical Information Services
6 June 1945 until 4 April 1947. By 5 March 1947 the 26th Annex 16 - Environmental Protection
ratification was received. ICAO came into being on 4 April Annex 17 - Security
1947. Annex 18 - The Safe Transportation of Dangerous Goods by Air
Annex 19 - Safety Management
Frankfurt Main (ICAO: EDDF, IATA: FRA) – Indira Gandhi International Airport (IATA: DEL,
ICAO: VIDP) flight route example.
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SECTION II
Flight plan
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
9
10/07/2024
Flight plan briefing package - is a document created by a Flight Dispatcher (Flight Operations Officer) or a pilot
prior to each departure which indicates the aircraft's planned route and all necessary calculations according to
the applicable regulations. It will include:
• Air Traffic Control Flight plan (ATC FPL):

 Flight identifier (ex. TV652);
 Identity of aircraft (type) and its equipment (ex. A320, HF radio, SATCOM and CPDLC equipped, etc );
 Planned route, altitudes and speeds; Calculated flight time; Alternate aerodrome(s);
 Any important additional info (ex. registration mark, overfly permits, SELCAL, Operator’s contacts, etc)
• Operational Flight Plan (OFP):
 Payload data;
 Detailed planned route and altitudes;
 Alternate aerodrome(s);
 Fuel planning and calculation;
 Limitation check ( Structural, Performance, Operational);
 Other relevant info.
• Weather brief (METAR/TAF, SIGMET, SIGWX (enroute weather), etc.
• NOTAMs
• Other relevant info (Company procedures, special instructions, additional documents, etc.).
ATC FPL and OFP examples:
(FPL-XXX547-IN
-A320/M-SDFGHIRWXYZ/H
Flight/Aircraft details
-EGKK0600
-N0450F370 ODVIK Y311 DVR UL9 KONAN UL607 REMBA DCT LIRSU DCT
NONKO/N0448F330 UL607 RIDSU UZ738 RIDAR DCT GOMIG DCT GOTAR DCT
BABIT DCT TPL DCT NISVA T391 RILEX
-LTFM0332 LTFJ
-PBN/A1B2B3B4B5D1S1S2 NAV/RNP2 DAT/CPDLCX DOF/201014 REG/YLLCL
EET/EBBU0013 EDGG0039 EDMM0106 LOVV0123 LHCC0145 LYBA0202 LBSR0233
LTBB0257 SEL/FHEJ CODE/502C8F RVR/200 OPR/XXX ORGN/ RMK/OCC
CONTACT TCAS EQUIPPED)
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Portable electronic flight bag (PEFB) - is an electronic information

management device that helps flight crews perform flight
management tasks more easily and efficiently with less paper
LY-ABC
providing the reference material often found in the pilot's carry-on
flight bag, including the flight-crew operating manual, navigational
charts, weather briefings, flight plan, etc.
An electronic flight bag (EFB)
Why do we need a Flight plan?
• Due to regulations – no commercial flight can be operated without a flight plan.

• To notify all involved countries ATC about our intension to fly the chosen route (ATC FPL).
• To check if there are any limitations for the flight (imposed by regulations, aircraft structure, aircraft
performance, aircraft technical conditions, weather, and route/aerodrome infrastructure).
• To perform an adequate fuel planning according to the regulations (such as EASA of FAA).
• To make sure we will operate a flight in the most efficient way - it should be comfortable for passengers and
economically efficient for the airline.
An OFP shall be completed for each intended commercial flight based on considerations of aircraft
performance, other operating limitations and relevant expected meteorological conditions on the route to be
followed and at the aerodromes/operating sites concerned.
As computation of a flight plan is a very complex task, modern computerized flight planning systems are used.
Any commercial flight shall be: SAFE + LEGAL + COST EFFICIENT
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10/07/2024
SECTION II
Flight Dispatcher’s role, trainings and competences
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
12
10/07/2024
Flight Dispatcher, also known as an Airline/Aircraft Dispatcher, Flight Operations Officer (FOO)/Assistant (FOA) – is a
person who assists in planning flight paths, taking into account aircraft limitations, performance, loading, weather
forecasts, airspace restrictions, airport conditions and fuel requirements. Dispatchers also provide a flight following,
flight monitoring, flight watch and aircraft tracking service and advise pilots if conditions change.
For EASA – No any specific license required for a flight dispatcher. A Flight Dispatcher is a person designated by the
operator to engage in the control and supervision of flight operations, who is suitably qualified. Typical theoretical
dispatch and operations course within an airline or by a training organization should be 240 - 300 hours for trainees
without aviation experience, plus 120 hours of practical on the job training, plus at least 5 hours cockpit inflight
familiarization experience.
NAA may require and issue (after successful examination) a locally recognized Flight dispatcher license or instructor
licence in the country of their authority.
For FAA - Approved 14 CFR Part 65 Aircraft Dispatcher Certification Courses. Flight dispatcher certificate is mandatory. In
order to obtain a certificate, a candidate must demonstrate extensive knowledge of meteorology and of aviation in
general, to a level comparable to the holder of an Airline Transport Pilot (ATP) certificate.
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Flight Dispatcher Training

Flight Dispatch training - is a competency-based training (initial and recurrent) which is developed considering the
guidance and recommendations stated in provisions of ICAO Manual on Flight Operations Officers / Flight Dispatchers
Competency-based Training and Assessment Doc. 10106 , ICAO Doc. 9868, as well as IOSA ISM table 3.5
Airline
Training Manual
(approved by NAA)
Training objectives and content
• Flight Dispatch training is a competency-based training which is developed considering the guidance and
recommendations stated in provisions of ICAO Manual on Flight Operations Officers / Flight Dispatchers
Competency-based Training and Assessment Doc. 10106 and ICAO Doc. 9868.
• What are competencies? Competencies are the knowledge, skills, abilities, and behaviours that contribute to
individual and organizational performance. Knowledge is information developed or learned through experience,
study or investigation. Skill is the result of repeatedly applying knowledge or ability. Ability is an innate potential
to perform mental and physical actions or tasks. Behaviour is the observable reaction of an individual to a
certain situation.
• The objective of Flight Dispatch training is to provide trainees with sufficient basic theoretical knowledge and
necessary practical skills in order to learn, develop and effectively apply necessary knowledge, skills and
behaviours in competencies that will allow them to successfully exercise Flight Dispatcher duties demonstrating a
high level of problem solving and decision-making skills.
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• Introduction and Airline Operations

• Human Performance and Limitations
• Air Law
• Meteorology
• Principles of Flight
• Aircraft Mass & Balance Basic General and
• Aircraft Systems Aeronautical theory
• Flight Performance
• Air Traffic Control and Communications
• Navigation
• Operational Procedures
• Performance Take off and Landing
Flight Dispatch
• Cruise and Special Performance
• Selection of Aerodromes
Competence
• Flight Planning and Monitoring
• Airline Operational Procedures
• Ground Handling and Cargo Operations
• De-icing and Anti-icing Procedures
• Transportation of Dangerous Goods
• Aviation Security Additional trainings
• CRM/DRM
• Emergency Response
• Advanced trainings (ex. ETOPS, NAT HLA, Military, etc.)
Obtaining the necessary competence

level by trainee doing selected training Operations-type specific topics.
tasks specifically related to duties of FOO.
Phase 5:
Candidate’s Phase 1: Phase 2: Phase 3: Phase 4: Evaluation
Test Test Practical
assessment Theory Tasks Additional Advanced and release
OJT
Additionally required training in Sufficient knowledge practical

Acquiring basic general and
accordance with role-specific application experience and necessary
aeronautical theoretical knowledge
needs and applicable regulations level of confidence by performing
that contribute to the development
or additional requirements of FOO duties under supervision of
of necessary FOO competencies.
competent authorities. experienced FOO.
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16
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SECTION II
Operational control and Airline Operations control
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Operational control versus Operations

control
Operational control – with respect to a flight, means the exercise of
authority over initiating, conducting or terminating a flight (in other
words authority to depart, divert, delay or cancel a flight). Operators
conduct operational control by making those decisions and
performing those actions on a daily basis that are necessary to
operate flights safely and in compliance with the regulations. An
airline delegates the authority for a specific flight to commander of
the flight, but always retains overall responsibility for operational
control.
In non-shared system of Operational control, wherein operational

control authority is assigned only to commander. Only commander
has the authority to initiate, terminate, delay, or divert a flight if in the
judgment of commander the flight cannot operate or continue to
operate safely as planned.
In shared system of Operational control, the pilot in command and
the aircraft dispatcher are jointly responsible for the pre-flight
planning, delay, and dispatch release of a flight in compliance with the
regulations (FAA §121.533 and §121.535) and operations
specifications.
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Operations control – is a process which involves communication

and coordination with many of internal departments and external
organizations such as handling and fuel agents, air traffic control,
other airlines, etc. and continuously adapting to changing situation
in order to ensure a safe and cost effective airline.
Airline OCC - is a central command and control facility where airline
operations are monitored, managed, and coordinated. It serves as
the nerve centre of an airline’s day-to-day activities and is
responsible for ensuring the efficient and safe operation of flights.
INTERNAL FLIGHT MAINTENANCE

ORGANIZATIONS DISPATCH CONTROL
OPERATIONS WEIGHT AND

COORD. BALANCE
WEATHER EMERGENCY
BRIEFINGS RESPONSE
AIRLINE
OPERATIONS CREW
OPERATIONS PERFORMS SUPPORT SCHEDULING
CONTROL
PASSENGER
FLIGHT WATCH
SERVICES
OPERATIONS CARGO
MANAGEMENT OPERATIONS
EXTERNAL CORPORATE AIRCRAFT
ORGANIZATIONS COMMAND SCHEDULING
Typical Airline Operation Control Center positions
• Flight Dispatcher (Flight Operations Officer/Assistant)

• Operations Control Officer
INTERNAL FLIGHT MAINTENANCE
• Flight follower ORGANIZATIONS DISPATCH CONTROL
OPERATIONS WEIGHT AND

• Crew Operations and Crew Control Officer COORD. BALANCE
• Crew Travel Officer WEATHER EMERGENCY

BRIEFINGS RESPONSE
• Scheduler AIRLINE
OPERATIONS CREW
OPERATIONS PERFORMS SUPPORT SCHEDULING
• Network Planning Officer CONTROL
PASSENGER
FLIGHT WATCH
• Maintenance Control Officer SERVICES
CARGO
• Duty Manager OPERATIONS
MANAGEMENT OPERATIONS
• Operations Manager EXTERNAL CORPORATE AIRCRAFT
ORGANIZATIONS COMMAND SCHEDULING
• Flight Dispatch Manager
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10/07/2024
SECTION II
Flight following, Flight monitoring and Flight watch
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
19
10/07/2024
Flight Following - the recording in real time of departure and arrival messages by operational personnel to ensure
that a flight is operating and has arrived at the destination airport.
MVT MVT
XP625/27.9HSLW.MXP XP625/27.9HSLW.MLA
AD1407/1412 EA1542 MLA AA1544/1550
SI AVIH CPT4 SI MSG BY ACARS
GI BRGDS YOUR HANDLING COMPANY
MVT
XP625/27.9HSLW.MXP
AD1407/1412 EA1542 MLA
SI AVIH CPT4
GI BRGDS YOUR HANDLING COMPANY
MVT
XP625/27.9HSLW.MLA
AA1544/1550
SI MSG BY ACARS
*ACARS, Aircraft Communications Addressing and Reporting System - is a digital datalink system
for transmission of short messages between aircraft and ground stations via airband radio or
satellite. The protocol was designed by ARINC and deployed in 1978 using the Telex format.
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Flight Monitoring - in addition to

requirements for flight following,
flight monitoring includes:
• operational monitoring of flights

by suitably qualified operational
control personnel
(FOO/FOA/Flight Dispatcher) from
the point of departure
throughout all phases of flight;
• the communication of all
available and relevant safety
information between the flight
crew and operational control
personnel on the ground;
• the provision of critical assistance
to the flight crew in the event of
an in-flight emergency or security
issue, or upon request from the
flight crew.
Flight Watch - in addition to all

of the elements defined for
Flight Following and Flight
Monitoring, Flight Watch
includes the active tracking of a ABC789
flight by suitably qualified

operational control personnel
throughout all phases of the
flight to ensure that the flight is
following its prescribed route,
without unplanned deviation,
diversion or delay, and, where
required, in order to satisfy
State requirements
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ABC789
Actual flight tracking
Planned route
Great Circle track
Planned Route
ABC789
Flown Route
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Aircraft Tracking via ADS-B
Automatic Dependent Surveillance - Broadcast (ADS–B) - is a surveillance

technology in which an aircraft determines its position via satellite
navigation or other sensors and periodically broadcasts it, enabling it to be
tracked. The information can be received by air traffic control ground
stations as a replacement for secondary surveillance radar, as no
interrogation signal is needed from the ground. It can also be received by
other aircraft to provide situational awareness and allow self-separation.
ADS–B is "automatic" in that it requires no pilot or external input. It is
"dependent" in that it depends on data from the aircraft's navigation
system (INS, IRS, GNSS).
The ADS-B system has three main components:

• Ground and space infrastructure
• Airborne component
• Operating procedures
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SECTION 3: AIRCRAFT LIMITATIONS AND PERFORMANCE
Aircraft Weights and Structural limitations

Take off Performance limitations
Aircraft flight range
Quiz
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SECTION III
AIRCRAFT LIMITATIONS AND PERFORMANCE:
Aircraft weights and Structural limitations (Part 1)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Structural limits (also known as Certificate of Airworthiness Limits) – are fixed weights located in Aircraft Flight
Manual (AFM), which never can be exceeded (prior operations). Pilots will calculate a special document called a
Load Sheet (LS) prior each departure, to make sure the aircraft maximum structural weights are not exceeded.
Aircraft weights structure:

• Basic Weight (BW) RW TAXI FUEL
• Dry Operating Weight (DOW) = BW + Crew + Pantry TRIP FUEL

BLOCK FUEL TAKEOFF
(BURN)
• Payload (PLD) = Passengers + Baggage + Cargo + Mail FUEL
LAND. FUEL
• Zero Fuel Weight (ZFW) = DOW + PLD
PLD
• Maximum Zero Fuel Weight (MZFW)
CREW +
• Ramp weight (RW) = ZFW + Block Fuel PANTRY
TOW
• Maximum Ramp Weight (MRW) LW
ZFW
• Take-off Weight (TOW) = RW – Taxi (ZFW + Take-off fuel)
DOW BW
• Maximum Take-off Weight (MTOW)
• Landing Weight (LW) = TOW – Fuel burn (trip fuel)
• Maximum Landing Weight (MLW)
• Maximum Payload = MZFW - DOW
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SECTION III
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
26
10/07/2024
Structural limits (also known as Certificate of Airworthiness Limits) – are fixed weights located in Aircraft Flight
Manual (AFM), which never can be exceeded (prior operations). Pilots will calculate a special document called a
Load Sheet (LS) prior each departure, to make sure the aircraft maximum structural weights are not exceeded.
Aircraft weights structure:

• Basic Weight (BW) RW TAXI FUEL
• Dry Operating Weight (DOW) = BW + Crew + Pantry TRIP FUEL
BLOCK FUEL TAKEOFF
(BURN)
• Payload (PLD) = Passengers + Baggage + Cargo + Mail FUEL
LAND. FUEL
• Zero Fuel Weight (ZFW) = DOW + PLD
PLD
• Maximum Zero Fuel Weight (MZFW)
CREW +
• Ramp weight (RW) = ZFW + Block Fuel PANTRY
TOW
• Maximum Ramp Weight (MRW) LW
ZFW
• Take-off Weight (TOW) = RW – Taxi (ZFW + Take-off fuel)
DOW BW
• Maximum Take-off Weight (MTOW)
• Landing Weight (LW) = TOW – Fuel burn (trip fuel)
• Maximum Landing Weight (MLW)
• Maximum Payload = MZFW - DOW
ABC123 ES-CCG
LY-ABC
Electronic Load Sheet
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Manual Load Sheet
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OFP calculation (planned)
Load Sheet calculation

(actual)
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SECTION III
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
MRW - is the maximum weight authorized for manoeuvring (taxiing or towing) an aircraft on the ground.
MZFW - is the maximum weight allowed before usable fuel and other specified usable agents.
MTOW - the maximum weight at which the aircraft is certified for take off.
MLW - the maximum weight at which an aircraft is permitted to land.
Overweight landing - is defined as a landing made at a weight in excess of the maximum structural landing weight.
Hard landing - occurs when an aircraft hits the ground with a greater vertical speed and force than in a normal landing.
The technical definition of a hard landing is a peak recorded vertical acceleration that exceeds 2.1G, or a force more than
twice your own body weight.
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Fuel dumping (or a fuel jettison) - is a procedure used by

aircraft in certain emergency situations before a return to
the airport shortly after take off, or before landing short of
the intended destination (emergency landing) to reduce
the aircraft's weight.
The Pentagon has released footage of what it says was a Russian aircraft
dumping fuel on a US Air Force surveillance drone and clipping its propeller
in international air space over the Black Sea on March 14, 2023.
MRW - is the maximum weight authorized for manoeuvring (taxiing or towing) an aircraft on the ground.
MZFW - is the maximum weight allowed before usable fuel and other specified usable agents.
MTOW - the maximum weight at which the aircraft is certified for take off.
MLW - the maximum weight at which an aircraft is permitted to land.
Overweight landing - is defined as a landing made at a weight in excess of the maximum structural landing weight.
Hard landing - occurs when an aircraft hits the ground with a greater vertical speed and force than in a normal landing.
The technical definition of a hard landing is a peak recorded vertical acceleration that exceeds 2.1G, or a force more than
twice your own body weight.
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10/07/2024
SECTION III
Aircraft Loading and Dangerous Goods
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
32
10/07/2024
Cargo and baggage loading

Bulk loading – loose individual items loaded in cargo holds (compartments), including passenger baggage, cargo and mail.
Heavy cargo items may be fixed by special straps. Mainly used on narrow-body airplanes.
Unit Load Device (ULD) - is a pallet or container used to load luggage, cargo and mail, mainly on wide-body airplanes and
some narrow-body airplanes. It allows a large quantity of cargo to be loaded into a single unit. Since this leads to fewer
units to load, it saves ground time, workload and manpower and helps prevent delays on ground. Containers and pallets
are loaded into cargo holds and are fixed by special fixation mechanisms.
Passenger seat loading
Bulk loading Unit Load Device (ULD)
No seat cabin loading
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Passenger aircraft main deck
Cargo aircraft main deck

for ULD loading
Belly cargo in shipping refers to cargo that is carried in the lower deck
of an aircraft, also known as the belly or hold of the aircraft. This cargo
is typically loaded and unloaded through the aircraft's cargo doors,
which are located on the sides or rear of the aircraft.
Upper Deck
Main Deck
Lower Deck (Belly)
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Dangerous Goods and Special Loads

Dangerous goods - are defined as articles or substances which
are capable of posing a risk to health, safety, property or the
environment and which are shown in the list of dangerous goods
in the Technical Instructions or which are classified according to
those Instructions.
There are 9 main classes of dangerous goods. Dangerous goods

can present 1 or more of the hazards represented by Class 1 to 9
with some classes split into divisions.
• Class 1 Explosives
• Class 2 Gases
• Class 3 Flammable liquids
• Class 4 Flammable solids
• Class 5 Oxidising substances and organic peroxides
• Class 6 Toxic and infectious substances
• Class 7 Radioactive materials
• Class 8 Corrosives
• Class 9 Miscellaneous
The bright orange labels warn airline

shipping personnel NOT to load such
dangerous cargo onto PASSENGER aircraft
due to the threat that it may pose to the
safety of the aircraft and its passengers. The
CAO label is required for all consignments
containing dangerous goods that are
shipped by cargo aircraft.
Cargo aircraft: Boeing 757-200F
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Dangerous Goods Regulations
NOTOC
NOTOC - is used as an abbreviation for
“Special Load Notification To Captain”
or “Notification to Captain“. It is a form
for dangerous goods and all special
cargo to be loaded in the cargo
compartment of the aircraft. NOTOC is
prepared to inform the captain.
Besides standards for the NOTOC form
are determined by International Air
Transport Association. The captain
must be informed when dangerous
goods, live animals, perishable cargo,
valuable cargo or funerals are
transported on board.
36
10/07/2024
SECTION III
Take off performance limitations (Part 1)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
37
10/07/2024
Aircraft performance - is the effectiveness of an aircraft with respect to the job it was designed to accomplish. Aircraft take off
performance is limited by the power of its engines. Each engine power depends on its technical characteristics and its level of
degradation during its service time. For example, the most common CFM56 engine has many variants, some variants may have
different series. In addition, each CFM56 engine will have certain level of degradation, called Performance factor. All this will
contribute to the power of the engine and its performance.
Aircraft takeoff weight can be limited by aircraft take off performance at a specific departure airport due to:
• Departure or destination airport runway short length
• Obstacles on the climb phase (high terrain, mountains, buildings and constructions)
• Aircraft tire speed and brake energy limitations
• High density altitude (airport high elevation)
• Relation to weather conditions: low atmospheric pressure, wet or contaminated runway, high temperatures, tail wind on
takeoff
• Aircraft defects
Aircraft take off performance is calculated with n-1 engines, where n is number of engines.
Aircraft take off performance calculation is done prior each departure by pilots. Flight dispatcher considers aircraft
performance limitations on planning stage.
Take off distances and basic takeoff performance terminology

Landing Distance Available (LDA) - the portion of runway length declared available and suitable for landing an aircraft. If there exist a
displaced threshold LDA starts from beginning of displaced threshold. Otherwise beginning of the threshold is the beginning point of LDA.
Displaced Threshold - portion of the runway which may be used for take off but not for landing.
Take Off Run Available (TORA) - the length of a runway which is declared available by the appropriate authority and suitable for the
ground run of an aeroplane taking off.
Accelerate-Stop Distance Available (ASDA) - the length of the take off run available plus the length of the stopway, if such stopway is
declared available by the appropriate Authority and is capable of bearing the mass of the aeroplane under the
prevailing operating conditions.
Stopway - an area beyond the runway which can be used for deceleration in the event of a rejected take off. Stopway cannot be used
during landing and is not included to LDA.
Take off Distance Available (TODA) - the length of the take off runway available plus the length of the clearway, if provided.
Clearway - is an 500 feet wide area beyond the runway, under control of the airport authority, have no protruding objects or terrain.
DISPLACED
TRESHOLD
RUNWAY STOPWAY CLEARWAY
LDA
TORA
ASDA
TODA
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10/07/2024
V-speeds for take off

VEF – Engine failure speed. The speed at which the critical engine is assumed to fail during take off.
V1 - Decision speed. The speed beyond which take off should no longer be aborted.
VR - Rotation speed. The speed at which the pilot begins to apply control inputs to cause the aircraft nose to
pitch up, after which it will leave the ground.
VLOF - Lift-off speed. The speed at which the aircraft is not on the runway anymore but is flying.
V2 -Take off safety speed. The speed at which the aircraft may safely be climbed with one engine inoperative.
Must be at least 13% greater than the stall speed (VS) and 10% greater than minimum control speed in the air
(VMCA). At V2 speed the aircraft shall be at height 35 feet above the end of TODA.
h = 35 ft
V2
VEF V1 VR VLOF h = 35 ft
RWY
39
10/07/2024
SECTION III
Take off performance limitations (Part 2)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
h = 35 ft
V2
VEF V1 VR VLOF h = 35 ft
RWY
LDA
TORA
ASDA
TODA
Before each take off, we need to make sure that at given TOW less or equal MTOW, the aircraft:
• Can be stopped within ASDA at V1 speed;
• Can reach V2 at 35 feet above the end of TODA;
• Can fly at least 35 feet above any obstacle during its climb.
If any of these conditions cannot be fulfilled, TOW has to be reduced to fulfill the conditions. Such reduced
aircraft’s take off weight is called Regulatory (Performance) Take Off Weight (RTOW).
40
10/07/2024
V2
VEF V1 VR VLOF
h = 35 ft
DISPLACED RWY STOPWAY CLEARWAY

TRESHOLD
LDA
TORA
ASDA
TODA
How to reduce take off weight?
• Reduce payload. Offload order: cargo, mail, baggage, passengers

• Reduce fuel, if possible
• Operate the flight with a technical stop for refueling
• Reduce pantry (catering), if possible
• Reduce portable water, if possible
• Reduce the number of crew, if possible
Always check if there is an option to use the aircraft with lower Basic weight and better take off performance
characteristics!
41
10/07/2024

Airline Operations: Flight Planning and Flight Dispatch Anzijs Vilcevskis, Flight Dispatch/Airline
Operations Supervisor
42
10/07/2024
In case of a short runway for destination or alternate aerodromes, aircraft take off weight can be limited, even if
there are no any take off performance limitations.
Before departure, operators must check that the Landing Distance Available (LDA) at destination is equal or greater
than the Required Landing Distance (RLD) for the forecasted landing weight and conditions. The RLD, based on
certified landing performance (Actual Landing Distance (ALD)), has been introduced to assist operators in defining
the minimum distance required for landing at destination and alternate, and allow flight dispatch.
The aircraft’s landing weight must permit landing within 60% of the Landing Distance Available at both the
destination and any alternate airport. Required Landing Distance is described by the below formula:
RLD dry = ALD / 0.6 ≤ LDA (is the same RLD dry = ALD x 1.67 ≤ LDA)
If the surface is wet, the required landing distance must be at least 115% of that of a dry surface.
RLD wet = 1.15 RLD dry ≤ LDA
RLD ≤ LDA
Aircraft deceleration and stop is performed by 3 components:

• wheel braking system – hydraulic brakes are applied to reduce wheel spin (include auto brake system, anti skid system);
• spoilers - a device which intentionally reduces the lift component of an air foil in a controlled way;
• engine thrust reversers – use engine thrust in opposite direction, so that it acts against the forward travel of the aircraft.
43
10/07/2024
LDA = 1799 m
Airbus A320 RLD calculation, based on RWY condition and braking action:
RLD= 1055m < LDA RLD= 1650m < LDA RLD= 2765m > LDA
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10/07/2024

Flight: Lanzarote Airport – London Gatwick Airport (4 hours Flight). Operated by Airbus A321.
César Manrique-Lanzarote Airport (IATA: ACE, ICAO: GCRR), Lanzarote, Canary Islands. The airport is located
in San Bartolomé, Las Palmas, 5 km SW of the town of Arrecife. High terrain exists close to the airport with
spot heights of 2004’ ASL approximately 7 NM to the W and 2211’ ASL approximately 12 NM to the NE of
runway. Runway: RWY21 and RWY03, length 2400 m.
RWY21 RWY03
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10/07/2024
Maximum take off weight

calculation example using A321
take off performance chart
RWY03
A321 Structural MTOW 93.5 tons. Seat
capacity all economy: 220 seats, fully
booked charter flight.
DOW = 47769 kg
PLD = 220 passengers (89 kg each) =
19580 kg
MZFW = 71500 kg
Max PLD = MZFW – DOW = 23731 kg
Take off fuel (TOF) = 15759 kg
TOW = DOW + PLD + TOF = 83108 kg
Take off conditions: rainy weather, air

temperature +33 Celsius, no wind, low
atmospheric pressure (1005 HPA)
Maximum performance take off weight

RWY03 = 79.0 – 0.9 =78.1 tons.

from RWY03 is 15.4 tons less than MTOW,
and 5 tons less than actual TOW

RWY21 = 86.6 – 1.1 = 85.5 tons.
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10/07/2024
Conclusion: What should be done prior a flight?
Airline has to perform a route study analysis before they open a new route, in order to understand if there are
any limitations for the route and their strategy how the route will be flown – with reduced number of
passenger (payload) or with additional landing for refuel.
On the flight planning stage a flight dispatcher has to check if there are any limitations or possible issues for the
flight considering the given conditions – planned payload, weather conditions, aircraft and its technical
condition, airport and airspace conditions and limitations (NOTAMs).
If any limitations appear the flight dispatcher has to elaborate an action plan according to the airline policy,
inform an operating crew (prior fueling and aircraft loading) and notify all involved parties.
Mistakes on a planning stage can lead to significant schedule disruptions (delays), lost connections for the
passengers, baggage and cargo offload, fuel over use and even flight cancelations. Each of this will lead to
financial loss for an airline.
SECTION III
Aircraft range
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
47
10/07/2024
Range – is maximum distance an airplane can fly from take off to landing. Ranges may vary from 500 km for small aircraft
up to 18.000 km for modern wide-body aircraft. 1 NM = 1 km 852 meters.
The payload range diagram illustrates the trade-off relationship between the payload and the range of one single aircraft.
The payload refers to all the mass that is taken by an airplane, excluding fuel.
1 – limited range with maximum payload

LIMIT (most of regular scheduled flights and
Max. Fuel Tank
MZFW MTOW Capacity
charter flights)
100% A B
2 – increased range with limited payload
Payload
(charter flights, some regular flight)
3 – maximum range with minimum or no

TOW
payload (special charter flights and

ferry positioning flights)
– maximum structural take off weight

Fuel
A
1 2 3 is reached
RANGE
B – maximum fuel tank capacity is
reached
Payload range diagram sample A330-300
48
10/07/2024
Range examples:
Cessna 172 – 1.185 km
Airbus A320 – 6.150 km
Boeing B757 – 7.220 km
Boeing B787-8 – 13.530 km
Airbus A350-900 – 15.000 km
The longest regular flight by time duration and distance (with reduced payload capacity) is Singapore Airlines Flight
SQ23 using Airbus A350-900ULR between New York and Singapore at 15349 kilometres (8288 NM). Duration: 18 hours
50 minutes.
Airbus A350-900ULR
In March 2020, an Air Tahiti Nui Boeing B787-9 performed the longest-ever scheduled passenger flight by distance
(with reduced payload capacity), flying non-stop from Faa'a International Airport (PPT) in Papeete, Tahiti to
Paris Charles de Gaulle Airport (CDG). The aircraft flew for just under 16 hours and covered a distance of 15715 km
(8486 NM), slightly longer than the flight between Singapore and New York operated by Singapore Airlines. The
flight also set a record for the world's longest domestic flight, as it flew between French territories.
Boeing B787-9
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10/07/2024
Longest scheduled flights by 2024

1. New York City (JFK) – Singapore (SIN) 6. Dubai (DXB) - Auckland (AKL)
• Airline: Singapore Airlines • Airline: Emirates
• Distance: 8287 NM • Distance: 8668 NM
• Estimated Flight Time: 18 hours, 50 minutes • Estimated Flight Time: 17 hours, 10 minutes
2. Singapore (SIN) – Newark (EWR) 7. Singapore (SIN) - Los Angeles (LAX)
• Airline: Singapore Airlines • Airline: Singapore Airlines
3. Perth (PER) – London (LHR) 8. Bangalore (BLR) - San Francisco (SFO)
• Airline: Qantas • Airline: Air India
4. Melbourne (MEL) – Dallas (DFW) 9. Houston (IAH) - Sydney (SYD)
• Airline: Qantas • Airline: United Airlines
5. Auckland (AKL) – New York (JFK) 10. Sydney (SYD) - Dallas (DFW)
• Airline: Air New Zealand and Qantas • Airline: Qantas
http://www.gcmap.com
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Longest range passenger airliners

The longest-range airliner in service is the Airbus A350 XWB, capable of flying up to 18,000 kilometres (9,700 NM). The
Airbus A380 is capable of flying 14,800 kilometres (8,000 NM) with 544 passengers.
The longest-range Boeing airliner in service is the Boeing 777-200LR, which can cover 17,395 kilometres (9,393 NM) with
301 passengers. The Boeing 777-8X is capable of flying 16,170 kilometres (8,730 NM) with 350 to 375 passengers. The
Boeing 787-9 is capable of flying 14,800 kilometres (8,000 NM) with 290 passengers. Longer ranges are possible when
not carrying passengers.
The Airbus A321XLR narrow body airliner, by flying 11 hours (4,700nm) non-stop, can enable airlines to connect distant
destinations such as New York to Rome, London to Vancouver, Delhi to London, Sydney to Kuala Lumpur.
The shortest scheduled flight

Britten-Norman BN2B-26 Islander
The Loganair Westray (WRY) to Papa
Westray (PPW) route is the shortest
scheduled passenger flight in the
world. Flights on the route are
scheduled for one and a half minutes,
and actual flying time is closer to one
minute. The record for the fastest
flight is 53 seconds. The route is flown
by Loganair, a Scottish regional airline
that serves Scotland's Highlands and
islands. Loganair operates this flight
with one of its two Britten-Norman
BN2B-26 Islander aircraft.
51
10/07/2024
SECTION III
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
52
10/07/2024
In addition to Structural and Performance limitations, there are many other aircraft limitations for specific routes and aerodromes
to be considered for an airline operations.
• Aircraft weight & balance limitations:

In addition to an aircraft weight check calculations, aircraft centre of gravity has
to be determined and checked against allowable limits.
• Cargo compartment limitations:
Volume, total weight, weight distribution, compartment heating, special loads,
dangerous goods.
• Aerodrome limitations in respect to runway strength (PCN):
ACN of an aircraft to be compared with runway PCN. Funchal Airport (FNC, LPMA)
• Aerodrome limitations in respect to its equipment and services:
Aerodrome may no have critical equipment such as corresponding aircraft tow Vagar Airport (FAE, EKVG)
bar, air starter unit (ASU), passenger bridges and stairs, etc.
• Weather related limitations:
Aircraft maximum crosswind and tailwind limitations.
• Aircraft equipment for some routes and aerodromes:
Some routes (oceanic routes or mountain region routes) and aerodromes will
require special aircraft equipment and/or special crew qualifications,.
• Crew qualifications: such as special briefings or full simulator sessions (for
example for Funchal Airport, Madeira and Vagar Airport, Faroe Is. ).
53
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SECTION 4: FLIGHT ROUTING
Basic route considerations and definitions

Cost index concept
Why we do not always fly the most efficient routes?
Quiz
SECTION IV
FLIGHT ROUTING:
Basic route considerations and definitions (Part 1)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
54
10/07/2024
A commercial aircraft flies in a controlled airspace via defined air routes which connect waypoints, under instrumental
flight rules (IFR).
Airspace - is the portion of the atmosphere controlled by a country above its territory, including its territorial waters (12
NM offshore). May include part of international water. Such area of country's responsibility is called Flight Information
Region (FIR).
Controlled airspace - exists where it is deemed necessary that air traffic control (ATC) has some form of executive
control over aircraft flying in that airspace.
Air route (or airway) - is a defined corridor that connects one specified location (waypoint) to another at defined
altitudes, along which an aircraft that meets the requirements of the airway may be flown.
Instrumental Flight Rules - flying by reference to instruments in the flight deck, navigation is accomplished by
reference to electronic signals. No visual references are needed for such flight (except for take off and landing).
Sweden Estonia
Latvia
Lithuania
Flight Dispatcher
Pilot
Air Traffic Controller
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10/07/2024
Airbus A320 Cockpit

instruments
A – Primary Flight Display: the screen contains aircraft attitude indicator, airspeed, altitude, etc.
B – Navigation Display: the screen shows a map of aircraft flight plan.
C – Engine Display: the screen shows main engine information.
D – System Display: the screen shows system status of the aircraft.
E – Standby Attitude Indicator.
F – Clock.
G – Multipurpose Control and Display Unit: the screen shows data of the aircraft, such as ground speed, GPS position,
time and track.
Airbus A320 Cockpit
56
10/07/2024
Airbus A350 Cockpit
Airbus A300 Cockpit
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10/07/2024
A waypoint - is a specified
geographical location
used to define an area
navigation route or the
flight path of an aircraft
employing area
navigation.
An airway - is a control
area or portion thereof
established in the form of
a corridor.
Valencia to Barcelona ROUTE: VLC DCT SOPET UM985

DIKUT UM985 TORDU UM985 LOTOS UM985 EBROX
https://skyvector.com UM985 PEXOT UM985 RODRA DCT BCN
Valencia to Barcelona ROUTE: SOPET UM985 EBROX
A Standard Instrument
Departure Route (SID) - is a
standard ATS route
identified in an instrument
departure procedure by
which aircraft should
proceed from take-off
phase to the en-route
phase.
A Standard Arrival Route

(STAR) - is a standard ATS
route identified in an
approach procedure by
which aircraft should
proceed from the en-route
phase to an initial approach
fix.
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10/07/2024
Phases of a Flight
• Taxi out
CRUISE (optimum at FL330 – FL410)
• Take off
• Climb
• Cruise CLIMB DESCENT
• Descent
TAXI TAKE OFF APPROACH and LANDING TAXI
• Approach GATE RWY RWY GATE
• Landing DEPARTURE DESTINATION

AIRPORT AIRPORT
• Taxi in
59
10/07/2024
SECTION IV
FLIGHT ROUTING:
Basic route considerations and definitions (Part 2)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
• Distance in aviation is measured in Nautical Miles (NM). 1 NM = 1852 metres (1.85 KM)
• Shortest distance between any two points on a flat plane – is a straight line.
• Shortest distance between any two points on a sphere – is Great Circle, also known as an orthodrome.
• Great Circle (orthodrome) - is the intersection of the sphere and a plane that passes through the centre point of the
sphere. A great circle is the largest circle that can be drawn on any given sphere. Equator is a great circle.
• A rhumb line (loxodrome) - is a curve with a constant azimuth. An azimuth is the angle a line makes with a meridian,
measured clockwise from north. All parallels are rhumb lines because they cross meridians at 90° angles. Additionally,
all meridians are rhumb lines.
• Ground Distance – distance between two ground positions (measured in NM).
• Air Distance - a distance measured relative to the mass of air through which an aircraft passes (measured in Nautical Air
Miles (NAM))
• Wind component – tail wind or head wind. Measured in knots (KT)
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10/07/2024
• Longitude - is a geographic coordinate that

specifies the east–west position of a point on
the surface of the Earth, or another celestial
body. It is an angular measurement, usually
expressed in degrees. Meridians - are
imaginary semi-circular lines running from pole
to pole that connect points with the same
longitude.
• Latitude - is a coordinate that specifies the

north–south position of a point on the surface
of the Earth or another celestial body. Latitude
is given as an angle that ranges from −90° at
the south pole to 90° at the north pole, with 0°
at the Equator. Lines of constant latitude, or
parallels, run east–west as circles parallel to
the equator.
• Latitude and longitude are used together as a

coordinate pair to specify a location on the
surface of the Earth.
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10/07/2024
https://truesizeofcountries.com/
https://earth.google.com
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10/07/2024
The loxodrome distance is

749 nm or 1387 km longer
that the orthodrome
distance
63
10/07/2024
SECTION IV
FLIGHT ROUTING:
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Tailwind Headwind
Air Distance Air Distance
Ground Distance Ground Distance
Great Circle Distance Great Circle Distance
Air Distance (NAM) < Ground Distance (NM) Air Distance (NAM) > Ground Distance (NM)
Tailwind has a positive impact and will result in less fuel consumption inflight:
• Air Distance (in NAM) can be shorter than Great Circle distance (in NM).
• A route that has longer Ground Distance can take less time to fly then the route with shorter Ground distance.
64
10/07/2024
London Gatwick (LGW) – Dubai International (DXB) flight route example
GS > TAS, due to Tailwind True airspeed (TAS) is the actual speed the airplane is
moving through the air. In conjunction with winds aloft
it is used for navigation.
Groundspeed (GS) is a vector sum of TAS and wind
velocity.
Cockpit Navigation Display
TAS + Tailwind component = GS

TAS - Headwind component = GS
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10/07/2024
GS > TAS, due to Tailwind Tailwind in flight has beneficial effect – it makes
our ground speed faster resulting we can cover
longer ground distance using fixed amount of fuel
and time. Or we can simply reach our destination
faster and with less fuel consumed.
Tailwind
Cockpit Navigation Display
Air Distance
Ground Distance
Great Circle Distance
Air Distance (NAM) < Ground Distance (NM)
Helsinki
Barcelona
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10/07/2024
Use strong Tailwind
67
10/07/2024
SECTION IV
FLIGHT ROUTING:
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
In most cases a flight dispatcher has to find such route which will reduce operating cost of the flight at the given time and conditions..
Factors to be considered to find the most efficient route:
• Distance and Flight time
• Aircraft cost (leasing, maintenance) and Crew cost (salaries for flight hours)
• Fuel cost
• Overflight cost (ATC navigation charges and permits)
The sum of above will result in the Total Cost for the route. By choosing the cheapest route we will be able to reduce operating cost
for the flight. Route comparison for Riga International Airport (RIX) – Tenerife South Airport (TFS):
Total Cost for each route
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10/07/2024
Aircraft lease rates
According to Financial Times, more than half of the world’s commercial aircraft are owned by leasing companies and
are leased by many airlines. Leasing companies have been able to increase their rates significantly for the most in-
demand aircraft.
Aircraft lease rates in 2023-2024:
• A320 NEO, B737 MAX 8/9 – around 360.000 USD/month

• A330-900 – around 800.000 USD/month
• A350-900, B787-9/10 – around 1.000.000 USD/month
Both Airbus and Boeing have record order backlogs and their single-aisle aircraft are sold out almost to the end of the
decade.
69
10/07/2024
SECTION IV
FLIGHT ROUTING:
Cost Index
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Trip cost - total cost (C) of the sum of fixed and variable costs:
C = (CF x ∆F) + (CT x ∆T) + Cc
CF = cost of fuel per kg / CT = time-related cost per minute of flight / Cc = fixed costs independent of time / ∆F = trip fuel / ∆T = trip time
Since we can't affect the fixed cost, such as fixed cost for one flight (also called cycle) and monthly aircraft fee, we need to minimize the
variable cost (fuel- and time-related).
The fundamental rationale of the Cost Index (CI) concept is to achieve minimum operation trip cost by means of a trade-off between
time-related costs and fuel-related costs. CI is used to take into account the relationship between time- and fuel-related costs:
CI = COST OF TIME / COST OF FUEL
With time-related costs, the faster the aircraft is flown, the more money is saved in time costs. This is because the faster the aircraft is
flown, the more distance can be flown for time-related components, such as crew costs and aircraft usage costs. It also means that more
miles can be flown between inspections when considering maintenance costs. However, if the aircraft is flown at a higher speed, the fuel
consumption increases which results in increase of the total fuel cost for the trip.
Adding the time-related costs and fuel-related costs together produces a total Operating cost.
By knowing its operating cost structure and fuel prices an airline can elaborate its own Cost Index policy to reduce total operating costs
of its fleet. Cost index typically scaled from 0 to 99 (to 999 for some aircraft type). Normally there will be different CI for different aircraft
types and flight times within one airline. Choosing appropriate CI policy an airlines can save up to hundred of thousands euros per year
(depending on a fleet size).
Let's take a look on two extreme CI cases:
CI 0 : In this case time cost as low as zero and fuel cost is extremely sufficient (high fuel price). It is the minimum fuel mode for the best
range. Aircraft will fly at relatively slow speed with lower fuel consumption.
CI MAX : In this case fuel cost means nothing compared to the time cost. It is the Minimum time mode for Maximum Speed.
70
10/07/2024
The cost index is a number used in the aircraft Flight Management

System (FMS) to optimize the aircraft's speed.
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10/07/2024
SECTION IV
FLIGHT ROUTING:
Why we do not always fly the most efficient routes?
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
• Some airspaces may be restricted, prohibited, declared dangerous (conflict zones)

or require overfly permit to be granted.
• Some portion of the route may face severe weather conditions, which have to be
avoided.
• Airspace aircraft traffic may be limited by ATC capacity, aircraft separation
requirements, weather, ATC equipment failure or industrial action (ATC strike). In
this case a flight can be delayed and given a certain departure slot – Calculated
Take off Time (CTOT).
• CTOT - the time provided by the Central Flow Management Unit (CFMU) taking
into account ATC flow situation, that an aircraft has been calculated to take off.
• An airline either has to depart at the given CTOT, or avoid the airspace part where
the CTOT exists to minimize the delay.
EASA Conflict Zone
Information Bulletin (CZIB),
Ukraine
72
10/07/2024
STD 12:20 STD 12:20 STD 12:20
A A A
Flight time Flight time
91 min 91 min
Flight time Flight time Flight time

80 min 80 min Fuel burn +320 kg 80 min Fuel burn +320 kg
Most efficient CTOT 12:39 CTOT 13:10

route (19 min delay) (50 min delay)
B B ∆t = 8 min B ∆t = 39 min
ETA 13:40 ETA 13:59 / 13:51 ETA 14:30 / 13:51
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SECTION 5: FUEL CALCULATIONS
Quiz
74
10/07/2024
SECTION V
FUEL CALCULATIONS:
Basic fuel considerations and definitions (Part 1)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
• Fuel amount measures in kilograms (KG) or pounds (LB). Fuel weight will increase fuel burn.
• Maximum Fuel Weight contributes around 20-40% to MTOW of a commercial aircraft ( ~25% for A320, ~43% for
A380).
• The global airline industry’s fuel cost contributes for around 19-25 % of operating expenses (reaching 32.3% in 2012,
19.1% in 2016, 23.5% in 2019 and almost 30% of operating expenses in 2022).
https://www.iata.org/en/publications/economics/fuel-monitor/
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• Minimum Required Block Fuel (MRBF) – minimum fuel amount required by the regulations to perform a flight.
• Taxi fuel – fuel expected to be used prior to take off. Local conditions at the departure aerodrome and auxiliary
power unit (APU) consumption should be taken into account.
• Take off fuel – fuel in fuel tanks prior start of take of run.
• Trip fuel – fuel expected to be used for take off run, climb, cruise, descent, approach and landing at the destination
aerodrome.
• Contingency fuel – fuel for additional en-route fuel consumption caused by unforeseen factors such as excessive
enroute wind, routing changes or ATC restrictions. Typically, is 3-5% of trip fuel.
• Alternate fuel – fuel expected to be used for missed approach, climb, cruise, descent, approach and landing at the
alternate aerodrome.
• Holding (Final Reserve) fuel – fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the alternate
aerodrome elevation.
• Landing (Remaining) fuel – fuel remaining in fuel tanks after landing at the destination aerodrome.
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SECTION V
FUEL CALCULATIONS:
Basic fuel considerations and definitions (Part 2)
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Wing bending and fuel tanks

An airplane in flight experiences a bending force on the wing as aerodynamic lift tries to raise the wing. This force of
lift actually causes the skin on the top of the wing to compress and the skin on the bottom of the wing to be under
tension. When the airplane is on the ground sitting on its landing gear, the force of gravity tries to bend the wing
downward, subjecting the bottom of the wing to compression and the top of the wing to tension. During the testing
that occurs prior an airplane certification, the airplane manufacturer intentionally bends the wing up and down to
make sure it can take the stress without failing.
To withstand wing bending moment during a flight, wing fuel tanks are used. In addition, engines installed under the
wings will reduce the bending moment. Wing fuel tanks improve the structural efficiency of a wing by reducing some
of the bending moment from lift, which results in reducing the size and weight of wing spars. Wing fuel tanks also
simplify fuel supply systems by minimizing the complexity of fuel tank designs, and the associated pumps and feeding
system. Finally, wing fuel tanks help isolate passengers from fire and fume hazards associated with aviation fuel.
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Additional fuel tanks and Trim fuel tanks
A330
A321
Additional Center Tank - Increase fuel Trim Tank - is used to help maintain the balance and stability of
capacity for greater payload/range the aircraft during flight by adjusting the aircraft's center of
capability. gravity. When necessary, the fuel in the trim tank can be
transferred to the main fuel tanks for use by the engines.
What makes the Airbus A321XLR fuel system unique?
While the A321XLR has wing fuel capacity of 15,328 litres and standard centre-tank capacity of 8,200 litres, it features a high-
capacity integrated into the fuselage rear (aft) centre tank able to hold a further 12,900 litres. The aircraft also has options for
an additional 3,120-litre forward tank. Overall, the A321XLR will be capable of holding around 40,000 litres of fuel.
Fuel tanks
Image: Airbus
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SECTION V
FUEL CALCULATIONS:
Minimum Required Block Fuel
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
79
10/07/2024
MRBF = TAXI FUEL + TRIP FUEL + CONTINGENCY FUEL + ALTERNATE FUEL + HOLDING FUEL
TAXI FUEL HOLDING FUEL

TRIP FUEL + 3 to 5% (CONTINGENCY FUEL) ALTERNATE FUEL
TOC TOD
CRUISE
30 MIN HOLD
CLIMB DESCENT
ROUTE TO
TAXI ALTERNATE
GATE RWY RWY RWY
DEPARTURE DESTINATION ALTERNATE

AIRPORT AIRPORT AIRPORT
Flights operated with MRBF:

• are efficient, as there is no additional fuel burn due to unnecessary fuel transportation.
• are environmentally friendly, due to lower emission of CO2.
• in most cases do NOT have enough fuel to perform go around and land at the destination, in case the first landing
attempt failed.
How to reduce MRBF?
• Use 3% Contingency fuel.

• Optimize Cost Index - fly slower.
• Find the most optimum route and flight
altitudes.
• Find closest suitable alternate or plan without
alternate (if the regulation allows).
• If possible, use actual payload data
(recalculate fuel after passenger registration
(check-in) is closed).
• Reduce Taxi fuel: put an aircraft close to a
runway, taxi on one engine, tow an aircraft to
a runway.
- Fuel uplift in Zanzibar airport (ZNZ / HTZA)
Departure with Fuel on board (FOB) less than MRBF is NOT allowed!
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SECTION V
FUEL CALCULATIONS:
Why extra fuel is needed?
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
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10/07/2024
Extra fuel (planned) - is any fuel planned above MRBF by a flight dispatcher to cover anticipated delays or specific
operational constraints that can be predicted:
• possible rerouting due to adverse weather conditions expected en-route (CB clouds, thunderstorms, severe
turbulence, icing, etc.);
• possible missed approach at destination airport and second attempt to land, mainly due to difficult weather:
low visibility and ceiling, windy conditions, heavy snow, etc.);
• possible holding at destination airport due to airport congestion;
• possible rerouting required by ATC (due to military exercises or airspace capacity issues);
• airline fuel policy or regulators requirements.
Extra fuel (commander’s), also known as Discretionary fuel (EASA) - is any fuel at the discretion of the
commander, mainly due to above mentioned reasons.
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SECTION V
FUEL CALCULATIONS:
Fuel Tankering
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Fuel tankering - is a practice whereby an aircraft carries more

fuel than required for its flight in order to reduce or avoid
refuelling at the destination airport. However, carrying more
fuel than necessary increases the fuel consumption and thus
the amount of CO2 emitted.
Reasons for fuel tankering:
• Economical – fuel at departure station is cheaper than at
destination station (to be considered: additional fuel burn,
fuel truck to aircraft cost, additional CO2 emission cost,
possible aircraft de-icing cost, reduced turnaround time,
increased engine worn out );
• Operational – fuel is limited or not available at destination;
• Operational – turnaround time at destination to be
reduced;
• Technical – fuel is required for maintenance reasons.
Computerized flight planning systems will calculate
economical effect of fuel tankering for every flight if fuel
prices at departure and destination stations are available.
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Cold Soaked Fuel Frost
Cold Soaked Fuel Frost (CSFF) - is a frost created only on the wing
fuel tank area during an airliner turnaround time due to the fuel that
is considerably colder than the surrounding air. CSFF is also known as
Non-environmental Icing, and is often associated with fuel tankering
- the aircraft which lands with big amount of remaining fuel is likely
to accumulate CSFF.
The wings of an aircraft are said to be “cold-soaked” when they

contain very cold fuel as a result of having just landed after a flight at
high altitude or from having been refuelled with very cold fuel.
Whenever precipitation falls on a cold-soaked aircraft on the ground,
clear icing may occur. Even in ambient temperatures between -2 and
+15 °C (28 and 59 °F), ice or frost can form in the presence of visible
moisture or high humidity if the aircraft structure remains at 0 °C (32
°F) or below.
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SECTION VI
BASICS OF AVIATION METEOROLOGY:
Basic weather considerations and definitions
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
• Meteorology – is the study of the physical properties of atmosphere and the

weather that occurs within it.
• Weather - is the state of the atmosphere, describing the degree to which it is
hot or cold, wet or dry, calm or stormy, clear or cloudy.
• Climate - is the long-term average of weather, typically averaged over a period
of 30 years.
• Earth’s atmosphere – is a set of layers of gases that surrounds our planet. The
atmosphere has no specific upper limit, it simply thins to a point where it
disappears. The atmosphere shows different properties with change of height.
Temperature variances is the basis for classifying 4 layers of the atmosphere –
troposphere, stratosphere, mesosphere, thermosphere.
• Air – is a mixture of gases and water. Air consists of 78% nitrogen, 21% oxygen,
1% of other gases. Air always contains some water, which is a variable gas, up
to 4% over the ocean, while almost not existent over deserts or at high
altitudes.
• Troposphere – is the layer extending from the surface to an average 36000 feet
(10.97 km), where the majority of weather occurs. The average temperature
decreases with altitude in this layer with a standard rate of -2 Celsius per 1000
feet (standard lapse rate), and reaches -56 Celsius at 36000 feet.
• Tropopause – a top level (not a layer) of troposphere. It is often characterized
by an abrupt change in temperature lapse rate. This level is important for many
of weather phenomena such as thunderstorms, jet streams, clear air
turbulence (CAT). Maximum winds occur near tropopause, which creates
narrow zones of wind shears and generates hazardous turbulence.
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• Aircraft tend to fly over tropopause, because in most cases it allows to be

above dangerous weather phenomena, such as cumulonimbus clouds
(CB). The higher aircraft fly the thinner the air gets, creating less
resistance to its movement and it can fly faster. At higher altitudes
aircraft can use strong winds to increase its ground speed. Typical flight
altitudes are 31000 – 39000 feet (called Flight Level 310 – 390).
• Jet stream – is a narrow band of high speed (50 – 250 KT) winds located
in the tropopause.
• CAT (Clear Air Turbulence) - is the turbulent movement of air masses in
the absence of any visual clues (such as clouds) and is caused when
bodies of air moving at widely different speeds meet. CAT is unwilling but
inevitable for almost any flight.
• Cumulonimbus cloud (CB) - is a dense, towering formation
vertical cloud, appears from water vapor carried by powerful upward air
currents. Is associated with storm, these clouds may be referred to as
thunderheads. Cumulonimbus can form alone, in clusters, or along cold
front squall lines. These clouds are capable of producing lightning and
other dangerous severe weather, such as tornadoes and hailstones.
Aircraft cannot enter or come to close to such cloud formation as it
impose a very big hazard to a flight.
• Ceiling - The height above the ground or water of the base of the lowest
layer of cloud below 6000 meters (20,000 feet) covering more than half
the sky.
• Flight level (FL) - is an aircraft's altitude at standard air pressure,
expressed in hundreds of feet. For example FL320 means altitude 32000
feet above same as the aircraft's actual altitude, either above sea level
or above ground level. see level in ISA conditions with standard pressure
setting of 1013.25 hPa (29.92 inHg).
Tailwind 100 KT Cirrus clouds
Air density (less molecules)

becomes lower with altitude
Weather radar
Tropopause at 36000 feet (FL360), Temperature -56 Celsius, Pressure 226 hPa
Incloud turbulence and rain

Troposphere
CB cloud (thunderstorm,
heavy rain, hail, severe
Other clouds (stratus, cumulus)
turbulence, icing)
Ceiling
Air: 78% Nitrogen, 21%
Oxygen, 1% other gases
Water vapor
Surface wind 10 KT Height
ISA: Temperature +15 Fog

Celsius, Pressure 1013 hPa
86
10/07/2024
Cloud types and levels
Tropopause at ~36000 FT
Cumulonimbus
(CB) Cumulonimbus cloud (CB)
Severe
weather:
turbulence,
icing, hail,
rain,
thunderstorm.
Cumulus congestus
clouds, or towering
cumulus (TCU)
87
10/07/2024
SECTION VI
Surface weather
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
Surface weather – is the weather condition and weather phenomena which exists at surface level and above. In aviation we usually
analyze the weather conditions which exist at aerodrome and in vicinity (10 NM). Knowing surface weather at all stages is critical to
determine flight conditions to ensure safe and legal aircraft operations.
Surface weather data reports will include:

• Wind direction and speed including gusts
Needed for: to determine take off and landing performance; to determine runway in use; to determine hazards for an aircraft and flight.
• Visibility on the runway
Needed for: alternate aerodrome check.
• Precipitation (drizzle, rain, snow, snow grains, ice crystals, ice pellets, hail) and it’s intensity
Needed for: alternate aerodrome check; determine runway condition; to determine hazards for an aircraft and flight.
• Obscurations (mist, fog, smoke, volcanic ash, dust, sand haze)
• Cloud ceiling and coverage or vertical visibility if such exists
• Temperature and dew point
Needed for: to determine take off performance; to determine fuel density.
• Pressure at the aerodrome
Needed for: to determine take off performance.
• Dangerous weather phenomena such as cumulonimbus clouds, thunderstorms, squalls, tornados, wind sheer, freezing rain.
Needed for: alternate aerodrome check; determine runway condition; to determine hazards for an aircraft and flight.
• Runway conditions (contamination and braking action)
Needed for: to determine take off and landing performance.
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10/07/2024
Surface weather is reported by METAR/TAF routine reports for most aerodromes.

METAR - Meteorological Terminal Aviation Routine Weather Report, is a format for
reporting weather information for aviation use. It is highly standardized by ICAO, which allows it to be
understood throughout most of the world. MEATR shows the current weather on the aerodrome and is
typically produced every 20-30 minutes. It is available for airlines OCC and pilots in flight (via radio
broadcasting – VOLMET or ATIS).
TAF – Terminal Aerodrome Forecast, is a format for reporting weather forecast information. TAFs are issued at
least four times a day, every six hours : at 0000, 0600, 1200 and 1800 UTC and generally apply to a 24-30 hour
period. TAF use similar encoding to METAR reports. TAF is very important on a flight planning stage and helps a
flight dispatcher to determine flight conditions and its impact on aircraft performance, make adequate fuel
calculations and determine safe alternate aerodrome.
SNOWTAM - is a special series NOTAM notifying the presence, or removal, of hazardous conditions due
to snow, ice, slush or standing water associated with snow, slush and ice on the movement area, by means of a
specific format.
NOTAM (Notice To Air Mission) - is a notice containing information concerning the establishment, condition or
change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to
personnel concerned with flight operations.
Surface weather analysis chart - is a special type of weather map that provides a view of weather elements
over a geographical area at a specified time based on information from ground-based weather stations.
• METAR/TAF example:
• Aviation Surface forecast example:
89
10/07/2024
SECTION VI
Upper weather
Airline Operations:
Airline Flight
Extended
Flight and
Planning
AirplaneFlight
and Dispatch
Operations
Flight Dispatch
- ETOPS Anzijs
AnzijsVilcevskis
Vilcevskis
90
10/07/2024
Upper weather – is weather data and forecasts critically important for en-route portion of a flight. En-route weather
can significantly impact safety of the flight as well as comfort of passengers. Before a flight a flight dispatcher and
pilots will analyze all available weather data, including significant weather charts (SIGWX). SIGWX are typically being
issued every six hours (at 00:00, 06:00, 12:00, 18:00 UTC). SIGWX only show the forecast for the specific hour.
Prognoses are prepared for two ranges of heights: SWH - High Level SIGWX (FL 250-630) and SWM - Medium Level
SIGWX (FL 100-450). Weather phenomena covered by SIGWX are:
• Cloud activity - including information about cloud type, height of base and top, turbulence and icing risk;
• CAT- including base and top height, strength of turbulence;
• Jet Stream - including base and top height, wind speed;
• Tropopause Height;
• Tropical Cyclones;
• Volcano activity;
• Frontal system.
In addition to SIGWX wind/temperature charts are analyzed.
SIGWX and wind/temperature charts are produced for all geographic regions by only two World Area Forecast
Centres (WAFC), in London and Washington, each providing a backup for the other.
Additionally, Satellite images, National SIGWX charts, SIGMET, AIRMET, PIREP, VA ADVISORY can be used to identify
and analyze weather hazards.
CAT area
associated
Turbulence
and icing
with Jet
area stream
associated
with clouds
(not CB)
91
10/07/2024
Tropical
storm
area.
CB cloud
activity. Top
heights at
52000 feet.
Volcanic
activity.
92
10/07/2024
93
10/07/2024
THANK YOU FOR YOUR GOOD PERFORMANCE:

Recap of all of the knowledge
Thank You for taking Airline Operations: Flight Planning and Flight Dispatch course. I hope it has been useful,
easy to understand and will be a valuable asset for your aviation experience, whatever it is. During these hours
we have covered a lot of theoretical aspects of airline operations and dispatch and have seen practical
implementation of the knowledge gained. You have acquired quite a lot of aviation terminology and concepts,
which will make it easier for you to work almost in any aviation project and learn almost any aviation topic you
need. Now you can explain how an airline operates their aircraft, what kind of issues they can expect prior a
departure and how they will solve these issues, why some flights are delayed or even cancelled. Operating and
aircraft will always have limitations and we always will need educated airline staff for better problem solving in
terms of operations, economics and environment protection (which becomes more and more critical).
94
10/07/2024
So, just check yourself, you should be able to answer/explain the below:
• Why a flight plan is needed and what it includes?
• Try to remember all aircraft weights from its basic weight to landing weight and how these are related (BW + something =
…. and so on).
• At some aerodromes aircraft may have limited payload, why?
• What are TORA, TODA, ASDA and LDA and what is V1 ?
• What kind of devices are used to stop an aircraft after landing?
• Why you have to decrease payload significantly to increase aircraft range when maximum fuel tank capacity is reached?
• Why Equator is a great circle but 40th parallel north is not?
• Convert 13530 km to nautical miles.
• What is Cost Index?
• What is the difference between route ground distance and air distance?
• How potentially you could reduce MRBF for a flight?
• What is purpose of contingency fuel?
• Is fuel tankering beneficial for an airline and why?
• Why icing can form on the wings of tankered aircraft after landing?
• Why knowing tropopause altitude is important?
• What kind of aviation weather (surface and upper) reporting tools you know?
• Why CB clouds are so dangerous for aviation?
THANK YOU FOR YOUR GOOD PERFORMANCE:

What to learn more?
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10/07/2024
Aviation knowledge is not limited by this course and include different areas of study, such as finance, sales and
commerce, maintenance and engineering, management and administration, safety and security, human resource,
public relation, etc. Most of airlines will consist of big divisions: Operational, Technical, Finance, Commercial, Safety
and Security, Administration. Depending the field you work in or are willing to work in you may develop yourself. As
already told, to become successful in aviation business, you have to understand all airline operations and dispatch
aspects. This is why I have created this course, which really is condensed to essential knowledge you need. My further
recommendation is to study the below topics, which is based on my professional airline operations experience:
• Meteorology;
• Air Traffic Control;
• Communication Aids;
• Aircraft Aerodynamics;
• Aircraft Systems;
• Aircraft Performance;
• Navigation;
• Security and Emergency Procedures;
• Crew Planning;
• Airport and Ground operations.
I wish you good luck in your further professional development! Thank You!
96

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10/07/2024

Welcome to Airline Operations: Flight Planning and Flight Dispatch

Who is the instructor?

• Anzijs Vilcevskis, Flight Dispatch Manager,

Who will benefit from this course?

• Anyone who wants or already works in any Aviation sector including:

What do I need to know before this course?

What to expect from this course?

By the end of this course you will:

Ask questions, when you feel something is not clear!

See You in the next lecture!

SECTION 2: Flight plan and Airline operations

SECTION 2: FLIGHT PLAN AND AIRLINE OPERATIONS

Civil Aviation Organizations and Regulations

Civil Aviation Organizations

• International Civil Aviation Organization (ICAO)

ICAO SARPS (Standards and Recommended Practices) for each area of

ICAO Annexes are:

See You in the next lecture!

• Air Traffic Control Flight plan (ATC FPL):

ATC FPL and OFP examples:

Portable electronic flight bag (PEFB) - is an electronic information

An electronic flight bag (EFB)

Why do we need a Flight plan?

• Due to regulations – no commercial flight can be operated without a flight plan.

Any commercial flight shall be: SAFE + LEGAL + COST EFFICIENT

See You in the next lecture!

Flight Dispatcher Training

Training objectives and content

• Introduction and Airline Operations

Obtaining the necessary competence

Additionally required training in Sufficient knowledge practical

See You in the next lecture!

Operational control versus Operations

In non-shared system of Operational control, wherein operational

Operations control – is a process which involves communication

INTERNAL FLIGHT MAINTENANCE

OPERATIONS WEIGHT AND

Typical Airline Operation Control Center positions

• Flight Dispatcher (Flight Operations Officer/Assistant)

OPERATIONS WEIGHT AND

• Crew Travel Officer WEATHER EMERGENCY

See You in the next lecture!

AD1407/1412 EA1542 MLA

GI BRGDS YOUR HANDLING COMPANY

Flight Monitoring - in addition to

• operational monitoring of flights

Flight Watch - in addition to all

flight by suitably qualified

Actual flight tracking

Great Circle track

Aircraft Tracking via ADS-B

Automatic Dependent Surveillance - Broadcast (ADS–B) - is a surveillance

The ADS-B system has three main components:

See You in the next lecture!

SECTION 3: AIRCRAFT LIMITATIONS AND PERFORMANCE

Aircraft Weights and Structural limitations

Aircraft weights structure:

• Dry Operating Weight (DOW) = BW + Crew + Pantry TRIP FUEL