COURSE PURPOSE

The Flight Operations/Dispatcher Refresher course helps to maintain

and enhance critical decision making skills. It is designed for licensed
dispatchers interested in refreshing their skills and staying current with
the latest industry practices. It is also designed to prepare holders of
certificates in Flight Dispatch/Operations for the KCAA Flight
Operations/Dispatcher licensing examinations.

The course offers a thorough review of material covered during Initial

Dispatch training, incorporating newer trends and procedures
accordingly.

COURSE OBJECTIVES

Upon completion of the course, students will be able to:

 Demonstrate the knowledge required to perform the Flight Dispatch

duties considering safety/standard and operational requirements.
 Authorize and oversee the operations of a flight from before takeoff
to after landing.
 Prepare flight plans taking into account important factors such as
weather conditions, fuel requirements, and potential hazards with full
knowledge of aircraft systems and Civil Aviation Authority
regulations to ensure the safe completion of flight.

TARGET GROUP

Participants must be trained and qualified Flight Operations officers who

must receive recurrent training within the appropriate period to maintain
currency, designated Flight Dispatchers and operations Control Staff,
and holders of Flight Operations/Dispatcher certificate wishing to
prepare for the Flight Operations Licensing examinations.

COURSE DURATION

5days, 20hours

EVALUATION METHOD

Written exam at the end of the module.

ATTENDANCE

Candidates must attend at least 90 percent of the course to be examined.

ASSESSMENT SCORES

90%-100% Distinction

80%-89% Credit

70-79% Pass

Below 70% To repeat the course

Day 1

AIRCRAFT PERFOMANCE

CLEARWAY
Clearway is the area beyond the runway not less than 152m wide
centrally located about the extended centerline of the runway and under
the control of airport authorities. Clearway is expressed as a plane
extending from the end of runway with up slop not exceeding 1.25%
above which no object or terrain protrudes with exception of threshold
lights.

STOPWAY

Stop way is the area at the end of take-off runway no less wide than the
runway and centered upon extended centerline of runway and able to
support the aero plane during an aborted take-off without causing
structural damage to the aero plane.

TORA (Take off Run Available)

TORA is defined as length of runway suitable for normal operations. It

need not always equal to LDA (landing distance available). TORA
doesn’t include Stopway or Clearway.

TODA (Take off Distance Available)

TODA is the length of runway plus any clearway if available. In case no

clearway exists, TODA is same as TORA. TODA includes ground as
well as air segments.
ASDA (Accelerate-Stop Distance Available)

ASDA is used for calculation of V1. It is defined as sum of LDA/TORA

(as applicable) and Stop way. In case take off is aborted the aircraft can
be brought to a stop either on the runway or on Stop way.

ASDA must not be used as TORA.

LDA (Landing Distance Available)

LDA is the runway length declared available and suitable for landing an
airplane.

Information on Clearway, Stopway, TORA, TODA, and ASDA & LDA

for different runways can be obtained from Aerodrome Information
Publications.
Aircraft speeds

V-speed
Description
designator
The speed beyond which the takeoff should no longer be
V1
aborted. (See V1 definitions below)[7][8][9]
V2 Takeoff safety speed. The speed at which the aircraft may
safely be climbed with one engine inoperative.[7][8][9]
V2min Minimum takeoff safety speed.[7][8][9]
V3 Flap retraction speed.[8][9]
V4 Steady initial climb speed. The all engines operating take-
off climb speed used to the point where acceleration to flap
retraction speed is initiated. Should be attained by a gross
height of 400 feet.[10]
VA Design maneuvering speed. This is the speed above which
it is unwise to make full application of any single flight
control (or "pull to the stops") as it may generate a force
greater than the aircraft's structural limitations.[7][8][9][11]
Vat Indicated airspeed at threshold, which is usually equal to
the stall speed VS0 multiplied by 1.3 or stall speed VS1g
multiplied by 1.23 in the landing configuration at the
maximum certificated landing mass, though some
manufacturers apply different criteria. If both VS0 and VS1g
are available, the higher resulting Vat shall be applied.[12]
Also called "approach speed".
VB Design speed for maximum gust intensity.[7][8][9]
Design cruise speed, used to show compliance with gust
VC
intensity loading.[13]
V-speed
Description
designator
See V1; generally used in documentation of military
Vcef
aircraft performance.[14]
Design diving speed, the highest speed planned to be
VD
achieved in testing.[7][8][9]
Demonstrated flight diving speed, the highest actual speed
VDF
achieved in testing.[7][8][9]
 The speed at which the critical engine is assumed to fail
VEF
during takeoff.[7]
VF Designed flap speed.[7][8][9]
VFC Maximum speed for stability characteristics.[7][9]
VFE Maximum flap extended speed.[7][8][9]
VFTO Final takeoff speed.[7]
Maximum speed in level flight at maximum continuous
VH
power.[7][8][9]
VLE Maximum landing gear extended speed. This is the
maximum speed at which a retractable gear aircraft should
be flown with the landing gear extended.[7][8][9][15]
VLO Maximum landing gear operating speed. This is the
maximum speed at which the landing gear on a retractable
gear aircraft should be extended or retracted.[7][9][15]
VLOF Lift-off speed.[7][9]
VMC Minimum control speed. Mostly used as the minimum
control speed for the takeoff configuration (takeoff flaps).
Several VMCs exist for different flight phases and airplane
configurations: VMCG, VMCA, VMCA1, VMCA2, VMCL, VMCL1,
VMCL2. Refer to the minimum control speed article for a
thorough explanation.[7]
V-speed
Description
designator
VMCA Minimum control speed in the air (or airborne). The
minimum speed at which steady straight flight can be
maintained when an engine fails or is inoperative and with
the corresponding opposite engine set to provide maximum
thrust, provided a small (3° - 5°) bank angle is being
maintained away from the inoperative engine and the
rudder is used up to maximum to maintain straight flight.
The exact required bank angle for VMCA to be valid should
be provided by the manufacturer with VMC(A) data; any
other bank angle results in a higher actual VMC(A). Refer to
the minimum control speed article for a description of
(pilot-induced) factors that have influence on VMCA. VMCA
 is also presented as VMC in many manuals.
VMCG Minimum control speed on the ground is the lowest speed
at which the takeoff may be safely continued following an
engine failure during the takeoff run. Below VMCG, the
throttles need to be closed at once when an engine fails, to
avoid veering off the runway.[16]
Minimum control speed in the landing configuration with
VMCL
one engine inoperative.[9][16]
VMO Maximum operating limit speed.[7][8][9]
VMU Minimum unstick speed.[7][8][9]
VNE Never exceed speed.[7][8][9][17]
Maximum structural cruising speed or maximum speed for
VNO
normal operations.[7][8][9]
VO Maximum operating maneuvering speed.[18]
Rotation speed. The speed at which the pilot begins to
VR apply control inputs to cause the aircraft nose to pitch up,
after which it will leave the ground.
Vrot
Used instead of VR (in discussions of the takeoff
performance of military aircraft) to denote rotation speed
in conjunction with the term Vref (refusal speed).[14]
VRef
Landing reference speed or threshold crossing speed.[7][8][9]

(In discussions of the takeoff performance of military

aircraft, the term Vref stands for refusal speed. Refusal
speed is the maximum speed during takeoff from which
the air vehicle can stop within the available remaining
runway length for a specified altitude, weight, and
configuration.[14] ) Incorrectly, or as an abbreviation, some
documentation refers to Vref and/or Vrot speeds as "

Stall speed or minimum steady flight speed for which the

VS
aircraft is still controllable.
Stall speed or minimum flight speed in landing
VS0
configuration.
 VS1 Stall speed or minimum steady flight speed for which
the aircraft is still controllable in a specific configuration.
VSR Reference stall speed
VSR0 Reference stall speed in landing configuration.
VSR1 Reference stall speed in a specific configuration.
VSW Speed at which the stall warning will occur.
VTOSS Category A rotorcraft takeoff safety speed
VX Speed that will allow for best angle of climb
VY Speed that will allow for the best rate of climb

Take off segments

Factors affecting aircraft climb perfomance

Most aircraft accidents occur during the take-off or landing phase of the
flight. Collisions with obstacles during climb out, runway overruns on
landing do occur every now and then.

There are a number of speeds defined for aircraft where it has a certain
predictable performance. These are: best rate of climb speed and best
angle of climb speed. Both are used by the pilot to reach an altitude in
the minimum amount of time or distance traveled.

The climb performance of an aircraft is influenced by factors as: amount

of applied power, airspeed, drag in the form of flaps or landing gear and
weight.

Power & Speed

The amount of power used during the climb over the power required
directly results in a different climb performance. If your aircraft is not
climbing as expected, check if full power (or recommended climb
power) is set or anything else is producing drag (flaps).

Flying with a higher or lower airspeed (than used for best climb angle or
rate) will result in a lower climb performance compared to the optimum
speeds from the POH.

Weight

A heavier aircraft decreases the climb performance as the power

required to maintain a given speed in level flight increases with all up
weight. There is less excess power available to climb. So climb
performance and service ceiling will suffer.

Flaps & landing gear

Extending the flaps will decrease the climb performance as L/D ratio is
reduced and the power required increased. The best rate-of-climb and
angle-of-climb is always reached with flaps up. Hence the need to retract
flaps after a go-around if there are obstacles in the climb out path. Some
aircraft are not able to climb if full flaps are selected due to the amount
of drag they create.

USE OF RUNWAY TAKE OFF TABLES.

LANDING PERFORMANCE AND LIMITATIONS.
 ASSESMENT
Determine the landing distance from a height of 50 ft

 Given OAT 27degrees Celsius

 Pressure altitude 3000ft
 Aeroplane mass 2900ft
 Tailwind component 5kt
 Runway tarred and dry

2.Determine the landing distance from a height of 50 ft

 Given OAT ISA 15

 Pressure Altitude 0
 Aeroplane mass 2940 lbs
 Headwind 10kt
 Runway short and wet grass
 Correction factor1.38

ASSESSMENT
In groups of 4s discuss the following questions

1. Explain the following areas in an aerodrome

a) Clearway
b) Stop way
c) ASDA

2. Differentiate TORA and TODA

3. Discuss 4 factors that affect the take off distance

4. What factors will you consider before choosing an arrival/alternate aerodrome (at least 4
factors?)

5.Discuss 5 factors that affect the landing distance

6. Determine the landing distance from a height of 50 ft

 Given OAT ISA

 Pressure altitude 1000ft
 Aeroplane mass 3500lbs
 Tailwind 5kt
 Runway tarred and dry
 ANY QUESTIONS …..THE END
 LESSON PLAN

INTRODUCTION 15 MINUTES

DEFINITIONS 20MINUTES

TAKE OFF PROCEDURES 30MINUTES

CLIMB AND CRUISE PERFOMANCE 20MINUTES

TAKE OFF GRAPH 15 MINUTES

INTRODUCTION TO LANDING 05 MINUTES

DEFINITONS 10 MINUTES

LANDING GRAPHS 20 MINUTES

ASSESMENT 20MINUTES