15.5 Security, Overdue Aircraft, and FAA Emergency Services

FAA Aircraft Dispatcher Certificate ADX

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1 Chapter 1: Regulations, Certification & Operational Control

1.1 Part 65 Subpart C: Certification, Eligibility & Currency 1.2 Operational Control & Dispatcher-PIC Joint Responsibility 1.3 Domestic, Flag & Supplemental Operations Framework 1.4 Dispatch Release Elements, Signatures & Recordkeeping 1.5 Regulations, Manuals, Crew Qualifications, and Source Control

2 Chapter 2: Atmospheric Physics, Pressure Systems & Fronts

2.1 Atmospheric Structure, Standard Atmosphere & Altimetry 2.2 Air Masses, Frontal Systems & Frontogenesis 2.3 Atmospheric Stability, Lapse Rates & Cloud Formation 2.4 Earth Motion, Regional Weather, Local Winds, and Water Phase Changes

3 Chapter 3: Aviation Weather Hazards & Severe Weather Avoidance

3.1 Structural and Induction Icing: Types, Accretion & Operations 3.2 Thunderstorms, Squall Lines, Microbursts & Low-Level Windshear 3.3 Clear Air Turbulence (CAT), Mountain Waves & Jet Streams 3.4 Low Ceilings, Fog Types & Visibility Restrictions 3.5 Hurricanes, Typhoons, Tornadoes, and Tropical Dispatch Hazards

4 Chapter 4: Weather Observations, Forecasts & Advisories Decoding

4.1 METAR and SPECI Surface Observations: Decoding & Operations 4.2 Terminal Aerodrome Forecasts (TAF): Groups & Timing 4.3 Pilot Weather Reports (PIREP): Coding, Severity & Urgent Alerts 4.4 In-Flight Advisories: AIRMETs, SIGMETs & Convective SIGMETs 4.5 Weather Collection, NWS Facilities, GFA, and EWINS

5 Chapter 5: Aviation Weather Charts & Upper-Air Analysis

5.1 Surface Analysis & Radar Summary Charts 5.2 Constant Pressure Analysis & Winds Aloft (FB) 5.3 Significant Weather Prognostic Charts (SIGWX) 5.4 Satellite Imagery, Moisture-Stability Analysis, and Forecast Integration

6 Chapter 6: Air Navigation, Airspace Architecture & Route Structure

6.1 National Airspace System: Classes, Rules & Special Use 6.2 Ground-Based Navigation Aids & Standard Service Volumes 6.3 Area Navigation (RNAV), GNSS/GPS, PBN & RNP Fundamentals 6.4 En Route Airways, SIDs, STARs & Chart Interpretation 6.5 Earth Coordinates, UTC, Chart Projections, and Flight Instruments 6.6 North Atlantic, Pacific, RVSM, and Global Navigation Differences

7 Chapter 7: Instrument Approaches, Minimums & Airport Operations

7.1 Precision Approach Systems: ILS Categories & Tolerances 7.2 Non-Precision Approaches, RNAV & Decision Minimums (MDA/DA) 7.3 Takeoff Minimums, Lower-Than-Standard & Takeoff Alternates 7.4 Holding Procedures: Patterns, Speed Limits & Timing

8 Chapter 8: Subsonic Aerodynamics & Jet Aircraft Performance

8.1 Subsonic Jet Aerodynamics: Lift, Drag & Flight Regimes 8.2 High-Altitude Flight: Mach Number, Buffet & Coffin Corner 8.3 Transport Turbine Engines: Thrust, Specific Fuel & Bleed Air

9 Chapter 9: Transport Category Takeoff & Landing Runway Analysis

9.1 Takeoff Performance Speeds & Balanced Field Concept 9.2 Takeoff Climb Segments & Obstacle Clearance Gradients 9.3 Landing Performance: Field Lengths, 60% Rule & Contamination

10 Chapter 10: En Route Performance, Driftdown Profiles & ETOPS Operations

10.1 One/Two-Engine-Inoperative En Route Net Profiles & Driftdown 10.2 Extended-Range Operations (ETOPS): Philosophy & Regulations 10.3 ETOPS En Route Alternates: Adequate vs. Suitable & Critical Fuel

11 Chapter 11: Aircraft Weight & Balance, Center of Gravity, and Loading

11.1 Transport Aircraft Structural Weight Limits: Definitions & Rules 11.2 Center of Gravity Computations: Datum, Arm, Moment & Index 11.3 Mean Aerodynamic Chord (%MAC) Computations & Stability 11.4 Payload-Range Analysis, Zero Fuel Weight Tradeoffs & Loading

12 Chapter 12: Destination Alternate Airport Selection & Weather Rules

12.1 Destination Alternate Selection: 91.169 & Part 121 1-2-3 Rule 12.2 Flag & Supplemental Operations Destination Alternate Rules 12.3 Derived Alternate Minimums: 1-Nav and 2-Nav Facility Rules

13 Chapter 13: Part 121 Fuel Planning, Reserves & En Route Re-Release

13.1 Part 121 Domestic Fuel Requirements: Reserves & Calculations 13.2 Part 121 Flag Fuel Requirements: 10% Reserve & Island Rules 13.3 Supplemental Fuel Requirements & Holding Fuel Management 13.4 Redispatch and En Route Re-release Procedures

14 Chapter 14: Transport Systems, Pressurization & MEL/CDL Procedures

14.1 Transport Jet Auxiliary Power, Electrical, Hydraulic & Pneumatic Systems 14.2 Cabin Pressurization, Rapid Decompression & Oxygen Requirements 14.3 Master Minimum Equipment List (MMEL), MEL & CDL Procedures 14.4 Flight Controls, Autoflight, Fuel, Oil, Brakes, and Fire Protection

15 Chapter 15: Hazardous Materials, Duty Regulations & Emergency Procedures

15.1 Dangerous Goods Carriage by Air (49 CFR Part 175) & NOTOC 15.2 Dispatcher Duty Limitations, Rest Requirements & Fatigue 15.3 Emergency Authority, Declaration & Diversion Decision-Making 15.4 NTSB Part 830 Accident Reporting & Wreckage Preservation 15.5 Security, Overdue Aircraft, and FAA Emergency Services

16 Chapter 16: Communications, ATC, and Flight Plan Procedures

16.1 Voice, Data Link, Position Reports, and Lost Communications 16.2 ATC Facilities, Separation, ICAO Flight Plans, and Traffic Management

17 Chapter 17: Human Factors and Practical Dispatch Applications

17.1 Dispatch Resource Management, Human Error, and Risk Decisions 17.2 Manual Flight Planning, PIC Briefing, Flight Watch, and Postflight Closeout

15.5 Security, Overdue Aircraft, and FAA Emergency Services

Key Takeaways Explain This Topic AI

49 CFR Part 1544 and the applicable operator security program determine security responsibilities.

A dispatch release does not waive screening, aircraft security, or threat-response conditions.

Preserve verified last-known position/time, flight identity, fuel, route, and communications for an overdue-aircraft response.

§ 121.557(b) requires dispatcher emergency action in its stated known-emergency/lost-contact circumstances.

An overdue aircraft believed involved in an accident requires § 830.5(c) notification; do not invent a universal waiting period.

Last updated: October 2026

Security and Loss-of-Contact Decisions

Appendix A and the practical test include security on the ground and in flight, FAA emergency services, and collection/dissemination of information on overdue or missing aircraft. A dispatcher must recognize a developing event, protect communication accuracy, and activate the carrier's approved response. Public regulations and training define responsibilities; sensitive operational details are handled through the authorized security program rather than improvised in a study scenario.

Ground security responsibilities

49 CFR Part 1544 governs relevant aircraft-operator security requirements. The applicable operator security program, trained personnel, access controls, screening and acceptance processes, and incident-reporting arrangements determine what each employee does. A dispatch release does not waive security clearance, required screening, or protection of the aircraft.

A suspected threat, unauthorized access, or suspicious shipment is reported through the carrier's designated process. Dispatch coordinates with authorized operations/security personnel and the PIC concerning the operational consequence. Preserve the exact information, source, time, and actions taken. Do not independently declare a threat harmless because departure is late or because a caller provides a reassuring explanation.

Security decisions can affect aircraft assignment, airport choice, ground handling, passenger/cargo status, and required coordination. If a departure must be held, reassess weather, fuel, performance, and crew limitations after the hold. A security release and a flight dispatch release address different conditions; both must be satisfied where applicable.

Security in flight

If a flight reports an onboard security event, provide prompt support through the approved program. The PIC commands the airplane and makes immediate aircraft decisions. Dispatch supplies relevant airport, weather, route, fuel, and support information and coordinates with the authorized company, ATC, and governmental contacts as appropriate.

Use closed-loop communication: identify the flight, repeat critical information, distinguish verified facts from unconfirmed reports, and obtain acknowledgment when feasible. Avoid public or unrelated-channel distribution of sensitive operational information. Do not ask the crew for lengthy nonessential administrative details during a time-critical cockpit task. Prioritize the information needed for safety and response.

Recognize overdue versus missing

An absent automated arrival message can be a data-link or ground-system failure, not necessarily an accident. Conversely, loss of contact and an unexplained delay can require urgent action. Compare the planned flight, last known position/time, expected reports or arrival, actual ATC/airport information, aircraft endurance, weather, and known system status.

Use the carrier's approved overdue/missing-aircraft procedure. Do not invent a universal rule to wait thirty minutes, one hour, or three hours before seeking help. A credible emergency can require immediate action before an estimated arrival time has passed. Under 49 CFR 830.5(c) , an overdue aircraft believed to have been involved in an accident requires the prescribed NTSB notification.

Collect an accurate information package

• Information Why it matters
• Flight identity and aircraft registration Prevents confusion with another flight or tail
• Last known position, altitude, time, and heading/route Supports search-area and progress assessment
• Departure, destination, alternates, and clearance information Establishes the intended and actual operation
• Fuel/endurance and aircraft status Helps assess reachable locations and urgency
• Crew/occupants and hazardous cargo information Supports rescue and response planning
• Communications attempted and replies Avoids duplicate assumptions and identifies available links
• Weather and known airport/route hazards Supports plausible alternatives and search/rescue risk assessment

Record whether each item is verified, estimated, or unknown. A guessed last position can misdirect responders. Retain original timestamps and units, and coordinate any later correction explicitly with the recipients. A detailed but inconsistent package is less useful than a concise, accurate update.

Contact alternatives and escalation

Use available authorized company voice/data links, ATC coordination, airport/station contacts, and other approved means. A message sent by ACARS is not proof that the PIC received it. An arrival shown in a computer system may be a scheduled event rather than a verified actual landing. Seek independent confirmation through the appropriate channels.

If an inflight emergency requiring immediate decision/action is known to the dispatcher and the dispatcher cannot communicate with the pilot, § 121.557(b) requires declaring an emergency and taking necessary action. Keep ATC and dispatch centers informed under paragraph (c). Loss of one radio alone is not always that emergency, but it must not be dismissed when combined with credible hazard information.

FAA and search-and-rescue support

ATC and Flight Service can assist with emergency communications and the collection of position, flight-plan, radar/surveillance, and airport information within their services. Rescue coordination follows applicable government and carrier procedures. Dispatch supports with current flight information and company resources; it does not replace ATC authority or independently direct government rescue aircraft outside the established process.

A diversion changes the response picture. Confirm the actual landing airport, available emergency services, runway conditions, and any limitations of the receiving station. Hazardous-material information must be accessible to the PIC, operational-control personnel, and emergency responders under its applicable rules. Preserve the documents rather than assuming the original destination station already has the final updated packet.

Worked lost-arrival scenario

A fictional flight's automated arrival message is missing fifteen minutes after predicted landing. Dispatch has a recent routine position report and no confirmed distress, but the destination station cannot yet verify arrival. The dispatcher checks actual ATC/airport status and attempts approved company links immediately under the applicable procedure. If independent confirmation establishes safe landing, resolve the communication discrepancy and close the flight record accurately.

If instead ATC reports lost contact near hazardous terrain with a credible distress indication, escalate promptly and send the verified last-known information, fuel, route, aircraft, and occupant/cargo details. Do not wait for an arbitrary timer. Continue updating responders and preserving communications, while separately meeting applicable FAA emergency-deviation and NTSB notification/reporting requirements. The exam skill is timely, evidence-based escalation rather than treating every missing message as either certainly harmless or certainly an accident.

Official References

Source check: 2026-10-12 . Hazardous-material carriage ; Dispatcher duty § 121.465 ; Emergency authority § 121.557 ; NTSB Part 830 ; Operator security Part 1544 . For operational use, apply current issued authorizations and the assigned aircraft’s approved data.