An “Aircraft Dispatcher” arranges all handling on an aircraft parking spot. Coordinates passenger, cargo and fuel loading. Takes care of all handling during parking on an aircraft. The “aircraft dispatcher” does not flight follow or plan any portion of the flight after leaving the parking spot.
Tasks
The flight service consultant is an important partner of the pilot on the ground. An official license is required to practice the profession. If the license is missing, the activity will be carried out under the supervision of a licensed dispatcher. This profession is then called "Movement Controller" or "Dispatchanwärter". In Germany, this is issued by the Federal Office of Civil Aviation (LBA) in Braunschweig under the Ordinance on aviation personnel. The German Flight Service Advisor License is based on international law, in particular ICAO Annex 1 and 6 as well as the ICAO DOC 7192 D3. This was transposed and defined in Germany to national law in §§ 112 to 114, LuftPersV (Ordinance on Aviation Personnel).
Scope of the German permission according to the LuftPersV: "The permission authorizes to carry out the flight preparation and the ground support of the responsible pilot during the flight professional or commercial."
The main task is to supervise the handling assistance activities during the turn-around of the plane, these activities include:
Refueling (call the air-supplyer and indicate the amount of fuel required by the crew)
Loading / unloading of luggage (the load is loaded alongside and through the LIR indicates the position where it should be loaded)
Passenger boarding / boarding (calls the boarding and supervises the transit of passengers)
Maintenance activities (check the plane for any damage and call the technician for any repairs)
De-icing and Anti-icing of the plane,
Catering,
Cleaning,
Special assistance.
The employee coordinates the conduct of these activities also by contacting the individual officers, ordering the beginning or end of one of the aforementioned activities and providing the necessary information.
For each individual flight supervised and coordinated by the ramp agent, the same must know the following information on the aircraft:
Transit time;
Features of ' aircraft;
Passengers, baggage, goods and inbox;
Passengers, baggage, goods and departing mail;
Presence of passengers who need special assistance (arriving or departing);
Presence of special goods or baggage (for example dangerous goods);
Need to refuel;
The ramp agent also provides the necessary information for the flight to the crew (flight plan, weather information, loading plan, passenger list).
This figure works in close contact with the balancing and centering operator for loading operations. In some countries, and sometimes for some Low Cost or Line companies, the two functions are performed by the same person, where compatible.
In many cases the ramp agent also takes care of following the push back and start up operations assisting the crew during this phase communicating with the pilots.
If the conditions require it, it also takes care of the advice and supervision of the operations of De-icing and Anti-icing of the aircraft.
The ramp agent is an employee of the company who performs handling services to the aircraft, in some cases it may be the same airline.
In order to carry out this task, it is required to have a high school diploma and a fluency in English. Many Handling or Airline companies require the possession of additional high-level certification certificates.
Operational control
Dispatchers usually share responsibility for the exercise of operational control, which gives them authority to divert, delay or cancel a flight. Legal requirements known as "14 CFR PART 121" govern dispatch release in the United States. After the release of a flight (in a joint responsibility environment) the dispatcher uses sophisticated software tools to monitor the flight's progress and advises the flight crew of any circumstances that might affect flight safety. Shared responsibility adds a layer of checks and balances to aircraft operation and greatly improves safety.
Joint Aviation Authorities (JAR) OPS 1 did not mandate the use of an operational control system with flight dispatchers/joint responsibility/flight watch. The pan-European European Aviation Safety Agency (EASA) has not yet issued a requirement mandating the use of such an operational control system either. It is expected that EASA OPS and EASA FCL will be published in 2006 which will outline EASA's position on the issue as well as any requirements imposed on European airline operators.
The International Civil Aviation Organization (ICAO), headquartered in Montreal, is the civil aviation branch of the UN (United Nations). ICAO states that the operator (the airline), is responsible for the operational control of its flights and only recognizes dispatch systems using flight dispatchers/flight operations officers as the means to control and supervise flights in Annex 6, Part 1, Chapter 3. Chapter 4 of Annex 6 describes the duties of flight dispatchers/flight operations officers while Chapter 10 of Annex 6 describes the training and qualification requirements for flight dispatchers/flight operations officers. Chapter 10 also recognizes ICAO Document 7192 D3, The Flight Dispatcher/Flight Operations Officer Training Manual as the standard training resource for member States to develop their own flight dispatcher/flight operations officer training regulations.
The terms "flight dispatcher", "aircraft dispatcher" and "flight operations officer" are largely interchangeable depending on the area of the world in which they are used. The term "Aircraft dispatcher" is used the United States, while "flight operations officer" is more common in Europe and Africa, and "flight dispatcher" is typically used in Asia and the Middle East.
Functions
The Aircraft Dispatch Function is decisive to guarantee safe flights, since through it the pilot is provided with a vast information, such as: operational flight plan with which the fuel needed to carry out the flight is determined, determination of the alternative aerodrome; meteorological data of the place of departure, route, destination and alternative and the forecasts of the route in which it should fly; technical conditions of the destination airports and their alternatives, including what refers to their facilities, services, radios and facilities provided.
Likewise, the analysis of the performance (performance) of takeoff, route and landing that must be fulfilled is also an exclusive task of the aircraft dispatcher, given that this is closely linked to the determination of the payload since the performance is conditioning and always It is calculated in the condition of an inoperative engine for a safety issue.
In addition, the dispatcher must determine and control that the distribution, mooring and securing of the cargoes and dangerous goods that are introduced in the aircraft are within the structural limits of the aircraft and the determination of the position of the center of gravity that must be found inside. of the operational envelope. Also the distribution of the fuel that is loaded in the tanks. All this is essential for the stability of the device. Since one as another task, they directly affect both the takeoff and landing, as during the flight, given that a bad distribution and subjection of the loads can be fatal in the air navigation, potential danger, which will be severely aggravated due to the very frequent turbulence that occurs during the flight.
Specialization of functions in large airlines
In large airlines, the functions and responsibilities of the dispatchers are usually separated or grouped into specialized sub-departments.
Flight control and tracking
In airlines with large fleets, there is a centralized area where there is a staff called flight controller (flight tracker), which provides planning for the sequence of the different aircraft in the fleet.
When there are delays and contingencies of a flight, it is responsible for making adjustments to the allocation of flights of an aircraft to reduce the effects of flights stopped on the ground, to inform the flight planner of mechanical situations of the aircraft that must be reflected in the aircraft. flight plan.
Flight planning
The dispatchers assigned to the Flight Planner in these areas focus on the development of the flight plans.
Load planning
The personnel assigned to these functions (Load planner) focuses on the planning of the load plan and the weight and balance manifest. Sometimes the aeronautical authority of the country requires that the cargo planner be in the same airport as the aircraft when the airline does not have the figure of ramp operation manager and when it exists, it is usually in a centralized location.
Coordination of ramp operation
The person responsible for the ramp operation is the person who "on site" verifies that the fuel load is carried out according to the flight plan, that the load of the airplane is in accordance with the weight and balance plan, that the work of the personnel on the ramp are carried out in accordance with the airline's safety guidelines and quality standards.
Training
In Germany, vocational training for flight consultants is uniformly regulated. It has a duration of officially six months (the actual duration is about twelve months) and is usually offered in authorized flight schools. The teaching of knowledge takes place in the classical division of theoretical (in classroom at vocational schools) and practical content (in airlines). The training includes u. a. the following learning fields:
Flight planning and monitoring
meteorology
Air law, aviation and air traffic control regulations
General navigation and radio navigation
Loading and focus customer
Technology, aircraft and engine science
Aerodynamics and flight performance
Telecommunication facilities, data transfer and communication procedures, traffic flow control stations
Human performance
The final exam is organized centrally by the Luftfahrt-Bundesamt. This also awards the official German license to the flight service consultant.
Licensing and certification
A dispatcher must be certified by the aviation authority of the country in which they operate or have a base of operations, such as the DGCA in India FAA/DOT (Federal Aviation Administration/Department of Transportation) in the United States. 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.
The FAA ATP and the FAA Dispatcher (ADX) written exams are similar. For airlines operating under 14 CFR PART 135, dispatching duties and responsibilities are actually designated to "flight followers." The main difference between a flight dispatcher and a flight follower is that latter does not share legal responsibility for the operation of a flight. In addition, a flight follower is not required to obtain a dispatcher's certificate, although he or she is usually encouraged to do so by the airline for which they work and will probably not be employed as a flight follower if they do not have the dispatcher certificate.
Many countries issue licenses or certificates which are based on ICAO Annex 1 and 6 as well as ICAO DOC 7192 D3. Unfortunately not all countries have adopted a mandatory license/certification and joint responsibility/flight watch operational control systems. The FAA has mandated the use of flight dispatchers/joint responsibility/flight watch since the "Civil Aeronautic Act" was passed in 1938. Canada has adopted a similar approach in the wake of the Air Ontario Flight 1363 plane crash in Dryden, Ontario, in 1989. Due to several more accidents, the FAA is lobbying the ICAO for tighter regulations.
Benefits
A major advantage of this system is the number of flights servicing ATCOs. As a result of a short-haul flight service advisor handling up to 100 individual flights in each shift, Dispatchers in the Joint Responsibility system are more likely to face irregularities than pilots therefore provide high quality information. This is also true in long-distance dispatch, where the increased effort due to less automation significantly reduces the number of flights handled by the individual dispatcher.
One of the main tasks of the dispatcher is to ensure that the entire operation of an airline is as economical as possible. In most cases, it is uneconomical to have the captain make elaborate flight planning according to the numerous legal and operational requirements, as the working hours of a captain or first officer are simply too expensive. The dispatcher as a specialist in the field of flight planning also usually knows in more detail the legal and operational requirements, which are often different in the pre-flight planning than in flight. For example, consider other meteorological information than those that are relevant during the flight.
Furthermore, the shift times of dispatchers are often 10 to 12 hours per day. For compensation, however, more days off are granted. Many dispatchers work in shifts. Other countries have adapted this system in the recent past, such as Malaysia, the United Arab Emirates and the People's Republic of China.
In recent years, several incidents have occurred in Europe that could have been prevented by "flight watch" and "joint responsibility". The subject of "Joint Responsibility / Flight Watch" is currently being discussed controversially in Europe as part of the unification under the umbrella of EASA.
Legal responsibility
Flight dispatchers are legally 50% responsible for the safety of every flight they dispatch. The pilot in command of the flight holds responsibility for the other 50%. A flight dispatcher has the legal authority to refuse to dispatch a flight if safety is in any way in question, as does the pilot in command. This is known as 'Co-Authority Dispatch'. Because commercial decision making in an airline can conflict with the safety of a flight, a flight dispatcher's responsibilities are kept separate from the commercial aspects of an airline's operation, and as such the profession is primarily focused on the safety of a flight; all other duties are secondary.
Flight dispatchers in a typical airline are generally responsible for overseeing anywhere from 10 to 25 flights simultaneously, depending on the daily ops tempo/operation as some flights are much more strenuous than others as an ETOPS Air charter requires much more attention than those of a regular scheduled flight. All the while dispatchers are also constantly planning new flights while monitoring current ones. Flight dispatchers are expected to have a big picture view of weather conditions, aircraft status, fuel planning, and other operational aspects of maintaining smooth airline operations. Because of the constantly changing nature of airline operations, flight dispatchers experience a high level of stress in the workplace, as they balance operational constraints and pressures with the overriding safety mandate of the job.
Load planner
Often (especially in larger airlines) a dispatcher will be assisted by a load planner. They must carefully plan the loading of the aircraft and do the weight and balance calculations for the aircraft. In some cargo aircraft, they have to visually inspect the loading, making sure it has been done in accordance with their instructions. When a load planner is on board the airplane as a member of the crew, he or she will be in charge of planning, loading and offloading the cargo for the duration of the flight, and is known as loadmaster.
Flight follower
In some jurisdictions of the US, similar duties and responsibilities are designated to flight followers. The main difference between the aircraft dispatcher and the flight follower is that the latter does not share legal responsibility for the operation of a flight. During the flight, the dispatcher is required to monitor and advise the crew of changes affecting safety of flight. In flight following, ultimate responsibility and operational control of the flight rests with the Pilot in command and Director of Operations (DO). Flight followers work for the Director of Operations and are tasked with carrying out operational control functions. Flight followers are not required to attain a flight dispatcher's certificate, although they are usually encouraged to do so.
International legal framework
The technical requirements for obtaining an official license of operations / dispatcher are defined by ICAO in point 4.5 of the first annex to the Chicago Convention, point 4.6 of Annex 6 describes the duties and responsibilities of the flight operations manager / flight dispatcher and in chapter 10 of the same it is extended the information about the knowledge that must have the person in charge of flight operations / dispatcher of flight in case that an operator or the requirements of the state demanded it, likewise indicates that this responsible does not necessarily have to have the license described in Annex 1 (these regulations vary and are adjusted according to the regulations of the different contracting states of the Chicago Convention.
To develop the functions of technical dispatch, it is an exclusive requirement to have an Aircraft Dispatcher license, which is obtained after passing a specialization course dictated by schools dependent on the aeronautical authority, as recommended by the International Civil Aviation Organization. (ICAO). This authorization also allows the possessor to delay and / or cancel the operation of a flight if the latter considers that it can not be initiated or continued for security reasons.
The aircraft dispatcher is responsible for correctly determining the optimal trajectories of flights, determining and controlling the distribution of loads on the aircraft, providing operational supervision and the necessary assistance to flights in adverse conditions. All these responsibilities and their regulations are contained in the standards established for the Regular Air Transport Services (RAAC), and like the Aeronautical Technicians, the Dispatcher must be governed by the Aeronautical Code, in such a way that the performance of its function with ethics and suitability, is completely guaranteed.
Source from Wikipedia
没有评论:
发表评论