Pierre 1
Of course we repect your views.
We can always find an anecdote to fit the discussion, I could cite examples where the US the Dispatch system has saved the day, having worked there as a licensed dispatcher.
Flight dispatcher/commander joint responsibility is an emotive issue for many UK aircrew and it is, by in large, mis-understood over here by many of those who have not worked under the system. But it is a red-herring, the real issue for the UK airlines is not the adoption of the FAR flight dispatch system, but the training and 'qualification' of operations staff to a common (generic) standard.
Some might ask why this has just become an issue. İt hasn't, it has long been an issue in the 36 years I have worked in the industry, just that it was ignored, for the most part, by the CAA and many airlines until ICAO pulled them UK up on the matter some 4 -5 years ago after an audit. İt led to changes in JAROPS1 two years ago or so, which required ops officer (operational personnel) training to be to the 'relevant' parts of ICAO doc, 7192 D3. But I ask the question here- how many ops officers out there can say that their airline has adopted 7192 D3 as their syllabus, and how many have included the requirement in their ops manuals? The fact is, it needs to be a regulated requirement before the airlines will really make it happen. Unless, every ops officer exercising operational control over a flight is required to hold an accredidation it isn't going to happen the way it should.
My hope is that we will see it move forward under EASA and that in the not too distant future a common training standard will be defined for flight operations officers, it will be long overdue here in the UK.