Lets just say that I have flown extensively long haul and short haul from both seats at the pointy end.
As you have flown outside of the US I am suprised at your ignorance of what happens outside of the US but then you do have dispatchers sheltering you and your Capt from the world outside!
For the record I notice that you have edited your last post from:
Here is the message that has just been posted:
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---Quote (Originally by fmgc)---
Be more specific, what data?
---End Quote---
I'm not going to do your homework... look at your Operations Manual.
Hey just for the record, are you cabin crew or a junior F/O in training?
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to it's current incarnation.
We have an operations department that will decide on the Co route that we will fly and liaise with ATC with regards to CTOTs (slots). The PLOGs that we pull from the computers will show that route and the alternates and the minimum fuel required for that route and the primary alternate.
It is then up to the FO & I to decide how much fuel we will carry bearing in mind the met & NOTAMs that we will also have printed off and studied (no dispatchers to brief us on the met).
We will then pass that fuel figure onto the handling agent (dispatcher) who will then produce the load sheet. He/She will organise the baggage handlers, liaise with me as to which holds the bags and freight should go into, call the refuellers, ask me for when it is OK to release the PAX etc.
There are only a handful of disptachers in the UK who have the dispatch licence that you issue in the US. They are normally employed by handling agents that handle airlines that insist on being dispatched by a US licenced dispatcher.
In the UK we do not have dispatchers who get involved in fuel decisions and who follow flights.
I think that Wiki here describes the differences very well:
http://en.wikipedia.org/wiki/Flight_dispatcher
Notice:
In many countries, e.g. the
USA and
Canada, he shares legal responsibility with the Commander (joint responsibility dispatch system).
and:
JAR OPS 1 did not mandate the use of an operational control system with flight dispatchers/joint responsibility/flight watch.
Pretty much blows your "ergo the reason for joint dispatch authority" theory.
Now will you accept the fact that the system in the UK is different to that in the US?
You will also have to acknowledge, junior, that I knew about these differences and you did not, therefore my knowledge and experince would seem to be superior to yours, but that is all very petty and childish though.