Centralised Load Control and Load Planning was an inevitable outcome of computerised DCS and Cargo Systems. From the technology side the 'missing link' was the 'tools' to transmit timely changes from Aircraft Side to the Load Control Centre and the revision in turN being actioned. There are now a range of technologies that can be used in combination so that this link can be integrated in ways to suit a specifIc Airports infrastructure and if implemented sensibly works extremely well.
However at least one implementation has been carried out in a 'Heath Robinson' manner and when it was first described to me I thought I was being 'wound up'. 'One cobbled together' implementation does not invalidate the fact that the technology is viable.
In some countries there may still be regulatory issues, but these will change over time.
Having got the above out off the way, I will
finally move back towards the theme of this thread and to Boeingbus2002's post:
On actual flights, the ramp agents are given a loading instruction to follow and they send any deviations and amount of bags in any given compartment back to the load controller. What is quite frustrating is when the loadplanning (often completed abroad) contains errors.
Those encountered were:incorrect load priorities or so trim critical at the planning stage that no consideration is taken of passenger seating, or even any comprehension about compartment sizes. (Trying to fit 20 bags into a non-existant net section!)
Assuming a Centralised Load Control then:
- The staff entering the Semi-permanent data on each Carriers Aircraft, MUST have sufficient knowledge to spot errors and each entry must be independently verified before becoming live data
- Load Planners working in the Centre MUST be trained to a high standard and checked out on each carriers Aircraft Type.
- When dealing with Cargo, whether on Mixed Passenger, or Cargo only flights, Load Planners MUST understand and conform to the regulations on Dangerous, Special Handling and Live Cargo and ensure their trim plan takes these into account and just as importantly ensure their Loading Instructions clearly State these requirements.
- When dealing with Bulk Cargo loaded into Holds, Load Planners take note of possible volume problems and if this is likely to be an issue note offload priorities.
- Load Planners should be aware of Route and Seasonal variations particularly as regards Baggage (e.g. West Africa Routes, or the Skiing Season). Some of which can be incorporated into the Load Planning Module as 'rules', but also should be part of an online Knowledge Base for the Planners.
- Once they have released their Load Plan, they are effectively passing control to the Ramp Dispatcher.
- Trim changes during the departure phase can be due to any number of reasons, ranging from the 'unexpected Dog/Cat etc' through an item of Bulk Cargo which cannot be tilted, but will only go through the door, if laid on its side, etc. On a given Flight, even Passenger Baggage may unexpectedly be out of normal range and require a retrim.
- Assuming the 'link' between Dispatcher and the Load Control Centre has been implemented properly, then change control of the trim should not be an issue.
- The final Last Minute Changes are on most scheduled Flights are Passenger Related and again providing a good link available then these should NOT cause a delay, especially if the final loadsheet is passed by ACARS/AIRCOM after doors closed.
Throughout the above, one of the key elements has been the link between the Dispatcher and the Load Control Centre. One of the issues of course is what to do when the system breaks down. For a Handling Agency the procedures may vary from Carrier to Carrier and thus Load Control Centre to Load Control centre. Whatever the procedures are the Dispatcher must be aware of them.
With functions becoming increasing remote form the AIrport, the role of the Dispatcher should be becoming even more important and although 'jack of all trades' a dispatcher must be master of most of them and at least a journeryman in the rest, yet the pressure to reduce the Dispatchers Status and role, which has always been there, has (from conversations I have had over the last two years) actually begun to happen. This is happening at a time when the role and therefore the Status (and consequently Training) of Dispatchers should be enhanced.