Cenralised Load Control (CLC) at Servisair Regional Stations
Join Date: Jan 2003
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Was originally going to be located at MIOC but has been changed to commonwealth house next to the railway station at MAN and is then due to be moved to Atlas business park (head office) in a year or so if the project's a success
Commonwealth is a big improvement over MIOC though!
as a former MAN L/controller
Cheers.
Join Date: Apr 2004
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Ok the BY460A was the first one to use this system yesterday and I had the honours of dispatching it. The flight was supposed to be used as a training flight to show how the system is going to work. One of my major concerns was that with all the time spent sending the "masks" the dispatcher loses control of the turnaround.
The trainer showing me how to use the masks had to return landside (no outside lines at the gate) so he could call Manchester to find out why the system wasnt working.
Anyhow when he returned he proceeded to show me how to send data, but during this I had to liase with cabin crew, flight deck, co-ordinate and supervise the loading etc etc so I missed most of the masks being sent.
The aircraft departed on time (just) even though the pax and containers we all onboard by -20. Nothing to do with the chap in Manchester who created the loadsheet (he proberbly had a tough time aswell), but the system as a whole prevented a nice early departure. Teething problems some may say but we will soon find out. This system could prove to be Servisair's down fall.
Another query is how will this system work with remotly parked aircraft??? Some stands are fair drive away from a computer terminal and whilst im at a computer who's to know whats happening at the aircraft. 130.6 will be a very hot channel me thinks.
So from the way things went, it looks like we will need two dispatchers per aircraft (one to supervise the turnaround and one to send these masks) or someone in an office who is dedicated to sending the masks (possible the Load Controlers they have made redundant), Dispatchers can no longer meet and greet pax and push wheelchairs (like they are expected to do at the moment) so more pax agents are going to have to be on shift or employed for this. So at the end of the day where are the savings being made???
This system should have been brought in during the winter when there are hardly any flights, not during the busy summer season when we are all rushed off our feet.
The trainer showing me how to use the masks had to return landside (no outside lines at the gate) so he could call Manchester to find out why the system wasnt working.
Anyhow when he returned he proceeded to show me how to send data, but during this I had to liase with cabin crew, flight deck, co-ordinate and supervise the loading etc etc so I missed most of the masks being sent.
The aircraft departed on time (just) even though the pax and containers we all onboard by -20. Nothing to do with the chap in Manchester who created the loadsheet (he proberbly had a tough time aswell), but the system as a whole prevented a nice early departure. Teething problems some may say but we will soon find out. This system could prove to be Servisair's down fall.
Another query is how will this system work with remotly parked aircraft??? Some stands are fair drive away from a computer terminal and whilst im at a computer who's to know whats happening at the aircraft. 130.6 will be a very hot channel me thinks.
So from the way things went, it looks like we will need two dispatchers per aircraft (one to supervise the turnaround and one to send these masks) or someone in an office who is dedicated to sending the masks (possible the Load Controlers they have made redundant), Dispatchers can no longer meet and greet pax and push wheelchairs (like they are expected to do at the moment) so more pax agents are going to have to be on shift or employed for this. So at the end of the day where are the savings being made???
This system should have been brought in during the winter when there are hardly any flights, not during the busy summer season when we are all rushed off our feet.
Join Date: Mar 2004
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I don't know who you are but I will find out as CWL’s station manager has brought this post to my attention.
Let me clear a few things up here. YOU DID NOT dispatch the flight you refer to. I did. I was pulled up in front of my manager today to explain what "I" had supposedly written on this forum.
Yes there are one or two people who are pissed off about what is happening but guess what, it is happening and there is nothing you can do to stop it. Why do you have to hide behind a pseudonym??? Are you really that gutless that you cant say what you want to yourself ???
Servisair management are aware of this thread and like me are very keen to find out who you are. You obviously work for servisair at CWL and you were present for this flight.
I have also informed the moderators about your post and hopefully they will take action to stop you doing the same thing again. At the end of the day we all have to work together and I would like to keep my job. Hopefully you feel the same way.
I don't know who you are but I will find out as CWL’s station manager has brought this post to my attention.
Let me clear a few things up here. YOU DID NOT dispatch the flight you refer to. I did. I was pulled up in front of my manager today to explain what "I" had supposedly written on this forum.
Yes there are one or two people who are pissed off about what is happening but guess what, it is happening and there is nothing you can do to stop it. Why do you have to hide behind a pseudonym??? Are you really that gutless that you cant say what you want to yourself ???
Servisair management are aware of this thread and like me are very keen to find out who you are. You obviously work for servisair at CWL and you were present for this flight.
I have also informed the moderators about your post and hopefully they will take action to stop you doing the same thing again. At the end of the day we all have to work together and I would like to keep my job. Hopefully you feel the same way.
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At BA we have had CLC for about three years with centres at GLA, JNB and downtown JFK., following/mirroring the manner that some of you have stated. BA see the exercise as eventually reducing costs which have already been reflected with many EU stations contracted out and UK stations staff being reduced and eventually reduced in grade. Longhaul has seen staff reductions and in particular the expatriate staff and overseas oportunities non existant. It all adds to compliance and conformance targets and JARops requirements, enabling minimal training and cost reduction. There are also a number of private companies offering this CLC service.
Join Date: Jun 2004
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Good to see the circus is treating its staff well. One day Servisair management might just realise that their ground staff are the ones keeping the office staff in a job.
How things have change since I worked for Servisair. Glad I left now.
How things have change since I worked for Servisair. Glad I left now.
Join Date: Apr 2003
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theres talk of central load control at leeds for the next summer with a possible trial in winter did MAN ever start the CLC cause this thread went really quite? have any other smaller stations heard anything?
Join Date: Apr 2003
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rsutt1: could you talks us through an average turn around how it all works, what happens when the capt is not happy with his loadsheet 5 mins befor departure, do you have to ring MAN, who sends the movement message? have CWL and ABZ been able to cut their staffing levels??
Join Date: Mar 2004
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When I was there, the first thing to do was send the Initial Flight briefing mask accessed by typing E*IF at -75 or as soon as the aircraft arrived on stand. This would ask you for the a/c reg, flight no, your name, date etc, etc. You would then send it to either TCLC01/02. They would send you a mask saying that they have recieved the detals and which printer they are using.
Next mask was E*FF which was the fuel figures mask. Send that when you know the figures
-45 either gate the flight yourself or get the lead agent/DM to do it. I used to send a PW to MAN at this point aswell.
Then you would send the E*DD or Dead Load mask. Basiclly if there was a change in the way the aircraft was loaded e.g two containers moved from positions 4.1.4.2 to 3.1,3.2 etc, There was also a mask for a manual checkin but I cant remeber that one.
-20 Hopefully you should have had a loadsheet through. Check it, countersign it and hand it to God.
If there is a problem at any point just send a 5 field message to the printer address of the load controller.
There will be a message come from MAN telling you which edition L/S to use.
If there are any LMC's, within limits you or the flight crew can LMC the loadsheet.
You can then send the LMC mask via E*LMC. This can be sent once the aircraft has departed.
Things may have changed since I was at CWL but that is the jist of it.
Next mask was E*FF which was the fuel figures mask. Send that when you know the figures
-45 either gate the flight yourself or get the lead agent/DM to do it. I used to send a PW to MAN at this point aswell.
Then you would send the E*DD or Dead Load mask. Basiclly if there was a change in the way the aircraft was loaded e.g two containers moved from positions 4.1.4.2 to 3.1,3.2 etc, There was also a mask for a manual checkin but I cant remeber that one.
-20 Hopefully you should have had a loadsheet through. Check it, countersign it and hand it to God.
If there is a problem at any point just send a 5 field message to the printer address of the load controller.
There will be a message come from MAN telling you which edition L/S to use.
If there are any LMC's, within limits you or the flight crew can LMC the loadsheet.
You can then send the LMC mask via E*LMC. This can be sent once the aircraft has departed.
Things may have changed since I was at CWL but that is the jist of it.
Join Date: Apr 2003
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sounds like you would be spending alot of time at the computer instead of at the a/c side which is ok at airports where there is computer at every stand, but at leeds there is only one computer that we would be able to use and even then that would only really benift a couple of stands. it would be a nitemare for the dispatcher to keep going from stand 18 up to stand 8 to keep sending messages. It would just be better to leave things as they are. Cheers for the info!!
Join Date: Mar 2004
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Wait untill the aircraft is on a remote stand. At Cardiff the 3 main stands we used all had a computer terminal but stands 1 and 14 were remote. Stand 1 was a good 5 min walk from a computer and stand 14 could only be accessed by crossing a live taxiway and by car. Servisair don't have a ramp car at Cardiff so those of us with a driving permit used the worlds gipsyish Land Rover untill it died. We then had to try and blag a noddy cart off Airway handling but as is the norm, they were all in use towing baggage trollies. Plenty of times I used a bus just to get back and forth. Twas ok with long haul because there was two of us. One in the building (sending the masks) and one at the a/c.
Join Date: Oct 2004
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Just to keep you informed MW servisair CWL now have a ramp car and have done since the beggining of September. And if you are weight and balance certified then you can do your own l/s from the gate.
Join Date: Mar 2004
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SpeedBird heavy. Would you believe that during a summer clearout at servisair cardiff we have come across a very special item. It appears to be a radio clic/mic piece exactly the same as the one you accused ICS of nicking. So Speedbird I now wear this item with pride. RGDS