Cenralised Load Control (CLC) at Servisair Regional Stations
Join Date: Mar 2004
Location: Was Rhoose Regional
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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.
Have servisair made anymore investments??? GPU's, ASU's ect...?
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
Join Date: Mar 2004
Location: Was Rhoose Regional
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They had a "new" GPU when I was there. And that tug has finally arrived. TBH I wish I was still there. Getting board pressing buttons on a machine. This is where I work now.
Join Date: Sep 2002
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NCL about to join the fun and games with CLC kicking off this week.
Announcement went down like a lead balloon with traffic office (as would appear to be the norm elsewhere on this thread), as it also coincides with the intention to begin 20 minute turnarounds on our growing easyjet fleet, and the imminent closure of 3 pier stands, so even more remote aircraft more often. Traffic team still awaiting completion of training and the issue of portable reminders of the process and masks to be used at the gate.
So, should we be worried, or did it all turn out nice in the end?
Announcement went down like a lead balloon with traffic office (as would appear to be the norm elsewhere on this thread), as it also coincides with the intention to begin 20 minute turnarounds on our growing easyjet fleet, and the imminent closure of 3 pier stands, so even more remote aircraft more often. Traffic team still awaiting completion of training and the issue of portable reminders of the process and masks to be used at the gate.
So, should we be worried, or did it all turn out nice in the end?
Join Date: Oct 2004
Location: UK
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On the whole the system works well - Apart from:
For short turnarouds on remote stands it is a real pain. You have to go back to the gate once you have the fuel figures send them to CLC and wait 5-10 mins for the loadsheet to come back through, in theory your then supposed to go back to the gate again when sure of the load and send a deadload mask, then wait for the release message before collecting your copy of the LS from the aircraft - in practice this just does not happen with remote stands. (if the actual load is as planned or close enough to LMC, most dispatchers will not bother with the deadload mask.)
Another time it can be problematic is when the load changes and has to be re-planned, I've attempted to do this uing deadload masks and 5 fields but often i find the best way is to give CLC a call and sort it out.
For containerised A/C - a manual LP is faxed from CLC the night before - however there is no dedload mask for containerised A/C so if there is a change in the loading which there ineviatably is with ULD's, then it's very difficult to communicate the change using the system, and again the best way to sort it out - call CLC.
I am not aware of it ever having caused any delays, but it has definatley caused alot of stress at times!
Let everyone know how it goes at NCL, good luck!
For short turnarouds on remote stands it is a real pain. You have to go back to the gate once you have the fuel figures send them to CLC and wait 5-10 mins for the loadsheet to come back through, in theory your then supposed to go back to the gate again when sure of the load and send a deadload mask, then wait for the release message before collecting your copy of the LS from the aircraft - in practice this just does not happen with remote stands. (if the actual load is as planned or close enough to LMC, most dispatchers will not bother with the deadload mask.)
Another time it can be problematic is when the load changes and has to be re-planned, I've attempted to do this uing deadload masks and 5 fields but often i find the best way is to give CLC a call and sort it out.
For containerised A/C - a manual LP is faxed from CLC the night before - however there is no dedload mask for containerised A/C so if there is a change in the loading which there ineviatably is with ULD's, then it's very difficult to communicate the change using the system, and again the best way to sort it out - call CLC.
I am not aware of it ever having caused any delays, but it has definatley caused alot of stress at times!
Let everyone know how it goes at NCL, good luck!
Join Date: Sep 2002
Location: UK
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For those curious to know, CLC is a doddle, although when a problem does arise it is slightly more difficult at present to resolve than it was previously when load control was in-house. As mentioned, remote aircraft are a pain in the butt.
The guys at MAN are impressively quick at churning out the required paperwork. Nice one.
The guys at MAN are impressively quick at churning out the required paperwork. Nice one.
Join Date: Sep 2002
Location: UK
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I have nothing against it (yet 
). I prefer however, to be much closer to the source as it saves a great deal of trouble when you can actually go into the office, paperwork in hand, if need be to resolve problems. So far, it seems to be working fine, and I'm happy to play along.
). I prefer however, to be much closer to the source as it saves a great deal of trouble when you can actually go into the office, paperwork in hand, if need be to resolve problems. So far, it seems to be working fine, and I'm happy to play along.
Join Date: Jul 2001
Location: Bristol
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I just wonder what the non-load control trained dispatchers at the outstations who might have wanted to become load controllers will think when they're told that they won't/can't be trained because there's no point any more as all the L/C is done elsewhere? L/C used to be the next logical stepping stone upwards from dispatch: as this option is being removed, where do dispatchers go from here? Also, how to the L/C staff (at your station, or any staton) feel about it? I'm fairly sure that there's controllers in various stations around the country who are not happy. I know of some that have moved on already, the start of things to come I fear. Skilled staff won't remain in a place where they can't used their skills! So consider a worst case scenario: all the L/C staff leave the outstations, then there's a power cut in MAN. WHo does the L/C then? Or am I being too pessimistic?
Join Date: Mar 2004
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Most/all of the ops bods at the out staions will/have been made redundent. I think that they intend to keep one or two l/c trained members of staff just incase things do go tits up. Plus if you are l/c trained I think you can still produce your own loadsheets.
Join Date: Aug 2004
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WITH REGARDS TO CLC I USED TO WORK FOR BM WHEN THEY DECIDED IT WAS A GOOD IDEA. IN POINT IT ISN'T AND WE WERE ALWAYS HAVING TO CORRECT LOAD PLANS ETC AS INEVITABLY THE NICE PEOPLE HADN'T REALLY SEEN AN A/C IN THEIR LIVES. I BELIEVE AVIANCE IN SOU ARE DOING CLC AT THE MO FOR FLYBE, ANOTHER EXAMPLE OF IT NOT WORKING. THERE WERE FAIRLY REGULAR DELAYS DUE TO THIS OF UP TO 20MINS. NOT TO MENTION THE SCREW UPS OF MISSING LARGE AMOUNTS OF FRT OF THE L/S. TO PUT A LONG STORY SHORT BM STOPPED BECAUSE IT WAS TOO EXPENSIVE AND INVARIABLY CAUSES DELAYS AND IN MOST PLACES YOU STILL HAVE TO HAVE SOMEONE SEND THE INFO TO MAN SO WHY NOT HAVE THEM DO THE L/S MANUAL OR OTHERWISE.
