EASA and Flt Dispatchers
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All,
Over a decade ago I was invloved with EUFALDA/IFALDA initiatives to have FOO/FD standards in training & conduct accepted by European authorities.
This came about from a perceived requirement to have US and EU collegues perform similar duties when "handing over" each other's aircraft at 30W when the first US-EU airline partnership was taking form.
ADF was involved as well through the US counterpart, and later on the focus moved towards a professional OCC/SOC.
I have since migrated to different pastures.
It pleases me a great deal to read about recent FOO/FD standards developments in the EU/EASA arena, and where these developments are possibly leading: mature job recognition and job/ethics protection through standards & licensing.
Individual airlines have individual needs depending on company structure and company policies. Basic foundation training can be enhanced by company training to cover the various needs of companies, e.g. simple standard flightplan production and filing to long-range joint-authority flight dispatch and flight following.
History has shown that training NOT required by law and commercial aviation generally do not mix, i.e. does not happen.
Ideally, basic FOO/FD training should be undertaken by a recognised independent training facility, passing of whose exam(s) will entitle a student to a "frozen" FOO/FD ticket, to be "un-frozen" on completion of training and experience, a practice common to our industry.
Additional modules can be added as "ratings" required by operators depending on the terms of their AOC's.
Let me know how I can help.
Rgds, Max.
Over a decade ago I was invloved with EUFALDA/IFALDA initiatives to have FOO/FD standards in training & conduct accepted by European authorities.
This came about from a perceived requirement to have US and EU collegues perform similar duties when "handing over" each other's aircraft at 30W when the first US-EU airline partnership was taking form.
ADF was involved as well through the US counterpart, and later on the focus moved towards a professional OCC/SOC.
I have since migrated to different pastures.
It pleases me a great deal to read about recent FOO/FD standards developments in the EU/EASA arena, and where these developments are possibly leading: mature job recognition and job/ethics protection through standards & licensing.
Individual airlines have individual needs depending on company structure and company policies. Basic foundation training can be enhanced by company training to cover the various needs of companies, e.g. simple standard flightplan production and filing to long-range joint-authority flight dispatch and flight following.
History has shown that training NOT required by law and commercial aviation generally do not mix, i.e. does not happen.
Ideally, basic FOO/FD training should be undertaken by a recognised independent training facility, passing of whose exam(s) will entitle a student to a "frozen" FOO/FD ticket, to be "un-frozen" on completion of training and experience, a practice common to our industry.
Additional modules can be added as "ratings" required by operators depending on the terms of their AOC's.
Let me know how I can help.
Rgds, Max.
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its worth noting this actuallly doesn't apply to Ops staff but rather flight planning staff - a small point, but they are not always the same people, or sit in the same location. Ops staff without flight planning have to be trained according to the company D3 manual only (and nothing to do with JAR or ICAO) - if the D3 doesn't say anything then from a complience standpoint no training is required.
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Swedish
Can't quite see what you mean by saying this doesn't apply to ops control personnel or that it has nothing to do with JAR or ICAO. If your AOC is under JAROPS1 then the requirement for training ops staff (which will include flight planning staff if seperate from ops) must be defined in your Ops Manual Part D.
ICAO 7192 is the ICAO doc on which the relevant training must be based. Agreed ICAO or the JAA do not do the training and it is indeed the carriers responsibility, but the requirement and the syllabus originates with these two organizations.
'Ops personnel' is necessarily a broad term but must cover staff engaged in airline operational control and those engaged in flight planning- as you say sometimes the same sometimes not.
Operator JAR-OPS 1.205 Competence of Operations personnel [(See ACJ OPS 1.205)]
An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.
[ACJ OPS 1.205
Competence of Operations personnel
See JAR-OPS 1.205
If an operator employs Flight Operations Officers in conjunction with a method of Operational Control as defined in JAR-OPS 1.195, training for these personnel should be based on relevant parts of ICAO Doc 7192 D3. This training should be described in Subpart D of the Operations Manual. It is not to be inferred from this that there is a requirement for Licensed Flight Dispatchers or for a flight following system.
[Amdt. 7, 01.09.04]
Can't quite see what you mean by saying this doesn't apply to ops control personnel or that it has nothing to do with JAR or ICAO. If your AOC is under JAROPS1 then the requirement for training ops staff (which will include flight planning staff if seperate from ops) must be defined in your Ops Manual Part D.
ICAO 7192 is the ICAO doc on which the relevant training must be based. Agreed ICAO or the JAA do not do the training and it is indeed the carriers responsibility, but the requirement and the syllabus originates with these two organizations.
'Ops personnel' is necessarily a broad term but must cover staff engaged in airline operational control and those engaged in flight planning- as you say sometimes the same sometimes not.
Operator JAR-OPS 1.205 Competence of Operations personnel [(See ACJ OPS 1.205)]
An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.
[ACJ OPS 1.205
Competence of Operations personnel
See JAR-OPS 1.205
If an operator employs Flight Operations Officers in conjunction with a method of Operational Control as defined in JAR-OPS 1.195, training for these personnel should be based on relevant parts of ICAO Doc 7192 D3. This training should be described in Subpart D of the Operations Manual. It is not to be inferred from this that there is a requirement for Licensed Flight Dispatchers or for a flight following system.
[Amdt. 7, 01.09.04]
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Very interesting and informative thread. Many of the issues outlined here should be taken on board by Government agencies too, and by that I mean the RAF/FAA/DAAvn. From my experiences of Flight Operations staff in the RAF the level of training and technical knowledge is appalling and in my opinion as an aircraft operator the MoD should be looking at exactly the same issues as commercial aviation regarding training and competency.
Currently Flight Operations training in the RAF is ATC centric which although may give a useful grounding of the absolute basics of airfields and simple airspace issues actually teaches nothing on the technical issues surrounding the operation of aircraft. Sadly there is little enthusiasm for a more structured course of instruction within the service.
Currently Flight Operations training in the RAF is ATC centric which although may give a useful grounding of the absolute basics of airfields and simple airspace issues actually teaches nothing on the technical issues surrounding the operation of aircraft. Sadly there is little enthusiasm for a more structured course of instruction within the service.
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Dispatchers? What are they?
For all FOO/Dispatchers to understand the issues better, the roles must be defined. I know, for example, that some large airlines have split up the "Dispatcher" function into small jobs.
Thus you could have a flight planner, load planner, loadsheet production person, ground ops coordinator, flight ops coordinator, met manager, aircraft dispatcher (departure manager) and so on. This thread seems to relate to a job that encompasses all these things and possibly more.
Each of these functions has it's own training programme and licensing is managed internally by the airline on a "certificate of competence" basis.
From the airline point of view, this keeps training costs (and training time) to a minimum and makes it easy and cheap to replace people who leave.
Surely the first task of EASA is to define the role to be covered by a licence?
Thus you could have a flight planner, load planner, loadsheet production person, ground ops coordinator, flight ops coordinator, met manager, aircraft dispatcher (departure manager) and so on. This thread seems to relate to a job that encompasses all these things and possibly more.
Each of these functions has it's own training programme and licensing is managed internally by the airline on a "certificate of competence" basis.
From the airline point of view, this keeps training costs (and training time) to a minimum and makes it easy and cheap to replace people who leave.
Surely the first task of EASA is to define the role to be covered by a licence?
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Dylsexlic
What you say about the job being split in many airlines is of course true, however, the point about this is to set a basic/generic training syllabus which fits most situations within the industry. It is exactly the same as for aircrew licencing, the ATPL is a generic licence which provides the basis for all types of aircraft, it is not type specific. The type rating system provides for that.
What the FOO/Flight Dispatchers (or whatever you choose to call them) training requirements are is defined by ICAO, same with aircrew. The objective must be to ensure that those working in flight safety critical areas have a 'minimum standard' of training, the airline can then build upon that. Start with a basic level of knowledge, this then in fact offer airlines the opportunity to place qualified staff where they need them with their structure.
EASA and JAR have very broadly defined the role as 'operational personnel', the airline can then define who those people are within their own Ops manual. The syllabus in 7192 D3 covers all of the basic knowledge for those individuals you've mentioned. Save those related to aircraft type and airline specific systems.
What you say about the job being split in many airlines is of course true, however, the point about this is to set a basic/generic training syllabus which fits most situations within the industry. It is exactly the same as for aircrew licencing, the ATPL is a generic licence which provides the basis for all types of aircraft, it is not type specific. The type rating system provides for that.
What the FOO/Flight Dispatchers (or whatever you choose to call them) training requirements are is defined by ICAO, same with aircrew. The objective must be to ensure that those working in flight safety critical areas have a 'minimum standard' of training, the airline can then build upon that. Start with a basic level of knowledge, this then in fact offer airlines the opportunity to place qualified staff where they need them with their structure.
EASA and JAR have very broadly defined the role as 'operational personnel', the airline can then define who those people are within their own Ops manual. The syllabus in 7192 D3 covers all of the basic knowledge for those individuals you've mentioned. Save those related to aircraft type and airline specific systems.
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I take Captain101's complete posting to restate the obvious. We need to have proper legislation and it's about time "the think tank" in EASA (or JAA) look into this matter.
It is vital for pilots to understand that they must support this measure in order to have a better backup "up there".
I had email exchanges with the European Dispatcher's Association, and to be honest I saw little dynamism in their stance. They said that they had treid but there were other (stronger) forces prevailing, and? They said they'll continue to try but saw little effort.
Stay safe!
--------------------------------------------------------------------------------
Posted 10th March 2005 20:45
MZFW is a STRUCTURAL LIMITATION which if exceeded will mean a broken or structurally unsound aircraft.
I find it very alarming the number of dispatchers/load controllers who are unaware of this and are happily packing aircraft full of traffic load before fueling, oblivious to the damage they could be causing to the airframe.
Conveniently ZFW will tell a pilot how much fuel he can take for a given traffic load.
This is a very worrying indication of the standard of dispatch training in the UK and definatley justifies the introduction of JAA dispatch lisencing legislation.
It is vital for pilots to understand that they must support this measure in order to have a better backup "up there".
I had email exchanges with the European Dispatcher's Association, and to be honest I saw little dynamism in their stance. They said that they had treid but there were other (stronger) forces prevailing, and? They said they'll continue to try but saw little effort.
Stay safe!
--------------------------------------------------------------------------------
Posted 10th March 2005 20:45
MZFW is a STRUCTURAL LIMITATION which if exceeded will mean a broken or structurally unsound aircraft.
I find it very alarming the number of dispatchers/load controllers who are unaware of this and are happily packing aircraft full of traffic load before fueling, oblivious to the damage they could be causing to the airframe.
Conveniently ZFW will tell a pilot how much fuel he can take for a given traffic load.
This is a very worrying indication of the standard of dispatch training in the UK and definatley justifies the introduction of JAA dispatch lisencing legislation.
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fractional
You do make a good point in your posting. I'm afraid many will be sick of 'no sig's' hammering on about this subject, but I'll keep at it until the realisation dawns with a slight apology to those who have tired a bit from my posts on the subject.
Aircrew, particular those in flight ops management, could indeed help a great deal, but alas, few really understand what this is all about. Many confuse the issue with the US/FAR based flight dispatch system and joint authority with the commander for operational decisions. At one time back in the late 1970's that was the case as we pushed for a FAA style license, however, my view is that we have moved beyond that in Europe, not that the FAR dispatch system isn't a good system- it is, but I doubt very much it would be accepted in Europe as it is in the States and other countries. It is however necessary, as ICAO and the JAA recommend/require, to ensure those who support flight operations from the ground have an adequate knowledge base and specific training for the role they fulfill. Although this post refers to those in the operational control room, it is of course equally important that ramp personnel have the appropriate training.
Airline's in general, particularly in the UK, have failed miserably in providing the training of their own volition, and the recent JAROPS1 amendment detailing the ICAO 7192 D3 training seems to be very slow getting off the ground. The CAA seem never to have been convinced that ground personnel training, save for engineers, was ever a priority for them, content to leave it to the airline's to make up their own mind. Much I'm sad to say, as the recent JAROPS1 amendment has, even though it has specified that the ICAO syllabus must be the basis and the inclusion of the training requirement in Part D.
Future EASA regulations must require operational personnel in specified roles, to hold an EASA approved accreditation to a standard such as ICAO 7192 D3 or perhaps an EASA revised version. EASA may indeed turn the tables on this and embody a stricter requirement on member states, we'll see. But it will likely take support from our pilot colleagues.
You do make a good point in your posting. I'm afraid many will be sick of 'no sig's' hammering on about this subject, but I'll keep at it until the realisation dawns with a slight apology to those who have tired a bit from my posts on the subject.
Aircrew, particular those in flight ops management, could indeed help a great deal, but alas, few really understand what this is all about. Many confuse the issue with the US/FAR based flight dispatch system and joint authority with the commander for operational decisions. At one time back in the late 1970's that was the case as we pushed for a FAA style license, however, my view is that we have moved beyond that in Europe, not that the FAR dispatch system isn't a good system- it is, but I doubt very much it would be accepted in Europe as it is in the States and other countries. It is however necessary, as ICAO and the JAA recommend/require, to ensure those who support flight operations from the ground have an adequate knowledge base and specific training for the role they fulfill. Although this post refers to those in the operational control room, it is of course equally important that ramp personnel have the appropriate training.
Airline's in general, particularly in the UK, have failed miserably in providing the training of their own volition, and the recent JAROPS1 amendment detailing the ICAO 7192 D3 training seems to be very slow getting off the ground. The CAA seem never to have been convinced that ground personnel training, save for engineers, was ever a priority for them, content to leave it to the airline's to make up their own mind. Much I'm sad to say, as the recent JAROPS1 amendment has, even though it has specified that the ICAO syllabus must be the basis and the inclusion of the training requirement in Part D.
Future EASA regulations must require operational personnel in specified roles, to hold an EASA approved accreditation to a standard such as ICAO 7192 D3 or perhaps an EASA revised version. EASA may indeed turn the tables on this and embody a stricter requirement on member states, we'll see. But it will likely take support from our pilot colleagues.
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I have followed this thread with considerable interest since its inception. But the recent posts from 'Dylsexlic' and 'no sig' caused me to revisit my own views on this. Partly, this is because in another life (20 Years ago) myself and a gentleman known as MJET spent about six months, on and off, working through the Recruitment and training needs for future staff in Operations
Control in the Airline we then both worked for. So much of what 'Dylsexlic' and 'no sig' have written echoes our own discussions and subsequent presentation papers to 'the management'.
But the past is another Country and to reduce the 'bore factor' I will try and summarize my own views:
EASA and more specifically the CAA in the UK, need to set out a series of core requirement modules Each module is function specific (e.g. Basic Weight and Balance, Basic Met, Dangerous Goods, Basic Crewing, Basic Navigation) and much of the content can lifted from course content of the various Aviation Studies City and Guilds courses, plus the current IATA (and ATA) Recommendations (I suspect the CAA, but possibly not EASA would find this IATA involvement difficult to 'swallow')
Attainment of a sufficient number of related groups of Modules provides a basic licence enabling that person to work in Ground Operations, or Operations Control at a non-supervisory level
A series of Advanced modules provide a follow-on and again providing a person attains a sufficient number, they move up to the full licence (a sort of transition from CPL to ATPL)
These advanced modules draws their content from a wider net, for example - Institute of Transport, a more detailed knowledge of National (i.e. CAA) regulations concerning the content of Crew Licensing (e.g. Performance A, Aerodrome Safety and
Licensing) and ICAO recommendations, etc and even some of the more complex IATA recommendations (Appendix H of the SSIM springs to mind).
If an Airline, or Handling Agency where a licence holder is a specialist (e.g. Flight Planning or for a Ground Ops person Load Planning), they also hold a rating for that function and they are checked every two years
Moving from one specialist function to another, a person should obtain the required 'rating' in 90 days
For a Duty Manager Operations Control, or Duty Ground Operations Managers, who by the nature of the job has to have sufficient knowledge of many disciplines, so they are not only able to ask the right questions, but evaluate the answers
(e.g. Safety, Commercial, Crewing, Oveflights, Airport Capability etc, etc) the problem of remaining 'current' from a licensing viewpoint is a lot more problematical (and I don't have an answer that is satisfactory to me), The same difficulty applies to other more junior positions, where an across the board knowledge is required (although this tends to be more Ground Handling than Operations Control)
Finally and the highest level of all are degrees in Airport Management and Airline Operational Management Actually Cranfield at one stage did run a Masters in Airport Management (if your reading this Sarah, I am still impressed by your thesis :-), but I was thinking more of a Bachelor level.
Also this degree would have to have a vocational element of say five years practical experience!
Postions must require that candidates have the correct qualifications prior to the final selection process.
Pay must also have a qualification component, in part to encourage people to keep studying (OK here's your £1.00 a week, don't spend it all at once, won't cut it).
None of the above can be achieved without some form of regulatory enforcement. Because without being forced Airlines and Agencies without a tradition of Training and Staff Development will still work on the basis of there are plenty more people who want the job and if they can read and write, we can
hammer in the basics in a couple of weeks and they can learn the rest on shift (with a mentor for a pattern, or two if they are lucky)! For Airlines and Agencies, who do have a tradition in this area, the pressures to keep narrowing the training focus to profile an exact job function (and in some cases rank within
the job function) and curtailing the broader 'educational need for future development' is extremely difficult to resist
Unlike 'no sig' I am sorry to say I cannot see BALPA, or any
other Pilot group getting 'on side' on this (God, I hope they prove me wrong)
So this is something the current generation of Operations Professionals (unrecognised as their true worth is) are going to have to continue fight for, effectively alone, so that the next generation benefit I don't think this is a forlorn hope, but even with EASA and ICAO moving things (finally) in the right
direction, a lot of effort from the 'current frontline' is going to be
required.
Right I'll have my 'dried frog pills' now and be quiet.
DIH
Control in the Airline we then both worked for. So much of what 'Dylsexlic' and 'no sig' have written echoes our own discussions and subsequent presentation papers to 'the management'.
But the past is another Country and to reduce the 'bore factor' I will try and summarize my own views:
EASA and more specifically the CAA in the UK, need to set out a series of core requirement modules Each module is function specific (e.g. Basic Weight and Balance, Basic Met, Dangerous Goods, Basic Crewing, Basic Navigation) and much of the content can lifted from course content of the various Aviation Studies City and Guilds courses, plus the current IATA (and ATA) Recommendations (I suspect the CAA, but possibly not EASA would find this IATA involvement difficult to 'swallow')
Attainment of a sufficient number of related groups of Modules provides a basic licence enabling that person to work in Ground Operations, or Operations Control at a non-supervisory level
A series of Advanced modules provide a follow-on and again providing a person attains a sufficient number, they move up to the full licence (a sort of transition from CPL to ATPL)
These advanced modules draws their content from a wider net, for example - Institute of Transport, a more detailed knowledge of National (i.e. CAA) regulations concerning the content of Crew Licensing (e.g. Performance A, Aerodrome Safety and
Licensing) and ICAO recommendations, etc and even some of the more complex IATA recommendations (Appendix H of the SSIM springs to mind).
If an Airline, or Handling Agency where a licence holder is a specialist (e.g. Flight Planning or for a Ground Ops person Load Planning), they also hold a rating for that function and they are checked every two years
Moving from one specialist function to another, a person should obtain the required 'rating' in 90 days
For a Duty Manager Operations Control, or Duty Ground Operations Managers, who by the nature of the job has to have sufficient knowledge of many disciplines, so they are not only able to ask the right questions, but evaluate the answers
(e.g. Safety, Commercial, Crewing, Oveflights, Airport Capability etc, etc) the problem of remaining 'current' from a licensing viewpoint is a lot more problematical (and I don't have an answer that is satisfactory to me), The same difficulty applies to other more junior positions, where an across the board knowledge is required (although this tends to be more Ground Handling than Operations Control)
Finally and the highest level of all are degrees in Airport Management and Airline Operational Management Actually Cranfield at one stage did run a Masters in Airport Management (if your reading this Sarah, I am still impressed by your thesis :-), but I was thinking more of a Bachelor level.
Also this degree would have to have a vocational element of say five years practical experience!
Postions must require that candidates have the correct qualifications prior to the final selection process.
Pay must also have a qualification component, in part to encourage people to keep studying (OK here's your £1.00 a week, don't spend it all at once, won't cut it).
None of the above can be achieved without some form of regulatory enforcement. Because without being forced Airlines and Agencies without a tradition of Training and Staff Development will still work on the basis of there are plenty more people who want the job and if they can read and write, we can
hammer in the basics in a couple of weeks and they can learn the rest on shift (with a mentor for a pattern, or two if they are lucky)! For Airlines and Agencies, who do have a tradition in this area, the pressures to keep narrowing the training focus to profile an exact job function (and in some cases rank within
the job function) and curtailing the broader 'educational need for future development' is extremely difficult to resist
Unlike 'no sig' I am sorry to say I cannot see BALPA, or any
other Pilot group getting 'on side' on this (God, I hope they prove me wrong)
So this is something the current generation of Operations Professionals (unrecognised as their true worth is) are going to have to continue fight for, effectively alone, so that the next generation benefit I don't think this is a forlorn hope, but even with EASA and ICAO moving things (finally) in the right
direction, a lot of effort from the 'current frontline' is going to be
required.
Right I'll have my 'dried frog pills' now and be quiet.
DIH
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Opssys
We're singing from the same hymn sheet on this and I agree with a great deal of what you are saying. I'm not really kidding myself on here, pilots unions are very unlikely to get involved in this one, although- properly briefed, I do believe their support for higher training standards for operational staff on the ground might be obtained. Sadly, when flight dispatcher or ops officer licensing is mentioned it usually generates the notions of the FAA dispatcher problem which I've highlighted before. Pilot managers/training managers on the other hand have a role to play, particularly if they are postholders on the AOC of the airline, and/or have responsibility for ops control and the likes.
Where I do see where you're coming from on progressive module based training system, I am inclined towards a more simplistic approach. That is, very simply, anyone engaged in exercising operational control over commercial aircraft operations must have a minimum knowledge base and be accredited in some form by holding an EASA/NAA approved ops qualification. The JAA or EASA will define the MUST hold part, the airline can then define the desirable to hold. Unless, EASA make this a clear requirement it is unlikely to take root, as we have seen in years past.
The syllabus for the training is already defined in ICAO 7192 D3 and as an ICAO international requirement/recommendation that’s the place to start I believe. Now, as I've said before, 7192 D3 could do with some updating, but the basis for a minimum level of knowledge is already there. My view is, we need a requirement for a qualification which is operationally generic and designed to cover all types of aircraft operations and be broad based. In truth the model exists already- it is directly analogous to aircrew licensing. A pilot obtains a generic license, and then is type rated on the aircraft he/she will fly. For Ops staff, airlines, would bring in new ops people with their 'ticket' obtained by passing the approved course and then receive airline specific training and recurrent training as required. The trainee should/ might sit in as part of pilot/ops officer intake and complete the initial performance and relevant training at that level. The qualification is the starting point for a career in airline operations, just as the CPL/ATPL is for a commercial pilot.
There would of course need to be a transistional period and a system for people to work under supervision, but all of that would follow. The biggest issue of course, is what's the incentive for someone who has been working in Ops for 10 years to go and work hard to pass a new qualification, for no additional pay? In my last outfit I confess I found it difficult to get them to do it for a guaranteed 11% per annum increase if they pass the exams, I had only a few takers!
So, I agree wholeheartedly, it all must be driven by the regulatory authorities if it is ever to really take hold, airlines must also do their part and raise standards and start asking for higher qualification in their ops recruitment and that means pay commensurate with ability and qualification/s. Also, we need colleges and training organisations to take this requirement on board, but I won’t go there just now!
In your last paragraph you make perhaps the most important, it isn't going to happen without those in the business pushing for and embracing the idea.
We're singing from the same hymn sheet on this and I agree with a great deal of what you are saying. I'm not really kidding myself on here, pilots unions are very unlikely to get involved in this one, although- properly briefed, I do believe their support for higher training standards for operational staff on the ground might be obtained. Sadly, when flight dispatcher or ops officer licensing is mentioned it usually generates the notions of the FAA dispatcher problem which I've highlighted before. Pilot managers/training managers on the other hand have a role to play, particularly if they are postholders on the AOC of the airline, and/or have responsibility for ops control and the likes.
Where I do see where you're coming from on progressive module based training system, I am inclined towards a more simplistic approach. That is, very simply, anyone engaged in exercising operational control over commercial aircraft operations must have a minimum knowledge base and be accredited in some form by holding an EASA/NAA approved ops qualification. The JAA or EASA will define the MUST hold part, the airline can then define the desirable to hold. Unless, EASA make this a clear requirement it is unlikely to take root, as we have seen in years past.
The syllabus for the training is already defined in ICAO 7192 D3 and as an ICAO international requirement/recommendation that’s the place to start I believe. Now, as I've said before, 7192 D3 could do with some updating, but the basis for a minimum level of knowledge is already there. My view is, we need a requirement for a qualification which is operationally generic and designed to cover all types of aircraft operations and be broad based. In truth the model exists already- it is directly analogous to aircrew licensing. A pilot obtains a generic license, and then is type rated on the aircraft he/she will fly. For Ops staff, airlines, would bring in new ops people with their 'ticket' obtained by passing the approved course and then receive airline specific training and recurrent training as required. The trainee should/ might sit in as part of pilot/ops officer intake and complete the initial performance and relevant training at that level. The qualification is the starting point for a career in airline operations, just as the CPL/ATPL is for a commercial pilot.
There would of course need to be a transistional period and a system for people to work under supervision, but all of that would follow. The biggest issue of course, is what's the incentive for someone who has been working in Ops for 10 years to go and work hard to pass a new qualification, for no additional pay? In my last outfit I confess I found it difficult to get them to do it for a guaranteed 11% per annum increase if they pass the exams, I had only a few takers!
So, I agree wholeheartedly, it all must be driven by the regulatory authorities if it is ever to really take hold, airlines must also do their part and raise standards and start asking for higher qualification in their ops recruitment and that means pay commensurate with ability and qualification/s. Also, we need colleges and training organisations to take this requirement on board, but I won’t go there just now!
In your last paragraph you make perhaps the most important, it isn't going to happen without those in the business pushing for and embracing the idea.
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ICAO Publication Sources
Crossunder.
I haven't bought any ICAO Publications recently, but from memory like the IATA Manuals they are expensive, so beware.
But to answer the question on sources the following courtesy of the CAA Web Site:
ICAO documents are available from:
Airplan Flight Equipment
1a Ringway Trading Estate
Shadowmoss Road,
Manchester, M22 5LH
Tel: 0161 499 0023
Fax: 0161 499 0298
E-mail: [email protected]
Web site: www.afeonline.com
(Opssys Note: Telephone them to find out UK prices, the Web Site isn't going to be that useful on this occasion)
or can be ordered directly from:
International Civil Aviation Organization
Document Sales Unit
999 University Street
Montreal
Quebec H3C 5H7, Canada
Tel: 001 514 954 8022
Fax: 001 514 954 6769
E-mail: [email protected]
Web site: www.icao.int
BRgds
Opssys
I haven't bought any ICAO Publications recently, but from memory like the IATA Manuals they are expensive, so beware.
But to answer the question on sources the following courtesy of the CAA Web Site:
ICAO documents are available from:
Airplan Flight Equipment
1a Ringway Trading Estate
Shadowmoss Road,
Manchester, M22 5LH
Tel: 0161 499 0023
Fax: 0161 499 0298
E-mail: [email protected]
Web site: www.afeonline.com
(Opssys Note: Telephone them to find out UK prices, the Web Site isn't going to be that useful on this occasion)
or can be ordered directly from:
International Civil Aviation Organization
Document Sales Unit
999 University Street
Montreal
Quebec H3C 5H7, Canada
Tel: 001 514 954 8022
Fax: 001 514 954 6769
E-mail: [email protected]
Web site: www.icao.int
BRgds
Opssys
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7192
The document is available at ICAO's online shop at
http://icaodsu.openface.ca/mainpage.ch2
Search for the keyword 7192...For Operations & Dispatch Part D-3 is available in English, French, Spanish & Russian for $61.
Hope this helps.
http://icaodsu.openface.ca/mainpage.ch2
Search for the keyword 7192...For Operations & Dispatch Part D-3 is available in English, French, Spanish & Russian for $61.
Hope this helps.
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Easter is a suitable time for resurrection
Operator JAR-OPS 1.205 Competence of Operations personnel [(See ACJ OPS 1.205)]
An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.
[ACJ OPS 1.205
Competence of Operations personnel
See JAR-OPS 1.205
If an operator employs Flight Operations Officers in conjunction with a method of Operational Control as defined in JAR-OPS 1.195, training for these personnel should be based on relevant parts of ICAO Doc 7192 D3. This training should be described in Subpart D of the Operations Manual. It is not to be inferred from this that there is a requirement for Licensed Flight Dispatchers or for a flight following system.
[Amdt. 7, 01.09.04]
Which of you would support the replacement of 1.205 with ACJ Ops 1.205 where the word 'if' are removed and the word 'should' replaced with 'WILL'. All you Ops Managers out there; let's hear from you.
An operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.
[ACJ OPS 1.205
Competence of Operations personnel
See JAR-OPS 1.205
If an operator employs Flight Operations Officers in conjunction with a method of Operational Control as defined in JAR-OPS 1.195, training for these personnel should be based on relevant parts of ICAO Doc 7192 D3. This training should be described in Subpart D of the Operations Manual. It is not to be inferred from this that there is a requirement for Licensed Flight Dispatchers or for a flight following system.
[Amdt. 7, 01.09.04]
Which of you would support the replacement of 1.205 with ACJ Ops 1.205 where the word 'if' are removed and the word 'should' replaced with 'WILL'. All you Ops Managers out there; let's hear from you.
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Hi Epsilon minus.
Nicely Put.
Having read the extracts a couple of times - Your proposed edits would 'force the issue'.
I do wonder how many Operations Managers (above Duty Manager) read this forum. I suspect many gave up during the 'silly phase' this forum endured.
But I for one would really like to know thier views.
As we know that this and associated threads have a relatively (for this forum) high viewing figures, but only a few contributors.
So again some of the 'lurkers' might also like to make their views known!
DIH
Nicely Put.
Having read the extracts a couple of times - Your proposed edits would 'force the issue'.
I do wonder how many Operations Managers (above Duty Manager) read this forum. I suspect many gave up during the 'silly phase' this forum endured.
But I for one would really like to know thier views.
As we know that this and associated threads have a relatively (for this forum) high viewing figures, but only a few contributors.
So again some of the 'lurkers' might also like to make their views known!
DIH
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finally...
In Germany the dispatch license has been required for ages.
Following the theoretical course there is a training on the job with an airline for several months. There, the students learn to apply their knowledge and handle the computer programs that are required due to the vast amount of data. The previous thorough training is important to guarantee that the programs are properly used and the output is correctly understood and interpreted.
Additionally, the new dispatchers get an introduction to other departments within the airline. Such, e.g. the station coordination and ramp control are visited and another jumpseat is completed, which has to be prepared and is accompanied by a trainer.
The training is finsihed with the successful completion of a theoretical and practical exam at the Luftfahrtbundesamt/LBA (the german FAA). If completed successfully the candidate is awarded a german dispatcher license.
In Germany the dispatch license has been required for ages.
Following the theoretical course there is a training on the job with an airline for several months. There, the students learn to apply their knowledge and handle the computer programs that are required due to the vast amount of data. The previous thorough training is important to guarantee that the programs are properly used and the output is correctly understood and interpreted.
Additionally, the new dispatchers get an introduction to other departments within the airline. Such, e.g. the station coordination and ramp control are visited and another jumpseat is completed, which has to be prepared and is accompanied by a trainer.
The training is finsihed with the successful completion of a theoretical and practical exam at the Luftfahrtbundesamt/LBA (the german FAA). If completed successfully the candidate is awarded a german dispatcher license.
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Here we go.
I used online translators to come up with the text bellow.
Be kind, it's not perfect English (far from that) however you gan get a pretty good idea of the National legislation that applied to Portuguese flight dispatchers and their licencing.
rgds
Part I
D. R. Nº 22 SERIES II , P 1319 the 1322 of Monday 27 of January of 2003
SENDER: Ministry of the Public works, Transports and Habitation - National Institute of Civil Aviation
DIPLOMA/ACTO: Nº4/2003 regulation
SUMMARY :
Norms for officers of operations of voo (OOV) .
TEXT:
Nº4/2003 regulation , of 27 of January
Regulation n.º 4/2003. - Norms for officers of operations of voo (OOV). - In accordance with annex 6 to the Convention on International Civil Aviation (Convention of Chicago), relative to the operation of aircraft, the operators certifyd for commercial air transportation will have to possess, in its organic and functional structure, an area of forwarding and responsible operational control for the fulfilment of the operational requirements and of security in the totality of the operation. This area will have to be directed by officers of operations of voo duly permitted for the exercise of the respective functions. In accordance with the same attached and doc. n.º 9376 of the ICAO, "Preparation of a manual of operations", the operator will have to possess a manual of operations of voo (MOV) that it contains the methods of planning and supervision of voos that assure the fulfilment of the operational requirements and security behind related and that it assures the staff existence authorized technician for the national aeronautical authority for the exercise of the functions of officer of operations of voo. The present regulation establishes the basic rules for application of these orientações. On the other hand, one shows convenient to include in the text of the present regulation relative norms to the conditions of emission, revalidation and renewal of the licenses of officers of operations of voo, which will have to pass to be applied in substitution of published in the paragraph 4,5 of the "Norms and procedures of licensing", published as attached to Circulating of Aeronautical Information n.º 14/90, of 16 of November of 1990.
Thus:
In the terms of n.os 2 and 3 of the article 8.º of the Decree n.º 133/98, of 15 of May, modified for the Decree n.º 145/2002, of 21 of May, the advice of administration of the INAC, for deliberation of 23 of December of 2002, approved the following regulation:
CHAPTER I
Relative norms to the function of the officers of operations of voo
Article 1.º
Forwarding and operational control
1 - The operators detainers of a certificate of aerial operator (COA) must assure that none voo either initiated without that the operational information for the conduction of the voos in security have been duly analyzed all pertinent, having to be elaborated and to be presented an operational analysis (briefing) that it must be dispatched for the responsible pilot for voo.
2 - The operators must still assure, all the moment, the monitoring of the voos in the totality of the areas of its operation, through methods of operational control, with capacity to establish effective communication with any aircraft, in the eventuality of being necessary to supply to the pilot excellent information the conduction in security of voo.
3 - In the case of small operators, the foreseen operational forwarding and control in the previous numbers can be efectuados by pilots.
4 - Small operators are considered, for the ends of the previous number, those that, cumulatively:
) They possess an equal or inferior fleet the three aircraft, whose certifyd of navigability alone it allows a maximum number of 19 passengers or that they have a maximum mass to the taking off (the 10 MMD) inferior t;
b) is not detainers of any special authorization of operation;
c) they do not efectuem voos intercontinental.
5 - In the remaining cases, the operational forwarding and the control must be efectuados by officers of operations of voo duly permitted to attend the pilots in the exercise of these functions.
6 - The operator can contract the services of forwarding and operational control of another entity with staff permitted for the effect.
7 - In the case foreseen in the previous number, the operational responsibility remains with the operator, having this to establish a method of quality control of the contracted entity.
Article 2.º
Manual of operations of voo
1 - The manual of operations of voo (MOV) of the operator must contain the description of its organic and functional structure, of form to guarantee the fulfilment of the foreseen one in the previous article.
2 - The manual of operations of voo must still contain the specification of the functions, duties and responsibilities attributed to responsible for the operational forwarding and the control, in accordance with the annex To the this regulation.
Article 3.º
Officers of operations of voo
1 - An officer of operations of voo only can exert functions will be itself titular of valid license, exceptuando the period of period of training.
2 - The conditions of maintenance of the validity of the license and the form as the operator assure this maintenance must be explicitadas in the manual of operations of voo.
CHAPTER II
Licensing
Article 4.º
Requirements for the emission of licenses of officers of operations of voo
1 - The candidate the license of officer of operations of voo has to fill the following requirements:
) To have completed 21 years of age to the date of emission of the license;
b) To have completed 12.º year of escolaridade in area that includes you discipline them of Mathematics and Physics or to demonstrate to knowledge of mathematics and physics by means of approval in examinations to carry through for the INAC, having, in this last case, to have completed, at least, the obligator minimum escolaridade;
c) To demonstrate knowledge of the English language by means of approval in examination efectuado in the INAC or authorized entity for the INAC for the effect, or by means of the accomplishment of the related theoretical tests in alínea d) in English language;
d) To demonstrate theoretical knowledge on the aerial legislation, common knowledges of aircraft, calculation of the performance and procedures of planning of voo, meteorology, air travel, operational procedures, principles of voo and radiotelefónicas communications, by means of approval in written tests to carry through for the INAC;
e) To possess the demanded experience or formation, in the terms of n.º 3 of this article;
f) To have completed, with exploitation, in the six immediately previous months to the order of emission of the license, the period of training the one that if relates to the article 5.º of the present regulation;
g) To demonstrate to proficiency adjusted for the exercise of the prerogatives the one that if candidate.
2 - The knowledge of English language the one that if relates alínea c) are guided for the preparation of the voos, nominated in that if it relates to the consultation of manuals technician, to the interpretation of the international legislation and to the fraseologia used in radio communications.
3 - The candidate the license of officer of operations of voo must possess acquired experience or professional formation in the terms of one of the following alíneas:
) To have given to a total of two years of service, playing a only one or combination of two, being the experience in each one of them of at least one year, the following activities:
i) Pilot, technician of voo or navigator in air transportation;
ii) Meteorologista in an organization of operational forwarding of aircraft in air transportation;
iii) Controlling of air traffic or supervisor technician of officers of operations of voo or systems of operations of voo of air transportation;
b) To have given one year of service as assistant in the forwarding of air transportation;
c) To have completed with exploitation a course of formation homologated for the INAC and given by an entity of authorized formation for the INAC, with a program organized in the terms of doc. 7192-na/857, D-3 part, of the ICAO.
Article 5.º
Period of training
1 - The candidate the officer of operations of voo will have to carry through a period of training with the duration of at least 90 working days, under the supervision of an officer of operations of voo duly permitted and with qualification of monitor, during which efectue a minimum of 120 operational forwardings in voos of air transportation.
2 - The responsible entity for the period of training must emit a declaration of finishing of exactly, when the candidate congregates all the demanded requirements.
3 - The period of training will only be initiated after the candidate to have surpassed the theoretical tests and of English language the one that if relate alíneas c) and d) of n.º 1 of the previous article.
Article 6.º
Demonstration of proficiency
1 - The demonstration of proficiency the one that if relates the alínea g) of n.º 1 of the previous article will be made before an authorized examiner for the INAC, having the candidate to proceed:
) To the manual elaboration, or with resource the half informáticos, of a plan of voo inside of the operational limits of the aircraft and the airports of origin and destination, on the basis of the specific manual analysis;
b) To the determination, from the analysis of "notes", meteorological letters and forecasts and restrictions of air traffic, the excellent trajectory of voo for determined chunk, in terms of consumption, time of voo and meteorological conditions in all the passage;
c) To the effective monitorização of one voo, with particular incidence for the operations special, supplying actualizada information to the crews of any alterations to the initial planning.
2 - The demonstration of proficiency will include, as evaluation element, the verification of the specific knowledge of English language that allow the meeting of the necessary information to the accomplishment of voo.
3 - The order of accomplishment of the demonstration of proficiency must be efectuado by the proper one or its representative, under the form of petition (mod. n.º 20/DPA) in the Direcção de Aeronautical Pessoal of the INAC, folloied of declaration of finishing of the period of training foreseen in n.º 2 of the article 5.º
4 - With the presentation of the petition, the petitioner will have to proceed to the payment of the taxes due in the terms of the law.
Article 7.º
Petition of accomplishment of tests
1 - The order of accomplishment of the theoretical tests and English foreseen in alíneas c) and d) of n.º 1 of the article 4.º, must be efectuado by the proper one or its representative, in the Direcção de Aeronautical Pessoal of the INAC, under the form of petition (mod. n.º 20/DPA), folloied of comprovativos documents of the académicas qualifications and the fulfilling of the requirement demanded for alínea e) of n.º 1 of the article 4.º
I used online translators to come up with the text bellow.
Be kind, it's not perfect English (far from that) however you gan get a pretty good idea of the National legislation that applied to Portuguese flight dispatchers and their licencing.
rgds
Part I
D. R. Nº 22 SERIES II , P 1319 the 1322 of Monday 27 of January of 2003
SENDER: Ministry of the Public works, Transports and Habitation - National Institute of Civil Aviation
DIPLOMA/ACTO: Nº4/2003 regulation
SUMMARY :
Norms for officers of operations of voo (OOV) .
TEXT:
Nº4/2003 regulation , of 27 of January
Regulation n.º 4/2003. - Norms for officers of operations of voo (OOV). - In accordance with annex 6 to the Convention on International Civil Aviation (Convention of Chicago), relative to the operation of aircraft, the operators certifyd for commercial air transportation will have to possess, in its organic and functional structure, an area of forwarding and responsible operational control for the fulfilment of the operational requirements and of security in the totality of the operation. This area will have to be directed by officers of operations of voo duly permitted for the exercise of the respective functions. In accordance with the same attached and doc. n.º 9376 of the ICAO, "Preparation of a manual of operations", the operator will have to possess a manual of operations of voo (MOV) that it contains the methods of planning and supervision of voos that assure the fulfilment of the operational requirements and security behind related and that it assures the staff existence authorized technician for the national aeronautical authority for the exercise of the functions of officer of operations of voo. The present regulation establishes the basic rules for application of these orientações. On the other hand, one shows convenient to include in the text of the present regulation relative norms to the conditions of emission, revalidation and renewal of the licenses of officers of operations of voo, which will have to pass to be applied in substitution of published in the paragraph 4,5 of the "Norms and procedures of licensing", published as attached to Circulating of Aeronautical Information n.º 14/90, of 16 of November of 1990.
Thus:
In the terms of n.os 2 and 3 of the article 8.º of the Decree n.º 133/98, of 15 of May, modified for the Decree n.º 145/2002, of 21 of May, the advice of administration of the INAC, for deliberation of 23 of December of 2002, approved the following regulation:
CHAPTER I
Relative norms to the function of the officers of operations of voo
Article 1.º
Forwarding and operational control
1 - The operators detainers of a certificate of aerial operator (COA) must assure that none voo either initiated without that the operational information for the conduction of the voos in security have been duly analyzed all pertinent, having to be elaborated and to be presented an operational analysis (briefing) that it must be dispatched for the responsible pilot for voo.
2 - The operators must still assure, all the moment, the monitoring of the voos in the totality of the areas of its operation, through methods of operational control, with capacity to establish effective communication with any aircraft, in the eventuality of being necessary to supply to the pilot excellent information the conduction in security of voo.
3 - In the case of small operators, the foreseen operational forwarding and control in the previous numbers can be efectuados by pilots.
4 - Small operators are considered, for the ends of the previous number, those that, cumulatively:
) They possess an equal or inferior fleet the three aircraft, whose certifyd of navigability alone it allows a maximum number of 19 passengers or that they have a maximum mass to the taking off (the 10 MMD) inferior t;
b) is not detainers of any special authorization of operation;
c) they do not efectuem voos intercontinental.
5 - In the remaining cases, the operational forwarding and the control must be efectuados by officers of operations of voo duly permitted to attend the pilots in the exercise of these functions.
6 - The operator can contract the services of forwarding and operational control of another entity with staff permitted for the effect.
7 - In the case foreseen in the previous number, the operational responsibility remains with the operator, having this to establish a method of quality control of the contracted entity.
Article 2.º
Manual of operations of voo
1 - The manual of operations of voo (MOV) of the operator must contain the description of its organic and functional structure, of form to guarantee the fulfilment of the foreseen one in the previous article.
2 - The manual of operations of voo must still contain the specification of the functions, duties and responsibilities attributed to responsible for the operational forwarding and the control, in accordance with the annex To the this regulation.
Article 3.º
Officers of operations of voo
1 - An officer of operations of voo only can exert functions will be itself titular of valid license, exceptuando the period of period of training.
2 - The conditions of maintenance of the validity of the license and the form as the operator assure this maintenance must be explicitadas in the manual of operations of voo.
CHAPTER II
Licensing
Article 4.º
Requirements for the emission of licenses of officers of operations of voo
1 - The candidate the license of officer of operations of voo has to fill the following requirements:
) To have completed 21 years of age to the date of emission of the license;
b) To have completed 12.º year of escolaridade in area that includes you discipline them of Mathematics and Physics or to demonstrate to knowledge of mathematics and physics by means of approval in examinations to carry through for the INAC, having, in this last case, to have completed, at least, the obligator minimum escolaridade;
c) To demonstrate knowledge of the English language by means of approval in examination efectuado in the INAC or authorized entity for the INAC for the effect, or by means of the accomplishment of the related theoretical tests in alínea d) in English language;
d) To demonstrate theoretical knowledge on the aerial legislation, common knowledges of aircraft, calculation of the performance and procedures of planning of voo, meteorology, air travel, operational procedures, principles of voo and radiotelefónicas communications, by means of approval in written tests to carry through for the INAC;
e) To possess the demanded experience or formation, in the terms of n.º 3 of this article;
f) To have completed, with exploitation, in the six immediately previous months to the order of emission of the license, the period of training the one that if relates to the article 5.º of the present regulation;
g) To demonstrate to proficiency adjusted for the exercise of the prerogatives the one that if candidate.
2 - The knowledge of English language the one that if relates alínea c) are guided for the preparation of the voos, nominated in that if it relates to the consultation of manuals technician, to the interpretation of the international legislation and to the fraseologia used in radio communications.
3 - The candidate the license of officer of operations of voo must possess acquired experience or professional formation in the terms of one of the following alíneas:
) To have given to a total of two years of service, playing a only one or combination of two, being the experience in each one of them of at least one year, the following activities:
i) Pilot, technician of voo or navigator in air transportation;
ii) Meteorologista in an organization of operational forwarding of aircraft in air transportation;
iii) Controlling of air traffic or supervisor technician of officers of operations of voo or systems of operations of voo of air transportation;
b) To have given one year of service as assistant in the forwarding of air transportation;
c) To have completed with exploitation a course of formation homologated for the INAC and given by an entity of authorized formation for the INAC, with a program organized in the terms of doc. 7192-na/857, D-3 part, of the ICAO.
Article 5.º
Period of training
1 - The candidate the officer of operations of voo will have to carry through a period of training with the duration of at least 90 working days, under the supervision of an officer of operations of voo duly permitted and with qualification of monitor, during which efectue a minimum of 120 operational forwardings in voos of air transportation.
2 - The responsible entity for the period of training must emit a declaration of finishing of exactly, when the candidate congregates all the demanded requirements.
3 - The period of training will only be initiated after the candidate to have surpassed the theoretical tests and of English language the one that if relate alíneas c) and d) of n.º 1 of the previous article.
Article 6.º
Demonstration of proficiency
1 - The demonstration of proficiency the one that if relates the alínea g) of n.º 1 of the previous article will be made before an authorized examiner for the INAC, having the candidate to proceed:
) To the manual elaboration, or with resource the half informáticos, of a plan of voo inside of the operational limits of the aircraft and the airports of origin and destination, on the basis of the specific manual analysis;
b) To the determination, from the analysis of "notes", meteorological letters and forecasts and restrictions of air traffic, the excellent trajectory of voo for determined chunk, in terms of consumption, time of voo and meteorological conditions in all the passage;
c) To the effective monitorização of one voo, with particular incidence for the operations special, supplying actualizada information to the crews of any alterations to the initial planning.
2 - The demonstration of proficiency will include, as evaluation element, the verification of the specific knowledge of English language that allow the meeting of the necessary information to the accomplishment of voo.
3 - The order of accomplishment of the demonstration of proficiency must be efectuado by the proper one or its representative, under the form of petition (mod. n.º 20/DPA) in the Direcção de Aeronautical Pessoal of the INAC, folloied of declaration of finishing of the period of training foreseen in n.º 2 of the article 5.º
4 - With the presentation of the petition, the petitioner will have to proceed to the payment of the taxes due in the terms of the law.
Article 7.º
Petition of accomplishment of tests
1 - The order of accomplishment of the theoretical tests and English foreseen in alíneas c) and d) of n.º 1 of the article 4.º, must be efectuado by the proper one or its representative, in the Direcção de Aeronautical Pessoal of the INAC, under the form of petition (mod. n.º 20/DPA), folloied of comprovativos documents of the académicas qualifications and the fulfilling of the requirement demanded for alínea e) of n.º 1 of the article 4.º
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Part II
2 - in case of the candidate when official of operations of flight will not have completed the 12.th year of schooling, in area that includes the disciplines of Mathematics and Physical, there will have to still apply for the realization of the examinations predicted in the opening line b) of the n.º 1 of the 4.th article 3 - With the presentation of the request, will owe the petitioner proceed to the payment of the taxes owed in the terms of the law. 8.th article Request for emission of the license 1 - The request of emission of license of official of operations of flight will be effectuated by the own one or by his representative, in the Direction of People Aeronáutico of the INAC, under the form of request (mod. n.º 20/DPA), accompanied by the next elements: a) Token of biographical elements (mod. n.º 10/DPA); b) Two recent photographies, type passes, to colors; c) Copy of confirmatory document of identity of the petitioner. 2 - With the presentation of the request, will owe the petitioner proceed to the payment of the taxes owed in the terms of the law.
9.th article Validity and maintenance of the license 1 - A license of official of operations of flight is valid for five years, being able to be revalidated by the INAC in the term of this period. 2 - The holder of a license of official of operations of flight can practise the privileges of his license when it has been effectuating, at least, the operational dispatch of 12 flights of air transport in the last 120 days. 3 - When one checks that the holder of the license does not satisfy the requisite of recent experience told in the previous number, will owe this one, to restore the privileges of his license, to effectuate the operational necessary dispatches to the fulfilment of the requisite in question under supervision of a holder of license with the valid privileges.
10.th article Revalidation of the licenses 1 - Pará to revalidate a license of official of operations of flight, his holder will have to satisfy, cumulativamente, the next requisites: a) To have effectuated a minimum of 12 operational dispatches of flights of air transport in 90 days immediately previous to the old age of the license; b) To have carried out a program of continuous formation during the period of validity of the license or to have completed satisfactorily a course of refrescamento in 12 months previous to the old age of the license; c) To have, in the course of the validity of the license, when formation of specialization was received properly registered, for each type (or class) of aircraft which dispatch proceeds; d) To carry out, in the course of the validity of the license, three flights of familiarization (in line) of which the last thing during 12 months immediately previous to the old age of the license. 2 - The licenses will be revalidated by means of request (mod. n.º 20/DPA) signed by the own one or by his representative handed in the INAC in three months immediately previous to the date limit of the validity of the license, accompanied by declaration of the operator of which the requisites were carried out when 2 or 3 of the previous article were predicted in n.os and of the n.º 1 of the present article.
3 - with the presentation of the request, it will owe the petitioner proceed to the payment of the taxes owed in the terms of the law.
4 - it is responsibility of an operator to secure a system of register and control appropriate to the proof of the conditions of continuity of the licenses, when gave to the INAC all the necessary informations to the inspection of the fulfilment of the established one in this article and in n.os 2 and 3 of the previous article.
11.th article
Special conditions of emission of licenses
1 - the holders of licenses who have become senile there are fewer three years they can apply to the INAC for the emission of new license, since they prove what they carried out, under the supervision of an official of operations of flight properly licensed and with qualification of monitor, a traineeship with the least duration of 60 days and demonstrate proficiency adapted for the exercise of the prerogatives what they apply, we have of the 6.th article
2 - the holders of licenses who have become senile be more than three and there are fewer seven years they can apply to the INAC for the emission of new license, interim:
a) A proof, for part of the candidate, of which it effectuated, under the supervision of an official of operations of flight properly licensed and with the qualification of monitor, a traineeship with the least duration of 90 days, during which it collaborated straightly or effectuated the dispatch of, at least, 12 flights of air transport;
b) A demonstration of theoretical knowledges on air legislation, calculation of performance and proceedings of planning of flight, operational proceedings, communications radiotelefónicas and meteorology, by means of the approval in respective trials to carry out for the INAC;
c) A demonstration of proficiency in the terms of the 6.th article
3 - the request of emission of license will be effectuated by the own one or by his representative, under the form of request (mod. n.º 20/DPA) in the Direction of People Aeronáutico of the INAC, accompanied by confirmatory documents of the realization of the traineeship in the terms of the previous numbers.
4 - with the presentation of the request, it will owe the petitioner proceed to the payment of the taxes owed in the terms of the law.
CHAPTER III
Final and transitory arrangements
12.th article
Transitory arrangements
1 - the valid licenses when the date of the publication of the present regulation maintains if - ão valid even to the end of the period of validity in them appropriate, I end which they must be revalidated in accordance with the constant standards of the present regulation.
2 - the requisites predicted in the opening lines b), c) and d) of the n.º 1 of the 10.th article will be applied only by them to the revalidation of the licenses that, we in have of the previous number, should be effectuated 18 months from the date of come into force of the present regulation.
3 - the operators must hand in the INAC over the alterations to the manuals of operations of flight resulting from the fulfilment of the present regulation, in the space of four months from the date of the publication of the same thing.
4 - even to the publication of the legislation that will regulate getting the qualification of monitor, the traineeships predicted in the 4.th article, n.º 1, opening line g), in the 5.th article and in the 11.th article, n.os 1 and 2, opening line c), of the present regulation they will be carried out under the supervision of an official of operations of flight properly licensed and authorized for the effect, I marry to if, for the INAC.
13.th article
Interpretation and integration of gaps
The doubts caused by the application of the present regulation, as well as they will be decided on the integration of eventual gaps by the INAC.
14.th article
When it came into force
The present regulation comes into force the next day to that of his publication.
23 of December of 2002. - The President of the Council of Administration, José Ernesto of the Coast Queiroz.
I ANNEX To
(the one that tells to herself the 2.th article, n.º 2, of the present regulation)
The attached present contains a detailed description of the functions, duties and responsibilities of an official of operations of flight, being able to serve like element of direction and consultation for the preparation of the rules to include in the manual of operations.
1 - Functions of the official of operations of flight:
a) the pilots Assist in the preparation of each flight, supplying all the necessary documents to the execution of the totality of the flights, respecting the regulations aeronáuticas and carrying out the demanded standards of security;
b) To practise vigilance and to establish communication with any aircraft, in the totality of the areas of his operation, in order to do face to eventual necessity of supplying with a pilot commander relevant informations for the driving, in security, of the flight or of unleashing proceedings in emergency.
2 - Duties and responsibilities
- the duties and responsibilities resulting from the functions of the official of operations of flight, can be articulated in three phases:
2.1 - Phase daily pay-flight (function of supervision):
a) To analyse the meteorological conditions in route, from letters of analysis of surface, of winds in altitude, of images satellite and of spread of foresight for the alternative target airports and respective;
b) To ask for crews' substitution, case take place insuficiências of certification for determined airports;
c) To analyse the informations spread by the entities aeronáuticas about the operacionalidade of traces, helps-radios, areas and limited routes, category of the services against fire and others that could affect the flights;
d) To spread delays in the hour of exit or to proceed to the cancellation of flights for operational impediments;
e) To study alternative routes, by means of analysis of restrictions in route (slot), I marry from there benefits pass in terms of economy, punctuality and security.
2.2 - Phase daily pay-flight (function of planning):
a) To prepare a plan of operational flight, choosing to the best route from the analysis of national and international regulations, foresight and meteorological phenomena, availability of several air spaces and operational specific proceedings of the operator;
b) To check if the plan of official flight is spread correctly by the services of air traffic;
c) To integrate the calculation of fuel for transport of the useful weight of each distance, in accordance with the data of performance, time of flight and meteorological conditions;
d) To spread the least supply planned for preparation of the leaf of load;
e) To put, if the flight has beginning in scales out of the base without people accredited in operations, the whole necessary documentation for the preparation of the flight, by means of information of the above-mentioned scales.
2.3 - Phase of dispatch (function of planning):
a) commander Subjects to the approval of a pilot the next documents: meteorological information (letters of analysis and of winds in altitude, foresight of the airports including the time-tables of the operation, last observation of same), relevant information of the airports included by the distance (proceedings and facilities aeroportuárias, letters of navigation, notes and directives of the operator), I glide of operational and official flight (repetitive or placed unitariamente) and restrictions of traffic (slot);
b) To set out, by means of the foregoing information, the choice of the route, alternatives and planned fuel, when commander is gathering the signatures of the pilot and of the official of operations of flight in the plan of operational flight.
2.4 - Phase of dispatch (function of supervision):
a) To inform the pilot of any alteration to the useful weight, to the type of aircraft, to the chosen route, to the time-table of departure / arrival and respective straight or indirect causes;
b) To proceed to the hits asked by a pilot, spreading to other included sectors (supplementary supply, leaf of load) any relevant alterations for the driving of the flight;
c) To complement any information for the scales, out of the base, where the flight could have beginning.
2.5 - Phase of the flight (function of supervision):
a) To practise constant vigilance on all the flights, with special incidence on ocean areas or desérticas;
b) To maintain the active and up-to-date plans of flight, in accordance with possible alterations to the time-tables of arrival / departure;
c) To contact the pilot, if anyone takes place phenomenon that could have repercussions for the driving of the flight in security;
d) the pilot Assists in any solicitation, of operational, commercial order or of emergence;
e) To unleash all the proceedings, in case of amusement for an alternative airport.
2 - in case of the candidate when official of operations of flight will not have completed the 12.th year of schooling, in area that includes the disciplines of Mathematics and Physical, there will have to still apply for the realization of the examinations predicted in the opening line b) of the n.º 1 of the 4.th article 3 - With the presentation of the request, will owe the petitioner proceed to the payment of the taxes owed in the terms of the law. 8.th article Request for emission of the license 1 - The request of emission of license of official of operations of flight will be effectuated by the own one or by his representative, in the Direction of People Aeronáutico of the INAC, under the form of request (mod. n.º 20/DPA), accompanied by the next elements: a) Token of biographical elements (mod. n.º 10/DPA); b) Two recent photographies, type passes, to colors; c) Copy of confirmatory document of identity of the petitioner. 2 - With the presentation of the request, will owe the petitioner proceed to the payment of the taxes owed in the terms of the law.
9.th article Validity and maintenance of the license 1 - A license of official of operations of flight is valid for five years, being able to be revalidated by the INAC in the term of this period. 2 - The holder of a license of official of operations of flight can practise the privileges of his license when it has been effectuating, at least, the operational dispatch of 12 flights of air transport in the last 120 days. 3 - When one checks that the holder of the license does not satisfy the requisite of recent experience told in the previous number, will owe this one, to restore the privileges of his license, to effectuate the operational necessary dispatches to the fulfilment of the requisite in question under supervision of a holder of license with the valid privileges.
10.th article Revalidation of the licenses 1 - Pará to revalidate a license of official of operations of flight, his holder will have to satisfy, cumulativamente, the next requisites: a) To have effectuated a minimum of 12 operational dispatches of flights of air transport in 90 days immediately previous to the old age of the license; b) To have carried out a program of continuous formation during the period of validity of the license or to have completed satisfactorily a course of refrescamento in 12 months previous to the old age of the license; c) To have, in the course of the validity of the license, when formation of specialization was received properly registered, for each type (or class) of aircraft which dispatch proceeds; d) To carry out, in the course of the validity of the license, three flights of familiarization (in line) of which the last thing during 12 months immediately previous to the old age of the license. 2 - The licenses will be revalidated by means of request (mod. n.º 20/DPA) signed by the own one or by his representative handed in the INAC in three months immediately previous to the date limit of the validity of the license, accompanied by declaration of the operator of which the requisites were carried out when 2 or 3 of the previous article were predicted in n.os and of the n.º 1 of the present article.
3 - with the presentation of the request, it will owe the petitioner proceed to the payment of the taxes owed in the terms of the law.
4 - it is responsibility of an operator to secure a system of register and control appropriate to the proof of the conditions of continuity of the licenses, when gave to the INAC all the necessary informations to the inspection of the fulfilment of the established one in this article and in n.os 2 and 3 of the previous article.
11.th article
Special conditions of emission of licenses
1 - the holders of licenses who have become senile there are fewer three years they can apply to the INAC for the emission of new license, since they prove what they carried out, under the supervision of an official of operations of flight properly licensed and with qualification of monitor, a traineeship with the least duration of 60 days and demonstrate proficiency adapted for the exercise of the prerogatives what they apply, we have of the 6.th article
2 - the holders of licenses who have become senile be more than three and there are fewer seven years they can apply to the INAC for the emission of new license, interim:
a) A proof, for part of the candidate, of which it effectuated, under the supervision of an official of operations of flight properly licensed and with the qualification of monitor, a traineeship with the least duration of 90 days, during which it collaborated straightly or effectuated the dispatch of, at least, 12 flights of air transport;
b) A demonstration of theoretical knowledges on air legislation, calculation of performance and proceedings of planning of flight, operational proceedings, communications radiotelefónicas and meteorology, by means of the approval in respective trials to carry out for the INAC;
c) A demonstration of proficiency in the terms of the 6.th article
3 - the request of emission of license will be effectuated by the own one or by his representative, under the form of request (mod. n.º 20/DPA) in the Direction of People Aeronáutico of the INAC, accompanied by confirmatory documents of the realization of the traineeship in the terms of the previous numbers.
4 - with the presentation of the request, it will owe the petitioner proceed to the payment of the taxes owed in the terms of the law.
CHAPTER III
Final and transitory arrangements
12.th article
Transitory arrangements
1 - the valid licenses when the date of the publication of the present regulation maintains if - ão valid even to the end of the period of validity in them appropriate, I end which they must be revalidated in accordance with the constant standards of the present regulation.
2 - the requisites predicted in the opening lines b), c) and d) of the n.º 1 of the 10.th article will be applied only by them to the revalidation of the licenses that, we in have of the previous number, should be effectuated 18 months from the date of come into force of the present regulation.
3 - the operators must hand in the INAC over the alterations to the manuals of operations of flight resulting from the fulfilment of the present regulation, in the space of four months from the date of the publication of the same thing.
4 - even to the publication of the legislation that will regulate getting the qualification of monitor, the traineeships predicted in the 4.th article, n.º 1, opening line g), in the 5.th article and in the 11.th article, n.os 1 and 2, opening line c), of the present regulation they will be carried out under the supervision of an official of operations of flight properly licensed and authorized for the effect, I marry to if, for the INAC.
13.th article
Interpretation and integration of gaps
The doubts caused by the application of the present regulation, as well as they will be decided on the integration of eventual gaps by the INAC.
14.th article
When it came into force
The present regulation comes into force the next day to that of his publication.
23 of December of 2002. - The President of the Council of Administration, José Ernesto of the Coast Queiroz.
I ANNEX To
(the one that tells to herself the 2.th article, n.º 2, of the present regulation)
The attached present contains a detailed description of the functions, duties and responsibilities of an official of operations of flight, being able to serve like element of direction and consultation for the preparation of the rules to include in the manual of operations.
1 - Functions of the official of operations of flight:
a) the pilots Assist in the preparation of each flight, supplying all the necessary documents to the execution of the totality of the flights, respecting the regulations aeronáuticas and carrying out the demanded standards of security;
b) To practise vigilance and to establish communication with any aircraft, in the totality of the areas of his operation, in order to do face to eventual necessity of supplying with a pilot commander relevant informations for the driving, in security, of the flight or of unleashing proceedings in emergency.
2 - Duties and responsibilities
- the duties and responsibilities resulting from the functions of the official of operations of flight, can be articulated in three phases:
2.1 - Phase daily pay-flight (function of supervision):
a) To analyse the meteorological conditions in route, from letters of analysis of surface, of winds in altitude, of images satellite and of spread of foresight for the alternative target airports and respective;
b) To ask for crews' substitution, case take place insuficiências of certification for determined airports;
c) To analyse the informations spread by the entities aeronáuticas about the operacionalidade of traces, helps-radios, areas and limited routes, category of the services against fire and others that could affect the flights;
d) To spread delays in the hour of exit or to proceed to the cancellation of flights for operational impediments;
e) To study alternative routes, by means of analysis of restrictions in route (slot), I marry from there benefits pass in terms of economy, punctuality and security.
2.2 - Phase daily pay-flight (function of planning):
a) To prepare a plan of operational flight, choosing to the best route from the analysis of national and international regulations, foresight and meteorological phenomena, availability of several air spaces and operational specific proceedings of the operator;
b) To check if the plan of official flight is spread correctly by the services of air traffic;
c) To integrate the calculation of fuel for transport of the useful weight of each distance, in accordance with the data of performance, time of flight and meteorological conditions;
d) To spread the least supply planned for preparation of the leaf of load;
e) To put, if the flight has beginning in scales out of the base without people accredited in operations, the whole necessary documentation for the preparation of the flight, by means of information of the above-mentioned scales.
2.3 - Phase of dispatch (function of planning):
a) commander Subjects to the approval of a pilot the next documents: meteorological information (letters of analysis and of winds in altitude, foresight of the airports including the time-tables of the operation, last observation of same), relevant information of the airports included by the distance (proceedings and facilities aeroportuárias, letters of navigation, notes and directives of the operator), I glide of operational and official flight (repetitive or placed unitariamente) and restrictions of traffic (slot);
b) To set out, by means of the foregoing information, the choice of the route, alternatives and planned fuel, when commander is gathering the signatures of the pilot and of the official of operations of flight in the plan of operational flight.
2.4 - Phase of dispatch (function of supervision):
a) To inform the pilot of any alteration to the useful weight, to the type of aircraft, to the chosen route, to the time-table of departure / arrival and respective straight or indirect causes;
b) To proceed to the hits asked by a pilot, spreading to other included sectors (supplementary supply, leaf of load) any relevant alterations for the driving of the flight;
c) To complement any information for the scales, out of the base, where the flight could have beginning.
2.5 - Phase of the flight (function of supervision):
a) To practise constant vigilance on all the flights, with special incidence on ocean areas or desérticas;
b) To maintain the active and up-to-date plans of flight, in accordance with possible alterations to the time-tables of arrival / departure;
c) To contact the pilot, if anyone takes place phenomenon that could have repercussions for the driving of the flight in security;
d) the pilot Assists in any solicitation, of operational, commercial order or of emergence;
e) To unleash all the proceedings, in case of amusement for an alternative airport.
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Thank you. Some of the translation was most amusing especially the reissue of a licence after senility. However I wont trivialise the true value of this post by poking fun at it.
The most startling revalation for me was Chap 3 para C that the training syllabus for the issue of a Portugese Dispatcher licence will be in accordance with ICAO 7192 D3.
Wake up SRG you're lagging badly on this one.
EM
Thank you. Some of the translation was most amusing especially the reissue of a licence after senility. However I wont trivialise the true value of this post by poking fun at it.
The most startling revalation for me was Chap 3 para C that the training syllabus for the issue of a Portugese Dispatcher licence will be in accordance with ICAO 7192 D3.
Wake up SRG you're lagging badly on this one.
EM