Dispatcher - Job Description
Join Date: Feb 2005
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Things don't just vary from company to company but from station to station too
One thing that does stay the same is running around trying to be a one armed paper hangar and getting dumped on from on high
One thing that does stay the same is running around trying to be a one armed paper hangar and getting dumped on from on high
Join Date: Feb 2002
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For a compant like Servisair then the role of a dispatcher is to coordinate the turnaround of an aircraft. If things are going well then you will do very little but you need to be ready to resolve and problems that may arise. You will probably not be load control trained and so you will only have to pass figures and check hold loading with your ops who will do the loadsheet for your flight all you do is need to check the figures on it.
Thats about it
Thats about it
Join Date: May 2004
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DWLPL
You have been on this forum for some time and have posted over 500 replies.
In the past you have made it clear that you work in the enviroment that you are asking for!
Are you trying to find out what you should have been doing for all these years?
Dispatch in this country, with the odd exception, is very poor. Most dispatchers tend to have a very high regard for themselves, but fail to complete the basics and have limited knowladge and experience.
We should go back to the good old Red Cap days and give them total control and pay the money they are due. Presently, companies pay is poor because the work completed is poor! Its simple Im afraid.
Dispatchers better watch out as they are a dying bread at high costs and all airlines and handling companies are looking to save costs. After all, how hard is it to turn a low cost / charter ac round with pax and bags on standard load. Some eyes need to be opened?
To get back to the question, dispatchers mostly ignore the Job Description, so it could say anything!
I thank you
You have been on this forum for some time and have posted over 500 replies.
In the past you have made it clear that you work in the enviroment that you are asking for!
Are you trying to find out what you should have been doing for all these years?
Dispatch in this country, with the odd exception, is very poor. Most dispatchers tend to have a very high regard for themselves, but fail to complete the basics and have limited knowladge and experience.
We should go back to the good old Red Cap days and give them total control and pay the money they are due. Presently, companies pay is poor because the work completed is poor! Its simple Im afraid.
Dispatchers better watch out as they are a dying bread at high costs and all airlines and handling companies are looking to save costs. After all, how hard is it to turn a low cost / charter ac round with pax and bags on standard load. Some eyes need to be opened?
To get back to the question, dispatchers mostly ignore the Job Description, so it could say anything!
I thank you
Join Date: Feb 2006
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For me a proper dispatcher is a dying breed. The main problem for this in my eyes is the handling agents so often employed by the airlines to provide this service either under pay them or even worse under value their position.
The position of the dispatcher is to liase with all the service providers servicing the aircraft on a turnaround and ensure everthing happens when it is supposed to happen in line with the airlines requirements. In my experience (10 years) now as long as a flight departs early or at least on time a dispatcher sees their job as done if this happens. But have very little regard for the consequences to the airline in particular if the flight should depart late. Sometimes I accept this is beyond their control, ie, late inbound aircraft, technical problems etc.
I believe there should not be a dispatcher working on any airfield that has not worked for at least 12 months on check-in prior to commencing their career in dispatch. The knowledge of the 'other side' of an airlines operation cannot be under valued. At the end of the day how can a dispatcher co-ordinate a service when he or she does not know how other aspects of the services provided work.
To become a proficient dispatcher you need to have a thick skin, be able to take abuse face to face or on the phone/radio and have a will to triumph over all adversity. For me the greatest hurdle in a dispatchers life is the fueller as they seem to turn up when they are ready, which is not always when they should. In a way they can hold the flight to ransom because fuel is probably the only commodity an aircraft cannot depart without. Maybe I am being harsh but I am sure fellow dispatchers can relate to this.
But in saying all the above, the Captain/Dispatcher relationship has to be a good one. A dispatcher needs to build a firm relationship with the flight deck from the first minute of a turn as if anyone is going to complain about a lack of service it will be the Captain. And by virtue of the position the dispatcher will bear the brunt of it.
Be under no illusions the job of a dispatcher is not an easy one despite what anyone may remark. The way to make dispatchers in this country however, need to command respect from their employer before this profession becomes recognised for the essential job it does.
All my above comments are based on a basic dispatchers position. Now if that dispatcher was responsible for providing the load sheet for each particular flight as well then my post would have been a whole lot longer!!!!
The position of the dispatcher is to liase with all the service providers servicing the aircraft on a turnaround and ensure everthing happens when it is supposed to happen in line with the airlines requirements. In my experience (10 years) now as long as a flight departs early or at least on time a dispatcher sees their job as done if this happens. But have very little regard for the consequences to the airline in particular if the flight should depart late. Sometimes I accept this is beyond their control, ie, late inbound aircraft, technical problems etc.
I believe there should not be a dispatcher working on any airfield that has not worked for at least 12 months on check-in prior to commencing their career in dispatch. The knowledge of the 'other side' of an airlines operation cannot be under valued. At the end of the day how can a dispatcher co-ordinate a service when he or she does not know how other aspects of the services provided work.
To become a proficient dispatcher you need to have a thick skin, be able to take abuse face to face or on the phone/radio and have a will to triumph over all adversity. For me the greatest hurdle in a dispatchers life is the fueller as they seem to turn up when they are ready, which is not always when they should. In a way they can hold the flight to ransom because fuel is probably the only commodity an aircraft cannot depart without. Maybe I am being harsh but I am sure fellow dispatchers can relate to this.
But in saying all the above, the Captain/Dispatcher relationship has to be a good one. A dispatcher needs to build a firm relationship with the flight deck from the first minute of a turn as if anyone is going to complain about a lack of service it will be the Captain. And by virtue of the position the dispatcher will bear the brunt of it.
Be under no illusions the job of a dispatcher is not an easy one despite what anyone may remark. The way to make dispatchers in this country however, need to command respect from their employer before this profession becomes recognised for the essential job it does.
All my above comments are based on a basic dispatchers position. Now if that dispatcher was responsible for providing the load sheet for each particular flight as well then my post would have been a whole lot longer!!!!
I'm a Dispatch Officer who's only had the job for 1 year... This was my first Airline job and has been a great learning curve! Although I do not totally agree with the "12 months minimum experience" comment... i do beleive that you must be able to learn and think quickly, and have an understanding of how things work airside...
The main duties for me as a dispatcher, include ensuring the safe loading and trim of the aircraft. Before a flight, we send off a Load Instruction Report to tell the ground handlers how to load the aircraft with regards to the frieght and bags... I work with the local freight company to ensure that correct frieght is ordered, and after a flight has closed off to checking in, i work out total aircraft weight figures and so fuel can be ordered for the flight. During this time, a Load and Trim sheet is prepared for the Flight and given to the Pilots... Also, inbetween, you work out any quirks with flight attendants and ground staff that may happen with passanger numbers, checking in, and anything really that has to do with the loading of the aircraft. Fast thinking and being able to stay on your feet and seeing the whole picture helps as "cleared for take off" mentioned. But as mentioned, if things are delayed, a lot of the times you bear the blame, and if flights leave before or on time, you're just doing your job and having fun
The main duties for me as a dispatcher, include ensuring the safe loading and trim of the aircraft. Before a flight, we send off a Load Instruction Report to tell the ground handlers how to load the aircraft with regards to the frieght and bags... I work with the local freight company to ensure that correct frieght is ordered, and after a flight has closed off to checking in, i work out total aircraft weight figures and so fuel can be ordered for the flight. During this time, a Load and Trim sheet is prepared for the Flight and given to the Pilots... Also, inbetween, you work out any quirks with flight attendants and ground staff that may happen with passanger numbers, checking in, and anything really that has to do with the loading of the aircraft. Fast thinking and being able to stay on your feet and seeing the whole picture helps as "cleared for take off" mentioned. But as mentioned, if things are delayed, a lot of the times you bear the blame, and if flights leave before or on time, you're just doing your job and having fun
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I agree with your comments and the way in which you complete your work, but too many staff, escpecially within the UK, do not complete the basics, need constant supervision, turn up late at the a/c and give the position a bad name. Unfortunatly, they also think that they are doing a good job and become too big for their position.
A well dispatched flight is easy to spot, as is a flight that is badly dispatched.
Cheers
A well dispatched flight is easy to spot, as is a flight that is badly dispatched.
Cheers
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I work looking after inbound private jets and their clients on the runway at the tuscan airports in Italy. It is very much on a, 'as and when' basis and although my title is 'Station manager' it is very much an interpreting role and co-ordinating ground handlers. I will be returning to the UK soon and would like to know how does someone get into becoming a dispatcher. Are you trained on the job or do you require a qualification?
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Join Date: Jun 2001
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Where do Servisair train their Dispatchers?
Do they send them to certain UK airports, send them to European airports or do they train them at the airport where the Dispatcher will be based?
Do they send them to certain UK airports, send them to European airports or do they train them at the airport where the Dispatcher will be based?
Join Date: Sep 2004
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The CAA require there to be one person who is responsible for the safety of the entire turnaround. In the days of manual loadsheets and 'Red Caps' which I can remember all too well, this function could be easily identified. However, with the advent of automated loadsheets etc many airlines/Handling Agents refocused this role to be 'passenger-facing' i.e. the dispatcher spends most of their time up in the gateroom dealing with pax issues. This has left a gaping hole downstairs, in my view, possibly contributing to the many silly accidents and incidents that happen on the Apron.
One major operator at LGW has recently introduced a turnaround co-ordinator. The ones I've had the pleasure to meet are very focused on Apron safety etc and I hope the other operators follow suit.
Cheers,
TheOddOne
One major operator at LGW has recently introduced a turnaround co-ordinator. The ones I've had the pleasure to meet are very focused on Apron safety etc and I hope the other operators follow suit.
Cheers,
TheOddOne
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OddOne: Even with computerised loadsheets, surely the role of the dispatcher is to co-ordinate the turn-round at/from the aircraft? How can they do this if they're in the gate all the time? Isn't that what passenger agents are for? In my view the more time that the dispatcher spends at the a/c the less chance there is of anything going wrong: it's the dispatcher's turn-round after all, they need to be responsible for it.
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Redfield,
I couldn't agree more. It's just that this is the way the job has gone in recent years, with some companies/Handling Agents getting the 'dispatcher' to cover several flights at once. From our perspective as Airfield Operations, it results in less on-the-spot supervision, which also bothers the CAA, who quite rightly are demanding that we all do something about it. Hence one pro-active operator at LGW more or less re-inventing the job.
Cheers,
TheOddOne
I couldn't agree more. It's just that this is the way the job has gone in recent years, with some companies/Handling Agents getting the 'dispatcher' to cover several flights at once. From our perspective as Airfield Operations, it results in less on-the-spot supervision, which also bothers the CAA, who quite rightly are demanding that we all do something about it. Hence one pro-active operator at LGW more or less re-inventing the job.
Cheers,
TheOddOne
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The dispatchers at NCL (from both handling companies) act as turnaround co-ordinators, and a generally fine job they do too - except when they are in the gate chatting up the pax handling agents. Unfortunately, most regional airports try to keep the costs down too tightly and have the dispatcher running around doing far too much.
Unfortunately, most regional airports try to keep the costs down too tightly and have the dispatcher running around doing far too much.
) were always far to busy
.
