Flight Dispatcher - Would you like to be like this?
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Flight Dispatcher - Would you like to be like this?
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Airline - Non-Flying Flight Dispatcher
General Information
Even though the airlines are in business to transport people from one place to another, they could not function without the help of many people on the ground, including those who take reservations and sell tickets, as well as those who help keep the airplanes operating on schedule.
Position Description
FAR 121.533 states that both the airline captain and the dispatcher are held jointly responsible for the safety of the flight. In cooperation with the pilot, the flight dispatcher furnishes a flight plan that enables the aircraft to arrive at its destination on schedule with the maximum payload and the least operating cost. The flight dispatcher considers en route and destination weather, winds aloft, alternate destinations, fuel required, altitudes, and traffic flow. The dispatcher's signature, along with that of the pilot, releases the aircraft for flight. The dispatcher maintains a constant watch on all flights dispatched, and is responsible in joint agreement with the airline captain for flight planning, route and altitude selection, fuel load requirements, aircraft legality and complyig with FAA regulations. The dispatcher is the go-between for the pilot and ground service personnel, and keeps all personnel concerned with the flight informed about its status. The dispatcher must be familiar with navigation facilities over airline routes and at airports as well as with the takeoff, cruising, and landing characteristics of all aircraft operated by the airline. The flight dispatcher also must ride periodically in the cockpit with the flight crew to observe flight routes, conditions, and airports.
Working Conditions
The dispatcher shares 50/50 decision making and responsibility for the safety of each flight with the airline captain. Flight dispatchers work indoors at the airport in the airline operations office or control center. They use computers, calculators, weather charts and information, and loading re-ports. A 40-hour week with shift work is normal.
Flight dispatchers frequently work under pressure in a fast-paced environment especially when flying weather is bad. They must make many rapid decisions concerning safety, flight regulations, and the economy of operations. These employees are surrounded by people, teletype machines, telephones, and intercom systems in a noisy, busy atmosphere. Those who work for a small airline, carry on the duties of a meteorologist and schedule coordinator.
Federal Aviation Regulations part 121 dictates that airline dispatchers must ride in the cockpit jumpseat on "familiarization flights" for a minimum of 5 hours each calender year. However, most airlines treat dispatchers like pilot cockpit crewmembers, and extend them this excellent priviledge on an unlimited basis. Also, hundreds of other airlines around the world recognize the significance of the airline dispatcher, and extend the cockpit jumpseat authority freely to them. This is one of the greatest benifits available for dispatchers.
Flight dispatchers must be able to work rotating shifts including days, nights, weekends and holidays.
Typical Requirements and/or Experience
FAR Part 65.53 Eligibility requirements: General. (a) To be eligible to take the aircraft dispatcher knowledge test, a person must be at least 21 years of age. (b) To be eligible for an aircraft dispatcher certificate, a person must-- (1) Be at least 23 years of age; (2) Be able to read, speak, write, and understand the English language; (3) Pass the required knowledge test prescribed by Sec. 65.55 of this part; (4) Pass the required practical test prescribed by Sec. 65.59 of this part; and (5) Comply with the requirements of Sec. 65.57 of this part. Job applicants must have good vision, hearing, enunciation and an FAA Dispatch Certificate. They must thoroughly know the Federal Aviation Regulations on airline operations and be competent in airline communications and meteorology. Experience with monitoring, analyzind and/or calculating various flight factors such as weather reports and NOTAMs, runway performance, weight and balance issues, ATC preferred routes distance and fuel needs to create and/or update flight plans.
Education
A high school diploma or equivalent is required. Though a college degree with a major in air transportation or meteorology is useful preparation for work as a flight dispatcher, experience is equally important.
Marital Status
Married and unmarried men and women, with or without children are eligible. Persons who are widowed or divorced, also are eligible.
It is the policy of most aviation companies to provide equal employment opportunity to all individuals regardless of their race, creed, color, religion, sex, age, national origin, disability, military and veteran status, sexual orientation, marital status, or any other characteristic protected by state or federal law. Most aviation companies are strongly committed to this policy, and believe in the concept and spirit of the United States law.
Wages and Benefits
The following information is provided by Richard Wateska of Airline Flight Dispatcher Training Center. Entry level flight dispatchers earn between $24,000 - $30,000 with $110,000+ top end annual salary. Benefits of being employed with the airlines are great and include: Cockpit Jumpseat Authority (ride jumpseat on your airline, and most other airlines globally), Free or reduced rate travel priviledges (world-wide travel for you, and your family and friends), Health Insurance, Life Insurance, 50-60% discounts at most large hotel chains globally (Hilton, Hyatt, Sheraton, Marriott, Intercontintal, etc) , 401K retirement plans , Discounts at most major rental car agencies , 50-80% discount on most ship cruise lines, Hundreds of other standard airline industry travel discounts. Salaries and benefits can vary. For an updated look at salaries in the aviation industry, view the Avjobs.com Salary Report.
Where the jobs are and who hires
Flight dispatcher positions can be found with the airlines around the world. Large freight carriers like UPS, FedEx and Airborne also hire dispatchers.
You may also write to the airlines and request an application or check their web site. After completing the application, send it to the airlines Director Flight Dispatch, Director Flight Control or Director System Operations Control Center.
Opportunities for Advancement
Flight dispatchers can move into this position from jobs as dispatch clerks, junior flight dispatchers, radio operators, meteorologists, or station managers. Large airlines employ senior dispatchers who specialize in coordinating the finances of every flight. Promotion is from within. Experience as an airline dispatcher may be used in qualifying for a job as an air traffic controller with the Federal Aviation Administration or as an airport director.
Outlook for the Future
Dispatchers are such a vital part of an airline and companies are hesitant to down-size them. The introduction of low cost regional airlines is also playing a role in creating opportunities in the industry.
Training
The FAA mandates strict training requirements for dispatchers in which the airlines must comply with.
To locate educational facilities with programs related to this position, search AVSchools. AVSchools makes researching and finding an aviation college, university, flight school or professional training facility simple.
Airline - Non-Flying Flight Dispatcher
General Information
Even though the airlines are in business to transport people from one place to another, they could not function without the help of many people on the ground, including those who take reservations and sell tickets, as well as those who help keep the airplanes operating on schedule.
Position Description
FAR 121.533 states that both the airline captain and the dispatcher are held jointly responsible for the safety of the flight. In cooperation with the pilot, the flight dispatcher furnishes a flight plan that enables the aircraft to arrive at its destination on schedule with the maximum payload and the least operating cost. The flight dispatcher considers en route and destination weather, winds aloft, alternate destinations, fuel required, altitudes, and traffic flow. The dispatcher's signature, along with that of the pilot, releases the aircraft for flight. The dispatcher maintains a constant watch on all flights dispatched, and is responsible in joint agreement with the airline captain for flight planning, route and altitude selection, fuel load requirements, aircraft legality and complyig with FAA regulations. The dispatcher is the go-between for the pilot and ground service personnel, and keeps all personnel concerned with the flight informed about its status. The dispatcher must be familiar with navigation facilities over airline routes and at airports as well as with the takeoff, cruising, and landing characteristics of all aircraft operated by the airline. The flight dispatcher also must ride periodically in the cockpit with the flight crew to observe flight routes, conditions, and airports.
Working Conditions
The dispatcher shares 50/50 decision making and responsibility for the safety of each flight with the airline captain. Flight dispatchers work indoors at the airport in the airline operations office or control center. They use computers, calculators, weather charts and information, and loading re-ports. A 40-hour week with shift work is normal.
Flight dispatchers frequently work under pressure in a fast-paced environment especially when flying weather is bad. They must make many rapid decisions concerning safety, flight regulations, and the economy of operations. These employees are surrounded by people, teletype machines, telephones, and intercom systems in a noisy, busy atmosphere. Those who work for a small airline, carry on the duties of a meteorologist and schedule coordinator.
Federal Aviation Regulations part 121 dictates that airline dispatchers must ride in the cockpit jumpseat on "familiarization flights" for a minimum of 5 hours each calender year. However, most airlines treat dispatchers like pilot cockpit crewmembers, and extend them this excellent priviledge on an unlimited basis. Also, hundreds of other airlines around the world recognize the significance of the airline dispatcher, and extend the cockpit jumpseat authority freely to them. This is one of the greatest benifits available for dispatchers.
Flight dispatchers must be able to work rotating shifts including days, nights, weekends and holidays.
Typical Requirements and/or Experience
FAR Part 65.53 Eligibility requirements: General. (a) To be eligible to take the aircraft dispatcher knowledge test, a person must be at least 21 years of age. (b) To be eligible for an aircraft dispatcher certificate, a person must-- (1) Be at least 23 years of age; (2) Be able to read, speak, write, and understand the English language; (3) Pass the required knowledge test prescribed by Sec. 65.55 of this part; (4) Pass the required practical test prescribed by Sec. 65.59 of this part; and (5) Comply with the requirements of Sec. 65.57 of this part. Job applicants must have good vision, hearing, enunciation and an FAA Dispatch Certificate. They must thoroughly know the Federal Aviation Regulations on airline operations and be competent in airline communications and meteorology. Experience with monitoring, analyzind and/or calculating various flight factors such as weather reports and NOTAMs, runway performance, weight and balance issues, ATC preferred routes distance and fuel needs to create and/or update flight plans.
Education
A high school diploma or equivalent is required. Though a college degree with a major in air transportation or meteorology is useful preparation for work as a flight dispatcher, experience is equally important.
Marital Status
Married and unmarried men and women, with or without children are eligible. Persons who are widowed or divorced, also are eligible.
It is the policy of most aviation companies to provide equal employment opportunity to all individuals regardless of their race, creed, color, religion, sex, age, national origin, disability, military and veteran status, sexual orientation, marital status, or any other characteristic protected by state or federal law. Most aviation companies are strongly committed to this policy, and believe in the concept and spirit of the United States law.
Wages and Benefits
The following information is provided by Richard Wateska of Airline Flight Dispatcher Training Center. Entry level flight dispatchers earn between $24,000 - $30,000 with $110,000+ top end annual salary. Benefits of being employed with the airlines are great and include: Cockpit Jumpseat Authority (ride jumpseat on your airline, and most other airlines globally), Free or reduced rate travel priviledges (world-wide travel for you, and your family and friends), Health Insurance, Life Insurance, 50-60% discounts at most large hotel chains globally (Hilton, Hyatt, Sheraton, Marriott, Intercontintal, etc) , 401K retirement plans , Discounts at most major rental car agencies , 50-80% discount on most ship cruise lines, Hundreds of other standard airline industry travel discounts. Salaries and benefits can vary. For an updated look at salaries in the aviation industry, view the Avjobs.com Salary Report.
Where the jobs are and who hires
Flight dispatcher positions can be found with the airlines around the world. Large freight carriers like UPS, FedEx and Airborne also hire dispatchers.
You may also write to the airlines and request an application or check their web site. After completing the application, send it to the airlines Director Flight Dispatch, Director Flight Control or Director System Operations Control Center.
Opportunities for Advancement
Flight dispatchers can move into this position from jobs as dispatch clerks, junior flight dispatchers, radio operators, meteorologists, or station managers. Large airlines employ senior dispatchers who specialize in coordinating the finances of every flight. Promotion is from within. Experience as an airline dispatcher may be used in qualifying for a job as an air traffic controller with the Federal Aviation Administration or as an airport director.
Outlook for the Future
Dispatchers are such a vital part of an airline and companies are hesitant to down-size them. The introduction of low cost regional airlines is also playing a role in creating opportunities in the industry.
Training
The FAA mandates strict training requirements for dispatchers in which the airlines must comply with.
To locate educational facilities with programs related to this position, search AVSchools. AVSchools makes researching and finding an aviation college, university, flight school or professional training facility simple.
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I remember the Avianca 707 that crashed in long island....the dispatcher for that flight was held liable for the crash because he gave the tech crew out dated forecasts.
Strange that 3 cockpit crew cant read the validity of a forecast for there arrival.
Strange that 3 cockpit crew cant read the validity of a forecast for there arrival.
Gender Faculty Specialist
"The dispatcher shares 50/50 decision making and responsibility for the safety of each flight with the airline captain."
My arse!
My arse!
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Maybe more grief but certainly not more responsibility
Who ends up in court if an a/c goes down?? Dispatcher is one.....
Would you go fly without that signature??
Chesty... Don't think a dispatcher is just there to pass you figures and sort your problems out for you.... There's so much more to it.... Perhaps pilots need the equivalent to a 'fam flight' on the ground to see what these people really do day in day out!
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Fair enough.....
So you go and check every passenger is in their correct seat and every bag is in the correct hold?? I'm sure you do... Not the responsibility of anyone else but you?? I'm glad you do... Sure makes me feel alot safer, Knowing the pilot has checked everything!! Who checks everything before pushback?? NOT you! A guy you have to rely on day in day out to do his checks.... So was it a little sweaty don't you think in that rear hold?? ( passengers were very greatfull when you pulled their boarding cards too! oh and checked their passports and visas, and hand luggage and how sober they were! )
As you said... under fed, feeling dizzy, faint etc..... all crew experience this day in day out. So do ground crew! But you don't think of them?? NO coz YOUR flight is so important!
Try working on the ground! You'll soon feel pressure!
You have to deal with ONE flight at a time..... Ground crew are all over the shop with many flights in mind, not just yours! I know you deal with one flight well once up in the air, but come on... how many people actually made that happen?
I've said before, I've been on a fam flight, and enjoyed it, but try it the other way around and you'll soon get a shock!
Please realise what ground staff actually do, not just what you 'see'.....
LEGALLY can and will. As long as I have ensured the aeroplane is loaded as per the load sheet. And then sign the load sheet myself.
The Buck stops HERE kiddo!
The Buck stops HERE kiddo!
That's a rather narrow minded and infantile comment. Crew welfare is one of my biggest concerns as a commander. After all how can anyone do their job properly if they are under fed, feeling dizzy, sick, faint etc. We can't just stop what we're doing and wait until we feel better can we?
Try working on the ground! You'll soon feel pressure!
You have to deal with ONE flight at a time..... Ground crew are all over the shop with many flights in mind, not just yours! I know you deal with one flight well once up in the air, but come on... how many people actually made that happen?
I've said before, I've been on a fam flight, and enjoyed it, but try it the other way around and you'll soon get a shock!
Please realise what ground staff actually do, not just what you 'see'.....
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Just because I don't physically do something myself does not mean I am not responsible for it.
Small a/c then... Glad you have the priveledge of checking everything as not many pilots do!
So you stated,
Just because I don't physically do something myself does not mean I am not responsible for it.
So you then trust the under payd, lower class people who choose, yes choose to work in this enviroment!! We're not here for a laugh yet get the most c***p out of people mouthing off!
When I found out that the handlers at my base were actively disregarding their rules, our rules and flight safety by NOT informing the Captain of drunk passengers. I filed an MOR, along with other people. It no longer happens., I am gauging whether or not a passenger is fit to fly. And yes when I'm sat there gazing out of my window
And yes when I'm sat there gazing out of my window, I am gauging whether or not a passenger is fit to fly.
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And the next time my number one comes in to the flight deck, in tears and shaking telling me someone has threatened to kill her I'll just remind her that dispatchers have a harder life, man up and go and give him another beer shall I? Remember we can't run away from that!
Maybe more grief but certainly not more responsibility.
The Commander has SOLE responsibility for the safety of his aeroplane, his crew and his passengers. Fact. That's what working hard at school gets you. Pay that reflects responsibility!Today 17:51
A dim view of everyone else then??? Yes, you do have SOLE responsibility, once airborne, on the ground though?? Like I said before, do you actually check every passenger?? NO.. you relly on the boarding agents and your cabin crew... Do you actually check every bag in each hold?? I think not.... If you do then you are one in a million!! You rely on someone else to take that responsibility.... So NO.. you are not the SOLE responsibility on your flight like you think you are..... You get the plane up and down..... Everything else is up to other people! Others sign their name in responsibilty to certain factors of your flight. And would appreciate a little more respect!!
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Have you even read the first post on this thread?? Here is some of it.
FAR 121.533 states that both the airline captain and the dispatcher are held jointly responsible for the safety of the flight. In cooperation with the pilot, the flight dispatcher furnishes a flight plan that enables the aircraft to arrive at its destination on schedule with the maximum payload and the least operating cost. The flight dispatcher considers en route and destination weather, winds aloft, alternate destinations, fuel required, altitudes, and traffic flow. The dispatcher's signature, along with that of the pilot, releases the aircraft for flight. The dispatcher maintains a constant watch on all flights dispatched, and is responsible in joint agreement with the airline captain for flight planning, route and altitude selection, fuel load requirements, aircraft legality and complyig with FAA regulations. The dispatcher is the go-between for the pilot and ground service personnel, and keeps all personnel concerned with the flight informed about its status. The dispatcher must be familiar with navigation facilities over airline routes and at airports as well as with the takeoff, cruising, and landing characteristics of all aircraft operated by the airline. The flight dispatcher also must ride periodically in the cockpit with the flight crew to observe flight routes, conditions, and airports.
FAR 121.533 states that both the airline captain and the dispatcher are held jointly responsible for the safety of the flight. In cooperation with the pilot, the flight dispatcher furnishes a flight plan that enables the aircraft to arrive at its destination on schedule with the maximum payload and the least operating cost. The flight dispatcher considers en route and destination weather, winds aloft, alternate destinations, fuel required, altitudes, and traffic flow. The dispatcher's signature, along with that of the pilot, releases the aircraft for flight. The dispatcher maintains a constant watch on all flights dispatched, and is responsible in joint agreement with the airline captain for flight planning, route and altitude selection, fuel load requirements, aircraft legality and complyig with FAA regulations. The dispatcher is the go-between for the pilot and ground service personnel, and keeps all personnel concerned with the flight informed about its status. The dispatcher must be familiar with navigation facilities over airline routes and at airports as well as with the takeoff, cruising, and landing characteristics of all aircraft operated by the airline. The flight dispatcher also must ride periodically in the cockpit with the flight crew to observe flight routes, conditions, and airports.
The dispatcher's signature, along with that of the pilot, releases the aircraft for flight.
"The dispatcher shares 50/50 decision making and responsibility for the safety of each flight with the airline captain."
My arse!
My arse!
You're quite welcome to be involved in my pre flight fuel planning, alternates, wx, cruising levels, route selection.
Which navaids should I program into the FMS between Cardiff and Edinburgh then? Is the ILS CatII or not, what alternate minima do I use if it's not?
Which navaids should I program into the FMS between Cardiff and Edinburgh then? Is the ILS CatII or not, what alternate minima do I use if it's not?
How does my aeroplane handle? Is it easy to land in a cross wind?
Have you periodically flown with any airline recently? Ever?
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Simple questions -
When have I said "you are useless to me"?
Why do you seem to be so hostile towards pilots?
Not everyone is as perfect as you, are they?
Wont anybody else speak to you tonight?
You're lucky I've got nothing else to do.
When have I said "you are useless to me"?
Why do you seem to be so hostile towards pilots?
Not everyone is as perfect as you, are they?
Wont anybody else speak to you tonight?
You're lucky I've got nothing else to do.
When have I said "you are useless to me"?
Why do you seem to be so hostile towards pilots?
Not everyone is as perfect as you, are they?
It seems we are both as sad as each other!
Wont anybody else speak to you tonight?
You're lucky I've got nothing else to do.
You're lucky I've got nothing else to do.
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I'd like to throw my ha-penny worth into this intriguing discussion. Chesty; Firstly, if you do everything you say you do I think you're the ONLY pilot who does. I've been dispatching for eight years and I've NEVER seen a pilot visually inspecting his aircraft holds to check that it's been loaded correctly. Secondly, if you have time to check the holds with a x-ray scanner on a 25 minute turn-round, how much time does this leave for your pre-flight checks? Thirdly, referring to your quote "the captain has sole responsibility for the safety of his aeroplane." if the dispatcher DOESN'T share responsibility for the correct loading, then how come it's the dispatcher who gets it in the neck when an error is made and not the pilot? Dispatchers sign to say that the aircraft has been loaded in accordance with the instructions; the impression you create is that this is your responsibility; fine by me, maybe you can load the bags next time, as this seems like the only way that you can be 100% sure that your aircraft is loaded correctly! Fourthly, as A Loon stated, you DO rely on the dispatcher to check the loading. Just about every pilot that I've dispatched requires the dispatcher to sign the loadsheet, but why should they sign it if the safety is "solely your responsibility?" What are they there for then??? I'm afraid I don't really agree with most of your remarks, however some constructive come-back would be interesting. Which airline do you fly for by the way???
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I believe a "small" misunderstanding has developed here.
The original text refers to the US definition of flight dispatch which I belive it's called Ops controller in the UK.
Nothing to do with loading aircraft or checking passports.
And yes, in the US the Flight Dispatcher/Operations Controller does share a 50% responsability with the Captain, before and during the flight.
The original text refers to the US definition of flight dispatch which I belive it's called Ops controller in the UK.
Nothing to do with loading aircraft or checking passports.
And yes, in the US the Flight Dispatcher/Operations Controller does share a 50% responsability with the Captain, before and during the flight.
"In cooperation with the pilot, the flight dispatcher furnishes a flight plan that enables the aircraft to arrive at its destination on schedule with the maximum payload and the least operating cost. The flight dispatcher considers en route and destination weather, winds aloft, alternate destinations, fuel required, altitudes, and traffic flow. The dispatcher's signature, along with that of the pilot, releases the aircraft for flight. The dispatcher maintains a constant watch on all flights dispatched, and is responsible in joint agreement with the airline captain for flight planning, route and altitude selection, fuel load requirements, aircraft legality and complyig with FAA regulations. The dispatcher is the go-between for the pilot and ground service personnel, and keeps all personnel concerned with the flight informed about its status. The dispatcher must be familiar with navigation facilities over airline routes and at airports as well as with the takeoff, cruising, and landing characteristics of all aircraft operated by the airline. The flight dispatcher also must ride periodically in the cockpit with the flight crew to observe flight routes, conditions, and airports."
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CM
You are indulging in a pi$$ing contest that serves no purpose or relevance to this thread. Judging by your comments you clearly are not an FAA licenced dispatcher. Please read the post at the start of this thread.
Your comments regarding shared or collective responsibility "My arse" are indicitave of your ignorance regarding this subject.
The first post points out some of the Federal Aviation Regulations (FAR's) regarding the dispatch of an aircraft. Let me help you with a couple of words
1) Regulation : from the latin regula - a rule- regulation the act of regulating: state of being regulated; a rule or order prescribed; a form of legislation used to bring the provisions of an act; a law.
2) Dispatch : in FAR parlance is not as you understand it and hence the first post. It goes way beyond the turn around, ground supervision and load sheet responsibilities that you are involved in at your place of work.
You can read FAR121 and 65 online. It will help you to fully understand what goes on and why it is so important to debate its merits were it to be adopted in Euroland. By debating it here in these forums it may also encourage some to form pressure group(s) to lobby authorities to favour FAA methods and regulations.
Catch the tides of change - don't try to swim against it. Find out what some of us do, how it's done and then come and join us. The challenge of responsibility will invigourate you.
Cheers
EM
You are indulging in a pi$$ing contest that serves no purpose or relevance to this thread. Judging by your comments you clearly are not an FAA licenced dispatcher. Please read the post at the start of this thread.
Your comments regarding shared or collective responsibility "My arse" are indicitave of your ignorance regarding this subject.
The first post points out some of the Federal Aviation Regulations (FAR's) regarding the dispatch of an aircraft. Let me help you with a couple of words
1) Regulation : from the latin regula - a rule- regulation the act of regulating: state of being regulated; a rule or order prescribed; a form of legislation used to bring the provisions of an act; a law.
2) Dispatch : in FAR parlance is not as you understand it and hence the first post. It goes way beyond the turn around, ground supervision and load sheet responsibilities that you are involved in at your place of work.
You can read FAR121 and 65 online. It will help you to fully understand what goes on and why it is so important to debate its merits were it to be adopted in Euroland. By debating it here in these forums it may also encourage some to form pressure group(s) to lobby authorities to favour FAA methods and regulations.
Catch the tides of change - don't try to swim against it. Find out what some of us do, how it's done and then come and join us. The challenge of responsibility will invigourate you.
Cheers
EM
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Originally Posted by Chesty Morgan
Now I've got that off my chest. Routechecker, you're right. In the US this is what a "Dispatcher" does. Not here though.
CM
CM
Then again and quoting your own words;
You're quite welcome to be involved in my pre flight fuel planning, alternates, wx, cruising levels, route selection.
Which navaids should I program into the FMS between Cardiff and Edinburgh then? Is the ILS CatII or not, what alternate minima do I use if it's not?
How does my aeroplane handle? Is it easy to land in a cross wind?
Have you periodically flown with any airline recently? Ever?
Which navaids should I program into the FMS between Cardiff and Edinburgh then? Is the ILS CatII or not, what alternate minima do I use if it's not?
How does my aeroplane handle? Is it easy to land in a cross wind?
Have you periodically flown with any airline recently? Ever?
Someone will have done the
pre flight fuel planning, alternates, wx, cruising levels, route selection.
They have looked at the weather. If the vis or the wind are is bellow your minima ot the aircrafts maxima they will tell you that you are not going anywhere until they say so.
If you need it they will run you through the wole thing in so much detail that after 5 minutes jyou will be completly lost (no one will do it because most sensible people understand and respect the diferences between diferent jobs).
The Commander has SOLE responsibility for the safety of his aeroplane, his crew and his passengers. Fact. That's what working hard at school gets you. Pay that reflects responsibility!
And to end on that last note, what you do (the bit about sitting at the pointy end of aluminum tubes
) is a job. It's not a God given privilege.
You will learn that with age.
If you have already reached a sensible age and you still don't get it then... Hey what can I say...you reackon Chelsea will win the Premiership again next year???
rgds
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The original post stated that you share the decision making and responsibility for the safety of each flight. That is wrong. You don't decide what happens on my aeroplane...EVER.