I agree with you, boeingbus. Training is inadequate and load controllers should have contact and be familiar with a/c holds, locks and loading procedures.

I just found weird that Mahell's post, which I quote, seems to imply that no one should get a job in load control unless they have previous experience as dispatcher/load controller.

If it works for LH....
 

There really is nothing wrong with someone who has never seen an aircraft performing weight and balance as long as the proper training is available. However someone who has seen an aircraft's hold and has interacted with loaders to know how best certain hold configurations can work is at a better advantage. I have worked in both situations where I was the agent performing the load control function at the airport as well as performing the function for another station during ad hoc periods and at the receiving end of an out station working under the CLC model. Due to the fact that CLC is during multitude of flights at the same time they do the out stations a slight disservice as they will dispatch documents with minimal review. Especially when your airline is running dual cargo and passenger service. Quite often you have to call back to indicate that the hold version used cannot work. Or in the interest of time experienced ground personnel at the station will make the adjustment and inform the load control before departure. A load controller with enough experience and familiarity with both the aircraft and the routes that the aircraft fly will know to anticipate certain things at certain times of year. I have had the case where the load controller calls to say that we need to reload the entire plane for trim.it was realized that the issue arose due to him loading the aircraft at the previous station with just the intention of having the ideal trim in mind. He not being familiar with the route and the fact that the aircraft was flying just an hour to the next station for a short hour and ten minute turn before the long haul leg of the flight. These are situations that occur under CLC system that leave u wondering about who is working your flight. They teach them to perform the function according to a set plan but not to really understand why each step of the plan is there and how to really trouble shoot should a mistake happen. CLC is here to stay. So it's for those of us who actually work around the aircraft to keep on top of things.

CLC is just another practical application of the Pareto-Principle. Whether it's welcomed or not - it's here to stay, economic necessities. Works fine too, unless you end up in that 15% bracket. Then pair a turn-around coordinator who doesn't have a clue about all these funny sounding abbreviations on the LS with a remote load controller who treats all of it as meaningless numbers to be shuffled around till the computer stops blinking red and you're well and truly f****d...

What about the easyJet way of doing things... The Flightdeck crew using the LPC laptop to do their own loadsheet.

LPC only really works with low cost carriers

How many of you that are complaining have ever been to visit one of the CLC facilities that you are complaining about?
I recently visited a facility in Prague and was very impressed with the facilities, the up to date IT available, the training courses that we were shown and the quiet working environment that allowed 100% concentration on the job in hand.

With modern communication facilities it is easy for the ramp staff to maintain contact with the load controller and there is certainly no way that a load planner wouldn't know where an aircraft hold door is on. They have all the manuals and the LIR's showed door positions.

It isn't just the employment costs that are saved by an airline but also the headache of re validating staff before their licence expires, and certainly avoiding the headaches of network re training on a new system if there is a change.

As i-pads and tablets become more durable and drop proof these will gain greater acceptance as equipment for ramp staff allowing real time adjustments and enhancing production of loadsheets even further

You would actually be very surprised that the same load controllers with the manuals will still send you a loadplan for a widebody with a faulty loading configuration.

Hi all, sorry but in my opinion, from a cargo point of view, a Load planner out of the airport, fa away from his acft and without being a Loading supervisor before, sounds like a call center operator or a data entry agent.
I have experience with LCCs and we ahd to change it to allow our acfts to be full including offsize cargo and special stuff.
The problem is that Load planning is not taken seriously by CAAs....we should be regulamented like mechanics or pilots but we are not.

Global load control website
 

I found a link to global load control's website. Global Load Control | Create better ways the biggest remote weight and balance company.

The NQY-DUS route has been operated by various subsidiaries of Lufthansa and when it was Lufthansa and Eurowings, we used to have to send our dead load/total traffic load and M/F/C/I breakdown off to Cape Town by a certain time otherwise we'd miss the 'slot'. Seemed like a weird system. I sincerely hope they've seen an aircraft before though to realise just how many Germans' bags you cannot fit into a CR9 :)