job profile and training requirements of

28 OCT 2006© Andreas Cordes

Slide 1

Job profile and training requirements of

European flight dispatchers


Slide 2

1 General

2 Survey results

3 IOSA Auditing

4 Consequences

Agenda


Slide 3

Dissertation as part of a Masters Degree Programme in

Air Transport Management

London City University

Title:

“Job profile and training requirements of European Flight Dispatchers”

Impartial, not politically motivated

What?


Slide 4

Andreas Cordes, 41 years old

Ex Lufthansa Captain

Experience on B747-400, B737, A319/20/21

Licensed Flight Dispatcher (Germany)

IOSA Lead Auditor and Trainer

Who?


Slide 5

Evaluate the environment of FOO/FDs in Europe and

define a job profile

Analyze Operator specific differences

What kind of training is required in order to get the job

done?

Assess the market chances for such a training course

Goals


Slide 6

It is not the purpose of the study to answer the question,

whether FOO/FDs should be licensed

The issue is highly political and worth a study of its own

But:

the study will deliver arguments for the discussion

A word about licenses


Slide 7

The study has not been completed yet

Content as presented here is tentative and

shall not be copied and distributed

EUFALDA will receive the full paper

as soon as it has been released by the University

Confidentialty


Slide 8

1 General

2 Survey results

3 IOSA Auditing

4 Consequences

Agenda


Slide 9

Questionnaire has been sent to 140 Operators

All sizes, all business models,

all 32 JAA member states

Feedback received from 42 Operators

24 countries covered

Unfortunately very little feedback from:

UK

Low-Cost Carriers

Participants


Slide 10

Survey covers the work of 972 Flight Dispatchers

Being responsible for 1807 aircraft

Staff ratio: 0,54 FOO/FD per aircraft

Ratio varies, depending on the type of operation

Staff numbers


Slide 11

The majority is unlicensed

Licensing 1

Not Licensed:

54,9%

National license:

35,7%

License issued by

another European

country:

3,8%

FAA license:

5,5%


Slide 12

Licensing 2

Staff licensing vs. fleet size(most significant values highlighted)

Survey average

10 A/C or less

11 to 25 A/C

26 to 50 A/C

> 50 A/C

Not licensed 54,9 84,6% 52,2% 47,5% 55,3%

National license 35,7 3,2% 27,6% 45,1% 38,6%

FAA license 5,5 8,6% 9,3% 6,9% 3,2%

Other EU license 3,8 3,5% 11,0% 0,5% 2,9%


Slide 13

1/3 of all Operators require staff to be licensedThese Operators prefer a license issued by their authority

- followed by FAA license

- and only then accept other EU country’s licenses

EU licenses are “isolated”

Hiring 1

Only National and

FAA License

recognized: 21,4%

Only National and

other EU license

recogniezd:

0%

National,FAA and

EU licenses

recognized:

42,9%

Only National

license recognized:

35,7%


Slide 14

Most Operators require previous airline experience

Hiring 2

Applicants must have previous experience

64,3%

70,4%

67,9%

76,9%

57,1%

75,0%

77,8%

0,0% 10,0% 20,0% 30,0% 40,0% 50,0% 60,0% 70,0% 80,0% 90,0%

Average

Unlicensed environment

Long haul operator

Regional carrier

Network carrier

Small operator (<10 A/C)

Large operator (>50 A/C)


Slide 15

Most Operators have hiring difficulties

Hiring 3

Hiring difficulties

23,8%

22,2%

32,1%

7,7%

23,8%

37,5%

11,1%

33,3%

54,8%

51,9%

46,4%

76,9%

52,4%

37,5%

77,8%

33,3%

0,0% 10,0% 20,0% 30,0% 40,0% 50,0% 60,0% 70,0% 80,0% 90,0% 100,0%

Average


Long haul operator

Regional carrier

Network carrier



Operators not requiring previousairline experience

Very difficult

Difficult


Slide 16

Average on-the-job training for new-entrants is 3 monthsUnlicensed staff does not receive more on-the-job training

No compensation of training deficiencies

Hiring 4

12,7

10,5

13,6

16,6

13,5

9,0

15,3

11,3

0,0 2,0 4,0 6,0 8,0 10,0 12,0 14,0 16,0 18,0

Average


Long haul operator

Regional carrier

Network carrier



Operators not requiring previous airlineexperience


Slide 17

Interfaces/Work environment/Tools


Slide 18

Very detailed data are available in the study

Only highlights are presented here

Activities are summarized in an “activity index”

For

- Preflight assistance

- Operational Control

- In-flight assistance

- Other activities

Tasks and duties


Slide 19

Type of operation determines level of pre-flight assistanceUnlicensed staff is almost equally involved

Tasks and duties: Preflight assistance

Activity index pre-flight

16,6

15,0

18,7

12,0

17,2

16,3

18,1

18,4

0,0 2,0 4,0 6,0 8,0 10,0 12,0 14,0 16,0 18,0 20,0

Average


Long haul operator

Regional carrier

Network carrier

Executive operator




Slide 20

All groups of FOO/FDs are equally active in operational

control dutiesException: executive operators

Tasks and duties: Operational Control

Activity index operational control

4,8

4,6

4,9

5,1

5,0

3,6

4,6

5,4

0,0 1,0 2,0 3,0 4,0 5,0 6,0

Average


Long haul operator

Regional carrier

Network carrier

Executive operator




Slide 21

Tasks and duties: In-flight assistance

In-flight assistanceNormal duties(most significant values highlighted)

Ave

rag

e

Un

licensed

enviro

nm

ent

Lo

ng

hau

lo

perato

r

Reg

ion

alcarrier

Netw

ork

carrier

Execu

tive o

perato

r

Sm

all op

erator

(<10 A

/C)

Larg

e op

erator

(>50 A

/C)

Be available for in-flight assistance at any time an aircraft is airborne

92,7% 88,9% 100,0% 75,0% 100,0% 100,0% 87,5% 100,0%

Pro-actively monitor weather and other relevant operational information at any time an aircraft is airborne

78,0% 66,7% 85,2% 66,7% 90,0% 60,0% 62,5% 100,0%

Pro-actively provide crews with relevant operational information while the aircraft is airborne

80,5% 77,8% 81,5% 83,3% 90,0% 100,0% 62,5% 87,5%

Pro-actively follow the exact in-flight positionof each individual aircraft at any given time (flight-following)

56,1% 48,1% 63,0% 41,7% 65,0% 60,0% 62,5% 50,0%

Assist crews in case of in-flight diversions upon request 90,2% 88,9% 92,6% 83,3% 100,0% 80,0% 75,0% 100,0%

Assist crews in case of re-routings (not diversions) upon request

87,8% 85,2% 88,9% 83,3% 95,0% 80,0% 75,0% 100,0%

Assist crews in-flight in when technical problems occur in a way that a recalculation of the flight plan becomes necessary

82,9% 77,8% 88,9% 58,3% 95,0% 80,0% 75,0% 100,0%

Initiate emergency response procedures 92,7% 88,9% 92,6% 91,7% 95,0% 100,0% 87,5% 100,0%

Cooperate with crews in case of security threats 95,1% 92,6% 92,6% 100,0% 95,0% 100,0% 100,0% 100,0%

Level of in-flight assistance varies by operator typeRemarkable: Many operators provide flight-followingSmall Operators provide less in-flight assistance


Slide 22

FOO/FDs that work for small operators are kept busy with

commercial activities (scheduling, bookings….)

Tasks and duties: Other activities

Activity index other activities

3,2

3,8

2,9

4,2

2,4

4,6

4,6

1,6

0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0

Average


Long haul operator

Regional carrier

Network carrier

Executive operator




Slide 23

1 General

2 Survey results

3 IOSA Auditing

4 Consequences

Agenda


Slide 24

European Operators have more findings in the Dispatch

section, especially

Initial training

and

recurrent training

IOSA Audits

IOSA Europe

IOSA world average

0,00% 2,00% 4,00% 6,00% 8,00% 10,00% 12,00% 14,00% 16,00%

IOSA Europe

IOSA world average

0,00% 5,00% 10,00% 15,00% 20,00% 25,00% 30,00%


Slide 25

Operational problems discovered in IOSA audits

IOSA Audits

Lack of a clear definition of the interface between operational controllers and pilots:

Pilots not being aware of the fact that the flight plan might have been processed by untrained individuals and might not have been checked for suitable aerodromes, route restrictions and performance limitations.

Lack of defined processes and procedures for duties and activities:

Duties not performed in a standardized manner and without giving regard to operational procedures

Lack of knowledge regarding aircraft performance, especially engine-out and depressurization scenarios

No route analysis undertaken to ensure that aircraft are clear of obstacles at all times. Several routes found inappropriate over the alps, especially for turboprop aircraft.

Lack of knowledge about all weather operations

Alternate airports filed that were unsuitable. No awareness that U.S. minima have to applied in the U.S., which differ from JAR-OPS minima.

Unclear definition of duties for the emergency case

Personnel not well prepared for their roles as described in the emergency response plan.


Slide 26

IOSA Auditing is extremely difficult in the European environment because

U.S. and Europe are treated with identical standards

Consequence:

IOSA standards have completely changed in late 2006

Highlight: Introduction of the Flight Operations Assistant (FOA) to help EU carriers

meet the standard

EUFALDA is strongly recommended to become familiar with the new

concept !!

IOSA Audits


Slide 27

1 General

2 Survey results

3 IOSA Auditing

4 Consequences

Agenda


Slide 28

European FOO/FDs perform work that meets the definition of ICAO Annex VI in the new version of

2006

But:Many FOO/FD are not adequately qualified

Training deficiencies are obvious, large spread exists between groups of Operators

Hence:Formal basic dispatch training is needed for all FOO/FDs

Most existing programmes do not meet industry needs

Consequences I


Slide 29

Operators believe that a 3 mth. training would be adequate

Consequences II

Proposed duration of training course in weeks

12,2

10,0

12,8

12,3

15,3

5,8

17,3

13,7

0,0 2,0 4,0 6,0 8,0 10,0 12,0 14,0 16,0 18,0 20,0

Average


Long haul operator

Regional carrier

Network carrier



Operators not requiring previous airlineexperience


Slide 30

Market chances of such training is limited

because:

Training is not mandatory in most countries

Operators are not willing to pay

FAA training is cheaper and shorter

Possible solution:

Minimum training could become mandatory

irrespective of a licensing requirement

No change in regulation to be expected

before EASA has full competence

Consequences III


Slide 31

Thank you!

In case of questions, please contact:

[email protected]

… for your attention

and

… for your support !

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