Dispatcher vs Dispatcher

No no, it's not a post on me competing with my colleagues. After my last post Wayne asked about the road to becoming a dispatcher. There seems to be a lot of Americans and Canadians reading, and since I'm from Europe I should make clear that I am not a dispatcher in the sense you may be thinking.

In Europe, or at least in my country, the term dispatcher is also used for a member of the ground crew who is tasked with oordinator the turn-around. I am a ramp dispatcher, also known as a turn-around coordinator, team leader or dispatch agent. There's probably more titles that I haven't come across and a few rude nicknames I don't want to come across. I'm sure I've been referred to use as 'Useless ' some days.

In N.America, my understanding is that when people refer to a Dispatcher, they are commonly referring to the Flight Dispatcher, a person who prepares the legal documents for a flight and tracks it throughout its journey. Any readers of Flightlevel390 who are familiar with Capt Dave referring to 'mother' e-mailing them, he's referring to the dispatcher. These dispatchers are FAA licenced who have undergone much studying. I'm not sure of the exams they sit but they do have to go through certified courses to get there, and know much more about the technical aspect and legalities involved in a flight from A to B. My job involves looking after the aircraft on the ground at A, or indeed B. They'll be trying to get it to the destination as safely and efficiently as possibly, minimising delays, helping to flight plan it to avoid nasty weather, and providing the crew with the documents they need such as as the flight plan, weather information, and anything else. As far as I know they work in darkened rooms deep in underground bunkers...or in airline headquarters or operations department.

I have nothing to do that more formal paperwork side of the flight. The only aircraft documents I do deal with are those related to any charges for ground handling, aircraft weight and balance and passenger manifests. My job is managing the turnaround aircraft side, working directly with the crew and my colleagues to get the airlines' passengers from check-in to an on time departure. I oversee loading, make sure things are happening as they should, the crew have what they need for the flight,

My own training involved aviation weather, aircraft loading and principles of flight, turnaround management, load sheets, specific airline policies for ground handling, security and requirements, headset responsibilities, hand signals. I don't have to be licenced in the same way FAA dispatchers are, but I do have some legal responsibilities regarding the flight and its safety. I sit exams but the majority are set by my own company and a few airlines I work with, rather than an aviation governing body.


dpierce asked about split destination flights and how the bags are loaded.

Generally, if it's loose loaded, i.e. the bags are not contained in metal bins, we'll try and keep the bags for different destinations in different holds. If I have a flight going from A to B and onto C, I'll try and keep bags being offloaded at B in one hold, and bags for destination C in another hold.
The holds are separated by nets that we attach to points in the hold, that prevent the cargo and bags from sliding during flight.

If the bags have to be mixed to keep the aircraft in trim, unfortunately the ramp guys at the other side will just have to check them as the bags are offloaded. In most cases, it isn't too much hassle as the label attached at check-in will have the destination in large lettering so it can be identified and offloaded without having to check long tag numbers on each bag. If the flight is bin loaded, it's easier and we'll put bags for each destination in different bins so they can be offloaded at each destination.