You're just short of 14 years late on the welcome aboard, but thanks none the less. I value the importance of dispatchers I just wish there was a bit more standardization. I shouldn't be able to figure out who my dispatcher is by looking at my release fuel but can, on both extremes.
You're absolutely right...on both statements. Unfortunately, the source for lacking standardization lies in much of the same vein as a pilot who has developed certain quirks over the years, experience is the best teacher with a dispatcher. Some pilots add 1,000lbs of comfort fuel to each flight...some want just enough fuel to get them to the outer marker. You can't plan fuel to suit each pilot...so, you plan fuel to suit your personal comfort level and, if the captain doesn't agree, you talk it out. That's the spirit of
121.533.
When I was a newbie at OO, I'll admit that was more worried about a management type coming along to jump on me for not planning to the "fuel conservation program" minimums all the time. At the regional level especially, you get having "fuel conservation" crammed down your throat at every turn. It isn't an inherent evil. It's just all about finding the balance between what's "safe and legal" and what is appropriate. Then I learned that OO DX management was actually pretty hands-off in that regard.
After a few diverts that I can admit happened because of less than spectacular planning, I learned from those mistakes and applied it. After much, much more time on jumpseats (not just OO metal) and tons of chats with captains, I got even wiser determining when "fuel conservation" was appropriate and when it wasn't...how to see the ATC traffic management patterns, where the offloads will happen when the convective WX fires up, keeping your ears on the San Mateo Marker AWOS when SFO is teetering, and how to stay well ahead of the curve.
Unfortunately, many of these things are only picked up by the top 35% or so who really, really care...if you covered and attempted mastery of every little detail in training, it would take two years or more to sign off a dispatcher to the floor. That's, unfortunately, just not a realistic timetable.
I've stated this before, but it bears repeating...I'm not at OO anymore, but I stand by the guys I know who post on here. Sure, sometimes they're abrasive and over the top at times (not unlike the pilot we're constantly battling here), but they're also sharp, sharp guys. They know their stuff and operate a 2,000 flight per day operation with about half the people of a major airline OCC with similar sized operations. Any airline...regional, major, box hauler...would be lucky to have them. You bag on them for working for OO, for enjoying their jobs, for living in SGU...yet, each of them is there because they want to be. They owe you no explanation of their personal reasons for sticking around SGU...nor, do they deserve the crap they catch for being there.
And, to be clear...yes, there are some people in that room who probably have no business doing the job...just as there are plenty of SJS-stricken pilots who have no business flying people around for money.
roviding necessary support to the primary activities or operation of an organization, institution, industry, or system.
