SOme differences....
dsptchrNJA said:
What 121 operation do you dispatch for?
Your understanding is quite confused. The comments made by IFLYOU were a bit over the top, so I don't fault you for that. The approach to dispatching at NJA is not exactly the same as it is at 121 carriers (although - we will be 121 supplemental carrier next year (NJLA) and will have to adopt a more similiar style). At 121, your approach is centered around control (and safety) - as you implied in your comments. At NJA, our approach is centered around service (and safety). The service we provide is TIME and SAFETY for our crews. You would have to see our scheduling system to really understand. But we ask crews to do a lot of flights and when the changes start coming and planes start breaking the crews don't even always get the full hour in between flights to eat, let alone flight plan, analyze weather, calculate performance, fuel analysis, and file a flight plan. One minute they are asked to go to PBI, the next minute they are supposed to go to some po-dunk airport in Texas no one has ever heard of. So if they show up at the FBO and all they have to do is review all the dirty work that's been done and perhaps check a few things, that is buying a lot of time and giving them perhaps more mental stamina to concentrate on passengers and planes rather than worrying about if they calculated the weight and balance correctly or figuring out if the dang airport we want them to go to even has fuel service available. And it buys time to allow crews to fly more legs in a day than they could otherwise.
Yes, NJA sells the concept to the owners that they go above the minimum requirement of what's required by instituting a dispatch system. It doesn't just give the appearance of a safer flight, as you say, it IS a safer flight for the same reason it is at your 121 carrier. I'm not so worked up about control as you guys are. But the system of controls is in place and responsibilites are clearly defined.
You may be making the same mistake some pilots do - confusing pay with responsibility. If life were perfect, it certainly should work that way but just doesn't. NJA dxrs might get paid more because the work is harder than the avg 121 dx (at least that's what I prefer to think). Don't confuse that to mean we provide a better service. 121 dxr's know the eqiupment they are dispatching better than we frax dxrs. But I think more is asked of us. We have no route structure. I did about 40 releases earlier today - almost triple what you would have done - and I had to build all my routes for city pairs that aren't in a route database - for some challenging airports you have never heard of. 1 minute before I got to work I had no idea which 2 or 3 out of 12 different types of aircraft I might be working today. You (121) only work one type and have more training on it. And I eat lunch while working every day because if I don't I will get too far behind and screw the next shift. Not saying at all anyone is "better" - just pointing out the differences.
Starting out I had a job offer from NJA and from a United regional. I could have gone either way but took NJA because of the money and I have family in Ohio. I would love to work in a Delta or AA flight center but will never go back now because I would have to take a huge pay cut and start all over again. Best of luck to you.
Thanks for keeping me on track...I was not however deminishing the role you folks are asked to perform....I appreciate what you do, I have 2 friends that are infact dispatchers there...however we have not had time to really debate the differences....it is true we are control oriented because the FAA mandates that we fill this role...we are in fact held responsible for the releases we produce, the inflight "service" we provide the crews/Passengers...and if things go really bad and there are no pilots to talk to afterwards, then we are the individuals that show up in front of the NTSB to explain our and the crews actions as a result of our relationship....to and including loss of license and the possibility of charges.
Our job is also to allow the crew more time to fly the aircraft and not do all the other paperwork and planning...We too have to build routes in some cases, we have to remain vigilant to Wx Changes and give the crews a heads up, If time allows, I will work out reroutes with ATC and provide them a change before they even know they needed it...Our jobs are very similar in most cases...On my average 10 hours shift, I release 67 flights...actually had time to flight follow my "hard IFR" flights and provide assistance, the others are flying VFR Wx conditions and know how to get in touch with me....I eat my lunch at my desk with short bathroom breaks....
As for equiptment, I can't compete with all the acft you folks fly..Nor would I want to , however I have had to be fully trained on all our types of acft, jets and Props at one time and release them all on my shift as well, going to all regions of the country, Mex and CAN...and in some cases work out charters to new unscheduled airports in support of sports teams, and elections...We have good MX folks to help us through, but we are expected to understand the emplications of the MELS, and we have to undertand the weather very well as most 121's dont have a MET department with a few exceptions...and I hear the likes of UAL MET is about to get farmed out and those folks well hit the streets...soon.
There is good and poor dispatchers and pilots everywhere..I was just trying to understand why I have observed some of your own pilots slaming you guys when you really do much more for them than they would or will get from a 121 Dispatcher...I think you folks are great, but I also think there has got to be alot of frustrations there at NJA that we dont have in Pax 121..Best of luck to you all, I would have loved to work with you folks, but not living near CMH, forced into commuting without the usual 121 flight benefits away from OH was a show stopper for me.. Just point out some of the differences as well...Good discussion!
Oh as for the 121 sup you will be getting approval for on the BBJ's you will find this is a hoot as well, as the DO over that operation will have the actual Ops control over the flight...You might be in charge but He/she will have the final say by the SUP regs...I did this kind of work as well, pushing boxes all over the western hemisphere....it was much closer to the type of work you do now at NJA...to include dealing with customs, USDA and flight permits..not to mention the extra money carried on Mexican Flights to assure our birds got out, and the MX and fly away kits we carried to make on the spot repairs....fun stuff, sometimes....
