Not Best
All Stakeholders The issue of involved in routing Stakeholder in the decisions, but using flight planning process less than ideal is perhaps the area information easiest to target for
change in an attempt to eliminate, or at
All Stakeholders are
least greatly reduce,
not involved in routing
inefficiency. Once
decisions, and decision-
the class of airspace
makers do NOT have
user involves more
best information
than one agent (a party other than the
actual pilot) for developing and submitting the flight plan to ATC, the opportunity for inefficiencies to manifest become numerous. A notable example of inefficiency with regards to Stakeholder involvement in flight planning is the example provided by the feedback loop for an unaccepted flight plan, between dispatcher, air traffic control, and flight crew. Currently, if a flight plan submitted to the departure Air Route Traffic Control Center (ARTCC) is unacceptable, usually due to traffic flow constraints unknown to the airline, there is no mechanism for providing feedback to the Stakeholder most interested in routing the aircraft to maintain schedule integrity, namely the dispatcher at the airline. Instead, a new route (that satisfies the constraint) is developed by ATC and delivered to the flight crew at Pre-Departure Clearance (see Figure 10). .
Dispatch Air Traffic Control Flight Crew
The flight crew has entered the aircraft with the original flight plan developed by their dispatcher, and has begun preparing the aircraft (including programming any flight path automation) to support that flight plan. This is always a period of high workload as the flight crew completes last minute items preparing the aircraft for the flight. An amended clearance disrupts the sequence of events by forcing the flight crew to re-address issues associated with fuel and weather for the new route of flight. In addition to the consideration of adding to an already high workload condition as a potential source for error, the fundamental issue that needs addressing is taking control of flight planning away from the dispatcher (the primary Stakeholder) who is most concerned with the impact of the required change and the subsequent effect on schedule integrity.
3.0 Solutions
3.1 Free Flight
In 1994, a number of interested parties assembled to address existing inefficiencies in the National Air Space and to critically examine the Air Traffic Control paradigm. The motivation for the air and package carrier participants was to identify a means to evolve a more efficient Air Traffic Management system and subsequently influence the R&D and procurement efforts by the federal government to achieve those changes.
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