曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專(zhuān)營(yíng)店坑蒙拐騙欺詐消費(fèi)者

Q. How do you deal with dynamic factors, that is, how often do you need information updates? A. Would like wind updates a lot more often. Don’t like to plan too far ahead. Check as many different sources of weather as possible.
Q. How do you handle uncertain or probabilistic information?
A. Don’t plan too far in advance, check often and multiple sources.
Q. What information about the aircraft is needed by related functions (traffic flow management, conflict management, airline scheduling) to support planning? How do you get that information? A. Dispatch gets position reports from aircraft, try to keep periodic communication with aircraft. Situations where they need to get in touch with crew, but they have to go through ARINC connections, etc. Sometimes a problem where can’t get a hold of crew. So communication links are still not completely reliable. Pilot may have dialed in wrong frequency, lost communication, etc. TMU gets update info from airplane as they are passed along from sector to sector or center to center (also radar information). Relationship with ATC is very good. Dispatch tries to be sensitive to ATC requirements - on a bad weather day, they know ATC will be harried, so try to comply, not have lots of special requests, etc.
Q. What are the major decisions that have to be made in flight planning? Who normally makes them?
A. Equipment (dispatcher, maintenance), flight plan (dispatcher). Spirit dispatch had to schedule flight crews, etc., at beginning when they had just a few planes, but now big enough that there is separate scheduling department. Natural growth to break out different functions into different departments. Next step will be to evolve a flight following department. Dispatch is responsible for safety and legal aspects of flight plan. Flight following responsible for making sure of departure times, arrival times, published delays, fuel out, fuel in, etc.
Q. Explain the roles of each of the stakeholders in flight planning
A. Dispatcher makes decisions, but has hard constraints (e.g., maintenance) that must be taken into account. ATC can accept or reject filed flight plan.
Q. Under what circumstances (e.g., system failure, airport closure, etc.) does the nominal collaboration for flight planning change?
A. Roles change once aircraft is in air (see later section)
Q. How is flight planning collaboration different for different circumstances?
A. More constrained on “bad” flying day (lots of weather, congestion)
Flight replanning description (dispatcher considers replanning to be any change to flight plan after filed; as a consequence, overriding theme is late departures, which are common phenomena. See attached list of causes of late departures)
Describe the sequence of activities that you typically perform in replanning a flight plan during flight. Use the example of diverting around a major weather system. Include your replanning goals, the constraints that you must consider, the information you need and its source, and other stakeholders that are part of this replanning process [interviewee should be queried for each bolded item repeatedly during discussion].
　
中國(guó)航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Airborne-Based Conflict Probe(62)