NetJets - April 2025 Thread

thegoose said:

Dispatcher (NJUS)

Dispatcher (NJUS)
careers.netjets.com careers.netjets.com

I hear they run it like a 121 operation, if anyone has any more info they can share that'd be great
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They do not run it like a 121 operation.
In fact, they don't like anyone with 121 experience because they think dispatchers from 121 carriers don't have the ability to adapt to constant change.

That said: they use a unique software release program that automatically releases flights called Cleared to File.

If it hadn't been for cleared to file, I would still be working there...great benefits, great people, and it was a lot of fun.
 
DeltaJulietTango said:
They do not run it like a 121 operation.
In fact, they don't like anyone with 121 experience because they think dispatchers from 121 carriers don't have the ability to adapt to constant change.

That said: they use a unique software release program that automatically releases flights called Cleared to File.

If it hadn't been for cleared to file, I would still be working there...great benefits, great people, and it was a lot of fun.
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Can I ask you to elaborate on your last paragraph? Or maybe just tell me more about your experience there? In this thread or DM is fine. Whatever is comfortable for you.
 
presstabquick said:
Can I ask you to elaborate on your last paragraph? Or maybe just tell me more about your experience there? In this thread or DM is fine. Whatever is comfortable for you.
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Im just making an assumption but if you're a person that's going to netjets as a stepping stone to get into a major or something, it probably isn't going to inspire much confidence of how good of a dispatcher you are if you're never actually planning and releasing flights. I worked at a 135 where the pilots did all the flight planning and so you're basically a crew scheduler, not very good dispatch experience.
 
TRIGGERED said:
Im just making an assumption but if you're a person that's going to netjets as a stepping stone to get into a major or something, it probably isn't going to inspire much confidence of how good of a dispatcher you are if you're never actually planning and releasing flights. I worked at a 135 where the pilots did all the flight planning and so you're basically a crew scheduler, not very good dispatch experience.
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Fair assumption, I'm not though. The experince you bring up is exactly why I'm curious on what an operation like netjets or flexjet is like. Had offers for smaller 135 ops, did not want to be a crew scheduler essentially.

Flexjet for example, literally has a job title "domestic flight planner". I would imagine that's just a dispatcher to some extent or however they have it set up.
 
presstabquick said:
Fair assumption, I'm not though. The experince you bring up is exactly why I'm curious on what an operation like netjets or flexjet is like. Had offers for smaller 135 ops, did not want to be a crew scheduler essentially.

Flexjet for example, literally has a job title "domestic flight planner". I would imagine that's just a dispatcher to some extent or however they have it set up.
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I used to work at Flexjet as a “Aircraft Dispatcher” youre pretty much a crew scheduler/aircraft router mixed job. The only dispatching type gig at Flexjet is domestic flight planning or international trip planning.
 
TRIGGERED said:
Im just making an assumption but if you're a person that's going to netjets as a stepping stone to get into a major or something, it probably isn't going to inspire much confidence of how good of a dispatcher you are if you're never actually planning and releasing flights. I worked at a 135 where the pilots did all the flight planning and so you're basically a crew scheduler, not very good dispatch experience.
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This is a bad assumption.

NetJets dispatchers are authorized with a letter of agreement with the Director of Operations to be on the list of NetJets employees as a designated person to exercise Operational Control. You sign this agreement after your first compcheck.

NetJets dispatchers, along with the cleared to file automation program, do the heavy lifting on planning and creating the dispatch release for flights in an almost identical manner to the regional dispatcher jobs I have had...right down to dispatching and releasing 10 legs an hour. The training was second to none...and better than any training I have experienced anyplace else as a dispatcher.

Flight following once the flight has departed and for airborne flights is actually designated to scheduling at NetJets...but if a pilot calls on the sat phone mid-flight or sends an ACARS, they will likely be calling your desk first.

------------------

Cleared to File is a flight planning system heavily supported by Ian Schirner, Director of Flight Operations and Execution (FOPEX) at NetJets and approved by all of the line authorities from the accountable executive down to the assistant director of operations at NetJets down to Ian.

In my experience last year, CTF is an autonomous program that checks weather at departure and arrival stations 6 hours prior to a flight and then again at 4 hours prior to a flight. It utilizes the most recent route filed or the pref route in the flight planning system for the route and at 4 hours prior to the flight, if the dispatcher has not intervened, it will release the flight regardless of whether the dispatcher has looked at the flight or not. (Bear in mind...this was my experience 12 months ago. Things may have changed.)

The purpose of the program, in my opinion, is to allow dispatchers to release more flights per hour without needing to increase the number of dispatchers on staff. Schirner refers to this as "staffing for every economic condition".

The major issue I have with CTF is: the FAA will still hold the dispatcher responsible for that flight. So if a NOTAM was missed, the route is illegal, or it is routed through a thunderstorm and something happens without the dispatcher catching it...that's going to be on the dispatcher.

Since Part 91K and Part 135 does not require dispatchers, the NetJets attitude last year seemed to me to be "Dispatchers are not required. We'll do what we want over here" when their POI/FSDO started looking at the system. To my knowledge, nothing ever came of the FAA's look at CTF.

In my opinion, CTF is borderline illegal because it is an automation program initiating a flight. IT IS definitely across the line of things I am willing to be responsible for on my own desk while exercising my certificate. Of course the argument here is that when you are working at a Part 135, you're not exercising your certificate.

All of that being said: if it's something you're willing to deal with, your coworkers in dispatch are amazing people, the benefits are great, and the work from home aspects will stop eventually, but they're definitely nice for a bit.

When the FAA finally implements the reauthorization act's requirement for all air carriers to utilize dispatchers for operational control, this will be a great place to work.
 
DeltaJulietTango said:
This is a bad assumption.

NetJets dispatchers are authorized with a letter of agreement with the Director of Operations to be on the list of NetJets employees as a designated person to exercise Operational Control. You sign this agreement after your first compcheck.

NetJets dispatchers, along with the cleared to file automation program, do the heavy lifting on planning and creating the dispatch release for flights in an almost identical manner to the regional dispatcher jobs I have had...right down to dispatching and releasing 10 legs an hour. The training was second to none...and better than any training I have experienced anyplace else as a dispatcher.

Flight following once the flight has departed and for airborne flights is actually designated to scheduling at NetJets...but if a pilot calls on the sat phone mid-flight or sends an ACARS, they will likely be calling your desk first.

------------------

Cleared to File is a flight planning system heavily supported by Ian Schirner, Director of Flight Operations and Execution (FOPEX) at NetJets and approved by all of the line authorities from the accountable executive down to the assistant director of operations at NetJets down to Ian.

In my experience last year, CTF is an autonomous program that checks weather at departure and arrival stations 6 hours prior to a flight and then again at 4 hours prior to a flight. It utilizes the most recent route filed or the pref route in the flight planning system for the route and at 4 hours prior to the flight, if the dispatcher has not intervened, it will release the flight regardless of whether the dispatcher has looked at the flight or not. (Bear in mind...this was my experience 12 months ago. Things may have changed.)

The purpose of the program, in my opinion, is to allow dispatchers to release more flights per hour without needing to increase the number of dispatchers on staff. Schirner refers to this as "staffing for every economic condition".

The major issue I have with CTF is: the FAA will still hold the dispatcher responsible for that flight. So if a NOTAM was missed, the route is illegal, or it is routed through a thunderstorm and something happens without the dispatcher catching it...that's going to be on the dispatcher.

Since Part 91K and Part 135 does not require dispatchers, the NetJets attitude last year seemed to me to be "Dispatchers are not required. We'll do what we want over here" when their POI/FSDO started looking at the system. To my knowledge, nothing ever came of the FAA's look at CTF.

In my opinion, CTF is borderline illegal because it is an automation program initiating a flight. IT IS definitely across the line of things I am willing to be responsible for on my own desk while exercising my certificate. Of course the argument here is that when you are working at a Part 135, you're not exercising your certificate.

All of that being said: if it's something you're willing to deal with, your coworkers in dispatch are amazing people, the benefits are great, and the work from home aspects will stop eventually, but they're definitely nice for a bit.

When the FAA finally implements the reauthorization act's requirement for all air carriers to utilize dispatchers for operational control, this will be a great place to work.
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If you aren’t flight following then you aren’t dispatching. You’re just doing a bunch of releases
 
Htown19 said:
If you aren’t flight following then you aren’t dispatching. You’re just doing a bunch of releases
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What is the definition of operational control?

And why is a dispatcher required by an air carrier?

You have a poor understanding of what the purpose of your certificate is, if you have one.
 
Htown19 said:
Operational control is not just signing releases. Flight following is the most important part of your job
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I'm going to literally come back to: what is the definition of operational control?

I didn't say operational control was signing a bunch of releases.

But I'm also not going to let you decide to be cute and say you don't think the Dispatchers at NetJets are dispatching because that's just not the case under 49 USC 44748.

It's time for folks like you to start broadening your minds when it comes to who gets to be included in the definition of dispatchers since the law was implemented last year.
 
DeltaJulietTango said:
I'm going to literally come back to: what is the definition of operational control?

I didn't say operational control was signing a bunch of releases.

But I'm also not going to let you decide to be cute and say you don't think the Dispatchers at NetJets are dispatching because that's just not the case under 49 USC 44748.

It's time for folks like you to start broadening your minds when it comes to who gets to be included in the definition of dispatchers since the law was implemented last year.
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If you do not even follow the flights you send you are not dispatching. Just because it hurts your feelings doesn’t mean it’s not true.
 
Htown19 said:
If you do not even follow the flights you send you are not dispatching. Just because it hurts your feelings doesn’t mean it’s not true.
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Show me the regulation that says this.

While you're looking for that...also reference Part 65.57 (a) 2 (i)...which is the regulation 121 air carrier flight followers used in lieu of aircraft dispatch school to sit the aircraft dispatcher practical prior to their elimination by 121 air carriers.

Again, I come back to this idea that you have a poor understanding of the purpose of your certificate...and the definitions of basic things like operational control and flight following.
 
DeltaJulietTango said:
Show me the regulation that says this.

While you're looking for that...also reference Part 65.57 (a) 2 (i)...which is the regulation 121 air carrier flight followers used in lieu of aircraft dispatch school to sit the aircraft dispatcher practical prior to their elimination by 121 air carriers.

Again, I come back to this idea that you have a poor understanding of the purpose of your certificate...and the definitions of basic things like operational control and flight following.
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121.601 During a flight, the aircraft dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear), and irregularities of facilities and services that may affect the safety of the flight.

Kinda hard to do if you aren’t flight following
 
Htown19 said:
121.601 During a flight, the aircraft dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear), and irregularities of facilities and services that may affect the safety of the flight.

Kinda hard to do if you aren’t flight following
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The regulations go on to define when flight followers are required and what their duties are, though...additionally, this is only a dispatch rule for domestic and flag flights.

If the FAA had intended to"flight following" to be a requirement for all dispatching...the regulations would say so.

You might want to peruse 121.533...but again...this only applies to domestic and flag...
 
DeltaJulietTango said:
The regulations go on to define when flight followers are required and what their duties are, though...additionally, this is only a dispatch rule for domestic and flag flights.

If the FAA had intended to"flight following" to be a requirement for all dispatching...the regulations would say so.

You might want to peruse 121.533...but again...this only applies to domestic and flag...
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Apologies. 121.533 ONLY Applies to Domestic.
 
The best dispatchers arguably are the ones who can prepare for the unexpected and handle IRROPS efficiently. You must be proactive and not reactive when working the desk. The most effective way is by staying ahead of the airplane. The only way you will ever gain that experience is by actively flight following. It quickly becomes apparent at the majors who the stronger individuals are.
 
OttoPilot13 said:
The best dispatchers arguably are the ones who can prepare for the unexpected and handle IRROPS efficiently. You must be proactive and not reactive when working the desk. The most effective way is by staying ahead of the airplane. The only way you will ever gain that experience is by actively flight following. It quickly becomes apparent at the majors who the stronger individuals are.
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Consider for a moment: not everyone wants to work at the bottom of a seniority list at a legacy carrier for 15 years. While you might consider this to be the apex of a career as a dispatcher, not everyone else does.

The conversation seems to have gone to: is dispatching at NetJets "real dispatching"...and I would hold that it is.
 
Htown19 said:
121.601 During a flight, the aircraft dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear), and irregularities of facilities and services that may affect the safety of the flight.

Kinda hard to do if you aren’t flight following
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@DeltaJulietTango This is the definition of flight following! You can dig through the 8900 to also find the FAA's ADI Guidance for what Flight following is, and how it is a requirement for both flight dispatchers and flight followers (121 Supp). Aside from that reference, the only difference between dispatchers and flight followers is who ultimately has operational control (which at most carriers, even a supplemental release is treated the same as a DOM/FLAG with the joint operational control occurring between the dispatcher and PIC and outlined in a GOM/FOM). The other main difference is you have a flight release (SUPP) versus a Dispatch Release (DOM/FLAG). Anything else does not fall under 121 guidance. As far as I know, NetJets is not a 121 carrier - they are 91 - therefore you really are just a flight planner. Your certificate would not (and should not) be on the line in the event of an incident/accident. Want further clarification? Reach out to FAA Legal and ask for an interpretation.

The CH4 reference just talks about a centralized dispatch/flight following facility. No other mention of operational control duties. You just need a certificate to work there and must furnish it if requested by the administrator.

As far as you statement of being at the bottom of the list for 15 years....that is far from the truth. I've been at my carrier for almost 14. I am far from the bottom of the list - within the top 50% and we have little to no turnover except for retirements. Major's offer a slew of benefits and better pay scales than most 91 operators since they have rock solid contracts that are only getting better every few years since they play catch-up with one another. The majority would indicate a major is the apex of one's career because they are so many other opportunities aside from line dispatching - ATC Coordinator, Sector Manager, Chiefs, Leadership. You cannot really get that at a P91. The folks I have known that come from NetJets, agree, they are not really dispatching since there is little to no flight following being done, which is 50% of the job. And that number came from an ADI...so I will take the FAA's word and figures over yours.
 
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