Job market

ljg said:
You're welcome. This may seem a little harsh: I actually really think you don't know what you're talking about. I had this whole long paragraph drawn up but it's better just to leave it at that.
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This is quite possible, as I've never done the job. However, what skill or knowledge does a dispatcher bring that the guy who can actually operate the aircraft cant? I guess what I'm asking is, what is it that these courses cover that I dont already know as a pilot?

I see in your profile you are an experienced pilot, so you know both sides, just wondering; what's the difference if there is one?
 
FlyingPoke said:
This is quite possible, as I've never done the job. However, what skill or knowledge does a dispatcher bring that the guy who can actually operate the aircraft cant? I guess what I'm asking is, what is it that these courses cover that I dont already know as a pilot?

I see in your profile you are an experienced pilot, so you know both sides, just wondering; what's the difference if there is one?
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Passing the ATP written is the big thing. Most pilots I know have never and some of them say they will never get their ATP. Its mostly book learning but most of it applies on the street.
 
FlyingPoke said:
This is quite possible, as I've never done the job. However, what skill or knowledge does a dispatcher bring that the guy who can actually operate the aircraft cant? I guess what I'm asking is, what is it that these courses cover that I dont already know as a pilot?

I see in your profile you are an experienced pilot, so you know both sides, just wondering; what's the difference if there is one?
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FlyingPoke, you're right that your pilot experience will help quite a bit, but from what you've shared on here I'd be very surprised that it'd just a signature and you'd be set to take an FAA Practical Exam. That'd be almost akin to taking an ATP ride for a type rating in a Hawker, based only on your current experience level and no training - you already know how to fly and probably could do a pretty nice job keeping the needles centered up on a SE ILS, but you're missing huge pieces of necessary information.

There are a lot of other people on here more experienced than me on both sides that might weigh in hopefully. IMO, I found that approach to dispatching and the approach to flying are different from each other. Pilots (rightly so) are looking at one, individual element - their own particular flight. The dispatcher is looking at all the puzzle pieces in their entirety - and how each piece affects the operation as a whole. Since you are exposed to many more flights during a shift, you'll likely deal with more emergencies, more weather issues, more mechanical issues, etc. Sitting on both sides of it has helped quite a bit in my own understanding of how an entire operation fits together as a whole.

You are right, a dispatch school is going to teach you weather charts and Jeppesen plates, but there's more to it. At the time I went to dispatch school, I was probably very close to your experience level (1000 hrs or so dual given). Honestly, I was a bit amazed to realize what I didn't really know about weather charts (take a look at a Skew-T), Part 121 Regulations, real-life scenarios that have popped up, and Turbojet Flight Planning Performance. All that being said, I really felt I had a really good curriculum and an excellent instructor (excellent is probably an understatement) - and that helps a lot. It was hard, but it should have been hard. Feel free to PM for more specifics if you'd like FlyingPoke. If you love aviation but are looking for a change in scenery, it might be worth your while to get the certificate. As you've pointed out, there's places hiring certificated people. If you totally want out of it altogether, I wouldn't bother. Best of luck either way.
 
Thanks for the explanation ljg, as expected I'm not an expert and the information helps me understand the differences.

I would love to stay in aviation, and really that is my only choice with my degree being in Aviation (poor decision, but hind sight is 20/20). But, I am second guessing spending more money on another license after already being fed the stories of rainbows and lollipops over the horizon once before. Its hard to spend even more money on a career path that promises less at its best, no matter how much I love aviation.

Sorry to deter the thread, I do appreciate the information and I may take you up on your offer for more information sometime in the future if I continue to struggle in the job search. Thanks again.
 
Like ljg states - in dispatch one is dealing more with the big picture. A dispatchers priorities are different than the CA. A flight airborne has priority over a flight on the ground and I will let someone sit and wait if I have higher priorities. Just like crewmembers, we have to stay ahead of the power curve per se, because if I end up with 4+ flights holding its not who whines the most will get served first. The pilot may know what is happening with his flight but he doesn't know the status of the others or the overall big picture. He may have a good idea based on experience but that is about it. That is where dispatch comes in. I have diverted planes early just to prevent bigger headaches later. The crews didn't like it at the time and asked for other options but I didn't budge and reiterated that I need you here - end of discussion

Aviation is not your only choice even if that is what your degree is in.

Have you done any classroom training and can you write lesson plans? Corporate Trainer position.
Have any management experience? - Management philosiphies don't change between companies.

Basically what I am saying is people think that they are stuck in only on profession but when that person sits down and actually looks at the skills one has they find out they are more marketable then they realize


And just general info for all of us

Arinc is looking for a radio operator (I cant type 40 wpm - well I can it just would not make any sense)
Union Pacific Rairoad is hiring dispatcher (OMA)
GE in SWF and Emerson in SUS are looking for a dispatcher (Pt 135)
 
I really just want to ask why at some companies that there seems to be such a large turn over ratio on dispatchers?
Im really looking into this field and i have contacted IFOD in Dallas. Their info package says they have a 100% graduation and placing rate , but like most airline based facts I find this hard to believe. Will someone give me the truth and what kind of bs the dispatchers have to deal with.
 
Fly2GetHigh said:
I really just want to ask why at some companies that there seems to be such a large turn over ratio on dispatchers?
Im really looking into this field and i have contacted IFOD in Dallas. Their info package says they have a 100% graduation and placing rate , but like most airline based facts I find this hard to believe. Will someone give me the truth and what kind of bs the dispatchers have to deal with.
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What kind of BS dispatchers have to put up with, really depends upon which airline you work for. At some airlines you have to deal with crew scheduling issues or weight and balance as well as doing flight planning; I would try and avoid those (especially the crew scheduling part.) I would agree the 100% placement rate sounds too high, and I would be worried about a place having a 100% graduation rate as well...if a school never fails ANY individual, ever, what does that say about their curriculum? However I do know several people have gone to IFOD and liked it so take that into account as well. I will say that if you have no aviation experience, getting your first dispatch job can take a little while, but if you hang in there it's worth it...I find the job itself very interesting, and I've been working in this field for about 15 years now.

A lot of times a high turnover rate will be caused when a company moves its dispatch office from one location to another...in the case of Republic, they recently moved all the Frontier dispatchers to Indianapolis from Denver, so a lot of the people affected probably were looking for other jobs to avoid the move. However, usually when people leave a regional they're going on to someplace bigger or better...not leaving the field entirely. Turnover happens even at large major airlines although to a much smaller degree (retirements, etc.)
 
The trickle down effect from United, Continental and Delta hiring will be good for the job market. Dont know the exact numbers think Continental hired around 10 United probably the same and if Delta hires that many you are looking at 30 jobs opening up and other carriers.
 
I was just posting the information that anyone could have found since it is on the web. Not sure when they are going to fill it. How many internal or external candidates have applied I do not know. Just like I have no idea what my co-workers personal goals are. I have my opinions but people can say one thing and turn around and totally surprise you.
 
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