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They aren’t taking Their airplanes fly as fast as they can most of the time. If they slow down, it’s usually because the airplane was brought in to cover for a broken airplane and now there’s hope that the broken airplane can be fixed, or it’s so far past the sort that a late arrival won’t hurt any more.
advantage of the NRP  Select Destination 
yet, and the 
 
interviewee thinks they 
 
could gain some 
 
additional advantages if 
they were. However, 
they don’t need it at 
night, when most of 
 
their operations occur, 
so it may be of limited 
 
utility to them. 
 
If the dispatcher has 
 
filed a flight for a 
 
particular route for a 
reason (such as drift 
down requirements, 
wind, etc.), he or she 
should indicate the 
reason on the flight 
 
plan to prevent the  Primary ("attend to first") 
crew from accepting  Supporting 
direct from ATC that 
may not be 
advantageous. 

 

2.2.2 Flight Replanning
This section is organized differently than the flight planning section. Goals, constraints, information, and information sources, which were main categories discussed for flight planning, are not fundamentally different for flight replanning. What is different are causes for replanning, task allocation, and inefficiencies. Thus this section will be organized according to these categories. A section describing a typical replanning scenario from different operator class and stakeholder perspectives is included to help the reader understand the complexities and multidimensional nature of replanning.
Flight planning and replanning can be decomposed into operational tasks or information processing tasks. In the previous section on flight planning, tasks were described in operational terms. In this section, we describe replanning tasks in information processing terms. This is done for replanning because it allows us to better illustrate differences among operator classes in terms of allocation of replanning tasks to different stakeholders. A simple information processing model of flight guidance from Abbott (1993) will be used to describe replanning unique to each operator class. It will be elaborated on later as well, since replanning information processing tasks are fundamental to our proposed function allocation of flight replanning among different stakeholders and the resulting airborne replanning concept.
2.2.2.1 Operator Class Commonalties
The FAA also has rules regarding the airborne replanning of a flight conducted under Instrument Flight Rules:
In addition to altitude or flight level, destination and/or route changes, increasing or decreasing the speed of an aircraft constitutes a change in a flight plan. Therefore, at any time the average true airspeed at cruising altitude between reporting points varies or is expected to vary from that given in the flight plan by plus or minus 5 percent, or 10 knots, whichever is greater, ATC should be advised.
　
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