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2) All airlines do not take advantage of flight planning freedom in the same manner. We may want to review industry flight planning standards and practices to see if some restrictions are internal to the airline and not a limitation of the ATC system.
3) In order to make the NRP work there needs to be a common understanding of how the system is to work at many levels. In this case it seems that training of pilots, controllers, dispatchers and other flight planning specialists might not have been well accomplished.
4) Although I did not discuss it in this narrative, the establishment metrics and the collection of data was not well formulated. This makes success very hard to quantify.
5) It seems that flight planning is a distributive process involving ATC, flight deck and ground based flight planners. We need to identify the correct allocation of resources to each component part.

Flight planning/replanning functional analysis
Structured interview with Air Traffic Management
Coordinator of a Major US Cargo Carrier

Background information
Airline/Company/Organization (if applicable): A major US cargo carrier, chose to remain anonymous
Position: Air Traffic Management Coordinator, former dispatcher and controller
Function: Dispatch, Flight planning, Weights/Balances, Flight following, etc.

Flight planning description
Describe the sequence of activities that you typically perform in developing and filing a flight plan. Include your goals in flight planning, the constraints that you must consider, the information you need and its source, and other stakeholders that are part of the flight planning process.

Activities:
They look at the aircraft to make sure there are no MEL or CDL items on it that would create a restriction. CDL items involve physical aspects of the aircraft, such as an airplane may be missing a small slat, the landing lights won’t retract, lens caps may be missing… They look at destination and departure weather, and aircraft type, to make sure they can do the mission with the required payload and fuel. Also, is the airplane certified for the airport conditions (CAT II or III)? Same with the crew. Then they generate a flight plan with projected payloads, and they might adjust that number based on history. Also, they see whether the flight will run on schedule or not because they need the airplane. They’ll also do a fuel analysis to see whether it makes sense to tanker fuel. “I look at all my airplanes at one time for all the MEL/CDL items, then when I’m looking at the weather, you have a geographical region, so you have a feel for the en route weather, now you’re looking for individual destinations and their alternates, then you just put it in the computer and let it cook and see how it looks, and make adjustments as necessary.”
On the night side, the dispatchers come in around 10:45 and do the flight plans to get them over to fueling by midnight. The planes aren’t all there yet, but the fuelers can start their process of figuring how much fuel goes on the trucks. But on some nights there are a lot of tail swaps due to mechanicals or additional volume or airport conditions, so they want to get the work done early to stay ahead of the curve. “We do things sometimes earlier than we need to do because we’re not sure if the computers are going to stay up.”
　
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