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There may be minor adjustments to the schedule from month to month, primarily for taxi times due to construction at airports, or equipment changes. November and December see major changes due to increased volume; “we put some extra hub facilities in for the peak season.”
A typical dispatcher is responsible for about forty flights in a shift. The dispatcher may talk to Flow Control to “get a feel for an airport, what’s their arrival rate, how are we routing, are we going over the standard inbound fixes.” The dispatcher may call the tower to get RVR since this isn’t provided in the new weather release formats and they need it real-time. They may call ATC for special cases, such as an airplane with both transponders inoperative or an unusual MEL item that creates a restriction (such as on speed). The tower may call the dispatcher to find out if they have any special flights planned, such as small jets.
They aren’t taking advantage of the NRP 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 crew from accepting direct from ATC that may not be advantageous.
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.

Goals:
Safety, carrying all the volume as efficiently as possible. Extra volume may cause the plan to be filed for a slow airspeed because the extra weight reduces the amount of fuel that can be carried. Also, some airports are landing weight-restricted. Their schedule is driven by the sorting requirements; inbound flights from the west coast are most critical. They protect some flights more than others because of the priority of the volume, where it’s going, or how much time they have.

Constraints:
Airport conditions, clutter on the runway, snow, ice, en route weather, alternates weather, drift down requirements, type of aircraft, airport altitude, temperature, pressure, MELs and CDLs, crew time, crew qualifications. Traffic densities based on destination. Problems with the sort, such as having a conveyor belt break, can cause problems across the board. Sometimes, the biggest problems can happen during good weather conditions because everyone departs on time and arrives at once and everyone has minimum fuel on board because no one expects to hold; if a problem develops, such as a flat tire on the runway, people don’t have enough fuel to hold and everyone has to divert. One such incident can counteract many flights’ worth of fuel saving practices, so this company carries a little extra fuel for unexpected events. One decision dispatchers have to make is, when an aircraft is holding and the holding time is unknown, should they divert and put on more fuel so they can get in when conditions clear at the expense of losing their place in line if conditions clear sooner.
　
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本文鏈接地址：Airborne-Based Conflict Probe(69)