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Q: What are the major decisions you have to make in flight planning?
A: Whether the airplane can do the mission, whether the crew can do it, how to swap airplanes to meet requirements and whether to do so based on probabilities of success (for example, should a CAT II qualified airplane and crew be substituted for a non-qualified airplane and crew in order to ensure one mission while compromising on another, or should the substitution not be made in hopes that conditions at the airport of concern will clear?). Also, why is the airport CAT II? Is it due to weather or navaid problems? And how does the dispatcher’s decision affect other areas? What may be an easy decision for the dispatcher may make things much harder for another group. So they look at weather and trends and decide whether putting extra fuel on the airplane will solve the problem most easily.
Q: Are there broad categories of circumstances or events that would change how you do flight planning in fundamental ways?
A: If they lose the computers, they have to do everything manually. If the system has to be brought down later, they have to do everything in advance.

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

Activities
The major difference with replanning is that now they have actual data rather than estimated data (particularly for payloads, altitudes, and winds). When the dispatcher determines that replanning is needed, he or she sends the crew an ACARS message requesting position, altitude, airspeed, payload, and fuel. Then he or she puts the information into the computer and changes speeds, altitudes, or path to determine what the effects would be.

List as many possible causes for in-flight replanning as you can think of (from most to least common)
Winds are worse than forecast, or the crew may call and say they’re overburning, possibly due to a mechanical problem. The airplane may develop a problem that requires them to slow down, preventing the fuel burn they expected and putting the airplane over landing weight, so plans have to be made to burn the extra fuel off. ATC may vector them significantly off the route. Or weather at the alternate may go down. If no other nearby alternates are available, it may be safest to divert enroute rather than continue to the destination even though it may still be open. Or they may decide to add a leg enroute, or overfly a planned stop. If an airplane breaks, an airplane with a light load may stop there. The most prominent reason is weather at the destination or alternate. More major replanning is done for international flights where they don’t get the track or altitude they expected. If a diversion is required, the dispatcher will send the message over ACARS. If the crew is late in the approach, this avoids distracting them at a crucial time. Such a diversion request may be made if, for example, the airplane on approach is going there to cover for a broken airplane and the broken airplane’s been fixed, or another airplane is broken worse in a different location; in either case, the airplane on approach isn’t needed at that location any more.
　
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