Blog: How to achieve Automation in Load Control (Part 2 of 7)
Feb 22, 2018
Hello again for part two of my blog sequence “How to achieve Automation in Load Control”
In the last blog, I spoke about how “Automated Data Processing from Neighboring Systems” and “Automated Flight Handling Process” may contribute to a fully automated Load Control. Hereby I outlined, that automated data processing is actually the prerequisite for any other automation triggers, as you simply need the actual data always to be available for automated processing. Whereas an “Automated Flight Handling Process” usually requires a configurable schedule driver that activates Load Control events automatically and provides target times for all involved stakeholders.
Within this particular blog I would like to share my thoughts with you about the following automation driver:
Automated Shift Management (on the day of operations)
Automated Shift Management on the day of operations is especially valuable or even inevitable for bigger airlines managing larger numbers of Load Controllers during one or more shift.. My business requirement for IT supported shift management on the day of operations would be that the shift manager / supervisor shall be able to assign flight legs automatically to his load controllers of his shift based on flexible configuration rules.
Shift Management rules shall ideally cover the following topics:
- Defined duration for the handling of a narrow-body and wide-body aircraft (for own airline)
- Defined duration for the handling of customer (= OAL) flights (Remark: Some airlines provide Load Control Services to other airlines. Usually the OAL flight handling is more complex as special or other OAL airline rules have to be considered by the Load Controller and he most likely doesn´t have the same routine as he has for his own airline)
- Day- and Night-Mode (or more elaborated: Morning/Middle/Evening/ Nightshift-Mode): It can be configured that generally during the night shift less flights need to be processed compared to the morning shift by one Load Controller due to fatigue reasons)
- Normal operations / Irreg Mode / Heavy Irreg Mode: With this mode the Supervisor could steer as well the amount of assigned flights to a Load Controller
- Staff situation Mode: good / moderate / critical: This parameter allows the supervisor to potentially assign more flights to a Load Controller or request backups.
- Consider Load Controller (valid) certificates (e.g. for certain aircraft type, etc.)
- Training intervals for recurrent trainings
- Classification of experience level (Trainee, Beginner, Intermediate, Advanced)
- Definition of number of flights to handle shift (per Trainee, Beginner, Intermediate, Advanced)
- Definition of the share to handle narrow-body, wide-body, OAL, and own flights in one shift for one Load Controller group
- Definition of time periods for one or more breaks during the shift
- Workplace number (in case Load Controllers sit on certain workplaces)
Of course this automation doesn´t exclude manual corrections or swaps of flights, for instance as reaction to operational situations or sickness (of a Load Controller during his/her shift).
Ideally the shift management tool for the actual day I am writing here about is connected to a monthly roster resource planning system and / or license certification tool – so the Load Controllers that work on that specific operational day and their certificate levels are imported automatically.
In the next part of this blog sequence about “How to achieve Automation in Load Control” I will write about the following two topic:
- Automated Flight Handling Tasks / Procedures
Until then I very look forward to hearing your feedback about this blog. Please stay tuned.
Michael Muzik LinkedIn profile
For the other blogs of this serial please click here: