Introduction to Flight Monitoring

While the flight operations officer/flight dispatcher (FOO/OCO) will spend most of his time and energy making flight plans
that are safe, legal, and economically prudent, his most important task is flight monitoring.
The FOO/OCO is the only person on the ground who has the knowledge and resources available to provide the pilot-incommand with information necessary for the safe completion of the flight. While air traffic services are charged with traffic
separation, they do not have the information or the means to evaluate changing operational conditions.
These conditions are affected by changes to en-route and terminal weather and winds aloft, newly developed turbulence,
changing airfield capability and availability , the unique equipment on board each aircraft, the fuel endurance based upon
aircraft mass/balance and other aircraft-specific performance factors, the ramifications of en-route on-board equipment
failures and other operational considerations including engine-out drift down, en-route alternates, and ozone exposure,
among others.
No other person, including the pilot-in-command, has as much information or as many resources available to effectively
evaluate changes to the original flight release as does the Flight Operation Officer.
ICAO Annex 6, Part I -Operation of Aircraft, International Commercial Air Transport -Aeroplanes, 4.6.1 requires that the
FOO/OCO furnish the pilot-in- command while in flight with information that may be necessary for the safe conduct of the
flight.

The FOO/OCO must evaluate all of the factors involved in order to confirm that the flight may proceed on the new route
safely. If it appears that the flight cannot proceed safely, he must make this evaluation known to the pilot-in-command who
will either concur with him to re dispatch or cancel the flight or, if the pilot-in-command believes that proceeding is the safest
course, continue on his emergency authority.

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Operational Control (OMA 2.3)

SunExpress Operations Control Center has the general authority over initiation, continuation, diversion, termination or
cancellation of any scheduled, nonscheduled, technical, ferry or training flight.
Operations Control Center partial shares joint responsibility with the pilot in command for the safety and operational control
of the flight. The final authority rests with the commander after break release for take-off; he has the responsibility as to the
operation and the safety of the aeroplane.
All decisions shall be in the best interest of SunExpress operation worldwide with due Consideration to regional and local
interests when applicable. To ensure worldwide Functioning, the Operations Control Center will coordinate all actions to be
taken with the Offices and departments concerned before reaching a decision.
All flights shall be subject to operational planning until they become subject to operational control, which commences not
later than 72 hours before departure of a flight and ends upon its termination. Also refer to Procedure OCC 001.

Operations Control Center shall be furnished with information on operational irregularities as well as on any developing or
actual emergency situation involving a SunExpress flight according to Chapter 11.1 "Handling of Accidents and Serious
Incidents" immediately when such information becomes available to a SunExpress station or other offices.

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Authority and Responsibilities (OMA 2.3.2)

Authority and Responsibilities

Operations Control Center has the general authority over initiation, continuation, diversion, termination or cancellation of any
scheduled, nonscheduled, technical, ferry or training flight. Operations Control Center partial shares joint responsibility with
the pilot in command for the safety/security and operational control of the flight. The final authority rests with the commander
after break release for take-off; he has the responsibility as to the operation and the safety of the aeroplane.
All decisions shall be in the best interest of SunExpresss operation worldwide with due consideration to regional and local
interests when applicable. To ensure worldwide functioning, the Operations Control Center will coordinate all actions to be
taken with the offices and departments concerned before reaching a decision.

After the necessary coordination, decisions in operational control are disseminated solely by the Operations Control Center
by means of flight disposition messages containing all necessary information about flight movements, crew-, passenger-,
and/or load disposition. Perform flight watch from departure to destination till terminate of flight

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Supervision of the Operation by the Operator (SHT OPS

1.39/OPS 1.195)

2.1. Supervision of the Operation by the Operator (SHT OPS 1.39/OPS 1.195)
2.1.1. Basic Principle
All flights shall be planned and operated in accordance with SunExpress regulations. When it is observed that such
regulations violate rules and regulations as established by the local authorities, the latter regulations should be the
governing ones. The discrepancy shall be reported to Flight Operations. All flights shall be planned and conducted in
accordance with the following basic principles in the given order:
1. Safety & Security
2. Economy,
3. Passenger comfort,
4. Schedule, whereas the latter order of priority may, in each case, be set down in, accordance with present company
regulations and prevailing circumstances. By signing the Operational Flight Plan (OFP) and the Load sheet, the commander
confirms,
that all preparations for the subsequent flight(s) have been made and by signing the Technical Log Book aeroplane is
airworthy.
2.1.2. Flight Management

SunExpress continually operates to ensure that the minimum turn-around-times is maintained. Minimum turn around time is
the time between on blocks and scheduled departure time or as close as possible to that time.
Note: In the best interest of punctuality, every effort should be made by the crew to reduce any incurred delay to a minimum
without reducing the safety of the flight.

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Possible cause of effects require flight monitoring

Flight Equipment Failures

Effect on performance potential for diversion

Effect on subsequent flights
Availability of maintenance at diversion aerodrome:
Effect on other systems
ETOPS considerations
Emergency potential
En-route weather changes
Winds
En-route alternate terminal weather (including ETOPS)
Turbulence
Icing
Weather reroutes initiated by FOO/OCO

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Emergency Situations Due Position Report Overdue At

Destination Fuel Exhaustion

Inability to communicate with aircraft

Continuing to operate in unsafe conditions in-flight fire
Loss of engine(s)
Loss of cabin pressure
Security threat
Incapacitation of flight crew member
Ditching/emergency landing
Rescue co-ordination
Government ATC co-ordination and notification

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Ground Resource Availability

Maintenance

Systems analysts
Meteorology.
Performance engineering
Medical resources
Crew routing
Manufacturer/tech representative
Law enforcement
Company management
Aerodrome availability
Ground handling
Volcano activity information
Passenger service information

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Flight Monitoring Resources - Position Reports

Company radio

Aeronautical Radio Incorporated (ARINC) reports

Commercial radio net reports
Aircraft situation display (ASD)
Departure station reports
Destination station reports .ATC reports
SATCOM
Weather radar service via Internet
Handling agents
ACARS messages

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ERAP (Emergency Response and Action Plan)

What is expected from OCC?

Match definitions for Crisis situation

Confirm incoming notification with Pilot,ATC and/or other trustable source

Call ED if potential message for Crisis
Follow decision of ED and alarm as defined (ERAP Chp. 1.3.1)
Fill alarm log acording to response from CMT members
Follow up of OCC checklist (ERAP Apx.)
Complete fact sheet (ERAP Apx.)
Set Emergency log
Inform ED on completion resp. your counterpart in the Crisis
Management Team
Organize mission flight if necessary

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When might CMT be alarmed?

Aircraft accident or incident on ground or in the air, e.g.

Damage to persons and/or property

Emergency landing
Fire
Passenger evacuation
Aircraft hijacking
Bomb threats / attacks
Kidnapping (persons) and/or blackmailing
Severe air turbulence
Medical problems (e.g. infectious diseases on board, food/water poisoning)
Natural disasters (e.g. hurricanes, earthquakes, volcanic eruptions, typhoons)
Political unrest
Sabotage
Severe air turbulence
Terrorist activities,
War / civil war

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Flight Movement Control

2.1.3. Flight Movement Control

2.1.3.1. Responsibilities
The SunExpress Operations Control Center, mainly known as Dispatch has general control over all SunExpress flights and
respective irregularities. All measures and decisions shall be in the best interest of SunExpress. The responsibility on board
regarding safety, aeroplane and handling of all persons/freight rests with the commander.
2.1.3.2. Procedures
1. All available knowledge of the departure Delay and arrival flight movement messages are passed on to the Operations
Control Center by the relevant stations or, if requested, by the flight crew. Irregularities shall be made known to them as
soon as possible.

Tools used for Flight Movement control;

Netline OPS

Sitatex
CFMU web page
Lido IFM
Radar position reporting system via internet

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NetLine Ops screen shot

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Sitatex type B messaging screen shot

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CFMU WEB PAGE

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