One thing is to work according to laid down rules another thing is to be that passionate about the work that you are freely willing to follow according to the laid down regulations. One is by near-coercion and the other is a self-decision made out of love for the work. In virtually all professions, these conditions work and together too. It does not, at the end, translate to proficiency, one over the other, but the free-will one will more easily attain to proficiency than the one that is merely following through to proficiency by academics. Love for a thing quickly makes one attend to the thing like it is part of one. A lifestyle. Generally, quite a lot of the stakes in aviation are professionalised. Even the Drivers in aviation are specially certified to access the Airside of the airport. Cleaners have to be particularly trained and supervised on how to clean the in and out of the aircraft. As seemingly unimportant as that. You must be convincingly ably tutored for a task or a job before you are then further considered by experience. Your level of experience coupled with your known accolades in a profession as one in aviation will count. These two will amount to proficiency for one.

How do you determine the proficiency? Who will be saddled with the responsibility of this determination?.The structure should be such that the personnel to attend to the choices of staffers are meticulously picked to adequately attend to the function.¬† Here, a wrong choice will be a disastrous risk for an airline considering what the purpose for the establishment is. Hordes of people at a few people and equipment’s mercy. Isn’t that what is experienced in air travels?. These few people and equipment better be right.

Consider proficiency as “Professional and Efficiency” put together. An efficient professional. The paper qualification, whatever it took to attain it, qualifies you as a professional, but your exploits in the field as unveiled by your known experience will earn you the addition of efficiency. You are now proficient. The active aviation’s professions of basically: Pilots, Engineers and Dispatchers,¬† in training always have periods of trials to ensure they can attend to the imminent works before them. This is more rather to ensure that green hounds are not released into the jobs unprepared.

For the part of the Dispatcher’s work in ground preparation for the ground/air works, the route network, weather assessments, airport/runway condition s, crew flying abilities, aircraft readiness for flying, approvals for flying, coordination with other relevant areas of the airline and so on, there is a very good need for proficiency to ascertain good flights all the time. The Dispatcher has spent some serious academic/practical work times at training which he would have to have passed. He would go through some lengthy time upward of nine months under the supervision of an experienced and active line Dispatcher that has to be monitored and endorsed by the Supervisory Authority. This will build the trainee Dispatcher up before he or she can seek for a license. A good airline will still keep such a Dispatcher under good watch for another period of time. Light works under supervision. The Dispatcher’s office technically referred to as the “Operations Control Centre” (OCC), is equipped with such gadgets, digital, radio-means, visual, calculative, audio, time-bound and so on, mostly state of the art, that will facilitate arrival at safe flights. The Dispatcher interfaces with virtually all the other offices of the airline for the purpose of a safe flight, no wonder the Dispatcher is referred to as the “Safety Officer”, the “Ground Captain”. The Dispatcher’s office, the OCC, is called the “Airline’s Nerve Centre”, the flight processing¬† centre.

The Dispatcher will also have to ensure the proficiency of even the flying crew. Fitness to fly. Pilots and Cabin crew. Ability to perfect this is borne more out of experience than academics. Sometimes self-initiatives. He will go through the licenses and do some physical assessments, have a technical pally with the Captain, complete some mandatory paper works for evidences before endorsing the flight with the Captain to make a flight. He would have gone through aircraft situations with the Engineers also for authorisations for flight. By the right of his work, he is accorded the right to all his requests statutorily or otherwise from all sides of the airline across board. Delicate though as the work may seem, the Dispatcher’s training and experience will count for him for calmness at accomplishing and proficiency.

The Dispatcher can only perfect his work if the airline’s management gives him a free hand to work his work within the airline’s policy allowances. Sometimes, for reasons of assumptions, the non-technical influentialaspects of the management, also most times for reasons of ignorance, might want to drive the proficient Dispatcher to compromise. This is where the tyre meets the road. A proficient Dispatcher will keep his ground for the reasons of ensuring safety of flights. It will be his duty to educate the ignorance out of the ignorant.

The works of the Dispatcher will eventually translate into a safe flight. He would have toiled for hours before the flight crew and even the aero plane sometimes would arrive, putting reasons together waiting for spreading his findings on the tablie to facilitate a safe flights. Unfortunately, the end receivers will not know the arduous work this one professional had put in for their safe flights. He works behind the scene. He is only felt, not seen nor heard. None-the-less, in-house, stake holders know his worth. But whether they know or not, he has successfully effected a safe flight.