New JAA TO Flight Dispatch Training facilitates CBTA methodology according to newest ICAO Doc 10106

My name is Tiago Ludgero, I am Portuguese. I am the Director of Professional Standards at IFALDA (International Federation of Airline Dispatchers Association) representing the Flight Dispatchers at the International Civil Aviation Organization (ICAO). I am also the Postholder from Comlux Aruba, and Head of Training of the International Flight Operations Academy (IFOA). Here at JAA TO, I am the Faculty Manager and Subject-Matter-Expert for the courses of Flight Dispatching Intro/Recurrent training, Flight Dispatch Overview for Business Aviation, as well as, for the new Competency-Based Training and Assessment (CBTA) IATA Dangerous Goods H.7.1 and H.7.3 training courses.

One of the main objectives of JAA TO’s Flight Dispatch Introduction training is fulfilling Phase 1 of the new ICAO Doc 10106. Similarly, related training objectives can also be covered for the Recurrent training based on the very same document. The contents of this new training are based on Competency-Based Training and Assessment (CBTA), and on K-S-A – knowledge, skills and attitude – which are standardised by ICAO’s new regulation (December 2020). The objectives therefore further meet the current regulatory demand in line with EASA’s regulation from 30 October 2022.

Preferred requirements will boast a background in aviation, which include experience as air traffic controller, pilot, navigator, or within meteorology. But nevertheless, even without such background, the only mandatory requirements are high school levels and sufficient English proficiency as the dispatch working language is English.

Right now, nationally, each country can also have extra requirements, because unfortunately there is still no universal mandatory flight dispatch licence across all countries in Europe. Few countries have licence requirements, i.e. Portugal and Demark (mandatory), in other countries the status is ‘recommended’. Together with colleagues from EUFALDA (European Federation of Airline Dispatchers Association) we are working closely with EASA to hopefully change that gap in the future. The goal will be to have an EASA-approved dispatching license for all European countries compliant with requirements from ICAO Annex 1 (Personnel Licensing).

Some background information; the Initial and Recurrent training was based on the previous standard reference which was Doc 7192 published in 1998. This means effectively, between 1998 and 2020 there were no updates on the manuals. As author of Doc 7192, IFALDA proposed revisions to the manual, and eventually created an all-new one based on ICAO-requested changes found within the CBTA requirements of its Doc 9868 (ICAO Procedures For Air Navigation Services – Training; which assumes that flight dispatch training should be based in CBTA). The quintessence is ICAO Doc 10106 – a big change to the old manual.

This one is based on the K-S-A competency framework. Knowledge is tested through examinations. Skills are the standard competencies that grow with complexity and the Attitude is the trainee’s mindset during the training itself. The training becomes more relatable to the FD’s/FOO’s job profile, provides competencies and performance criteria (observable behaviours) and is less theoretical. Actually, it is my belief that the new document will prepare the FD/FOO better for Phase 1 (Introduction training) and will be more related to the daily job, tasks and performances (Recurrent training) than the previous documentation.

Currently, the International Air Transport Association (IATA) IOSA Standards Manual (ISM) Edition 15 is still making reference to Doc 7192. During the 41st ICAO Assembly (A41), IFALDA submitted a working paper (Aviation Safety and Air Navigation Standardization) to change remarks of the ICAO Annex 6 (Operation of Aircraft) which is still referencing the abovementioned document. Consequently, through the Annex 6 Flight Operations meeting it is successful to announce that Annex 6 approved appropriate section changes. As result, with the publication of the next Annex 6 edition, references to 7192 will be replaced by 10106. For IATA IOSA, we have approached and suggested the need to update their current document accordingly, not only making some reference [to 10106], but also eliminating the 7192 sections altogether. So one could summarise, that in preparation for IATA IOSA compliance, JAA TO pioneers its Initial and Recurrent training as the adequate and correct one according to regulation by using ICAO Doc 10106, 9868 and 9683.

According to Doc 10106 flight dispatch training is divided into two phases. The Phase 1 is the theoretical training part and Phase 2 is practical operator training. JAA TO’s training allows the FD/FOO to be ready for Phase 2 which will be performed at an airline where trainees normally do three months/120 dispatches for the final part of the On-the-Job Training (OJT). Facilitating ICAO’s competency framework in the classroom, JAA TO’s training will prepare all the FDs/FOOs better to enter Phase 2 at an airline.

Firstly, an universal license in Europe according to the new manual would suggest full compliance with ICAO Annex 1. Representing IFALDA on the Annex 1 Working Group, colleagues and I are working with EASA right now to move towards more compliance with the requirements of Annex 1.

Secondly, EASA started introducing new regulation (30 October 2022) elevating flight dispatch licenses up to ‘recommendations’; but to have the chance to obtain a new, universal, EASA-approved FD license will lift the dispatch profession to another level. It allows personnel to become more competent and professional in performing their jobs based on a license that is approved by their highest authority.

Thirdly, for EU authorities, I am inclined to say that any decision to finally have an EASA-approved flight dispatch license across the continent would be welcomed because it provides control over the quality level of the flight dispatchers, the professionalism, efficiency, performance and knowledge, skills and attitude. It could counteract the trend of airlines sending contracting employees to the US and obtaining an FAA license. The advantages would be for the entire EU industry. If done right, Europe could have its own license approved by EASA which brings European flight dispatching to the level that ICAO is expecting through Annex 1.