Enter an ATC route. Generate the picture: overflight countries, distance, fuel burn, weather and NOTAMs along the track.
Recognised: ICAO airport codes (e.g. OBBI EGLF) and named fixes. Airways (e.g. UM688) are accepted but not expanded — connect Eurocontrol IFPS for full validation.
Awaiting route
Enter an ATC flight plan and press Generate. The route will plot with overflight detection, weather and NOTAMs.
Demo data. Full version connects Eurocontrol NM B2B, AVWX, FAA NOTAM API and live FMS performance.
Flight Dispatch — Operational Deep Dive
How LFS builds an OFP and a trip that holds together
An operational flight plan is only as good as the assumptions behind it. Dispatch at LFS starts from the regulatory floor — Part 91, Part 135, EASA NCC, OPS 1 — and layers operator preferences, performance data, fuel policy and contingency onto a route that is then defended through the trip rather than abandoned at brief.
Routing, levels and cost-index discipline
We compute three routings per leg by default: minimum-time, minimum-fuel and a balanced cost-index option. Each is checked against ATC flow restrictions, the operator's preferred FL bands and known turbulence forecasts. The captain sees all three with the trade-offs spelled out, not just the system-preferred answer.
Cost index is not 'whatever the FMS came with from the factory'. We tune it per operator based on the actual cost of crew, fuel and ground time at the destination. A charter with a tight turnaround at Nice runs a different CI than a ferry leg into a quiet field.
Fuel policy and contingency
Trip fuel, contingency, alternate, final reserve and extra fuel are computed against the regulatory minimum and the operator's policy, with the binding figure shown explicitly. For long over-water and ETOPS legs we add a wind- and temperature-deviation contingency that reflects the actual forecast spread, not a static percentage.
Alternates are selected with weather, ATC capacity and handling availability in mind — not just legal eligibility. A dispatch sheet that lists a legal alternate with no handling after 22:00 local has not actually solved the problem.
Performance: runway, weight and weather
Takeoff and landing performance is run for the actual conditions at the planned time, with a check against the worst-credible window. Contaminated-runway, OAT-deviation and wind-shift scenarios are pre-computed for the marginal stations on the trip. The captain gets the limiting figures, not just the optimistic ones.
When the weather forecast trends adverse during the dispatch window we re-run the case and reissue the OFP rather than relying on the captain to catch the swing on the cockpit ACARS.
MEL, NOTAMs and the brief
MEL items active on the aircraft are cross-checked against the trip — a deferred APU is not a problem at OMDB in February but it is a problem at HRYR in August. The dispatch sheet flags the interaction so the captain is not the first person to spot it at engine start.
NOTAMs are filtered, not dumped. A briefing pack with eighty unfiltered NOTAMs is a briefing pack the captain will skim. We surface the operational ones — runway closures, approach unavailability, navaid outages, airspace restrictions — and archive the rest behind a link.
Defending the trip in flight
Once airborne the trip is monitored against the OFP. Block time deviations, level-change suggestions from ATC, fuel-burn variances and weather updates at destination and alternates trigger a recompute when the deviation crosses a threshold. The captain is offered an updated routing or fuel posture rather than asked to do the math at FL410.
When a diversion becomes likely we pre-coordinate handling, fuel and crew at the alternate so the diversion lands into a managed station, not a cold call.
Frequently asked
Which regulators do LFS dispatchers work to?
Part 91 and Part 135 (FAA), EASA NCC and OPS 1, GACA and GCAA equivalents, plus operator OM-A overlays. The dispatch sheet shows the binding regime per leg.
Can LFS file a flight plan we have already built?
Yes. Operators with their own OFP system can hand us the route and we file, monitor and recover. We will flag any item that looks weak before filing.
How is contingency fuel computed?
Regulatory minimum, operator policy and a wind/temperature-deviation overlay against the actual forecast spread. The binding figure is shown on the OFP.
What happens if a destination drops below minima after departure?
The OCC pre-coordinates a managed diversion: handling, fuel, customs and crew transport at the alternate, with the captain offered an updated routing inside the duty envelope.
