Narrative:

[Using a commercial] flight plan to ZZZZ over the nat. Dispatcher comments on flight plan were for possible moderate turbulence; FL250-390; off the northeast us coast. NWS chart showed light to moderate turbulence from FL250-390 off of northeast us coast along our filed flight route. [A commercial] turbulence chart did not show anything other than some mountain wave over the rockies. [The commercial] turbulence probability chart showed 'high.' I pulled down the canadian north atlantic turbulence forecast; which showed the possibility of moderate to severe turbulence FL290-410 off the northeast us coast along our route. When the dispatcher was asked about the possibility of severe turbulence he was not aware of anything. When told that the canadian forecast had it; the response was that he did not have time to look at things like that. After we got airborne; we were sent CAT alert 031B for the possibility of severe turbulence off the northeast us coast. The issue here is that this is not an isolated event. Routinely; the response to questions or requests to the dispatcher is that they do not have time for it. Some of this is driven by the changeover to the new flight planning software and the higher workloads associated with learning how to use it. Regardless; by far and opspec; the company is required to adequately man the dispatch function. Instead; the company terminated the dedicated NOTAM desk; failed to provide adequate support and resources to its dispatch support office; and reduced dispatcher manning to the point that they are barely able to handle normal operations. In the event of abnormal operations (i.e. Japan earthquake/tsunami) [they] are totally overwhelmed and crew are not even able to contact them in a timely manner.an associated issue is the regulatory requirements of 121.601: aircraft dispatcher information to pilot in command: domestic and flag operations. (A) the aircraft dispatcher shall provide the pilot in command all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight. (B) before beginning a flight; the aircraft dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight; including adverse weather phenomena; such as clear air turbulence; thunderstorms; and low altitude wind shear; for each route to be flown and each airport to be used. (C) during a flight; the aircraft dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena; such as clear air turbulence; thunderstorms; and low altitude wind shear); and irregularities of facilities and services that may affect the safety of the flight. It seems the philosophy is that the 'minimum is good enough' has taken hold at this company. That; however; is not the standard for part 121 operations. I have concerns with a process where the only weather products used or referenced are from any given weather provider that is chosen perhaps either on the basis of being the 'cheapest' or providing the most 'operationally friendly' forecasts and weather products. I am also concerned that the current dispatch manning levels and associated supervisory pressures are straining the ability of the dispatchers to adequately plan and monitor flights.

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Original NASA ASRS Text

Title: An air carrier First Officer believes that the turbulence reports provided to the company by a commercial weather service do not show the severity of turbulence as depicted on U.S. and Canadian government charts. Man power in the Dispatch department has been recently been reduced.

Narrative: [Using a commercial] flight plan to ZZZZ over the NAT. Dispatcher comments on flight plan were for possible moderate turbulence; FL250-390; off the NE U.S. coast. NWS chart showed light to moderate turbulence from FL250-390 off of NE U.S. coast along our filed flight route. [A commercial] turbulence chart did not show anything other than some mountain wave over the Rockies. [The commercial] turbulence probability chart showed 'high.' I pulled down the Canadian North Atlantic turbulence forecast; which showed the possibility of moderate to severe turbulence FL290-410 off the NE U.S. coast along our route. When the Dispatcher was asked about the possibility of severe turbulence he was not aware of anything. When told that the Canadian forecast had it; the response was that he did not have time to look at things like that. After we got airborne; we were sent CAT Alert 031B for the possibility of severe turbulence off the NE U.S. coast. The issue here is that this is not an isolated event. Routinely; the response to questions or requests to the Dispatcher is that they do not have time for it. Some of this is driven by the changeover to the new flight planning software and the higher workloads associated with learning how to use it. Regardless; by FAR and OpSpec; the Company is required to adequately man the Dispatch function. Instead; the company terminated the dedicated NOTAM desk; failed to provide adequate support and resources to its Dispatch support office; and reduced Dispatcher manning to the point that they are barely able to handle normal operations. In the event of abnormal operations (i.e. Japan earthquake/tsunami) [they] are totally overwhelmed and crew are not even able to contact them in a timely manner.An associated issue is the regulatory requirements of 121.601: Aircraft Dispatcher information to pilot in command: domestic and flag operations. (a) The aircraft Dispatcher shall provide the pilot in command all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight. (b) Before beginning a flight; the aircraft Dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight; including adverse weather phenomena; such as clear air turbulence; thunderstorms; and low altitude wind shear; for each route to be flown and each airport to be used. (c) During a flight; the aircraft Dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena; such as clear air turbulence; thunderstorms; and low altitude wind shear); and irregularities of facilities and services that may affect the safety of the flight. It seems the philosophy is that the 'minimum is good enough' has taken hold at this company. That; however; is not the standard for Part 121 operations. I have concerns with a process where the only weather products used or referenced are from any given weather provider that is chosen perhaps either on the basis of being the 'cheapest' or providing the most 'operationally friendly' forecasts and weather products. I am also concerned that the current Dispatch manning levels and associated supervisory pressures are straining the ability of the dispatchers to adequately plan and monitor flights.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.