Solution · Re-routing
Re-route around weather you don't even have on radar yet.
By the time a thunderstorm shows on cockpit radar, your diversion options have already cost you three hours and a slot. Decide 90 minutes earlier.
The problem
Cockpit radar tells you what's happening. We tell you what's about to.
A typical wide-body cargo dispatch desk runs on three weather signals: SIGMETs, the carrier's own meteorology brief, and what the crew sees on radar in cruise. All three converge late.
In the missing window — 60 to 120 minutes ahead of the aircraft — most diversion-relevant decisions are made on judgement and habit rather than data. That window is where FlightSure lives.
What we decide
Five decisions, made per consignment.
01
Hazard projection
Projects the 90-minute hazard footprint along your filed route by combining lightning-network nowcasts, ECMWF convective indices, and ensemble winds aloft.
02
Routing alternatives
Surfaces up to three viable lateral re-routes, each costed against extra fuel burn, slot impact, and SLA exposure.
03
Hold-or-go
For weather affecting the destination itself, recommends a hold profile or an early diversion to a pre-positioned alternate.
04
Slot rebooking
Where re-routing impacts an Eurocontrol or destination CTOT, surfaces the rebooking implication so dispatch is not surprised on arrival.
05
Crew & ground notify
The decision and rationale are pushed to cockpit (ACARS / EFB) and to ground at the alternate, simultaneously.
Inputs we use
METAR / TAF / SIGMETLightning nowcastECMWF + GFS ensembleSat (15-min)Eurocontrol slotsAircraft performance DB
“It's the only weather tool the cargo dispatch desk actually keeps open.”Head of Cargo OperationsBritish Airways
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