bom mildura observations

The review determined that, because the TAF had only a 30 per cent chance of fog and the TTF issued at the same time forecast no deterioration, the amended TAF would not be passed to the flight crew. However, they could request it through The Australian Advanced Air Traffic System. View latest 64km, 128km, 256km, 512km, rainfall, doppler wind and satellite images. Given the sleep obtained and rest opportunities available, it is not considered likely that FO fatigue was a factor in the occurrence. The first officer (FO) held a held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to -900 endorsement and a current Class 1 Aviation Medical Certificate with no restrictions. The device they use is not a thermistor it works sort of similar to that by variation of resistance with temperature but is called a platinum resistance thermometer. In such cases there is a residual risk that the aircraft may be compelled to land in conditions below the landing minima. In this case, pilots can still access the source weather data from the AWIS, although there is no verbalisation in the respective weather observations of the trigger term SPECI. Special reports (SPECI) are issued by the BoM whenever weather conditions fluctuate about or are below specified criteria, including significant weather, temperature, QNH or wind changes. If not, what did they record it for? On 31 March 2014, the ATSB hosted a safety forum in Canberra, with representatives from Airservices, the Australian Federation of Air Pilots, the Australian and International Pilots Association, the BoM, CASA, CivilAir (Australias ATC union), Qantas, Virgin and the Virgin Pilots Association. While this is theoretically possible, to know if it is being achieved in practice it is necessary to analyse parallel measurements i.e. Mildura - Archived Radar - Rain Close menu Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout The captains relevant aeronautical experience is outlined in Table 1. This emphasises the importance of the BoMs ongoing efforts to improve the accuracy of meteorological forecasting. As the TAF had a 30 per cent chance of fog and the TTF issued at the same time forecast no deterioration, they elected not to pass the amended TAF to the crew of Velocity1384through ACARS. They do not adjust the data for differences in devices as they do not adjust the data for UHI. The captain was the pilot flying, with the FO as pilot monitoring. Winds southerly 20 to 30 km/h becoming light in the late evening. Mildura current and historical weather radar from the BoM Rain Rate. This limited their options and the time available to plan a diversion to a suitable alternate airport. In. Even a mere pleb such as myself can see that the temperature readings are remarkably different, and always tending higher, not lower. A ground-based transponder station. Given the actions of the Qantas 735 crew (who did obtain the weather) to continue to Adelaide, this decision would have been reasonable. The broadcast is usually continuous with updates available on a minute by minute basis. Do they do that at all? Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. By providing SPECI information proactively, the risk of it being missed as a function of pilot workload, or limitations in the range of AWIS, is reduced. As the flight crew of Qantas 735 was preparing to depart Sydney, just prior to leaving the gate, the 0700 amended TAF for Adelaide was issued. Figure 3 shows the aircrafts approximate positions at 0900. The second opportunity occurred at 0838, when ATC updated Qantas 735 on the conditions at Adelaide. Consistent with the requirements of the MATS, as Mildura had an AWIS, which was an element of the Automatic Broadcast Services (ABS), the SPECI reports derived from the AWS were not sent to the Mallee controllers console. A number of these challenges have been identified by the Centre of Australian Weather and Climate Research and include that: At interview, the BoM similarly stated that as fog is a very rare event for most airports, it is difficult to accurately forecast. Engine shutdown was at about 1019. The definition of FIS remained substantially the same as the 7 June 2007 release of MATS but the section on hazard alerts was reduced to: Use the prefix HAZARD ALERT when communicating a sudden change to a component of FIS which has an immediate and detrimental effect on the safety of aircraft. Well done again Jennifer, the lack of overlapping parallel data being made public and the method of measuring temperatures just shows how serious this million dollars a day BOM are about basic standards. In addition, some of these unforecast deteriorations were observed during approach, meaning the deterioration was only just prior to the arrival of the aircraft. Boeing 737-800 aircraft were unable to use Broken Hill due to runway pavement limitations. This decision was passed to the crew of Qantas 735. The FO mentioned the TEMPO during the crews discussion of the diversion to Mildura; however, at that time the captain was conducting a separate calculation and the crew did not discuss the TEMPO requirements any further. As the crew of Velocity 1384 did not obtain the updated weather for Adelaide Airport while en route, they remained unaware of the deterioration until quite close to Adelaide. However, the airport and equipment had demonstrated the ability to support emergency landings below CAT I meteorological conditions during practice approaches. This TAF included a forecast for mist and a 30 per cent probability of fog, a forecast visibility of 500m and broken cloud at 200 ft AGL for 2 hours. The captain reporting obtaining about 6.5 hours sleep the night prior to the occurrence and being well rested. Bureau Home > Radar Images > 128 km Mildura 5 min Rainfalls. This includes available information regarding nominated alternate aerodromes and unattended aerodromes enroute at which a landing is planned. The observer advised the forecasting office that the mist and subsequent fog arrived rapidly from the south. The AIP did not contain a list of information that would constitute a Hazard Alert, or what constituted non-routine meteorological products. promulgated low visibility procedures for the conduct of CAT III ILS approaches. After this occurrence, the MATS was amended to ensure dissemination responsibility for a SPECI was retained by the controller in the event the associated AWIS was not broadcasting (see the section titled Safety issues and actions). This was the approach conducted by both Velocity 1384 and Qantas 735. The BoM reported that their assessment of Mildura at around 0830 showed that low cloud was more likely to occur than fog. As such, both crews were able to land under the provisions of CAR 257(5). 256 km Mildura Radar Loop Provides access to meteorological images of the Australian weather watch radar of rainfall and wind. The broadcasts are of 5minutes duration and occur at times 0005 and 3035 (commencing on the hour and half hour). Instrument meteorological conditions (IMC) describes weather conditions that require pilots to fly primarily by reference to instruments, and therefore under Instrument Flight Rules (IFR), rather than by outside visual references. Given the prevalence of AWIS at many nonmajor airports in Australia, there remains a risk that, given this 30-minute gap in the availability of weather reports, pilots will not be made aware of significant weather deteriorations at these airports in sufficient time to support their in-flight decision making. In addition, the BoM uses a non-standard method of recording temperatures from such devices. An ATIS provides normal operational information for the airport terminal area. Alternate translations, inconvenient texts, dogmas and theologies that didnt fit.all were suppressed or censored. Discretionary loading of additional fuel by an aircraft captain was allowed under each operators fuel policy. The second opportunity was at 0839 when Qantas 735 was updated on the conditions at Adelaide Airport and was told the visibility was now 500 m in fog, with no landing attempts having been made for a while. At around 0957, the systems supervisor again called BoM for an appreciation of the weather as Velocity 1384 was compelled to land at Mildura. This occurrence has highlighted the effect of various factors coming together to create and influence a rare event. In 2009 the MATS was amended to reflect changes to the AIP, in that pilots were not to be alerted to the availability of a SPECI that could be obtained from an ABS. (Weather station: Mildura Airport, Australia). The B737 is equipped to conduct area navigation Global Navigation Satellite System (RNAV GNSS) approaches, which are classified as non-precision approaches. have the term METAR or SPECI appended to the report by the BoM before their distribution, including to ATC, via the Aeronautical Fixed Telecommunication Network. This online flood map allows you to search for your property address and gives a better indication of where floodwatersmayreach. Peters funding website is no longer accepting donations. The BoM advised the NOC that conditions were unlikely to improve in the next 15 minutes. They say that they have conducted their own tests/comparison, and their electronic probe is comparable to mercury. For example, a report showing an improvement in the weather may be useful to an aircraft in the holding pattern directly overhead the aerodrome, to decide on whether or not to fly the approach or not. Maritime: notify AMSA via Incident Report Form 18, 300 m TDZ125 m MID or125 m END if MID RVR is not available(that is, sufficient visual reference for a manual landing and verification that the aircraft will land in the TDZ), 175 m TDZ 125 m MID or125 m END if MID not available that is, insufficient visual reference to permit manual landing; however, sufficient to allow the pilot to determine if the aircraft will land in the TDZ, TAF YPAD 171703Z 1718/1824VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKRMKT 06 06 11 14 Q 1018 1018 1020 1020, METAR YPAD 171900Z 07004KT 9999 FEW022 05/04 Q1018RMK RF00.0/000.0TTF: NOSIG, TAF AMD YMIA 171758Z 1718/181224005KT 9999 SCT030 BKN060BECMG 1718/1720 21006KT 9999 SCT006 SCT030BECMG 1800/1802 18010KT 9999 SCT030 SCT050BECMG 1807/1809 16008KT 9999 SCT040TEMPO 1719/1724 BKN006RMKT 06 05 07 13 Q 1016 1018 1020 1019, METAR YMIA 171900Z AUTO 29005KT 9999 SCT048 06/05 Q1017RMK RF00.0/000.0, METAR YPAD 172000Z 06004KT 9999 FEW022 05/04 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172000Z 26003KT 9999 FEW042 06/05 Q1017RMK RF00.0/000.2, METAR YPAD 172030Z 08005KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172030Z 27003KT 9999 FEW038 05/05 Q1017RMK RF00.0/000.2, TAF AMD YPAD 172100Z 1721/182405005KT 9999 FEW025FM180000 VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKPROB30 1721/1724 0500 FGRMKT 05 10 14 15 Q 1019 1020 1020 1020, METAR YPAD 172100Z 05004KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172100Z 28005KT 9999 FEW042 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD S 172107RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KMCLD: FEW022TMP: 5.QNH: 1020, SPECI YPAD 172111Z 06005KT 9999 MIFG FEW022 SCT058 05/05 Q1020RMK RF00.0/000.0TTF: NOSIG, SPECI YPAD 172130Z 06004KT 9999 MIFG FEW022 05/04 Q1020RMK RF00.0/000.0TTF: NOSIG, ATIS YPAD T 172130RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM, REDUCEDTO 4000 M TO THE NORTH IN FOG.CLD: FEW020TMP: 5.QNH: 1020, METAR YMIA 172130Z 27004KT 9999 FEW040 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD U 172156RWY: 23WND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ONWND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, SPECI YPAD 172200Z 01006KT 1000NW 9999 PRFG MIFG FEW022 05/05 Q1020RMK RF00.0/000.0TTF: FM2200 01005KT 0500 FGFM2300 05005KT 9999 FEW025, METAR YMIA 172200Z 28005KT 9999 SCT034 05/04 Q1019RMK RF00.0/000.2, ATIS YPAD W 172204APCH EXP INST APCHRWY 23OPR INFO HIAL ON. However, the information provided by an AWIS is generated from the associated automatic weather station (AWS), which is the same data source used by BoM to create a METAR or SPECI report (Figure6). Cleanliness. See Figure 2 for the aircrafts positions at that time. Table 1: Captains aeronautical experience. Forecast for the rest of Saturday Summary Partly cloudy. The FOs relevant aeronautical experience is outlined in Table 2. A navigation aid that emits a signal that can be received by appropriately-equipped aircraft and represented as the aircrafts bearing (called a 'radial') to or from that aid. Partly cloudy. Ltd. and Qantas Airways Ltd. The ABS and the on-request service remained as described in the previous version of the AIP. examination of the relevant weather observations and forecasts. It is not routinely made available outside these organisations and is not made available to pilots or operators. The BoM reported that the fog conditions at Adelaide were particularly unusual and that, based on their experience, they did not initially expect it to form. in India, UK, Germany, Holland, Switzerland, Saudi Arabia and Kuwait) the BoM records the instantaneous highest one-second readings from a probe as the maximum temperature for that location for that day. The BoM further stated that forecast amendments are based on a number of factors and not limited to aerodrome weather reports. Madden Avenue Service Centre108 Madden Avenue, Mildura VICAustralia Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled flights to Adelaide, South Australia. Li, WC 2011, The causal factors of aviation accidents related to decision errors in the cockpit by system approach, Journal of Aeronautics, Astronautics and Aviation, Series A, 43, pp. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. When Velocity 1384 departed Brisbane for Adelaide, the TAF that was current at the time showed favourable conditions for arrival and did not require the nomination of an alternate airport. Jennifer, you have raised an extremely important point here about side by side verification testing, I wonder if any of the other bureau have the data? Hazard alerting was removed from the list of FIS elements and the definitions of what constituted a hazard alert were removed from the AIP. This service responds to in-flight requests for operational information from pilots operating in all classes of airspace on air traffic control VHF frequencies or high frequencies (HF). At 0948 the crew of the Dash-8 asked Qantas 735 for their assessment of the weather. Eastern Standard Time (EST) is Coordinated Universal Time (UTC) + 10 hours. These findings should not be read as apportioning blame or liability to any particular organisation or individual. Instead, pilot awareness of the implications for the flight of the reported weather conditions is crucial to effective in-flight decision making. This includes river heights. Information gathered by the flight crew about the conditions at Adelaide from multiple sources continued to show a forecast improvement from 0900. In order to access information from an AWIS, an aircraft needs to be within VHF range. Twenty of those years were as duty manager. Mildura Weather Forecast, VIC 3500 - WillyWeather. The flight crew of Qantas 735 conducted an instrument approach and landed below minima. After I manually transcribed and analysed relevant data from a subset of the first batch of over 4,000 scanned A8 forms received on 28 October, I wrote to Minister Freydenberg on 12 November explaining that the values recorded manually on the A8 forms from the mercury thermometers for the period November 1996 to December 2000 at Mildura are significantly different from the official values recorded from the electronic probes. Automatic weather stations (AWS) provide data to the BoM that is used to generate observation reports and forecasts at various locations throughout Australia. While the RNAV GNSS approach had a minima of 660 ft, if the actual aerodrome QNH was obtained from an approved source, this could be reduced to 560 ft. AIP ENR 1.5 section 5.3.2 defines approved sources of actual QNH as ATC and ATIS except when the aerodrome forecast QNH is provided [such as when the actual aerodrome QNH is not available], AWIS and CASAapproved meteorological observers. In support of this decision, the flight following personnel understood that as this flight was not being actively flight followed, the flight crew would, as part of their normal responsibilities, be actioning any weather updates. 2 tank is integral with the right main wing and the centre fuel tank is located within the fuselage and extends into each wing. Where is the data and analysis for these sites? Partly cloudy. The captain reported hearing this information but did not pass it to the FO on their return. 1 tank had 887 kg and the No. At 1004, as they were not visual with the runway, the crew initiated a missed approach from 132ftAGL. continuously monitors the ABS, which would be impractical and distracting. As a result, the systems supervisor contacted the BoM to advise them of the unexpected deterioration and that the current Mildura TAF did not reflect the severity of the conditions. The FO reported a duty day on 16 June 2013 that included flying BrisbaneMelbourne and return with approximately 7 hours duty time. So, there is no reading from a mercury thermometer for Mildura for 23 September 2017. With 1,500 kg of fuel remaining, the aircraft landed without incident in the fog with 250350 m visibility. These services did not provide for the recognition and active dissemination of special weather reports (SPECI) to pilots, thereby not meeting the intent of the SPECI alerting function provided by controller-initiated flight information service. BoM observations, together with reports from Adelaide Airport tower controllers placed the fog well to the north of Adelaide Airport. In New Zealand, FIS is defined as: 3.3.7 FIS will include the provision of available and relevant information concerning: (b) weather conditions reported or forecast, at departure, destination, and alternative aerodromes; (Table GEN 3.3-3 lists aerodrome MET information available in-flight on request from ATS). Applicable to this occurrence, where the valid TAF indicated weather below landing minima at the destination, and a recent observation report indicated weather above the minima (without a trend specified, that is no TTF), CASA reported that: for in-flight planning considerations the decision making must be based on the forecast element so a pilot must hold an alternate and applicable fuel but is able to make a decision to attempt an approach at the destination should the flight crew calculate additional fuel is available to do so. Indeed, while it would seem reasonable to assume that there would be dozens of reports detailing the results from such parallel studies none have been made publicly available. This TAF predicted similar conditions as the 0303 forecast, but with the addition of a 30 per cent probability of fog developing. Once the change appeared in an updated product, or after 1 hour, whichever was sooner, the Hazard Alert prefix would cease. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. Ltd. (Virgin) and Qantas Airways Ltd. (Qantas) fuel policies were approved by the Civil Aviation Safety Authority (CASA) and each flight crew uploaded sufficient fuel in accordance with their respective policies. As both aircraft were committed to landing at Mildura by this time this would not have influenced the occurrence. BoM weather radar, satellite and synoptic charts. In this instance, that would have increased the risk of the starvation of fuel to the No.2 engine late in the approach or on landing due to the low fuel level in the No.2 main wing tank at that time. The BoM reported advising that the weather deterioration was unlikely to improve in the next 15minutes. More particularly, they indicate specific times when weather information was issued by the Bureau of Meteorology or Airservices Australia. Air traffic information is not provided. As a TTF does not include probability forecasts, only the 0700 amended TAF could include the 30 per cent probability of fog. In short, it appears that on the hottest days in Mildura during the period that manual readings were being taken after installation of the most recent probe no one was turning-up to take the manual reading from the mercury thermometer. However, CAR 257(5) specified that if an emergency arises that, in the interests of safety, makes it necessary for an aircraft to land at an aerodrome where the meteorological minima is less than that determined for that aircraft operation at that aerodrome then CAR 257(4) did not apply. This resulted in the need for both Qantas 735 and Velocity 1384 to land in conditions that were below minima. Somewhat surprisingly, the automatic weather stations at Mildura for these three Septembers recorded statistically significantly cooler temperatures than the mercury thermometers. FL400 equates to 40,000 ft. The BoM observer at Mildura Airport advised the forecasting office that the mist and subsequent fog arrived from the south and resulted in a rapid deterioration in conditions. The recorded ATC information from the occurrence show that the Mallee controller did broadcast a SPECI to all aircraft inbound to Mildura; however, this did not occur until 0936. To access the on-request service, pilots are to use a standard radio call comprising the prefix of the ATC unit applicable and the call sign Flightwatch (for example Melbourne Centre Flightwatch request actual weather (location)). In this amendment the section on the provision of FIS was changed in several areas. In the climb out, such as the air ambulance pilot departing Mildura Airport on the morning of the occurrence, the AIP specified that a pilot must report meteorological conditions, not previously advised, which are likely to affect the safety of aircraft operations. The captain held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to 800endorsement and a current Class 1 Aviation Medical Certificate with various conditions. This could be reduced to 1,133 ft if the actual aerodrome QNH was used (see below), although the visibility requirement remained at 6km. View the current warnings for Victoria. This project aims to develop a new national climatological interface for the display and interpretation of climate information at aerodromes and key aviation locations (due to be completed in 2017). Almost immediately, the crew obtained visual reference with the runway, discontinued the missed approach procedure and landed. This imbalance was likely the result of the crossfeed valve being opened by the crew. Then, to discover new sampling stations are in different locations from the older ones but are assumed to be the same for temperature measurements is almost unbelievable. The crew of Velocity 1384 had commenced their descent to Adelaide and gathered further information about the conditions from the Adelaide tower controller. 2 tank were selected back to ON, with the crossfeed valve open. This would indicate that the actions of the Mallee controller, which were reportedly influenced by workload, were not symptomatic of a systemic issue in the provision of flight information service (FIS). User Guides Weather Link to Mildura Observations on BoM, or for more detailed weather and climatic conditions log in to Order Water. In response, in December 2008, Airservices conducted a Safety Case Assessment and Reporting Determination (SCARD), which was required whenever: changes to service levels, procedures or equipment, which will affect the performance, functional or technical specification of a system or service; and organisational changes affecting safety accountabilities. The aircraft was certificated for autoland approaches, but the ground equipment was not. CASA responded that a pilot is able to use a valid forecast and observation information. The version of the AIP that was current on 15 March 2007 stated that, in relation to FIS, pilots were responsible for requesting information necessary to make operational decisions. Why is there so much secrecy regarding their testing equipment? These requests for forecasts and observations ceased when Qantas 735 reached holding waypoint BLACK. It cautioned that pilots must consider that time period when complying with the requirement to obtain information on which to base their operational decisions. Mostly sunny morning. Whomsoever is in charge of this outfit must be a cowboy, and the workers presumably lazy cattle hands who just go with the flow. - Occurs when the centre tank quantity is greater than 726 kg (1,600 lbs), both centre tank pumps are producing low or no pressure and either engine is running. Virgin advised that a review of their operations identified no systemic issue in relation to flight crew seeking weather information. . Readers are cautioned that there is the possibility that new evidence may become available that alters the circumstances as depicted in the report. [2] The fuel on board at take-off from Brisbane was 8,800 kg as recorded on the flight data recorder. The BoM claims that measurements from such devices are comparable to measurements from traditional mercury thermometers, which were used to measure official air temperatures at Mildura from 13 June 1889 until 1 November 1996. At the time Qantas 735 made this request, the flight crew of Velocity 1384 was on the same frequency, but remained unaware of the fog in Adelaide until they were alerted by the Tailem Bend controller. Keep at the BoM They need to understand that the comparison between technologies for temperature measurement are necessary public knowledge. After obtaining further information from the crew, ATC initiated an alert phase and at 0958, after contacting the crew again, ATC activated the Mildura Airport emergency procedures. The AvCam project [will] provide an additional tool for forecasters to assess current weather conditions, including fog, to supplement human observations or other automated present weather sensors and instrumentation. **** At 0800, the TTF for Adelaide showed visibility had reduced to 1 km to the north-west and that patches of fog and shallow fog were present. Manual input of visibility, weather and cloud is for an area within a radius of approximately 5 NM of the ARP [aerodrome reference point]. It operates from specific very high frequency (VHF) transmitters and the contents of the broadcast from each transmitter cater for the needs of aircraft operating in control areas within the broadcast range of each transmitter. The section relating to the provision of FIS was substantially the same as version 7 of the MATS. Taking into account their recent duty and rest opportunities, it is considered that FO fatigue was not a factor in the occurrence. The 1-minute AWS visibility data for Mildura Airport on 18June2013 recorded a reduction in visibility from greater than 10 km to around 1,500 m at 0927. While the BoM has never released reports with parallel data supporting the claim of equivalence, in late October and early December 2017 a first and second lot of A8 forms were released to me this followed my request to Minister Josh Freydenberg on 26 September for parallel measurements, and more specifically on 22 October for these A8 forms immediately after I was informed by a whistle-blower that these forms contained the relevant information. Nothing in these instructions shall preclude officers from exercising their best judgement and initiative to assist pilots. Various supervisors in Melbourne Centre advised that they were aware that the weather in Adelaide was deteriorating. It should be noted that there was insufficient detail in some of the reports to identify if the crew was alerted to the unforecast weather. The ATSB reviewed each of the independent systems in place to support the flights, including air traffic control (ATC), the operators and the Bureau of Meteorology (BoM), as well as the actions of individuals within these systems. The amendment further indicated that the use of the prefix hazard alert was only to be used until such time as the updated meteorological product, such as a report or forecast, or NOTAM on which the alert was based, became available to pilots by other means. The aisle supervisors were appropriately endorsed and current for their role, which included oversight of the en route sector controllers. The reviews, and subsequent procedural amendments, resulted in a number of changes in the way in which SPECI reports were handled by the air traffic control system and the way in which this information was relayed to pilots in flight. Typically, this means flying in cloud or limited visibility. Based on this information, the forecast for TEMPO conditions was continued. In response to this occurrence, Airservices advised that they would work with the Bureau of Meteorology to explore feasible options to provide information on significant deteriorations in weather conditions to address the very high frequency radio range limitations of the automated broadcast services. The weather forecasts and reports tabulated below do not indicate whether the applicable weather information was passed to the aircraft. Similar calculations for Velocity 1384 indicated that the fuel on board at 0918 permitted the aircraft to hold for about 5 minutes before diverting to Adelaide and landing with the fixed fuel reserve intact. However, an increase in the number of SPECI reports due to an increase in the number of AWS being commissioned, and the introduction of required change parameters being programmed into the software of the AWS led to a large increase in the number of SPECI reports being received by controllers. The section of this version on the provision of FIS to pilots in flight indicated that the controller was to provide FIS to all aircraft that were being provided with an ATC service. The size of the change was assessed as small and the magnitude of the change as reasonable. In response to this occurrence the ATSB issued a safety recommendation to Airservices. As a result, the crew then diverted to and landed at Wiluna. The pilot did not specify the cloud datum, but a comparison of the reported cloud base with the observed cloud base from the Mildura Airport automated station, which was generated 2 minutes later, identified that the reported cloud base was probably with reference to mean sea level. The 0954 amended TAF was passed to Mildura traffic by the Mallee controller once it was released by the BoM. For those interested in checking out popular landmarks while visiting Mildura, Kar-Rama Motor Inn is . The ARO was calling to query why aircraft were diverting to Mildura given the conditions. When planning for an alternate aerodrome, the policy reflected the requirements of the AIP in that the aerodrome had to be suitable for the flight and had to not itself require an alternate. To me it appears that the bureau is either incompetent or deliberately misleading. Distance measuring equipment or marker beacons along the approach provide distance information. This investigation will analyse Bureau of Meteorology data across Australian airports, with a focus on those supporting regular public transport operations, and is subject to the availability of long-term data holdings of aviation forecasts and observations. Critical to the assurance of safe flight, all elements of the aviation system including weather services, air traffic services, aircraft operators and flight crews need to have a clear understanding of their roles and responsibilities in that system. The chance of a thunderstorm. Figure 1: Approximate aircraft positions at 0700, when the amended forecast for Adelaide was issued with a 30 per cent probability of fog, Figure 2: Approximate aircraft positions at 0800, when the trend forecast for Adelaide was issued with fog conditions forecast to lift at 0900, Figure 3: Approximate aircraft positions at 0900, just prior to initiating the diversion to Mildura. The section went on to state the prevention of collisions and expediting of traffic will take precedence over this service. Web. The ATSB also found that the forecasting process at Mildura Airport appeared to be conservative, with a high false alarm rate. These included that at all times inflight onboard fuel shall not be less than: The Pilot In Command is required to assess, prior to DPA [Designated Point All Engines Operating] based on a Suitable Airport, that the above Minimum Mandatory requirements will be met at DPA. Given the nature of the emergency, this allowed the crew to land despite the low visibility conditions. Flight planning was required to take into account the requirements for holding fuel in lieu of the requirement to nominate an alternate. Notwithstanding this industry view, there is a requirement for pilots to obtain all relevant weather information inflight to aid operational decision making. Really? In this update, ATC stated that the visibility was now 500 m in fog, with no landing attempts having been made for a while. This research investigation will initially examine the reliability of the aerodrome forecasts for Mildura and Adelaide Airports, before expanding to cover other major Australian airports. Good to see you still plodding on with this Jennifer. This prevents further degradation of these types of abnormal situations. the necessary runway and ground infrastructure approved for autoland procedures in weather conditions resulting in reduced visual cues. On 12 March 2009, amendment 58 of the AIP changed the pilot responsibility in relation to FIS from requesting the operational information to obtaining the information. A SPECI is a special weather observation report that is triggered by a significant change in a set of parameters, including cloud and visibility. The aircraft was refuelled and the flight returned to Darlot once conditions improved. Light winds. This decision took into account the observations at Mildura, which indicated the weather there was suitable for landing. Neither crew were aware of this TAF nor would they have been able to use this forecast in support of their decision to divert. The investigation is continuing and will: In. In addition, the ATSB noted that the industry expectation for the provision of flight information services was not aligned with that provided by Airservices Australia (Airservices). Section 26 (1) (a) of the Act allows a person receiving a draft report to make submissions to the ATSB about the draft report. The big difference is accuracy. After realising that the fog at their original destination of Adelaide Airport would not clear prior to their arrival time, the flight crews of Velocity 1384 and Qantas 735 initiated a diversion to Mildura Airport, Victoria. Consequently, the aircraft did not carry fuel for holding at Adelaide or for diversion to an alternate airport. Considering days when there is parallel data available in the temperature band of interest (the claimed-record hot day in September 2017 measured 37.7 degrees Celsius) the new probe has been found to measure up to 0.4 degrees hotter (e.g. The automatic broadcast services did not have the capacity to recognise and actively disseminate special weather reports (SPECI) to pilots, thus not meeting the intent of the SPECI alerting function provided by controller-initiated flight information service. This alert is used to notify flight crew of a sudden change to a component of FIS, not described in a current MET product or NOTAM, having an immediate and detrimental effect on the safety of an aircraft. The captain of Velocity 1384 similarly reported that they considered the option of an autoland at Adelaide. This resulted in enhancements to Virgins flight planning and flight following policies, re-organisation of the flight following section and expansion of communication infrastructure across the Virgin fleet. While such industries contain systems for managing risk, it can never be entirely eliminated. Real life experience as shown in the graphs in the article tell us that the readings are not comparable at all. In certain conditions, provision for flight to an alternate airport will be required. The dispatch duty manager had oversight of the dispatch and flight watch functions at Qantas Airways Ltd. (Qantas). The BoM reported at the time that this was not unusual, as records showed that in the previous 20 years, fogs formed at both Adelaide and Edinburgh on about 50 per cent of occasions that it was forecast, with Edinburgh proving to be the greater risk. 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