Web. Given the actions of the Qantas 735 crew (who did obtain the weather) to continue to Adelaide, this decision would have been reasonable. Furthermore, the BoM does not have World Meteorological Organisation, or any other form of accreditation (i.e. Virgin advised that a review of their operations identified no systemic issue in relation to flight crew seeking weather information. Given the meteorological conditions were less than the landing minima for a Boeing 737, this constituted an emergency. When Peter Ridd shows the world whats been going on in the scientific community, I hope the politicians who are sitting on their hands will start taking all these issues more seriously. The Bureau of Meteorology advised of various system changes and improvements in response to this occurrence. The 0303 TAF for Adelaide on the morning of the occurrence forecast scattered cloud and light winds. 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). However, on the day of the occurrence, a NOTAM was in place advising that the broadcast function of the Mildura AWIS was unserviceable. The aircraft landed on runway 27 with the required fuel reserves intact and the crew reported that the runway was visible once they descended below the cloud. LOW VIS PROCSWND 360/5, MAX DW 5 KTS.VIS 700M IN FOGCLD FEW015TMP 5.QNH 1020, SPECI YPAD 172205Z 01006KT 0500N 2000 FG FEW022 04/04 Q1020RMK RF00.0/000.0TTF: FM2205 01005KT 0500 FGFM2300 05005KT 9999 FEW025, SPECI YPAD 172215Z 02006KT 0250N 0500 FG BKN001 04/04 Q1020RMK RF00.0/000.0TTF: FM2300 05005KT 9999 FEW025, SPECI YPAD 172230Z 04005KT 0150 FG BKN001 06/05 Q1020RMK RF00.0/000.0TTF: FM2300 05005KT 9999 FEW025, METAR YMIA 172230Z 27004KT 9999 BKN034 06/05 Q1019RMK RF00.0/000.2, ATIS YPAD X 172230APCH EXP INST APCHRWY 23OPR INFO HIAL ON. A SPECI is a special weather observation report that is triggered by a significant change in a set of parameters, including cloud and visibility. By the time that clearance was available, the remainder of the runway was obscured by fog. Daily Weather Observations are also routinely prepared for hundreds of other locations in Victoria and across Australia. Mildura, Victoria November 2022 Daily Weather Observations IDCJDW3051.202211 Prepared at 13:01 UTC on Friday 2 December 2022 Source of data Observations were drawn from Mildura Airport {station 076031}. On this basis, and the additional information gathered by the meteorologist, flight operations did not pass the 0800TTF to the crew of Velocity 1384. The aircraft was not fitted with HGS. The ATSB also found that the forecasting process at Mildura Airport appeared to be conservative, with a high false alarm rate. The dispatcher on duty for 18 June 2013 was appropriatelyqualified and had over 4 years of experience, most of that with Virgin Australia Airlines Pty. The declaration of an emergency, including due to insufficient fuel, enables ATC to understand the nature and extent of the situation. As there were no operational requirements due to the forecast weather, the flight departed Perth without fuel for a diversion to an alternate airport after an approach at Sydney. At 0922, Qantas 735 transferred to the same frequency and was also advised of the arriving traffic. FL400 equates to 40,000 ft. For further information on the history of the changes to FIS and hazard alerting, see appendix D. The AIP GEN 3.5 section 11 contained information for pilots in relation to broadcasting an air report (AIREP). It is also worth noting that the separation workload is generally greater than normal when weather disrupts the usual flow of traffic. - Inhibited by a LOW fuel indication when both indications exist. The FOs roster showed that 16 and 17 June 2013 were rostered days off. [15] Generation of a routine TAF for Mildura Airport is also secondary to issuing trend forecasts (TTF) and amended TAFs for major international airports and category A airports (such as Canberra). 2 main wing tank and 1,054 kg in the No. Partly cloudy. Broadcast system components comprised a ground- or spacebased transmitter, an aircraft receiver and a portable or installed cockpit display device. In September 2015 the BOM implementation of Himawari 8 satellite data. 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. In addition, pilots should note the potential benefits of informing the controller of a non-normal situation. The Brisbane and Melbourne flight information regions were listed in the section Middle East/Asia (MID/ASIA) Regional Supplementary Procedures. By Julie Mercer. For long haul operations and those flights to islands, Asia and from the east to the west coast of Australia, flights were actively followed. In my neck of the woods the BoM seem to be in the throes of replacing a long term, human attended, mercury thermometer and weather station with an AWS. This online flood map allows you to search for your property address and gives a better indication of where floodwatersmayreach. 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. Chance of any rain: 20% Partly cloudy. The captain was the pilot flying and the first officer (FO) was the pilot monitoring. The systems supervisor was completing the final day of a 2day endorsement check for the position, and operating under supervision at the time of the occurrence. READ MORE. 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). The flight crews of Velocity 1384 and Qantas 735 reported assessing the Mildura weather prior to diverting from Adelaide Airport. A routine weather report (METAR) is issued at fixed times, hourly or half hourly. The sources of information during the investigation included: Endsley, M 1997, The role of situation awareness in naturalistic decision making, in C Zsambok & G Klein (Eds.) There was a slight improvement before it again reduced below 1,000 m at 0959, remaining there until 1026 when there were further fluctuations. When the aircraft touched down, the No. In addition to training in core ATC competencies, controllers received training in the classroom and simulator that covered aircraft operational aspects including, but not limited to: Additionally, assessment was made in simulators and onthejob in relation to controllers management of nonroutine events. They need at least to admit that the change has happened and they cannot draw any scientific long term conclusions because of it. To get other months or places not on this web site, contact us. They sample them every second but throw most of these measurements away keeping only the highest, lowest and last second from each minute. This service continuously broadcasts routine meteorological reports (METAR) on a network of VHF transmitters. Email:mrcc@mildura.vic.gov.au It is important that pilots understand what will be provided under Airservices provision of flight information service and that they are also able to request weather and operational information from air traffic control. These included the need for distance vision correction to be worn. Three minutes later, the FO was heard on the cockpit voice recorder (CVR) as being happy to leave those pumps off. This was due to the workload associated with additional traffic arriving at Mildura and was consistent with the MATS priority of giving precedence to traffic separation over the dissemination of weather information. However at the time of the occurrence, only Qantas had the appropriate approval from the Civil Aviation Safety Authority (CASA) to conduct autoland operations in B737 aircraft. It stated that FIS was to include operational information about meteorological conditions and hazard alerts. However, fuel uplift records from Sydney and Mildura, as well as flight plan fuel figures adjusted for taxi and auxiliary power unit fuel burn, enabled the ATSB to calculate if this requirement could be met. In addition, the assessment of the TTF was completed amongst the flight following personnels other priorities and workload. 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. As previously stated, given the forecast conditions at Adelaide Airport, the flight crews of Velocity1384 and Qantas 735 were not required to carry fuel for an alternate. 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. This approach also offered the benefit of a runwayaligned approach that did not require significant manoeuvring once visual. Light winds. 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. This advice is also available by dialling 1300 659 210. Mildura Airport had an AWIS that was normally capable of broadcasting on VHF. 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. Keep at the BoM They need to understand that the comparison between technologies for temperature measurement are necessary public knowledge. The report on the Review of the Trend Forecast was released for comment on the 29September2015. Mildura Weather. You should read the important information in these notes. This information was reported back to the crew of Qantas 735 as including a visibility of 700 m in fog. In addition, some of these unforecast deteriorations were observed during approach, meaning the deterioration was only just prior to the arrival of the aircraft. This included weather forecasts, amended forecasts and observations and reports indicating weather conditions at the destination have deteriorated below the Instrument or Visual Flight Rules alternate minima. Specifically, weather conditions were observed below the landing minima 0.99 per cent of the time, and below the alternate minima about 2.6 per cent of the time at Mildura Airport between 2009 and 2013. The captain reporting obtaining about 6.5 hours sleep the night prior to the occurrence and being well rested. 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. 26 February 2013 the recording for the probe is 37.3, while the mercury thermometer recorded 36.9 on the A8 form). While it is official BoM policy to ensure that there is approximately five-years of overlapping parallel data when there is a site move or equipment change at an official weather station, this policy appears to be rarely implemented. Consistent with international practice, the provision of FIS relies on flight crew having a clear understanding of their role and primary responsibility to actively seek and update operational information to assure safe flight. visibility is the average distance that distinguishing obstacles can be seen around the aerodrome. The signal transmitted does not include inherent directional information. This arrangement is consistent with the service provided by Airservices. This was my thought exactly after reading Jennifers Spectator article. The AIP did not contain a list of information that would constitute a Hazard Alert, or what constituted non-routine meteorological products. The low pressure system that caused flooding in central QLD earlier this week could soon become a tropical cyclone over The captain held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to -800 endorsement and a current Class 1 Aviation Medical Certificate with a restriction that distance correction was to be worn, and reading correction be available while exercising the privileges of the licence. The aerodrome forecast for Mildura, valid at that time, contained a temporary deterioration with cloud at 600 ft AGL. Good situation awareness supports effective decision making, which relies on accurate information being obtained in a timely manner (Endsley, 1997). After informing the BoM of this omission, I have been told it is being looked-into that the relevant officer will follow-up on the missing month of data. This was to examine the typical level of assistance provided by ATC around the time of the occurrence for any systemic issues. 128 km Mildura Radar Loop Provides access to meteorological images of the Australian weather watch radar of rainfall and wind. 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. These were triggered by a change in one of the recorded parameters meeting the requirements for a SPECI (see the section titled Automatic weather station). The MATS also contained a section dealing with the provision of a hazard alert service. 3.3.6 Where ATC units provide both FIS and ATC service, the provision of ATC service will take precedence over the provision of FIS whenever the provision of ATC service so requires. 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. 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. While the crew of Qantas 735 reported considering the implications of the TEMPO on the 0158Mildura TAF, and calculated that they had sufficient fuel to meet this requirement, the crew of Velocity1384 did not complete that consideration. Good girl Jennifer. The Virgin Australia Pty. Nothing in these instructions shall preclude officers from exercising their best judgement and initiative to assist pilots. The section went on to state the prevention of collisions and expediting of traffic will take precedence over this service. The low fuel and fuel imbalance checklists did not contain any memory Items. Observations Sydney Observations All NSW Observations Rainfall & River Conditions VIC VIC Weather & Warnings Warnings Summary Forecasts Melbourne Forecast Vic. The onset of fog at Perth Airport at the estimated time of arrival was not forecast until after the aircraft had passed the point in the flight when it had insufficient fuel remaining to divert to a suitable alternate airport. Given the TAF only had a 30 per cent probability of fog, and as the aircraft was in the sterile cockpit phase of flight, flight watch did not pass the TAF to the crew at this point. Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled flights to Adelaide, South Australia. However, based on the reports of significantly better weather at Mildura, a diversion to that airport was assessed as preferable to continuing to Adelaide. 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. To At 0700, an amended TAF for Adelaide was issued effective from that time. provision of information to flight crews from Air traffic services (ATS), ATS policies and procedures affecting the flights, provision by the operators of information to the respective flight crews, the basis for the sequencing of the aircraft landings at Mildura, Bureau of Meteorology meteorological services and products as they applied to these flights. In addition, once the controllers workload decreased, they commenced passing the latest SPECI and amended TAF information to aircraft at Mildura. However, on arriving at Mildura, the crew of both aircraft encountered weather conditions worse than those forecast and reported prior to the diversion. The Bureau have consistently said I am raising a non-issue: that there is no difference between the measurements from mercury thermometers and their electronic probes while never providing any actual reports or data to back-up this claim. In addition, changes regarding the 60minute time period in which amended aerodrome forecast information would be broadcast to aircraft that are being provided with an ATC service, aligned the MATS to the International Civil Aviation Organization (ICAO) Regional Supplementary Procedures. 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. Given the 2-minute time period between the air ambulance pilots report of the deterioration and the production of a SPECI, the opportunity for a hazard alert to incoming aircraft was effectively negated. In particular, if a SPECI report was available from an automatic broadcast service (ABS) then it would not be made available to the pilot by ATC. Section 1.1.2 of the Transport Canada manual was titled Flight Advisory and Information Services and outlined the elements of the in-flight information service. At 0916, the pilot of an air ambulance flight departing Mildura made a call to ATC that conditions were deteriorating, with a cloud base at 400 ft. Centralised Aerodrome Weather Information Service (C-AWIS) Project (completion expected 2015/16 FY). As such, no analysis or findings are included in this report. The size of the change was assessed as small and the magnitude of the change as reasonable. The dispatch duty manager had oversight of the dispatch and flight watch functions at Qantas Airways Ltd. (Qantas). This TTF forecast that the fog would now remain until 0930. Discussion with operators indicated that while that was not considered unusual in the circumstance, they would expect crew to then reference the nonnormal checklists to ensure nothing was missed. LOW VIS PROCSWND 360/5, MAX DW 5 KTS.VIS 500M IN FOGCLD FEW015TMP 6.QNH 1020, SPECI YPAD 172300Z 04006KT 0150 FG BKN000 06/06 Q1021RMK RF00.0/000.0TTF: FM2330 05005KT 9999 FEW025, METAR YMIA 172300Z 23004KT 9999 BKN039 07/06 Q1019RMK RF00.0/000.2, TAF YPAD 172302Z 1800/1906VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKFM190000 04008KT CAVOKRMKT 11 14 15 11 Q 1020 1020 1020 1021, TAF YMIA 172302Z 1800/181220008KT 9999 SCT030 SCT050RMKT 08 12 13 10 Q 1020 1019 1019 1020, ATIS YPAD Y 172311APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ON. After issuing the 0952 amended TAF, the BoM received a call about the weather at Mildura from the BoM meteorologist located at the Airservices national operations centre. Engine shutdown was at about 1019. It is the responsibility of the Tower to identify and coordinate Hazard Alert information relating to destination aerodrome(s) within activated civil or military control zones. The B737-800 is equipped with three fuel tanks. Qantas 735 had not departed Sydney when the amended TAF for Adelaide was issued at 0700; however, they had entered the sterile cockpit[20] phase of flight. There are many more maximum temperatures measurements available for the electronic probe (n=948) than for the mercury thermometer (n=115), and the distribution is quite different, with a somewhat more normal distribution for the probe data, as shown in Figure 2. The BoM reported that fog was not included in the 0700 TTF as the surface winds did not support the formation of fog. The changes also resulted in any SPECI report that was available from an ABS not being sent automatically to a controllers workstation. The visibility then started to increase, with the first SPECI showing no fog, but with mist and overcast cloud at 100 ft being issued at 1048. The controller could request specific SPECI reports for an airport if required; however, only those SPECI reports that covered airports without an ABS would be automatically sent to the controllers workstation. They then continued to collect weather updates for various ports, including Mildura, Melbourne, Canberra, Sydney and Adelaide. Mild. See Figure 2 for the aircrafts positions at that time. ICAO Document 7030, Regional Supplementary Procedures, Fifth Edition 2008, outlined the procedural parts of the air navigation plans that have been developed to meet the needs of specific regions that are not covered in the worldwide provisions. The article did not contain a definition of non-routine MET products but did contain the following practical example of what ATCinitiated FIS would not include: you will not automatically receive routine TAF information showing deteriorating weather conditions if you are en route to a location [bolding in original]. Under the provision of FIS, for major airports and airports without a broadcasting AWIS, pilots will be alerted if they are within 60minutes of the affected destination or the relevant condition. During the latter stage of the flight, unforecast fog developed at Sydney, which resulted in the deterioration of visibility to below the landing minima. Knowing the value of the record as the basis for multi-trillion-dollar future policy decisions, how much is too expensive to leave a Stevenson box alone except to install a small remote camera to take the readings? Subsequent SPECIs show that the visibility at Mildura reached a low of 200 m in fog at 1011. I am shocked that as late as the 90s and 2000s they were not taking every precaution in preservation of a national and world treasure. Warning, rainfall and river information are available at www.bom.gov.au/nsw/flood. Specifically they are required to ensure the fuel available on board the aircraft is sufficient to proceed to an aerodrome where a safe landing can be made with the planned fixed fuel reserves remaining. For many nonmajor airports in Australia, flight crews of arriving aircraft can access current weather information using an Automatic Weather Information Service via very high frequency radio, which has range limitations. Officers may, at times, experience situations not specifically covered whereby the safety of an aircraft may be considered to be in doubt. The meteorological information obtained from an Aerodrome Weather Information Service (AWIS) is operationally equivalent to that provided in routine (METAR)/special weather (SPECI) reports. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. 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