This information is sourced from the airports AWS and is generally broadcast continuously and updated every minute. It also noted that: To ensure that accurate information is obtained in adequate time, pilots must take into consideration that ATC initiated FIS is limited to aircraft within one hours flight time of the condition or destination at time of receipt of the information by ATC. The 0358 amended TAF for Mildura that morning forecast light winds and scattered cloud at 3,000ft and broken cloud at 6,000 ft. Copyright 2014 - 2022 Jennifer Marohasy. The broadcast range limitations of an AWIS, a function of using very high frequency radio for this service, means it can typically only be accessed about 30 minutes away from the airport. Please contact theSESfor further support and information about how to best prepare. The crew of Velocity 1384 reported that the first time they became aware of the fog at Adelaide was on initial contact with the Tailem Bend sector controller at 0844. As a result of its developing understanding of the occurrence, the ATSB has commenced the following safety action:Safety forum regarding the provision of operational informationThe ATSB is planning to convene a safety forum in respect of the provision of operational information to the flight crews in this occurrence, and more generally. In line with Airservices Australia (Airservices) procedures, as Mildura broadcast weather information via an Aerodrome Weather Information Service (AWIS)[7], the controller responsible for this sector was not automatically-provided with the SPECI reports at their console. The BoM meteorologist at the Airservices National Operations Centre (NOC), located in Canberra, contacted the BoM after the amended TAF was issued at 0952. They cover how the data are obtained, how they are processed, and what each column means. Furthermore, controllers were to notify the pilots of aircraft affected by non-routine meteorological products at the time that the products were identified in the form of a directed transmission to the pilots and within 60 minutes flight time of the conditions notified. As the Mildura AWIS was not broadcasting, application of the lower minima could only be applied if the actual QNH was obtained from ATC. Why would you not have the 5 year comparison data available for validation or comparison? They discussed the conduct of a sighting approach to ensure the aircraft was aligned with the runway from the RNAV GNSS approach. Prior to the changes to the AIP and MATS in March 2009, ATC notified pilots receiving an ATC service about all SPECI reports and amendments to forecasts. Time: 0525 EST Velocity 1384 crew at flight briefing, Time: 0600 EST Qantas 735 crew at flight briefing, Time: 0638 EST Velocity 1384 departs Brisbane, Time: 0700 EST Velocity 1384 approaching top of climb, Qantas 735 at gate loading last passengers at Sydney, Time: 0707 EST Velocity 1384 in cruise, Qantas 735 preparing to pushback from Sydney, Time: 0711 EST Velocity 1384 in cruise, Qantas 735 taxiing at Sydney, Time: 0730 EST Velocity 1384 in cruise, Qantas 735 on initial climb from Sydney, Time: 0748 EST Velocity 1384 and Qantas 735 in cruise. 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. 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. The flight plan provided to the crew of Velocity 1384 included the weather and NOTAMs for Mildura, as Mildura was listed as a diversion port in the event of an en route depressurisation. 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? However, given the observations of significantly better weather at Mildura, they also concluded a diversion was a better option at that time. 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. A short AIREP should be provided by pilots when requested and ATS should be advised when a pilot encounters: In respect of the distribution of short AIREPs, MATS section 3-10-930 required controllers to: The pilot of the air ambulance aircraft who departed Mildura at 0916 did not use the term AIREP. . 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. Taking into account aircraft traffic arrival patterns at Mildura, these events, which would not have required crews to have planned for an alternate, resulted in the potential for an average of four aircraft per year being affected by unforecast weather conditions that were below the landing minima. It cautioned that pilots must consider that time period when complying with the requirement to obtain information on which to base their operational decisions. Alerting function of special weather reports (SPECI) is not met by the automatic broadcast services, Limited provision of flight information service for some non major airports, Information Publication Scheme - Agency Publication Plan, Human Factors for Transport Safety Investigators course, Transport Safety Investigation Regulations, Information for police and coronial officers, Railway accident guidelines for operators, Mandatory - Aviation accident or incident notification, Voluntary - REPCON Aviation Confidential Reporting Scheme, Mandatory - Marine accident or incident notification, Voluntary - REPCON Marine Confidential Reporting Scheme, Mandatory - Rail accident or incident notification, Voluntary - REPCON Rail Confidential Reporting Scheme. Good to see you still plodding on with this Jennifer. At 1004, as they were not visual with the runway, the crew initiated a missed approach from 132ftAGL. In addition, the Virgin meteorologist reviewed other information sources to determine the probable impact of fog on the arrival of Velocity 1384. However, they further stated that a pilot is able to use both a valid forecast and observation information. The operational information required to be provided by ATC to pilots was amended to require the provision of information about meteorological conditions and the existence of non-routine meteorological products such as SPECI reports and amended TAFs. The exchange between ATC and Qantas735was not captured on Velocity 1384s cockpit voice recording as it only recorded the 2hours preceding engine shutdown. Good situation awareness supports effective decision making, which relies on accurate information being obtained in a timely manner (Endsley, 1997). When a TAF is issued that is valid for the period 1800 to 2400 UTC (04001000 EST), any current code grey forecast is superseded by that TAF. The next routine forecast will be issued at 4:30 pm EDT Thursday. The safety issue identified during this investigation is listed in the Findings and Safety issues and actions sections of this report. The low pressure system that caused flooding in central QLD earlier this week could soon become a tropical cyclone over Observations for Mildura (beta) Map View MetEye. Therefore, crews may have been alerted on more than the 117 occurrences identified. Fuel required to enable the aircraft to fly from that point to 1500 ft above an adequate aerodrome, make an approach and land; and, Variable Reserve based on the point above but not more than the Maximum Variable Reserve; and, Fuel to provide for WX [weather] holding, if the weather at the selected adequate aerodrome is forecast to be below the applicable alternate minima or a probability of thunderstorms is forecast; and, Fuel to provide for any required TFC [traffic] holding at the selected adequate aerodrome; and. Refer to information at Alternatively runway visual range (RVR) is the electronically-recorded visibility at some aerodromes as measured from various stages of the runway - touchdown zone (TDZ), middle of the runway (MID) or end of the runway (END). At this time the aircraft was about 156 NM (289 km) to the east-north-east of Adelaide Airport. After the aircraft reached top of climb and the sterile cockpit period ended, flight watch sent a message via the aircraft communications addressing and reporting system stating that the amended TAF now indicated a 30 per cent chance of fog, providing an overview of the conditions at Adelaide Airport and advising that the TTF forecast no significant change during its validity period. - Improve the accuracy of forecasts in relation to predicting the onset and cessation times for thunderstorms and below minima conditions at airports; - Result in developing a less conservative forecast approach for significant weather events (with below minima conditions); - Improve forecaster responsiveness in amending forecasts after weather events have passed; Although no safety issue was identified by the ATSB, Virgin Australia Airlines Pty. Decision making can be influenced by such factors as workload and stress (Li, 2011; Harris & Li, 2015). To achieve that objective, the BoM produces and supplies relevant operational meteorological information to operators, flight crew, air traffic services units, search and rescue services, airport management and others concerned with the conduct of air navigation. In particular, in relation to this occurrence, it was noted that pilots would have expected the crews of Velocity 1384 and Qantas 735 to have been told of the fog at Adelaide prior to changing to the Tailem Bend sector frequency. Amended flight planning policy to apply worst case of TAF or TTF forecast conditions. definition of notifiable updates) and removal of the differentiation between passive and active flight following such that all flights are now flight followed. 1 tank is integral with the left main wing, the No. 256 km Mildura Radar Loop Provides access to meteorological images of the Australian weather watch radar of rainfall and wind. The BoM, however, claims that temperature measurements from electronic probes are nevertheless comparable with measurements from mercury thermometers because the BoMs purpose-designed probes closely mirror the behaviour of liquid-in-glass thermometers, including the time constant. (i) other activities likely to affect safety. Pilots can ask ATC for any relevant weather information via the onrequest service. Despite this, it was still providing data to the BoM that was generated by the Mildura Automatic Weather Station. In addition, it was noted that: Flight information will be made available, whenever practicable, to any aircraft in communication with an ATC unit, prior to takeoff or when in flight, except where such service is provided by the aircraft operator. Anything that impacts on the provision of SPECI reports and other operational information to pilots increases the risk that pilots will not be aware of the changes at the destination in sufficient time to support in-flight planning and effective decision making. Slight chance of a shower. Mildura - Victoria. Please use Mid Murray 2% AEP depths (m . 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 distance at which flight crew can access the relevant AWIS is limited by the range of VHF but is typically within about 30 minutes flight time for large jet aircraft at normal cruising altitudes. Based on the procedure that any current code grey is superseded by the 1800 to 2400 UTC TAF, the TAF issued at 1800 UTC for Adelaide would normally cancel the code grey forecast. The FO of Velocity 1384 was absent from the flight deck and the captain reported preparing for the approach into Adelaide at that time. The BoM further stated that forecast amendments are based on a number of factors and not limited to aerodrome weather reports. The forecaster then issued an amended TAF at 0952 with a 30 per cent probability of fog, visibility 500 m and broken cloud at 200 ft AGL for 2 hours. The captain was still the pilot flying; however, they briefed that if at any time during the approach the FO sighted the runway, then the FO was to take control and land. The meteorologist on duty had over 35 years of experience, including 30 years as a forecaster with the Bureau of Meteorology (BoM). For the deterioration at Adelaide, ATC did not need to use the Hazard Alert prefix as the deterioration was in a current meteorological product. The highest annual total for such events was nine, as recorded in 1956 and 1983. The PM carries out support duties and monitors the PFs actions and aircraft flight path. For the 201516 financial year [FY] the BoM will install weather cameras at 1520 locations at major capital city aerodromes, including Adelaide airport, and key regional aerodromes. During the telephone call with the company meteorologist, the BoM supported the content of the 0800 TTF that the fog would clear at 0900. The BoM reported advising that the weather deterioration was unlikely to improve in the next 15minutes. Moron Australis here we come! (iii) relay of communications with ATC: IFR clearance and SVFR [special VFR] authorization. Many factors (such as volume of traffic, controller workload, communications frequency congestion and limitations of radar equipment) may prevent a controller from providing this service. The search identified 160 occurrences, and that in 117 of these occurrences the crew received an alert of the deterioration from either ATC or the operators flight watch service. Civil Aviation Regulation 1988 (CAR) subregulation 257(4) specified that if an element of the meteorological minima for landing is less than that determined for the aircraft operation at the aerodrome, the aircraft must not land at that aerodrome. AIP GEN3.3 section 2.5.2 stated that: When providing FIS, ATC will not alert pilots to the availability of aerodrome weather reports that are available from an automatic broadcast service. At 0948 the crew of the Dash-8 asked Qantas 735 for their assessment of the weather. The availability of SPECI from an ABS meets the requirement for in-flight information service. (Weather station: Mildura Airport, Australia). Forecast for the rest of Saturday Summary Partly cloudy. The FO 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. On the day of the A320 occurrence, moisture levels were higher to the north of Adelaide, with fog forming at Edinburgh at 0730. Three minutes later, the FO was heard on the cockpit voice recorder (CVR) as being happy to leave those pumps off. 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. During the investigation, the ATSB became aware that the En Route Supplement Australia (ERSA), which is a supplement to the AIP, and the Jeppesen Australian Airways Manual contained incomplete information on hazard alerting. 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. Readers are cautioned that there is the possibility that new evidence may become available that alters the circumstances as depicted in the report. The river height will reach 38.3 metres at the Mildura Weir 113 millimetres higher than the . The Aeronautical Information Publication (AIP) Australia states that the pilot in command is responsible for in-flight fuel management. In addition, an amendment was made so that pilots were responsible for obtaining information necessary to make operational decisions, rather than being responsible for requesting the information, as had been contained within MATS since 2001. This includes the importance of controller/pilot communication to enhance situation awareness, particularly in regard to nonroutine situations such as deteriorating weather or aircraft low fuel state. If you are after long-term averages relevant to Mildura, Victoria, look at the tables for Mildura Airport or Mildura Post Office. A review of the international aviation system identified that Australia is comparable to the international industry, particularly with regard to the provision of flight information services (FIS). a 'live' flight plan), the TTF shall be used in the first instance, providing the flight's scheduled ETA [estimated time of arrival] is within the validity time of the TTF. Web. On being informed by ATC that the latest trend forecast for Adelaide predicted a delay in the fog clearing of 30 minutes, and after gathering observation reports for Mildura, the crew of Qantas735also elected to divert there at 0913. The BoM reported that their assessment of Mildura Airport at around 0830 showed that low cloud was more likely than fog, and that improved conditions could be expected from 1000. Use the prefix only until an updated MET product or NOTAM is available for dissemination as per 5.1.1.9. Even a mere pleb such as myself can see that the temperature readings are remarkably different, and always tending higher, not lower. Distance measuring equipment or marker beacons along the approach provide distance information. Phone:(03) 5018 8100 Why would any bureau not use worlds best practice to measure temperatures? They also had sufficient fuel to hold for about 45 minutes beyond their planned arrival time. ATSB Recommendation No: AO-2013-100-SR-057. Section 9.2, Inflight fuel management, section 9.2.1 Procedures, stated: The captain shall ensure that the fuel situation is continually monitored by inflight fuel checks. 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). This forum is planned to include representatives from the Civil Aviation Safety Authority, Airservices Australia, the Bureau of Meteorology, the operators of VH-YIR and VH-VYK, and other relevant parties. The flight crew continued collecting weather updates for various ports as the flight progressed, including Mildura, Melbourne, Canberra, Sydney and Adelaide. Rockhampton Airport (Connor Park) (IATA: ROK, ICAO: YBRK) is a major Australian regional airport in West Rockhampton that services the city of Rockhampton, with direct flights to the cities of Brisbane, and Mackay.Flights have previously operated to Sydney and Melbourne but were cancelled due to lack of passenger numbers. Ltd. (Virgin) advised of a review and benchmarking exercise as part of its examination of this occurrence. The FCTM cautioned against conducting fuel balancing activities during approach or times of high workload and further states that fuel balancing is to reduce wear and tear on the airframe and landing gear, and not for controllability reasons. The fog at Adelaide was not forecast when the aircraft left Brisbane. The pilot would be responsible for seeking this information from the ABS or asking ATC. AIP GEN 3.3 sections 2.5.4 and 2.5.5 detailed the hazard alert service provided by ATC as part of ATC-initiated FIS. During the period prior to the occurrence involving VHYIR and VHVYK there were several amendments to the MATS regarding the provision of FIS, including three amendments as discussed below. To use this page in a spreadsheet, get the plain text version (4 kb). Parallel data from Mildura preliminary findings. 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. Weather delivered differently. The PF does most of the flying, except in defined circumstances; such as planning for descent, approach and landing. It indicated that, if they became aware of information that was outside their area of responsibility, they may have to address the information to a pilot of an aircraft though another ATC unit. 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. The expression few indicates that up to a quarter of the sky was covered, scattered indicates that cloud was covering between a quarter and a half of the sky, broken indicates that more than half to almost all the sky was covered, while overcast means all the sky was covered. For a large jet aircraft, this position is typically within 30minutes flight time of the AWIS and occurs during a period of increased crew workload associated with the descent. This included the 0800 TTF, which indicated fog that was predicted to clear at 0900. However, neither crew had access to this TAF and, even if they had, they would not have been able to use it for flight planning purposes at that stage as it was not valid for use before 1000. 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. Conversely, if the aircraft is a distance away (eg one hour) the observation should be viewed with caution. The BoM advised the NOC that conditions were unlikely to improve in the next 15 minutes. 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