Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled passenger flights to Adelaide, South Australia. At interview, a dispatch duty manager reported that flight plans are calculated using the relevant TAF rather than a TTF. The Mallee en route sector comprised the airspace from 140 NM (259 km) to about 270 NM (500 km) to the east of Adelaide Airport and included the en route airspace above Mildura. 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. Latest Weather Observations for Mildura IDV60801 Issued at 9:22 am EDT Monday 16 January 2023 (issued every 10 minutes, with the page automatically refreshed every 10 minutes) About weather observations | Map of weather stations | Latest weather observations for VIC | Other Formats Station Details ID: 076031 Name: MILDURA AIRPORT Lat: -34.24 Supervisors at Melbourne Centre indicated that the BoM would often ask for more than one report of deteriorating weather to inform their decision making in relation to amending a forecast. I understand that parallel recordings allow you to understand whether the two types of thermometers are measuring the same temperature, but what is the point unless the thermistor temperatures are adjusted down to compensate. effect such a failure would have on the aircrafts ability to continue with an autoland approach. They also cautioned that observations should only be used if the arrival time was proximal to the observation and, if the forecast indicated conditions below minima, the forecast would have precedence over observations. A signal from an aircraft to the ground station is used to calculate its distance from the ground station. As the wind was forecast to tend southerly, and fog and low cloud were rare in a southerly flow at Mildura, the decision was made to continue with the current TEMPO. (c) changes in the serviceability of navigation aids; (d) changes in the condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by snow, ice, or water; (f) pre-eruption volcanic activity, volcanic eruptions, and volcanic ash clouds; (g) release into the atmosphere of radioactive materials or toxic chemicals; (h) traffic to aircraft likely to be affected; and. Further to the use of observation reports, CASAs advice noted: The usefulness of the observation is dependent directly on how far away the aircraft is from the aerodrome. [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). 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. Mildura Radar - Rain. 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. The flight following policy was rewritten. The second opportunity occurred at 0838, when ATC updated Qantas 735 on the conditions at Adelaide. However, this call occurred just prior to the commencement of the 2-hour, continuous loop cockpit voice recording for the flight. 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. This airport was also affected by unforecast fog and low cloud at the time of their arrival. At about 1015 EST on 18 June 2013 air traffic control advised the ATSB of a fuel related occurrence involving a Boeing 737-8FE (B737), registered VH-YIR, at Mildura Airport, Victoria. A standard ground aid to landing, comprising two directional radio transmitters: the localizer, which provides direction in the horizontal plane; and the glideslope, for vertical plane direction, usually at an inclination of 3. 2). At 0937 the crew of Qantas 735 contacted the crew of Velocity 1384 to discuss the arrival and the crew of Velocity 1384 stated that they were tracking to the initial waypoint to commence the RNAV GNSS approach to runway 27. Mildura Latest Weather Observations around Mildura Latest Weather Observations around Mildura (beta) Map View MetEye View the current warnings for Victoria Change location Start typing (town, city, postcode or lat/lon), then select from list below. A safety issue is an event or condition that increases safety risk and (a) can reasonably be regarded as having the potential to adversely affect the safety of future operations, and (b) is a characteristic of an organisation or a system, rather than a characteristic of a specific individual, or characteristic of an operating environment at a specific point in time. At 0936 the controller made a broadcast on the area frequency to traffic at Mildura, informing them of the details of the 0932 SPECI. Dr. Marohasy, Web. The only exception to this is SIGMET information, which shall cover a portion of the route up to two hours flying time ahead of the aircraft. AIP GEN 3.5 section 6 outlined the inflight weather broadcasts available to pilots, including weather advisory broadcasts. These included in the areas of: A review of the ATSB occurrence database was conducted for the period January 2009March 2015 in order to determine the number of unforecast weather occurrences reported in this time. The first was the change to the AIP itself, which included standard amendment bar marking against each changed, introduced or deleted paragraph or text. Readers are cautioned that new evidence will become available as the investigation progresses that will enhance the ATSB's understanding of the accident as outlined in this web update. any other Suitable Airport to which an enroute diversion can be made. As a result of its increased understanding of events, the ATSB has expanded the scope of its investigation to examine both of these diversions and their broader context. please use the search box to find your location and then click "set as my default location" on the local weather page. 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 following nonroutine events were examined: The time period for this review was July 2008 to December 2013. The river height will reach 38.3 metres at the Mildura Weir 113 millimetres higher than the . However, on the day the fog did not clear as anticipated, which resulted in the forecast end period for the fog being inaccurate. At the time the amended TAF was issued at 0700, Velocity 1384 was at FL 400 in the cruise, about 150 NM (278 km) from Brisbane. At this stage, the company meteorologist called the BoM to determine their confidence in this clearance and also reviewed other information sources to determine the possible impact of fog on the arrival of Velocity 1384. About 5 minutes after take-off, the crew sent a request through ACARS for the current Automatic Terminal Information Service (ATIS)[21] at Adelaide. 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. Unless early consideration was given to a return to Adelaide Airport for an emergency autoland approach, a landing below minima at Mildura Airport was the only option at Mildura Airport. When the aircraft was at the decision altitude, the crew initiated a missed approach procedure as they had not obtained visual reference with the runway. Quality checks on data are not normally performed. Nothing in these instructions shall preclude officers from exercising their best judgement and initiative to assist pilots. TCZMONTH Page 1. CASA responded that a pilot is able to use a valid forecast and observation information. I have watched Peter Ridd on Sky and his revelations are very troubling but, to me, unsurprising. Area Average Intensity . **** Table 3: Captains aeronautical experience. To print this page, get the PDF version (one page, 45 kb). This transmission was captured on Velocity 1384s cockpit voice recording. 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. 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. The pilot reported weather conditions at the airport for the information of inbound aircraft. OVERLAY Radar - Rain - Beta. At the time of the A320 occurrence on 20August1999, there had been 11 fog events recorded at Adelaide Airport during 1999. This recommended that Airservices, as the issue owner, work in collaboration with the Bureau of Meteorology to instigate a system change to reinstate the alerting function of SPECI reports currently not available through an Automatic Broadcast Service. There were two additional opportunities for the crew of Velocity 1384 to become aware of the deteriorating weather at Adelaide while en route. please check the disclaimer before using these data. Automatic En Route Information Service (AERIS), Aerodrome Weather Information Service (AWIS), and. At about 2350 WST, when the flight crew commenced descent, the aircraft passed the point where it had sufficient fuel to divert to Learmonth, Western Australia. While conditions deteriorated after Qantas 735 landed, in different circumstances, the weather may equally have improved sufficiently to allow Velocity1384to hold, before landing in conditions above the minima. Ltd. and Qantas Airways Ltd. Submissions were received from the flight crew of Velocity 1384, Airservices Australia, the Bureau of Meteorology, the Civil Aviation Safety Authority, Virgin Australia Airlines Pty. They need at least to admit that the change has happened and they cannot draw any scientific long term conclusions because of it. The area GPS-based navigation Global Navigation Satellite System (RNAV GNSS) instrument approach to runway27 at Mildura required pilots to be clear of cloud at a minima of 660 ft (493ft AGL), reducing to 560 ft (393 ft AGL) using an actual aerodrome QNH[6] (see the sections titled Area navigation Global Positioning System navigation systemand Airport information). Meanwhile, if we consider the residual available parallel data the very hottest days according to readings from the electronic probe (30 November 2012, 18 January 2013, 5 January 2013, 8 January 2013, 6 January 2013, 1 December 2013, highest to lowest) have no equivalent reading from a mercury thermometer. As MATS did not require the provision of SPECI reports at airports that have an ABS such as AWIS, in order for pilots to become aware of a deterioration, they must either access the AWIS or request those observations from ATC. They also obtained the TAF showing a TEMPO and reported calculating that they could meet this additional fuel requirement for Mildura. 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. similar occurrences to that at Mildura in June 2013. encounter with unforecast weather, including VFR flight into instrument meteorological conditions. An AWIS is a transmission of actual weather conditions, as measured by automatic weather stations (AWS),[25] via either telephone or radio broadcast from selected sites. 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. [19] At that time, they were about 150 NM (278 km) south-west of Brisbane. From the evidence available, the following findings are made with respect to the landing below minima due to fog involving two Boeing 737s, registered VH-YIR and VH-VYK, which occurred at Mildura Airport, Victoria on 18 June 2013. In terms of their in-flight decision making, it is reasonable to expect that such requests would occur prior to a decision point or point of no return. As a result, significant weather deteriorations may remain unnoticed unless the pilot: The inherent passivity of the ABS increases the risk that potential landing options will unknowingly reduce in critical situations. Note that the approved BoM observer input is optional and, if not actioned, will result in an AUTO METAR or SPECI. Based on the report from the Adelaide tower controller that conditions were not suitable for landing, and that there had been no successful landing attempts, the crew of Velocity1384elected to divert to Mildura, Victoria at 0904. They do not adjust the data for differences in devices as they do not adjust the data for UHI. An AWIS provides actual weather conditions, via telephone or radio broadcast, from an automatic weather station. Light winds becoming southeasterly 15 to 20 km/h in the morning then becoming light in the middle of the day. Both reported considering the observation reports that were current at the time as a more reliable indicator of the weather at Mildura Airport than the relevant forecast. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); To get in touch with Jennifer call 0418873222 or international call +61418873222. As a result of stakeholder input during the report review process, the ATSB considered the potential safety benefit of the installation of CATIII B autoland facilities at all Australian major airports. The ATSB commenced an investigation at about 1100 on 18 June 2013 and the cockpit voice recorder and flight data recorder were removed from the aircraft and forwarded to the ATSBs facilities in Canberra for download. The arrival time of Velocity 1384 was planned for 0920, which was after the forecast clearance of the fog. This supports the assessment that the fog would clear rapidly at Mildura. Centralised Aerodrome Weather Information Service (C-AWIS) Project (completion expected 2015/16 FY). The meteorologist had worked in the Virgin operations control centre for a total of about 8 years. The captain reported their recent sleep as normal. Information for Wentworth Shire Council residents is availablehere. However, as the deterioration was forecast to improve prior to their arrival, it is likely that, at that stage, they would have elected to continue to Adelaide. 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. That paper indicated that the ATCinitiated FIS service was mainly designed to inform you of unexpected or non-routine information. FIS should not serve as the sole source of aviation weather and other operational information. Automatic Terminal Information Service (ATIS). - Occurs when fuel quantity is less than 907 kg (2,000 lbs) in the related main wing tank. If you have any questions about this product, or you want any other weather or climate information, please contact us. 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 Virgin Australia Pty. The estimated time of arrival at Adelaide was 0920. 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. In relation to forecasts and warnings, the ASH outlined a framework for prioritising tasks. ISO 17025) for any of its AWS. 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. This encapsulated the pre2009 FIS change through to the occurrence at Mildura. Wimmera Mallee Rainfall and River Conditions map, *Note - all levels are measured using the Australian Height Datum (AHD). The controller subsequently reported initially continuing to give priority to aircraft separation. Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout. en route weather phenomena that may affect the safety of aircraft operations (SIGMET). 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). The crew of Velocity1384were not aware of the changes to the forecast. Distance measuring equipment or marker beacons along the approach provide distance information. To Most broadcasts are continuous and the information is updated every minute. During the latter stage of the flight, unforecast fog developed at Sydney, which resulted in the deterioration of visibility to below the landing minima. Web. This included to equipment used in forecasting. The ATSB examined the training and guidance material available to air traffic controllers relating to the provision of air traffic services. The manual gave the following guidance to crew in order to ensure compliance: Once airborne, the amount of fuel onboard the aircraft at any point inflight should not be less than: In relation to in-flight fuel checks, it further stated: If sufficient fuel does not remain on board at the PNR [Point of No Return] to allow continued flight to the destination in accordance with the inflight fuel requirements, a diversion shall be made to an aerodrome which satisfies the inflight fuel requirements. You should read the important information in these notes. The flight crew of Qantas 735 conducted an instrument approach and landed below minima. However, by not obtaining the weather for Adelaide while en route, the crew removed an information source that could have resulted in a better awareness of the situation at Adelaide and the opportunity to plan a diversion earlier. Aviation is a complex, highreliability industry. Changes in operational status of the aerodrome of intended landing, alternate aerodromes and deviations from the original flight plan, shall be taken into account. Exposure to weather conditions below the landing minima at Mildura was found to be very unlikely during the period studied. This was in response to their receipt of the 0800 TTF showing fog and the crew nearing their diversion point (see the following section titled Qantas735). continuously monitors the ABS, which would be impractical and distracting. Their estimated arrival time at Mildura was 0942. Observations; Sydney Observations; All NSW Observations; Rainfall & River Conditions; VIC. Velocity1384 landed at Mildura at 1014, in fog conditions. 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. 2 tank being selected OFF, leaving the No. Fax:(03) 5021 1899 The team leader on the day was a qualified dispatcher with over 20 years of experience. 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. Completing the fuel imbalance checklist with low fuel on board would have resulted in the closure of the crossfeed valve (see appendix B). 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