However, at about 0934 when their workload had reduced, they obtained the latest weather for Mildura to inform their assessment of the appropriate response to the ambulance pilots report. At interview, the first officer (FO) of Velocity1384 confirmed that this was their understanding of the flight following service for domestic operations. The captain of Qantas 735 reported feeling that the observation reports were more reliable given the inaccuracy of the forecast at Adelaide. This included clarification of the minimum requirements of the service provided (i.e. They further noted that they would not expect crew to conduct a fuel imbalance check during a fuel low situation, such as the occurrence flight, unless a fuel leak was suspected or identified. 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. The signal transmitted does not include inherent directional information. At altitudes above 10,000 ft in Australia, an aircrafts height above mean sea level is referred to as a flight level (FL). In relation to a change in weather conditions after DPA, the manual contained the following note: It is recognised that there are occasions when a flight may pass DPA with the required fuel on board and a subsequent deterioration in forecast weather may then result in the minimum mandatory requirements above not being met. number of redundancies available in the event of a system component failure. The next warning will be issued by 03:00 pm EDT on Thursday 19 January 2023. 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 Mallee controller who was responsible for the airspace above Mildura did not pass this information on, either internally or directly to BoM. Nevertheless, the underpinning principle that the primary function of ATS is the safe separation of aircraft, with weather avoidance as an additional service subject to workload, is consistent with the system in Australia. Aviation Verification System (AVS) 2 (due to be completed in 2017). 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. At the time of departure for both aircraft, the forecast conditions at Adelaide Airport were such that an alternate airport was not required. An improvement in visibility was recorded from 1042, when the visibility increased above 3,000 m. The 1-minute AWS cloud data for Mildura Airport showed that the lowest layer of cloud was below 200ft at 0837, with increased cloud detected below 200 ft at 0918. It should be noted that ATC will only provide FIS to aircraft within 1 hours flight time of the destination or condition and, as the provision of FIS is workload dependent, pilots should not rely on this service in order to become aware of changes at their destination. any other Suitable Airport to which an enroute diversion can be made. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); To get in touch with Jennifer call 0418873222 or international call +61418873222. Information was sought from Virgin on their level of assurance that flight crew were complying with the above requirements. At the time of the occurrence, Virgin had not yet commenced using ACARS routinely in their B737fleet, although it was available for use by the crew. As a result of this development, the forecaster issued an amended TAF for Mildura at 0952 that was valid from 1000. 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. accuracy of aviation meteorological products in Australia. Parallel data from Mildura preliminary findings. 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. In addition, it is not possible for an ABS to recognise the importance of, and then actively disseminate SPECI information to pilots. In fact, Table 1 shows that for the last month of available parallel measurements the electronic probe (Tmax-Probe) often recorded considerably warmer than the mercury thermometer (Tmax-LIG). For the 3 days preceding the occurrence, they advised going to bed by 2000. 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. The Centralised-AWIS (C-AWIS) project aims to deliver a cost effective and reliable replacement to the current AWIB/AWIS that will centrally process AWS data. What was unusual about the occurrence involving the A320 was that the advection of fog moved in from the north at a greater speed than the surface wind. 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. The controller then offered to gather further information and get back to the flight crew of Qantas 735 but indicated there would be a slight delay. CASA responded that a pilot is able to use a valid forecast and observation information. CASA, in their response stated that ultimately the decision [to continue to the destination or initiate a diversion] rests with the pilot in command, but only can be based on available forecasts (TAF), Aerodrome Weather Reports (METAR/SPECI), Aerodrome Weather Information Service (AWIS) or observations. Given the speed at which it developed, the fog was forecast to lift in about 12 hours. They had been situated within Virgins operations control centre, initially as a BoM employee, before joining a private company providing the same service to Virgin. This was on the basis that, given their arrival time, it would not affect the flight. This service continuously broadcasts routine meteorological reports (METAR) on a network of VHF transmitters. please use the search box to find your location and then click "set as my default location" on the local weather page. The No. The objective of this service is to contribute towards the safety, regularity and efficiency of air navigation. These deteriorations resulted in an increase in the number of in-flight diversions and therefore ATC workload. Mildura Weather Forecast, VIC 3500 - WillyWeather. Data from the CVR indicated that the crew actioned the low fuel and fuel imbalance checklists from memory. The crews of Velocity 1384 and Qantas735 each estimated arriving at Adelaide Airport after 0900. At the time of release of this report, the BoM was progressing the action items from the report and will discuss the outcomes with CASA. Mildura Get weather for: Search You do not have a default location set To set your location please use the search box to find your location and then click "set as my default location" on the local weather page. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. On the morning on 23 June 2015, the crew of a Bombardier DHC-8, registered VH-XFQ, prepared for a flight from Perth to Darlot, Western Australia. At 0800, the BoM issued an updated trend forecast (TTF)[4], which showed that fog had reduced visibility at Adelaide and was expected to clear by 0900. The blue shaded area represents what hydrologists estimate the extent of the floods may be based on historical information captured (for example: photos and gauge heights). This airport was also affected by unforecast poor weather at the time of their arrival. The low fuel and fuel imbalance checklists did not contain any memory Items. 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. 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. Woomera was not considered by either crew as there were no company facilities at that airport, nor was it a routine destination for the airlines. a forum for the discussion of issues concerning the natural environment. If not, what did they record it for? Three minutes later, the FO was heard on the cockpit voice recorder (CVR) as being happy to leave those pumps off. 1 main wing tank. MATS version7, effective on 11 March 2009, amended the examples of non-routine meteorological products to selected SPECI reports under the Scope of FIS section. The BoM reported that their review of the forecasting used for Mildura on the day of the occurrence showed that the conditions (including wind direction) were not conducive to fog developing at that time of day and were more consistent with the possibility of low cloud. A signal from an aircraft to the ground station is used to calculate its distance from the ground station. We pay our respects to them and their cultures, and to elders both past and present. 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. 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. After scrutiny of the A8 forms actually provided, however, it appeared that the extent of parallel readings for the probe installed on 27 June 2012 would be limited to just the eight months July 2012 to February 2013 except that the BoM had omitted to scan September 2012 the one month that could provide a direct measure of the equivalence of the relevant probe for that time of year at that location. In this case, the captain of Qantas 735 chose to load additional fuel prior to departure, however this was not in response to a forecast weather condition. The provision of FIS under this system is similar to that provided by Airservices, in that it is primarily pilotinitiated (or upon request). The diversion of two 737 aircraft to an alternate airport due to inclement weather at the intended destination did not result in increased monitoring by ATC. It was also fitted with a Head-up Guidance System (HGS), which is located on the captains side. Data from the aircrafts flight data recorder (FDR) showed that at 0933, as Velocity 1384 was on descent to Mildura, a fuel imbalance developed between the main wing tanks (No.1 and No. The crew of Velocity1384were not aware of the changes to the forecast. The crews decisions to hold or attempt an immediate landing at a lower minima at Mildura Airport relied on crew judgement. Mildura 14 Day Extended Forecast. View the current warnings for Victoria. The ATSB found that the weather deterioration at Adelaide did not appear on the forecast when both aircraft departed their respective ports and furthermore the forecast duration of the fog in the later, amended forecast showed a clearance time earlier than actually occurred. In. To me it appears that the bureau is either incompetent or deliberately misleading. AWIS allows for the actual weather conditions at suitably-equipped locations to be accessed by telephone and, at some locations, the information is also broadcast on VHF. This TEMPO meant that anyone flying to Mildura Airport required either 60 minutes of holding fuel to outlast the predicted deterioration, or needed to nominate an alternate destination airport. 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. BoM weather radar, satellite and synoptic charts. Web Design & Digital Marketing Agency Mildura - Build Digital Growth . This scenario is explained in the Flight Crew Training Manual (FCTM) (see appendix A). The captains relevant aeronautical experience is outlined in Table 1. The AIP Australia detailed the various elements of flight information service (FIS), including that pilots are responsible for obtaining information necessary to make operational decisions. While the BoM had additional sources from which to obtain information about the developing deterioration at Mildura Airport, including an on-site observer, this may not be the case for all airports. For all other short haul domestic flights, this service was not guaranteed, and was provided as workload permitted. Mildura current and historical weather radar from the BoM Rain Rate. Further, it was identified that in certain circumstances, pilots will not be made aware of a deterioration of weather at an airport that has an Automatic Weather Information Service or other Automatic Broadcast Service. Moron Australis here we come! 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. 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 reduced visibility at Adelaide Airport, South Australia that led to the diversion also affected a number of other aircraft, including another B737. By Julie Mercer. 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. - Displayed until any imbalance is reduced to 91 kg (200 lbs).
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