The in-flight weather report given by the air ambulance pilot was not passed to the flight crews of Velocity 1384 and Qantas 735 by the controller when they changed frequency inbound to Mildura Airport, removing an important source of information for flight crew planning and decision making. 3.3.5 FIS does not diminish the responsibilities normally vested in the pilot of an aircraft, including that for making a final decision regarding any suggested alteration to flight plan. 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. If you are after long-term averages relevant to Mildura, Victoria, look at the tables for Mildura Airport or Mildura Post Office. An ATIS provides normal operational information for the airport terminal area. 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. Conversely, if crew are not aware, or primed, of a situation they may not recognise relevant information that could assist their decision making. The report on the Review of the Trend Forecast was released for comment on the 29September2015. 128 km Mildura 5 min Rainfalls. 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. In addition, dissemination of the AIREP to both Velocity 1384 and Qantas 735 when they came on frequency would have ensured they were aware of the deterioration at Mildura prior to arriving overhead the airport. The flight following policy was rewritten. 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Centre of Australian Weather and Climate Research. The provision of FIS in the US has more components than the system in Australia and is supported by greater infrastructure, both groundbased and inaircraft. Other formats To print this page, get the PDF version (one page, 45 kb ). 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. 2 tank were selected back to ON, with the crossfeed valve open. I suppose we should not be surprised when the public service employs nohopers and pays them better than those sharp shooters in industry. ATC radar limitations and frequency congestion may also be factors in limiting the controllers capability to provide additional service. This comprised flight fuel to Adelaide of 6,410 kg, variable and fixed fuel reserves of 1,540 kg and additional fuel of 940 kg. Section 26 (1) (a) of the Act allows a person receiving a draft report to make submissions to the ATSB about the draft report. In relation to the provision of this service, Virgins documented guidance stated that: The service requires the Flight Dispatcher to continually monitor relevant operational information as it is received and to evaluate it in terms of its impact on the progress of all flight watched flights. In addition, improved conditions could be expected from 1000 as the wind was forecast to tend southerly and both fog and low cloud were rare in a southerly flow at Mildura. 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. Ltd. and Qantas Airways Ltd. The next routine forecast will be issued at 4:30 pm EDT Thursday. At 0952, Velocity 1384 updated ATC that they were still holding due to the low cloud at Mildura. Pilot flying (PF) and pilot monitoring (PM) are procedurally assigned roles with specifically assigned duties at specific stages of a flight. 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 Interim report. In making the decision to divert to Mildura, the captain of Qantas 735 reported that they were aware that they had the capability to conduct an autoland at Adelaide Airport (see the section titled Low visibility/autoland capability). a forum for the discussion of issues concerning the natural environment. The aircraft was due at Perth at 0020 WST so in accordance with the operator's fuel policy, fuel was not specifically carried for a diversion to an alternate aerodrome. 0. 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. In order to proceed to an airport with a TEMPO for deterioration of weather conditions below the alternate criteria, crews must ensure they have sufficient fuel to hold for the duration of the deterioration and land with fuel reserves intact, or provide for flight to an alternate destination. This included to equipment used in forecasting. The flight crews of Velocity 1384 and Qantas 735 reported assessing the Mildura weather prior to diverting from Adelaide Airport. This data could be accessed from ATC on request, or by pilots directly via a telephone number that was provided in the NOTAM. Note that the approved BoM observer input is optional and, if not actioned, will result in an AUTO METAR or SPECI. This typically involves the pilot monitoring (PM) locating the correct checklist in the QRH and reading the title and condition to the pilot flying (PF) to confirm selection of the correct checklist. Really? On this basis, the controller did not update the incoming aircraft of this deterioration. This was despite the fact that the AWIS was not broadcasting, as communicated in the NOTAM. 2. As with the broadcast of weather observations via ATIS, an AWIS does not append the words METAR or SPECI to weather observations that are broadcast via AWIS. Mostly sunny. This included amendments to meteorological products such as: The provision of this service is limited to aircraft within 1 hours flight time of the condition or destination, or 2 hours for a SIGMET. This prevents further degradation of these types of abnormal situations. Web. At around 0957, the systems supervisor again called BoM for an appreciation of the weather as Velocity 1384 was compelled to land at Mildura. The BoM also advised that the forecast for the airport was recalculated twice overnight using the observed 2,000 ft wind speed and direction from the upper wind balloon flights at 2100 on 17 June and 0300 on 18 June. This TAF predicted similar conditions as the 0303 forecast, but with the addition of a 30 per cent probability of fog developing. 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}. The weather forecasts and reports tabulated below do not indicate whether the applicable weather information was passed to the aircraft. Given the time of day and expected temperature increase, this was a reasonable assessment. Special Holding Fuel (when required). The Virgin Australia Pty. This section also provided guidance on what actions to carry out if an in-flight fuel check indicated the expected fuel remaining on arrival at the destination was insufficient. In response, at 0958, the ATC operations room manager in Melbourne Centre contacted the Victorian Police coordination centre to activate the Mildura Airport emergency plan. 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. Good girl Jennifer. 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. Certification for various levels of autoland is dependent on a number of factors. Light winds. 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. Value. Short haul domestic operations, particularly those under 90 minutes duration, were provided with updated weather and operational information on a workload permitting basis. Taking into account the forecast fog and these holding requirements at Melbourne, neither Velocity1384nor Qantas 735 had sufficient fuel to proceed to Melbourne from Adelaide. The MATS also outlined the responsibility of air traffic service officers in relation to how information was to be communicated to relevant aircraft. The March 2009 changes to the AIP were communicated to the aviation industry by three methods. 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? 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. To The crew of Qantas 735 heard Velocity 1384 broadcast their decision to divert to Mildura. Highreliability industries are characterised by highconsequence but very low likelihood of an adverse outcome. Meteorological Information for Aircraft in Flight (VOLMET). - Inhibited when centre tank quantity is less than 363 kg (800 lbs). 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). At the same time, Airservices were also conducting a review of the provision of hazard alerting services to aircraft. 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. In addition, The Australian Advanced Air Traffic System was amended so that controllers were no longer automatically provided with weather for an airport that had an ABS. At 0946 the crew of Qantas735broadcast that they had landed at Mildura. We are in a sense pushing back against the Council of Nicea, that established the canon of the bible and authority of those who ran the church. 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. Readmore. An AERIS is a continuous broadcast of routine aerodrome weather reports (METAR[24]) from selected airports around Australia. 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). Due to other instrument flight rules traffic, ATC could not issue an immediate clearance for the approach. At the time of departure for both aircraft, the forecast conditions at Adelaide Airport were such that an alternate airport was not required. Once the change appeared in an updated product, or after 1 hour, whichever was sooner, the Hazard Alert prefix would cease. 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. That paper indicated that the ATCinitiated FIS service was mainly designed to inform you of unexpected or non-routine information. Velocity 1384 departed Brisbane, Queensland at 0638 Eastern Standard Time[1] and had six crew and 85 passengers on board. Mildura - Archived Radar - Rain Close menu Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout Unit Settings . The Bureau of Meteorology advised of various system changes and improvements in response to this occurrence. The ILS transmitter was a Category 1 unit with a minimum visibility of 1,200 m required for landing. The Tailem Bend[11] and Mallee[12] en route sector controllers were appropriately-endorsed and current for their respective sectors. This forecast predicted: Given their available fuel, the crew of Velocity 1384 determined that they needed to commence an approach just after 1000 to allow for a second approach if needed. They also had sufficient fuel to hold for about 45 minutes beyond their planned arrival time. ATC, FSSs and, if applicable, AOCC [airline operations control center] VHF/HF voice remain as a redundant method of communicating aviation weather, NOTAMs, and other operational information to aircraft in flight. As a result, the crew then diverted to and landed at Wiluna. 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 FO reported a duty day on 16 June 2013 that included flying BrisbaneMelbourne and return with approximately 7 hours duty time. As such, there was no requirement for the crews of Velocity 1384 or Qantas 735 to obtain or account for a code grey forecast in their fuel planning for 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. However, it can be difficult to differentiate between fog and low cloud when using satellite imagery. Within the hour, the weather conditions deteriorated below the landing minima at Adelaide Airport due to fog. Engine shutdown was at about 1019. In addition, the section relating to the responsibilities of officers exercising their best judgement and initiative to assist pilots was removed from the section relating to the provision of flight information services. 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