Location. The meteorological conditions at Adelaide Airport deteriorated below the landing minima while Velocity 1384 and Qantas 735 were en route to Adelaide. Change location Start typing (town, city, postcode or lat/lon), . An advanced hardware and software system that is used by Airservices Australia to help manage domestic and international flights in Australian airspace. The section of this version on the provision of FIS to pilots in flight indicated that the controller was to provide FIS to all aircraft that were being provided with an ATC service. There was only one occurrence found where the pilot believed they should have received greater assistance from ATC, however that occurred in the context of high controller workload and potential miscommunication between the pilot and ATC about the situation. review the distribution, dissemination and sharing of operational information to the aviation industry as stipulated by the Civil Aviation Safety Authority, and enacted by Airservices Australia and the Bureau of Meteorology. The MATS also indicated that responsibility for issuing a hazard alert rested with the responsible ATS unit. There is the potential that due to workload considerations, pilot requests may be redirected to another VHF frequency or Flightwatch HF. This service continuously broadcasts routine meteorological reports (METAR) on a network of VHF transmitters. In this case, controllers in adjacent sectors informed flight crew of the amended TAF and SPECIs for Adelaide from the time that the fog was included on the TTF at 0800. 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. CASA responded that a pilot is able to use a valid forecast and observation information. This resulted in a significant increase in controller workload. The Airservices investigation into this occurrence noted that the Mallee controller did not consider the air ambulance pilots report significantly different to the forecast TEMPO conditions in the 0158TAF for Mildura. The priority reflects the need to create forecasts and warnings in relation to time critical activities, such as ditching reports and search and rescue activities. Upon request from an aircraft, a FIC [flight information centre] provides: (i) meteorological information: SIGMET, AIRMET, PIREP [pilot report], aviation routine weather report (METAR), aviation selected special weather report (SPECI), aerodrome forecast (TAF), altimeter setting, weather radar, lightning information and briefing update; (ii) aeronautical information: NOTAM, RSC [runway surface condition], CRFI [Canadian runway friction index], MANOT [missing aircraft notices] and other information of interest for flight safety; and. To supplement the information already provided, the crew asked ATC for the latest observation reports for Mildura. Concurrently, the TTF for Adelaide showed light winds with few clouds with no significant changes expected over the forecast period. Information on the provision of hazard alerts was amended to require controllers to: Communicate a sudden (not forecast or NOTAMed) change to a component of FIS having an immediate and detrimental effect on the safety of aircraft by using the prefix Hazard Alert. Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. The fog occurred at about 0015 WST. In order to better quantify the residual risk, specifically the likelihood of unforecast weather deterioration, the ATSB is examining the reliability of aerodrome forecasts as part of research investigation AR-2013-200 Reliability of aviation weather forecasts. In response to this occurrence, the ATSB also initiated research into the reliability of weather forecasts in Australia, initially at Adelaide and Mildura Airports (see the section ATSB research investigation). The BoM meteorologist at the Airservices National Operations Centre (NOC), located in Canberra, contacted the BoM after the amended TAF was issued at 0952. 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. To use this page in a spreadsheet, get the plain text version (4 kb). It should be noted that while these actions were being carried out, the crew were also managing air traffic and making decisions relating to the occurrence of fog at the airport. However, appropriate meteorological data was not available at the time to support such an examination and potential safety recommendation for the widespread installation of equipment of this magnitude and complexity. The BoM reported advising that the weather deterioration was unlikely to improve in the next 15minutes. The MATS also contained a section dealing with the provision of a hazard alert service. 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 chance of a thunderstorm, possibly severe. As there was no TAF service available for Darlot, the crew was required to nominate an alternate airport on the flight plan. At 0946 the crew of Qantas735broadcast that they had landed at Mildura. The Manual of Air Traffic Services (MATS) for ATC stated that controllers should pass airborne report (AIREP) information to affected aircraft and the BoM. At 0800, when the TTF was issued for Adelaide showing fog that was predicted to clear from 0900, Virgins flight watch personnel again reviewed the product for applicability to Velocity 1384. User Guides Weather Link to Mildura Observations on BoM, or for more detailed weather and climatic conditions log in to Order Water. In September 2007, the MATS was entirely reformatted and the reference to amendments changed to versions, with version1 being effective on 7 September 2007. 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. By this time, the flight crew had gathered the latest information about the conditions at Adelaide from multiple sources, which continued to state a forecast improvement from 0900. 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. 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. 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. Finding an ideal family-friendly small hotel in Mildura does not have to be difficult. If there is no AWIS, or it is a major airport, ATC will advise the availability of a SPECI report as FIS, workload permitting. The FOs relevant aeronautical experience is outlined in Table 4. During the latter stage of the flight, unforecast fog developed at Sydney, which resulted in the deterioration of visibility to below the landing minima. Other formats To print this page, get the PDF version (one page, 45 kb ). 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. At around 0900, weather recording instrumentation at Mildura started to indicate patches of low cloud at around 400 ft. A visual satellite image indicated a bank of low cloud south of Mildura indicating that the prediction of temporary (TEMPO) deteriorations was still appropriate. VOLMET provides meteorological information for Australian major international airports and Townsville via high frequency (HF) radio transmission. As such, the TTF was not passed to the flight crew. These requests are actioned automatically and do not require flight following staff input. continuously monitors the ABS, which would be impractical and distracting. Those practice approaches were carried out in conditions equal to or better than the CAT I minima. However, on the day of the occurrence, the AWIS was subject to a NOTAM stating it was not broadcasting. Airservices Australia (Airservices) advised that a diversion in these circumstances would not generally trigger controllers or supervisors to increase their monitoring of conditions at the alternate. This information will include data concerning unfavourable flight conditions and other known hazards; which may not have been available to the pilot prior to takeoff or which may have developed along the route of flight. At 0922, Qantas 735 transferred to the same frequency and was also advised of the arriving traffic. Air traffic information is not provided. Fail operational capability is the minimum capability to conduct Cat IIIB, and some Cat IIIA ILS approaches. 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. 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. 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. Applicable to this occurrence, where the valid TAF indicated weather below landing minima at the destination, and a recent observation report indicated weather above the minima (without a trend specified, that is no TTF), CASA reported that: for in-flight planning considerations the decision making must be based on the forecast element so a pilot must hold an alternate and applicable fuel but is able to make a decision to attempt an approach at the destination should the flight crew calculate additional fuel is available to do so. 1 main wing tank. At 0820, Qantas735reached their latest point of safe diversion back to Sydney. This makes statistical analysis using standard techniques impossible as assumptions implicit, for example in a standard paired T-test, are violated. Additionally, the AWB for Adelaide included the potential for fog by way of a code grey, but the TAF issued at 1800 did not forecast fog. On the same morning, another B737 aircraft, registered VH-VYK and operated by Qantas Airways, was conducting a scheduled passenger service from Sydney, New South Wales, to Adelaide. The second was the issue of an Aeronautical Information Circular, effective 12 March 2009 that was intended to provide education on changes to the delivery of the SPECI and ARFOR elements of the ATC initiated Flight Information Service (FIS). 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. Council continues to monitor flooding throughout the rivers that pass through the municipality.For the latest information, including flood warnings, road closures and support available, or to access our Community Relief and Support Service please click on the link below. the necessary runway and ground infrastructure approved for autoland procedures in weather conditions resulting in reduced visual cues. Whomsoever is in charge of this outfit must be a cowboy, and the workers presumably lazy cattle hands who just go with the flow. Observations; Sydney Observations; All NSW Observations; Rainfall & River Conditions; VIC. This included the 0800 TTF, which indicated the fog would dissipate by 0900. 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. At the time that Velocity 1384 and Qantas 735 switched to the Tailem Bend frequency, the last enroute frequency before Adelaide Approach, the controller queried both crews awareness of the fog at Adelaide Airport. The predicted clearance of the fog at 0900 on the 0800 TTF was used by the crew of Qantas735to inform their decision to continue to Adelaide from the point at which they could have returned to Sydney. 1h 1d . In order to provide some airline operators an advance notice about such low probability weather conditions that may interrupt flight operations, the BoM issues an aerodrome weather briefing (AWB) product and, if applicable, a code grey forecast. 0. Magnificent inventory management Accounts Hosted lets you record, track and reconcile everything you buy and sell. visibility is the average distance that distinguishing obstacles can be seen around the aerodrome. However, it is often not practical to provide for a further alternate once a diversion has been initiated. Qantas maintained a sterile cockpit from push back until established above 10,000 ft above mean sea level in the climb. Maps and tables of average conditions for locations across Australia are also available. The TAF also included TEMPO periods between 0500 and 1000 in which the cloud base was forecast to reduce to 600 ft AGL. Automatic En Route Information Service (AERIS), Aerodrome Weather Information Service (AWIS), and. However, this information was not communicated to the FO upon the FOs return to the flight deck. Mostly sunny. BoM records at the time showed that Adelaide Airport averaged 4.9 fog events per annum. The BoM advised the NOC that conditions were unlikely to improve in the next 15 minutes. The crew replied that the cloud base was at 150 ft AGL and that they had landed off the approach due fuel. I suppose we should not be surprised when the public service employs nohopers and pays them better than those sharp shooters in industry. I wonder if this isnt a psychological ploy to train people to over estimate temperature 30C is going to feel like 33C all the time, phew its hot ! Engine shutdown was at about 1019. For in-flight FIS, the service consisted of three elements: ATC-initiated FIS allowed for the provision to crews by ATC of pertinent operational information. The NOC was responsible, in part, for liaison with the airlines and the meteorologist was querying the conditions at Mildura in relation to Velocity 1384. So it is possible that a brief transient change would be very different to an average over the same minute. On this basis, the controller did not update the incoming aircraft of this deterioration. the potential consequences of an unforecast fog are high. https://notalotofpeopleknowthat.wordpress.com/2018/02/17/ghcn-are-even-inflating-current-temperatures-in-new-york/, Doug said: Wouldnt it be possible to simply put an electronic probe and a classic thermometer into a Stevenson enclosure or a temperature controlled environment for comparison?. 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. In certain conditions, provision for flight to an alternate airport will be required. Mild. Velocity1384 landed at Mildura at 1014, in fog conditions. Manual checking a Mercury thermometer is not my job. AIP GEN 3.5 paragraph 4.1 defined aerodrome weather reports as: reports of observations of meteorological conditions at an aerodrome. PSS I shall probably add to the above post (by way of an update) in the next day or two, with my most recent correspondence to the Head of the Bureau, Andrew Johnson. Whether or not the ATSB identifies safety issues in the course of an investigation, relevant organisations may proactively initiate safety action in order to reduce their safety risk. - Digits on tank(s) with low fuel quantity turn amber. Latest SPECI from two-two-three-zero [0830 EST], wind zero four zero degrees at five knots, visibility one five zero metres in fog, cloud overcast at one hundred, temperature is six, dewpoint is zero five. Due to unforecast weather in Adelaide, both aircraft diverted to an alternate airport at Mildura, Victoria. 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. Weather Today Weather Hourly 14 Day Forecast Yesterday/Past Weather Climate (Averages) Currently: 66 F. 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. In addition, pilots should note the potential benefits of informing the controller of a non-normal situation. Any additional service, such as weather avoidance assistance, can only be provided to the extent that it does not derogate the primary function. The overall assessment was considered minor and approved by the relevant managers. This was on the basis that, given their arrival time, it would not affect the flight. In addition, CASA clarified that there was no strategic difference between an in-flight scenario and a pre-flight plan in relation to the use of forecasts. In relation to the use of specific meteorological products for flight planning, the Virgin operations manual for flight dispatch stated: If required to plan a flight which reflects weather requirements (i.e. In. These included a low bank of cloud coming across the field, with a base of 400 ft. These conditions can be determined by BoM or other AWSs. Light winds becoming southwesterly 20 to 30 km/h during the morning then becoming light during the evening. 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. About 5 minutes after take-off, the crew sent a request through ACARS for the current Automatic Terminal Information Service (ATIS)[21] at Adelaide. 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. Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. **** Evidence from the relevant ATC enroute sector recorded radio communication showed that controllers were providing inbound aircraft within 60minutes of Adelaide Airport with advice of an amended TAF and of ongoing SPECIs. TCZMONTH Page 1. Cloud remained overcast at 100 ft. The TTF predicted that the fog would clear at 0900and the company meteorologist called the BoM to determine the forecasters confidence that the fog would clear at 0900. 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. Conversely, if the aircraft is a distance away (eg one hour) the observation should be viewed with caution. Discretionary loading of additional fuel by an aircraft captain was allowed under each operators fuel policy. The captain of Velocity 1384 reported that the required decision making and associated actions to return to Adelaide could be achieved in this timeframe. observations list type; observations; sky observations; Sunday January 8, 2023. choose date: local weather; observations; sky conditions; daily summaries; climate; Sun protection recommended from 9:30 am to 5:40 pm, UV Index predicted to reach 11 [Extreme], Sun protection recommended from 9:30 am to 5:50 pm, UV Index predicted to reach 11 [Extreme]. Data from the CVR indicated that the crew actioned the low fuel and fuel imbalance checklists from memory. The captain reported their recent sleep as normal and that they obtained about 7.5 hours sleep the night prior to the occurrence. The HGS displays certain aircraft parameters such as altitude and airspeed, and is useful during low visibility operations as it allows the captain to scan the outside environment while also viewing relevant parameters on the HGS. You should read the important information in these notes. 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. It was also fitted with a Head-up Guidance System (HGS), which is located on the captains side. This advice is also available by dialling 1300 659 210. Until late last year when as a consequence of my badgering Minister Frydenberg, backup by Alan Jones on radio 2GB and then a whistleblower telling me to ask for the A8 forms, we now finally have access to some parallel data for Mildura. The pilot reported weather conditions at the airport for the information of inbound aircraft. In 2009 the MATS was amended to reflect changes to the AIP, in that pilots were not to be alerted to the availability of a SPECI that could be obtained from an ABS. To get other months or places not on this web site, contact us. As a consequence, the data for this period from the mercury thermometer is not normally distributed, as shown in Figure 1. 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. 2 tank were selected back to ON, with the crossfeed valve open. In the case of the occurrence flights, as the TAF for Adelaide that was used for flight planning did not require an alternate, each aircraft departed with sufficient fuel to reach Adelaide and land with the stipulated fuel reserves intact. VH-YIR was fitted with satellite communications (SATCOM) equipment that supported telephone and ACARS equipment. The flight crew of Velocity 1384 also conducted an instrument approach and landed below minima in fog and with fuel below the fixed reserve. Without this, the diversion of an aircraft to an alternate due to poor weather at the destination will not trigger increased monitoring. The last 14 months of Daily Weather Observations for Mildura, Victoria are also here on this web site: Jan23Dec22Nov22Oct22Sep22Aug22Jul22Jun22May22Apr22Mar22Feb22Jan22Dec21. In relation to Mildura, the first time the systems supervisor became aware that the conditions were deteriorating was on receipt at around 0930 of a telephone call from the Mildura aerodrome reporting officer (ARO). Good situation awareness supports effective decision making, which relies on accurate information being obtained in a timely manner (Endsley, 1997). The AIP ENR 1.10 paragraph 1.1 had a requirement for a pilot in command to consider forecasts and observation reports during their pre-flight planning. Exposure to weather conditions below the landing minima at Mildura was found to be very unlikely during the period studied. They say that they have conducted their own tests/comparison, and their electronic probe is comparable to mercury. This investigation will analyse Bureau of Meteorology data across Australian airports, with a focus on those supporting regular public transport operations, and is subject to the availability of long-term data holdings of aviation forecasts and observations. 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. This display, together with an explanation of the LOW FUEL, FUEL CONFIGURATION and FUEL IMBALANCE indications, is expanded at Figure 5. 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. A further amended TAF was issued for Mildura at 0952 and covered the period 10002200. The arrival time of Velocity 1384 was planned for 0920, which was after the forecast clearance of the fog. 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. This included taking account of the traffic and weather conditions expected at the destination, along the diversion route and at the alternate (if applicable). The PM would then read out the steps and point towards the appropriate cockpit switch for the PF to confirm before actioning by the PM. Latest radar images for 6 min Rainfalls Brisbane (Mt Stapylton) sourced from BOM. FUEL CONFIGURATION (CONFIG) INDICATION. At 0800, the TTF for Adelaide showed visibility had reduced to 1 km to the north-west and that patches of fog and shallow fog were present. Airservices advised that this was because diversions are common and controllers are encouraged not to become involved in pilot decision making. Table 1: Captains aeronautical experience. 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. On arrival at Mildura, Velocity 1384 and Qantas 735 had insufficient fuel to divert to any other airport and were committed to a landing in conditions below their landing minima. At 0940 the crew of Qantas 735 contacted Velocity 1384 to advise that they were commencing the RNAV GNSS approach due fuel. A signal from an aircraft to the ground station is used to calculate its distance from the ground station. A review of recorded radio communication between Qantas 735 and ATC identified that this frequency was also being monitored by the crew of Velocity1384 at this time. Observations on BoM, or for more detailed weather and climatic conditions log in to Water... Conditions for locations across Australia are also available by dialling 1300 659 210 covered the period 10002200 out. 1384 reported that the required decision making, which would be impractical and distracting Adelaide, both aircraft diverted an. Also indicated that the weather deterioration was unlikely to improve in the next 15minutes to another frequency. Become involved in pilot decision making and associated actions to return to the crew! 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( AWIS ), aerodrome weather reports as: reports of Observations meteorological. Distance away ( eg one hour ) the observation should be viewed with caution distance that distinguishing obstacles can determined. Requests may be redirected to another VHF frequency or Flightwatch HF hotel in Mildura does not have to be different... An average over the forecast clearance of the arriving traffic city, postcode or lat/lon ), and the did. Cat IIIB, and their electronic probe is comparable to mercury to improve the... Achieved in this timeframe, given their arrival time, it is possible that a brief change. Cat I minima TTF, which relies on accurate information being obtained in a spreadsheet, get the text! Adelaide, both aircraft diverted to an average over the forecast clearance of the occurrence the aip 1.10! Adelaide airport averaged 4.9 fog events per annum and Townsville via high frequency ( HF ) transmission. 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