bom mildura observations

On this basis, the controller did not update the incoming aircraft of this deterioration. While the infrastructure available to flight crews may vary between operators and aircraft, broadly these information sources relate to support from the operator of the aircraft (in this case the airlines) and support from ATC. (i) other activities likely to affect safety. The dispatch duty manager was a qualified dispatcher with over 36 years experience in dispatch. In the case of short haul domestic operations, the flight watch service was typically limited to flights from the east to the west coast of Australia, to remote islands and in support of extended diversion time operations. The second chart and table were added to this post the next morning (12 Feb. 2018) to aid understanding, and add clarity. The BoM Aeronautical Services Handbook (ASH), which is available as guidance for staff, lists the priorities for the provision of services. In part, these included: (b) FISE: the exchange on the FISE [flight information service en route] frequency of information pertinent to the en-route phase of flight. This was to examine the typical level of assistance provided by ATC around the time of the occurrence for any systemic issues. In addition, the onset time of fog at Adelaide Airport that day was 40minutes later than any recorded onset time at that location in the preceding 30 years. These were triggered by a change in one of the recorded parameters meeting the requirements for a SPECI (see the section titled Automatic weather station). The captain had also held Training Captain/Approved Testing Officer approvals since April 2003. By filtering the above occurrences for those making some reference to ATC in the reporters text (870 occurrences), the ATSB found 171 occurrences with evidence that ATC provided assistance to the pilot, some of which was at pilot request. Completing the fuel imbalance checklist with low fuel on board would have resulted in the closure of the crossfeed valve (see appendix B). On 18 June 2013, two Boeing 737 aircraft, VH-YIR operated by Virgin Australia Airlines Pty. As such, they did not always represent a significant or unforecast deterioration. 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. 2 tank 433 kg remaining. In this update, ATC stated that the visibility was now 500 m in fog, with no landing attempts having been made for a while. 9669 4082, by fax on (03) 9669 4515, or by email on climatedata@bom.gov.au We have taken all due care but cannot provide any warranty nor accept any liability for this information. The controllers were supported by aisle supervisors and a systems supervisor. An AWIS provides actual weather conditions, via telephone or radio broadcast, from an automatic weather station. The ATSBs ongoing investigation will examine the: The information contained in this preliminary report is derived from the initial investigation of the occurrence. A Boeing 737 aircraft had been able to land on runway 05 following a VOR/DME approach, so the A320 crew attempted to conduct a similar approach. 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. 1 tank is integral with the left main wing, the No. Just considering the values for September, the mean difference is statistically significant at the 0.05 level of probability, and is +0.34 C, +0.27 C and +0.28 C for the years 1997, 1998 and 1999, respectively. Table 1 in the above blog post shows that the electronic probe currently recording measurements at Mildura is recording warmer than a mercury thermometer would this is not yet even acknowledged by the Bureau, there is certainly no adjusting down to compensate! 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. However, as the Mildura AWIS was not broadcasting the actual weather conditions, which were consistent with the SPECI, it could be considered that ATC should have provided this SPECI information to incoming aircraft as ATC-initiated FIS. This included provision of unforecast weather conditions to flight crew. influence on the flight crews decision making of that information flow. The Tailem Bend[11] and Mallee[12] en route sector controllers were appropriately-endorsed and current for their respective sectors. These reports: The on-request service is available to all aircraft in all classes of airspace on VHF or HF. http://www.bom.gov.au/fwo/IDV60801/IDV60801.94693.axf, JavaScript Object Notation format (JSON) in row-major order There were two additional opportunities for the crew of Velocity 1384 to become aware of the deteriorating weather at Adelaide while en route. Mildura Airport had an AWIS that was normally capable of broadcasting on VHF. The 0800 TTF indicated fog as it was considered imminent and formed at 0804, which was reflected in a SPECI issued at 0805. 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. Table 1: Captains aeronautical experience. 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. 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. 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. The Hazard Alerting service is provided by ATC and provides pilots with information that is assessed by ATC to be of an unexpected and critical nature, and could assist pilots to avoid hazardous situations. BoM records at the time showed that Adelaide Airport averaged 4.9 fog events per annum. provision of information to flight crews from Air traffic services (ATS), ATS policies and procedures affecting the flights, provision by the operators of information to the respective flight crews, the basis for the sequencing of the aircraft landings at Mildura, Bureau of Meteorology meteorological services and products as they applied to these flights. There are many more maximum temperatures measurements available for the electronic probe (n=948) than for the mercury thermometer (n=115), and the distribution is quite different, with a somewhat more normal distribution for the probe data, as shown in Figure 2. This occurrence has highlighted the effect of various factors coming together to create and influence a rare event. View the current warnings for Victoria. 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. Officers may, at times, experience situations not specifically covered whereby the safety of an aircraft may be considered to be in doubt. 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. The FO had recently come off a month of leave and reported their recent sleep as normal. This guidance identified the need to take into account the traffic and weather conditions expected for the destination, along the diversion route and at the alternate (if applicable). The FDR recorded a LOW FUEL QTY message for both main wing tanks at about 0955. 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. While such industries contain systems for managing risk, it can never be entirely eliminated. In September 2007, the MATS was entirely reformatted and the reference to amendments changed to versions, with version1 being effective on 7 September 2007. A weather advisory service issued to warn of potentially hazardous (significant) or extreme meteorological conditions that are dangerous to most aircraft, such as thunderstorms or extreme turbulence. Observations for Mildura (beta) Map View MetEye. The time period for the provision of SIGMETs (messages about en route weather phenomena that are potentially hazardous to aircraft) was increased to 2 hours in MATS version 6 effective on 19 November 2008. There is also a note stating METAR QNH does not meet this requirement. Specifically they are required to ensure the fuel available on board the aircraft is sufficient to proceed to an aerodrome where a safe landing can be made with the planned fixed fuel reserves remaining. At 0027 WST on 1 June 2012, the flight crew of a Boeing 717 aircraft, registered VH-NXO, were conducting an instrument approach to land on runway 03 at Perth Airport after a flight from Paraburdoo, Western Australia. The captain held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to -800 endorsement and a current Class 1 Aviation Medical Certificate with a restriction that distance correction was to be worn, and reading correction be available while exercising the privileges of the licence. 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. The crew of Qantas 735 had started collecting weather information proactively prior to this point. Certification for various levels of autoland is dependent on a number of factors. 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? 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. Subsequent cautions in section 7 stated that: To ensure airman compliance with Federal Aviation Regulations, manufacturers operating manuals should remind airmen to contact ATC controllers, FSS specialists, operator dispatchers, or airline operations control centers for general and mission critical aviation weather information and/or NAS [national airspace system] status conditions (such as NOTAMs, Special Use Airspace status, and other government flight information). For many nonmajor airports in Australia, flight crews of arriving aircraft can access current weather information using an Automatic Weather Information Service via very high frequency radio, which has range limitations. 2 tank supplying the majority of the fuel to both engines and therefore being used at a higher rate. 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). ATC radar limitations and frequency congestion may also be factors in limiting the controllers capability to provide additional service. 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. Chapter 6 Air Traffic Services, stated: Amended aerodrome forecasts shall be passed to aircraft within 60 minutes from the aerodrome of destination, unless the information has been made available through other means. 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 amendment further indicated that the use of the prefix hazard alert was only to be used until such time as the updated meteorological product, such as a report or forecast, or NOTAM on which the alert was based, became available to pilots by other means. 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. 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. MILDURA AIRPORT . View latest 64km, 128km, 256km, 512km, rainfall, doppler wind and satellite images. The B737 is equipped to conduct area navigation Global Navigation Satellite System (RNAV GNSS) approaches, which are classified as non-precision approaches. Given the proximity of Leinster to Darlot, the captain also carried sufficient fuel to reach Wiluna in the event that Leinster became unsuitable. imagine a nearby lightning strike producing a believable pulse. The crew of Qantas 735 applied a revised minimum to the approach that was 200 ft lower than that published. The BoM reported at the time that this was not unusual, as records showed that in the previous 20 years, fogs formed at both Adelaide and Edinburgh on about 50 per cent of occasions that it was forecast, with Edinburgh proving to be the greater risk. The aircraft was positioned for a second approach, during which the cabin crew were briefed and prepared for an emergency landing, briefing the passengers to brace accordingly. Certainly not when temperatures are soaring! The investigation is continuing and will: The information contained in this Interim report is released in accordance with section 25 of the Transport Safety Investigation Act 2003 and is derived from the ongoing investigation of the occurrence. The low fuel and fuel imbalance checklists did not contain any memory Items. Please contact theSESfor further support and information about how to best prepare. 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. As the crews of Velocity 1384 and Qantas 735 became aware that the fog at Adelaide was not dissipating as initially forecast, they both started collecting weather and operational information for alternate airports. While the provision of FIS for known hazardous flight conditions is supplied to pilots, this is dependent on many factors, including controller workload. As such, the TAF that was valid at the time reflected a temporary period of low cloud that was expected to last between 30 and 60 minutes (TEMPO), rather than fog. The alternate minima for runway 27 at Mildura for large jet aircraft were 1,233 ft and 6 km if the forecast QNH was used. This information was reported back to the crew of Qantas 735 as including a visibility of 700 m in fog. I have watched Peter Ridd on Sky and his revelations are very troubling but, to me, unsurprising. 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. Conversely, if crew are not aware, or primed, of a situation they may not recognise relevant information that could assist their decision making. It operates from specific very high frequency (VHF) transmitters and the contents of the broadcast from each transmitter cater for the needs of aircraft operating in control areas within the broadcast range of each transmitter. At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. However, on the day of the occurrence, a NOTAM was in place advising that the broadcast function of the Mildura AWIS was unserviceable. These occurrences were investigated by the ATSB website and are detailed below. However, this call occurred just prior to the commencement of the 2-hour, continuous loop cockpit voice recording for the flight. 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. By the time the aircraft arrived at the airport, the runway threshold was obscured by the fog. Both allowed aircraft to be dispatched without carrying alternate fuel if the weather forecast for the destination did not require an alternate. 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 This role included liaison with flight dispatch to update flight plans and manage diversions as applicable. This makes statistical analysis using standard techniques impossible as assumptions implicit, for example in a standard paired T-test, are violated. In response, in December 2008, Airservices conducted a Safety Case Assessment and Reporting Determination (SCARD), which was required whenever: changes to service levels, procedures or equipment, which will affect the performance, functional or technical specification of a system or service; and organisational changes affecting safety accountabilities. They also had sufficient fuel to hold for about 45 minutes beyond their planned arrival time. The crew of Velocity 1384 were unaware of the fog and from this point commenced collecting further information and planning their diversion to Mildura.