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. The BoM advised the NOC that conditions were unlikely to improve in the next 15 minutes. IDCJDW3051.202211Prepared at 16:01 UTC on Monday 16 January 2023. The content of MATS is intended to be consistent with the content of the AIP so that procedures and practices used by pilots and air traffic controllers are standardised. Given that the bureau has installed these probes in over 500 locations around Australia, you would assume that the proper comparative tests would have been extremely thorough, and performed at various sites of temperature extremes before they were widely introduced. Centralised Aerodrome Weather Information Service (C-AWIS) Project (completion expected 2015/16 FY). 1 tank had 594 kg and the No. The AIP also indicated that the FIS comprised three elements: The automatic broadcast services (ABS) consisted of: An automatic terminal information service (ATIS) is an automated pre-recorded transmission indicating the prevailing weather conditions at an airport and other relevant operational information for arriving and departing aircraft. 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 MATS that was valid at the time of the occurrence stated that if ATC is providing both controlling and FIS, precedence was to be given to the provision of air traffic control over FIS. 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. Slight chance of a shower. Given electronic probes generally respond more quickly to fluctuations in air temperature than mercury thermometers, it follows that this method instantaneous recordings from an electronic probe would result in new temperature maxima under the same weather conditions. It seems like a nasty trick may have been played on you because it is likely that all the data was available in electronic form. These included a RNAV GNSS approach to runway 27 with a minima of 660 ft and a Distance Measuring Equipment (DME)[16] or GNSS arrival, to be used with the Mildura non-directional beacon (NDB)[17] or VHF omnidirectional radio range (VOR)[18] ground-based navigation aids. The March 2009 changes to the AIP were communicated to the aviation industry by three methods. This change came about, in part, due to the introduction of more automatic weather stations, which increased the amount of data available for various airports. Information from the trial could be used to enhance observations and better define the capability requirement at all airports (completion expected 2017). The availability of a code grey forecast is unique to Australia, and is used to highlight the possibility of weather conditions that airline operators may wish to consider in terms of flight planning. 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. This was the approach conducted by both Velocity 1384 and Qantas 735. It is important that pilots understand what will be provided under Airservices provision of flight information service and that they are also able to request weather and operational information from air traffic control. an improvement in both visibility and cloud base in the hour from 1000. a 30 per cent probability of the visibility reducing to 500 m in fog for the period between 1000and 1200. 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. Aeronautical Information Publication (AIP) Australia GEN 3.3, Section 2 FLIGHT INFORMATION SERVICE contained information about the provision of a flight information service (FIS). 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. Additionally, the actions of the shift supervisor to advise the aisle supervisor and BoM of the unforecast conditions at Mildura reflected the appropriate escalation of important operational information. Under Part 4, Division 2 (Investigation Reports), Section 26 of the Transport Safety Investigation Act 2003 (the Act), the ATSB may provide a draft report, on a confidential basis, to any person whom the ATSB considers appropriate. The aisle supervisors were appropriately endorsed and current for their role, which included oversight of the en route sector controllers. Mostly sunny morning. When planning for an alternate aerodrome, the policy reflected the requirements of the AIP in that the aerodrome had to be suitable for the flight and had to not itself require an alternate. Primarily this will be achieved through the on-request service, supplemented by the ATC-initiated FIS when possible. The meteorological information obtained from an Aerodrome Weather Information Service (AWIS) is operationally equivalent to that provided in routine (METAR)/special weather (SPECI) reports. As a result, the crew elected to conduct a missed approach. The Mallee controller who was responsible for the airspace above Mildura did not pass this information on, either internally or directly to BoM. The Brisbane and Melbourne flight information regions were listed in the section Middle East/Asia (MID/ASIA) Regional Supplementary Procedures. The Bureau of Meteorology advised of various system changes and improvements in response to this occurrence. Had the 18 kg of fuel in the No. In addition, a notice to airmen (NOTAM)[14] listed holding requirements for Melbourne. 1 tank had 887 kg and the No. AIP GEN 3.5 section 6 outlined the inflight weather broadcasts available to pilots, including weather advisory broadcasts. Daily Weather Observations are also routinely prepared for hundreds of other locations in Victoria and across Australia. This service responds to in-flight requests for operational information from pilots operating in all classes of airspace on air traffic control VHF frequencies or high frequencies (HF). The flight crew of Qantas 735 proactively sought weather information for various airports soon after departing Sydney. The big difference is accuracy. By this time, Qantas 735 had landed at Mildura and Velocity 1384 was holding after advising ATC that they intended to delay their approach to land. The article did not contain a definition of non-routine MET products but did contain the following practical example of what ATCinitiated FIS would not include: you will not automatically receive routine TAF information showing deteriorating weather conditions if you are en route to a location [bolding in original]. A radio transmitter at a known location, used as a navigational aid. 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. In this amendment the section on the provision of FIS was changed in several areas. I have watched Peter Ridd on Sky and his revelations are very troubling but, to me, unsurprising. Furthermore, the BoM does not have World Meteorological Organisation, or any other form of accreditation (i.e. These requests for forecasts and observations ceased when Qantas 735 reached holding waypoint BLACK. The chance of a thunderstorm, possibly severe. The provision of FIS under this system is similar to that provided by Airservices, in that it is primarily pilotinitiated (or upon request). This was the case for Adelaide Airport, which is affected by fog about four or five times a year. Concerned about your property? Bureau Home > Australia > Victoria > Forecasts > Mildura Forecast. This TAF forecasted a visibility of 3,000 m in mist, with scattered cloud at 300ft AGL and broken at 4,000 ft AGL. While the 0700 amended TAF and 0800 TTF were not required to be sent to the crew under Virgins flight following procedures, not passing the weather removed an important source of information regarding the deteriorating conditions at Adelaide. 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. Other formats To print this page, get the PDF version (one page, 45 kb ). This resulted in a significant increase in controller workload. Mildura Weather. The second chart and table were added to this post the next morning (12 Feb. 2018) to aid understanding, and add clarity. The crew reported that as they descended toward the revised minimum, the extent of the cloud reduced and they gained sufficient visual reference of the runway environment to continue the approach. On this basis, the decision was made that, given Velocity 1384 was planned to arrive at Adelaide at 0920, they would not be affected by the fog. BoM weather radar, satellite and synoptic charts. accuracy of aviation meteorological products in Australia. This was despite the fact that the AWIS was not broadcasting, as communicated in the NOTAM. The DME or GNSS arrival had a circling minima of 980 ft for large jet aircraft. The Tailem Bend en route sector comprised the airspace from 36 NM (67 km) to 140 NM (259 km) to the east of Adelaide Airport. In this instance, the controller did not pass the AIREP to incoming aircraft nor to their supervisor, who could have informed BoM of the deterioration. Shortly after both crew initiated a diversion to Mildura, the BoM released an amended TAF for Mildura, removing the TEMPO requirement. For all other short haul domestic flights, this service was not guaranteed, and was provided as workload permitted. LOW VIS PROCSWND 360/5, MAX DW 5 KTS.VIS 500M IN FOGCLD FEW015TMP 6.QNH 1020, SPECI YPAD 172300Z 04006KT 0150 FG BKN000 06/06 Q1021RMK RF00.0/000.0TTF: FM2330 05005KT 9999 FEW025, METAR YMIA 172300Z 23004KT 9999 BKN039 07/06 Q1019RMK RF00.0/000.2, TAF YPAD 172302Z 1800/1906VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKFM190000 04008KT CAVOKRMKT 11 14 15 11 Q 1020 1020 1020 1021, TAF YMIA 172302Z 1800/181220008KT 9999 SCT030 SCT050RMKT 08 12 13 10 Q 1020 1019 1019 1020, ATIS YPAD Y 172311APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ON. In particular, the sections on hazard alerts were amended, with other sections relating to the provision of significant information and a hazard alert service, and the associated responsibilities, being deleted from the manual. Manual input of visibility, weather and cloud is for an area within a radius of approximately 5 NM of the ARP [aerodrome reference point]. The validity time for the actual aerodrome QNH is listed as 15 minutes from the time of receipt. That change was to reflect the availability of ABS and amendments to ATC-directed FIS. Reliability of aviation weather forecastsAs a result of this and other occurrences involving observed but not forecast weather, the ATSB has commenced research investigation AR-2013-200 Reliability of aviation weather forecasts. 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). 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. The meteorologist had worked in the Virgin operations control centre for a total of about 8 years. Their estimated arrival time at Mildura was 0942. A new routine TAF was issued for Mildura at 0902 that was valid from 1000. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. This advice is also available by dialling 1300 659 210. Instead, pilot awareness of the implications for the flight of the reported weather conditions is crucial to effective in-flight decision making. However, neither crew had access to this TAF and, even if they had, they would not have been able to use it for flight planning purposes at that stage as it was not valid for use before 1000. examine the accuracy of aviation meteorological products in Australia, examine the procedures used to provide information to flight crews from air traffic services and management of changes to those procedures, examine the provision by the operators of information to the respective flight crews. For a large jet aircraft, this position is typically within 30minutes flight time of the AWIS and occurs during a period of increased crew workload associated with the descent. [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). Section 10.2.4 contained the caveat that: It should be remembered that the controllers primary function is to provide safe separation between aircraft. For example, informing ATC of a non-routine situation will increase the level of monitoring a flight will receive. However, a TTF conveys the most likely sequence of meteorological events and as such, does not contain forecast probabilities that are included in TAFs. On 23 September 2017, a new record hot day for Victoria was claimed at the Mildura airport using an electronic probe in an automatic weather station (AWS) housed in a Stevenson screen. http://www.breitbart.com/big-government/2018/02/20/delingpole-noaa-caught-adjusting-big-freeze-out-of-existence/, Doug, the original studies are here (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. 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. See more current weather. The captain of Qantas 735 reported feeling that the observation reports were more reliable given the inaccuracy of the forecast at Adelaide. 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. Given the speed in which it developed, the fog was forecast to dissipate in about 12 hours. In addition, the assessment of the TTF was completed amongst the flight following personnels other priorities and workload. View latest 64km, 128km, 256km, 512km, rainfall, doppler wind and satellite images. 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. Virgin advised that a review of their operations identified no systemic issue in relation to flight crew seeking weather information. A further article in the Flight Safety Australia, MarchApril 2012 edition, outlined the provision of ATCinitiated flight information services. Where this service is available, air traffic services will generally not alert pilots to significant deteriorations in current weather conditions at such airports, increasing the risk of pilots not being aware of the changes at an appropriate time to support their decision making. 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. The fuel on board at take-off from Sydney was 7,900 kg, as recorded on operational documentation. This showed that Qantas 735 could hold until about 1020, 10minutes short of the requirement. 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. OVERLAY Radar - Rain - Beta. . However, the airport and equipment had demonstrated the ability to support emergency landings below CAT I meteorological conditions during practice approaches. However at the time of the occurrence, only Qantas had the appropriate approval from the Civil Aviation Safety Authority (CASA) to conduct autoland operations in B737 aircraft. This is just the most obvious of many electrical noise possibilities. Observations for Mildura (beta) Map View MetEye. The 0358 amended TAF for Mildura that morning forecast light winds and scattered cloud at 3,000ft and broken cloud at 6,000 ft. 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. As a result of this development, the forecaster issued an amended TAF for Mildura at 0952 that was valid from 1000. 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). - Occurs when fuel quantity is less than 907 kg (2,000 lbs) in the related main wing tank. If you are using these pages, you are deemed to have understood the important information in these notes. Pilots are reminded of their responsibility for collecting all relevant information to support inflight decision making. However, the timely dissemination of such information optimises the likelihood of effective flight crew planning and decision making. Trial Automation of Observations at Cairns and Canberra (TAOCC) Project. At interview, a dispatch duty manager reported that flight plans are calculated using the relevant TAF rather than a TTF. When the aircraft touched down, the No. Figure 6: Overview of the Automatic Weather Station outputs and end user products. Slight chance of a shower. This page was created at 00:41 on Thursday 19 January 2023 (UTC), Copyright Commonwealth of Australia 2023, Bureau of Meteorology (ABN 92 637 533 532) | CRICOS Provider 02015K | Disclaimer | Privacy | Accessibility, http://www.bom.gov.au/fwo/IDV60801/IDV60801.94693.axf, http://www.bom.gov.au/fwo/IDV60801/IDV60801.94693.json. 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