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. The fog at Adelaide was not forecast when the aircraft left Brisbane. Maritime: notify AMSA via Incident Report Form 18, 300 m TDZ125 m MID or125 m END if MID RVR is not available(that is, sufficient visual reference for a manual landing and verification that the aircraft will land in the TDZ), 175 m TDZ 125 m MID or125 m END if MID not available that is, insufficient visual reference to permit manual landing; however, sufficient to allow the pilot to determine if the aircraft will land in the TDZ, TAF YPAD 171703Z 1718/1824VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKRMKT 06 06 11 14 Q 1018 1018 1020 1020, METAR YPAD 171900Z 07004KT 9999 FEW022 05/04 Q1018RMK RF00.0/000.0TTF: NOSIG, TAF AMD YMIA 171758Z 1718/181224005KT 9999 SCT030 BKN060BECMG 1718/1720 21006KT 9999 SCT006 SCT030BECMG 1800/1802 18010KT 9999 SCT030 SCT050BECMG 1807/1809 16008KT 9999 SCT040TEMPO 1719/1724 BKN006RMKT 06 05 07 13 Q 1016 1018 1020 1019, METAR YMIA 171900Z AUTO 29005KT 9999 SCT048 06/05 Q1017RMK RF00.0/000.0, METAR YPAD 172000Z 06004KT 9999 FEW022 05/04 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172000Z 26003KT 9999 FEW042 06/05 Q1017RMK RF00.0/000.2, METAR YPAD 172030Z 08005KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172030Z 27003KT 9999 FEW038 05/05 Q1017RMK RF00.0/000.2, TAF AMD YPAD 172100Z 1721/182405005KT 9999 FEW025FM180000 VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKPROB30 1721/1724 0500 FGRMKT 05 10 14 15 Q 1019 1020 1020 1020, METAR YPAD 172100Z 05004KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172100Z 28005KT 9999 FEW042 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD S 172107RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KMCLD: FEW022TMP: 5.QNH: 1020, SPECI YPAD 172111Z 06005KT 9999 MIFG FEW022 SCT058 05/05 Q1020RMK RF00.0/000.0TTF: NOSIG, SPECI YPAD 172130Z 06004KT 9999 MIFG FEW022 05/04 Q1020RMK RF00.0/000.0TTF: NOSIG, ATIS YPAD T 172130RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM, REDUCEDTO 4000 M TO THE NORTH IN FOG.CLD: FEW020TMP: 5.QNH: 1020, METAR YMIA 172130Z 27004KT 9999 FEW040 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD U 172156RWY: 23WND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ONWND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, SPECI YPAD 172200Z 01006KT 1000NW 9999 PRFG MIFG FEW022 05/05 Q1020RMK RF00.0/000.0TTF: FM2200 01005KT 0500 FGFM2300 05005KT 9999 FEW025, METAR YMIA 172200Z 28005KT 9999 SCT034 05/04 Q1019RMK RF00.0/000.2, ATIS YPAD W 172204APCH EXP INST APCHRWY 23OPR INFO HIAL ON. The day previously (17 June 2013), the FO was on stand-by without being called out. Slight chance of a shower. Fuel tank capacity is indicated in Table 5. View latest 64km, 128km, 256km, 512km, rainfall, doppler wind and satellite images. Madden Avenue Service Centre108 Madden Avenue, Mildura VICAustralia They were advised of fog at Adelaide by Air Traffic Control (ATC) at 0844, once they changed to the en route sector frequency immediately prior to the Adelaide terminal area airspace. This TAF forecasted a visibility of 3,000 m in mist, with scattered cloud at 300ft AGL and broken at 4,000 ft AGL. The Virgin operations manual, volume 1A, section 9.1.3 outlined the post-dispatch fuel requirements for flight crew. 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. At 0939 the crew of a Qantaslink Bombardier DHC-8 aircraft (Dash-8) broadcast to traffic at Mildura that they were conducting a goaround. READ MORE. The AIP New Zealand, in GEN 3.3 outlined the services provided by New Zealand ATC in relation to FIS. 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. These include increased monitoring and support as required and the potential to reduce pilot workload in stressful situations. Light winds becoming southwesterly 20 to 30 km/h during the morning then becoming light during the evening. Virgin and Qantas each had a flight dispatch and operations facility that supported flight crew by preparing flight plan packages (including applicable weather, notices to airmen (NOTAM) and diversion 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. At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. This included provision of unforecast weather conditions to flight crew. Use the prefix only until an updated MET product or NOTAM is available for dissemination as per 5.1.1.9. Amended TAF for Adelaide issued at 0700 EST passed to the crew of Qantas 735 via ACARS. LOW VIS PROCSWND 360/5, MAX DW 5 KTS.VIS 700M IN FOGCLD FEW015TMP 5.QNH 1020, SPECI YPAD 172205Z 01006KT 0500N 2000 FG FEW022 04/04 Q1020RMK RF00.0/000.0TTF: FM2205 01005KT 0500 FGFM2300 05005KT 9999 FEW025, SPECI YPAD 172215Z 02006KT 0250N 0500 FG BKN001 04/04 Q1020RMK RF00.0/000.0TTF: FM2300 05005KT 9999 FEW025, SPECI YPAD 172230Z 04005KT 0150 FG BKN001 06/05 Q1020RMK RF00.0/000.0TTF: FM2300 05005KT 9999 FEW025, METAR YMIA 172230Z 27004KT 9999 BKN034 06/05 Q1019RMK RF00.0/000.2, ATIS YPAD X 172230APCH EXP INST APCHRWY 23OPR INFO HIAL ON. Those practice approaches were carried out in conditions equal to or better than the CAT I minima. At about 2350 WST, when the flight crew commenced descent, the aircraft passed the point where it had sufficient fuel to divert to Learmonth, Western Australia. This supports the assessment that the fog would clear rapidly at Mildura. 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. A timing requirement on the provision of this operational information was also introduced so that pilots were alerted within one hour of the conditions with controllers being able to use various means to communicate the information including: by directed transmissions to those aircraft maintaining continuous communications with ATS at the time the information is identified and that are within one hours flight time of the conditions;[[27]]. Manual checking a Mercury thermometer is not my job. Ltd. and Qantas Airways Ltd. In addition there was a 30per cent probability of 500m visibility in fog and broken cloud at 200 ft AGL between 1000 and 1200. Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout. This scenario is explained in the Flight Crew Training Manual (FCTM) (see appendix A). 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. At 0700, when the amended TAF for Adelaide was issued, Velocity 1384 was established at flight level (FL) 400 in the cruise. A trend forecast is defined as an aerodrome weather report to which a statement of trend is appended. This included weather forecasts, amended forecasts and observations and reports indicating weather conditions at the destination have deteriorated below the Instrument or Visual Flight Rules alternate minima. The B737 is equipped to conduct area navigation Global Navigation Satellite System (RNAV GNSS) approaches, which are classified as non-precision approaches. Moron Australis here we come! - Occurs when the centre tank quantity is greater than 726 kg (1,600 lbs), both centre tank pumps are producing low or no pressure and either engine is running. At 0953, Velocity 1384 informed ATC that they would have to declare a fuel emergency in 10minutes. Irrespective, the extent and duration of the deterioration meant that even meeting the TEMPO fuel requirement, this would not have provided sufficient fuel to hold until the fog and low cloud at Mildura cleared sufficiently. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. These conditions include thunderstorms, hail storms and fog. [8] As the AWIS for Mildura was not broadcasting due to an unserviceability, the inbound aircraft could not obtain this information from the AWIS (see the section titled Aerodrome weather information service). Given the nature of the emergency, this allowed the crew to land despite the low visibility conditions. However, on the day of the occurrence, the AWIS was subject to a NOTAM stating it was not broadcasting. Bureau Home > Australia > Victoria > Forecasts > Mildura Forecast. Phone:(03) 5018 8100 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. Real life experience as shown in the graphs in the article tell us that the readings are not comparable at all. The ATSB identified that both flight crew uploaded sufficient fuel for the originally-forecast conditions in accordance with their operators fuel policy and the Civil Aviation Safety Authority requirements. Central Flight Watch desk dissolved and Flight Following introduced mid 2014 with desks split up into regions and Flight Following assigned to individual desks. By the time the crew became aware of the fog, the aircraft did not have sufficient fuel to proceed to an alternate airport categorised by the operator as suitable for normal operations. 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. This precluded a full understanding of what factors may have contributed to the crew of Velocity 1384 missing this report. The information contained in this web update is released in accordance with section25of the Transport Safety Investigation Act 2003 and is derived from the initial investigation of the occurrence. If you have any questions about this product, or you want any other weather or climate information, please contact us. 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. As such, there is still a reliance on services such as FIS to provide pilots with an appreciation of deteriorations in weather at certain airports. The search identified 160 occurrences, and that in 117 of these occurrences the crew received an alert of the deterioration from either ATC or the operators flight watch service. Subsequent SPECIs at 0928, 0930and 0932showed the visibility decreasing from 5,000 m to 2,100 m in mist, with broken cloud at 200 ft. That article highlighted the 60-minute flight time restriction on the provision of information. The on-request service is provided by FLIGHTWATCH, the generic call sign of the service. This explains the fogs predicted clearance on the TTF of 1 hour after its formation. The captain was the pilot flying, with the FO as pilot monitoring. As a result, the crew elected to conduct a missed approach. The Mallee controller acknowledged the report but, at that stage neither Velocity 1384 nor Qantas 735 were on the Mallee frequency. The crew of Velocity 1384 (who were not authorised to conduct an autoland at Adelaide as Virgin did not have the appropriate approval from CASA to conduct an autoland) also used the observations at Mildura as the basis of their decision to divert to that airport. Although only one component of ABS, AWIS is the most prevalent ABS supporting nonmajor airports in Australia. In this update, ATC stated that the visibility was now 500 m in fog, with no landing attempts having been made for a while. Centre of Australian Weather and Climate Research. observations list type; observations; sky observations; Sunday January 8, 2023. choose date: local weather; observations; sky conditions; daily summaries; climate; 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. 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. This included to equipment used in forecasting. Similar calculations for Velocity 1384 indicated that the fuel on board at 0918 permitted the aircraft to hold for about 5 minutes before diverting to Adelaide and landing with the fixed fuel reserve intact. 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? 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. At 0938, a LOW FUEL QTY Tank 2 message was recorded on the FDR, with 880 kg remaining in the No. Partly cloudy. The trend was for visibility to decrease to 500 m in fog before clearing at 0900to a visibility in excess of 10 km and few cloud. In. The meteorologist on duty had over 35 years of experience, including 30 years as a forecaster with the Bureau of Meteorology (BoM). 2. At certain airports, an Aerodrome Weather Information Service (AWIS) provides actual weather conditions via telephone or broadcast on VHF radio. Velocity 1384 departed Brisbane, Queensland at 0638 Eastern Standard Time[1] and had six crew and 85 passengers on board. 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). At a number of the AWIS locations, the broadcast is pilot-activated via radio. At 0950, Velocity 1384 sought an update on the weather from Qantas 735, who stated that the fog had appeared to be getting thicker but was now clearing, although the cloud was still below minima. The FO of Velocity 1384 was absent from the flight deck and the captain reported preparing for the approach into Adelaide at that time. Good to see you still plodding on with this Jennifer. When Peter Ridd shows the world whats been going on in the scientific community, I hope the politicians who are sitting on their hands will start taking all these issues more seriously. View the current warnings for Victoria. Authorities are frustrated after a truck driver reportedly manoeuvred around warning signs only to become caught in floodwaters at Lethebrook forcing a swiftwater rescue mission overnight . While this is theoretically possible, to know if it is being achieved in practice it is necessary to analyse parallel measurements i.e. 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. The following nonroutine events were examined: The time period for this review was July 2008 to December 2013. Due to other instrument flight rules traffic, ATC could not issue an immediate clearance for the approach. These included updates of forecasts and observations and occurred frequently for the remainder of the flight to waypoint BLACK (48 NM or 89 km from Adelaide). 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. Figure 1: Approximate aircraft positions at 0700, when the amended forecast for Adelaide was issued with a 30 per cent probability of fog, Figure 2: Approximate aircraft positions at 0800, when the trend forecast for Adelaide was issued with fog conditions forecast to lift at 0900, Figure 3: Approximate aircraft positions at 0900, just prior to initiating the diversion to Mildura. 256 km Mildura Radar Loop Provides access to meteorological images of the Australian weather watch radar of rainfall and wind. Although no safety issue was identified by the ATSB, the Bureau of Meteorology advised of the following safety action in response to this occurrence: Although the TTF and TAF are forecasts for the same aerodrome, they convey different information concerning the probability and timing of meteorological phenomena. Ultimately the responsibility for collecting information, such as weather updates, to support in-flight decision making remains with the pilot in command. These levels depend on the: A system component failure in a fail passive system will not result in significant deviation of the aircrafts flight path but will mean that the aircraft can no longer be landed automatically. Automatic Terminal Information Service (ATIS). While Velocity 1384 was en route to Adelaide, and while Qantas 735 was in the process of departing for Adelaide, an updated forecast was issued at 0700 including a 30 per cent probability of fog. The Manual of Air Traffic Services (MATS) for ATC stated that controllers should pass airborne report (AIREP) information to affected aircraft and the BoM. 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. This was on the basis that, given their arrival time, it would not affect the flight. These conditions were reported back to Qantas 735 as including a visibility of 700 m in fog. They also obtained the TAF showing a TEMPO and reported calculating that they could meet this additional fuel requirement for Mildura. The provision of flight information service by New Zealand ATC and the precedence afforded the provision of ATC services over FIS are consistent with the service provided by Airservices. OVERLAY Radar - Rain - Beta. 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. The flight had been planned using a valid TAF for Sydney, which predicted conditions above the alternate minima for the flights arrival. A further article in the Flight Safety Australia, MarchApril 2012 edition, outlined the provision of ATCinitiated flight information services. AIP GEN 3.5 section 6 outlined the inflight weather broadcasts available to pilots, including weather advisory broadcasts. The forecast TEMPO was still considered by BoM to be appropriate for the conditions; however, at around 0930, the visibility at Mildura abruptly decreased. It stated that FIS was to include operational information about meteorological conditions and hazard alerts. 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. To supplement the information already provided, the crew asked ATC for the latest observation reports for Mildura. This includes the importance of controller/pilot communication to enhance situation awareness, particularly in regard to nonroutine situations such as deteriorating weather or aircraft low fuel state. The ATSBs ongoing investigation will examine the: The information contained in this preliminary report is derived from the initial investigation of the occurrence. In addition, it was noted that: Flight information will be made available, whenever practicable, to any aircraft in communication with an ATC unit, prior to takeoff or when in flight, except where such service is provided by the aircraft operator. 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