The controller on duty on 18June2013had 9 years of experience in the operations department at Virgin. Although the captain of Velocity1384indicated that there was sufficient time to assess the option of returning to Adelaide, there was only a matter of several minutes available to make that decision and track towards Adelaide. This was because the Aeronautical Information Publication (AIP) Australia stated that a TAF that is valid for 30minutes prior to the arrival must be used for flight planning purposes. 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. The crews of Velocity 1384 and Qantas735 each estimated arriving at Adelaide Airport after 0900. So it is possible that a brief transient change would be very different to an average over the same minute. This was due to the workload associated with additional traffic arriving at Mildura and was consistent with the MATS priority of giving precedence to traffic separation over the dissemination of weather information. On 16 September 2006 an Airbus A330 landed on runway 21 at Perth Airport in weather conditions that were below the applicable landing minima. However, the accuracy of the on-board equipment meant that Qantas 735 and Velocity 1384 were aligned with the runway centre-line during the final part of their respective approaches. The airport runway has the capability to handle aircraft such as the . Observations were drawn from Mildura Airport {station 076031}. 2 tank being selected OFF, leaving the No. The ATSB also found that in certain weather patterns and at certain locations, fog is both rare and difficult to forecast reliably. In this case, pilots can still access the source weather data from the AWIS, although there is no verbalisation in the respective weather observations of the trigger term SPECI. Under the forecast priority guidance, issuing an amended aerodrome forecast (TAF) for Category B airports, such as Mildura, is ranked below the need to create information concerning en route weather phenomena that may affect the safety of aircraft operations (SIGMET). They also had sufficient fuel to hold for about 45 minutes beyond their planned arrival time. Given the meteorological conditions were less than the landing minima for a Boeing 737, this constituted an emergency. The first was at 0816 when Qantas 735 queried the conditions in Adelaide based on the forecast of fog in the 0800 TTF. However, given the observations of significantly better weather at Mildura, they also concluded a diversion was a better option at that time. The highest annual total for such events was nine, as recorded in 1956 and 1983. This TTF forecast that the fog would now remain until 0930. The issue of verifying the claimed record hot day on 23 September 2017 is compounded by the BoMs method of measuring temperatures in particular the absence of averaging over at least one minute which is standard for electronic probes. Section 5.1.1.9 of the MATS indicated that components of the FIS would be notified to relevant aircraft as soon as practicable after receipt by ATC. As previously stated, given the forecast conditions at Adelaide Airport, the flight crews of Velocity1384 and Qantas 735 were not required to carry fuel for an alternate. The fog occurred at about 0015 WST. 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]. 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. 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. Observations for Mildura (beta) Map View MetEye. Or is the right word illusionists? Water Data Online provides free access to nationally current and historical water information that is collected by the Bureau of Meteorology under the Water Regulations (2008). Maps and tables of average conditions for locations across Australia are also available. On the morning of the occurrence, the upper air wind flight at 0300 measured the 2,000 ft wind as being outside the fog formation envelope of the fog forecasting procedures. They say that they have conducted their own tests/comparison, and their electronic probe is comparable to mercury. Close menu. The flight crew of Qantas 735 conducted an instrument approach and landed below minima. The MATS, current as at 15 March 2007, indicated that FIS was to be provided to all aircraft that were being provided with an ATC service, or were otherwise known to the relevant ATC unit. Please contact theSESfor further support and information about how to best prepare. Slight chance of a shower. If you are using these pages, you are deemed to have understood the important information in these notes. You should read the important information in these notes. Western Standard Time (WST) was UTC + 8 hours. On the same morning, another B737 aircraft, registered VH-VYK and operated by Qantas Airways Limited, was conducting a scheduled passenger service from Sydney, New South Wales, to Adelaide. VIC Weather & Warnings; Warnings Summary; Forecasts; Melbourne Forecast; . Sun 27 Nov Mildura. 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. 1 tank is integral with the left main wing, the No. They could, however, access the weather if requested by flight crew or for their own information. As there were no operational requirements due to the forecast weather, the flight departed Perth without fuel for a diversion to an alternate airport after an approach at Sydney. Other sections of the information paper repeated the information that was contained in the AIP. The third method was an article in the Flight Safety Australia magazine, March-April 2009 edition. Ltd. and Qantas Airways Ltd. BoM weather radar, satellite and synoptic charts. At 0938, a LOW FUEL QTY Tank 2 message was recorded on the FDR, with 880 kg remaining in the No. These included a number of amendments in June 2007 and another in March 2009, which are discussed below. The FO of Velocity 1384 raised the TEMPO as an issue with the captain; however, at that time the captains attention was on another matter and the TEMPO was not discussed. The initial public version of these safety issues and actions are repeated separately on the ATSB website to facilitate monitoring by interested parties. The flight crew of Qantas 735 queried the fog at Adelaide Airport with the en route controller in the sector prior to Tailem Bend, at around 0816. The adjustments only ever go one way. 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. The crew of Velocity1384asked for an appreciation of the weather and were told by the Dash-8 crew that at the minima, they couldnt see anything. During the flight, the conditions deteriorated below those forecast for the area, requiring a diversion first to Leinster, where the conditions were worse than forecast. This included the 0800 TTF, which indicated fog that was predicted to clear at 0900. At 0816, the crew of Qantas 735 received information about the current conditions at Adelaide. However, it can be difficult to differentiate between fog and low cloud when using satellite imagery. However, it is also worth noting that the on-request service is workload dependent, and is therefore not guaranteed. This resulted in local emergency services being contacted to initiate a response to the arrival of Velocity 1384. 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. In this occurrence, the forecast extension of the fog at Adelaide occurred after DPA, which limited the available options. The ATSB has been advised of the following proactive safety action in response to this occurrence. Airservices advised that monitoring of a flight will increase if flight crew declare an emergency. The CVR recorded discussion between the crew about the position of the fuel pumps and crossfeed valve. They had been situated within Virgins operations control centre, initially as a BoM employee, before joining a private company providing the same service to Virgin. Manual checking a Mercury thermometer is not my job. - Displayed until quantity is increased to 1,134 kg (2,500 lbs). State and regional weather forecasts, current conditions, Bureau of Meteorology warnings, radar and satellite animations During the investigation, the ATSB became aware that the En Route Supplement Australia (ERSA), which is a supplement to the AIP, and the Jeppesen Australian Airways Manual contained incomplete information on hazard alerting. 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. There was a slight improvement before it again reduced below 1,000 m at 0959, remaining there until 1026 when there were further fluctuations. Velocity 1384 departed Brisbane, Queensland at 0638 Eastern Standard Time[1] and had six crew and 85 passengers on board. This decision took into account the observations at Mildura, which indicated the weather there was suitable for landing. 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. Mildura was equipped with an Aerodrome Weather Information Service (AWIS) from which pilots could normally access current weather reports. A draft of this report was provided to the flight crews of Velocity 1384 and Qantas 735, Airservices Australia, the Bureau of Meteorology, the Civil Aviation Safety Authority, Virgin Australia AirlinesPty. 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. 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. After obtaining further information from the crew, ATC initiated an alert phase and at 0958, after contacting the crew again, ATC activated the Mildura Airport emergency procedures. Mildura Observations. Additionally, a review of forecast retrievals for the period up to 2 hours prior to arrival found that 0.09 per cent of the time weather predicted above the alternate minima actually deteriorated below the landing minima. Their arrival at Mildura Airport in the now deteriorated weather meant that they had insufficient fuel to divert to another airport. Broadcast system components comprised a ground- or spacebased transmitter, an aircraft receiver and a portable or installed cockpit display device. Figure 4: Location of the fuel quantity indication on the upper display unit (circled in yellow), Figure 5: Fuel quantity display in detail with an explanation of the LOW FUEL, FUEL CONFIGURATION AND FUEL IMBALANCE indications. They were provided with two routine (METAR) reports for Mildura, which indicated conditions were suitable for an approach, with cloud above the landing minima and visibility in excess of 10 km. 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. 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. This speaks volumes about their integrity and character. The flight crews of Velocity 1384 and Qantas 735 had insufficient fuel to divert to another airport once they arrived at Mildura. Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. VOLMET provides meteorological information for Australian major international airports and Townsville via high frequency (HF) radio transmission. The FOs relevant aeronautical experience is outlined in Table 4. Table 6: Categories of ILS and required minimum cloud ceiling and visibility in which: The low visibility/autoland capability can be divided into two levels, defined as fail passive or fail operational. The lower minima for the RNAV GNSS approach was based on the higher accuracy possible with GPS (GNSS) tracking. Ltd. (Virgin). The crew of Qantas 735 applied a revised minimum to the approach that was 200 ft lower than that published. This TAF forecasted visibility in excess of 10 km and scattered cloud at 3,000 and 5,000 ft. No significant weather was listed on the TAF and no indication of low cloud or fog was given. Other formats To print this page, get the PDF version (one page, 45 kb ). I suppose we should not be surprised when the public service employs nohopers and pays them better than those sharp shooters in industry. In relation to forecasts and warnings, the ASH outlined a framework for prioritising tasks. I am shocked that as late as the 90s and 2000s they were not taking every precaution in preservation of a national and world treasure. This workload was related to the five inbound aircraft, all of which required traffic information on each other, and other aircraft within the Mallee sector. AIP GEN Section 3.3.1 stated that FIS will be provided whenever practicable to all aircraft that are known to be affected by the information. At this time the aircraft was about 156 NM (289 km) to the east-north-east of Adelaide Airport. Good to see you still plodding on with this Jennifer. This included clarification of the minimum requirements of the service provided (i.e. Shortly after both crew initiated a diversion to Mildura, the BoM released an amended TAF for Mildura, removing the TEMPO requirement. Perhaps they need to be asked the exact correct question and will give nothing away helpfully. These broadcasts normally cease either after 1 hour or after an updated MET product or NOTAM is available, whichever occurs earlier. In response the forecaster contacted the BoM observer located at Mildura Airport. It is broadcast automatically and continuously and contains information required for takeoff and landing. Had the 18 kg of fuel in the No. A further amended TAF was issued for Mildura at 0952 and covered the period 10002200. 2 main wing tank been consumed, the position of the crossfeed valve at OPEN would have ensured fuel was supplied to both engines from the No. The meteorological information obtained from an Aerodrome Weather Information Service (AWIS) is operationally equivalent to that provided in routine (METAR)/special weather (SPECI) reports. 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. Unless otherwise indicated, all times in this report are quoted in EST. As such, they did not always represent a significant or unforecast deterioration. The United States (US) AIP that was current at the time of the occurrence listed the various areas of FIS that were provided to pilots in the US. 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. At 0844, when Velocity 1384 and Qantas 735 were both on the Tailem Bend sector frequency, the controller provided the following information: Qantas seven-thirty-five and Velocity thirteen-eighty-four you are probably both aware of the weather in Adelaide at the moment. This field is for validation purposes and should be left unchanged. See more current weather. It allows for completion of the ILS and autoland following failure of any single system component after a specified alert height as determined by a number of safety parameters. At 0953, Velocity 1384 informed ATC that they would have to declare a fuel emergency in 10minutes. 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. [19] At that time, they were about 150 NM (278 km) south-west of Brisbane. 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. similar occurrences to that at Mildura in June 2013. encounter with unforecast weather, including VFR flight into instrument meteorological conditions. At 0916, an air ambulance pilot who was departing Mildura Airport made a call to the Mallee sector air traffic controller, who was responsible for the airspace above Mildura. 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. 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. Please use Mid Murray 2% AEP depths (m . The aircraft was refuelled and the flight returned to Darlot once conditions improved. These included in the areas of: A review of the ATSB occurrence database was conducted for the period January 2009March 2015 in order to determine the number of unforecast weather occurrences reported in this time. Unit Settings . However, based on the reports of significantly better weather at Mildura, a diversion to that airport was assessed as preferable to continuing to Adelaide. 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. What was unusual about the occurrence involving the A320 was that the advection of fog moved in from the north at a greater speed than the surface wind. Figure 6: Overview of the Automatic Weather Station outputs and end user products. The meteorological conditions at Adelaide Airport deteriorated below the landing minima while Velocity 1384 and Qantas 735 were en route to Adelaide. This decision was passed to the crew of Qantas 735. Slight chance of a shower. 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. A review of Trend Forecast services was undertaken through a consultative process with the aviation industry and the Australian Defence Force. This was despite the fact that the AWIS was not broadcasting, as communicated in the NOTAM. BoM records at the time showed that Adelaide Airport averaged 4.9 fog events per annum. - Displayed until any imbalance is reduced to 91 kg (200 lbs). This information included the current TAF at the time the crew diverted to Mildura, which forecast a TEMPO period of low cloud covering their planned arrival time. Airservices advised that this was because diversions are common and controllers are encouraged not to become involved in pilot decision making. That is, if information about a weather deterioration was received from the BoM, and if flight watch personnel workload permitted, the information was passed to the flight crew. 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. Due to unforecast weather in Adelaide, both aircraft diverted to an alternate airport at Mildura, Victoria. Moderate Flood Warning For The Herbert River Strong Wind Warning for Leeuwin and Albany coasts. Mildura, Victoria January 2023 Daily Weather Observations IDCJDW3051.202301 Prepared at 00:36 UTC on Monday 16 January 2023 Source of data Observations were drawn from Mildura Airport {station 076031}. The aircraft was not fitted with HGS. It is a bit hard to fathom. The arrival time of Velocity 1384 was planned for 0920, which was after the forecast clearance of the fog. These occurrences were investigated by the ATSB website and are detailed below. As such, the TTF was not passed to the flight crew. Check and double check, review and test it. When opened, a cross-feed valve located in the centre tank and controlled by a switch on the cockpit forward overhead panel allows both engines to be supplied from one wing tank. Copyright 2014 - 2022 Jennifer Marohasy. 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). Flight planning was required to take into account the requirements for holding fuel in lieu of the requirement to nominate an alternate. This imbalance was likely the result of the crossfeed valve being opened by the crew. Consistent with international practice, the provision of FIS relies on flight crew having a clear understanding of their role and primary responsibility to actively seek and update operational information to assure safe flight. The declaration of an emergency, including due to insufficient fuel, enables ATC to understand the nature and extent of the situation. Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled flights to Adelaide, South Australia. please use the search box to find your location and then click "set as my default location" on the local weather page. More particularly, they indicate specific times when weather information was issued by the Bureau of Meteorology or Airservices Australia. In response to this occurrence, Airservices advised that they would work with the Bureau of Meteorology to explore feasible options to provide information on significant deteriorations in weather conditions to address the very high frequency radio range limitations of the automated broadcast services. This included the 0800 TTF, which indicated the fog would dissipate by 0900. In order to access information from an AWIS, an aircraft needs to be within VHF range. Cloud cover is normally reported using expressions that denote the extent of the cover. 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. The signal transmitted does not include inherent directional information. In addition, changes regarding the 60minute time period in which amended aerodrome forecast information would be broadcast to aircraft that are being provided with an ATC service, aligned the MATS to the International Civil Aviation Organization (ICAO) Regional Supplementary Procedures. Given the speed at which it developed, the fog was forecast to lift in about 12 hours. As such, no analysis or findings are included in this update. At 0918, just after Velocity 1384 transferred to this frequency, the controller for this sector informed them of four other aircraft due to arrive at Mildura around their arrival time, which included Qantas735. Additionally, in this occurrence, the observations showed the weather at Mildura was better than forecast at the time the diversion was initiated. https://notalotofpeopleknowthat.wordpress.com/2018/02/16/us-big-freeze-is-adjusted-out-of-existence-by-noaa/ Potts, R, Boneh, T, Manickam, M, Miao, Y, Newham, P & Weymouth, G. Application of Bayesian Networks for fog forecasting for aviation in Australia. #5 of 11 B&Bs / Inns in Mildura. The meteorological information obtained from an AWIS is operationally equivalent to that provided in routine observations (METAR) and SPECI reports. The chance of a thunderstorm, possibly severe. Conversely, if the aircraft is a distance away (eg one hour) the observation should be viewed with caution. The captain reported hearing this information but did not pass it to the FO on their return. As the aircraft approached Adelaide, fog reduced the visibility at the airport to below the minimum required for landing. Time: 1011 EST Velocity 1384 on final approach to runway 27 Mildura, lands at 1014 EST. While this is theoretically possible, to know if it is being achieved in practice it is necessary to analyse parallel measurements i.e. As part of that process, each organisation was asked to communicate what safety actions, if any, they had carried out or were planning to carry out in relation to each safety issue relevant to their organisation. The estimated time of arrival at Adelaide was 0920. In such cases there is a residual risk that the aircraft may be compelled to land in conditions below the landing minima. The FOs roster showed that 16 and 17 June 2013 were rostered days off. The report on the Review of the Trend Forecast was released for comment on the 29September2015. 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. 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