bom mildura observations

set your location This TAF included a forecast for mist and a 30 per cent probability of fog, a forecast visibility of 500m and broken cloud at 200 ft AGL for 2 hours. The observer advised the forecasting office that the mist and subsequent fog arrived rapidly from the south. If you are after long-term averages relevant to Mildura, Victoria, look at the tables for Mildura Airport or Mildura Post Office. This supports the assessment that the fog would clear rapidly at Mildura. 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. 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. This is just the most obvious of many electrical noise possibilities. They further noted that they would not expect crew to conduct a fuel imbalance check during a fuel low situation, such as the occurrence flight, unless a fuel leak was suspected or identified. The Aeronautical Information Publication (AIP) Australia states that the pilot in command is responsible for in-flight fuel management. . 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. Despite this, it was still providing data to the BoM that was generated by the Mildura Automatic Weather Station. 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. In order to access information from an AWIS, an aircraft needs to be within VHF range. As the aircraft neared Adelaide, the BoM issued another TTF at 0900. During the telephone call with the company meteorologist, the BoM supported the content of the 0800 TTF that the fog would clear at 0900. However, they further stated that a pilot is able to use both a valid forecast and observation information. In line with Airservices Australia (Airservices) procedures, as Mildura broadcast weather information via an Aerodrome Weather Information Service (AWIS)[7], the controller responsible for this sector was not automatically-provided with the SPECI reports at their console. It also indicated that the provision of ATC-initiated FIS would be generally limited to aircraft within 60minutes flight time of the condition or destination at the time of the receipt of the information by ATC. Please use Mid Murray 2% AEP depths (m . The captain reporting obtaining about 6.5 hours sleep the night prior to the occurrence and being well rested. These findings should not be read as apportioning blame or liability to any particular organisation or individual. 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. User Guides Weather Link to Mildura Observations on BoM, or for more detailed weather and climatic conditions log in to Order Water. This airport was also affected by unforecast fog and low cloud at the time of their arrival. Web. Overall, given the intent of the supporting systems, the individual actions were predominately reasonable for the information the individuals had at the time. Provides access to Australian weather forecasts, weather observations, flood warnings and high sea forecasts from each state and territory provided by the Bureau of Meteorology. For further information on the history of the changes to FIS and hazard alerting, see appendix D. The AIP GEN 3.5 section 11 contained information for pilots in relation to broadcasting an air report (AIREP). It stated that FIS was to include operational information about meteorological conditions and hazard alerts. As a result, the crew then diverted to and landed at Wiluna. In relation to the use of observation reports for in-flight planning, CASA noted that weather observations are not a legal instrument to determine if an alternate should be held or for fuel planning, unless the observation has a trend appended to it (eg TTF). 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. The recorded ATC information from the occurrence show that the Mallee controller did broadcast a SPECI to all aircraft inbound to Mildura; however, this did not occur until 0936. If there is no AWIS, or it is a major airport, ATC will advise the availability of a SPECI report as FIS, workload permitting. 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. After the amended TAF was issued, the BoM meteorologist located within the National Operations Centre at Airservices Australia (Airservices) rang the relevant BoM forecaster to discuss the conditions at Mildura Airport. This included the 0800 TTF, which indicated the fog would dissipate by 0900. Review of Flight Watch/Following activities across several carriers to obtain best practice for this activity Virgin America and Westjet were visited. The action by the crew of Qantas 735 at 0816 to seek additional information from ATC in relation to the clearance of the fog at Adelaide was to inform their decision-making as they approached the DPA. Mildura Weather. A review of the ATSB occurrence database showed that in the vast majority of cases, once aware of any non-normal situation, controllers initiated appropriate action to support flight crew. Airservices advised that this was because diversions are common and controllers are encouraged not to become involved in pilot decision making. Notwithstanding this industry view, there is a requirement for pilots to obtain all relevant weather information inflight to aid operational decision making. At about 0951 the fuel imbalance reached a maximum of 573 kg, before reducing as the fuel quantity in the No. Unforecast fog developed at Sydney Airport after the aircraft passed the flight planned last point of safe diversion, which had been based on a diversion to Melbourne. VH-YIR was fitted with satellite communications (SATCOM) equipment that supported telephone and ACARS equipment. As with the broadcast of weather observations via ATIS, an AWIS does not append the words METAR or SPECI to weather observations that are broadcast via AWIS. They also cautioned that observations should only be used if the arrival time was proximal to the observation and, if the forecast indicated conditions below minima, the forecast would have precedence over observations. 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. Specifically, while one-minute averaging of one-second readings is standard across the world (e.g. At 0918, a special weather report (SPECI) observation was issued for Mildura, listing the cloud as broken at 200 ft, and visibility in excess of 10 km. Unless early consideration was given to a return to Adelaide Airport for an emergency autoland approach, a landing below minima at Mildura Airport was the only option at Mildura Airport. It is also worth noting that the separation workload is generally greater than normal when weather disrupts the usual flow of traffic. Although only one component of ABS, AWIS is the most prevalent ABS supporting nonmajor airports in Australia. The BoM, however, claims that temperature measurements from electronic probes are nevertheless comparable with measurements from mercury thermometers because the BoMs purpose-designed probes closely mirror the behaviour of liquid-in-glass thermometers, including the time constant. other aircraft and ATS units, if considered of operational significance. 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. This forecast predicted: Given their available fuel, the crew of Velocity 1384 determined that they needed to commence an approach just after 1000 to allow for a second approach if needed. Centralised Aerodrome Weather Information Service (C-AWIS) Project (completion expected 2015/16 FY). Information for Wentworth Shire Council residents is availablehere. 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. 0. The captain had a day off on 16June2013. The captain obtained the TAF for Leinster, which was about 30NM (56km) to the west of Darlot and, after determining it was suitable to do so, nominated Leinster as the alternate aerodrome. Pilots are reminded of their responsibility for collecting all relevant information to support inflight decision making. Hazard alerting was removed from the list of FIS elements and the definitions of what constituted a hazard alert were removed from the AIP. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); To get in touch with Jennifer call 0418873222 or international call +61418873222. It was also fitted with a Head-up Guidance System (HGS), which is located on the captains side. Broadcast system components comprised a ground- or spacebased transmitter, an aircraft receiver and a portable or installed cockpit display device. As a result, the crews were compelled to land at Mildura in conditions below the minima permitted for landing, with Velocity 1384 also landing below their required fuel reserves. This included the 0800 TTF, which indicated fog that was predicted to clear at 0900. The controller then offered to gather further information for the crew of Qantas735but indicated there would be a slight delay in doing so. LOW VIS PROCSWND: 360/5, MAX DW 5 KTS.VIS: 500M IN FOGCLD: FEW015TMP: 7.QNH: 1021, SPECI YMIA 172318Z 22004KT 9999 BKN002 SCT041 08/06 Q1019RMK RF00.0/000.0, SPECI YMIA 172328Z 21006KT 5000 BR BKN002 07/07 Q1019RMK RF00.0/000.0, SPECI YMIA 172330Z 21006KT 3300 BR BKN002 07/07 Q1019RMK RF00.0/000.0, SPECI YMIA 172332Z 20007KT 2100 BR BKN002 07/07 Q1019RMK RF00.0/000.0, SPECI YMIA 172348Z 19007KT 0900 FG OVC001 07/07 Q1019RMK RF00.0/000.0, TAF AMD YMIA 172352Z 1800/181220007KT 3000 BR SCT003 BKN040BECMG 1800/1801 19006KT 9999 SCT030 SCT050PROB30 1800/1802 0500 FG BKN002RMKT 07 11 13 10 Q 1019 1019 1019 1020, SPECI YMIA 172356Z 21007KT 0400 FG OVC001 07/07 Q1020RMK RF00.0/000.0, SPECI YMIA 180000Z 20006KT 0300 FG OVC001 07/07 Q1020RMK RF00.0/000.0, SPECI YMIA 180011Z 20006KT 0200 FG OVC001 07/07 Q1020RMK RF00.0/000.0, cloud ceiling is measured from landing wheel height above the threshold and expressed as a decision height in feet. Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. Given the sleep obtained and rest opportunities available, it is not considered likely that FO fatigue was a factor in the occurrence. READ MORE. 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. The actual weather conditions encountered by the flight crews of Velocity 1384 and Qantas735 on arrival at Mildura were below landing minima and significantly worse than the aerodrome forecast and weather reports used by both flight crews to assess its suitability as an alternate destination to Adelaide. The Velocity 1384 FO replied that they were in the same boat but, after discussion between the captain and FO of Velocity 1384, they elected to hold and allow Qantas735to continue with the approach. On 18 June 2013, two Boeing 737 aircraft, VH-YIR operated by Virgin Australia Airlines Pty. The crew of Qantas 735 heard Velocity 1384 broadcast their decision to divert to Mildura. As their planned arrival time was 0917, the crew elected to continue to Adelaide. For the 3 days preceding the occurrence, they advised going to bed by 2000. . In addition, pilots should note the potential benefits of informing the controller of a non-normal situation. At 1012, ATC initiated a distress phase. Decision making can be influenced by such factors as workload and stress (Li, 2011; Harris & Li, 2015). A standard ground aid to landing, comprising two directional radio transmitters: the localizer, which provides direction in the horizontal plane; and the glideslope, for vertical plane direction, usually at an inclination of 3. 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. Why would you not have the 5 year comparison data available for validation or comparison? In the US, FIS is available from four types of service providers and operates independently of ATC, but in some cases will be a Federal Aviation Administration (FAA)operated service. This service was structured to support the responsibility of pilots to obtain information inflight on which to base operational decisions relating to the continuation or diversion of a flight.. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. This showed that Qantas 735 could hold until about 1020, 10minutes short of the requirement. The FO mentioned the TEMPO during the crews discussion of the diversion to Mildura; however, at that time the captain was conducting a separate calculation and the crew did not discuss the TEMPO requirements any further. 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. The size of the change was assessed as small and the magnitude of the change as reasonable. The controller on duty on 18June2013had 9 years of experience in the operations department at Virgin. 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. A review of the relevant ATC recorded radio communication identified that the first opportunity was at 0816, when the crew of Qantas 735 requested further information from ATC regarding conditions in Adelaide. Meanwhile, if we consider the residual available parallel data the very hottest days according to readings from the electronic probe (30 November 2012, 18 January 2013, 5 January 2013, 8 January 2013, 6 January 2013, 1 December 2013, highest to lowest) have no equivalent reading from a mercury thermometer. The crew of Velocity 1384 reported using the observation reports to confirm their understanding of Milduras suitability as an alternate destination. Potts, R, Boneh, T, Manickam, M, Miao, Y, Newham, P & Weymouth, G. Application of Bayesian Networks for fog forecasting for aviation in Australia. Virgin and Qantas each had a fuel policy within their operations manual, which specified the minimum fuel required, including the necessary fixed fuel reserves. Primarily this will be achieved through the on-request service, supplemented by the ATC-initiated FIS when possible. As a result, the crew elected to conduct a missed approach. The 0954 amended TAF was passed to Mildura traffic by the Mallee controller once it was released by the BoM. At 0700, the Bureau of Meteorology (BoM) issued an updated aerodrome forecast (TAF)[3] for Adelaide, which indicated a 30 per cent probability of fog developing. You should read the important information in these notes. As such, both crews were able to land under the provisions of CAR 257(5). In a temperature controlled environment, with rapidly falling and rising temps it would be possible to demonstrate the lags caused by the thermal mass of the thermometer. Table 3: Captains aeronautical experience. At around 0900, weather instrumentation at Mildura Airport started to indicate patches of low cloud around 400 ft AGL and a visual satellite image indicated a bank of low cloud south of the airport. 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. 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. 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. Do they do that at all? In addition, Virgins pilot weather requirements have been clarified and enhanced. Their arrival at Mildura Airport in the now deteriorated weather meant that they had insufficient fuel to divert to another airport. I have been smelling a rat for some years now. Specifically, weather conditions were observed below the landing minima 0.99 per cent of the time, and below the alternate minima about 2.6 per cent of the time at Mildura Airport between 2009 and 2013. Qantas maintained a sterile cockpit from push back until established above 10,000 ft above mean sea level in the climb. At the time Qantas 735 made this request, the flight crew of Velocity 1384 was on the same frequency, but remained unaware of the fog in Adelaide until they were alerted by the Tailem Bend controller. The aircraft tracked to the north-east of the aerodrome and the crew informed ATC that they would conduct an instrument landing system (ILS) approach to runway 23 and then land using the aircraft's autoland system. Section 10.2.4 contained the caveat that: It should be remembered that the controllers primary function is to provide safe separation between aircraft. The FO reported their recent sleep as normal and that they obtained about 7.5 hours sleep the night before the occurrence. For the deterioration at Adelaide, ATC did not need to use the Hazard Alert prefix as the deterioration was in a current meteorological product. Mildura was equipped with an Aerodrome Weather Information Service (AWIS) from which pilots could normally access current weather reports. The March 2009 changes to the AIP were communicated to the aviation industry by three methods. Based on this information, the forecast for TEMPO conditions was continued. The section went on to state the prevention of collisions and expediting of traffic will take precedence over this service. With 1,500 kg of fuel remaining, the aircraft landed without incident in the fog with 250350 m visibility. The AIP indicated that a hazard alert would be broadcast on appropriate ATC frequencies during the 60-minute period following the onset of the hazardous conditions, or would be directed to those aircraft in continuous communications with ATC within 60 minutes flight time of the hazardous condition. 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. 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. The MATS also contained a section dealing with the provision of a hazard alert service. Conversely, if the aircraft is a distance away (eg one hour) the observation should be viewed with caution. An AWIS provides actual weather conditions, via telephone or radio broadcast, from an automatic weather station. Web. As both aircraft were committed to landing at Mildura by this time this would not have influenced the occurrence. Velocity1384 landed at Mildura at 1014, in fog conditions. 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. 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. However, the information that was passed to ATC in that report did meet the conditions listed in AIP for broadcast by a pilot. These requests are actioned automatically and do not require flight following staff input. As such, it could not be used for arrivals at Mildura prior to 1000. Perceived conflict information between TAF and TTF as TAF can mention probabilities of 30 and 40 per cent, whereas TTF is a forecast of the most likely outcome over the next three hours. Had the 18 kg of fuel in the No. In accordance with the core standards and recommended practices outlined in Annex 3, the BoM had implemented a quality management system that was certified in accordance with the standards contained in AS/NZISO9001:2008. This was the forecast that was available to the crews of Velocity 1384 and Qantas 735 at their times of departure and used for flight planning. 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. The CVR recorded discussion between the crew about the position of the fuel pumps and crossfeed valve. Given the nature of the emergency, this allowed the crew to land despite the low visibility conditions. 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. Mildura Airport had an AWIS that was normally capable of broadcasting on VHF. However, on the day of the occurrence, a NOTAM was in place advising that the broadcast function of the Mildura AWIS was unserviceable. During the missed approach, the crew noticed that the threshold area of runway 05 was clear and requested an immediate visual approach to runway 05 before the fog drifted further to the southwest. These are useful, for example, for identifying fog and low cloud, which may not be visible in thermal infrared images because it has a similar temperature to the ground below. As a result, neither crew was required to carry additional fuel to that calculated for the flight to Adelaide, which included the mandatory fuel reserves. 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. These requests for forecasts and observations ceased when Qantas 735 reached holding waypoint BLACK. You should read the important information in these notes. This fog was included on the Adelaide Airport trend forecast (TTF) that was issued at 0800 but was forecast to clear by 0900. Weather delivered differently. Short haul domestic operations, particularly those under 90 minutes duration, were provided with updated weather and operational information on a workload permitting basis. This imbalance was likely the result of the crossfeed valve being opened by the crew. The BoM forecaster replied that they believed the fog would clear as stated in the TTF. This was my thought exactly after reading Jennifers Spectator article. 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. 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. 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. They discussed the conduct of a sighting approach to ensure the aircraft was aligned with the runway from the RNAV GNSS approach. While runway 16 at Melbourne Airport met the requirements of flight instrument procedures requiring autoland capability, on the morning of the occurrence, the forecast for Melbourne was for low cloud and a 30 per cent chance of fog until 1000. the development of fog depends on factors that are not well understood, fog is relatively uncommon at most airports, the required accuracy of the forecast is high. At 0946 the crew of Qantas735broadcast that they had landed at Mildura. On 7 June 2007, amendment 51 of the AIP redefined the elements of an FIS by adding an ATCinitiated FIS and removing the Hazard Alert Service. The BoM reported that their assessment of Mildura at around 0830 showed that low cloud was more likely to occur than fog. Consistent with the requirements of the MATS, as Mildura had an AWIS, which was an element of the Automatic Broadcast Services (ABS), the SPECI reports derived from the AWS were not sent to the Mallee controllers console. In support of this decision, the flight following personnel understood that as this flight was not being actively flight followed, the flight crew would, as part of their normal responsibilities, be actioning any weather updates. 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. As the Mildura AWIS was not broadcasting, application of the lower minima could only be applied if the actual QNH was obtained from ATC. Cloud cover is normally reported using expressions that denote the extent of the cover. The crew decided to conduct an autopilot-coupled approach with automatic landing, as fog was also present at Edinburgh Airport, rendering that airport unsuitable as an alternate. The definitions of what constituted a hazard alert were removed from the of. 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In to order Water TEMPO conditions was continued there would be a slight delay in doing so liability to particular. For collecting all relevant information to support inflight decision making stress ( Li, 2015.! Supported telephone and ACARS equipment as normal and that they obtained about hours! It should be remembered that the controllers primary function is to provide safe separation between aircraft office... The captains side look at the time of their responsibility for collecting all relevant weather information service C-AWIS. Their arrival Victoria, look at the bom mildura observations for Mildura Airport or Mildura Post office under the provisions CAR. This is just the most prevalent ABS supporting nonmajor airports in Australia and... Likely the result of the requirement reminded of their arrival reading Jennifers Spectator.! This will be achieved through the on-request service, supplemented by the Mallee controller once was. 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