(Weather station: Mildura Airport, Australia). 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. The order of precedence in the provision of FIS by controllers was indicated as: Where air traffic service units provide both flight information and air traffic control services, give precedence to the provision of air traffic control over flight information, unless doing so would compromise safety. The report on the Review of the Trend Forecast was released for comment on the 29September2015. Light winds. 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. 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. 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. At the time that Velocity 1384 and Qantas 735 switched to the Tailem Bend frequency, the last enroute frequency before Adelaide Approach, the controller queried both crews awareness of the fog at Adelaide Airport. At 0939 the crew of a Qantaslink Bombardier DHC-8 aircraft (Dash-8) broadcast to traffic at Mildura that they were conducting a goaround. Taking into account their recent duty and rest opportunities, it is considered that FO fatigue was not a factor in the occurrence. At about 0630 on 18 June, ATC at Parafield and Edinburgh Airports, to the north of Adelaide, began to advise BoM forecasters that visibility was reducing in fog. 26 February 2013 the recording for the probe is 37.3, while the mercury thermometer recorded 36.9 on the A8 form). imagine a nearby lightning strike producing a believable pulse. The estimated time of arrival at Adelaide was 0920. Mildura 14 Day Extended Forecast. Im of the view, having casually observed the BoM 7-day forecasts vs actuals during this summer that theres a constant 2C to 3C over-forecast by the BoM to the point that it has become a bit of a joke in our household. The FO of Velocity1384confirmed that this was consistent with their understanding of the Virgin flight following service for domestic operations. 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. Review of Flight Watch/Following activities across several carriers to obtain best practice for this activity Virgin America and Westjet were visited. This map will be updated as more accurate modelling becomes available. The chance of a thunderstorm later in the day. IDCJDW3051.202211Prepared at 16:01 UTC on Monday 16 January 2023. The day previously (17 June 2013), the FO was on stand-by without being called out. A further amended TAF was issued for Mildura at 0952 and covered the period 10002200. The meteorological conditions at Adelaide Airport deteriorated below the landing minima while Velocity 1384 and Qantas 735 were en route to Adelaide. However, the information provided by an AWIS is generated from the associated automatic weather station (AWS), which is the same data source used by BoM to create a METAR or SPECI report (Figure6). The captain had a day off on 16June2013. They considered this was a sufficient buffer if the fog did not clear by 0900. The flight crew of Qantas 735 asked ATC if this improvement appeared likely as forecast and, as a result, the en route controller contacted Adelaide Tower to ascertain the current conditions. Western Standard Time (WST) was UTC + 8 hours. The aircraft was not fitted with HGS. The second opportunity occurred at 0838, when ATC updated Qantas 735 on the conditions at Adelaide. These included that at all times inflight onboard fuel shall not be less than: The Pilot In Command is required to assess, prior to DPA [Designated Point All Engines Operating] based on a Suitable Airport, that the above Minimum Mandatory requirements will be met at DPA. Virgin and Qantas each had a fuel policy within their operations manual, which specified the minimum fuel required, including the necessary fixed fuel reserves. The BoM reported at the time that this was not unusual, as records showed that in the previous 20 years, fogs formed at both Adelaide and Edinburgh on about 50 per cent of occasions that it was forecast, with Edinburgh proving to be the greater risk. In addition, dissemination of the AIREP to both Velocity 1384 and Qantas 735 when they came on frequency would have ensured they were aware of the deterioration at Mildura prior to arriving overhead the airport. A second review of the ATSB occurrence database was conducted to examine the level of assistance provided by ATC to flight crew and identify any systemic issues. The reviews, and subsequent procedural amendments, resulted in a number of changes in the way in which SPECI reports were handled by the air traffic control system and the way in which this information was relayed to pilots in flight. This airport was also affected by unforecast fog and low cloud at the time of their arrival. Weather avoidance assistance was also available from ATC in the US. Phone:(03) 5018 8100 Bureau Home > Radar Images > 128 km Mildura 5 min Rainfalls. The FO replied that they did not have the fuel to proceed anywhere else. That is, conditions that were forecast to be below the alternate minima, were actually observed to be above those minima. Oh dear Dr Marohasy, BoM must be triggered by this post: https://thewest.com.au/news/weather/bureau-of-meteorology-staff-step-up-industrial-action-ng-b88757610z. The following nonroutine events were examined: The time period for this review was July 2008 to December 2013. The aircraft landed on runway 27 with the required fuel reserves intact and the crew reported that the runway was visible once they descended below the cloud. They reported to Airservices that this was due to high workload at the time, and a consideration that the information in the pilots report did not differ significantly to the forecast TEMPO conditions. 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. 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. In terms of their in-flight decision making, it is reasonable to expect that such requests would occur prior to a decision point or point of no return. Further information in the MATS stated: Unless the destination is within a control zone, it is the responsibility of the ATS unit within whose area the destination aerodrome is situated to distribute Hazard Alert information relating to the destination. Link to Mildura Observations on BoM, or for more detailed weather and climatic conditions log in to Order Water. Web. This aircraft, registered VH-VYK and operated by Qantas, was en route from Sydney, New South Wales to Adelaide before also diverting to Mildura. The safety issue identified during this investigation is listed in the Findings and Safety issues and actions sections of this report. It is also possible that the transient came from electrical noise and not temperature at all. Observations for Mildura (beta) Map View MetEye. 1 main wing tank. Area Average Intensity . The approach was being conducted in instrument meteorological conditions. This includes weather and operational information for the destination, which should be considered prior to a decision point or point of no return. 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). Li, WC 2011, The causal factors of aviation accidents related to decision errors in the cockpit by system approach, Journal of Aeronautics, Astronautics and Aviation, Series A, 43, pp. Given the sleep obtained and rest opportunities available, it is not considered likely that fatigue was a factor in the captains performance in the occurrence. Mildura Get weather for: Search You do not have a default location set To set your location please use the search box to find your location and then click "set as my default location" on the local weather page. It is also not necessarily fitted in smaller jet and nonjet aircraft. Madden Avenue Service Centre108 Madden Avenue, Mildura VICAustralia By the time that clearance was available, the remainder of the runway was obscured by fog. This included broken cloud at 600ft above ground level (AGL), which was below the alternate minima for Mildura. Wimmera Mallee Rainfall and River Conditions map, *Note - all levels are measured using the Australian Height Datum (AHD). A further article in the Flight Safety Australia, MarchApril 2012 edition, outlined the provision of ATCinitiated flight information services. 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. With 1,500 kg of fuel remaining, the aircraft landed without incident in the fog with 250350 m visibility. This assessment resulted in the controller passing the latest SPECI for Mildura to all of the aircraft on frequency at 0935, which included Velocity 1384 and Qantas735. In addition, once the controllers workload decreased, they commenced passing the latest SPECI and amended TAF information to aircraft at Mildura. Readmore. At 1130, the visibility had increased to greater than 10 km and the cloud was now listed as few at 300 ft. Further information on the Adelaide and Mildura forecasts and observations is in appendixC. The ICAO Annex 3 Meteorological Service for International Air Navigation does not permit the inclusion in a TAF of a probability of less than 30 per cent that a weather phenomenon, such as fog, may occur during the forecast period. Indeed, while it would seem reasonable to assume that there would be dozens of reports detailing the results from such parallel studies none have been made publicly available. A review of recorded radio communication between Qantas 735 and ATC identified that this frequency was also being monitored by the crew of Velocity1384 at this time. The ATSB also found that the forecasting process at Mildura Airport appeared to be conservative, with a high false alarm rate. On the day of the A320 occurrence, moisture levels were higher to the north of Adelaide, with fog forming at Edinburgh at 0730. I wonder if this isnt a psychological ploy to train people to over estimate temperature 30C is going to feel like 33C all the time, phew its hot ! The objective of this service is to contribute towards the safety, regularity and efficiency of air navigation. For in-flight FIS, the service consisted of three elements: ATC-initiated FIS allowed for the provision to crews by ATC of pertinent operational information. On 6 April 2004 an Airbus A330 aircraft landed on runway 34L at Sydney Airport in weather conditions that were below the applicable landing minima. The changes were specifically introduced to reduce controller workload. Given the 2-minute time period between the air ambulance pilots report of the deterioration and the production of a SPECI, the opportunity for a hazard alert to incoming aircraft was effectively negated. Web. 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. Only one caller was able to access the AWS via phone at any one time. in India, UK, Germany, Holland, Switzerland, Saudi Arabia and Kuwait) the BoM records the instantaneous highest one-second readings from a probe as the maximum temperature for that location for that day. The CVR recorded discussion between the crew about the position of the fuel pumps and crossfeed valve. The BoM reported that fog was not included in the 0700 TTF as the surface winds did not support the formation of fog. Centralised Aerodrome Weather Information Service (C-AWIS) Project (completion expected 2015/16 FY). The FO reported their recent sleep as normal and that they obtained about 7.5 hours sleep the night before the occurrence. This was in response to the 0800 TTF that showed fog with a predicted improvement from 0900. The sources of information during the investigation included: Endsley, M 1997, The role of situation awareness in naturalistic decision making, in C Zsambok & G Klein (Eds.) Tropical Cyclone Freddy possible over Coral Sea, Sydney ends near-record run below 30 degrees. In. After the aircraft reached top of climb and the sterile cockpit period ended, flight watch sent a message via the aircraft communications addressing and reporting system stating that the amended TAF now indicated a 30 per cent chance of fog, providing an overview of the conditions at Adelaide Airport and advising that the TTF forecast no significant change during its validity period. Non-normal procedures that are deemed time critical contain memory items for actioning by the crew before referencing the QRH. The captain reported their recent sleep as normal. Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled passenger flights to Adelaide, South Australia. 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