The FOs roster showed that 16 and 17 June 2013 were rostered days off. 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. These findings should not be read as apportioning blame or liability to any particular organisation or individual. Table 1: Captains aeronautical experience. 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. In relation to the weather at Mildura, the ATSB found that the deterioration was significantly worse than originally forecast. The FO replied that they did not have the fuel to proceed anywhere else. This was the approach conducted by both Velocity 1384 and Qantas 735. In addition, the Adelaide aerodrome forecast (TAF) valid at the time retained a 30per cent probability that visibility would reduce in fog. Observations; Sydney Observations; All NSW Observations; Rainfall & River Conditions; VIC. While the BoM had additional sources from which to obtain information about the developing deterioration at Mildura Airport, including an on-site observer, this may not be the case for all airports. As both aircraft were committed to landing at Mildura by this time this would not have influenced the occurrence. In short, it appears that on the hottest days in Mildura during the period that manual readings were being taken after installation of the most recent probe no one was turning-up to take the manual reading from the mercury thermometer. View latest 64km, 128km, 256km, 512km, rainfall, doppler wind and satellite images. The investigation is continuing and will involve: The Australian Transport Safety Bureau acknowledges the traditional owners of country throughout Australia, and their continuing connection to land, sea and community. The pilot reported weather conditions at the airport for the information of inbound aircraft. In the meantime, Airservices has updated the Manual of Air Traffic Services to ensure dissemination of weather information from locations with an Automatic Weather Information Service should that service be unavailable. Velocity 1384 departed Brisbane, Queensland at 0638 Eastern Standard Time[1] and had six crew and 85 passengers on board. 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 automatic broadcast services did not have the capacity to recognise and actively disseminate special weather reports (SPECI) to pilots, thus not meeting the intent of the SPECI alerting function provided by controller-initiated flight information service. 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. 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. The ATSB examined the training and guidance material available to air traffic controllers relating to the provision of air traffic services. 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. Despite the Bureau of Meteorology (BoM) knowing of the deteriorating weather at Mildura from other sources, by not passing on the in-flight weather report of deteriorating weather from the departing air ambulance pilot, the controller removed an important source of information for use by the BoM. 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. At the time the amended TAF was issued at 0700, Velocity 1384 was at FL 400 in the cruise, about 150 NM (278 km) from Brisbane. 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. The fuel quantity remaining is indicated in tonnes on the upper display unit (Figure4). The arrival time of Velocity 1384 was planned for 0920, which was after the forecast clearance of the fog. As the aircraft approached Adelaide, fog reduced the visibility at the airport to below the minimum required for landing. 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. By the time the aircraft arrived at the airport, the runway threshold was obscured by the fog. 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. Cockpit Resource Management, Academic Press, pp.137172. At 0952, Velocity 1384 updated ATC that they were still holding due to the low cloud at Mildura. If you are using these pages, you are deemed to have understood the important information in these notes. 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. In assessing the magnitude of the change, Airservices identified a potential failure of the pilot does not obtain in-flight information, with the effect that the pilot is not aware of significant weather information. Most broadcasts are continuous and the information is updated every minute. As such, the dissemination of AIREP information by ATC remains a necessary source of information for BoM and should be actioned whenever possible. They also had sufficient fuel to hold for about 45 minutes beyond their planned arrival time. The crew of Qantas 735 asked ATC if the forecast improvement was likely to occur as expected. The increased number of automatically-generated weather observations increased the amount of weather being delivered to controllers consoles for various airports. The crew of Qantas 735 heard Velocity 1384 broadcast their decision to divert to Mildura. From this time, the imbalance began to increase again. These were the reports obtained by the crew of Velocity 1384 and Qantas 735 to assist their decision making about diverting to Mildura. The adjustments only ever go one way. 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. Virgin and Qantas each had a fuel policy within their operations manual, which specified the minimum fuel required, including the necessary fixed fuel reserves. This emphasises the importance of the BoMs ongoing efforts to improve the accuracy of meteorological forecasting. 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. The crew of Qantas 735 applied a revised minimum to the approach that was 200 ft lower than that published. The crew of Velocity 1384 reported that the first time they became aware of the fog at Adelaide was on initial contact with the Tailem Bend sector controller at 0844. 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. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. If an ABS is not available, pilots may request weather information from ATS as part of the on-request flight information service. The changes also resulted in any SPECI report that was available from an ABS not being sent automatically to a controllers workstation. However, based on the reports of significantly better weather at Mildura, a diversion to that airport was assessed as preferable to continuing to Adelaide. Flight dispatch and flight following consisted of two modes. Trial Automation of Observations at Cairns and Canberra (TAOCC) Project. 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. 159166. 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 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. A navigation aid that emits a signal that can be received by appropriately-equipped aircraft and represented as the aircrafts bearing (called a 'radial') to or from that aid. Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled passenger flights to Adelaide, South Australia. Further to the use of observation reports, CASAs advice noted: The usefulness of the observation is dependent directly on how far away the aircraft is from the aerodrome. 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. AIP GEN 3.5 section 6 outlined the inflight weather broadcasts available to pilots, including weather advisory broadcasts. Wimmera Mallee Rainfall and River Conditions map, *Note - all levels are measured using the Australian Height Datum (AHD). The observer advised the forecasting office that the mist and subsequent fog arrived rapidly from the south. This supports the assessment that the fog would clear rapidly at Mildura. The forecaster then issued an amended TAF at 0952 with a 30 per cent probability of fog, visibility 500 m and broken cloud at 200 ft AGL for 2 hours. 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. Concurrently, the TTF for Adelaide showed light winds with few clouds with no significant changes expected over the forecast period. In addition, an amendment was made so that pilots were responsible for obtaining information necessary to make operational decisions, rather than being responsible for requesting the information, as had been contained within MATS since 2001. Specifically, this included responding to changing conditions, passing operational information and responding to pilot requests. However, they could request it through The Australian Advanced Air Traffic System. 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. 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. Section 9.2, Inflight fuel management, section 9.2.1 Procedures, stated: The captain shall ensure that the fuel situation is continually monitored by inflight fuel checks. 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 0800, the BoM issued an updated trend forecast (TTF)[4], which showed that fog had reduced visibility at Adelaide and was expected to clear by 0900. To get other months or places not on this web site, contact us. 3.3.6 Where ATC units provide both FIS and ATC service, the provision of ATC service will take precedence over the provision of FIS whenever the provision of ATC service so requires. By providing SPECI information proactively, the risk of it being missed as a function of pilot workload, or limitations in the range of AWIS, is reduced. Certainly not when temperatures are soaring! Virgin advised that after a review of various information sources, including audit data and internal occurrence reports, they were satisfied there was no indication of systemic noncompliance. Bureau Home > Australia > Victoria > Forecasts > Mildura Forecast. The fuel on board at take-off from Sydney was 7,900 kg, as recorded on operational documentation. This analysis will examine the factors that contributed to these outcomes, including reviewing the risk controls that support inflight decision making. 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. Neither crew were aware of this TAF nor would they have been able to use this forecast in support of their decision to divert. Madden Avenue Service Centre108 Madden Avenue, Mildura VICAustralia If you have any questions about this product, or you want any other weather or climate information, please contact us. So, there is no reading from a mercury thermometer for Mildura for 23 September 2017. The BOM are employing clowns? As the crew of Velocity 1384 did not obtain the updated weather for Adelaide Airport while en route, they remained unaware of the deterioration until quite close to Adelaide. The BoM reported advising that the weather deterioration was unlikely to improve in the next 15minutes. 26 February 2013 the recording for the probe is 37.3, while the mercury thermometer recorded 36.9 on the A8 form). The controller then offered to gather further information and get back to the flight crew of Qantas 735 but indicated there would be a slight delay. 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). The controller could request specific SPECI reports for an airport if required; however, only those SPECI reports that covered airports without an ABS would be automatically sent to the controllers workstation. 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. In addition to the TAF, flight operations also passed the 0800 TTF to the crew at the top of climb. Regardless, a return to Adelaide would have necessitated an automated landing by both crews in conditions that, like Mildura, were below landing minima and therefore constituted an emergency. This included to equipment used in forecasting. 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. This meant that Qantas 735 continued to Adelaide with the expectation that the fog would clear prior to their arrival, which did not occur. On being informed by ATC that the latest trend forecast for Adelaide predicted a delay in the fog clearing of 30 minutes, and after gathering observation reports for Mildura, the crew of Qantas735also elected to divert there at 0913. Maps and tables of average conditions for locations across Australia are also available. 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. The BoM reported that their assessment of Mildura Airport at around 0830 showed that low cloud was more likely than fog, and that improved conditions could be expected from 1000. 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). However, given the observations of significantly better weather at Mildura, they also concluded a diversion was a better option at that time. While this is theoretically possible, to know if it is being achieved in practice it is necessary to analyse parallel measurements i.e. The amendment also introduced the following change regarding the availability of aerodrome weather reports (METAR/SPECI): In addition, when there was a sudden change in pertinent operational information that was not described in a current meteorological product or NOTAM, and the change had an immediate and detrimental effect on the safety of an aircraft, ATC would communicate this change to pilots with the prefix Hazard Alert. If there is no AWIS, or it is a major airport, ATC will advise the availability of a SPECI report as FIS, workload permitting. The ABS and the on-request service remained as described in the previous version of the AIP. AIP GEN 3.3 sections 2.5.4 and 2.5.5 detailed the hazard alert service provided by ATC as part of ATC-initiated FIS. A review of the international aviation system identified that Australia is comparable to the international industry, particularly with regard to the provision of flight information services (FIS). Mildura Weather Forecast, VIC 3500 - WillyWeather. The flight had been planned using a valid TAF for Sydney, which predicted conditions above the alternate minima for the flights arrival. Mildura was equipped with an Aerodrome Weather Information Service (AWIS) from which pilots could normally access current weather reports. In respect of the provision of SPECI information to pilots, MATS was amended to include the requirement that: Do not alert pilots to the availability of a SPECI that can be obtained from an Automatic Broadcast Service. On 16 September 2006 an Airbus A330 landed on runway 21 at Perth Airport in weather conditions that were below the applicable landing minima. At the time of departure for both aircraft, the forecast conditions at Adelaide Airport were such that an alternate airport was not required. Air traffic information is not provided. Taking into account the forecast fog and these holding requirements at Melbourne, neither Velocity1384nor Qantas 735 had sufficient fuel to proceed to Melbourne from Adelaide. Light winds becoming easterly 15 to 20 km/h during the day then becoming light during the afternoon. Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. As a consequence, the data for this period from the mercury thermometer is not normally distributed, as shown in Figure 1. I have been smelling a rat for some years now. A further review of the ATSB occurrence database identified five occurrences that had happened since 1999 and were similar to this occurrence. View the current warnings for Victoria. Mildura Airport had an AWIS that was normally capable of broadcasting on VHF. 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. https://notalotofpeopleknowthat.wordpress.com/2018/02/17/ghcn-are-even-inflating-current-temperatures-in-new-york/, Doug said: 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?. Despite not being passed the updated weather information from their flight operations centre, the crew of Velocity 1384 had two opportunities to become aware of the deterioration in Adelaide prior to being notified at 0844 by the Tailem Bend controller. Aeronautical Information Publication (AIP) Australia GEN 3.3, Section 2 FLIGHT INFORMATION SERVICE contained information about the provision of a flight information service (FIS). The BoM meteorologist at the Airservices National Operations Centre (NOC), located in Canberra, contacted the BoM after the amended TAF was issued at 0952. 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. You should read the important information in these notes. The crew attempted two ILS approaches before using autoland to land on runway 21 in weather conditions that were below the prescribed landing minima for the ILS. any other Suitable Airport to which an enroute diversion can be made. From the evidence available, the following findings are made with respect to the landing below minima due to fog involving two Boeing 737s, registered VH-YIR and VH-VYK, which occurred at Mildura Airport, Victoria on 18 June 2013. The changes were specifically introduced to reduce controller workload. 2. Distribute short AIREPs originated by general aviation pilots to: the MET office responsible for MET watch over the area, the briefing office associated with the area. 2 tank being selected OFF, leaving the No. The team leader on the day was a qualified dispatcher with over 20 years of experience. - Displayed until any imbalance is reduced to 91 kg (200 lbs). On the basis of the weather forecasts at the time the aircraft departed Brisbane, there was no requirement to provide for an alternate airport to Adelaide. 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. The captain of Qantas 735 reported feeling that the observation reports were more reliable given the inaccuracy of the forecast at Adelaide. MATS version23 was current at the time of occurrence involving VH-YIR and VH-VYK. 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. This encapsulated the pre2009 FIS change through to the occurrence at Mildura. Virgin Australia Airlines Pty. 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. 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. In addition, it was possible for fog to exist at nearby locations, such as at Edinburgh Airport, without operations at Adelaide Airport being affected. The flight crew of Qantas 735 proactively sought weather information for various airports soon after departing Sydney. An AWIS is a transmission of actual weather conditions, as measured by automatic weather stations (AWS),[25] via either telephone or radio broadcast from selected sites. 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. As expected thermometer for Mildura for 23 September 2017 AHD ) of ATC-initiated.... 23 September 2017 reports obtained by the time the aircraft approached Adelaide, a potential misinterpretation of FIS industry! From a mercury thermometer is not normally distributed, as recorded on operational documentation the reported. The weather at Mildura, the runway threshold was obscured by the crew Qantas. Reviewing the risk controls that support inflight decision making about diverting to Mildura included! Occurrence at Mildura, they could request it through the Australian Height Datum AHD... 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