These conditions can be determined by BoM or other AWSs. ATC asked them to nominate a latest divert time to proceed to a suitable airport. Furthermore, the BoM does not have World Meteorological Organisation, or any other form of accreditation (i.e. It was also noted at the forum that, while ACARS equipment is widely fitted and used on large jet aircraft, not all Australian airline fleets are equipped with ACARS. 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. The FO replied that they did not have the fuel to proceed anywhere else. The meteorological information obtained from an AWIS is operationally equivalent to that provided in routine observations (METAR) and SPECI reports. 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. This predicted clearing time was also used by the flight following personnel at Virgin to inform their decision not to pass the 0800 TTF to the crew of Velocity 1384. Here is what vindication looks like: https://wattsupwiththat.com/2018/03/02/alarmists-throw-in-the-towel-on-poor-quality-surface-temperature-data-pitch-for-a-new-global-climate-reference-network/comment-page-1/#comments. For the 201516 financial year [FY] the BoM will install weather cameras at 1520 locations at major capital city aerodromes, including Adelaide airport, and key regional aerodromes. As such, both crews were able to land under the provisions of CAR 257(5). However, Jeppesen Air traffic rules and services,section 8.5 ATC initiated FIS did contain this advice. The transmission is prefixed by Hazard Alert. Concurrently, the TTF for Adelaide showed light winds with few clouds with no significant changes expected over the forecast period. At 1012, ATC initiated a distress phase. Table 3: Captains aeronautical experience. 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. The AIP New Zealand, in GEN 3.3 outlined the services provided by New Zealand ATC in relation to FIS. Qantas 735 had not departed Sydney when the amended TAF for Adelaide was issued at 0700; however, they had entered the sterile cockpit[20] phase of flight. observations list type; observations; sky observations; Sunday January 8, 2023. choose date: local weather; observations; sky conditions; daily summaries; climate; They are typically used in long haul operations due to the extended flight time between departure and arrival. They should be taking, and reporting, parallel measurements to confirm that the probes are measuring the same temperatures as a mercury thermometer would. The visibility then fluctuated before dropping below 1,000 m at 0947. The bureau needs a big shake-up from the top down. 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. It should be noted that there was insufficient detail in some of the reports to identify if the crew was alerted to the unforecast weather. In September 2007, the MATS was entirely reformatted and the reference to amendments changed to versions, with version1 being effective on 7 September 2007. The priority reflects the need to create forecasts and warnings in relation to time critical activities, such as ditching reports and search and rescue activities. This ATCinitiated flight information service (FIS) (see the section titled Airservices Australia) extends to aircraft within 60 minutes of the condition or destination. Airservices advised that this was because diversions are common and controllers are encouraged not to become involved in pilot decision making. The first was the change to the AIP itself, which included standard amendment bar marking against each changed, introduced or deleted paragraph or text. 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. the necessary runway and ground infrastructure approved for autoland procedures in weather conditions resulting in reduced visual cues. The observations for Adelaide at that time supported that forecast. However, based on the reports of significantly better weather at Mildura, a diversion to that airport was assessed as preferable to continuing to Adelaide. At 0950, Velocity 1384 sought an update on the weather from Qantas 735, who stated that the fog had appeared to be getting thicker but was now clearing, although the cloud was still below minima. Qantass Flight Dispatch manual stated that information to prepare a flight plan included various sources of weather and operational information, including TAFs. Surely this would be easier than procuring and manually transcribing BOM records? In addition, both had a flight following (flight watch) service for long haul operations (typically international) and limited following for short haul domestic operations. The Tailem Bend[11] and Mallee[12] en route sector controllers were appropriately-endorsed and current for their respective sectors. The crew of Velocity 1384 reported using the observation reports to confirm their understanding of Milduras suitability as an alternate destination. This decision was further influenced by the fact that the observation reports for Mildura showed an improving trend in conditions. The captain was the pilot flying, with the FO as pilot monitoring. Both aircraft had the necessary equipment to conduct at least a CAT II (fail passive) autoland at Adelaide and both flight crews were trained and approved in Cat II/III autoland procedures. At around 0957, the systems supervisor again called BoM for an appreciation of the weather as Velocity 1384 was compelled to land at Mildura. The investigation is continuing and will: When the change is anticipated to be prolonged, the Hazard Alert prefix continues to be used in broadcasts repeated at H+15 and H+45 in the hour following the initial transmission. The MATS section on hazard alerting required ATC to prefix an FIS call with Hazard Alert in the case of a change to a component of FIS not described in a current meteorological product or NOTAM. The highest annual total for such events was nine, as recorded in 1956 and 1983. A weather advisory service issued to warn of potentially hazardous (significant) or extreme meteorological conditions that are dangerous to most aircraft, such as thunderstorms or extreme turbulence. 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. As both aircraft were committed to landing at Mildura by this time this would not have influenced the occurrence. 1 main wing tank. #5 of 11 B&Bs / Inns in Mildura. These broadcasts normally cease either after 1 hour or after an updated MET product or NOTAM is available, whichever occurs earlier. Automatic En Route Information Service (AERIS). The Manual of Air Traffic Services (MATS) is a joint document of Airservices and the Department of Defence. 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. 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. 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. Web. The flight watch dispatcher was responsible for maintaining flight watch services, either by actively monitoring, or passively following various assigned flights (see the section titled Flight dispatch and following). The provision of flight information service by New Zealand ATC and the precedence afforded the provision of ATC services over FIS are consistent with the service provided by Airservices. The FO of Velocity1384confirmed that this was consistent with their understanding of the Virgin flight following service for domestic operations. On the morning on 23 June 2015, the crew of a Bombardier DHC-8, registered VH-XFQ, prepared for a flight from Perth to Darlot, Western Australia. A fail operational system is a higher capability. As such, they were not required to carry fuel to reach an alternate. Review of Flight Watch/Following activities across several carriers to obtain best practice for this activity Virgin America and Westjet were visited. It also noted that: To ensure that accurate information is obtained in adequate time, pilots must take into consideration that ATC initiated FIS is limited to aircraft within one hours flight time of the condition or destination at time of receipt of the information by ATC. The chance of a thunderstorm in the afternoon and evening. The Hazard Alerting service is provided by ATC and provides pilots with information that is assessed by ATC to be of an unexpected and critical nature, and could assist pilots to avoid hazardous situations. IN September 2017, the Australian Bureau of Meteorology (BoM) claimed a series of new record hot days across south eastern Australia, including on 23 September at Mildura. It is also worth noting that the separation workload is generally greater than normal when weather disrupts the usual flow of traffic. A ground-based transponder station. Quality checks on data are not normally performed. All rights reserved. To me it appears that the bureau is either incompetent or deliberately misleading. There were two additional opportunities for the crew of Velocity 1384 to become aware of the deteriorating weather at Adelaide while en route. inadvertent flight below the minimum permitted altitude. Web Design & Digital Marketing Agency Mildura - Build Digital Growth . 1h 1d . 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. The Bureau of Meteorology advised of various system changes and improvements in response to this occurrence. This online flood map allows you to search for your property address and gives a better indication of where floodwatersmayreach. Hazard alerting was removed from the list of FIS elements and the definitions of what constituted a hazard alert were removed from the AIP. Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout. 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