However, it is often not practical to provide for a further alternate once a diversion has been initiated. An AWIS provides actual weather conditions, via telephone or radio broadcast, from an automatic weather station. At 0946 the crew of Qantas735broadcast that they had landed at Mildura. Radar viewer Nearest radar station images and loops Satellite viewer View and animate the latest satellite images Interactive forecast maps Computer models used in offical weather maps MetEye Mapping tool for forecasts and observations. In order to provide some airline operators an advance notice about such low probability weather conditions that may interrupt flight operations, the BoM issues an aerodrome weather briefing (AWB) product and, if applicable, a code grey forecast. Critical to the assurance of safe flight is for weather services, air traffic services and aircraft operators to also have a clear understanding of their roles and responsibilities in the system. Rose of Wind direction versus Wind speed in km/h (02 Jan 1946 to 30 Sep 2010) . 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. In situations where crew are primed to search for information, it is more likely that considered decision making will occur in a less stressful environment and that the associated workload will reduce. As the flight crew of Qantas 735 was preparing to depart Sydney, just prior to leaving the gate, the 0700 amended TAF for Adelaide was issued. 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. Broadcast system components comprised a ground- or spacebased transmitter, an aircraft receiver and a portable or installed cockpit display device. However, on the day of the occurrence, the AWIS was subject to a NOTAM stating it was not broadcasting. Light winds becoming west to southwesterly 15 to 20 km/h during the day. This was based on the knowledge that the cloud base would preclude becoming visual via a normal approach. 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. BoM observations, together with reports from Adelaide Airport tower controllers placed the fog well to the north of Adelaide Airport. In addition, the assessment of the TTF was completed amongst the flight following personnels other priorities and workload. Where relevant the safety issues and actions will be updated on the ATSB website as information comes to hand. As the actual conditions deteriorated in Adelaide, the en route controllers in Melbourne Centre responsible for the surrounding airspace started informing inbound flight crew of these changes. The broadcasts are of 5minutes duration and occur at times 0005 and 3035 (commencing on the hour and half hour). Boeing 737-800 aircraft were unable to use Broken Hill due to runway pavement limitations. Although no safety issue was identified by the ATSB, the Bureau of Meteorology advised of the following safety action in response to this occurrence: Although the TTF and TAF are forecasts for the same aerodrome, they convey different information concerning the probability and timing of meteorological phenomena. [2] The fuel on board at take-off from Brisbane was 8,800 kg as recorded on the flight data recorder. Their arrival at Mildura Airport in the now deteriorated weather meant that they had insufficient fuel to divert to another airport. It is possible for incorrect values to appear. The first TTF with no fog present was issued at 1230. View the current warnings for Victoria. Additionally, aspects such as aircraft holding time and the number of traffic movements also need to be taken into account to determine the operational effect and risk of any inaccuracy. Altimeter barometric pressure subscale setting to provide altimeter indication of height above mean seal level in that area. Centre of Australian Weather and Climate Research. A new routine TAF was issued for Mildura at 0902 that was valid from 1000. The B737 is equipped to conduct area navigation Global Navigation Satellite System (RNAV GNSS) approaches, which are classified as non-precision approaches. While the infrastructure available to flight crews may vary between operators and aircraft, broadly these information sources relate to support from the operator of the aircraft (in this case the airlines) and support from ATC. Velocity1384 landed at Mildura at 1014, in fog conditions. 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. (iii) relay of communications with ATC: IFR clearance and SVFR [special VFR] authorization. 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. Mildura, Victoria November 2022 Daily Weather Observations IDCJDW3051.202211 Prepared at 13:01 UTC on Friday 2 December 2022 Source of data Observations were drawn from Mildura Airport {station 076031}. Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. It is a bit hard to fathom. Qantas 735 departed Sydney, New South Wales at 0727 and had six crew and 146 passengers on board. 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. Authorities are frustrated after a truck driver reportedly manoeuvred around warning signs only to become caught in floodwaters at Lethebrook forcing a swiftwater rescue mission overnight . The 0303 TAF was computed on that basis. The estimated arrival time at Adelaide was 0917. Given the proximity of Leinster to Darlot, the captain also carried sufficient fuel to reach Wiluna in the event that Leinster became unsuitable. Their estimated arrival time at Mildura was 0942. The Bureau have consistently said I am raising a non-issue: that there is no difference between the measurements from mercury thermometers and their electronic probes while never providing any actual reports or data to back-up this claim. This was on the basis that, given their arrival time, it would not affect the flight. 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. At 0936 the controller made a broadcast on the area frequency to traffic at Mildura, informing them of the details of the 0932 SPECI. Copyright Commonwealth of Australia , Bureau of Meteorology (ABN 92 637 533 532) | Disclaimer | Privacy | Accessibility. In order to use Mildura Airport as an alternate, the forecast cloud and visibility were required to be above the alternate minima. The diversion was based, in part, on weather observation reports at Mildura indicating the weather was better than forecast. 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. On this basis, the controller did not update the incoming aircraft of this deterioration. These include increased monitoring and support as required and the potential to reduce pilot workload in stressful situations. That discussion did not result in a change to the valve position and it remained open. 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. Manual checking a Mercury thermometer is not my job. Unit Settings . Ultimately the responsibility for collecting information, such as weather updates, to support in-flight decision making remains with the pilot in command. The weather forecasts and reports tabulated below do not indicate whether the applicable weather information was passed to the aircraft. Mildura - Archived Radar - Rain Close menu Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout Occasionally the destination weather deteriorates, necessitating a diversion. During the period prior to the occurrence involving VH-YIR and VH-VYK, there were several amendments to the AIP regarding the provision of FIS. Primarily this will be achieved through the on-request service, supplemented by the ATC-initiated FIS when possible. These reports: The on-request service is available to all aircraft in all classes of airspace on VHF or HF. That is, there was an expectation that the crew would have been told about the fog in Adelaide when the condition commenced. For all other short haul domestic flights, this service was not guaranteed, and was provided as workload permitted. Almost immediately, the crew obtained visual reference with the runway, discontinued the missed approach procedure and landed. This included the 0800 TTF, which indicated fog that was predicted to clear at 0900. TCZMONTH Page 1. Ltd. (Virgin) advised of a review and benchmarking exercise as part of its examination of this occurrence. The BoM further stated that forecast amendments are based on a number of factors and not limited to aerodrome weather reports. 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 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 dispatch duty manager was a qualified dispatcher with over 36 years experience in dispatch. Amended TAF for Adelaide issued at 0700 EST passed to the crew of Qantas 735 via ACARS. Sun protection recommended from 9:30 am to 5:50 pm, UV Index predicted to reach 12 [Extreme]. The crew of Velocity 1384 were unaware of the fog and from this point commenced collecting further information and planning their diversion to Mildura. About 10 minutes later, the TTF was amended to forecast fog to occur before the aircraft's arrival time. The availability of SPECI from an ABS meets the requirement for in-flight information service. This is particularly the case if the sole report is consistent with the current forecast, as in this instance, when the low cloud at Mildura as reported by the air ambulance pilot was already forecast. Cloud remained overcast at 100 ft. 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. offer the potential that an approved observer may amend the source data. It is broadcast automatically and continuously and contains information required for takeoff and landing. 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. As such, both crews were able to land under the provisions of CAR 257(5). Perhaps they need to be asked the exact correct question and will give nothing away helpfully. Automatic En Route Information Service (AERIS), Aerodrome Weather Information Service (AWIS), and. In addition, the forecaster believed that once formed, the fog would dissipate fairly rapidly. The CVR recorded discussion between the crew about the position of the fuel pumps and crossfeed valve. The crew replied that the cloud base was at 150 ft AGL and that they had landed off the approach due fuel. At certain airports, an Aerodrome Weather Information Service (AWIS) provides actual weather conditions via telephone or broadcast on VHF radio. Subsequent cautions in section 7 stated that: To ensure airman compliance with Federal Aviation Regulations, manufacturers operating manuals should remind airmen to contact ATC controllers, FSS specialists, operator dispatchers, or airline operations control centers for general and mission critical aviation weather information and/or NAS [national airspace system] status conditions (such as NOTAMs, Special Use Airspace status, and other government flight information). The chance of a thunderstorm. At 0700, an amended TAF for Adelaide was issued effective from that time. By this time, Qantas 735 had landed at Mildura and Velocity 1384 was holding after advising ATC that they intended to delay their approach to land. This SPECI indicated broken[9] cloud at 200 ft and that the visibility was now 2,100 m in mist. Virgin Australia Airlines Pty. The estimated time of arrival at Adelaide was 0920. This showed that Qantas 735 could hold until about 1020, 10minutes short of the requirement. 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. Analysis of the second lot of forms, received on 4 December, has proven more problematic because of the quality of the available data, and absence of critically important data. These services did not provide for the recognition and active dissemination of special weather reports (SPECI) to pilots, thereby not meeting the intent of the SPECI alerting function provided by controller-initiated flight information service. However, Jeppesen Air traffic rules and services,section 8.5 ATC initiated FIS did contain this advice. 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. 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