The broadcast range limitations of an AWIS, a function of using very high frequency radio for this service, means it can typically only be accessed about 30 minutes away from the airport. The article did not contain a definition of non-routine MET products but did contain the following practical example of what ATCinitiated FIS would not include: you will not automatically receive routine TAF information showing deteriorating weather conditions if you are en route to a location [bolding in original]. After realising that the fog at their original destination of Adelaide Airport would not clear prior to their arrival time, the flight crews of Velocity 1384 and Qantas 735 initiated a diversion to Mildura Airport, Victoria. Therefore, crews may have been alerted on more than the 117 occurrences identified. This information is sourced from the airports AWS and is generally broadcast continuously and updated every minute. Digital photographs of the LIG thermometer at one minute intervals could be taken and compared to the probe. - Inhibited when centre tank quantity is less than 363 kg (800 lbs). In order to access information from an AWIS, an aircraft needs to be within VHF range. The distance at which flight crew can access the relevant AWIS is limited by the range of VHF but is typically within about 30 minutes flight time for large jet aircraft at normal cruising altitudes. 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. By the time the crew became aware of the fog, the aircraft did not have sufficient fuel to proceed to an alternate airport categorised by the operator as suitable for normal operations. Mostly sunny. These included the following products: US AIP GEN 3.5 section 7 described two basic types of FIS, broadcast only, which was called FIS-B and two-way request/reply. Graham Young. Latest SPECI from two-two-three-zero [0830 EST], wind zero four zero degrees at five knots, visibility one five zero metres in fog, cloud overcast at one hundred, temperature is six, dewpoint is zero five. The crew of Qantas 735 had started collecting weather information proactively prior to this point. At 0916, the pilot of an air ambulance flight departing Mildura made a call to ATC that conditions were deteriorating, with a cloud base at 400 ft. As part of that process, each organisation was asked to communicate what safety actions, if any, they had carried out or were planning to carry out in relation to each safety issue relevant to their organisation. 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. Where this service is available, air traffic services will generally not alert pilots to significant deteriorations in current weather conditions at such airports, increasing the risk of pilots not being aware of the changes at an appropriate time to support their decision making. To place a telephone order call (03) 5027 4526 If you require assistance phone the office on (03) 5027 4953 or call into the Dareton office in person. In addition to training in core ATC competencies, controllers received training in the classroom and simulator that covered aircraft operational aspects including, but not limited to: Additionally, assessment was made in simulators and onthejob in relation to controllers management of nonroutine events. The crew of Velocity 1384 had commenced their descent to Adelaide and gathered further information about the conditions from the Adelaide tower controller. This claim, however, cannot be verified because the BoM uses a non-standard method for recording temperatures at Mildura, and furthermore the parallel data provided to me in December 2017 as proof of equivalence is flawed and deficient. Fuel required to enable the aircraft to fly from that point to 1500 ft above an adequate aerodrome, make an approach and land; and, Variable Reserve based on the point above but not more than the Maximum Variable Reserve; and, Fuel to provide for WX [weather] holding, if the weather at the selected adequate aerodrome is forecast to be below the applicable alternate minima or a probability of thunderstorms is forecast; and, Fuel to provide for any required TFC [traffic] holding at the selected adequate aerodrome; and. Or is the right word illusionists? As the wind was forecast to tend southerly, and fog and low cloud were rare in a southerly flow at Mildura, the decision was made to continue with the current TEMPO. VIC Weather & Warnings; Warnings Summary; Forecasts; Melbourne Forecast; . The ATSB calculated that, at 0918 when the first SPECI associated with the low cloud at Mildura was issued, Qantas 735 had sufficient fuel to hold at cruise altitude until about 0955 then return to Adelaide and complete an emergency autoland with the fixed fuel reserve intact. At a number of the AWIS locations, the broadcast is pilot-activated via radio. More. To use this page in a spreadsheet, get the plain text version (4 kb). Given the TAF only had a 30 per cent probability of fog, and as the aircraft was in the sterile cockpit phase of flight, flight watch did not pass the TAF to the crew at this point. The dispatch duty manager had oversight of the dispatch and flight watch functions at Qantas Airways Ltd. (Qantas). The declaration of an emergency, including due to insufficient fuel, enables ATC to understand the nature and extent of the situation. However, at about 0934 when their workload had reduced, they obtained the latest weather for Mildura to inform their assessment of the appropriate response to the ambulance pilots report. The ILS transmitter was a Category 1 unit with a minimum visibility of 1,200 m required for landing. Subsequent SPECIs at 0928, 0930and 0932showed the visibility decreasing from 5,000 m to 2,100 m in mist, with broken cloud at 200 ft. BoM records at the time showed that Adelaide Airport averaged 4.9 fog events per annum. This field is for validation purposes and should be left unchanged. ICAO Document 7030, Regional Supplementary Procedures, Fifth Edition 2008, outlined the procedural parts of the air navigation plans that have been developed to meet the needs of specific regions that are not covered in the worldwide provisions. . 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. Fog had not been forecast for Adelaide when the crew submitted their flight plan. At certain airports, an Aerodrome Weather Information Service (AWIS) provides actual weather conditions via telephone or broadcast on VHF radio. 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. The Aeronautical Information Publication (AIP) Australia states that the pilot in command is responsible for in-flight fuel management. VH-VYK was fitted with a very high frequency (VHF)/ aircraft communications addressing and reporting system (ACARS), which was routinely used by Qantas flight operations and flight crew. AIRMETs (advisories of significant weather phenomena), the number of unforecast weather occurrences reported since the changes to the provision of FIS in Australia were introduced in 2009, the level of assistance provided by ATC to flight crew in response to a number of nonroutine events. 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. Upon request from an aircraft, a FIC [flight information centre] provides: (i) meteorological information: SIGMET, AIRMET, PIREP [pilot report], aviation routine weather report (METAR), aviation selected special weather report (SPECI), aerodrome forecast (TAF), altimeter setting, weather radar, lightning information and briefing update; (ii) aeronautical information: NOTAM, RSC [runway surface condition], CRFI [Canadian runway friction index], MANOT [missing aircraft notices] and other information of interest for flight safety; and. In relation to a change in weather conditions after DPA, the manual contained the following note: It is recognised that there are occasions when a flight may pass DPA with the required fuel on board and a subsequent deterioration in forecast weather may then result in the minimum mandatory requirements above not being met. Web. To Changes in operational status of the aerodrome of intended landing, alternate aerodromes and deviations from the original flight plan, shall be taken into account. The ABS and the on-request service remained as described in the previous version of the AIP. Nevertheless, the underpinning principle that the primary function of ATS is the safe separation of aircraft, with weather avoidance as an additional service subject to workload, is consistent with the system in Australia. The low fuel and fuel imbalance checklists did not contain any memory Items. Issued at 11:32 am EDT Thursday 19 January 2023 (issued every 10 minutes, with the page automatically refreshed every 10 minutes), Comma delimited format used in spreadsheet applications Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. Trial Automation of Observations at Cairns and Canberra (TAOCC) Project. How did they design a probe to match a glass thermometer without such a comparison and at which site? The latest weather forecast is available at www.bom.gov.au/nsw/forecasts. Concerned about your property? The captain held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to -800 endorsement and a current Class 1 Aviation Medical Certificate with a restriction that distance correction was to be worn, and reading correction be available while exercising the privileges of the licence. At the time of the A320 occurrence on 20August1999, there had been 11 fog events recorded at Adelaide Airport during 1999. At about 2350 WST, when the flight crew commenced descent, the aircraft passed the point where it had sufficient fuel to divert to Learmonth, Western Australia. The AIP stated that ATC-initiated FIS provided pertinent operational information including meteorological conditions and the existence of non-routine meteorological products. The chance of a thunderstorm later in the day. 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 content of MATS is intended to be consistent with the content of the AIP so that procedures and practices used by pilots and air traffic controllers are standardised. It uses a number of automatic flight control systems on board the aircraft, combined with specific ground-based instrument landing system (ILS)[13] and runway environment requirements (Table 6). On the morning of 18 June 2013, a Boeing 737 aircraft, registered VH-YIR and operated by Virgin Australia, was conducting a scheduled passenger service from Brisbane, Queensland to Adelaide, South Australia. At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. an improvement in both visibility and cloud base in the hour from 1000. a 30 per cent probability of the visibility reducing to 500 m in fog for the period between 1000and 1200. As the crews of Velocity 1384 and Qantas 735 became aware that the fog at Adelaide was not dissipating as initially forecast, they both started collecting weather and operational information for alternate airports. The airport runway has the capability to handle aircraft such as the . There is the potential that due to workload considerations, pilot requests may be redirected to another VHF frequency or Flightwatch HF. Identify what items make you the most money and which items don't. Quickly view your stock levels and even see what's on order and when you can expect it. They say that they have conducted their own tests/comparison, and their electronic probe is comparable to mercury. An automated pre-recorded transmission indicating the prevailing weather conditions at the aerodrome and other relevant operational information for arriving and departing aircraft. Velocity1384 landed at Mildura at 1014, in fog conditions. Twenty of those years were as duty manager. Whomsoever is in charge of this outfit must be a cowboy, and the workers presumably lazy cattle hands who just go with the flow. Note that the approved BoM observer input is optional and, if not actioned, will result in an AUTO METAR or SPECI. While the BoM has never released reports with parallel data supporting the claim of equivalence, in late October and early December 2017 a first and second lot of A8 forms were released to me this followed my request to Minister Josh Freydenberg on 26 September for parallel measurements, and more specifically on 22 October for these A8 forms immediately after I was informed by a whistle-blower that these forms contained the relevant information. https://notalotofpeopleknowthat.wordpress.com/2018/02/16/us-big-freeze-is-adjusted-out-of-existence-by-noaa/ 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 adjustments only ever go one way. Instrument meteorological conditions (IMC) describes weather conditions that require pilots to fly primarily by reference to instruments, and therefore under Instrument Flight Rules (IFR), rather than by outside visual references. This includes available information regarding nominated alternate aerodromes and unattended aerodromes enroute at which a landing is planned. This magazine was produced by the Civil Aviation Safety Authority and distributed to pilots and other aviation personnel. 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. PS The silence accorded the Bureau by the mainstream media for all of their indiscretions is much more complete than that ever accorded Barnaby Joyce. 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. On this basis, and the additional information gathered by the meteorologist, flight operations did not pass the 0800TTF to the crew of Velocity 1384. 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. 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. 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. For example, METARs are reported every 30minutes, SPECI are reported when criteria are met and AWIS reports are updated every minute. The BoM reported advising Airservices that the deterioration was unlikely to improve in the next 15 minutes. Unit Settings . Orasanu, JM 1993, Decision-making in the cockpit, in EL Wiener, BG Kanki & RL Helmreich (Eds.) Why would you not have the 5 year comparison data available for validation or comparison? They should be taking, and reporting, parallel measurements to confirm that the probes are measuring the same temperatures as a mercury thermometer would. The version of the AIP that was current on 15 March 2007 stated that, in relation to FIS, pilots were responsible for requesting information necessary to make operational decisions. These broadcasts normally cease either after 1 hour or after an updated MET product or NOTAM is available, whichever occurs earlier. 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. At altitudes above 10,000 ft in Australia, an aircrafts height above mean sea level is referred to as a flight level (FL). Information from the trial could be used to enhance observations and better define the capability requirement at all airports (completion expected 2017). The B737-800 is equipped with three fuel tanks. The meteorologist had worked in the Virgin operations control centre for a total of about 8 years. Slight chance of a shower. The ARO was calling to query why aircraft were diverting to Mildura given the conditions. As such, the action to not pass this information to Velocity 1384 was provided for by the Virgin dispatch manual. However, on arriving at Mildura, the crew of both aircraft encountered weather conditions worse than those forecast and reported prior to the diversion. The Manual of Air Traffic Services (MATS) is an Airservices and Department of Defence internal document that promulgates the procedures for the provision of air traffic services in Australia. The captains relevant aeronautical experience is outlined in Table 1. Based on the report from the Adelaide tower controller that conditions were not suitable for landing, and that there had been no successful landing attempts, the crew of Velocity1384elected to divert to Mildura, Victoria at 0904. Additionally, the actions of the shift supervisor to advise the aisle supervisor and BoM of the unforecast conditions at Mildura reflected the appropriate escalation of important operational information. This precluded a full understanding of what factors may have contributed to the crew of Velocity 1384 missing this report. It is considered likely that fatigue was not a factor in the captains performance in the occurrence. The BoM reported that their review of the forecasting used for Mildura on the day of the occurrence showed that the conditions (including wind direction) were not conducive to fog developing at that time of day and were more consistent with the possibility of low cloud. [19] At that time, they were about 150 NM (278 km) south-west of Brisbane. This information will include data concerning unfavourable flight conditions and other known hazards; which may not have been available to the pilot prior to takeoff or which may have developed along the route of flight. The flight had been planned using a valid TAF for Sydney, which predicted conditions above the alternate minima for the flights arrival. In addition, improved conditions could be expected from 1000 as the wind was forecast to tend southerly and both fog and low cloud were rare in a southerly flow at Mildura. The AIP also indicated that the FIS comprised three elements: The automatic broadcast services (ABS) consisted of: An automatic terminal information service (ATIS) is an automated pre-recorded transmission indicating the prevailing weather conditions at an airport and other relevant operational information for arriving and departing aircraft. For example, a report showing an improvement in the weather may be useful to an aircraft in the holding pattern directly overhead the aerodrome, to decide on whether or not to fly the approach or not. Chance of any rain: 20% Partly cloudy. MILDURA AIRPORT . Close menu. offer the potential that an approved observer may amend the source data. This included that At any time after dispatch, it is the PICs [pilot in command] responsibility to ensure the fuel on board is sufficient to allow for the safe operation of the aircraft to an adequate aerodrome. This was likely the result of the fuel pumps in the No. The captain held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to 800endorsement and a current Class 1 Aviation Medical Certificate with various conditions. Discretionary loading of additional fuel by an aircraft captain was allowed under each operators fuel policy. 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. Both allowed aircraft to be dispatched without carrying alternate fuel if the weather forecast for the destination did not require an alternate. The captain reported their recent sleep as normal. Between 0925 and 0931, the visibility at Mildura abruptly decreased from about 28km to 1,000 m. In addition to the recorded indications, the BoM forecaster received a phone call from ATC asking about the conditions. These occurrences were investigated by the ATSB website and are detailed below. Concurrently, the TTF for Adelaide showed light winds with few clouds with no significant changes expected over the forecast period. On board were six crew and 146 passengers. The BoM reported that fog was not included in the 0700 TTF as the surface winds did not support the formation of fog. 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. The actions of the flight crew of the second Virgin aircraft to query ATC about the weather update for Adelaide were consistent with this advice. The AIP outlines the elements of ATC-initiated FIS. Considering days when there is parallel data available in the temperature band of interest (the claimed-record hot day in September 2017 measured 37.7 degrees Celsius) the new probe has been found to measure up to 0.4 degrees hotter (e.g. The B737 is equipped to conduct area navigation Global Navigation Satellite System (RNAV GNSS) approaches, which are classified as non-precision approaches. A number of reviews of the ATSB occurrence database were carried out in an effort to understand the potential operational and other factors in this occurrence. Virgin Australia Airlines Pty. Research has shown that appropriate flight crew situation awareness relies on crew being alert to developing situations and aware of the implications of these situations (Orasanu, 1993). The supervisors were also aware that the weather was similarly deteriorating and, in some cases, additional traffic holding requirements were affecting other ports such as Melbourne, Canberra and Albury. 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 crews of Velocity 1384 and Qantas 735 reported having placed a greater weight on the observation reports for Mildura, given the ongoing forecast issues for Adelaide. The FO held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to -900 endorsement and a current Class 1 Aviation Medical Certificate with no restrictions. Prior to this point, about 5 minutes after takeoff, the crew of Qantas 735 sent a request via the aircraft communications addressing and reporting system for the current Aerodrome Terminal Information Service at Adelaide Airport. Only one caller was able to access the AWS via phone at any one time. Daily Weather Observations are also routinely prepared for hundreds of other locations in Victoria and across Australia. While Velocity 1384 was en route to Adelaide, and while Qantas 735 was in the process of departing for Adelaide, an updated forecast was issued at 0700 including a 30 per cent probability of fog. The low pressure system that caused flooding in central QLD earlier this week could soon become a tropical cyclone over ATC radar limitations and frequency congestion may also be factors in limiting the controllers capability to provide additional service. The transmission is prefixed by Hazard Alert. 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 resulted in enhancements to Virgins flight planning and flight following policies, re-organisation of the flight following section and expansion of communication infrastructure across the Virgin fleet. They simply shout louder the same flawed (or worse) story. I have gone over some of the design steps that would need to be done and they are too complicated to trust without checking. This display, together with an explanation of the LOW FUEL, FUEL CONFIGURATION and FUEL IMBALANCE indications, is expanded at Figure 5. AWIS allows for the actual weather conditions at suitably-equipped locations to be accessed by telephone and, at some locations, the information is also broadcast on VHF. 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. Landing below minima due to fog involving Boeing 737s, VH-YIR and VH-VYK, Mildura Airport, Victoria on 18 June 2013, forecasting and distribution of weather information by the Bureau of Meteorology, provision of weather and operational information by Airservices Australia to all aircraft that were affected by the reduced visibility at Adelaide, provision of weather and operational information to those aircraft by the operators. Those practice approaches were carried out in conditions equal to or better than the CAT I minima. Say that they have conducted their own tests/comparison, and their electronic is! Fuel and fuel imbalance checklists did not support the formation of fog approaches which. Factors may have contributed to the crew submitted their flight plan Melbourne forecast ; airports ( completion expected )! ( AIP ) Australia states that the pilot in command is responsible in-flight... 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