There was no corresponding guidance for application to crews in-flight planning. They discussed the conduct of a sighting approach to ensure the aircraft was aligned with the runway from the RNAV GNSS approach. 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. 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. The aerodrome forecast for Mildura, valid at that time, contained a temporary deterioration with cloud at 600 ft AGL. In order to proceed to an airport with a TEMPO for deterioration of weather conditions below the alternate criteria, crews must ensure they have sufficient fuel to hold for the duration of the deterioration and land with fuel reserves intact, or provide for flight to an alternate destination. Change location Start typing (town, city, postcode or lat/lon), . The Qantas Flight Administration Manual, section 16.5.1, mandated the minimum fuel requirements for all engines operations. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. Information was sought from Virgin on their level of assurance that flight crew were complying with the above requirements. The SCARD assessed changes to FIS, including that SPECIs that can be obtained from an ABS do not need to be directed or broadcast to aircraft by ATS. The meteorological information obtained from an AWIS is operationally equivalent to that provided in routine observations (METAR) and SPECI reports. Therefore, crews may have been alerted on more than the 117 occurrences identified. Pilot flying (PF) and pilot monitoring (PM) are procedurally assigned roles with specifically assigned duties at specific stages of a flight. Readers are cautioned that new evidence will become available as the investigation progresses that will enhance the ATSB's understanding of the accident as outlined in this web update. 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. The closing date for feedback is 29 January 2016. The forecast TEMPO was still considered by BoM to be appropriate for the conditions; however, at around 0930, the visibility at Mildura abruptly decreased. This recommended that Airservices, as the issue owner, work in collaboration with the Bureau of Meteorology to instigate a system change to reinstate the alerting function of SPECI reports currently not available through an Automatic Broadcast Service. The Virgin operations manual, volume 1A, section 9.1.3 outlined the post-dispatch fuel requirements for flight crew. AIP GEN 3.5 Section 10.2.1 stated that to the extent possible, controllers will issue pertinent information of weather and [stipulated] areas and assist pilots in avoiding such areas if requested. AIP GEN Section 3.3.1 stated that FIS will be provided whenever practicable to all aircraft that are known to be affected by the information. The 0303 TAF was computed on that basis. A further amended TAF was issued for Mildura at 0952 and covered the period 10002200. However, that attempt resulted in a second missed approach. Or is the right word illusionists? Light winds becoming west to southwesterly 15 to 20 km/h during the day. The ATSBs ongoing investigation will examine the: The information contained in this preliminary report is derived from the initial investigation of the occurrence. As such, when the crew of Velocity 1384 initiated the diversion to Mildura Airport, they had not confirmed sufficient fuel to meet the TEMPO requirement. 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. 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. . 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. 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. The team leader dispatch oversaw the flight planning and flight watch functions of the operations centre. These deteriorations resulted in an increase in the number of in-flight diversions and therefore ATC workload. Figure 4: Location of the fuel quantity indication on the upper display unit (circled in yellow), Figure 5: Fuel quantity display in detail with an explanation of the LOW FUEL, FUEL CONFIGURATION AND FUEL IMBALANCE indications. please use the search box to find your location and then click "set as my default location" on the local weather page. Occasionally the destination weather deteriorates, necessitating a diversion. Completing the fuel imbalance checklist with low fuel on board would have resulted in the closure of the crossfeed valve (see appendix B). It is possible for incorrect values to appear. Introduction of an adverse weather flight planning policy. 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. These included a number of amendments in June 2007 and another in March 2009, which are discussed below. This was based on the knowledge that the cloud base would preclude becoming visual via a normal approach. On nearing Adelaide, the forecast improvement in weather conditions had not occurred and as a result, both aircraft commenced a diversion to Mildura, Victoria. 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. This was on the basis that, given their arrival time, it would not affect the flight. However, Jeppesen Air traffic rules and services,section 8.5 ATC initiated FIS did contain this advice. 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. The estimated arrival time at Adelaide was 0917. In September 2007, the MATS was entirely reformatted and the reference to amendments changed to versions, with version1 being effective on 7 September 2007. This information is sourced from the airports AWS and is generally broadcast continuously and updated every minute. In addressing those issues, the ATSB prefers to encourage relevant organisation(s) to proactively initiate safety action, rather than to issue formal safety recommendations or safety advisory notices. 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 this instance, that would have increased the risk of the starvation of fuel to the No.2 engine late in the approach or on landing due to the low fuel level in the No.2 main wing tank at that time. However, on the day of the occurrence, a NOTAM was in place advising that the broadcast function of the Mildura AWIS was unserviceable. Based on this information, the forecast for TEMPO conditions was continued. The BoM reported that their assessment of Mildura at around 0830 showed that low cloud was more likely to occur than fog. In this case, pilots can still access the source weather data from the AWIS, although there is no verbalisation in the respective weather observations of the trigger term SPECI. Alternate translations, inconvenient texts, dogmas and theologies that didnt fit.all were suppressed or censored. Twenty of those years were as duty manager. While the crew was manoeuvring the aircraft for an approach to runway 34L at Sydney, the fog moved across the threshold of that runway reducing visibility to below the landing minima. Fuel tank capacity is indicated in Table 5. Discussion with operators indicated that while that was not considered unusual in the circumstance, they would expect crew to then reference the nonnormal checklists to ensure nothing was missed. . If they revised the probe design several times there must have been some records kept of how, why and where. The on-request service is provided by FLIGHTWATCH, the generic call sign of the service. While the provision of FIS for known hazardous flight conditions is supplied to pilots, this is dependent on many factors, including controller workload. This service responds to in-flight requests for operational information from pilots operating in all classes of airspace on air traffic control VHF frequencies or high frequencies (HF). Air traffic information is not provided. 2 tank 18 kg remaining, with an imbalance of 576 kg. At 0952, Velocity 1384 updated ATC that they were still holding due to the low cloud at Mildura. **** This was in response to their receipt of the 0800 TTF showing fog and the crew nearing their diversion point (see the following section titled Qantas735). After scrutiny of the A8 forms actually provided, however, it appeared that the extent of parallel readings for the probe installed on 27 June 2012 would be limited to just the eight months July 2012 to February 2013 except that the BoM had omitted to scan September 2012 the one month that could provide a direct measure of the equivalence of the relevant probe for that time of year at that location. This could be reduced to 1,133 ft if the actual aerodrome QNH was used (see below), although the visibility requirement remained at 6km. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. The latest weather forecast is available at www.bom.gov.au/nsw/forecasts. As such, no analysis or findings are included in this update. 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 captains relevant aeronautical experience is outlined in Table3. The aircraft was certificated for autoland approaches, but the ground equipment was not. Pilots can ask ATC for any relevant weather information via the onrequest service. Given the prevalence of AWIS at many nonmajor airports in Australia, there remains a risk that, given this 30-minute gap in the availability of weather reports, pilots will not be made aware of significant weather deteriorations at these airports in sufficient time to support their in-flight decision making. Jennifer has hit onto an important point worldwide, especially the changes in sea surface temperature instrumentation and protocols (70% of the globe). Madden Avenue Service Centre108 Madden Avenue, Mildura VICAustralia Sunny. The blue shaded area represents what hydrologists estimate the extent of the floods may be based on historical information captured (for example: photos and gauge heights). The aisle supervisors were appropriately endorsed and current for their role, which included oversight of the en route sector controllers. These conditions include thunderstorms, hail storms and fog. the potential consequences of an unforecast fog are high. The meteorologist had worked in the Virgin operations control centre for a total of about 8 years. The FO reported obtaining about 7 hours sleep the night prior to the occurrence and felt well rested. 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. 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. For long haul operations and those flights to islands, Asia and from the east to the west coast of Australia, flights were actively followed. Consequently, the aircraft did not carry fuel for holding at Adelaide or for diversion to an alternate airport. This information included the current TAF at the time the crew diverted to Mildura, which forecast a TEMPO period of low cloud covering their planned arrival time. The aircraft was due at Perth at 0020 WST so in accordance with the operator's fuel policy, fuel was not specifically carried for a diversion to an alternate aerodrome. Of the 160 occurrences, 36 resulted in the declaration of a PAN or other emergency by the crew to facilitate either a diversion (particularly to a military airport) or priority landing. At the time of this occurrence, runway 16 at Melbourne Airport, Victoria was the only location in Australia with: At the time of the occurrence, Adelaide Airport was certified for CAT I ILS with autoland. Tropical Cyclone Freddy possible over Coral Sea, Sydney ends near-record run below 30 degrees. Likewise, when the 0800 TTF was issued showing fog, both aircraft were still outside this 60minute arrival time. The result of these reviews was reflected in changes to the AIP and to MATS in March 2009. This includes available information regarding nominated alternate aerodromes and unattended aerodromes enroute at which a landing is planned. Mildura Latest Weather Observations around Mildura Latest Weather Observations around Mildura (beta) Map View MetEye View the current warnings for Victoria Change location Start typing (town, city, postcode or lat/lon), then select from list below. The aircraft, operated by Virgin Australia, was en route from Brisbane, Queensland, to Adelaide, South Australia, with five crew and 86 passengers on board when the crew diverted the aircraft to Mildura. The MATS also contained a section dealing with the provision of a hazard alert service. Lance Pidgeon. The section of this version on the provision of FIS to pilots in flight indicated that the controller was to provide FIS to all aircraft that were being provided with an ATC service. On board were six crew and 146 passengers. The 1-minute AWS visibility data for Mildura Airport on 18June2013 recorded a reduction in visibility from greater than 10 km to around 1,500 m at 0927. To get other months or places not on this web site, contact us. The investigation is continuing and will: Based on the procedure that any current code grey is superseded by the 1800 to 2400 UTC TAF, the TAF issued at 1800 UTC for Adelaide would normally cancel the code grey forecast. Aeronautical Information Publication (AIP) Australia GEN 3.3, Section 2 FLIGHT INFORMATION SERVICE contained information about the provision of a flight information service (FIS). 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. http://www.bom.gov.au/fwo/IDV60801/IDV60801.94693.json. Warning, rainfall and river information are available at www.bom.gov.au/nsw/flood. That change was to reflect the availability of ABS and amendments to ATC-directed FIS. As such, the TAF that was valid at the time reflected a temporary period of low cloud that was expected to last between 30 and 60 minutes (TEMPO), rather than fog. The pilot would be responsible for seeking this information from the ABS or asking ATC. The AIP did not contain a list of information that would constitute a Hazard Alert, or what constituted non-routine meteorological products. Pilots are reminded of their responsibility for collecting all relevant information to support inflight decision making. Light winds. At about 1015 EST on 18 June 2013 air traffic control advised the ATSB of a fuel related occurrence involving a Boeing 737-8FE (B737), registered VH-YIR, at Mildura Airport, Victoria. A review of Trend Forecast services was undertaken through a consultative process with the aviation industry and the Australian Defence Force. Besides running concurrently for the when change in instrument this should have been done for at least five years for any change in siting. Although only one component of ABS, AWIS is the most prevalent ABS supporting nonmajor airports in Australia. The captain reported hearing this transmission while preparing for the approach into Adelaide. These covered SIGMET and weather advisory information, such as moderate/severe icing. As there were no operational requirements due to the forecast weather, the flight departed Perth without fuel for a diversion to an alternate airport after an approach at Sydney. The observer advised the forecasting office that the mist and subsequent fog arrived rapidly from the south. 1 main wing tank. 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. This occurrence has highlighted the effect of various factors coming together to create and influence a rare event. The last 14 months of Daily Weather Observations for Mildura, Victoria are also here on this web site: Jan23Dec22Nov22Oct22Sep22Aug22Jul22Jun22May22Apr22Mar22Feb22Jan22Dec21. 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. The low pressure system that caused flooding in central QLD earlier this week could soon become a tropical cyclone over On 23 September 2017, a new record hot day for Victoria was claimed at the Mildura airport using an electronic probe in an automatic weather station (AWS) housed in a Stevenson screen. As both aircraft were committed to landing at Mildura by this time this would not have influenced the occurrence. It is a bit hard to fathom. Obviously todays scientists are too smart for the basics. Mild. However, a TTF conveys the most likely sequence of meteorological events and as such, does not contain forecast probabilities that are included in TAFs. [19] At that time, they were about 150 NM (278 km) south-west of Brisbane. Cockpit Resource Management, Academic Press, pp.137172. Specifically, while one-minute averaging of one-second readings is standard across the world (e.g. Anything that impacts on the provision of SPECI reports and other operational information to pilots increases the risk that pilots will not be aware of the changes at the destination in sufficient time to support in-flight planning and effective decision making. The dispatch duty manager had oversight of the dispatch and flight watch functions at Qantas Airways Ltd. (Qantas). 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. The ATSB also found that in certain weather patterns and at certain locations, fog is both rare and difficult to forecast reliably. Certification for various levels of autoland is dependent on a number of factors. In particular, in relation to this occurrence, it was noted that pilots would have expected the crews of Velocity 1384 and Qantas 735 to have been told of the fog at Adelaide prior to changing to the Tailem Bend sector frequency. Pilot weather updating requirements have been clarified and enhanced and ACARS [aircraft communications addressing and reporting system] equipment continues to be rolled out across the Virgin fleet. At interview, the first officer (FO) of Velocity1384 confirmed that this was their understanding of the flight following service for domestic operations. In addition, once the controllers workload decreased, they commenced passing the latest SPECI and amended TAF information to aircraft at Mildura. In relation to the weather at Mildura, the ATSB found that the deterioration was significantly worse than originally forecast. The FO of Velocity 1384 was absent from the flight deck and the captain reported preparing for the approach into Adelaide at that time. 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. Prior to the changes to the AIP and MATS in March 2009, ATC notified pilots receiving an ATC service about all SPECI reports and amendments to forecasts. VOLMET broadcasts provide meteorological information for Australian major international airports and contain METAR/SPECI or trend forecast (TTF) information and the availability of SIGMETs[26]. Then, to discover new sampling stations are in different locations from the older ones but are assumed to be the same for temperature measurements is almost unbelievable. A standard ground aid to landing, comprising two directional radio transmitters: the localizer, which provides direction in the horizontal plane; and the glideslope, for vertical plane direction, usually at an inclination of 3. Mildura was equipped with an Aerodrome Weather Information Service (AWIS) from which pilots could normally access current weather reports. The Virgin Australia Pty. Whomsoever is in charge of this outfit must be a cowboy, and the workers presumably lazy cattle hands who just go with the flow. This TTF forecast that the fog would now remain until 0930. At 0700, when the amended TAF for Adelaide was issued, Velocity 1384 was established at flight level (FL) 400 in the cruise. However at the time of the occurrence, only Qantas had the appropriate approval from the Civil Aviation Safety Authority (CASA) to conduct autoland operations in B737 aircraft. 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 ! They also had sufficient fuel to hold for about 45 minutes beyond their planned arrival time. Ltd. as Velocity 1384 and VH-VYK operated by Qantas Airways Ltd. as Qantas 735, were on scheduled passenger flights to Adelaide, South Australia. A number of information sources are available to assist this in-flight decision making in relation to assessing the weather affecting a flight and the need to divert to an alternate destination. In support of this decision, the flight following personnel understood that as this flight was not being actively flight followed, the flight crew would, as part of their normal responsibilities, be actioning any weather updates. This contingency in the case of an emergency was permitted under Civil Aviation Regulation 257(5). Wimmera Mallee Rainfall and River Conditions map, *Note - all levels are measured using the Australian Height Datum (AHD). Observations for Mildura (beta) Map View MetEye. View the current warnings for Victoria. Under the provision of FIS, for major airports and airports without a broadcasting AWIS, pilots will be alerted if they are within 60minutes of the affected destination or the relevant condition. That is, crews must carry sufficient fuel to meet the forecast requirements affecting a destination, even if the observations at that location indicate that the weather is suitable for an arrival. Particular emphasis was placed on prioritising and disseminating information, including the need to document these actions to ensure an accurate record and a common understanding between controllers and supervisors. Eastern Standard Time (EST) is Coordinated Universal Time (UTC) + 10 hours. The BoM forecaster replied that they believed the fog would clear as stated in the TTF. Consequently, the aircraft did not carry fuel for holding at Adelaide for. 45 minutes beyond their planned arrival time, they were about 150 (! 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