Automatic Terminal Information Service (ATIS). At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. A trend forecast is defined as an aerodrome weather report to which a statement of trend is appended. A safety issue is an event or condition that increases safety risk and (a) can reasonably be regarded as having the potential to adversely affect the safety of future operations, and (b) is a characteristic of an organisation or a system, rather than a characteristic of a specific individual, or characteristic of an operating environment at a specific point in time. A further amended TAF was issued for Mildura at 0952 and covered the period 10002200. a 'live' flight plan), the TTF shall be used in the first instance, providing the flight's scheduled ETA [estimated time of arrival] is within the validity time of the TTF. About 10 minutes later, the TTF was amended to forecast fog to occur before the aircraft's arrival time. Those practice approaches were carried out in conditions equal to or better than the CAT I minima. Mostly sunny. This display, together with an explanation of the LOW FUEL, FUEL CONFIGURATION and FUEL IMBALANCE indications, is expanded at Figure 5. Given that the bureau has installed these probes in over 500 locations around Australia, you would assume that the proper comparative tests would have been extremely thorough, and performed at various sites of temperature extremes before they were widely introduced. 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. That paper indicated that the ATCinitiated FIS service was mainly designed to inform you of unexpected or non-routine information. Differences in pump outputs between the tanks would then result in the No. At 0816 the flight crew received information about the current conditions at Adelaide. These included a low bank of cloud coming across the field, with a base of 400 ft. The reduced visibility at Adelaide Airport, South Australia that led to the diversion also affected a number of other aircraft, including another B737. The DME or GNSS arrival had a circling minima of 980 ft for large jet aircraft. The BoM simply ignores the issues that have been literally documented. 0. 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. 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. See Figure 2 for the aircrafts positions at that time. 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. 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. These conditions were reported back to Qantas 735 as including a visibility of 700 m in fog. The Mallee controller acknowledged the report but, at that stage neither Velocity 1384 nor Qantas 735 were on the Mallee frequency. 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. In addition, a notice to airmen (NOTAM)[14] listed holding requirements for Melbourne. This is just the most obvious of many electrical noise possibilities. 2 tank were selected back to ON, with the crossfeed valve open. An automated pre-recorded transmission indicating the prevailing weather conditions at the aerodrome and other relevant operational information for arriving and departing aircraft. BoM observations, together with reports from Adelaide Airport tower controllers placed the fog well to the north of Adelaide Airport. The FO replied that they did not have the fuel to proceed anywhere else. The MATS also outlined the responsibility of air traffic service officers in relation to how information was to be communicated to relevant aircraft. At the time of the A320 occurrence on 20August1999, there had been 11 fog events recorded at Adelaide Airport during 1999. Quality checks on data are not normally performed. MATS version23 was current at the time of occurrence involving VH-YIR and VH-VYK. I understand that parallel recordings allow you to understand whether the two types of thermometers are measuring the same temperature, but what is the point unless the thermistor temperatures are adjusted down to compensate. You do not have a default location set The captain of Qantas 735 reported feeling that the observation reports were more reliable given the inaccuracy of the forecast at Adelaide. Most of these data are generated automatically and are frequently updated. 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 Interim report. At 1014, Velocity 1384 landed at Mildura in foggy conditions with fuel below the required reserves. This prevents further degradation of these types of abnormal situations. The exchange between ATC and Qantas735was not captured on Velocity 1384s cockpit voice recording as it only recorded the 2hours preceding engine shutdown. Check and double check, review and test it. So it is possible that a brief transient change would be very different to an average over the same minute. A Boeing 737 aircraft had been able to land on runway 05 following a VOR/DME approach, so the A320 crew attempted to conduct a similar approach. We are in a sense pushing back against the Council of Nicea, that established the canon of the bible and authority of those who ran the church. Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. 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. 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. At this time, a SPECI was issued for Mildura, showing visibility was now 900 m in fog and that the cloud was overcast at 100 ft AGL. Automatic En Route Information Service (AERIS), Aerodrome Weather Information Service (AWIS), and. 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. 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. It caters predominately for aircraft operating in control areas within VHF range of the facility. 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. As a result of its increased understanding of events, the ATSB has expanded the scope of its investigation to examine both of these diversions and their broader context. Mildura Weather. other aircraft and ATS units, if considered of operational significance. 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. Good girl Jennifer. Significant fluctuations in forecast accuracy and the resulting risk to safety were observed over time. 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. Consequently, the aircraft did not carry fuel for holding at Adelaide or for diversion to an alternate airport. Section 26 (1) (a) of the Act allows a person receiving a draft report to make submissions to the ATSB about the draft report. 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. Consistent with the requirements of the MATS, as Mildura had an AWIS, which was an element of the Automatic Broadcast Services (ABS), the SPECI reports derived from the AWS were not sent to the Mallee controllers console. It indicated that, if they became aware of information that was outside their area of responsibility, they may have to address the information to a pilot of an aircraft though another ATC unit. Posted July 23, 2019. 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. You should read the important information in these notes. It is broadcast automatically and continuously and contains information required for takeoff and landing. At certain airports, an Aerodrome Weather Information Service (AWIS) provides actual weather conditions via telephone or broadcast on VHF radio. Aviation is a complex, highreliability industry. An ATIS provides normal operational information for the airport terminal area. In addition to the TAF, flight operations also passed the 0800 TTF to the crew at the top of climb. However, as the deterioration was forecast to improve prior to their arrival, it is likely that, at that stage, they would have elected to continue to Adelaide. In particular, the sections on hazard alerts were amended, with other sections relating to the provision of significant information and a hazard alert service, and the associated responsibilities, being deleted from the manual. The overall assessment was considered minor and approved by the relevant managers. An autoland is a precise, repeatable landing that can be conducted in poor weather conditions where insufficient visual cues are available to the pilots. 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. The chance of a thunderstorm, possibly severe. 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. definition of notifiable updates) and removal of the differentiation between passive and active flight following such that all flights are now flight followed. The captains relevant aeronautical experience is outlined in Table 1. The observer advised the forecasting office that the mist and subsequent fog arrived rapidly from the south. When the amended TAF for Adelaide Airport was issued at 0700, neither Velocity 1384 nor Qantas 735 were within 60 minutes of Adelaide. In addition, Virgins pilot weather requirements have been clarified and enhanced. On 16 September 2006 an Airbus A330 landed on runway 21 at Perth Airport in weather conditions that were below the applicable landing minima. Weather delivered differently. 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 first was the change to the AIP itself, which included standard amendment bar marking against each changed, introduced or deleted paragraph or text. The captain reported routinely uploading additional fuel for contingencies. View the current warnings for Victoria. The aircraft landed on runway 27 with the required fuel reserves intact and the crew reported that the runway was visible once they descended below the cloud. 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. In my neck of the woods the BoM seem to be in the throes of replacing a long term, human attended, mercury thermometer and weather station with an AWS. The operations controller was responsible for overseeing the Virgin flight network, including coordinating air traffic control (ATC) slot times for arrivals. Link to Mildura Observations on BoM, or for more detailed weather and climatic conditions log in to Order Water. While it is official BoM policy to ensure that there is approximately five-years of overlapping parallel data when there is a site move or equipment change at an official weather station, this policy appears to be rarely implemented. The section relating to the provision of FIS was substantially the same as version 7 of the MATS. That discussion did not result in a change to the valve position and it remained open. The observations for Adelaide at that time supported that forecast. Eastern Standard Time (EST) is Coordinated Universal Time (UTC) + 10 hours. I have watched Peter Ridd on Sky and his revelations are very troubling but, to me, unsurprising. Latest Weather Observations for Mildura IDV60801 Issued at 9:22 am EDT Monday 16 January 2023 (issued every 10 minutes, with the page automatically refreshed every 10 minutes) About weather observations | Map of weather stations | Latest weather observations for VIC | Other Formats Station Details ID: 076031 Name: MILDURA AIRPORT Lat: -34.24 While the 0700 amended TAF and 0800 TTF were not required to be sent to the crew under Virgins flight following procedures, not passing the weather removed an important source of information regarding the deteriorating conditions at Adelaide. That is, if information about a weather deterioration was received from the BoM, and if flight watch personnel workload permitted, the information was passed to the flight crew. 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