This meant that flight following personnel provided relevant updates to the flight crew on weather and operational matters. This data could be accessed from ATC on request, or by pilots directly via a telephone number that was provided in the NOTAM. However, Jeppesen Air traffic rules and services,section 8.5 ATC initiated FIS did contain this advice. 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. Therefore, crews may have been alerted on more than the 117 occurrences identified. On nearing Adelaide, the forecast improvement in weather conditions had not occurred and as a result, both aircraft commenced a diversion to Mildura, Victoria. They could, however, access the weather if requested by flight crew or for their own information. Employed to minimise unnecessary distractions during critical phases of flight. Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. This included provision of unforecast weather conditions to flight crew. This reportedly increased controller workload and Airservices reviewed their position on the provision of in-flight information to flight crews. At the time of the occurrence, Virgin had not yet commenced using ACARS routinely in their B737fleet, although it was available for use by the crew. Most of these data are generated automatically and are frequently updated. 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. In this occurrence, the forecast extension of the fog at Adelaide occurred after DPA, which limited the available options. Light winds becoming easterly 15 to 20 km/h during the day then becoming light during the afternoon. 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 United States (US) AIP that was current at the time of the occurrence listed the various areas of FIS that were provided to pilots in the US. After issuing the 0952 amended TAF, the BoM received a call about the weather at Mildura from the BoM meteorologist located at the Airservices national operations centre. 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. The investigation is continuing and will: As such, both crews were able to land under the provisions of CAR 257(5). The alternate minima for runway 27 at Mildura for large jet aircraft were 1,233 ft and 6 km if the forecast QNH was used. Welcome to Kar-Rama Motor Inn, a nice option for travellers like you. 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. Conversely, if the aircraft is a distance away (eg one hour) the observation should be viewed with caution. Velocity1384 landed at Mildura at 1014, in fog conditions. Typically, this means flying in cloud or limited visibility. The flight crews of Velocity 1384 and Qantas 735 gave precedence to the aerodrome weather reports at Mildura over the aerodrome forecast when deciding to divert. In addition, the onset time of fog at Adelaide Airport that day was 40minutes later than any recorded onset time at that location in the preceding 30 years. Evidence from the relevant ATC enroute sector recorded radio communication showed that controllers were providing inbound aircraft within 60minutes of Adelaide Airport with advice of an amended TAF and of ongoing SPECIs. Bureau Home > Radar Images > 128 km Mildura 5 min Rainfalls. Partly cloudy. Parallel data from Mildura preliminary findings. The captains relevant aeronautical experience is outlined in Table 1. Airservices advised that this was because diversions are common and controllers are encouraged not to become involved in pilot decision making. . The AIP outlines the elements of ATC-initiated FIS. A trend forecast is defined as an aerodrome weather report to which a statement of trend is appended. Lance Pidgeon. The team leader dispatch oversaw the flight planning and flight watch functions of the operations centre. If not, what did they record it for? It is also possible that the transient came from electrical noise and not temperature at all. With 1,500 kg of fuel remaining, the aircraft landed without incident in the fog with 250350 m visibility. That was, the FO was not expecting to necessarily be sent amended weather by flight following personnel. At 0800, the BoM issued an updated trend forecast (TTF)[4], which showed that fog had reduced visibility at Adelaide and was expected to clear by 0900. The 0303 TAF was computed on that basis. (i) other activities likely to affect safety. Forecast for the rest of Saturday Summary Partly cloudy. This meant that Qantas 735 continued to Adelaide with the expectation that the fog would clear prior to their arrival, which did not occur. Significant fluctuations in forecast accuracy and the resulting risk to safety were observed over time. The chance of a thunderstorm. 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). 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. In addition, it is not possible for an ABS to recognise the importance of, and then actively disseminate SPECI information to pilots. However, appropriate meteorological data was not available at the time to support such an examination and potential safety recommendation for the widespread installation of equipment of this magnitude and complexity. Virgin flight watch personnel reported receiving and reviewing this TAF when it was issued. The FO reported obtaining about 7 hours sleep the night prior to the occurrence and felt well rested. Sun protection recommended from 9:30 am to 5:50 pm, UV Index predicted to reach 12 [Extreme]. Section 9.2, Inflight fuel management, section 9.2.1 Procedures, stated: The captain shall ensure that the fuel situation is continually monitored by inflight fuel checks. The arrival time of Velocity 1384 was planned for 0920, which was after the forecast clearance of the fog. However, had the 0918 SPECI been disseminated, each crew would have been informed of the developing deterioration at Mildura. At 0027 WST on 1 June 2012, the flight crew of a Boeing 717 aircraft, registered VH-NXO, were conducting an instrument approach to land on runway 03 at Perth Airport after a flight from Paraburdoo, Western Australia. Those practice approaches were carried out in conditions equal to or better than the CAT I minima. This TAF included a forecast for mist and a 30 per cent probability of fog, a forecast visibility of 500m and broken cloud at 200 ft AGL for 2 hours. At 0946 the crew of Qantas735broadcast that they had landed at Mildura. The visibility and cloud detected by the AWS was broadly consistent with the SPECIs that were available at that time as both were generated from the same data source. 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. BoM records at the time showed that Adelaide Airport averaged 4.9 fog events per annum. At the time of writing, the results of this research for Mildura Airport were available and are summarised below. Review of Flight Watch/Following activities across several carriers to obtain best practice for this activity Virgin America and Westjet were visited. 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. Under the forecast priority guidance, issuing an amended aerodrome forecast (TAF) for Category B airports, such as Mildura, is ranked below the need to create information concerning en route weather phenomena that may affect the safety of aircraft operations (SIGMET). When the TTF for Adelaide was issued at 0800 and showed fog, flight watch again reviewed the situation for applicability to Velocity 1384. However, on the day the fog did not clear as anticipated, which resulted in the forecast end period for the fog being inaccurate. The crew attempted two ILS approaches before using autoland to land on runway 21 in weather conditions that were below the prescribed landing minima for the ILS. 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. When the aircraft touched down, the No. At 0936 the controller made a broadcast on the area frequency to traffic at Mildura, informing them of the details of the 0932 SPECI. The captains relevant aeronautical experience is outlined in Table3. Given the nature of the emergency, this allowed the crew to land despite the low visibility conditions. 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. If you are after long-term averages relevant to Mildura, Victoria, look at the tables for Mildura Airport or Mildura Post Office. The 0800 TTF indicated fog as it was considered imminent and formed at 0804, which was reflected in a SPECI issued at 0805. Given electronic probes generally respond more quickly to fluctuations in air temperature than mercury thermometers, it follows that this method instantaneous recordings from an electronic probe would result in new temperature maxima under the same weather conditions. There was only one occurrence found where the pilot believed they should have received greater assistance from ATC, however that occurred in the context of high controller workload and potential miscommunication between the pilot and ATC about the situation. And I noted that some of the temperature variations were within the range of the warming attributed to global warming over the second half of the 20th century. 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. 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. Filed Under: Information Tagged With: Temperatures. This has happened in so many places. 0. Rockhampton Airport (Connor Park) (IATA: ROK, ICAO: YBRK) is a major Australian regional airport in West Rockhampton that services the city of Rockhampton, with direct flights to the cities of Brisbane, and Mackay.Flights have previously operated to Sydney and Melbourne but were cancelled due to lack of passenger numbers. Had the 18 kg of fuel in the No. The big difference is accuracy. An AERIS is a continuous broadcast of routine aerodrome weather reports (METAR[24]) from selected airports around Australia. 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. Special reports (SPECI) are issued by the BoM whenever weather conditions fluctuate about or are below specified criteria, including significant weather, temperature, QNH or wind changes. 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. Officers may, at times, experience situations not specifically covered whereby the safety of an aircraft may be considered to be in doubt. However, once Qantas 735 commenced descent towards Mildura, the divert time of 0955 would have reduced by about 20 minutes due to the increasing distance from Adelaide and additional fuel required to climb back to cruise altitude and effect a return. What was unusual about the occurrence involving the A320 was that the advection of fog moved in from the north at a greater speed than the surface wind. This information is sourced from the airports AWS and is generally broadcast continuously and updated every minute. Please contact theSESfor further support and information about how to best prepare. At 0844, when Velocity 1384 and Qantas 735 were both on the Tailem Bend sector frequency, the controller provided the following information: Qantas seven-thirty-five and Velocity thirteen-eighty-four you are probably both aware of the weather in Adelaide at the moment. As such, they were not required to carry fuel to reach an alternate. 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