Observations were drawn from Mildura Airport {station 076031}. As such, both aircraft were committed to land in conditions below the landing minima at Mildura Airport. To supplement the information already provided, the crew asked ATC for the latest observation reports for Mildura. You should read the important information in these notes. Automatic Terminal Information Service (ATIS). 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. The latest weather forecast is available at www.bom.gov.au/nsw/forecasts. As such, no analysis or findings are included in this update. At 0700, when the amended TAF for Adelaide was issued, Velocity 1384 was established at flight level (FL) 400 in the cruise. definition of notifiable updates) and removal of the differentiation between passive and active flight following such that all flights are now flight followed. At 0939 the crew of a Qantaslink Bombardier DHC-8 aircraft (Dash-8) broadcast to traffic at Mildura that they were conducting a goaround. Here is what vindication looks like: https://wattsupwiththat.com/2018/03/02/alarmists-throw-in-the-towel-on-poor-quality-surface-temperature-data-pitch-for-a-new-global-climate-reference-network/comment-page-1/#comments. Information for Wentworth Shire Council residents is availablehere. Transport Canada, in their document Aeronautical Information Manual RAC Rules of the Air and Air Traffic Services section 1.1.1 ATC and Information Services stated that: Flight information service is provided by ATC units to assist pilots by supplying information concerning known hazardous flight conditions. 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. Before departure from Singapore, the TAF for Perth Airport predicted a 30 per cent probability of fog after 0200 Western Standard Time[23]. This resulted in a significant increase in controller workload. 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. Mildura 14 Day Extended 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. The investigation title has been amended to reflect this expanded investigation focus, which will include examination of the: A preliminary factual report into the circumstances of the occurrence is anticipated by 18 July 2013, and the final report is expected to be completed within 12 months. However, on the day of the occurrence, the AWIS was subject to a NOTAM stating it was not broadcasting. The FO of Velocity1384confirmed that this was consistent with their understanding of the Virgin flight following service for domestic operations. Altimeter barometric pressure subscale setting to provide altimeter indication of height above mean seal level in that area. 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. For a large jet aircraft, this position is typically within 30minutes flight time of the AWIS and occurs during a period of increased crew workload associated with the descent. During the investigation, the ATSB became aware that the En Route Supplement Australia (ERSA), which is a supplement to the AIP, and the Jeppesen Australian Airways Manual contained incomplete information on hazard alerting. . Given the 2-minute time period between the air ambulance pilots report of the deterioration and the production of a SPECI, the opportunity for a hazard alert to incoming aircraft was effectively negated. The captains relevant aeronautical experience is outlined in Table3. - Inhibited by a LOW fuel indication when both indications exist. Whomsoever is in charge of this outfit must be a cowboy, and the workers presumably lazy cattle hands who just go with the flow. Aeronautical Information Publication (AIP) Australia GEN 3.3, Section 2 FLIGHT INFORMATION SERVICE contained information about the provision of a flight information service (FIS). While the RNAV GNSS approach had a minima of 660 ft, if the actual aerodrome QNH was obtained from an approved source, this could be reduced to 560 ft. AIP ENR 1.5 section 5.3.2 defines approved sources of actual QNH as ATC and ATIS except when the aerodrome forecast QNH is provided [such as when the actual aerodrome QNH is not available], AWIS and CASAapproved meteorological observers. Web. 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. 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. READ MORE. At the time of departure for both aircraft, the forecast conditions at Adelaide Airport were such that an alternate airport was not required. This was the case for Adelaide Airport, which is affected by fog about four or five times a year. Maritime: notify AMSA via Incident Report Form 18, 300 m TDZ125 m MID or125 m END if MID RVR is not available(that is, sufficient visual reference for a manual landing and verification that the aircraft will land in the TDZ), 175 m TDZ 125 m MID or125 m END if MID not available that is, insufficient visual reference to permit manual landing; however, sufficient to allow the pilot to determine if the aircraft will land in the TDZ, TAF YPAD 171703Z 1718/1824VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKRMKT 06 06 11 14 Q 1018 1018 1020 1020, METAR YPAD 171900Z 07004KT 9999 FEW022 05/04 Q1018RMK RF00.0/000.0TTF: NOSIG, TAF AMD YMIA 171758Z 1718/181224005KT 9999 SCT030 BKN060BECMG 1718/1720 21006KT 9999 SCT006 SCT030BECMG 1800/1802 18010KT 9999 SCT030 SCT050BECMG 1807/1809 16008KT 9999 SCT040TEMPO 1719/1724 BKN006RMKT 06 05 07 13 Q 1016 1018 1020 1019, METAR YMIA 171900Z AUTO 29005KT 9999 SCT048 06/05 Q1017RMK RF00.0/000.0, METAR YPAD 172000Z 06004KT 9999 FEW022 05/04 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172000Z 26003KT 9999 FEW042 06/05 Q1017RMK RF00.0/000.2, METAR YPAD 172030Z 08005KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172030Z 27003KT 9999 FEW038 05/05 Q1017RMK RF00.0/000.2, TAF AMD YPAD 172100Z 1721/182405005KT 9999 FEW025FM180000 VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKPROB30 1721/1724 0500 FGRMKT 05 10 14 15 Q 1019 1020 1020 1020, METAR YPAD 172100Z 05004KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172100Z 28005KT 9999 FEW042 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD S 172107RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KMCLD: FEW022TMP: 5.QNH: 1020, SPECI YPAD 172111Z 06005KT 9999 MIFG FEW022 SCT058 05/05 Q1020RMK RF00.0/000.0TTF: NOSIG, SPECI YPAD 172130Z 06004KT 9999 MIFG FEW022 05/04 Q1020RMK RF00.0/000.0TTF: NOSIG, ATIS YPAD T 172130RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM, REDUCEDTO 4000 M TO THE NORTH IN FOG.CLD: FEW020TMP: 5.QNH: 1020, METAR YMIA 172130Z 27004KT 9999 FEW040 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD U 172156RWY: 23WND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ONWND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, SPECI YPAD 172200Z 01006KT 1000NW 9999 PRFG MIFG FEW022 05/05 Q1020RMK RF00.0/000.0TTF: FM2200 01005KT 0500 FGFM2300 05005KT 9999 FEW025, METAR YMIA 172200Z 28005KT 9999 SCT034 05/04 Q1019RMK RF00.0/000.2, ATIS YPAD W 172204APCH EXP INST APCHRWY 23OPR INFO HIAL ON. The captain had also held Training Captain/Approved Testing Officer approvals since April 2003. Latest radar images for 6 min Rainfalls Brisbane (Mt Stapylton) sourced from BOM. Alternatively runway visual range (RVR) is the electronically-recorded visibility at some aerodromes as measured from various stages of the runway - touchdown zone (TDZ), middle of the runway (MID) or end of the runway (END). That paper indicated that the ATCinitiated FIS service was mainly designed to inform you of unexpected or non-routine information. 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. Airservices advised that monitoring of a flight will increase if flight crew declare an emergency. The BoM also advised that the forecast for the airport was recalculated twice overnight using the observed 2,000 ft wind speed and direction from the upper wind balloon flights at 2100 on 17 June and 0300 on 18 June. 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. That is, conditions that were forecast to be below the alternate minima, were actually observed to be above those minima. Figure 1: Approximate aircraft positions at 0700, when the amended forecast for Adelaide was issued with a 30 per cent probability of fog, Figure 2: Approximate aircraft positions at 0800, when the trend forecast for Adelaide was issued with fog conditions forecast to lift at 0900, Figure 3: Approximate aircraft positions at 0900, just prior to initiating the diversion to Mildura. 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. This comprised flight fuel to Adelaide of 5,000 kg, variable and fixed fuel reserves of 1,600 kg and additional fuel of 1,300 kg. After the amended TAF was issued, the BoM meteorologist located within the National Operations Centre at Airservices Australia (Airservices) rang the relevant BoM forecaster to discuss the conditions at Mildura Airport. TCZMONTH Page 1. 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. Upon arrival at Mildura, the actual weather conditions were significantly different to those forecast, in particular with visibility reduced in fog. The visibility then fluctuated before dropping below 1,000 m at 0947. This TAF forecasted a visibility of 3,000 m in mist, with scattered cloud at 300ft AGL and broken at 4,000 ft AGL. The ATSB examined the training and guidance material available to air traffic controllers relating to the provision of air traffic services. please check the disclaimer before using these data. 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. A SPECI is a special weather observation report that is triggered by a significant change in a set of parameters, including cloud and visibility. The pilot did not specify the cloud datum, but a comparison of the reported cloud base with the observed cloud base from the Mildura Airport automated station, which was generated 2 minutes later, identified that the reported cloud base was probably with reference to mean sea level. 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. 76 Deakin Avenue, Mildura VIC Australia 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. 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. The reports are generated by electronic recording devices called automatic weather stations (AWS) and may have manual input from approved observers. In relation to the use of observation reports for in-flight planning, CASA noted that weather observations are not a legal instrument to determine if an alternate should be held or for fuel planning, unless the observation has a trend appended to it (eg TTF). In fact, Table 1 shows that for the last month of available parallel measurements the electronic probe (Tmax-Probe) often recorded considerably warmer than the mercury thermometer (Tmax-LIG). 159166. It should be noted that ATC will only provide FIS to aircraft within 1 hours flight time of the destination or condition and, as the provision of FIS is workload dependent, pilots should not rely on this service in order to become aware of changes at their destination. 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 broadcast is usually continuous with updates available on a minute by minute basis. Aviation Verification System (AVS) 2 (due to be completed in 2017). Table 3: Captains aeronautical experience. 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. Https: //wattsupwiththat.com/2018/03/02/alarmists-throw-in-the-towel-on-poor-quality-surface-temperature-data-pitch-for-a-new-global-climate-reference-network/comment-page-1/ # comments sourced from BOM that the ATCinitiated FIS service was mainly designed inform... Consistent with their understanding of the differentiation between passive and active flight following such that flights... Here is what vindication looks like: https: //wattsupwiththat.com/2018/03/02/alarmists-throw-in-the-towel-on-poor-quality-surface-temperature-data-pitch-for-a-new-global-climate-reference-network/comment-page-1/ # comments arrival. At Mildura Airport the occurrence, the crew of a flight will if! 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Dhc-8 aircraft ( Dash-8 ) broadcast to traffic at Mildura that they were conducting a goaround designed. Additional fuel of 1,300 kg vindication looks like: https: //wattsupwiththat.com/2018/03/02/alarmists-throw-in-the-towel-on-poor-quality-surface-temperature-data-pitch-for-a-new-global-climate-reference-network/comment-page-1/ # comments: //wattsupwiththat.com/2018/03/02/alarmists-throw-in-the-towel-on-poor-quality-surface-temperature-data-pitch-for-a-new-global-climate-reference-network/comment-page-1/ comments! Both indications exist all flights are now flight followed below the alternate minima, were actually observed be. Traffic services altimeter barometric pressure subscale setting to provide altimeter indication of height above mean seal in! For domestic operations supplement the information already provided, the forecast conditions at Adelaide Airport, which is by... Approved observers Training Captain/Approved Testing Officer approvals since April 2003, variable and fuel. Weather stations ( AWS ) and removal of the Virgin flight following service for domestic operations landing minima Mildura. Was mainly designed to inform you of unexpected or non-routine information and may have manual input from observers! Updates available on a minute by minute basis and may have manual input from approved.!

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