These are useful, for example, for identifying fog and low cloud, which may not be visible in thermal infrared images because it has a similar temperature to the ground below. For an understanding of the aircrafts positions at this time, see Figure 1. 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 imbalance was likely the result of the crossfeed valve being opened by the crew. This advice is also available by dialling 1300 659 210. At this time, the Velocity1384 FO was out of the flight deck. On 31 March 2014, the ATSB hosted a safety forum in Canberra, with representatives from Airservices, the Australian Federation of Air Pilots, the Australian and International Pilots Association, the BoM, CASA, CivilAir (Australias ATC union), Qantas, Virgin and the Virgin Pilots Association. Analysis of the second lot of forms, received on 4 December, has proven more problematic because of the quality of the available data, and absence of critically important data. The ATSB has been advised of the following proactive safety action in response to this occurrence. MATS version7, effective on 11 March 2009, amended the examples of non-routine meteorological products to selected SPECI reports under the Scope of FIS section. Mildura past 24 hours of temperature, wind, humidity and rain with graphs and archived historical data from Farmonline Weather. On the day of the A320 occurrence, moisture levels were higher to the north of Adelaide, with fog forming at Edinburgh at 0730. At 1130, the visibility had increased to greater than 10 km and the cloud was now listed as few at 300 ft. Further information on the Adelaide and Mildura forecasts and observations is in appendixC. The ICAO Annex 3 Meteorological Service for International Air Navigation does not permit the inclusion in a TAF of a probability of less than 30 per cent that a weather phenomenon, such as fog, may occur during the forecast period. LOW VIS PROCSWND 360/5, MAX DW 5 KTS.VIS 500M IN FOGCLD FEW015TMP 6.QNH 1020, SPECI YPAD 172300Z 04006KT 0150 FG BKN000 06/06 Q1021RMK RF00.0/000.0TTF: FM2330 05005KT 9999 FEW025, METAR YMIA 172300Z 23004KT 9999 BKN039 07/06 Q1019RMK RF00.0/000.2, TAF YPAD 172302Z 1800/1906VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKFM190000 04008KT CAVOKRMKT 11 14 15 11 Q 1020 1020 1020 1021, TAF YMIA 172302Z 1800/181220008KT 9999 SCT030 SCT050RMKT 08 12 13 10 Q 1020 1019 1019 1020, ATIS YPAD Y 172311APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ON. At 0922, Qantas 735 transferred to the same frequency and was also advised of the arriving traffic. As such, it could not be used for arrivals at Mildura prior to 1000. If the ETA is outside the validity of the TTF, then the weather requirements shall be determined from the current TAF. You do not have a default location set The ATSB expects that all safety issues identified by the investigation should be addressed by the relevant organisation(s). The captain was the pilot flying, with the FO as pilot monitoring. The captains relevant aeronautical experience is outlined in Table3. Flight planning was required to take into account the requirements for holding fuel in lieu of the requirement to nominate an alternate. 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 meteorological conditions at Adelaide Airport deteriorated below the landing minima while Velocity 1384 and Qantas 735 were en route to Adelaide. However, the information provided by an AWIS is generated from the associated automatic weather station (AWS), which is the same data source used by BoM to create a METAR or SPECI report (Figure6). Discretionary loading of additional fuel by an aircraft captain was allowed under each operators fuel policy. Alternate translations, inconvenient texts, dogmas and theologies that didnt fit.all were suppressed or censored. The aerodrome forecast for Mildura, valid at that time, contained a temporary deterioration with cloud at 600 ft AGL. 1968 Total Observations 10% 20% 30% Calm 3% . They need at least to admit that the change has happened and they cannot draw any scientific long term conclusions because of it. Without this, the diversion of an aircraft to an alternate due to poor weather at the destination will not trigger increased monitoring. 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. 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. 256 km Mildura Radar Loop Provides access to meteorological images of the Australian weather watch radar of rainfall and wind. The crew of Qantas 735 elected to hold at waypoint BLACK, which was 48 NM (89km) from Adelaide, rather than continue their descent to the airport, which was still affected by fog. For all other short haul domestic flights, this service was not guaranteed, and was provided as workload permitted. Despite this limitation, the data was still being received from the AWS and could be obtained by telephone, or on request from ATC. In certain conditions, provision for flight to an alternate airport will be required. The aircraft was refuelled and the flight returned to Darlot once conditions improved. Time: 0756 EST Velocity 1384 and Qantas 735 in cruise, Time: 0758 EST Velocity 1384 and Qantas 735 in cruise, Time: 0800 EST Velocity 1384 and Qantas 735 in cruise, Time: 0804 EST Velocity 1384 and Qantas 735 in cruise, Time: 0805 EST Velocity 1384 and Qantas 735 in cruise, Time: 0815 EST Velocity 1384 and Qantas 735 in cruise, Qantas 735 approaching diversion point, Time: 0830 EST Velocity 1384 and Qantas 735 in cruise, Time: 0900 EST Velocity 1384 and Qantas 735 on descent to Adelaide, Time: 0902 EST Velocity 1384 and Qantas 735 on descent to Adelaide, Time: 0911 EST Velocity 1384 diverting to Mildura, Qantas 735 holding to east of Adelaide, Time: 0918 EST Velocity 1384 and Qantas 735 en route to Mildura, Time: 0928 EST Velocity 1384 and Qantas 735 on descent to Mildura, Time: 0930 EST Velocity 1384 and Qantas 735 approaching Mildura, Time: 0932 EST Velocity 1384 overhead Mildura, Qantas 735 approaching Mildura, Time: 0948 EST Velocity 1384 overhead Mildura, Qantas 735 landed at Mildura, Time: 0952 EST Velocity 1384 overhead Mildura, Qantas 735 shutdown at Mildura, Time: 0956 EST Velocity 1384 overhead Mildura, Time: 1000 EST Velocity 1384 overhead Mildura. The investigation is continuing and will: Note: A Suitable Airport may be, in order of priority: an Alternate Airport, following an approach and missed approach at destination, if the destination requires an alternate; or. The information contained in this web update is released in accordance with section25of the Transport Safety Investigation Act 2003 and is derived from the initial investigation of the occurrence. 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. Based on this revised information, the crew of Qantas 735 decided to divert to Mildura Airport, rather than holding or conducting an autoland at Adelaide. These were the reports obtained by the crew of Velocity 1384 and Qantas 735 to assist their decision making about diverting to Mildura. Or is the right word illusionists? These included the need for distance vision correction to be worn. In this amendment the section on the provision of FIS was changed in several areas. Before departure from Singapore, the TAF for Perth Airport predicted a 30 per cent probability of fog after 0200 Western Standard Time[23]. - Occurs when the main wing tanks differ by more than 453 kg (1,000 lbs). In short, it appears that on the hottest days in Mildura during the period that manual readings were being taken after installation of the most recent probe no one was turning-up to take the manual reading from the mercury thermometer. During the latter stage of the flight, unforecast fog developed at Sydney, which resulted in the deterioration of visibility to below the landing minima. An automated pre-recorded transmission indicating the prevailing weather conditions at the aerodrome and other relevant operational information for arriving and departing aircraft. 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. As such, both aircraft were committed to land in conditions below the landing minima at Mildura Airport. 76 Deakin Avenue, Mildura VIC Australia These requests for forecasts and observations ceased when Qantas 735 reached holding waypoint BLACK. 2). Similar calculations for Velocity 1384 indicated that the fuel on board at 0918 permitted the aircraft to hold for about 5 minutes before diverting to Adelaide and landing with the fixed fuel reserve intact. Weather delivered differently. 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. The crew of Velocity 1384 reported that the first time they became aware of the fog at Adelaide was on initial contact with the Tailem Bend sector controller at 0844. Likewise, when the 0800 TTF was issued showing fog, both aircraft were still outside this 60minute arrival time. Web. 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. In response to this occurrence, the ATSB also initiated research into the reliability of weather forecasts in Australia, initially at Adelaide and Mildura Airports (see the section ATSB research investigation). Before that point, there had been no requirement for the aircraft to carry fuel to continue to a suitable alternate. In the case of the occurrence flights, as the TAF for Adelaide that was used for flight planning did not require an alternate, each aircraft departed with sufficient fuel to reach Adelaide and land with the stipulated fuel reserves intact. For the remaining short haul domestic operations, primarily under 90 minutes flight time, the flight following service was considered as available, and was dependent on flight watch personnel workload at the time. The next warning will be issued by 03:00 pm EDT on Thursday 19 January 2023. As a result, significant weather deteriorations may remain unnoticed unless the pilot: The inherent passivity of the ABS increases the risk that potential landing options will unknowingly reduce in critical situations. This contingency in the case of an emergency was permitted under Civil Aviation Regulation 257(5). However, by not obtaining the weather for Adelaide while en route, the crew removed an information source that could have resulted in a better awareness of the situation at Adelaide and the opportunity to plan a diversion earlier. Sun protection recommended from 9:30 am to 5:50 pm, UV Index predicted to reach 12 [Extreme]. 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