I have gone over some of the design steps that would need to be done and they are too complicated to trust without checking. If not, what did they record it for? 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. It is possible for incorrect values to appear. Mildura Weather Forecast, VIC 3500 - WillyWeather. Section 10.2.4 contained the caveat that: It should be remembered that the controllers primary function is to provide safe separation between aircraft. Another Virgin aircraft then asked ATC to clarify if that report was for Melbourne, to which ATC replied negative, Adelaide. Slight chance of a shower in the afternoon and evening. Just considering the values for September, the mean difference is statistically significant at the 0.05 level of probability, and is +0.34 C, +0.27 C and +0.28 C for the years 1997, 1998 and 1999, respectively. The flight crews of Velocity 1384 and Qantas 735 reported assessing the Mildura weather prior to diverting from Adelaide Airport. While Velocity 1384 was en route to Adelaide, and while Qantas 735 was in the process of departing for Adelaide, an updated forecast was issued at 0700 including a 30 per cent probability of fog. 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. On the morning of 18 June 2013, a Boeing Company 737 (B737) aircraft, registered VH-YIR and operated by Virgin Australia Airlines Pty Ltd was conducting a scheduled passenger service from Brisbane, Queensland to Adelaide, South Australia. 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. However, they could request it through The Australian Advanced Air Traffic System. Centralised Aerodrome Weather Information Service (C-AWIS) Project (completion expected 2015/16 FY). The ATSB expects that all safety issues identified by the investigation should be addressed by the relevant organisation(s). 2). For long haul operations and those flights to islands, Asia and from the east to the west coast of Australia, flights were actively followed. Various supervisors in Melbourne Centre advised that they were aware that the weather in Adelaide was deteriorating. 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. The actual weather conditions encountered by the flight crews of Velocity 1384 and Qantas735 on arrival at Mildura were below landing minima and significantly worse than the aerodrome forecast and weather reports used by both flight crews to assess its suitability as an alternate destination to Adelaide. 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. Fuel tank capacity is indicated in Table 5. Mostly sunny. The operational information required to be provided by ATC to pilots was amended to require the provision of information about meteorological conditions and the existence of non-routine meteorological products such as SPECI reports and amended TAFs. Light winds becoming southeasterly 15 to 20 km/h in the morning then becoming light in the middle of the day. VIC Weather & Warnings; Warnings Summary; Forecasts; Melbourne Forecast; . 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. A number of these challenges have been identified by the Centre of Australian Weather and Climate Research and include that: At interview, the BoM similarly stated that as fog is a very rare event for most airports, it is difficult to accurately forecast. However, it is also worth noting that the on-request service is workload dependent, and is therefore not guaranteed. The Tailem Bend en route sector comprised the airspace from 36 NM (67 km) to 140 NM (259 km) to the east of Adelaide Airport. However, neither crew had access to this TAF and, even if they had, they would not have been able to use it for flight planning purposes at that stage as it was not valid for use before 1000. Certainly not when temperatures are soaring! Mildura Airport had an AWIS that was normally capable of broadcasting on VHF. In assessing the magnitude of the change, Airservices identified a potential failure of the pilot does not obtain in-flight information, with the effect that the pilot is not aware of significant weather information. Other formats To print this page, get the PDF version (one page, 45 kb ). The Mallee controller who was responsible for the airspace above Mildura did not pass this information on, either internally or directly to BoM. All of the directly involved parties were provided with a draft report and invited to provide submissions. BoM observations, together with reports from Adelaide Airport tower controllers placed the fog well to the north of Adelaide Airport. As a TTF does not include probability forecasts, only the 0700 amended TAF could include the 30 per cent probability of fog. This encapsulated the pre2009 FIS change through to the occurrence at Mildura. As a result of stakeholder input during the report review process, the ATSB considered the potential safety benefit of the installation of CATIII B autoland facilities at all Australian major airports. If they revised the probe design several times there must have been some records kept of how, why and where. A review of the relevant ATC recorded radio communication identified that the first opportunity was at 0816, when the crew of Qantas 735 requested further information from ATC regarding conditions in Adelaide. Only one caller was able to access the AWS via phone at any one time. Alerting function of special weather reports (SPECI) is not met by the automatic broadcast services, Limited provision of flight information service for some non major airports, Information Publication Scheme - Agency Publication Plan, Human Factors for Transport Safety Investigators course, Transport Safety Investigation Regulations, Information for police and coronial officers, Railway accident guidelines for operators, Mandatory - Aviation accident or incident notification, Voluntary - REPCON Aviation Confidential Reporting Scheme, Mandatory - Marine accident or incident notification, Voluntary - REPCON Marine Confidential Reporting Scheme, Mandatory - Rail accident or incident notification, Voluntary - REPCON Rail Confidential Reporting Scheme. In addition, CASA clarified that there was no strategic difference between an in-flight scenario and a pre-flight plan in relation to the use of forecasts. https://notalotofpeopleknowthat.wordpress.com/2018/02/16/us-big-freeze-is-adjusted-out-of-existence-by-noaa/, https://notalotofpeopleknowthat.wordpress.com/2018/02/17/ghcn-are-even-inflating-current-temperatures-in-new-york/, Hyping Daily Maximum Temperatures (Part 1), Happy New Highest Tide for 2023 Sunday 22nd January, Fear, Flooding, Forecasting & Australias 2022 Official Rainfall Statistics, A Note on Obfuscation, the 2022 Climate Report, and my Latest Film. On board were six crew and 146 passengers. This forum is planned to include representatives from the Civil Aviation Safety Authority, Airservices Australia, the Bureau of Meteorology, the operators of VH-YIR and VH-VYK, and other relevant parties. Concurrently, the TTF for Adelaide showed light winds with few clouds with no significant changes expected over the forecast period. BoM records at the time showed that Adelaide Airport averaged 4.9 fog events per annum. 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. 159166. A timing requirement on the provision of this operational information was also introduced so that pilots were alerted within one hour of the conditions with controllers being able to use various means to communicate the information including: by directed transmissions to those aircraft maintaining continuous communications with ATS at the time the information is identified and that are within one hours flight time of the conditions;[[27]]. The Virgin operations manual, volume 1A, section 9.1.3 outlined the post-dispatch fuel requirements for flight crew. This meant that Qantas 735 continued to Adelaide with the expectation that the fog would clear prior to their arrival, which did not occur. Filed Under: Information Tagged With: Temperatures. 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 next routine forecast will be issued at 4:30 pm EDT Thursday. In relation to forecasts and warnings, the ASH outlined a framework for prioritising tasks. The flight had been planned using a valid TAF for Sydney, which predicted conditions above the alternate minima for the flights arrival. After the aircraft reached top of climb and the sterile cockpit period ended, flight watch sent a message via the aircraft communications addressing and reporting system stating that the amended TAF now indicated a 30 per cent chance of fog, providing an overview of the conditions at Adelaide Airport and advising that the TTF forecast no significant change during its validity period. 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. 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. Ltd. (Virgin) advised of the following safety action in response to this occurrence: On 18 June 2013, two Boeing 737-800 aircraft, VH-YIR operated by Virgin Australia Airlines Pty. 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. The captain held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to 800endorsement and a current Class 1 Aviation Medical Certificate with various conditions. The FO reported their recent sleep as normal and that they obtained about 7.5 hours sleep the night before the occurrence. This TTF forecast that the fog would now remain until 0930. In other words, considering the forecasts that did not predict conditions below the alternate minima (0.09 per cent), and all observations below the landing minima (0.99 per cent), in the period 20092013, 10 per cent of the time that the observations were below the landing minima at Mildura Airport, those conditions were not forecast (0.09/0.99). The BoM further stated that forecast amendments are based on a number of factors and not limited to aerodrome weather reports. A number of reviews of the ATSB occurrence database were carried out in an effort to understand the potential operational and other factors in this occurrence. They had been situated within Virgins operations control centre, initially as a BoM employee, before joining a private company providing the same service to Virgin. Ltd. and Qantas Airways Ltd. Submissions were received from the flight crew of Velocity 1384, Airservices Australia, the Bureau of Meteorology, the Civil Aviation Safety Authority, Virgin Australia Airlines Pty. 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. By Julie Mercer. 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