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. The AIP outlines the elements of ATC-initiated FIS. Unforecast fog developed at Sydney Airport after the aircraft passed the flight planned last point of safe diversion, which had been based on a diversion to Melbourne. The BoMs Aviation Weather Services already has a formal process in place to conduct regularly consultative meetings/workshops with key aviation stakeholders to identify improvements and current and future requirements. This SPECI indicated broken[9] cloud at 200 ft and that the visibility was now 2,100 m in mist. 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. The inaccuracy of the forecast clearance of the fog at Adelaide Airport compelled the flight crews of Velocity 1384 and Qantas 735 to either conduct an emergency landing at Adelaide or divert to Mildura Airport. The AIP defined hazard alerts to include: observations, pilot reports, or amended forecasts indicating that weather conditions at the destination have unexpectedly deteriorated below the IFR or VFR alternate minima, and. The Mallee controller acknowledged the report but, at that stage neither Velocity 1384 nor Qantas 735 were on the Mallee frequency. They are not at the same site [about 2 klm apart] so it will be no comparison anyway but when they have this valuable historical data, why destroy it? 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. They considered this was a sufficient buffer if the fog did not clear by 0900. The Manual of Air Traffic Services (MATS) for ATC stated that controllers should pass airborne report (AIREP) information to affected aircraft and the BoM. This encapsulated the pre2009 FIS change through to the occurrence at Mildura. An advanced hardware and software system that is used by Airservices Australia to help manage domestic and international flights in Australian airspace. 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. review the distribution, dissemination and sharing of operational information to the aviation industry as stipulated by the Civil Aviation Safety Authority, and enacted by Airservices Australia and the Bureau of Meteorology. The crew of Velocity 1384 reported using the observation reports to confirm their understanding of Milduras suitability as an alternate destination. This decision took into account the observations at Mildura, which indicated the weather there was suitable for landing. As a result, the systems supervisor contacted the BoM to advise them of the unexpected deterioration and that the current Mildura TAF did not reflect the severity of the conditions. The aircraft was due at Perth at 0020 WST so in accordance with the operator's fuel policy, fuel was not specifically carried for a diversion to an alternate aerodrome. This magazine was produced by the Civil Aviation Safety Authority and distributed to pilots and other aviation personnel. 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. Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. If there is no AWIS, or it is a major airport, ATC will advise the availability of a SPECI report as FIS, workload permitting. However, given the observations of significantly better weather at Mildura, they also concluded a diversion was a better option at that time. In addition, changes regarding the 60minute time period in which amended aerodrome forecast information would be broadcast to aircraft that are being provided with an ATC service, aligned the MATS to the International Civil Aviation Organization (ICAO) Regional Supplementary Procedures. This research investigation will initially examine the reliability of the aerodrome forecasts for Mildura and Adelaide Airports, before expanding to cover other major Australian airports. The Airservices investigation into this occurrence noted that the Mallee controller did not consider the air ambulance pilots report significantly different to the forecast TEMPO conditions in the 0158TAF for Mildura. In relation to the weather at Mildura, the ATSB found that the deterioration was significantly worse than originally forecast. Naturalistic Decision Making, Lawrence Erlbaum Associates, pp. The crew of Velocity 1384 (who were not authorised to conduct an autoland at Adelaide as Virgin did not have the appropriate approval from CASA to conduct an autoland) also used the observations at Mildura as the basis of their decision to divert to that airport. After this occurrence, the MATS was amended to ensure dissemination responsibility for a SPECI was retained by the controller in the event the associated AWIS was not broadcasting (see the section titled Safety issues and actions). At 1012, ATC initiated a distress phase. Civil Aviation Regulation 1988 (CAR) subregulation 257(4) specified that if an element of the meteorological minima for landing is less than that determined for the aircraft operation at the aerodrome, the aircraft must not land at that aerodrome. Virgin flight watch personnel reported receiving and reviewing this TAF when it was issued. It stated that FIS was to include operational information about meteorological conditions and hazard alerts. Changes in operational status of the aerodrome of intended landing, alternate aerodromes and deviations from the original flight plan, shall be taken into account. I am dragging up my old university stats to understand what you are on about. However, it is also worth noting that the on-request service is workload dependent, and is therefore not guaranteed. Automatic Terminal Information Service (ATIS). It also influenced the decision making of the Virgin Australia flight watch personnel, who did not pass this weather to the flight crew of Velocity 1384. There is no documentation, however, supporting this contention for Mildura or any of the other nearly 500 AWS spread across the Australian continent. The aircraft was not fitted with HGS. This occurrence has highlighted the effect of various factors coming together to create and influence a rare event. The exchange between ATC and Qantas735was not captured on Velocity 1384s cockpit voice recording as it only recorded the 2hours preceding engine shutdown. Supporting this decision, the flight crew had also calculated that they had sufficient fuel to hold for about 45 minutes beyond their planned arrival time without using the fixed fuel reserve. They reported to Airservices that this was due to high workload at the time, and a consideration that the information in the pilots report did not differ significantly to the forecast TEMPO conditions. A trend forecast is defined as an aerodrome weather report to which a statement of trend is appended. In order to better quantify the residual risk, specifically the likelihood of unforecast weather deterioration, the ATSB is examining the reliability of aerodrome forecasts as part of research investigation AR-2013-200 Reliability of aviation weather forecasts. To supplement the information already provided, the crew asked ATC for the latest observation reports for Mildura. It operates from specific very high frequency (VHF) transmitters and the contents of the broadcast from each transmitter cater for the needs of aircraft operating in control areas within the broadcast range of each transmitter. It allows for completion of the ILS and autoland following failure of any single system component after a specified alert height as determined by a number of safety parameters. 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 observation reports issued by BoM at that time indicated that the conditions at Mildura were above the alternate minima for the aircraft, despite the TAF for Mildura indicating a temporary deterioration during the forecast period. The broadcast is usually continuous with updates available on a minute by minute basis. That discussion did not result in a change to the valve position and it remained open. - Improve the accuracy of forecasts in relation to predicting the onset and cessation times for thunderstorms and below minima conditions at airports; - Result in developing a less conservative forecast approach for significant weather events (with below minima conditions); - Improve forecaster responsiveness in amending forecasts after weather events have passed; Although no safety issue was identified by the ATSB, Virgin Australia Airlines Pty. The captain was still the pilot flying; however, they briefed that if at any time during the approach the FO sighted the runway, then the FO was to take control and land. At the time of the A320 occurrence on 20August1999, there had been 11 fog events recorded at Adelaide Airport during 1999. 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. Western Standard Time (WST) was UTC + 8 hours. As there was no TAF service available for Darlot, the crew was required to nominate an alternate airport on the flight plan. 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. This includes river heights. On this basis, the controller did not update the incoming aircraft of this deterioration. The crew of Velocity1384were not aware of the changes to the forecast. A short AIREP should be provided by pilots when requested and ATS should be advised when a pilot encounters: In respect of the distribution of short AIREPs, MATS section 3-10-930 required controllers to: The pilot of the air ambulance aircraft who departed Mildura at 0916 did not use the term AIREP. 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. Readmore. The ATSB has been advised of the following proactive safety action in response to this occurrence. After informing the BoM of this omission, I have been told it is being looked-into that the relevant officer will follow-up on the missing month of data. The 0158 amended TAF for Mildura Airport was available to both flight crew and predicted a temporary deterioration (TEMPO) of the weather. While the infrastructure available to flight crews may vary between operators and aircraft, broadly these information sources relate to support from the operator of the aircraft (in this case the airlines) and support from ATC. These included the need for distance vision correction to be worn. When Velocity 1384 departed Brisbane for Adelaide, the TAF that was current at the time showed favourable conditions for arrival and did not require the nomination of an alternate airport. This supports the assessment that the fog would clear rapidly at Mildura. Sun & Moon. The in-flight weather report given by the air ambulance pilot was not passed to the flight crews of Velocity 1384 and Qantas 735 by the controller when they changed frequency inbound to Mildura Airport, removing an important source of information for flight crew planning and decision making. The flight crew of Qantas 735 proactively sought weather information for various airports soon after departing Sydney. However, they could request it through The Australian Advanced Air Traffic System. The captain reported flying SydneyAdelaide and return on 17June2013 with about a 6.5 hour duty time. At the same time, Airservices were also conducting a review of the provision of hazard alerting services to aircraft. 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. 1968 Total Observations 10% 20% 30% Calm 3% . An autoland is a precise, repeatable landing that can be conducted in poor weather conditions where insufficient visual cues are available to the pilots. In response the forecaster contacted the BoM observer located at Mildura Airport. As such, there is still a reliance on services such as FIS to provide pilots with an appreciation of deteriorations in weather at certain airports. Landing below minima due to fog involving Boeing 737s, VH-YIR and VH-VYK, Mildura Airport, Victoria on 18 June 2013, forecasting and distribution of weather information by the Bureau of Meteorology, provision of weather and operational information by Airservices Australia to all aircraft that were affected by the reduced visibility at Adelaide, provision of weather and operational information to those aircraft by the operators. Instrument meteorological conditions (IMC) describes weather conditions that require pilots to fly primarily by reference to instruments, and therefore under Instrument Flight Rules (IFR), rather than by outside visual references. If you have any questions about this product, or you want any other weather or climate information, please contact us. Harris, D & Li, WC 2015, Decision Making in Aviation, Ashgate Publishing. Both allowed aircraft to be dispatched without carrying alternate fuel if the weather forecast for the destination did not require an alternate. 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. The dispatcher on duty for 18 June 2013 was appropriatelyqualified and had over 4 years of experience, most of that with 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. In this case, pilots can still access the source weather data from the AWIS, although there is no verbalisation in the respective weather observations of the trigger term SPECI. (i) other activities likely to affect safety. At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. The provision of flight information service by New Zealand ATC and the precedence afforded the provision of ATC services over FIS are consistent with the service provided by Airservices. 1 tank is integral with the left main wing, the No. Virgin Australia Airlines Pty. The crew of Qantas 735 applied a revised minimum to the approach that was 200 ft lower than that published. This workload was related to the five inbound aircraft, all of which required traffic information on each other, and other aircraft within the Mallee sector. The ATSB commenced an investigation at about 1100 on 18 June 2013 and the cockpit voice recorder and flight data recorder were removed from the aircraft and forwarded to the ATSBs facilities in Canberra for download. A second review of the ATSB occurrence database was conducted to examine the level of assistance provided by ATC to flight crew and identify any systemic issues. The validity time for the actual aerodrome QNH is listed as 15 minutes from the time of receipt. For the 3 days preceding the occurrence, they advised going to bed by 2000. Cockpit Resource Management, Academic Press, pp.137172. Virgin and Qantas each had a flight dispatch and operations facility that supported flight crew by preparing flight plan packages (including applicable weather, notices to airmen (NOTAM) and diversion information). IDCJDW3051.202211Prepared at 16:01 UTC on Monday 16 January 2023. When the amended TAF for Adelaide Airport was issued at 0700, neither Velocity 1384 nor Qantas 735 were within 60 minutes of Adelaide. Where this service is available, air traffic services will generally not alert pilots to significant deteriorations in current weather conditions at such airports, increasing the risk of pilots not being aware of the changes at an appropriate time to support their decision making. The document described specific flight information regions in which the procedures were to apply, each having a section that was further divided into chapters dealing with specific topics. Check and double check, review and test it. Orasanu, JM 1993, Decision-making in the cockpit, in EL Wiener, BG Kanki & RL Helmreich (Eds.) 1 tank had 887 kg and the No. The section went on to state the prevention of collisions and expediting of traffic will take precedence over this service. The crew of Qantas 735 asked ATC if the forecast improvement was likely to occur as expected. While conditions deteriorated after Qantas 735 landed, in different circumstances, the weather may equally have improved sufficiently to allow Velocity1384to hold, before landing in conditions above the minima. They are very very accurate but taking a different time and or time curve shape to warm up and cool down means that for a rapid change in temperature they will accurately record a different value. Maps and tables of average conditions for locations across Australia are also available. Or is the right word illusionists? It was also fitted with a Head-up Guidance System (HGS), which is located on the captains side. - Occurs when fuel quantity is less than 907 kg (2,000 lbs) in the related main wing tank. 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. Section 10.2.4 contained the caveat that: It should be remembered that the controllers primary function is to provide safe separation between aircraft. The flight following policy was rewritten. Qantas 735 departed Sydney, New South Wales at 0727 and had six crew and 146 passengers on board. The BoM reported that their review of the forecasting used for Mildura on the day of the occurrence showed that the conditions (including wind direction) were not conducive to fog developing at that time of day and were more consistent with the possibility of low cloud. On 16 September 2006 an Airbus A330 landed on runway 21 at Perth Airport in weather conditions that were below the applicable landing minima. Information was sought from Virgin on their level of assurance that flight crew were complying with the above requirements. Under Part 4, Division 2 (Investigation Reports), Section 26 of the Transport Safety Investigation Act 2003 (the Act), the ATSB may provide a draft report, on a confidential basis, to any person whom the ATSB considers appropriate. - Inhibited by a LOW fuel indication when both indications exist. Somewhat surprisingly, the automatic weather stations at Mildura for these three Septembers recorded statistically significantly cooler temperatures than the mercury thermometers. 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). The provision of FIS in the US has more components than the system in Australia and is supported by greater infrastructure, both groundbased and inaircraft. 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. Web. Despite the fact that the crew of Velocity 1384 did not seek the weather information for Adelaide Airport, it is probable that had they become aware of the fog on the 0800 Adelaide TTF and its forecast clearance from 0900, they would have elected to continue to Adelaide. While the increase in data was a benefit to BoM, an unexpected outcome was the production of numerous AUTO SPECI reports. They discussed the conduct of a sighting approach to ensure the aircraft was aligned with the runway from the RNAV GNSS approach. Introduction of an adverse weather flight planning policy. The changes also resulted in any SPECI report that was available from an ABS not being sent automatically to a controllers workstation. They should be taking, and reporting, parallel measurements to confirm that the probes are measuring the same temperatures as a mercury thermometer would. This includes the importance of controller/pilot communication to enhance situation awareness, particularly in regard to nonroutine situations such as deteriorating weather or aircraft low fuel state. Critical to the assurance of safe flight is for weather services, air traffic services and aircraft operators to also have a clear understanding of their roles and responsibilities in the system. It seems like a nasty trick may have been played on you because it is likely that all the data was available in electronic form. There was no corresponding guidance for application to crews in-flight planning. The aerodrome forecast for Mildura, valid at that time, contained a temporary deterioration with cloud at 600 ft AGL. 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. FL400 equates to 40,000 ft. Velocity 1384 departed Brisbane, Queensland at 0638 Eastern Standard Time[1] and had six crew and 85 passengers on board.
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