bom mildura observationsbom mildura observations

The signal transmitted does not include inherent directional information. The reasons for reviewing Trend Forecast services include: Aviation Cameras for Forecasters (AvCam). ICAO Document 7030, Regional Supplementary Procedures, Fifth Edition 2008, outlined the procedural parts of the air navigation plans that have been developed to meet the needs of specific regions that are not covered in the worldwide provisions. influence on the flight crews decision making of that information flow. There is no documentation, however, supporting this contention for Mildura or any of the other nearly 500 AWS spread across the Australian continent. In addition there was a 30per cent probability of 500m visibility in fog and broken cloud at 200 ft AGL between 1000 and 1200. Given the nature of the emergency, this allowed the crew to land despite the low visibility conditions. Additionally, the workload associated with preparing for and conducting a diversion and approach could generally be expected to affect the crews capacity to determine whether they had sufficient fuel to conduct a further diversion. On 20 August 1999, as the Airbus A320 aircraft, registered VH-HYO, approached runway 23 at Adelaide Airport, South Australia for landing, the crew observed a bank of fog drifting toward the aerodrome from the north-east. 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. http://www.breitbart.com/big-government/2018/02/20/delingpole-noaa-caught-adjusting-big-freeze-out-of-existence/, Doug, the original studies are here The first SPECI indicating the presence of fog was issued at 0948, showing visibility as 900 m in fog and cloud overcast at 100 ft. This guidance identified the need to take into account the traffic and weather conditions expected for the destination, along the diversion route and at the alternate (if applicable). 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. At 0940 the crew of Qantas 735 contacted Velocity 1384 to advise that they were commencing the RNAV GNSS approach due fuel. . 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. Qantass Flight Dispatch manual stated that information to prepare a flight plan included various sources of weather and operational information, including TAFs. Really? 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. About 5 minutes after take-off, the crew sent a request through ACARS for the current Automatic Terminal Information Service (ATIS)[21] at Adelaide. As such, no analysis or findings are included in this update. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. Woomera was not considered by either crew as there were no company facilities at that airport, nor was it a routine destination for the airlines. 2 main wing tank remained constant. The BoM Aeronautical Services Handbook (ASH), which is available as guidance for staff, lists the priorities for the provision of services. The Brisbane and Melbourne flight information regions were listed in the section Middle East/Asia (MID/ASIA) Regional Supplementary Procedures. Aviation Verification System (AVS) 2 (due to be completed in 2017). The crew of Qantas 735 heard Velocity 1384 broadcast their decision to divert to Mildura. Due to other instrument flight rules traffic, ATC could not issue an immediate clearance for the approach. (iii) relay of communications with ATC: IFR clearance and SVFR [special VFR] authorization. However, this service was not guaranteed and as such, the responsibility for checking the weather enroute remained with the pilot in command but may be assisted by the operators flight operations personnel in some cases. 1 tank is integral with the left main wing, the No. Automatic En Route Information Service (AERIS). The increased number of automatically-generated weather observations increased the amount of weather being delivered to controllers consoles for various airports. 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. The aircraft landed on runway 27 with the required fuel reserves intact and the crew reported that the runway was visible once they descended below the cloud. A review of data from the cockpit voice recorder of Velocity1384 identified that, for the duration of the controllers broadcast of the SPECI, the crews of Qantas 735 and Velocity 1384 were busy communicating on the Mildura common traffic advisory frequency.[10]. This encapsulated the pre2009 FIS change through to the occurrence at Mildura. 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. The FO replied that they did not have the fuel to proceed anywhere else. IN September 2017, the Australian Bureau of Meteorology (BoM) claimed a series of new record hot days across south eastern Australia, including on 23 September at Mildura. In addition, the BoM uses a non-standard method of recording temperatures from such devices. You can even manage and record transactions in different currencies. 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. 2 tank 18 kg remaining, with an imbalance of 576 kg. When the aircraft was at the decision altitude, the crew initiated a missed approach procedure as they had not obtained visual reference with the runway. While the BoM has never released reports with parallel data supporting the claim of equivalence, in late October and early December 2017 a first and second lot of A8 forms were released to me this followed my request to Minister Josh Freydenberg on 26 September for parallel measurements, and more specifically on 22 October for these A8 forms immediately after I was informed by a whistle-blower that these forms contained the relevant information. 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. A SPECI is a special weather observation report that is triggered by a significant change in a set of parameters, including cloud and visibility. Light winds. In response to this occurrence the ATSB issued a safety recommendation to Airservices. This includes river heights. Slight chance of a shower in the afternoon and evening. 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. By the time that clearance was available, the remainder of the runway was obscured by fog. The Bureau of Meteorology (BoM) is the designated meteorological authority in Australia for the provision of a meteorological service for international air navigation in accordance with International Aviation Civil Organization (ICAO) Annex 3 Meteorological Service for International Air Navigation. Rose of Wind direction versus Wind speed in km/h (02 Jan 1946 to 30 Sep 2010) . The aircraft was certificated for autoland approaches, but the ground equipment was not. See Figure 2 for the aircrafts positions at that time. The ATSB reviewed each of the independent systems in place to support the flights, including air traffic control (ATC), the operators and the Bureau of Meteorology (BoM), as well as the actions of individuals within these systems. This was the approach conducted by both Velocity 1384 and Qantas 735. To supplement the information already provided, the crew asked ATC for the latest observation reports for Mildura. https://notalotofpeopleknowthat.wordpress.com/2018/02/17/ghcn-are-even-inflating-current-temperatures-in-new-york/, Doug said: Wouldnt it be possible to simply put an electronic probe and a classic thermometer into a Stevenson enclosure or a temperature controlled environment for comparison?. The lower minima for the RNAV GNSS approach was based on the higher accuracy possible with GPS (GNSS) tracking. Shortly after both crew initiated a diversion to Mildura, the BoM released an amended TAF for Mildura, removing the TEMPO requirement. This explains the fogs predicted clearance on the TTF of 1 hour after its formation. Given the actions of the Qantas 735 crew (who did obtain the weather) to continue to Adelaide, this decision would have been reasonable. The first was at 0816 when Qantas 735 queried the conditions in Adelaide based on the forecast of fog in the 0800 TTF. The captain reporting obtaining about 6.5 hours sleep the night prior to the occurrence and being well rested. Forecasting fog for aviation purposes is known to present a number of challenges. 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. have the term METAR or SPECI appended to the report by the BoM before their distribution, including to ATC, via the Aeronautical Fixed Telecommunication Network. The controller then offered to gather further information for the crew of Qantas735but indicated there would be a slight delay in doing so. Value. Mostly sunny. The estimated arrival time at Adelaide was 0917. It seems like the record was in better hands when nobody knew its importance they were just keeping the records for agricultural and meteorological history sake. Non-normal procedures that are deemed time critical contain memory items for actioning by the crew before referencing the QRH. The MATS also indicated that responsibility for issuing a hazard alert rested with the responsible ATS unit. The recorded ATC information from the occurrence show that the Mallee controller did broadcast a SPECI to all aircraft inbound to Mildura; however, this did not occur until 0936. In this occurrence, the forecast extension of the fog at Adelaide occurred after DPA, which limited the available options. If there is no AWIS, or it is a major airport, ATC will advise the availability of a SPECI report as FIS, workload permitting. It might be worth asking Anthony Watts if he knows of any from his US Surface Stations Investigation. Graham Young. Given the uncertainty about the duration and trend of the weather deterioration, the decision of the crew of Velocity 1384 to hold and of the crew of Qantas 735 to attempt a landing were both reasonable. SPECI reports are also issued when stipulated conditions begin, end or change in intensity. Centre of Australian Weather and Climate Research. Any additional service, such as weather avoidance assistance, can only be provided to the extent that it does not derogate the primary function. Alternate fuel is calculated as sufficient fuel to approach the destination, conduct a missed approach and proceed to the nominated alternate airport for landing. Due to unforecast weather in Adelaide, both aircraft diverted to an alternate airport at Mildura, Victoria. 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. This decision was passed to the crew of Qantas 735. The 0954 amended TAF was passed to Mildura traffic by the Mallee controller once it was released by the BoM. In addition, improved conditions could be expected from 1000 as the wind was forecast to tend southerly and both fog and low cloud were rare in a southerly flow at Mildura. Within the hour, the weather conditions deteriorated below the landing minima at Adelaide Airport due to fog. The broadcast is usually continuous with updates available on a minute by minute basis. Please contact theSESfor further support and information about how to best prepare. en route weather phenomena that may affect the safety of aircraft operations (SIGMET). Changes in operational status of the aerodrome of intended landing, alternate aerodromes and deviations from the original flight plan, shall be taken into account. Given the speed in which it developed, the fog was forecast to dissipate in about 12 hours. Despite not being passed the updated weather information from their flight operations centre, the crew of Velocity 1384 had two opportunities to become aware of the deterioration in Adelaide prior to being notified at 0844 by the Tailem Bend controller. 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. 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. However, it is often not practical to provide for a further alternate once a diversion has been initiated. Slight chance of a shower. VOLMET broadcasts provide meteorological information for Australian major international airports and contain METAR/SPECI or trend forecast (TTF) information and the availability of SIGMETs[26]. The AIP also indicated that the FIS comprised three elements: The automatic broadcast services (ABS) consisted of: An automatic terminal information service (ATIS) is an automated pre-recorded transmission indicating the prevailing weather conditions at an airport and other relevant operational information for arriving and departing aircraft. BoM reported that the fog was observed for approximately 20 minutes after the amended TAF was issued, with low cloud remaining for 45 minutes after the fog cleared. In this instance, that would have increased the risk of the starvation of fuel to the No.2 engine late in the approach or on landing due to the low fuel level in the No.2 main wing tank at that time. Observations Sydney Observations All NSW Observations Rainfall & River Conditions VIC VIC Weather & Warnings Warnings Summary Forecasts Melbourne Forecast Vic. ISO 17025) for any of its AWS. The meteorologist on duty had over 35 years of experience, including 30 years as a forecaster with the Bureau of Meteorology (BoM). During normal operations both engines are pressure fed from the centre tank until it is empty and then each engine is pressure fed from its respective wing tank. It is also worth noting that the separation workload is generally greater than normal when weather disrupts the usual flow of traffic. The flight crew of Qantas 735 conducted an instrument approach and landed below minima. The ATSB calculated that, at 0918 when the first SPECI associated with the low cloud at Mildura was issued, Qantas 735 had sufficient fuel to hold at cruise altitude until about 0955 then return to Adelaide and complete an emergency autoland with the fixed fuel reserve intact. 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. 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. See more current weather. By this time, the flight crew had gathered the latest information about the conditions at Adelaide from multiple sources, which continued to state a forecast improvement from 0900. inadvertent flight below the minimum permitted altitude. In the case of Mildura, the quality and length of the available parallel data makes it difficult to draw any real conclusions about the equivalence of measurements from the electronic probe installed in July 2012, with measurements from earlier probes and/or the mercury thermometer first installed back in 1889. At 0937 the crew of Qantas 735 contacted the crew of Velocity 1384 to discuss the arrival and the crew of Velocity 1384 stated that they were tracking to the initial waypoint to commence the RNAV GNSS approach to runway 27. Keep at the BoM They need to understand that the comparison between technologies for temperature measurement are necessary public knowledge. Also at 0918, the BoM issued a SPECI[5] observation for Mildura, showing cloud at 200 ft above ground level (AGL) but visibility in excess of 10 km. Both allowed aircraft to be dispatched without carrying alternate fuel if the weather forecast for the destination did not require an alternate. The controller could request specific SPECI reports for an airport if required; however, only those SPECI reports that covered airports without an ABS would be automatically sent to the controllers workstation. The device they use is not a thermistor it works sort of similar to that by variation of resistance with temperature but is called a platinum resistance thermometer. How did they design a probe to match a glass thermometer without such a comparison and at which site? The low pressure system that caused flooding in central QLD earlier this week could soon become a tropical cyclone over Instead, pilot awareness of the implications for the flight of the reported weather conditions is crucial to effective in-flight decision making. It is the responsibility of the Tower to identify and coordinate Hazard Alert information relating to destination aerodrome(s) within activated civil or military control zones. the necessary runway and ground infrastructure approved for autoland procedures in weather conditions resulting in reduced visual cues. The fuel on board at take-off from Sydney was 7,900 kg, as recorded on operational documentation. Virgin flight watch personnel reported receiving and reviewing this TAF when it was issued. Anything that impacts on the provision of SPECI reports and other operational information to pilots increases the risk that pilots will not be aware of the changes at the destination in sufficient time to support in-flight planning and effective decision making. The visibility then started to increase, with the first SPECI showing no fog, but with mist and overcast cloud at 100 ft being issued at 1048. Copyright Commonwealth of Australia , Bureau of Meteorology (ABN 92 637 533 532) | Disclaimer | Privacy | Accessibility. Trial Automation of Observations at Cairns and Canberra (TAOCC) Project. This supports the assessment that the fog would clear rapidly at Mildura. Location. Obviously todays scientists are too smart for the basics. However, it is also worth noting that the on-request service is workload dependent, and is therefore not guaranteed. The AIP stated that ATC-initiated FIS provided pertinent operational information including meteorological conditions and the existence of non-routine meteorological products. Besides running concurrently for the when change in instrument this should have been done for at least five years for any change in siting. Data from the CVR indicated that the crew actioned the low fuel and fuel imbalance checklists from memory. The MATS, current as at 15 March 2007, indicated that FIS was to be provided to all aircraft that were being provided with an ATC service, or were otherwise known to the relevant ATC unit. The Mallee en route sector comprised the airspace from 140 NM (259 km) to about 270 NM (500 km) to the east of Adelaide Airport and included the en route airspace above Mildura. The No. TCZMONTH Page 1. These included a RNAV GNSS approach to runway 27 with a minima of 660 ft and a Distance Measuring Equipment (DME)[16] or GNSS arrival, to be used with the Mildura non-directional beacon (NDB)[17] or VHF omnidirectional radio range (VOR)[18] ground-based navigation aids. As a result of this process, Airservices amended the AIP and MATS to reflect that SPECIs would no longer be broadcast to pilots if an ABS (such as AWIS) was available. Special Holding Fuel (when required). 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. 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. | Disclaimer | Privacy | Accessibility Mildura, removing the TEMPO requirement minute.! 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