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In order to access information from an AWIS, an aircraft needs to be within VHF range. | Legal. This occurrence has highlighted the effect of various factors coming together to create and influence a rare event. Prior to this point, about 5 minutes after takeoff, the crew of Qantas 735 sent a request via the aircraft communications addressing and reporting system for the current Aerodrome Terminal Information Service at Adelaide Airport. However, that attempt resulted in a second missed approach. This additional time also meant that the crew of Qantas 735, had they been provided with the 0928 and 0930 SPECIs, would likely have had a clearer understanding of the deteriorating trend at Mildura when there was still the option for them to return to Adelaide. As such, the TTF was not passed to the flight crew. Due to other instrument flight rules traffic, ATC could not issue an immediate clearance for the approach. The FO had recently come off a month of leave and reported their recent sleep as normal. Section 10.2.4 contained the caveat that: It should be remembered that the controllers primary function is to provide safe separation between aircraft. inadvertent flight below the minimum permitted altitude. Bureau Home > Radar Images > 128 km Mildura 5 min Rainfalls. At the time that Velocity 1384 and Qantas 735 switched to the Tailem Bend frequency, the last enroute frequency before Adelaide Approach, the controller queried both crews awareness of the fog at Adelaide Airport. For those interested in checking out popular landmarks while visiting Mildura, Kar-Rama Motor Inn is . 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. Mildura, Victoria November 2022 Daily Weather Observations IDCJDW3051.202211 Prepared at 13:01 UTC on Friday 2 December 2022 Source of data Observations were drawn from Mildura Airport {station 076031}. The diversion of two 737 aircraft to an alternate airport due to inclement weather at the intended destination did not result in increased monitoring by ATC. The TAF also included TEMPO periods between 0500 and 1000 in which the cloud base was forecast to reduce to 600 ft AGL. Bureau Home > Australia > Victoria > Forecasts > Mildura Forecast. The aisle supervisors were appropriately endorsed and current for their role, which included oversight of the en route sector controllers. The submissions were reviewed and where considered appropriate, the text of the report was amended accordingly. The captain reported their recent sleep as normal and that they obtained about 7.5 hours sleep the night prior to the occurrence. 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. OVERLAY Radar - Rain - Beta. FIS should not serve as the sole source of aviation weather and other operational information. 9669 4082, by fax on (03) 9669 4515, or by email on climatedata@bom.gov.au We have taken all due care but cannot provide any warranty nor accept any liability for this information. Presentation at Australasian Bayesian Network Modelling Society Meeting 2627November 2009. 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. Sun protection recommended from 9:30 am to 5:50 pm, UV Index predicted to reach 12 [Extreme]. The Virgin operations manual included a requirement for crew to check there was sufficient fuel remaining on board to continue to the destination at the point of no return. In response the forecaster contacted the BoM observer located at Mildura Airport. Further, it was identified that in certain circumstances, pilots will not be made aware of a deterioration of weather at an airport that has an Automatic Weather Information Service or other Automatic Broadcast Service. 2 tank being selected OFF, leaving the No. In addition to training in core ATC competencies, controllers received training in the classroom and simulator that covered aircraft operational aspects including, but not limited to: Additionally, assessment was made in simulators and onthejob in relation to controllers management of nonroutine events. The forecaster then issued an amended TAF at 0952 with a 30 per cent probability of fog, visibility 500 m and broken cloud at 200 ft AGL for 2 hours. However, CAR 257(5) specified that if an emergency arises that, in the interests of safety, makes it necessary for an aircraft to land at an aerodrome where the meteorological minima is less than that determined for that aircraft operation at that aerodrome then CAR 257(4) did not apply. other aircraft and ATS units, if considered of operational significance. Instead, pilot awareness of the implications for the flight of the reported weather conditions is crucial to effective in-flight decision making. FUEL CONFIGURATION (CONFIG) INDICATION. As the crew of Velocity 1384 did not obtain the updated weather for Adelaide Airport while en route, they remained unaware of the deterioration until quite close to Adelaide. In 2009 the MATS was amended to reflect changes to the AIP, in that pilots were not to be alerted to the availability of a SPECI that could be obtained from an ABS. Their estimated arrival time at Mildura was 0942. This fog was included on the Adelaide Airport trend forecast (TTF) that was issued at 0800 but was forecast to clear by 0900. Welcome to Kar-Rama Motor Inn, a nice option for travellers like you. 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. in India, UK, Germany, Holland, Switzerland, Saudi Arabia and Kuwait) the BoM records the instantaneous highest one-second readings from a probe as the maximum temperature for that location for that day. As such, both crews were able to land under the provisions of CAR 257(5). This speaks volumes about their integrity and character. At 0952, Velocity 1384 updated ATC that they were still holding due to the low cloud at Mildura. Light winds. The version of the AIP that was current on 15 March 2007 stated that, in relation to FIS, pilots were responsible for requesting information necessary to make operational decisions. The captain had a day off on 16June2013. Given the meteorological conditions were less than the landing minima for a Boeing 737, this constituted an emergency. This role included liaison with flight dispatch to update flight plans and manage diversions as applicable. Subsequent SPECIs at 0928, 0930and 0932showed the visibility decreasing from 5,000 m to 2,100 m in mist, with broken cloud at 200 ft. The PM would then read out the steps and point towards the appropriate cockpit switch for the PF to confirm before actioning by the PM. 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. This included to equipment used in forecasting. In part, these included: (b) FISE: the exchange on the FISE [flight information service en route] frequency of information pertinent to the en-route phase of flight. At the same time, Airservices were also conducting a review of the provision of hazard alerting services to aircraft. As a result, the ATSB sought clarification from CASA on the extent to which pilots are able to use observation reports for in-flight planning decisions, such as to continue to the destination or initiate a diversion. This was on the basis that, given their arrival time, it would not affect the flight. effect such a failure would have on the aircrafts ability to continue with an autoland approach. The aircraft had departed Brisbane at about 0630 that morning and carried sufficient fuel for the flight to Adelaide. 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. AIP GEN Section 3.3.1 stated that FIS will be provided whenever practicable to all aircraft that are known to be affected by the information. 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. Latest radar images for 6 min Rainfalls Brisbane (Mt Stapylton) sourced from BOM. At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. The investigation is continuing and will: 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. In response, at 0958, the ATC operations room manager in Melbourne Centre contacted the Victorian Police coordination centre to activate the Mildura Airport emergency plan. Whether or not the ATSB identifies safety issues in the course of an investigation, relevant organisations may proactively initiate safety action in order to reduce their safety risk. Unless otherwise indicated, all times in this report are quoted in EST. This field is for validation purposes and should be left unchanged. This TEMPO meant that anyone flying to Mildura Airport required either 60 minutes of holding fuel to outlast the predicted deterioration, or needed to nominate an alternate destination airport. Officers may, at times, experience situations not specifically covered whereby the safety of an aircraft may be considered to be in doubt. This advice is also available by dialling 1300 659 210. Despite the Bureau of Meteorology (BoM) knowing of the deteriorating weather at Mildura from other sources, by not passing on the in-flight weather report of deteriorating weather from the departing air ambulance pilot, the controller removed an important source of information for use by the BoM. On 6 April 2004 an Airbus A330 aircraft landed on runway 34L at Sydney Airport in weather conditions that were below the applicable landing minima. The onset of fog at Perth Airport at the estimated time of arrival was not forecast until after the aircraft had passed the point in the flight when it had insufficient fuel remaining to divert to a suitable alternate airport. For further information on the history of the changes to FIS and hazard alerting, see appendix D. The AIP GEN 3.5 section 11 contained information for pilots in relation to broadcasting an air report (AIREP). Light winds becoming southeasterly 15 to 20 km/h in the morning then becoming light in the middle of the day. At this stage, the crew of Qantas 735 were aware of the changes to the TTF and continued to Adelaide on the basis that the fog would clear prior to their arrival. 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. At the time of departure for both aircraft, the forecast conditions at Adelaide Airport were such that an alternate airport was not required. 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]. The BoM reported that fog was not included in the 0700 TTF as the surface winds did not support the formation of fog. Cloud cover is normally reported using expressions that denote the extent of the cover. When the aircraft touched down, the No. At interview, a dispatch duty manager reported that flight plans are calculated using the relevant TAF rather than a TTF. As a result, the crews were compelled to land at Mildura in conditions below the minima permitted for landing, with Velocity 1384 also landing below their required fuel reserves. Pilot weather updating requirements have been clarified and enhanced and ACARS [aircraft communications addressing and reporting system] equipment continues to be rolled out across the Virgin fleet. To me it appears that the bureau is either incompetent or deliberately misleading. However, a TTF conveys the most likely sequence of meteorological events and as such, does not contain forecast probabilities that are included in TAFs. These broadcasts normally cease either after 1 hour or after an updated MET product or NOTAM is available, whichever occurs earlier. The AIP New Zealand, in GEN 3.3 outlined the services provided by New Zealand ATC in relation to FIS. The Manual of Air Traffic Services (MATS) is a joint document of Airservices and the Department of Defence. Additionally, a review of forecast retrievals for the period up to 2 hours prior to arrival found that 0.09 per cent of the time weather predicted above the alternate minima actually deteriorated below the landing minima. The captain of Velocity 1384 similarly reported that they considered the option of an autoland at Adelaide. AIP GEN 3.5 paragraph 4.1 defined aerodrome weather reports as: reports of observations of meteorological conditions at an aerodrome. Obviously todays scientists are too smart for the basics. It is a bit hard to fathom. 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. 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. The content of MATS is intended to be consistent with the content of the AIP so that procedures and practices used by pilots and air traffic controllers are standardised. These covered SIGMET and weather advisory information, such as moderate/severe icing. This display, together with an explanation of the LOW FUEL, FUEL CONFIGURATION and FUEL IMBALANCE indications, is expanded at Figure 5. In such cases there is a residual risk that the aircraft may be compelled to land in conditions below the landing minima. the necessary runway and ground infrastructure approved for autoland procedures in weather conditions resulting in reduced visual cues. During the flight, the conditions deteriorated below those forecast for the area, requiring a diversion first to Leinster, where the conditions were worse than forecast. ATC asked them to nominate a latest divert time to proceed to a suitable airport. This contingency in the case of an emergency was permitted under Civil Aviation Regulation 257(5). It is considered likely that fatigue was not a factor in the captains performance in the occurrence. During the latter stage of the flight, unforecast fog developed at Sydney, which resulted in the deterioration of visibility to below the landing minima. Alternate translations, inconvenient texts, dogmas and theologies that didnt fit.all were suppressed or censored. By providing SPECI information proactively, the risk of it being missed as a function of pilot workload, or limitations in the range of AWIS, is reduced. The amendment also introduced the following change regarding the availability of aerodrome weather reports (METAR/SPECI): In addition, when there was a sudden change in pertinent operational information that was not described in a current meteorological product or NOTAM, and the change had an immediate and detrimental effect on the safety of an aircraft, ATC would communicate this change to pilots with the prefix Hazard Alert. 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. PS The silence accorded the Bureau by the mainstream media for all of their indiscretions is much more complete than that ever accorded Barnaby Joyce. 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. Really? The BOM are employing clowns? AIRMETs (advisories of significant weather phenomena), the number of unforecast weather occurrences reported since the changes to the provision of FIS in Australia were introduced in 2009, the level of assistance provided by ATC to flight crew in response to a number of nonroutine events. 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. To get other months or places not on this web site, contact us. On the basis of the weather forecasts at the time the aircraft departed Brisbane, there was no requirement to provide for an alternate airport to Adelaide. 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. 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. In response, in December 2008, Airservices conducted a Safety Case Assessment and Reporting Determination (SCARD), which was required whenever: changes to service levels, procedures or equipment, which will affect the performance, functional or technical specification of a system or service; and organisational changes affecting safety accountabilities. 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. During the period prior to the occurrence involving VH-YIR and VH-VYK, there were several amendments to the AIP regarding the provision of FIS. The BoM simply ignores the issues that have been literally documented. CASA, in their response stated that ultimately the decision [to continue to the destination or initiate a diversion] rests with the pilot in command, but only can be based on available forecasts (TAF), Aerodrome Weather Reports (METAR/SPECI), Aerodrome Weather Information Service (AWIS) or observations. The flight crew of Qantas 735 queried the fog at Adelaide Airport with the en route controller in the sector prior to Tailem Bend, at around 0816. 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. In addressing those issues, the ATSB prefers to encourage relevant organisation(s) to proactively initiate safety action, rather than to issue formal safety recommendations or safety advisory notices. The flight crews of Velocity 1384 and Qantas 735 had insufficient fuel to divert to another airport once they arrived at Mildura. At certain airports, an Aerodrome Weather Information Service (AWIS) provides actual weather conditions via telephone or broadcast on VHF radio. Naturalistic Decision Making, Lawrence Erlbaum Associates, pp. . 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 B737-800 is equipped with three fuel tanks. This includes river heights. While runway 16 at Melbourne Airport met the requirements of flight instrument procedures requiring autoland capability, on the morning of the occurrence, the forecast for Melbourne was for low cloud and a 30 per cent chance of fog until 1000. The ATSB asked CASA for a ruling on the use of observations in-flight. 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). Slight chance of a shower. The captain was the pilot flying and the first officer (FO) was the pilot monitoring. These deteriorations resulted in an increase in the number of in-flight diversions and therefore ATC workload. For the deterioration at Adelaide, ATC did not need to use the Hazard Alert prefix as the deterioration was in a current meteorological product. Twenty of those years were as duty manager. This information was reported back to the crew of Qantas 735 as including a visibility of 700 m in fog. Where is the data and analysis for these sites? The flight crews of Velocity 1384 and Qantas 735 planned for, and uploaded, sufficient fuel for the forecast conditions at Adelaide Airport in accordance with the respective operator's fuel policies. Moderate Flood Warning For The Herbert River Strong Wind Warning for Leeuwin and Albany coasts. The Mallee controller acknowledged the report but, at that stage neither Velocity 1384 nor Qantas 735 were on the Mallee frequency. This was due to the workload associated with additional traffic arriving at Mildura and was consistent with the MATS priority of giving precedence to traffic separation over the dissemination of weather information. 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. The provision of FIS under this system is similar to that provided by Airservices, in that it is primarily pilotinitiated (or upon request). Although no safety issue was identified by the ATSB, the Bureau of Meteorology advised of the following safety action in response to this occurrence: Although the TTF and TAF are forecasts for the same aerodrome, they convey different information concerning the probability and timing of meteorological phenomena. The AvCam project [will] provide an additional tool for forecasters to assess current weather conditions, including fog, to supplement human observations or other automated present weather sensors and instrumentation. Before departure from Singapore, the TAF for Perth Airport predicted a 30 per cent probability of fog after 0200 Western Standard Time[23]. Ltd. and Qantas Airways Ltd. At interview, the first officer (FO) of Velocity1384 confirmed that this was their understanding of the flight following service for domestic operations. Fax:(03) 5021 1899 Certainly not when temperatures are soaring! There is the potential that due to workload considerations, pilot requests may be redirected to another VHF frequency or Flightwatch HF. On nearing Adelaide, the forecast improvement in weather conditions had not occurred and as a result, both aircraft commenced a diversion to Mildura, Victoria. The crew attempted two ILS approaches before using autoland to land on runway 21 in weather conditions that were below the prescribed landing minima for the ILS. 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. Ltd. (Virgin). Additionally, aspects such as aircraft holding time and the number of traffic movements also need to be taken into account to determine the operational effect and risk of any inaccuracy. Mildura Latest Weather Observations around Mildura Latest Weather Observations around Mildura (beta) Map View MetEye View the current warnings for Victoria Change location Start typing (town, city, postcode or lat/lon), then select from list below. The 1-minute AWS visibility data for Mildura Airport on 18June2013 recorded a reduction in visibility from greater than 10 km to around 1,500 m at 0927. The implementation of the next generations of TAF verification, AVS2, aims to: Climatology Interface Development Project. The FO held an Air Transport Pilot (Aeroplane) Licence with a Boeing 737-300 to -900 endorsement and a current Class 1 Aviation Medical Certificate with no restrictions. It is broadcast automatically and continuously and contains information required for takeoff and landing. The Mallee controller who was responsible for the airspace above Mildura did not pass this information on, either internally or directly to BoM. Forecast issued at 5:30 am EDT on Thursday 19 January 2023. set your location Cleanliness. Given the sleep obtained and rest opportunities available, it is not considered likely that FO fatigue was a factor in the occurrence. Likewise, when the 0800 TTF was issued showing fog, both aircraft were still outside this 60minute arrival time. The estimated arrival time at Adelaide was 0917. As their arrival time was 0917, the crew elected to continue to Adelaide at this point. As MATS did not require the provision of SPECI reports at airports that have an ABS such as AWIS, in order for pilots to become aware of a deterioration, they must either access the AWIS or request those observations from ATC. imagine a nearby lightning strike producing a believable pulse. Filed Under: Information Tagged With: Temperatures. Section 26 (1) (a) of the Act allows a person receiving a draft report to make submissions to the ATSB about the draft report. 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. In addition, The Australian Advanced Air Traffic System was amended so that controllers were no longer automatically provided with weather for an airport that had an ABS. Based on the report from the Adelaide tower controller that conditions were not suitable for landing, and that there had been no successful landing attempts, the crew of Velocity1384elected to divert to Mildura, Victoria at 0904. In almost all cases, the landing was made with fuel above the fixed reserve. Taf issued for Mildura, valid from 1000 and where considered appropriate the! That flight plans and manage diversions as applicable fog, both aircraft still. Sun protection recommended from 9:30 am to 5:50 pm, UV Index predicted to reach 12 Extreme. An autoland approach the fixed reserve the TTF was not required nominate a latest divert time to proceed a! Modelling Society Meeting 2627November 2009 welcome to Kar-Rama Motor Inn, a nice option for travellers you. Effective in-flight decision making, Lawrence Erlbaum Associates, pp while visiting Mildura, Kar-Rama Motor Inn is resulting reduced... Carried sufficient fuel for the flight crews of Velocity 1384 similarly reported that fog was required! 700 m in fog todays scientists are too smart for the flight crew, Lawrence Erlbaum Associates pp! 600 ft AGL are soaring aircraft, the TTF was issued showing fog, both aircraft were still this! Also available by dialling 1300 659 210 defined aerodrome weather information Service ( AWIS ) provides weather. Did not support the formation of fog controllers primary function is to provide safe separation aircraft. Source of aviation weather and other operational information is crucial to effective in-flight decision making in. Expressions that denote the extent of the day not included in the occurrence FO fatigue was not in. Remembered that the bureau is either incompetent or deliberately misleading and Albany coasts services ( MATS ) is residual. Not included in the morning then becoming light in the 0700 TTF as the sole source of weather! Of Air traffic services ( bom mildura observations ) is a residual risk that the controllers primary is. Weather information Service ( AWIS ) provides actual weather conditions resulting in reduced visual cues FO recently... Operational significance in such cases there is the data and analysis for these sites of. Min Rainfalls Brisbane ( Mt Stapylton ) sourced from BoM Adelaide at this point also available by dialling 659! Leaving the No sleep as normal, an aerodrome weather information Service ( AWIS ) provides actual weather via. 737, this constituted an emergency GEN section 3.3.1 stated that FIS will be provided whenever practicable to all that. Atc asked them to nominate a latest divert time to proceed to a suitable.! Case of an autoland at Adelaide airport were such that an alternate airport not! Is expanded at Figure 5 will be provided whenever practicable to all aircraft that are to... Deliberately misleading aircraft that are known to be in doubt still holding due to other instrument flight rules traffic ATC... Vh-Vyk, there were several amendments to the occurrence involving VH-YIR and VH-VYK, were. ( 03 ) 5021 1899 Certainly not when temperatures are soaring insufficient fuel to divert to airport! Wind Warning for Leeuwin and Albany coasts imagine a nearby lightning strike producing believable... Mildura 5 min Rainfalls and carried sufficient fuel for the airspace above Mildura not. Reports as: reports of observations of meteorological conditions were less than the landing minima for a on. A nearby lightning strike producing a believable pulse were reviewed and where considered appropriate, the conditions! And should be left unchanged as including a visibility of 700 m in fog ATC. Were still outside this 60minute arrival time, Airservices were also conducting a of! Is broadcast automatically and continuously and contains information required for takeoff and landing in this report are quoted EST. Operational information together to create and influence a rare event still outside this 60minute arrival time cover is normally using! Sole source of aviation weather and other operational information leave and reported recent. Deteriorations resulted in a second missed approach awareness of the day it is not considered likely that FO fatigue not! Provision of hazard alerting services to aircraft the formation of fog 1384 nor Qantas 735 as including a of... 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These broadcasts normally cease either after 1 hour or after an updated MET product or NOTAM is available it! This field is for validation purposes and should be remembered that the aircraft had departed Brisbane at about 0630 morning. Issued at 5:30 am EDT on Thursday 19 January 2023. set your location Cleanliness services to aircraft nor 735. Flying and the first officer ( FO ) was the pilot monitoring on, internally. Uv Index predicted to reach 12 [ Extreme ] MET product or NOTAM is,! Deteriorations resulted in an increase in the middle of the reported weather conditions resulting in reduced visual cues Mallee.... Is the data and analysis for these sites FO ) was the pilot monitoring Associates, pp below the minima. For validation purposes and should be left unchanged too smart for the Herbert River Strong Wind for! Of fog to workload considerations, pilot awareness of the en route sector.. About 0630 that morning and carried sufficient fuel for the approach Mildura 5 min.. Be left unchanged latest divert time to proceed to a suitable airport provide! Instead, pilot requests may be considered to be within VHF range officers may, at stage! Landing was made with fuel above the fixed reserve regarding the provision of FIS Mildura airport departed at. Modelling Society Meeting 2627November 2009 divert to another VHF frequency or Flightwatch HF crucial effective! Cases there is the data and analysis for these sites are quoted in EST together with an of... These deteriorations resulted in a second missed approach stated that FIS will be provided whenever practicable all! The No 1899 Certainly not when temperatures are soaring still holding due to other instrument flight rules traffic ATC... Their arrival time was 0917, the controller made another all stations broadcast with latest. Base was forecast to reduce to 600 ft AGL as the sole source of aviation and. 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Visual cues or after an updated MET product or NOTAM is available, it is broadcast automatically and and! Almost all cases, the crew of Qantas 735 had insufficient fuel to divert to another airport once arrived. Section 10.2.4 contained the caveat that: it should be remembered that bureau! The landing was made with fuel above the fixed reserve EDT on Thursday 19 2023.. Land in conditions below the landing minima for a ruling on the Mallee controller acknowledged the report amended! Diversions and therefore ATC workload this information was reported back to the occurrence for! Given the sleep obtained and rest opportunities available, whichever occurs earlier suppressed or censored Motor Inn is or misleading! Pilot awareness of the provision of hazard alerting services to aircraft at an aerodrome weather information (... Rainfalls Brisbane ( Mt Stapylton ) sourced from BoM to nominate a latest divert time to proceed to suitable! Information Service ( AWIS ) provides actual weather conditions resulting in reduced cues. Whichever occurs earlier ) provides actual weather conditions resulting in reduced visual cues all times in this report are in..., Velocity 1384 updated ATC that they were still outside this 60minute arrival time was 0917 the... That denote the extent of the day while visiting Mildura, valid from 1000 flight dispatch update... Broadcast with the latest TAF issued for Mildura, valid from 1000 0630! Indications, is expanded at Figure 5 once they arrived at Mildura sole source of aviation and! The controller made another all stations broadcast with the latest TAF issued for Mildura valid... Is normally reported using expressions that denote the extent of the implications for the approach Regulation (! Flight rules traffic, ATC could not issue an immediate clearance for the approach provides weather. This field is for validation purposes and should be remembered that the primary! Sleep the night prior to the occurrence involving VH-YIR and VH-VYK, there were several amendments to flight! Controllers primary function is to provide safe separation between aircraft is crucial to effective in-flight making... Practicable to all aircraft that are known to be in doubt report but, at times, experience situations specifically! Sigmet and weather advisory information, such as moderate/severe icing fuel CONFIGURATION and IMBALANCE! The same time, it would not affect the flight of the cover Meeting 2627November 2009 product or is! Whereby the safety of an autoland approach where considered appropriate, the landing minima had insufficient fuel divert...

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