bom mildura observations

Consequently, the aircraft did not carry fuel for holding at Adelaide or for diversion to an alternate airport. 128 km Mildura 5 min Rainfalls. However, the accuracy of the on-board equipment meant that Qantas 735 and Velocity 1384 were aligned with the runway centre-line during the final part of their respective approaches. The on-request service is provided by FLIGHTWATCH, the generic call sign of the service. A review of Trend Forecast services was undertaken through a consultative process with the aviation industry and the Australian Defence Force. 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. It should be noted that while these actions were being carried out, the crew were also managing air traffic and making decisions relating to the occurrence of fog at the airport. Welcome to Kar-Rama Motor Inn, a nice option for travellers like you. These conditions can be determined by BoM or other AWSs. 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. 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. At that time, the mainstream media reported this as a new record for the state of Victoria, specifically claiming it was the hottest September day ever recorded all the way-back to September 1889. The first TTF with no fog present was issued at 1230. The chance of a thunderstorm later in the day. The pilot reported weather conditions at the airport for the information of inbound aircraft. At 0948 the crew of the Dash-8 asked Qantas 735 for their assessment of the weather. 1 tank to supply both engines. These conditions were reported back to Qantas 735 as including a visibility of 700 m in fog. This TAF forecasted a visibility of 3,000 m in mist, with scattered cloud at 300ft AGL and broken at 4,000 ft AGL. That was, the FO was not expecting to necessarily be sent amended weather by flight following personnel. 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. Winds southerly 20 to 30 km/h becoming light in the late evening. The 0358 amended TAF for Mildura that morning forecast light winds and scattered cloud at 3,000ft and broken cloud at 6,000 ft. Section 1.1.2 of the Transport Canada manual was titled Flight Advisory and Information Services and outlined the elements of the in-flight information service. visibility is the average distance that distinguishing obstacles can be seen around the aerodrome. Oh dear Dr Marohasy, BoM must be triggered by this post: https://thewest.com.au/news/weather/bureau-of-meteorology-staff-step-up-industrial-action-ng-b88757610z. They simply shout louder the same flawed (or worse) story. Mildura Airport had an AWIS that was normally capable of broadcasting on VHF. Virgin advised that after a review of various information sources, including audit data and internal occurrence reports, they were satisfied there was no indication of systemic noncompliance. The BoM reported that fog was not included in the 0700 TTF as the surface winds did not support the formation of fog. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. More. The provision of FIS under this system is similar to that provided by Airservices, in that it is primarily pilotinitiated (or upon request). Parallel data from Mildura preliminary findings. This change came about, in part, due to the introduction of more automatic weather stations, which increased the amount of data available for various airports. Completing the fuel imbalance checklist with low fuel on board would have resulted in the closure of the crossfeed valve (see appendix B). The BOM are employing clowns? It is considered likely that fatigue was not a factor in the captains performance in the occurrence. It might be worth asking Anthony Watts if he knows of any from his US Surface Stations Investigation. Subsequent SPECIs show that the visibility at Mildura reached a low of 200 m in fog at 1011. At 0954, the controller made another all stations broadcast with the latest TAF issued for Mildura, valid from 1000. At around 0900, weather recording instrumentation at Mildura started to indicate patches of low cloud at around 400 ft. A visual satellite image indicated a bank of low cloud south of Mildura indicating that the prediction of temporary (TEMPO) deteriorations was still appropriate. At 0946 the crew of Qantas735broadcast that they had landed at Mildura. The ATSB is continuing its investigation into the circumstances surrounding the diversion of a B737 aircraft, registered VH-YIR (YIR) and operated by Virgin Australia, to Mildura, Victoria on 18June 2013. However, the airport and equipment had demonstrated the ability to support emergency landings below CAT I meteorological conditions during practice approaches. On the morning of 18 June 2013, a Boeing 737 aircraft, registered VH-YIR and operated by Virgin Australia, was conducting a scheduled passenger service from Brisbane, Queensland to Adelaide, South Australia. The ATSB also found that in certain weather patterns and at certain locations, fog is both rare and difficult to forecast reliably. This forecast predicted: Given their available fuel, the crew of Velocity 1384 determined that they needed to commence an approach just after 1000 to allow for a second approach if needed. Common Traffic Advisory Frequency is the frequency on which pilots operating at a non-towered aerodrome should make positional radio broadcasts. The flight crews of Velocity 1384 and Qantas 735 reported assessing the Mildura weather prior to diverting from Adelaide Airport. The crew decided to conduct an autopilot-coupled approach with automatic landing, as fog was also present at Edinburgh Airport, rendering that airport unsuitable as an alternate. At this time, the Velocity1384 FO was out of the flight deck. Information gathered by the flight crew about the conditions at Adelaide from multiple sources continued to show a forecast improvement from 0900. The investigation title has been amended to reflect this expanded investigation focus, which will include examination of the: A preliminary factual report into the circumstances of the occurrence is anticipated by 18 July 2013, and the final report is expected to be completed within 12 months. 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. At 0938, a LOW FUEL QTY Tank 2 message was recorded on the FDR, with 880 kg remaining in the No. However, it is often not practical to provide for a further alternate once a diversion has been initiated. 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. Taking into account their recent duty and rest opportunities, it is considered that FO fatigue was not a factor in the occurrence. This TAF forecasted visibility in excess of 10 km and scattered cloud at 3,000 and 5,000 ft. No significant weather was listed on the TAF and no indication of low cloud or fog was given. 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. 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. These included in the areas of: A review of the ATSB occurrence database was conducted for the period January 2009March 2015 in order to determine the number of unforecast weather occurrences reported in this time. Research has shown that appropriate flight crew situation awareness relies on crew being alert to developing situations and aware of the implications of these situations (Orasanu, 1993). The BoM reported that their assessment of Mildura Airport at around 0830 showed that low cloud was more likely than fog, and that improved conditions could be expected from 1000. Indeed, while it would seem reasonable to assume that there would be dozens of reports detailing the results from such parallel studies none have been made publicly available. The TTF predicted that the fog would clear at 0900and the company meteorologist called the BoM to determine the forecasters confidence that the fog would clear at 0900. 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. 1968 Total Observations 10% 20% 30% Calm 3% . 2 tank were selected back to ON, with the crossfeed valve open. Other sections of the information paper repeated the information that was contained in the AIP. As the wind was forecast to tend southerly, and fog and low cloud were rare in a southerly flow at Mildura, the decision was made to continue with the current TEMPO. Due to other instrument flight rules traffic, ATC could not issue an immediate clearance for the approach. However, fog had been forecast for both Edinburgh and Parafield airports. 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. 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. This approach also offered the benefit of a runwayaligned approach that did not require significant manoeuvring once visual. This aircraft, registered VH-VYK and operated by Qantas, was en route from Sydney, New South Wales to Adelaide before also diverting to Mildura. View the current warnings for Victoria. In this update, ATC stated that the visibility was now 500 m in fog, with no landing attempts having been made for a while. The FDR, with scattered cloud at 6,000 ft the controller made another bom mildura observations Stations broadcast with latest! Bom must be triggered by this post: https: //thewest.com.au/news/weather/bureau-of-meteorology-staff-step-up-industrial-action-ng-b88757610z be around... 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