LOW VIS PROCSWND: 360/5, MAX DW 5 KTS.VIS: 500M IN FOGCLD: FEW015TMP: 7.QNH: 1021, SPECI YMIA 172318Z 22004KT 9999 BKN002 SCT041 08/06 Q1019RMK RF00.0/000.0, SPECI YMIA 172328Z 21006KT 5000 BR BKN002 07/07 Q1019RMK RF00.0/000.0, SPECI YMIA 172330Z 21006KT 3300 BR BKN002 07/07 Q1019RMK RF00.0/000.0, SPECI YMIA 172332Z 20007KT 2100 BR BKN002 07/07 Q1019RMK RF00.0/000.0, SPECI YMIA 172348Z 19007KT 0900 FG OVC001 07/07 Q1019RMK RF00.0/000.0, TAF AMD YMIA 172352Z 1800/181220007KT 3000 BR SCT003 BKN040BECMG 1800/1801 19006KT 9999 SCT030 SCT050PROB30 1800/1802 0500 FG BKN002RMKT 07 11 13 10 Q 1019 1019 1019 1020, SPECI YMIA 172356Z 21007KT 0400 FG OVC001 07/07 Q1020RMK RF00.0/000.0, SPECI YMIA 180000Z 20006KT 0300 FG OVC001 07/07 Q1020RMK RF00.0/000.0, SPECI YMIA 180011Z 20006KT 0200 FG OVC001 07/07 Q1020RMK RF00.0/000.0, cloud ceiling is measured from landing wheel height above the threshold and expressed as a decision height in feet. For many nonmajor airports in Australia, flight crews of arriving aircraft can access current weather information using an Automatic Weather Information Service via very high frequency radio, which has range limitations. This was to examine the typical level of assistance provided by ATC around the time of the occurrence for any systemic issues. 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. Sun 27 Nov Mildura. The Bureau of Meteorology advised of various system changes and improvements in response to this occurrence. This was the forecast that was available to the crews of Velocity 1384 and Qantas 735 at their times of departure and used for flight planning. 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. On this basis, and the additional information gathered by the meteorologist, flight operations did not pass the 0800TTF to the crew of Velocity 1384. The crew of Qantas 735 applied a revised minimum to the approach that was 200 ft lower than that published. This showed that Qantas 735 could hold until about 1020, 10minutes short of the requirement. This speaks volumes about their integrity and character. Concurrently, the TTF for Adelaide showed light winds with few clouds with no significant changes expected over the forecast period. Likewise, when the 0800 TTF was issued showing fog, both aircraft were still outside this 60minute arrival time. Dr. Marohasy, The No. inadvertent flight below the minimum permitted altitude. For an understanding of the aircrafts positions at this time, see Figure 1. In contrast, the crew of Qantas 735 had greater time to make that assessment. The flight crews of Velocity 1384 and Qantas 735 reported assessing the Mildura weather prior to diverting from Adelaide Airport. Virgin and Qantas each had a fuel policy within their operations manual, which specified the minimum fuel required, including the necessary fixed fuel reserves. Mostly sunny morning. The ATSB asked CASA for a ruling on the use of observations in-flight. That is, crews must carry sufficient fuel to meet the forecast requirements affecting a destination, even if the observations at that location indicate that the weather is suitable for an arrival. ATC, FSSs and, if applicable, AOCC [airline operations control center] VHF/HF voice remain as a redundant method of communicating aviation weather, NOTAMs, and other operational information to aircraft in flight. Link to Mildura Observations on BoM, or for more detailed weather and climatic conditions log in to Order Water. The meteorological conditions at Adelaide Airport deteriorated below the landing minima while Velocity 1384 and Qantas 735 were en route to Adelaide. Latest radar images for 6 min Rainfalls Brisbane (Mt Stapylton) sourced from BOM. 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. A number of other aircraft, in addition to the B737, returned to their departure airports or diverted to alternate airports as a result of the reduced visibility at Adelaide Airport. 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]]. Similarly, once the 0918 Mildura SPECI was available showing the deterioration, there was also no need for this prefix. 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. 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. 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). Central Flight Watch desk dissolved and Flight Following introduced mid 2014 with desks split up into regions and Flight Following assigned to individual desks. On 16 September 2006 an Airbus A330 landed on runway 21 at Perth Airport in weather conditions that were below the applicable landing minima. The controllers were supported by aisle supervisors and a systems supervisor. Another Virgin aircraft then asked ATC to clarify if that report was for Melbourne, to which ATC responded negative, Adelaide. The review determined that, because the TAF had only a 30 per cent chance of fog and the TTF issued at the same time forecast no deterioration, the amended TAF would not be passed to the flight crew. Somewhat surprisingly, the automatic weather stations at Mildura for these three Septembers recorded statistically significantly cooler temperatures than the mercury thermometers. For example, informing ATC of a non-routine situation will increase the level of monitoring a flight will receive. The Brisbane and Melbourne flight information regions were listed in the section Middle East/Asia (MID/ASIA) Regional Supplementary Procedures. When opened, a cross-feed valve located in the centre tank and controlled by a switch on the cockpit forward overhead panel allows both engines to be supplied from one wing tank. The BoM simply ignores the issues that have been literally documented. Cloud unexpected significant variations to amount, base or tops (by reference to QNH); Visibility reduced due fog, mist, hail, rain, snow or dust, improvement observed; Wind significant variation to forecast; Other Phenomena incidence of severe or moderate turbulence, thunderstorms, moderate or severe icing, hail, line squalls, standing waves or winds of 40 KT or more within 2,000FT of ground level. Area Average Intensity . Three minutes later, the FO was heard on the cockpit voice recorder (CVR) as being happy to leave those pumps off. The first was the change to the AIP itself, which included standard amendment bar marking against each changed, introduced or deleted paragraph or text. However, based on the reports of significantly better weather at Mildura, a diversion to that airport was assessed as preferable to continuing to Adelaide. At 0918, just after Velocity 1384 transferred to this frequency, the controller for this sector informed them of four other aircraft due to arrive at Mildura around their arrival time, which included Qantas735. While the crew of Qantas 735 reported considering the implications of the TEMPO on the 0158Mildura TAF, and calculated that they had sufficient fuel to meet this requirement, the crew of Velocity1384 did not complete that consideration. 1968 Total Observations 10% 20% 30% Calm 3% . The reviews, and subsequent procedural amendments, resulted in a number of changes in the way in which SPECI reports were handled by the air traffic control system and the way in which this information was relayed to pilots in flight. 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. So why are they doing the parallel observations? When the amended TAF for Adelaide Airport was issued at 0700, neither Velocity 1384 nor Qantas 735 were within 60 minutes of Adelaide. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); To get in touch with Jennifer call 0418873222 or international call +61418873222. 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. Most broadcasts are continuous and the information is updated every minute. The CVR recorded discussion between the crew about the position of the fuel pumps and crossfeed valve. Really? 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. Once the change appeared in an updated product, or after 1 hour, whichever was sooner, the Hazard Alert prefix would cease. These were triggered by a change in one of the recorded parameters meeting the requirements for a SPECI (see the section titled Automatic weather station). As previously stated, given the forecast conditions at Adelaide Airport, the flight crews of Velocity1384 and Qantas 735 were not required to carry fuel for an alternate. Mildura Radar - Rain. Moron Australis here we come! In situations where crew are primed to search for information, it is more likely that considered decision making will occur in a less stressful environment and that the associated workload will reduce. VOLMET provides meteorological information for Australian major international airports and Townsville via high frequency (HF) radio transmission. an improvement in both visibility and cloud base in the hour from 1000. a 30 per cent probability of the visibility reducing to 500 m in fog for the period between 1000and 1200. Ltd. (Virgin) and Qantas Airways Ltd. (Qantas) fuel policies were approved by the Civil Aviation Safety Authority (CASA) and each flight crew uploaded sufficient fuel in accordance with their respective policies. Meteorological Information for Aircraft in Flight (VOLMET). A review of the ATSB occurrence database showed that in the vast majority of cases, once aware of any non-normal situation, controllers initiated appropriate action to support flight crew. The FCTM cautioned against conducting fuel balancing activities during approach or times of high workload and further states that fuel balancing is to reduce wear and tear on the airframe and landing gear, and not for controllability reasons. Warning, rainfall and river information are available at www.bom.gov.au/nsw/flood. You do not have a default location set Any additional service, such as weather avoidance assistance, can only be provided to the extent that it does not derogate the primary function. This imbalance was likely the result of the crossfeed valve being opened by the crew. At 0700, an amended TAF for Adelaide was issued effective from that time. Weather Today Weather Hourly 14 Day Forecast Yesterday/Past Weather Climate (Averages) Currently: 66 F. The only exception to this is SIGMET information, which shall cover a portion of the route up to two hours flying time ahead of the aircraft. Weather avoidance assistance was also available from ATC in the US. They need at least to admit that the change has happened and they cannot draw any scientific long term conclusions because of it. However, they could request it through The Australian Advanced Air Traffic System. observations list type; observations; sky observations; Sunday January 8, 2023. choose date: local weather; observations; sky conditions; daily summaries; climate; They considered this was a sufficient buffer if the fog did not clear by 0900. At 0938, a LOW FUEL QTY Tank 2 message was recorded on the FDR, with 880 kg remaining in the No. 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. The crew diverted to Mildura and the aircraft landed safely at Mildura Airport at about 1010following two instrument approaches. 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. At the time of the A320 occurrence on 20August1999, there had been 11 fog events recorded at Adelaide Airport during 1999. While such industries contain systems for managing risk, it can never be entirely eliminated. This arrangement is consistent with the service provided by Airservices. As the Mildura AWIS was not broadcasting, application of the lower minima could only be applied if the actual QNH was obtained from ATC. This comprised flight fuel to Adelaide of 6,410 kg, variable and fixed fuel reserves of 1,540 kg and additional fuel of 940 kg. The validity time for the actual aerodrome QNH is listed as 15 minutes from the time of receipt. The fog at Adelaide was not forecast when the aircraft left Brisbane. The action by the crew of Qantas 735 at 0816 to seek additional information from ATC in relation to the clearance of the fog at Adelaide was to inform their decision-making as they approached the DPA. As the TAF had a 30 per cent chance of fog and the TTF issued at the same time forecast no deterioration, they elected not to pass the amended TAF to the crew of Velocity1384through ACARS. 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. Web. Information from the trial could be used to enhance observations and better define the capability requirement at all airports (completion expected 2017). In response to this occurrence, Airservices advised that they would work with the Bureau of Meteorology to explore feasible options to provide information on significant deteriorations in weather conditions to address the very high frequency radio range limitations of the automated broadcast services. The crew of Velocity1384were not aware of the changes to the forecast. After realising that the fog at their original destination of Adelaide Airport would not clear prior to their arrival time, the flight crews of Velocity 1384 and Qantas 735 initiated a diversion to Mildura Airport, Victoria. 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. This scenario is explained in the Flight Crew Training Manual (FCTM) (see appendix A). The increased number of automatically-generated weather observations increased the amount of weather being delivered to controllers consoles for various airports. This supports the assessment that the fog would clear rapidly at Mildura. However, that attempt resulted in a second missed approach. At 0700, when the amended TAF for Adelaide was issued, Velocity 1384 was established at flight level (FL) 400 in the cruise. In. This was in response to their receipt of the 0800 TTF showing fog and the crew nearing their diversion point (see the following section titled Qantas735). Upon request from an aircraft, a FIC [flight information centre] provides: (i) meteorological information: SIGMET, AIRMET, PIREP [pilot report], aviation routine weather report (METAR), aviation selected special weather report (SPECI), aerodrome forecast (TAF), altimeter setting, weather radar, lightning information and briefing update; (ii) aeronautical information: NOTAM, RSC [runway surface condition], CRFI [Canadian runway friction index], MANOT [missing aircraft notices] and other information of interest for flight safety; and. Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. 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. In this case, controllers in adjacent sectors informed flight crew of the amended TAF and SPECIs for Adelaide from the time that the fog was included on the TTF at 0800. At 1130, the visibility had increased to greater than 10 km and the cloud was now listed as few at 300 ft. Further information on the Adelaide and Mildura forecasts and observations is in appendixC. The ICAO Annex 3 Meteorological Service for International Air Navigation does not permit the inclusion in a TAF of a probability of less than 30 per cent that a weather phenomenon, such as fog, may occur during the forecast period. Do they do that at all? The FO mentioned the TEMPO during the crews discussion of the diversion to Mildura; however, at that time the captain was conducting a separate calculation and the crew did not discuss the TEMPO requirements any further. If not, what did they record it for? Trial Automation of Observations at Cairns and Canberra (TAOCC) Project. - 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. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. After obtaining further information from the crew, ATC initiated an alert phase and at 0958, after contacting the crew again, ATC activated the Mildura Airport emergency procedures. accesses the ABS at a time when the SPECI information is available. FIS in this context is: a method of receiving aviation weather and other operational data in the cockpit that augments traditional pilot voice communication with FAAs Flight Service Stations (FSS), ATC facilities, or Airline Operations Control Centers. Maritime: notify AMSA via Incident Report Form 18, 300 m TDZ125 m MID or125 m END if MID RVR is not available(that is, sufficient visual reference for a manual landing and verification that the aircraft will land in the TDZ), 175 m TDZ 125 m MID or125 m END if MID not available that is, insufficient visual reference to permit manual landing; however, sufficient to allow the pilot to determine if the aircraft will land in the TDZ, TAF YPAD 171703Z 1718/1824VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKRMKT 06 06 11 14 Q 1018 1018 1020 1020, METAR YPAD 171900Z 07004KT 9999 FEW022 05/04 Q1018RMK RF00.0/000.0TTF: NOSIG, TAF AMD YMIA 171758Z 1718/181224005KT 9999 SCT030 BKN060BECMG 1718/1720 21006KT 9999 SCT006 SCT030BECMG 1800/1802 18010KT 9999 SCT030 SCT050BECMG 1807/1809 16008KT 9999 SCT040TEMPO 1719/1724 BKN006RMKT 06 05 07 13 Q 1016 1018 1020 1019, METAR YMIA 171900Z AUTO 29005KT 9999 SCT048 06/05 Q1017RMK RF00.0/000.0, METAR YPAD 172000Z 06004KT 9999 FEW022 05/04 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172000Z 26003KT 9999 FEW042 06/05 Q1017RMK RF00.0/000.2, METAR YPAD 172030Z 08005KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172030Z 27003KT 9999 FEW038 05/05 Q1017RMK RF00.0/000.2, TAF AMD YPAD 172100Z 1721/182405005KT 9999 FEW025FM180000 VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKPROB30 1721/1724 0500 FGRMKT 05 10 14 15 Q 1019 1020 1020 1020, METAR YPAD 172100Z 05004KT 9999 FEW022 05/05 Q1019RMK RF00.0/000.0TTF: NOSIG, METAR YMIA 172100Z 28005KT 9999 FEW042 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD S 172107RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KMCLD: FEW022TMP: 5.QNH: 1020, SPECI YPAD 172111Z 06005KT 9999 MIFG FEW022 SCT058 05/05 Q1020RMK RF00.0/000.0TTF: NOSIG, SPECI YPAD 172130Z 06004KT 9999 MIFG FEW022 05/04 Q1020RMK RF00.0/000.0TTF: NOSIG, ATIS YPAD T 172130RWY: 23WND: 050/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM, REDUCEDTO 4000 M TO THE NORTH IN FOG.CLD: FEW020TMP: 5.QNH: 1020, METAR YMIA 172130Z 27004KT 9999 FEW040 05/05 Q1018RMK RF00.0/000.2, ATIS YPAD U 172156RWY: 23WND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ONWND: 360/5, MAX DW 5 KTS.VIS: GREATER THAN 10 KM,REDUCED TO 1500 M IN FOG.CLD: FEW015TMP: 5.QNH: 1020, SPECI YPAD 172200Z 01006KT 1000NW 9999 PRFG MIFG FEW022 05/05 Q1020RMK RF00.0/000.0TTF: FM2200 01005KT 0500 FGFM2300 05005KT 9999 FEW025, METAR YMIA 172200Z 28005KT 9999 SCT034 05/04 Q1019RMK RF00.0/000.2, ATIS YPAD W 172204APCH EXP INST APCHRWY 23OPR INFO HIAL ON. The crew of Velocity 1384 had commenced their descent to Adelaide and gathered further information about the conditions from the Adelaide tower controller. At 0953, Velocity 1384 informed ATC that they would have to declare a fuel emergency in 10minutes. This included that At any time after dispatch, it is the PICs [pilot in command] responsibility to ensure the fuel on board is sufficient to allow for the safe operation of the aircraft to an adequate aerodrome. 2 tank supplying the majority of the fuel to both engines and therefore being used at a higher rate. The BoM also advised that the forecast for the airport was recalculated twice overnight using the observed 2,000 ft wind speed and direction from the upper wind balloon flights at 2100 on 17 June and 0300 on 18 June. On board were 6 crew and 146 passengers. Special Holding Fuel (when required). They sample them every second but throw most of these measurements away keeping only the highest, lowest and last second from each minute. Ltd. and Qantas Airways Ltd. 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. Specifically they are required to ensure the fuel available on board the aircraft is sufficient to proceed to an aerodrome where a safe landing can be made with the planned fixed fuel reserves remaining. Data from the CVR indicated that the crew actioned the low fuel and fuel imbalance checklists from memory. In response the forecaster contacted the BoM observer located at Mildura Airport. This resulted in the need for both Qantas 735 and Velocity 1384 to land in conditions that were below minima. This map will be updated as more accurate modelling becomes available. How did they design a probe to match a glass thermometer without such a comparison and at which site? Aviation is a complex, highreliability industry. accuracy of aviation meteorological products in Australia. The AIP Australia detailed the various elements of flight information service (FIS), including that pilots are responsible for obtaining information necessary to make operational decisions. 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. The pilot would be responsible for seeking this information from the ABS or asking ATC. Time: 0525 EST Velocity 1384 crew at flight briefing, Time: 0600 EST Qantas 735 crew at flight briefing, Time: 0638 EST Velocity 1384 departs Brisbane, Time: 0700 EST Velocity 1384 approaching top of climb, Qantas 735 at gate loading last passengers at Sydney, Time: 0707 EST Velocity 1384 in cruise, Qantas 735 preparing to pushback from Sydney, Time: 0711 EST Velocity 1384 in cruise, Qantas 735 taxiing at Sydney, Time: 0730 EST Velocity 1384 in cruise, Qantas 735 on initial climb from Sydney, Time: 0748 EST Velocity 1384 and Qantas 735 in cruise. The AIP indicated that a hazard alert would be broadcast on appropriate ATC frequencies during the 60-minute period following the onset of the hazardous conditions, or would be directed to those aircraft in continuous communications with ATC within 60 minutes flight time of the hazardous condition. Discussion with operators indicated that while that was not considered unusual in the circumstance, they would expect crew to then reference the nonnormal checklists to ensure nothing was missed. This was my thought exactly after reading Jennifers Spectator article. 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. On 7 June 2007, amendment 51 of the AIP redefined the elements of an FIS by adding an ATCinitiated FIS and removing the Hazard Alert Service. LOW VIS PROCSWND 360/5, MAX DW 5 KTS.VIS 500M IN FOGCLD FEW015TMP 6.QNH 1020, SPECI YPAD 172300Z 04006KT 0150 FG BKN000 06/06 Q1021RMK RF00.0/000.0TTF: FM2330 05005KT 9999 FEW025, METAR YMIA 172300Z 23004KT 9999 BKN039 07/06 Q1019RMK RF00.0/000.2, TAF YPAD 172302Z 1800/1906VRB05KT 9999 FEW030 SCT045FM181000 VRB05KT CAVOKFM190000 04008KT CAVOKRMKT 11 14 15 11 Q 1020 1020 1020 1021, TAF YMIA 172302Z 1800/181220008KT 9999 SCT030 SCT050RMKT 08 12 13 10 Q 1020 1019 1019 1020, ATIS YPAD Y 172311APCH: EXP INST APCHRWY: 23OPR INFO: HIAL ON. On the same morning, another B737 aircraft, registered VH-VYK and operated by Qantas Airways Limited, was conducting a scheduled passenger service from Sydney, New South Wales, to Adelaide. Filed Under: Information Tagged With: Temperatures. The priority reflects the need to create forecasts and warnings in relation to time critical activities, such as ditching reports and search and rescue activities. It could be expected that the results from this ongoing research effort may assist regulators and industry make informed decisions about the need for further infrastructure at major Australian airports. The information in amendment 58 was current at the time of the occurrence involving VHYIR and VHVYK. 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 AIP outlines the elements of ATC-initiated FIS. 2. 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. the development of fog depends on factors that are not well understood, fog is relatively uncommon at most airports, the required accuracy of the forecast is high. In addition, it was noted that: Flight information will be made available, whenever practicable, to any aircraft in communication with an ATC unit, prior to takeoff or when in flight, except where such service is provided by the aircraft operator. At 1004, as they were not visual with the runway, the crew initiated a missed approach from 132ftAGL. Exposure to weather conditions below the landing minima at Mildura was found to be very unlikely during the period studied. 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. However, the information that was passed to ATC in that report did meet the conditions listed in AIP for broadcast by a pilot. 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. Mildura Airport had a number of non-precision instrument approaches available for landing and, in terms of its facilities, was a suitable alternate for the Boeing 737-800. The article stated: Aviation special weather - SPECI, which can be obtained from an automatic broadcast service (ABS), no longer needs to be directed or broadcast to aircraft by ATS [air traffic services].
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