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. This was based on the knowledge that the cloud base would preclude becoming visual via a normal approach. The Velocity 1384 FO replied that they were in the same boat but, after discussion between the captain and FO of Velocity 1384, they elected to hold and allow Qantas735to continue with the approach. In particular, the sections on hazard alerts were amended, with other sections relating to the provision of significant information and a hazard alert service, and the associated responsibilities, being deleted from the manual. Given the actions of the Qantas 735 crew (who did obtain the weather) to continue to Adelaide, this decision would have been reasonable. This ATCinitiated flight information service (FIS) (see the section titled Airservices Australia) extends to aircraft within 60 minutes of the condition or destination. The actions of the flight crew of the second Virgin aircraft to query ATC about the weather update for Adelaide were consistent with this advice. 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. provision of information to flight crews from Air traffic services (ATS), ATS policies and procedures affecting the flights, provision by the operators of information to the respective flight crews, the basis for the sequencing of the aircraft landings at Mildura, Bureau of Meteorology meteorological services and products as they applied to these flights. The FO reported that as they commenced the missed approach, it was possible to confirm that they were aligned with the runway by looking directly down. At the time Qantas 735 made this request, the flight crew of Velocity 1384 was on the same frequency, but remained unaware of the fog in Adelaide until they were alerted by the Tailem Bend controller. However, at about 0934 when their workload had reduced, they obtained the latest weather for Mildura to inform their assessment of the appropriate response to the ambulance pilots report. Review of Flight Watch/Following activities across several carriers to obtain best practice for this activity Virgin America and Westjet were visited. Taking into account their recent duty and rest opportunities, it is considered that FO fatigue was not a factor in the occurrence. The crew of Velocity1384asked for an appreciation of the weather and were told by the Dash-8 crew that at the minima, they couldnt see anything. There was a slight improvement before it again reduced below 1,000 m at 0959, remaining there until 1026 when there were further fluctuations. The aircraft tracked to the north-east of the aerodrome and the crew informed ATC that they would conduct an instrument landing system (ILS) approach to runway 23 and then land using the aircraft's autoland system. Landing below minima due to fog involving Boeing 737s, VH-YIR and VH-VYK, Mildura Airport, Victoria on 18 June 2013, forecasting and distribution of weather information by the Bureau of Meteorology, provision of weather and operational information by Airservices Australia to all aircraft that were affected by the reduced visibility at Adelaide, provision of weather and operational information to those aircraft by the operators. Weather Today Weather Hourly 14 Day Forecast Yesterday/Past Weather Climate (Averages) Currently: 66 F. 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. 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. View latest 64km, 128km, 256km, 512km, rainfall, doppler wind and satellite images. Sun 27 Nov Mildura. As the flight crew of Qantas 735 was preparing to depart Sydney, just prior to leaving the gate, the 0700 amended TAF for Adelaide was issued. To print this page, get the PDF version (one page, 45 kb). It stated that controllers were to consult a number of sources of information to assess if a hazard alert was necessary. It is broadcast automatically and continuously and contains information required for takeoff and landing. Automatic Terminal Information Service (ATIS). A SPECI is a special weather observation report that is triggered by a significant change in a set of parameters, including cloud and visibility. The 0800 TTF indicated fog as it was considered imminent and formed at 0804, which was reflected in a SPECI issued at 0805. Twenty of those years were as duty manager. Unit Settings . The declaration of an emergency, including due to insufficient fuel, enables ATC to understand the nature and extent of the situation. At 0939 the crew of a Qantaslink Bombardier DHC-8 aircraft (Dash-8) broadcast to traffic at Mildura that they were conducting a goaround. At locations where there is no authorised observer, or where the observer is not available, the observation generated has the word AUTO preceding the observation. The systems supervisor was completing the final day of a 2day endorsement check for the position, and operating under supervision at the time of the occurrence. The ATSB examined the training and guidance material available to air traffic controllers relating to the provision of air traffic services. The 0303 TAF was computed on that basis. 1 tank had 887 kg and the No. 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. Observations were drawn from Mildura Airport {station 076031}. The 0358 amended TAF for Mildura that morning forecast light winds and scattered cloud at 3,000ft and broken cloud at 6,000 ft. . The BoM, however, claims that temperature measurements from electronic probes are nevertheless comparable with measurements from mercury thermometers because the BoMs purpose-designed probes closely mirror the behaviour of liquid-in-glass thermometers, including the time constant. 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. Chance of any rain: 20% Partly cloudy. Due to poor weather in Adelaide, both aircraft were forced to divert to an alternate airport (Mildura, Victoria). The dispatcher on duty for 18 June 2013 was appropriatelyqualified and had over 4 years of experience, most of that with Virgin Australia Airlines Pty. Employed to minimise unnecessary distractions during critical phases of flight. The captain of Qantas 735 reported feeling that the observation reports were more reliable given the inaccuracy of the forecast at Adelaide. They then continued to collect weather updates for various ports, including Mildura, Melbourne, Canberra, Sydney and Adelaide. 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 closing date for feedback is 29 January 2016. Given the speed at which it developed, the fog was forecast to lift in about 12 hours. Readmore. The second chart and table were added to this post the next morning (12 Feb. 2018) to aid understanding, and add clarity. 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 transmission is prefixed by Hazard Alert. The Pilot in Command may adjust the DPA to be a geographical point, other than a position on the Fuel Flight plan (i.e. Virgin and Qantas each had a fuel policy within their operations manual, which specified the minimum fuel required, including the necessary fixed fuel reserves. 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. Time: 0756 EST Velocity 1384 and Qantas 735 in cruise, Time: 0758 EST Velocity 1384 and Qantas 735 in cruise, Time: 0800 EST Velocity 1384 and Qantas 735 in cruise, Time: 0804 EST Velocity 1384 and Qantas 735 in cruise, Time: 0805 EST Velocity 1384 and Qantas 735 in cruise, Time: 0815 EST Velocity 1384 and Qantas 735 in cruise, Qantas 735 approaching diversion point, Time: 0830 EST Velocity 1384 and Qantas 735 in cruise, Time: 0900 EST Velocity 1384 and Qantas 735 on descent to Adelaide, Time: 0902 EST Velocity 1384 and Qantas 735 on descent to Adelaide, Time: 0911 EST Velocity 1384 diverting to Mildura, Qantas 735 holding to east of Adelaide, Time: 0918 EST Velocity 1384 and Qantas 735 en route to Mildura, Time: 0928 EST Velocity 1384 and Qantas 735 on descent to Mildura, Time: 0930 EST Velocity 1384 and Qantas 735 approaching Mildura, Time: 0932 EST Velocity 1384 overhead Mildura, Qantas 735 approaching Mildura, Time: 0948 EST Velocity 1384 overhead Mildura, Qantas 735 landed at Mildura, Time: 0952 EST Velocity 1384 overhead Mildura, Qantas 735 shutdown at Mildura, Time: 0956 EST Velocity 1384 overhead Mildura, Time: 1000 EST Velocity 1384 overhead Mildura. 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. As such, no analysis or findings are included in this update. The BoM reported that the fog forecasting procedure for Adelaide Airport used various inputs, including a computer model, observed wind speed and direction at 2,000 ft, surface wind speed, recent precipitation, dew point depression, the position of high pressure systems, and dew point as a function of time of year. The overall assessment was considered minor and approved by the relevant managers. Knowing the value of the record as the basis for multi-trillion-dollar future policy decisions, how much is too expensive to leave a Stevenson box alone except to install a small remote camera to take the readings? Considering days when there is parallel data available in the temperature band of interest (the claimed-record hot day in September 2017 measured 37.7 degrees Celsius) the new probe has been found to measure up to 0.4 degrees hotter (e.g. At 0916, the pilot of an air ambulance flight departing Mildura made a call to ATC that conditions were deteriorating, with a cloud base at 400 ft. This was because the Aeronautical Information Publication (AIP) Australia stated that a TAF that is valid for 30minutes prior to the arrival must be used for flight planning purposes. The B737-800 is equipped with three fuel tanks. The ATSB commenced an investigation at about 1100 on 18 June 2013 and the cockpit voice recorder and flight data recorder were removed from the aircraft and forwarded to the ATSBs facilities in Canberra for download. The controller on duty on 18June2013had 9 years of experience in the operations department at Virgin. The FO reported obtaining about 7 hours sleep the night prior to the occurrence and felt well rested. The predicted clearance of the fog at 0900 on the 0800 TTF was used by the crew of Qantas735to inform their decision to continue to Adelaide from the point at which they could have returned to Sydney. 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. The other airports in the area reporting suitable weather were Mildura, Broken Hill and Woomera. When the TTF for Adelaide was issued at 0800 and showed fog, flight watch again reviewed the situation for applicability to Velocity 1384. This TTF forecast that the fog would now remain until 0930. The AIP New Zealand, in GEN 3.3 outlined the services provided by New Zealand ATC in relation to FIS. 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). 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. As a result, neither crew was required to carry additional fuel to that calculated for the flight to Adelaide, which included the mandatory fuel reserves. The weather forecasts and reports tabulated below do not indicate whether the applicable weather information was passed to the aircraft. Meanwhile, if we consider the residual available parallel data the very hottest days according to readings from the electronic probe (30 November 2012, 18 January 2013, 5 January 2013, 8 January 2013, 6 January 2013, 1 December 2013, highest to lowest) have no equivalent reading from a mercury thermometer. The crew of Velocity 1384 reported using the observation reports to confirm their understanding of Milduras suitability as an alternate destination. At this time the aircraft was about 156 NM (289 km) to the east-north-east of Adelaide Airport. Check and double check, review and test it. However, as the deterioration was forecast to improve prior to their arrival, it is likely that, at that stage, they would have elected to continue to Adelaide. Table 1 in the above blog post shows that the electronic probe currently recording measurements at Mildura is recording warmer than a mercury thermometer would this is not yet even acknowledged by the Bureau, there is certainly no adjusting down to compensate! The BoM Aeronautical Services Handbook (ASH), which is available as guidance for staff, lists the priorities for the provision of services. As such, there was no requirement for the crews of Velocity 1384 or Qantas 735 to obtain or account for a code grey forecast in their fuel planning for Adelaide. Mildura - Archived Radar - Rain Close menu Home Radar Observations Satellite Forecasts Video Map Login Register Account Logout Note that the approved BoM observer input is optional and, if not actioned, will result in an AUTO METAR or SPECI. Automatic weather stations (AWS) provide data to the BoM that is used to generate observation reports and forecasts at various locations throughout Australia. This service continuously broadcasts routine meteorological reports (METAR) on a network of VHF transmitters. 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. Given that at 0800 neither aircraft was within 60 minutes flight time of Adelaide, a potential misinterpretation of FIS by industry was indicated. 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. The information in amendment 58 was current at the time of the occurrence involving VHYIR and VHVYK. This project aims to develop a new national climatological interface for the display and interpretation of climate information at aerodromes and key aviation locations (due to be completed in 2017). Changes in operational status of the aerodrome of intended landing, alternate aerodromes and deviations from the original flight plan, shall be taken into account. The FO replied that they did not have the fuel to proceed anywhere else. An advanced hardware and software system that is used by Airservices Australia to help manage domestic and international flights in Australian airspace. 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. This was the case for Adelaide Airport, which is affected by fog about four or five times a year. At 1012, ATC initiated a distress phase. Once the change appeared in an updated product, or after 1 hour, whichever was sooner, the Hazard Alert prefix would cease. 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 flight following policy was rewritten. 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. When Velocity 1384 departed Brisbane for Adelaide, the TAF that was current at the time showed favourable conditions for arrival and did not require the nomination of an alternate airport. Meteorological Information for Aircraft in Flight (VOLMET). It also indicated that the provision of ATC-initiated FIS would be generally limited to aircraft within 60minutes flight time of the condition or destination at the time of the receipt of the information by ATC. Web. In September 2007, the MATS was entirely reformatted and the reference to amendments changed to versions, with version1 being effective on 7 September 2007. Another Virgin aircraft then asked ATC to clarify if that report was for Melbourne, to which ATC replied negative, Adelaide. Given that the bureau has installed these probes in over 500 locations around Australia, you would assume that the proper comparative tests would have been extremely thorough, and performed at various sites of temperature extremes before they were widely introduced. 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. The flight crew of Qantas 735 conducted an instrument approach and landed below minima. Neither crew were aware of this TAF nor would they have been able to use this forecast in support of their decision to divert. The FO reported their recent sleep as normal and that they obtained about 7.5 hours sleep the night before the occurrence. At 0027 WST on 1 June 2012, the flight crew of a Boeing 717 aircraft, registered VH-NXO, were conducting an instrument approach to land on runway 03 at Perth Airport after a flight from Paraburdoo, Western Australia. 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. Mildura Weather. While it is official BoM policy to ensure that there is approximately five-years of overlapping parallel data when there is a site move or equipment change at an official weather station, this policy appears to be rarely implemented. As their planned arrival time was 0917, the crew elected to continue to Adelaide. This scenario is explained in the Flight Crew Training Manual (FCTM) (see appendix A). In almost all cases, the landing was made with fuel above the fixed reserve. 1 tank is integral with the left main wing, the No. In response to this occurrence the ATSB issued a safety recommendation to Airservices. PSS I shall probably add to the above post (by way of an update) in the next day or two, with my most recent correspondence to the Head of the Bureau, Andrew Johnson. These include increased monitoring and support as required and the potential to reduce pilot workload in stressful situations. Virgin Australia Airlines Pty. They were provided with two routine (METAR) reports for Mildura, which indicated conditions were suitable for an approach, with cloud above the landing minima and visibility in excess of 10 km. The operations controller was responsible for overseeing the Virgin flight network, including coordinating air traffic control (ATC) slot times for arrivals. They say that they have conducted their own tests/comparison, and their electronic probe is comparable to mercury. 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. 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. Tropical Cyclone Freddy possible over Coral Sea, Sydney ends near-record run below 30 degrees. 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. The latest weather forecast is available at www.bom.gov.au/nsw/forecasts. You do not have a default location set Aerodrome Weather Information Service (AWIS). 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. In relation to the use of observation reports for in-flight planning, CASA noted that weather observations are not a legal instrument to determine if an alternate should be held or for fuel planning, unless the observation has a trend appended to it (eg TTF). 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). It allows for completion of the ILS and autoland following failure of any single system component after a specified alert height as determined by a number of safety parameters. . What was unusual about the occurrence involving the A320 was that the advection of fog moved in from the north at a greater speed than the surface wind. Qantas 735 had not departed Sydney when the amended TAF for Adelaide was issued at 0700; however, they had entered the sterile cockpit[20] phase of flight. Manual checking a Mercury thermometer is not my job. The MATS also indicated that responsibility for issuing a hazard alert rested with the responsible ATS unit. This aircraft, registered VH-VYK and operated by Qantas, was en route from Sydney, New South Wales to Adelaide before also diverting to Mildura. The captains relevant aeronautical experience is outlined in Table 1. Well done again Jennifer, the lack of overlapping parallel data being made public and the method of measuring temperatures just shows how serious this million dollars a day BOM are about basic standards. Also details how to interpret the radar images and information on subscribing to further enhanced radar information services available from the Bureau of Meteorology. 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. Specifically, ERSA section 4 Hazard alerts (GEN-FIS-2) and Jeppesen Meteorology reports and advisories section 4.4, Hazard alerts defined hazard alerts without specifying that they were limited to a sudden change to a component of FIS not described in a current MET product or NOTAM. When Peter Ridd shows the world whats been going on in the scientific community, I hope the politicians who are sitting on their hands will start taking all these issues more seriously. 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The next routine forecast will be issued at 4:30 pm EDT Thursday. Filed Under: Information Tagged With: Temperatures. This included amendments to meteorological products such as: The provision of this service is limited to aircraft within 1 hours flight time of the condition or destination, or 2 hours for a SIGMET. 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. Web. Parallel data from Mildura preliminary findings. The changes also resulted in any SPECI report that was available from an ABS not being sent automatically to a controllers workstation. The chance of a thunderstorm, possibly severe. 2 tank being selected OFF, leaving the No. Light winds becoming southwesterly 20 to 30 km/h during the morning then becoming light during the evening. At around 0900, weather instrumentation at Mildura Airport started to indicate patches of low cloud around 400 ft AGL and a visual satellite image indicated a bank of low cloud south of the airport. The AIP outlines the elements of ATC-initiated FIS. The FOs relevant aeronautical experience is outlined in Table 2. At 0800, when the TTF was issued for Adelaide showing fog that was predicted to clear from 0900, Virgins flight watch personnel again reviewed the product for applicability to Velocity 1384. 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). Shortly after both crew initiated a diversion to Mildura, the BoM released an amended TAF for Mildura, removing the TEMPO requirement. 0. At the time, neither Velocity 1384 nor Qantas735were on this frequency and so did not hear this transmission. Subsequent cautions in section 7 stated that: To ensure airman compliance with Federal Aviation Regulations, manufacturers operating manuals should remind airmen to contact ATC controllers, FSS specialists, operator dispatchers, or airline operations control centers for general and mission critical aviation weather information and/or NAS [national airspace system] status conditions (such as NOTAMs, Special Use Airspace status, and other government flight information). 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. As such, when the crew of Velocity 1384 initiated the diversion to Mildura Airport, they had not confirmed sufficient fuel to meet the TEMPO requirement. For example, informing ATC of a non-routine situation will increase the level of monitoring a flight will receive. Note: A Suitable Airport may be, in order of priority: an Alternate Airport, following an approach and missed approach at destination, if the destination requires an alternate; or. This supports the assessment that the fog would clear rapidly at Mildura. The observations for Adelaide at that time supported that forecast. This included provision of unforecast weather conditions to flight crew. It is also worth noting that the separation workload is generally greater than normal when weather disrupts the usual flow of traffic. These included a number of amendments in June 2007 and another in March 2009, which are discussed below. 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 addition, the BoM uses a non-standard method of recording temperatures from such devices. ATSB Recommendation No: AO-2013-100-SR-057. While the 0700 amended TAF and 0800 TTF were not required to be sent to the crew under Virgins flight following procedures, not passing the weather removed an important source of information regarding the deteriorating conditions at Adelaide. Mildura Observations. Decision making can be influenced by such factors as workload and stress (Li, 2011; Harris & Li, 2015). Digital photographs of the LIG thermometer at one minute intervals could be taken and compared to the probe. The crews decisions to hold or attempt an immediate landing at a lower minima at Mildura Airport relied on crew judgement. The aircraft was positioned for a second approach, during which the cabin crew were briefed and prepared for an emergency landing, briefing the passengers to brace accordingly. It caters predominately for aircraft operating in control areas within VHF range of the facility. The TAF also included TEMPO periods between 0500 and 1000 in which the cloud base was forecast to reduce to 600 ft AGL. The first was at 0816 when Qantas 735 queried the conditions in Adelaide based on the forecast of fog in the 0800 TTF. The crews estimated arrival time at Mildura was 0932. At interview, a dispatch duty manager reported that flight plans are calculated using the relevant TAF rather than a TTF. This decision was passed to the crew of Qantas 735. VH-VYK was fitted with a very high frequency (VHF)/ aircraft communications addressing and reporting system (ACARS), which was routinely used by Qantas flight operations and flight crew. After informing the BoM of this omission, I have been told it is being looked-into that the relevant officer will follow-up on the missing month of data. Besides running concurrently for the when change in instrument this should have been done for at least five years for any change in siting. So it is possible that a brief transient change would be very different to an average over the same minute. Flight dispatch and following was similar to Virgin in that only international and selected short haul flights were actively flight followed. The aircraft was certificated for autoland approaches, but the ground equipment was not. Figure 1: Approximate aircraft positions at 0700, when the amended forecast for Adelaide was issued with a 30 per cent probability of fog, Figure 2: Approximate aircraft positions at 0800, when the trend forecast for Adelaide was issued with fog conditions forecast to lift at 0900, Figure 3: Approximate aircraft positions at 0900, just prior to initiating the diversion to 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?. Light winds. In this amendment the section on the provision of FIS was changed in several areas. This advice is also available by dialling 1300 659 210. The BoM reported that their assessment of Mildura at around 0830 showed that low cloud was more likely to occur than fog. 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. examine the accuracy of aviation meteorological products in Australia, examine the procedures used to provide information to flight crews from air traffic services and management of changes to those procedures, examine the provision by the operators of information to the respective flight crews. It also noted that: To ensure that accurate information is obtained in adequate time, pilots must take into consideration that ATC initiated FIS is limited to aircraft within one hours flight time of the condition or destination at time of receipt of the information by ATC. Mildura Weather Forecast, VIC 3500 - WillyWeather. 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. This data could be accessed from ATC on request, or by pilots directly via a telephone number that was provided in the NOTAM. As a consequence, the data for this period from the mercury thermometer is not normally distributed, as shown in Figure 1. Before that point, there had been no requirement for the aircraft to carry fuel to continue to a suitable alternate. 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