Meteorological conditions significantly affect air traffic safety and can also affect a pre-planned flight plan. Difficult meteorological conditions are particularly hazardous during take-off and landing procedures. Still, they can also cause disruptions to air traffic by causing, for example, delays to air traffic or diversion of aircraft to other airports. From the airlines' point of view, such situations are not beneficial if flights are diverted to other airports due to reduced visibility at the airport caused by fog and haze. For flight operations, a popular navigation system with a precision approach is the ILS, which has several categories enabling an approach even in adverse meteorological conditions. However, not every airport has a high-category ILS, and setting up such navigation equipment is lengthy and costly. The main objective of this article is to analyze the impact of meteorological conditions, particularly visibility, on the possibility of performing flight procedures with different ILS categories. The study was designed to quantify the limitations associated with meteorological conditions with specific ILS equipment at a given airport. The research questions for this study include the following: What were the meteorological conditions in terms of visibility? What impact did the visibility parameter have on the performance of landing operations at the airport under study? Can an indication of the probability of stopping landing operations be important in recommendations for scheduling airline flights to avoid delays? Three airports were selected for the analysis: Warsaw Chopin Airport, Warsaw Modlin Mazowiecki Airport, and Krakow John Paul II Airport. The analysis was based on approximately 52,000 METAR dispatches in 2019 and 2022. The research indicated during which periods landing procedures were most frequently halted and calculated such a change with a different category of ILS. For the Kraków Airport, the probability of stopping landing procedures in any month was calculated, along with recommendations for flight schedule planning for this airport. The research results can be used to better plan airline flight schedules, avoiding hours with a high probability of reduced visibility, which may result in rerouting flights to another airport. Long-term low clouds and reduced visibility affect the safety of operations but also cause delays.

The main visibility forecast factors were identified with the support of data from routine meteorological observations from the Mianyang Airport and the Mianyang Environmental Monitoring Station from 2015 to 2018, and a visibility grading forecast model was established and tested by dint of the multiple linear regression and the KNN algorithm based on big data mining technology, and the variation characteristics of visibility in winter at the Mianyang Airport were studied. The results showed that (1) in addition to having a significant positive correlation with wind speed, the visibility in winter at the Mianyang Airport has a significant negative correlation with relative humidity, dew point temperature, AQI, PM2.5 concentration, PM10 concentration, and CO, and it has the strongest correlation with relative humidity, and the correlation coefficient is −0.76. (2) The multivariate linear regression model and the KNN model were adopted for grading forecasting experiments on visibility, and the results revealed that both models could be used for visibility grading forecasts. The multiple regression model secures an accuracy of over 70% for forecasts of level 1–5 visibility. In terms of the KNN model, the forecast accuracy is the best when K = 3 or K = 5, notably for level-2, level-4, and level-5 visibility. The forecast accuracy rate is 100% for level-2 visibility, but the forecast for level-1 visibility is poor. (3) The minimum value of the average daily visibility of the Mianyang Airport in winter appeared at 09 : 00 and the maximum value appeared at 17 : 00. The level-1 visibility occurred and developed before 09 : 00 and faded and vanished between 08 : 00 and 15 : 00.

arrays to enable a safe landing during instrument meteorological conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or blowing In aviation, the instrument landing system (ILS) is a precision radio navigation system that provides short-range guidance to aircraft to allow them to approach a runway at night or in bad weather. In its original form, it allows a pilot, through a cockpit mounted instrument in the aircraft that displays lateral and vertical guidance indications (needles), to approach until the aircraft is 200 fee An… In contrast to other operations, CAT III weather minima do not provide sufficient visual references to allow a manual landing to be made. CAT IIIb minima depend on roll-out control and redundancy of the autopilot, because they give only enough time for the pilot to decide whether the aircraft will land in the touchdown zone (basically CAT IIIa) and to ensure safety during rollout (basically CAT IIIb). Therefore, an automatic landing system is mandatory to perform Category III operations. Its reliability must be sufficient to control the aircraft to touchdown in CAT IIIa operations and through rollout to a safe taxi speed in CAT IIIb (and CAT IIIc when authorized). However, special approval has been granted to some operators for hand-flown CAT III approaches using a head-up display (HUD) guidance that provides the pilot with an image viewed through the windshield with eyes focused at infinity, of necessary electronic guidance to land the airplane with no true outside visual references. In the United States, airports with CAT III approaches have listings for CAT IIIa and IIIb or just CAT III on the instrument approach plate (U.S. Terminal Procedures). CAT IIIb RVR minimums are limited by the runway/taxiway lighting and support facilities, and are consistent with the airport surface movement guidance control system (SMGCS) plan. Operations below 600 ft RVR require taxiway centerline lights and taxiway red stop bar lights. If the CAT IIIb RVR minimums on a runway end are 600 feet (180 m), which is a common figure in the U.S., ILS approaches to that runway end with RVR below 600 feet (180 m) qualify as CAT IIIc and require special taxi procedures, lighting, and approval conditions to permit the landings. FAA Order 8400.13D limits CAT III to 300 ft RVR or better. Order 8400.13D (2009) allows special authorization CAT II approaches to runways without ALSF-2 approach lights and/or touchdown zone/centerline lights, which has expanded the number of potential CAT II runways. In each case, a suitably equipped aircraft and appropriately qualified crew are required. For example, CAT IIIb requires a fail-operational system, along with a crew who are qualified and current,… H…

The most common lethal accidents in General Aviation are caused by improperly executed landing approaches in which a pilot descends below the minimum safe altitude without proper visual references. To understand how expertise might reduce such erroneous decision-making, we examined relevant neural processes in pilots performing a simulated landing approach inside a functional MRI scanner. Pilots (aged 20–66) were asked to “fly” a series of simulated “cockpit view” instrument landing scenarios in an MRI scanner. The scenarios were either high risk (heavy fog–legally unsafe to land) or low risk

United Airlines Flight 232 had crashed on 19 July 1989 while attempting an emergency landing in Sioux City, Iowa with 111 of the 296 people on board losing their lives. Daewoo and Donga had multiple employees, working at construction sites of those companies' facilities, on board; they were South Korean citizens.[3] There were 190 South Koreans, including seven Libyans, and three Japanese nationals.[4] Aftermath After the crash Flight 803's pilot Kim Ho-jung was quoted as saying - "The airport was shrouded in dense fog and visibility was poor when I approached. I lost contact with the control tower for 15 minutes before the crash."[5] Libya's official news agency JANA reported that a Soviet airliner one hour before Flight 803 had rerouted to Malta rather than land in the fog.[3] Also the instrument landing system at Tripoli International Airport wasn't working at the time of the crash.[6] A Libyan court found the pilot and co-pilot guilty of neglect in December 1990. They were given prison sentences of two years and eighteen months respectively.

Air transportation is a prime mover for all sectors of a country and especially for national economy. Air transportation which is especially backbone of tourism sector has great importance as a result of transporting more than 60 percent of worldwide tourist number. Growth trend in air transportation is rapidly in progress throughout the world. Since 2006 passenger traffic has been increased without slowing down.Risks regarding to weather conditions have substantial negative effect on aircraft safety. According to recent research, weather conditions are responsible of 20 percent to 30 percent of worldwide air accidents. At Europe, 22 percent of air traffic delays are due to adverse weather conditions. There are many meteorological risks for aviation. In this context, at this study firstly meteorological factors such as icing, wind, thunderstorm, precipitation, cloud ceiling and visibility which aggrieve passengers via posing risk to aviation and damaging companies in aviation sector are dealed together with their effects on aircrafts, diagnosis techniques and prediction with mitigation methods, then METAR, SPECI and TAF data obtained from Turkish Meteorological Service which includes 5 year period between 2010 and 2014 and data which includes delayed or diverted flights due to meteorological reasons between 2010 and 2014 which are obtained from a private corporation were examined in order to reveal the distribution of meteorological factors regionally and with respect to airp

The thick fog forces to close the port of Barcelona. The airport of El Prado has also had to divert some flights, and the fog has caused delays in others.