A study on the effect of weather On the operation of Aircraft at Kenneth Kaunda International Airport

2013
NAME: Exam No: GRADE TWELVE CHELSTONE SECONDARY SCHOOL

Table of Contents
Preface.. Dedications. . Introduction .. 2 3 4

Overview. 4 Aim of Study ..... 5 6 7 7

Study Area.... Methodology Term of Reference.

Discussions and Results... 9 Major Challenges and Constraints11 Recommendations and onclusions... .12 References . 12 Table 1.. 13 Beaufort Scale List of Figures.14 Figure Figure Figure Figure Figure Figure Figure 1: 2: 3: 4: 5: 6: 7: Stevenson Screen Wind vane Anemometer Aneroid Barometer Cloud cover Standard and Automatic rain gauges Evaporation Pan

Preface
The purpose and scope having been outlined in this project remains for me here to record my gratitude to all those who have helped in the preparation of this paper. My grateful thanks are due to my Geography Teacher Mr and other people, the list would too numerous to mention, for their kind assistance which greatly facilitated my project. Throughout the work I have been fortunate to have the opportunity of being part of the group that visited the Kenneth Kaunda International Airport and Iam much debt to .. who had been helpful and encouraged me to write this Project as well as offering me many useful comments and suggestions Iam especially indebted to .for supplying me with the materials and diagrams and the advice on the contents of chapters Warm thanks go to the staff members of the Kenneth Kaunda International Airport {KKI A} Meteorological Office and especially to ..for preparing much of the material and diagrams, and to Ms NGWIRA for the wonderful job of taking me around the offices and Meteorological enclosure ( a place where instruments are kept} and I thank her for her patience.

Name,,,,,,,,,,,,,,,,,,,,,

Dedication and Declaration

This project is dedicated to the almighty God for making it a success and to all the members of my family. I declare that this project was produced through my hardworking; hence it is not an imitation.

1.0 Introduction
Meteorological Services throughout the world have largely grown up with, and in support of aviation industry. In many countries, aviation is still the largest customer of weather services which, in form of information, forecast and advice, contribute to airline economy by: Increasing the safety factor and reducing the risks of loss or damage to aircraft, passenger and equipment through adverse weather. In-flight economies, through flight planning based on forecast winds and other parameters that allow the aircraft to follow the most economical route and minimize delays due to unfavourable weather. Helping to maintain regular schedules. Without flight planning based on weather forecasting service it would be impossible to maintain regular flight and maintenance schedules, to give firm arrival times at destinations and check-points enroute, and to operate air-traffic control effectively. Without continuously up-date information on terminal weather conditions, many more flights would have to be cancelled in marginal conditions and others diverted unnecessarily. Providing climatological data for the planning of new route and technical advise for the design of new aircraft.

1.2 Overview of the Literature

The Aviation industry requires that high standards of services be maintained in the interest of flight safety, and that that they meet the standards and recommendations practices of the International Civil Aviation Organisation (ICAO) and the World Meteorological Organisation (WMO).These include the qualifications and experience of staff, quality control of instruments and equipment, infrastructure and service provision as contained in the ICAO and WMO documents.

2.0 Objective of Study

The study was undertaken to three folds: Find out the principles of weather instruments as given in the term of reference. The effects of weather information on the operation of the aircraft. To provided some solutions to the problems as faced by the station

3.0 Study Area

Kenneth Kaunda International Airport

3.1 Historical Background:

The Kenneth Kaunda International Airport { formerly Lusaka International Airport } Meteorological Station was established in December 1966. Its main objective is to provide the operational meteorological (weather) information that is required for safe, regular and efficient air navigation as well as meteorological support to the near-real time activities of the aviation industry.

3.2 Location:
The Meteorological station is located at Lusaka International Airport. It is situated about 25 km east of the Lusaka City Centre with geographical setting of latitude 15 19 south and longitude of 28 27 west and a height of 1154 metres (3,700 feet) above mean sea level.

4.0 Methodology
A questionnaire was prepared in advance; therefore, Mr E. SIKANA (Provincial Meteorological Officer) took me around the office and the meteorological enclosure. The interviewing method was used as a way of acquiring of weather information from him and members of his staff.

5.0 Term of Reference

The Principles of various weather instruments were discussed in details 5.1 Stevenson Screen The Stevenson screen- a wooded box painted white with double louvered sides and mounted at a height between 1.25 and 2 metres above the ground- is used to standardize the air temperature. The Stevenson screen contains the following thermometers: Dry- bulb thermometer Wet -bulb thermometer Maximum thermometer Minimum thermometer.

These thermometers are used to measure temperatures in degrees centigrades.

5.2

Wind-vane:

Wind is defined as air in horizontal motion.To specifies the wind completely; the direction from which it blow and speed must be stated. In order to obtain comparable observations from the network of stations, it has been specified that the surface wind should refer to the wind at the standard height of 10 metres above ground in an open situation. A wind vane- is used for indicating or recording surface wind direction. In the absence of the wind vane, the wind direction may be estimated within the following aids: Windsock at the airport Drift of smoke Flags Movement of leaves.

5.3

Cup Counter Anemometer:

An anemometer- is used for measuring wind speed. The wind speed is measured in knots normally averaged over a period of 10 minutes. Cup Counter anemometer operates on the principle of three cups, mounted symmetrically about a vertical axis so that the diametrical plane of each cup is vertical and rotate as the force of the wind on the convex side of any cup is greater than on the convex side. The rotation depends solely on the wind speed provided that the latter is steady and greater that the minimum speed needed to set the cups in motion, and not on the wind direction nor on the density of the air.

5.4

Barometer:

The Barometer is used to measure pressure. Pressure is the weight of a column of air per unit area. It is measured as the height of a column of mercury in inches or hector pascals (hpa). There are two common types of barometers: Mercury Barometer- It is heavy and expensive. The instrument is very delicate and its transportation requires great care. Aneroid Barometer (no liquid) - is becoming very popular and is already in use in many operations. It is can be carried around easily.

5.5

Cloud Cover:

Clouds are visible manifestation of the physical processes taking place in the atmosphere, some of which tend to form the clouds, while others disperse them. Two factors determine the appearance of the clouds: Stability of the atmosphere in which the cloud forms and growth of precipitation in it. Clouds are dispersed in two ways: By evaporation and By falling out as precipitation.

6.0 Discussions and Results

Meteorological conditions are observed at aerodromes by means of instruments and visual estimation. Meteorological data are used by pilots and others concerned with landing and take off, en-route navigation and flight performance. The Meteorological Aerodrome Reports (METARs) which are usually in plain language observed and disseminated via local circuits at the aerodrome; contain the following elements which can affect aircraft operations:

6.1 Surface Wind:

The effect of surface wind on takeoff and landing performance varies with different aircraft types. All other factors being equal, surface head winds will allow a greater weight to be lifted on take-off. In contrast, a tail wind results in reduction of the maximum permissible take-off weight. Aircrafts also subjected to crosswind limits for landing and take-off which vary depending on the aircraft type and runway state.

6.2 Cloud Cover:

Low cloud limits the usable airspace where visual navigation with reference to the ground may take place. When cumulonimbus is present, there is always the possibility of convective turbulence, windshear, hail and lightning.

6.3 Air & Dew Point Temperatures:

Temperature is important in relation to aircraft performance, because air density depends on temperature, higher temperatures cause a decrease in density, which reduces lift and thus reduce maximum take-off weight and also impairs engine performance while both high and very low temperatures make limitations necessary on take-off power.

6.4 Pressure:
It also affects the air density, the lower the surface pressure the lower the air density and the poorer the lift and engine performance (and vice versa). This factor is especially important at high-altitude aerodrome.

6.7 Visibility:
Restricted visibility will always hamper operations in the terminal are and in the extreme may prevent landing and take-off. When visibility is below 1,500 metres runway range (RVR) becomes the most important parameter. Low visibility may reduce the acceptance landing aircraft. Some restrictions to visibility can be caused by fog, stratus clouds, haze and smoke, blowing dust sand and snow, drizzle and rain.

6.7.1 Other Meteorological Elements

Other meteorological elements affect aircraft operations particularly in the climb-out and approach phases. These include the following:-,

6.7.2 Wind shear:

This is a sustained change (i.e.) lasting more than a few seconds as experienced by aircraft) in wind direction and/or speed, resulting in a change in aircraft lift. A decrease in lift will cause the aircraft to descend below the intended flight path. A change in 15 knots or more in head-or tail-wind is considered significant wind shear, which may require timely and appropriate corrective action by the pilot.

6.7.3 Turbulence:
Turbulence is caused by rapid, irregular motion of the air. It brings about bumps or jolts, but does not normally influence the intended flight path of an aircraft to a large extent. However, in severe turbulence, abrupt changes in the altitude and attitude of an aircraft may occur and the pilot may momentarily

lose control of the aircraft. For reporting and alerting purposes, moderate or severe turbulence is considered significant.

7.0 Major Challenges and Constraints

The problems listed below have been experienced at this station over many years: Lack of Automatic Meteorological instruments Non availability of modern instruments and equipment.hence un =rel;iable weather data is given at this station posing a risk to ayr travelers,. Poor maintenance and calibration of weather instruments and equipment. Lack of future prospects/training Lack of station vehicle Lack of proper cleaning office equipment. Most of the weather instruments are un-serviceable e.g. barometer, barograph, thermograph to mention a few. Low staffing levels in all cadres. Lack of funding Insufficient technical stationery. Poor salaries and conditions of service. Lack of Photocopier machine. Inadequate Communication facilities. Inadequate human resources programmes.

8.0 Recommendations and Conclusions

The following were tentative conclusions and recommendations suggested : Replace all obsolete weather instruments at the station. Do some maintenance and calibration on all the weather instruments especially the wind vane, barometer etc. Purchase of modern instrument and equipment that are not available at the station. Do some renovations of the office. Purchase of proper furniture. . Provide office internet for easy communication. Provide more computers for the station Recruit and train Meteorological personnel. Purchase vehicles and provide funding for the station.

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9.0 References
1. Atmospheric Science John Wallace and Peter Hobbs 2003. University of Washington. 2. 25 years of Meteorological Services in Zambia (1967-1992)M.R.Muchinda. 3. World Meteorological Organisation Bulletin Vol 53. No54 October 2004. 4. A course in Elementary Meteorology London- Her Majestys Stationery Office 1962. 5. Essentials of Meteorology- D.H.McIntosh and A.S. Thom. 6. Meteorology and Climatology- E.S.Gates. 7. Numerical Weather Prediction- G.J.Hastener, Naval Postgraduate School 1971 Monterey. California. 8. Reflections- Air Malawi, Central African Limited 1999 Blantyre. 9. The Economic Benefits of National Meteorological Services. 1968 World Weather Watch Planning Report No.27.

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Table: 1 Beaufort scale

This is a scale that was derived by Capt Beaufort to estimate the wind speed in the absence the equipment (Anemometer) NOTE: This scale is used when the Anemomter is not working Beaufort Number 0 1 2 3 4 5 6 7 8 9 10 11 12 Gale Strong Gale Storm Violet Storm Hurricane Description Calm Light Air Light Breeze Gentle Breeze Moderate Breeze Fresh Breeze Strong Breeze Near Gale Wind Speed (knots) 1 1-3 4-6 7-10 11-16 17-21 22-27 28-33 34-40 41-47 48-55 56-63 64 and Over Specifications for Estimating Speed over land Smoke rises vertically Direction, shown by smoke but not by wind vane. Wind felt on face, leaves rustle vane moved. Leaves and twigs in constant motion. Raises dust and paper, small branches moved. Small trees begin to sway. Large branches in motion, whistling in telephone -wires. Whole trees in motion. Breaks twigs in motion. Slight structure damage to roofs etc. Trees uprooted considerable structure damage. Wide spread damage. Damage to buildings, power and Telephone lines and vegetation, sweep over low-lying coastal areas causing extensive flooding.

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List of Figures 1.0 Stevenson Screen

1.1 Wnd-vane

rn

vane
Wndvane 13

1.2: Anemometer

1.3 : Aneroid Barometer

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1: 4 Sunshine Recorder

1.5 Cloud Cover

1.6 Standard and Automatic rain gauges

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1.5 Evaporation Pan

1.7 Evaporation Pan

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