DESIGN AND IMPLEMENTATION OF A COMPUTER BASED SYSTEM

FOR WEATHER FORECASTING

(A CASE STUDY OF IMO AIRPORT (SAM MBAKWE AIRPORT)

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 DECLARATION

I hereby declare that this study with write up is my original contribution and

to the best of my knowledge, no part of it has been presented to any other

University.

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 CERTIFICATION

This is to certify that -----------. carried out this project research work under

the Supervision of ---------- in the Faculty of Science, -------- ---------- during the

2008/2009 academic session.

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………………………………… …………………

CANDIDATE’S SIGNATURE DATE

……………………………….. ………………………...

------------------- Date

Project Supervisor

……………………………….. ………………………...

------------------ Date

Head of Department

……………………………….. ………………………...

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------------------ Date

Dean Faculty of Science

……………………………….. ………………………...

External Examiner Date

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 DEDICATION

I dedicate this research to Almighty God, who had led me through this

course of study.

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 ACKNOWLEDGEMENT

I wish to express my profound gratitude to God Almighty for His inspiration

and grace throughout the course and also making it possible for me to complete

this project. My special thanks to my parents --------------, for their moral and

financial support during the course of study.

My sincere appreciation goes to all Lecturers in Computer Science

Department ------------ University and particularly to my Supervisor ---------------.

I am indeed grateful to all my friends, for their advice and concern.

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 ABSTRACT

Design and implementation of weather foresting package for aviation industry is

discussed in this research work using Imo Airport (Sam Mbakwe Airport), Owerri

– Imo State as a case study. With its objectives research work as follows: To help

aviation meteorologists issue accurate weather forecast. To enable aviation

industry to make decision on control based on information given etc. This research

work reviews the background and general idea of weather forecasting which

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motivated me to go into the research work and problem faced by aviation industry.

Inaccuracy issue of weather forecast the use of manual methods in weather

forecast and also in storing or keeping records and its analysis. Some of the

methods used in forecasting are as follows: Persistence method, synoptic

forecasting, statistical method, synoptic forecasting, statistical method, all

narrowing or suggesting better ways of weather forecasting. The language used in

this research was visual basic 6.0 that gave the resultant effect of design and

implementation of the weather forecasting package that will make forecast of

weather conditions faster, accurate and reliable in our society.

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 CHAPTER ONE

INTRODUCTION

1.1 OVERVIEW OF THE STUDY

Every day, millions of weather – based economic decisions are made in

transportation, agriculture, power, construction, and other sectors of the economy.

Weather conditions affect the entire economy in many ways both directly and

indirectly, Better weather forests bring economic opportunities to almost every

sector of the economy.

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 Weather forecasts are critical to the commercial and private transportation

sector, including airline, shipping and trucking industries, nationally and

internationally. Airlines, for example rely on short term forecasts to best position

their aircraft and adjust flight routes in Imo Airport.

1.2 BACKGROUND OF THE STUDY

The art of weather forecasting began with early civilizations using

reoccurring astronomical and metrological events to help them monitor seasonal

changes in the weather (MISTIC House, 2008) Around 650 BC the Babylonians

tried to predict short term weather changes based on the appearance of clouds and

optical phenomena such as haloes. By 300B.C Chinese astronomers had developed

a calendar that divided the year into 24 festivals, each festival associated with a

different type of weather.

Around 340 B.C the Greek Philosopher Aristotle wrote Metrological, a

philosophical treatise that included theories about the formation of rain, clouds,

hail, wind, thunder, lightening, and hurricanes. In addition, topics such s

astronomy, geography and chemistry were also addressed. Aristotle made some

remarkably acute observations concerning the weather, along with some significant

errors. And his four–volume text was considered by many to be the authority of

weather theory for almost 200 years. Although many of Aristotle’s claims were

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erroneous, it was not until about 17th century that many of his ideas were

overthrown. Throughout the centuries, attempts have been made in Imo Airport to

produce a computer based system on weather forecasts.

However, by the end of the Renaissance, it had become increasingly evident

that the speculations of the natural philosophers were inadequate and that greater

knowledge of the necessary to further our understanding of the atmosphere

(Wilson, 2007). In order to do these instruments were needed to measure the

properties. The atmosphere, such as moisture, temperature, and pressure. The first

known design in western civilization for a hygrometer an instrument to measure

the humidity of air was described by Nicholas Cusa (C.1401 – 1464, German) in

the mid fifteenth century. Galileo Galilsi (1564 – 1642, Italian) invented an early

thermometer in 1592 or shortly thereafter, and Evangelista Torricelli (1608 – 1647,

Italian invented the barometer for measuring atmospheric pressure in 1643.

While these meteorological instruments were being refined during the

seventeenth through nineteenth centuries, other related observational theoretical

and the technological developments also contributed to our knowledge of the

atmosphere, and individuals at scattered locations began to make and record

atmospheric measurements. The invention of the telegraph and the emergence of

telegraph networks in the mid nineteenth century allowed the routine transmission

of weather observations to and from observers and compilers. Using these data,

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crude weather maps were drawn and surface wind patterns and storm systems

could be identified and studied. Weather observing stations began appearing all

across the globe, eventually spawning the birth of synoptic weather forecasting,

based on the compilation and analysis many observations taken simultaneously

over a wide area, in the 1860s.

With the formation of regional and global metrological observation networks

in the nineteenth and twentieth centuries, more data were becoming available for

observation based weather forecasting. A great stride in monitoring weather at high

at altitudes was made in the 1920s with the invention of the radiosonde. Small light

weight boxes equipped with weather instruments and a radio transmitter,

radiosondes are carried high into the atmosphere by a hydrogen or helium –

filled balloon that ascends to an altitude of about 30 kilometers before bursting

(Gaffen, 2008). During the ascent, these instruments transmit temperature

moisture, and pressure data (Called soundings) back to ground station. Three, the

data are processed and made available for constructing weather maps or insertion

into computer models for weather prediction. Today, radiosondes are launched

every twelve (12) hours from hundreds of ground stations all over the world.

1.3 STATEMENT OF THE PROBLEM

The current method of weather forecasting in the Aviation industry impeded

by the following problems

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i. Inaccuracy issue of weather forecast

ii. Delay from the head quarters (meteorological services Headquarters in

Lagos) in forecasting weather conditions.

iii. The use of manual methods in weather forecast and also in storing or

keeping recordings of previous measurements of weather elements and its

analysis

1.4 AIMS AND OBJECTIVES OF THE STUDY

The objectives of this research work are as follows:

i. To help aviation meteorologists issue accurate weather forecast.

ii. To enable aviation meteorologists issue weather forecast with minimum

delay.

iii. To enable Aviation industry to make decision on flight control based

information system.

iv. To study and use advance programming language as logical tool for

forecasting weather conditions of aviation industries.

v. To make sure of that there is effective analysis, design implementation, and

also provide solution to state problems in Aviation weather forecast.

1.5 SIGNIFICANT OF THE STUDY

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 The significant of this study is to design a weather forecasting package for

Aviation industry that would provide information concerning the weather

conditions on a daily basis, and information would be useful for

i. Aircraft landing

ii. Aircraft take-off

iii. Making decisions on route changes and inconveniences; and

iv. Discomfort arising from altitudinal changes in flight.

1.6 SCOPE AND LIMITATION OF THE STUDY

The scope of this work will be to design workable easy to use and reliable software

package used to forecast weather conditions for Aviation industry Imo airport

(Sam Mbakwe Airport) as a study area.

The scope of this work design extends to the following range and deals with

the total automation of the following:

i. The data entry section which facilitates easy entry of data obtained from

measurements of various instruments.

ii. The data base: the data entered is stored in a data base for record purpose

and also for easy sorting of a particular record(s)

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iii. The weather analysis: This analyses a given record of daily weather

measurements and also permits the statistics of the data to be viewed.

iv. The weather forecast: The impact of weather and its remarks is stated.

One of the limitations the researcher encountered was the difficulty in

getting information and relevant facts about the current system from the staff of the

Nigerian Meteorological Agency (NIMET), Imo Airport.

Another limitation encountered by the researcher is financial constraints,

especially in transport fare to the area of study for the collection of data and

also the cost of getting information from relevant journals, books materials printed

- out from internet, etc.

Finally, lack of relevant textbooks related to the study useful making

citations.

1.7 DEFINITION OF TERMS

 Beaufort scale: A scale that indicates the wind seed using the effect wind

has on certain familiar objects.

 DRIZZLE: A form of precipitation that consists of water droplets less than

5mm.

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  FOG: water that has condensed closed to ground level, producing cloud of

very small droplets that reduces visibility to less than one km (three

thousand and three hundred feet).

 LIGHTNING: Any and all forms of visible electrical discharged produced

by thunder storms.

 METEOROLOGY: The study of the phenomena of the atmosphere and all

the processes that take place in the atmosphere and the relationships with

processes at the surface of the earth.

 RADIOSONDE: A balloon carrying instruments for measuring conditions

in the upper atmosphere.

 RAIN: A type of precipitation that is in the form of water droplets larger

than 0.5mm.

 SNOW: Precipitation composed of white or translucent ice crystals. Snow

forms in cold clouds by the direct transfer of water vapor to ice

TAUNDERSTORM (or thundershower) - A local storm, produced by a

cumulonimbus cloud, and accompanied by thunder and lightning.

WEATHER: State of the atmosphere with respect to heat or cold wetness or

dryness, clam or storm, clearness or cloudiness. Also weather is the meteorological

day today variations of the atmosphere and their effects on life and human activity.

It includes temperature, pressure, humidity clouds, wind, precipitation and fog.

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 CHAPTER TWO

LITERATURE REVIEW

INTRODUCTION

2.1 CONCEPTUAL FRAME WORK

The actual meteorological conditions at an aerodrome must be monitored closely

and continuously during all periods of operational activity. To report current

weather conditions at aerodromes, routine observations are made at fixed intervals

of one hour or, if so determined by Regional Air Navigation (RAN) Agreement, at

intervals of half an hour. Special observations and reports are made when

operationally significant changes in weather conditions occur between routine

observations.

Meteorological conditions are observed at aerodromes by means of instruments

and visual estimation. Meteorological observational data are used by

meteorologists for forecasting and by pilots and others concerned with landing and

take-off, en-route navigation and flight performance.

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In addition to aerodrome observations, operational meteorological data can include

weather radar data and aircraft observations.

2.2 REVIEW OF THE RELATED LITERATURE

Aviation weather reports, usually in plain language, observed and disseminated via

local circuits at the aerodrome, contain the following elements which can affect

aircraft operations:

The effect of surface wind on take-off and landing performance varies with

different aircraft types. All other factors being equal, surface headwinds will allow

a greater weight to be lifted on take-off. In contrast, a tailwind results in reduction

of the maximum permissible take-off weight. Aircraft are also subject to crosswind

limits for landing and take-off which vary depending on the aircraft type and

runway state.

Low cloud limits the usable airspace where visual navigation with reference to the

ground may take place. This is particularly important in the case of general

aviation where the flight is to be conducted under Visual Flight Rules (VFR). For

more sophisticated aircraft, low cloud is most significant in the landing phase,

when the height of the base can determine the category of landing. When

cumulonimbus is present, there is always the possibility of convective turbulence,

wind shear, hail and lightning, all of which require the issue of a warning.
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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 permissible take-off weight, and also

impairs engine performance, while both high and very low temperatures make

limitations necessary on take-off power.

Pressure, expressed in hectopascals (hPa) and following the application of

appropriate corrections, provides the altimeter setting QNH. 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 aerodromes;

Visibility is reported in metres and kilometres. Important directional variations in

horizontal visibility are also required to be reported. Restricted visibility will

always hamper operations in the terminal area and in the extreme may prevent

landing and take-off. When visibility is below 1 500 m, runway visual range

(RVR) becomes the most important parameter (see paragraph 2.1.3 (g) below).

Restricted visibility is always a limiting factor for flights conducted under visual

meteorological conditions (VMC) since a pilot must maintain visual reference to

the ground and to the horizon. Low visibility may reduce the acceptance capacity

of aerodromes due to increased separation between landing aircraft. Some

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restrictions to visibility can be caused by fog, stratus clouds, haze and smoke,

blowing dust, sand and snow, drizzle and rain.

Other meteorological elements affect aircraft operations, particularly in the climb-

out and approach phases. These include wind shear and turbulence, thunderstorms,

hail, severe line squalls and blowing sand or snow.

2.1.1 Observational techniques and practices

The essential requirement concerning an international system for aerodrome

meteorological observations and reports is that these should be made in a uniform

manner according to standard procedures. Such a uniform practice enables

aeronauticalusers to interpret the reports, independently of language, as accurate

information on the meteorological conditions significant to aviation with only one

possible meaning. Special care may be necessary in siting instruments to ensure

that the measured values are as representative as possible of conditions in the

appropriate area at or near the aerodrome where such measurements are required.

The siting of meteorological instruments at aerodromes and the types of instrument

used may be the same as for a synoptic station. Where, because of topography or

for other reasons, the climatologically values of certain elements vary significantly

in different parts of an aerodrome, there is a need to make observations of the same

element at two or more locations. Certain instruments such as the ceilometer and
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transmissometer, which may also be used at synoptic stations, are particularly

useful at aerodromes. Current observational techniques and practices for particular

meteorological elements will be discussed in a nutshell;

i. Clouds

Observations of clouds consist of visual observations of the physical characteristics

of clouds, including their vertical and horizontal extent, structure and form, and

binstrumental observations of their height above ground or the sea surface, and

their direction of motion and speed.

Cloud amount expressed as FEW (1 or 2 oktas), SCT (3 or four oktas), BKN (5, 6

or 7 oktas) or OVC (8/8), cloudtype (included only if towering cumulus or

cumulonimbus), and height of cloud base above aerodrome elevation are reported

in that order. If no clouds are present, the term SKC (sky clear) is used. When the

sky is obscured, vertical visibility shall be reported.

ii. Pressure

For operational meteorological purposes, atmospheric pressure is generally

measured by mercury barometers or (possibly digital) aneroid barometers.

Barometer readings are taken to the nearest tenth of a hectopascal and then

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corrected to standard conditions. The value so obtained is converted to aerodrome

elevation and mean sea level (MSL) by applying the appropriate corrections;

iii. Temperature

Aviation is interested primarily in the temperature at engine intake levels above the

runway but it is impossible to make regular temperature observations at such

locations. It is thus important that the site of the temperature screen is chosen so

that temperature observations approximate as closely as possible those required.

Temperature readings are generally only required in whole degrees Celsius;

corrections are applied before the readings are rounded off.

iv. Humidity

Aviation has no requirement for special methods of measuring humidity. Air

humidity is measured at most aerodromes by the thermodynamic method using a

psychrometer, or by special electronic sensors, or through a combination of a dry

and wet bulb temperature reading.

The humidity is used to calculate the dew-point temperature which, for

aeronautical use, is reported in whole degrees Celsius;

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 v. Wind

The activity of operating and flying aircraft is interested in direction (true) from

which the surface wind is blowing, in degrees rounded off to the nearest 10°. The

units used for wind speed are either knots (kt) or kilometres per hour (km/h) and

are always indicated in the reports.

Wind direction, speed and gustiness are best measured by instruments, but when

instrument determination is not practicable, e.g. during a period of instrument

failure, the parameters may be estimated. For synoptic and aerodrome weather

observations disseminated beyond the aerodrome in which the mean wind direction

over a 10-minute period is required, a recording anemometer is desirable, so that

the observer can estimate the mean wind direction. This will also pennit the

estimation of two-minute means which are required for reports for landing and

take-off.

vi. Precipitation

Aviation has no requirements for special methods of measuring precipitation. The

vital aspects of ice or precipitation from the aviation standpoint are the reduction in

visibility caused by the precipitation and the effect on runway conditions.

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The most significant runway states in this respect are when the runway is wet,

particularly with areas of standing water, and when it is covered with ice or snow.

The depth of ice or snow on the runway is normally measured by airport personnel;

Integrated automatic observing systems.

2.3 THEORETICAL FRAMEWORK

The current method of making surface observation at most aerodromes is still

primarily manual. With the help of sensors of varying sophistication, the observer

views and records the indicated values. The observer must often then calculate

additional weather parameters, apply correction factors and correct data to the

proper units, using previously observed values, published tables and formulae. The

observer then codes the observation into the proper format and enters it manually

into one or more communication systems. This sequence is repeated at least hourly

at most locations, with additional observations referred to as "specials" taken

whenever significant weather changes occur. The observer must provide air traffic

controllers with current weather reports promptly.

2.3.1 Automated surface observation theory

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These are increasingly being used for the instrumental parts of the observation in

Imo airport. Automatic systems will relieve the observer of most of the time-

consuming, routine portions of making an observation but add the responsibility of

monitoring the performance of the automatic system. When operated in the

attended mode, the system incorporates the observer's more sophisticated abilities

to discriminate and classify certain weather phenomena such as present weather

and cloud type. Data are automatically collected, checked, formatted, displayed

and transmitted. The system monitors continuously the measurable elements and

the observer has only to check for unusual conditions to determine if the need

exists to edit the automatically prepared observation. In general, automated routine

functions reduce interruptions by the observer in the monitoring of aerodrome

meteorological conditions. The fully automated mode will perform the same

operations as the basic computer based system but will incorporate additional

sensors to identify and report on selected present weather elements, although the

requirement for aerodrome meteorological reports cannot yet be met completely

without human intervention.

2.3.2 Design and maintenance of instruments and equipment

Equipment and instruments on aerodromes must be designed and inspected on a

regular basis to ascertain that:

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 a. The siting and exposure of sensors are the best possible, in the light of

the requirement for representativeness;

b. The computer based systems are will designed and are of approved

pattern, in good order and verified against standards when necessary;

c. Instruments are operated in accordance with the international regulations

regarding the methods of observation and the procedure for reduction of

observations;

d. The observers are competent to carry out their duties.

2.3.2 Meteorological observations and reports at aerodromes

Observations and reports

It is important to distinguish between an observation and a report in the context of

meteorological information for aviation purposes, namely:

(a) An observation is the evaluation of one or more meteorological elements,

carried out either by visual estimation or with the aid of appropriate

instrumentation. It includes noting the values for later use in the preparation of a

report;

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(b) A report is a statement of the observed meteorological conditions, related to a

specified time and location, and prepared according to a prescribed format for

subsequent issue to users either at the local aerodrome or beyond.

Meteorological reports are used by aeronautical users in connection with the most

critical phases of the flight, namely take-off and landing. The safety of the

operation often depends directly on the timeliness and accuracy of the reports

received. Hundreds of crucial decisions based on these reports are also made daily

for pre-flight and in-flight planning purposes and are of vital importance to the

economy and efficiency of aircraft operations. The reports are also used by

meteorologists as a basis for routine forecasting and the preparation of aeronautical

climatologically statistics for aerodromes.

Before being assigned to observing duties at Imo Airport , an observer should have

received appropriate training and qualifications. These will normally be prescribed

by the national Meteorological Authority, based on the relevant WMO training

Guides. The observer should also have worked under the supervision of an

experienced observer at the aerodrome concerned for a period long enough to have

become familiar with all the weather conditions normally affecting this aerodrome.

After this, a special test of competence should have been passed. Tests of

competence should be carried out by a senior staff member familiar with

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procedures for observing at aerodromes, and may be based either on the basis of

ongoing assessment or on an ad hoc examination. These tests should determine,

inter alia, whether the observer has:

(a) Knowledge of instructions relating to observing and coding practices;

(b) Knowledge of points of reference for determining visibility, their bearing and

distance;

(c) The ability to estimate cloud height and to recognize cloud type;

(d) The ability to estimate wind direction and speed;

(e) The ability to make correct barometer readings and apply corrections as

appropriate;

(f) The ability to make minor adjustments and repairs to the basic meteorological

instruments and equipment, and to change recording charts.

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 CHAPTER THREE

RESEARCH METHODOLOGY AND SYSTEM ANALYSIS

3.1 RESEARCH METHODOLOGY

This chapter presents the research methodology and system analysis, research

methodology, analysis of the existing and proposed system.

3.2 METHOD OF DATA COLLECTION

The system analysis and research methodology used to analyze the system is

Object Oriented Analysis and Design Methodology (OOADM). OOADM applies

object orientation in the analysis and design as a software engineering approach

that models a system as a group of interacting objects. Object oriented analysis and

design is the analysis and design of a system from the object point of view. The

data used for the development of the research was gotten from the internet,

textbooks and articles. The contributions of other researchers on the subject were

examined so as to gather relevant information. The case study also provided useful

information for the development of the system.

3.2.1 INTERVIEW METHOD

The open-ended (unstructured) questions allows the respondents to make brief

comments were necessary while the close-ended (structured) questions all

respondents only tick “yes or no” option.

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The questions were brief and direct; also they were framed in such a way that it

relevant the information.

For a research work to be efficient, the instrument to be used for the collection of

data must be reliable and valid in its nature.

The validity and reliability was established through the test re-test method. After

two weeks of questionnaires administration a second test was re-administered to

the same group. This is to ascertain the consistency in the first and second

responses. However, there was consistency in the second responses provided by

the respondents.

Validity is the extent to which a measuring instrument measures what it tends to

measure. The instrument was validated by given it out to my supervisor and other

few experts who examined the items contained in the questionnaire and ensured

that they serve the purpose for which it was intended.

3.3 SYSTEM ANALYSIS

System analysis has to do with examining a system in order to understand its step

by step operations so as to identify its benefits and areas of limitation that require

improvements.

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3.3 ANALYSIS OF THE EXISTING SYSTEM

Imo Airport Meteorology uses computer graph based system approach for weather

forecasting. Various graphs are plotted in the system which may be 2D or 3D

which consists the information of various parameters recorded by sensors.

These parameters include information of Temperature, pressure height,

speed of wind etc. The data is recorded at different location and height for

more fine grained information.

Based on these plotted graphs the current system recognizes the trend of

the weather. By applying various methods like regression and other methods

weather prediction is done.

The current system used for plotting the graphs based on the collected information

is sequential. Sequential method of graph plotting takes time to plot. All the

collected data is stored in the single file. But when we are plotting a graph we need

the data of specific two or three parameters only. But then also we need to process

the data file completely. This processing of complete data file sequentially takes

more time. So, this sequential processing time can be reduced by applying

High performance techniques. These techniques include parallel processing,

distributed processing etc

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3.4 PROBLEMS OF THE EXISTING SYSTEM

The problems of the existing system are: information on computer graph based

system approach which are not accurately plotted in 2D or 3D which may

cause inaccurate of the information of various parameters recorded by sensors.

3.5 PROPOSED SYSTEM

The proposed system for weather forecasting in Imo Airport is cube satellite

system. However, location based accurate monitoring system without using

network is rare1. Most of the previous works have shown a complicated hardware

system and different devices were made use for the analysis of different weather

forecasting. Satellite based systems in primitive days were not cost efficient.

The proposed model of the cube satellite is cost efficient, reliable and simplest

design ever. The graphical analysis of data taken for 4 months consecutively in

Kolkata with the help of gas balloon has shown that this system is working

properly. The statistical data obtained from the device for different altitudes and in

different times is a unique feature of the device which provides about 90% and

above accurate and similar data compared with network based existing system.

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This proposed system is simple to design. Here, are three different sensors are used

which are temperature & humidity sensor (DHT11), pressure sensor (BMP085)

and Accelerometer (ADXL-335). The data processing unit is an Arduino

Uno which is a low cost embedded system platform. The data can be recorded and

analyzed in a personal computer or in a simple android based mobile phone with

Arduino application installed. To transmit the data, the cube-sat to the monitoring

device, a transmitter and receiver module is used. An RF module of 433 MHz is

used for this data transmission. A gas balloon has been used to hold & carry the

Cube satellite.

3.6 JUSTIFICATION OF THE NEW SYSTEM

Cube satellite has the Following advantages and disadvantages:

Advantages

a. It is used for mobile and wireless communication applications independent

of location.

b. It covers wide area of the earth hence entire country or region can be

covered with just one satellite.

c. It provides wider bandwidth based on SCPC or MCPC allocation types.

d. It co-exists with terrestrial microwave line of sight communication.

e. It is easy to install and manage the ground station sites.

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 f. It does not incur much of the costs per VSAT site.

g. It is used for voice, data, video and any other information transmission.

Satellite system can be interfaced with internet infrastructure to obtain

internet service. It is also used for GPS applications in various mobile

devices for location determination.

h. It is easy to obtain service from one single provider and uniform service is

available.

i. It has small fading margin on the order of about 3dB.

j. It is used in wide variety of applications which include weather forecasting,

radio/TV signal broadcasting, gathering intelligence in military, navigation

of ships and aircrafts, global mobile communication, connecting remote

areas etc.

k. LEO and MEO satellite types have lower propagation delay and lower losses

compare to GEO satellite. This will help them to be used for global

coverage.

Disadvantages

a. Satellite manufacturing requires more time. Moreover satellite design and

development requires higher cost.

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b. Satellite once launched, requires to be monitored and controlled on regular

periods so that it remains in the orbit.

c. Satellite has life which is about 12-15 years. Due to this fact, another launch

has to be planned before it becomes un-operational.

d. Redundant components are used in the network design. This incur more cost

in the installation phase.

e. In the case of LEO/MEO, large number of satellites are needed to cover

radius of earth. Moreover satellite visibility from earth is for very short

duration which requires fast satellite to satellite handover. This makes

system very complex.

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 CHAPTER FOUR

SYSTEM DESIGN AND IMPLEMENTATION

4.1 INTRODUCTION

This chapter focuses on the system design and implementation. System design
describes the input and output speculation of the system and the program flow
chart. While implementation presents the system design diagram, justification of
programming language, system requirements, system testing and system
maintenance.

4.2 SYSTEM DESIGN

Metrological Equipment System (input)

Weather Forecasting using Clarus Nationwide Interface

(ANN) (input)
Weather Operational
Forecasting (input)
Simple Weather Forecast Workflow Weather Forecast
(Process) (process)

Dynamic Forecast System FTE Calculation

(Output) (Process)

Forecast System
Software Modeling (output)
(Flowchart)

Aviation Forecast
(Flowchart)

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 Input Speculation

Fig. 4.1 Introduction of airport metrological equipment system input speculation

Fig. 4.2 Concepts operations for Clarus Nationwide surface input speculation
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Fig. 4.3 Weather forecasting using ANN error Back propagation input speculation

Fig. 4.4 Weather operational forecasting input speculation

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Fig. 4.4 Introduction of Airport metrological equipment system input speculation

Process speculation

Fig. 4.5 Workflow weather forecast Process speculation

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Fig. 4.6: Simple weather forecast Process speculation

Fig. 4.7: FTE calculations Process speculation

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 Output Speculation

Fig. 4.9: Forecasting system output speculation

Fig. 4.9: Dynamic Integrated Forecast system output speculation

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Software modeling flowchart

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4.3 JUSTIFICATION OF PROGRAMMING LANGUAGE/TOOLS USED

The programming language used in this research was visual basic 6.0. The

language was chosen because it enables the creation of applications with a

graphical user interface, and also gave the resultant effect of design and

implementation of the weather forecasting package that will make forecast of

weather conditions faster, accurate and reliable in our society.

4.4 SYSTEM REQUIREMENTS

The software requirements are as follows:

1. A typical aerodrome metrological observation system.

2. Satellite distribution system (SADIS)

3. Anemometer-based wind shear detection system

4. LIDAR wind shear alerting system

5. Radar-based system

6. Air traffic management system (ATM) e.g (NextGen and SESAR)

7. Face-face briefing automated system etc.

4.5 SYSTEM TESTING

In this phase all the systems are integrated and the system is tested to identify and

remove errors that may arise as a result of the integration.

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4.6 SYSTEM MAINTENANCE

The system maintenance used is Runway Weather Information Systems (RWIS)

Firm Winter weather impacts our runways and taxiways very differently than it

impacts the atmosphere, so measuring specific runway conditions is critical.

Accurate, real-time weather monitoring of the runways and taxiways is one of the

most cost-effective ways to ensure safe, continuous airport operations. The Vaisala

Runway Weather Information System (RWIS) is designed to provide airport staff

with critical information to make informed decisions about treating, clearing, and

maintaining the airport surface.

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 CHAPTER FIVE

SUMMARY, CONCLUSION AND RECOMMENDATIONS

5.0 SUMMARY

This work presents design and implementation of a computer based system

weather forecasting. Weather forecasts are critical to the commercial and private

transportation sector, including airline, shipping and trucking industries, nationally

and internationally. Airlines, for example rely on short term forecasts to best

position their aircraft and adjust flight routes in Imo Airport. It also aims to help

aviation meteorologists issue accurate weather forecast and to ascertain the

meteorologist’s issue of weather forecast with minimum delay.

It also provide significance information concerning the weather conditions on a

daily basis of aircraft landing, aircraft take-off, making decisions on route changes

and inconveniences; and Discomfort arising from altitudinal changes in flight. The

Object Oriented Analysis and Design Methodology (OOADM) were gotten from

the internet, textbooks and articles. The problems of the existing system are:

information on computer graph based system approaches which are not accurately

plotted in 2D or 3D. The system requirements are based on the systems used

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in weather forecasting. The system is integrated and tested to identify and remove

errors that may arise as a result of the integration.

5.2 CONCLUSION

For implementation of a computer based system for weather forecasting in Imo

airport to be effective, it was concluded that the management should be able to

upgrade the system used for weather forecasting consistently. This will enable the

forecasters give accurate information of the weather conditions on the aerodrome

forecast, forecasts for take-off, forecasts for landing etc.

Weather forecasting record keeping is very important. It will help the management

of Imo Airport metrological to be able to track record of the weather activities

5.3 RECOMMENDATIONB

The following recommendations are offered based on the findings of the research

study:

1. Every effort should be made to achieve the operationally desirable accuracy

standards set for forecasts (WMO Technical Regulations, [C.3.1.] Volume

11, Part 11, Attachment B). Regular evaluation of the quality of aerodrome

forecasts is necessary on three different timescales.

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2. Evaluation of the forecasts should be conducted in a systematic and

consistent manner to assess trends in forecasting skill and reveal areas where

improvements are needed in the airline.

3. Forecasts for a particular flight must contain all the necessary information

for the pilot to plan and conduct the flight safely and assess alternative

courses of action should adverse conditions be encountered. The detail of

information provided depends largely on the aircraft type, the sophistication

of its instrumentation, the flight level and vulnerability to various types of

weather.

4. Documentation should be provided for a particular flight, at least,

information received from the World Area Forecast System.

5. The flight documentation should be presented in the form of charts, tabular

forms or abbreviated plain-language texts as presented in the WMO

Technical Regulations, Volume 11, [C.3.1.].

50
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