JPH11231067A - Display system for air-port weather condition - Google Patents

Abstract

PROBLEM TO BE SOLVED: To display such present weather conditions that immediate and direct judgment whether they are below the minimum weather conditions or not is made and display the judgement results of visual meteorological conditions/ instrument meteorological conditions. SOLUTION: A calculation processor 3 performs METAR/SPECI analysis after weather report is received by a weather report receiver, to store weather conditions in a weather condition storage 41, make VCM/IMC judgement, read an airstrip-to-be-used from an airstrip-to-be-used storage part 42, make MNM (weather minimum) judgement and show the judgement results on a display 5. When the airstrip-to-be-used is input by an input device 2, the airstrip-to- be-used is reserved in the airstrip-to-be-used storage part 42, the weather conditions are read from the weather condition storage 41, MNM judgement is made and the judgement results are shown on the display 5.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for displaying an airport weather condition, and more particularly, to a method in which a current weather condition is a minimum weather condition (MNM).
The present invention relates to a display method of an airport weather condition that provides a display that allows the user to immediately determine whether or not the following conditions have occurred.

[0002]

2. Description of the Related Art When an aircraft takes off and land at an airport, weather conditions (wind direction / wind speed, visibility of a runway, height of a cloud base, etc.) at the airport are important issues, and in particular, an instrument flight system (IFR:
The minimum weather condition (MNM: weather minimum) for taking off and landing according to Instrument Flight Rules is
It is specified for each airport in the eronautical Information Publication (Annex 15 of the International Civil Aviation Convention).

FIG. 25 shows the category of aircraft, and FIG.
6, 27 and 28 show the minimum weather conditions corresponding to the aircraft category.

The minimum weather conditions include a runway, a landing approach method (APCH: approach type) at the time of landing, and a CATI (category I precision approach) when landing by an instrument flight method. Law enforcement regulations
Article 117]), Landing approach classification indicating whether it is CAT II or CAT III, runway equipment (runway lights, radio facilities, etc.)
Conditions, aircraft categories (classification of aircraft determined by aircraft speed and weight), and other items are set in detail for each condition.

[0005] Further, whether the weather condition of the airport is a visual meteorological condition (VMC: Visual Meteorological Condition),
Instrument Meteorological Condi (IMC: Instrument Meteorological Condi
option), especially for the visual flight method (VFR: Visual
This is an important issue for aircraft flying with Flight Rules.

The current weather conditions at the airport (wind direction / wind speed, visibility, runway visibility, cloud base height, etc.) are reported as scheduled aviation weather report (METAR) or designated special aviation report (SPECI) in Japan. The runway equipment (runway lights, wireless facilities, etc.) is AIP
In addition, status changes such as temporary suspension of operation are issued as NOTAM: Notice To Airman.

FIG. 29 is a scheduled aviation live weather report type (METAR)
It is a figure showing the format of / designated special aviation live report system (SPECI).

Next, each item of the scheduled aviation live weather report type (METAR) / designated special aviation live report type (SPECI) shown in FIG. 29 will be described.

(1) shows a report type. In particular,
METAR / SPECI is shown separately. If this value is M, it indicates METAR, and if it is S, it indicates SPECI.

[0010] (2) shows the observation time of the notification (UTC: Coordinated Universal Time). In the case of METAR, the time of the opening office and 1
Only reported if different by more than 5 minutes. GdGd is the observation date, GhGh
Indicates hours and GmGm indicates minutes. For example, 230530 indicates 5:30 on the 23rd (14:30 on the 23rd of Japan time).

(3) shows the wind direction / wind speed. This is the average wind direction and average wind speed from 10 minutes before the observation time to the observation time. During this time, the maximum instantaneous wind speed is 10k higher than the average wind speed.
If it exceeds t, the maximum instantaneous wind speed is also reported. The wind direction is 1 ° in the clockwise direction with true north at 0 ° in magnetic direction.
The wind speed is reported in units of 0 ° and the wind speed is reported in units of kt (aelonotical mile). When the wind direction is not determined when the wind speed is 3 kt or less, or when the wind speed exceeds 3 kt and the fluctuation range of the wind direction within the observation time is 180 ° or more, the wind direction is V
Reported as RB. Ddd is wind direction (010-360), ff is wind speed, fM
fM indicates the maximum instantaneous wind speed, and fLfL indicates the minimum instantaneous wind speed. For example, 20012G24 / 10 indicates wind direction = 200 °, wind speed = 12kt, maximum instantaneous wind speed = 24kt, and minimum instantaneous wind speed = 10kt.

(4) shows a wind direction variation. It is reported when the wind direction fluctuates between 60 ° and less than 180 ° within the observation time. Dndndn indicates the azimuth at the left end when viewed from the airfield of the fluctuation of the wind direction, and dxdxdx indicates the azimuth at the right end when viewed from the airfield of the fluctuation of the wind direction. For example, 180V270 indicates that the wind direction fluctuated from the left end 180 ° as viewed from the airfield to the right end 270 ° as viewed from the airfield during the observation time.

(5) shows the predominant visibility (VIS). This is the excellent visibility of the airport. 10 from 0 to 5000m
If it exceeds 5000m in units of 0m, it is reported in units of km. Here, for example, if the visibility is 4999 m, 490
It is reported as 0, and 7KM for 7999m.
If it is less than 100 m, it is reported as 0000M.

If the visibility is less than 1000 m and there is a fluctuation of 200 m or more within the observation time, or if the fluctuation is more than 1000 m and less than 3000 m and there is a fluctuation of 500 m or more, the weighted average is reported in front of VRB. VVVVM is the dominant visibility (less than 5000 m), and VVKM is the dominant visibility (if more than 5 km). For example, 0800M, 12KM, V
It is displayed as RB0700M.

(6) is the runway visibility (RVR).
Thus, if the visibility from the height of 5 m above the point where the aircraft touches the ground to the runway direction has a remarkable fluctuation of 100 m or more on average for 5 minutes before and after the observation time, a change tendency is reported. Also, P or
Prefix M and report upper or lower limit. DRDR
Is the runway number, VC is out of the measurement range (P: above the measurement upper limit, M: below the measurement upper limit), VRVRVRVR is the runway visibility, I is the change tendency (D: ascending, U: descending, N: no fluctuation) . For example, R34L / M0200D
M / M0400 E / 0300 is displayed.

(7) shows the current weather. From the weather abbreviation table shown in Table 1, up to three groups are reported with strength and characteristics. WW indicates the current weather. For example, -SHRA indicates a light rain shower.

[0017]

[Table 1] (8) shows cloud amount / cloud base height / cloud shape. Up to three groups are reported for cloudiness / cloud height / cloud group at the airport (however, important convective clouds: up to four groups when observing cumulonimbus clouds or magnificent cumulus clouds spreading vertically). The first group has the lowest cloud group irrespective of the cloud amount, and the second group has the first cloud group having a cloud amount of 3/8 or more.
A cloud layer above the group is reported, and a cloud layer with a cloud amount of 5/8 or more is reported in the third group. If there are cumulonimbus or magnificent cumulus clouds not reported above, they will be reported again in the fourth group. If vertical visibility is observable due to unclear weather, report vertical visibility using VVhShShS. If not, report VV ///.
If there is no cloud and it is not CAVOK as described below, report SKC.

NSNSNS indicates cloudiness by the following term: FEW: 1,2 /
8, SCT: 3,4 / 8, BKN: 5 ~ 7/8, OVC: 8/8. HShShS indicates the cloud base height (ground height) in three-digit numbers in 100-ft units. If this is unknown, it will be reported ///.

CC indicates a cloud shape. VV indicates that it was reported in vertical visibility due to unknown weather. SKC indicates no cloud.

For example, FEW020CU SCT050CU BKN070CU BK
N100CB is displayed.

In (5) to (8), the visibility is 10 km or more, 5000 ft or the altitude according to the minimum sector (the plain area is 1 for all obstacles within a circle with a radius of 25 nautical miles).
000 ft, the mountains are altitudes set with a vertical spacing of 2000 ft), with no clouds below whichever is higher, and no precipitation, lightning, dust, ground fog, low wind or low snowstorm. If everything is met, report from visibility to cloud as CAVOK.

(9) shows the air temperature / open-air temperature. This reports the air temperature and the open-air temperature in 1 ° C units rounded to the nearest whole number. If missing, report with //. If below 0 ° C
Report M in front. TT indicates air temperature and TDTD indicates outdoor temperature. For example, 04 / M02 indicates that the air temperature = 4 ° C. and the outdoor temperature = −2 ° C.

(10) shows an altimeter reference value (QNH). It reports the altimeter reference value in hectopascals, preceded by Q, and the value in inches, with a / in between. PHPH indicates an altimeter standard value (hectopascal value), and PH'PH'PH'PH 'indicates an altimeter standard value (inch value).

(11) shows the past weather. The following weather phenomena at the time of the latest scheduled observation, which are not at the observation time, will be reported only for one group without an intensity by prefixing RE. The phenomena of interest are moderate or heavy rain, snow, freezing rain, ice, snow hail, snowstorm, freezing precipitation, dust storms, lightning, and volcanic ash.

W'W 'indicates the past weather. For example, RESHSN indicates that there was rainy snow in the past.

(12) shows a low-rise wind shear. As a result, the WS RWYDRDR group reports when it has obtained above the windshield important for operation along the take-off route or approach route from the runway surface to 1600 ft above the windshield since the last scheduled observation. Can be The WS ALL RWY group is reported if Windshire affects the entire runway. DR
DR indicates the runway number. For example, WS RWY16L is runway 1
Indicates that 6L has a wind shear.

(13) shows an article. Special shaped clouds,
Direction visibility, observation of wind direction and wind speed by non-representative measuring instruments or visual observations, changes in air pressure exceeding 1 hPa within 30 minutes before observation, turbulence from aircraft, icing, hail, funnel cloud, tornado, discharge or airframe Reports of lightning strikes are reported.

Conventionally, as for weather conditions, the above information is obtained in the form of a document and a report, and whether the weather condition is a visual weather condition (VMC) or an instrument weather condition (IMC), or an instrument flight system (IFR) aircraft must meet the conditions for taking off and landing using the runway used for takeoff and landing and landing approach (APCH) (hereinafter referred to as MNM is AVL or BLW) Was determined.

A related prior art is disclosed in
JP-A-7-36400 discloses a weather dynamic indicator, an airfield lighting operation monitoring and control system described in JP-A-4-163295, and an airfield lighting operation monitoring device described in JP-A-6-179398.

[0030]

The prior art has the following problems.

The problem is that it is not possible to immediately determine whether the current weather condition is below the minimum weather condition (MNM).

The reason is that the minimum weather conditions (MNM) for taking off and landing by the instrument flight method (IFR) are, as described above, the landing approach classification, the landing approach method (APCH), the state of the runway equipment, It is determined in detail for each aircraft category, and it is determined from various information such as METAR / SPECI, AIP, NOTAM as the base information.

The second problem is that it is not possible to directly determine whether the current weather condition is below the minimum weather condition (MNM).

This is because weather conditions are reported in a report format.

It is an object of the present invention to provide an airport weather condition display system for displaying whether or not the current weather condition is below the minimum weather condition (MNM).

It is another object of the present invention to provide an airport weather condition display system for displaying a visual weather condition / instrument weather condition determination result.

[0037]

An airport weather condition display system according to the present invention comprises a weather report receiving unit for receiving a weather report, and an input unit for inputting a take-off and landing use runway, a landing approach classification, and a landing approach method. A weather condition storage unit for storing weather conditions, a use runway storage unit for storing the takeoff / landing use runway, the landing approach classification, and the landing approach method input from the input means, and an airline journal. Storage means including an air route magazine information storage unit for storing information to be stored, and an aeronautical information storage unit for storing a state of a facility in use; and From the report type / designated special aviation live report type analysis processing, the weather condition, the input information from the input means, and the content stored in the storage means, the current weather condition is:
The input takeoff and landing use runway, the landing approach division,
And a minimum weather condition determination process for determining whether the minimum landing weather condition, the minimum takeoff weather condition, and the alternative airport minimum weather condition are satisfied under the landing approach method, and the current weather condition is a visual weather condition. Calculation means for performing a visual weather condition / instrument weather condition determination process for determining whether the weather condition is the instrument weather condition, a visual weather condition / instrument weather condition determination result display section, and a landing minimum weather condition determination A display unit including a result display unit, a takeoff minimum weather condition determination result display unit, and an alternative airport minimum weather condition determination result display unit,
It is characterized by having.

Further, in the airport weather condition display method according to the present invention, in the airport weather condition display method described above, the calculation processing means is configured to execute the scheduled aviation service when the weather report reception means receives the weather report. Real-time weather report type / designated special aviation real-time report type analysis processing, storage of the weather conditions in the weather condition storage unit, visual visual weather condition / instrument weather condition determination process, use of takeoff and landing from the used runway storage unit The runway is read, the minimum weather condition determination process is performed, and the process result is displayed on the display unit.When there is an input from the input unit, the input is stored in the used runway storage unit. It is characterized in that the weather condition is read from the weather condition storage unit, the minimum weather condition determination process, and the display process are performed.

Furthermore, the display method of the airport weather condition according to the present invention includes a weather report receiving means for receiving a weather report, an input means for inputting a take-off and landing use runway, a landing approach classification, and a landing approach method, and a weather condition. A weather condition storage unit for storing,
A use runway storage unit that stores the take-off and landing use runway, the landing approach section, and the landing approach method input from the input unit, and an air route magazine information storage unit that stores information described in an air route magazine And a storage means comprising an aeronautical information storage unit for storing the state of the facility in use, and analyzing the received weather report to obtain the weather conditions. From the weather condition, the input information from the input means, and the content stored in the storage means, the current weather condition is the input takeoff and landing use runway, the landing approach classification, and the landing approach method. A minimum weather condition determination process for determining whether or not the minimum weather condition for landing, the minimum weather condition for takeoff, and the minimum weather condition for the alternative airport are satisfied, and the current weather condition is a visible weather condition. Visual meteorological condition / instrument meteorological condition judging process of judging whether the current condition is met or not, and a runway most suitable for the present weather condition is automatically determined from the plurality of takeoff and landing use runways. Calculation processing means for executing priority runway determination processing, a visual weather condition / instrument weather condition determination result display portion, a landing minimum weather condition determination result display portion, a takeoff minimum weather condition determination result display portion, an alternative airport Display means comprising a minimum weather condition determination result display unit;
It is characterized by having.

Further, according to the airport weather condition display method according to the present invention, in the above-mentioned airport weather condition display method, the calculation processing means is configured to execute the scheduled aviation actual condition when the weather report receiving means receives the weather report. Meteorological report type / designated special aviation live report type analysis processing, storage of the weather conditions in the weather condition storage unit, visual weather condition / instrument weather condition determination process, takeoff and landing use run from the used runway storage unit It performs the reading of the road, the priority runway determination processing, the minimum weather condition determination processing, and the processing of displaying the processing result on the display means, and when the input is received from the input means, stores the used runway in the input. Storing in the unit, reading the weather condition from the weather condition storage unit, performing the priority runway determination process, the minimum weather condition determination process, and the display process, That.

Further, according to the airport weather condition display method according to the present invention, in the above-mentioned airport weather condition display method, the weather conditions include wind direction, wind speed, dominant visibility, runway visibility, and a cloud having a cloudiness of 5/8 or more. It is characterized by including the cloud base height of the group.

Further, in the airport weather condition display method according to the present invention, in the above-mentioned airport weather condition display method, the display color is changed when the visible weather condition / instrument weather condition determination result display section is in the instrument weather condition. It is characterized by.

Further, the airport weather condition display method according to the present invention is the airport weather condition display method described above, wherein the landing minimum weather condition determination result display section, the takeoff minimum weather condition determination result display section, and the alternative airport. The minimum weather condition determination result display unit changes a display color when the current weather condition does not satisfy each minimum weather condition.

Further, in the airport weather condition display method according to the present invention, in the above-mentioned airport weather condition display method, the display means includes a wind direction / wind speed display unit, a predominant visibility display unit, a runway visibility display unit, and a cloud cover 5. It is characterized by further comprising at least one of a cloud bottom height display unit of a cloud group of / 8 or more, a take-off and landing use runway display unit, and a landing approach display unit.

[0045]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present system is based on a departure / arrival runway, a landing approach classification, and a landing approach method, and a METAR which is obtained by a weather report receiver at regular intervals in a report format.
Or from SPECI, if the current weather condition is
(IMC) or Instrument Flight Status (VMC), and automatically determines whether the minimum weather condition (MNM) for takeoff and landing is met, and provides a function to display it in an easy-to-read format.

As shown in FIG. 1, in this method, runway information including runway directions and runway elevations in advance, and radio facilities and runway lights determined for each runway and landing approach method are used. , And the MNM determination condition are stored in the AIP information storage unit (43), and the state of the facility used by the flight information (NOTAM) is stored in the NOTAM storage unit (44).

Here, the weather condition is METAR report or SPE
The wind direction, the wind speed, the visibility, the runway visibility, and the cloud base height are analyzed from the received METAR / SPECI by the METAR / SPECI analysis processing 31 as the CI notification and received from the weather information receiving apparatus 1 and stored in the weather condition storage unit 41. .

The use runway used for takeoff and landing, the landing approach category at the time of landing, and the landing approach method are defined by the input device 2.
And is stored in the used runway storage unit 42.

Next, when the notification is received and when the runway to be used is input, the VMC / IMC determination process 33 and M are performed based on the information received and input and the information stored in each storage unit.
From the NM determination process 32, a distinction is made between VMC and IMC, and whether the weather condition satisfies MNM is calculated.

The information obtained above and the result of calculation are put together, and the VMC / IMC determination result, wind direction / wind speed, dominant visibility, runway visibility, cloud bottom height of clouds with a cloud cover of 5/8 or more, used runway,
The landing approach method, the landing minimum weather condition determination result, the takeoff minimum weather condition determination result, and the alternative airport minimum weather condition determination result are displayed on the display device 5 (FIG. 2). At this time, when the current weather condition is the instrument weather condition (IMC) or when the minimum weather condition (MNM) is not satisfied (BLW), the display is changed in color for easy viewing.

In this way, it is possible to immediately and directly grasp whether the current weather condition is the visual weather condition (VMC) or the instrument weather condition (IMC) and whether the current weather condition satisfies the minimum weather condition (MNM). Make it possible.

[Embodiment 1] Referring to FIG. 1, an airport weather condition display system according to Embodiment 1 of the present invention
(METAR / SPECI), weather report receiving device 1, input device such as terminal device for inputting runway, landing approach classification, landing approach method, computer (computer processing device) 3 operated by program control, acquisition Storage device 4 for storing the obtained information and information indicated by airline magazines (AIP) and airline information (NOTAM), and display device 5 for displaying the processing results
Is provided.

The storage device 4 comprises a weather condition storage unit 41, a used runway storage unit 42, an AIP information storage unit 43, and a NOTAM information storage unit 44, and each storage unit stores the following information.

The weather condition storage unit 41 stores a wind direction, a wind speed, an excellent visibility (VIS), and a runway visibility (RV) obtained by analyzing a weather report.
R), and the cloud base height (CEIL) of clouds with cloud cover of 5/8 or more.

The used runway storage section 42 stores the take-off and landing use runway, the landing approach category, and the landing approach entered from the input device.

The AIP information storage unit 43 stores the following information described in an air route journal (AIP).

Runway information consisting of airport altitude, runway number, angle, and whether or not it is a priority runway.Effective landing approach method. Applicable when landing by each landing approach method and takeoff by standard instrument departure method. Use facilities such as runway lights and radio facilities that are used ・ Minimum landing weather conditions (LDG MNM: landing minimum), minimum takeoff weather conditions (TKOF MNM: take off minimum), and alternative airport minimum weather conditions (ALTN MNM: alternate minimum) The minimum weather condition (MNM condition) NOTAM information storage unit 44 stores the status of the use facilities such as the above-mentioned runway lights and wireless facilities reported by the flight information (NOTAM).

Here, the storage device 4 may be a semiconductor memory, a magnetic disk device, or the like.
1 and the used runway storage unit 42 are preferably storage devices with relatively quick access, such as semiconductor memories. The reason is that the information amount is not large (about 1 kb) and changes frequently (about 4 times / h in the most cases).
Because you do. On the other hand, the AIP information storage unit 42 and the NOTAM storage unit 43 are preferably large-capacity, randomly accessible storage devices such as magnetic disk devices. The reason is that such information is updated less frequently than weather conditions and the information required for one calculation is a part of the whole, so all information is stored at relatively high cost like semiconductor memory. This is because storing the information in the device is inefficient, and because of the characteristics of the data, it is necessary to be able to perform random access in order to retrieve necessary information from the entire information.

The calculation processing device 3 operates under program control, and includes a METAR / SPECI analysis process 31, an MNM judgment process 32, and a VMC / IMC judgment process 33. Each of these processes operates as follows.

The METAR / SPECI analysis processing 31 analyzes the received weather report and obtains weather conditions such as wind direction, wind speed, VIS, RVR, CEIL, and the like.

The MNM determination process 32 receives the current weather condition from the weather condition obtained by analyzing the weather report, the input information such as the runway used, and the contents stored in the storage unit 4. MNM of LDG MNM, TKOF MNM and ALTN MNM based on used runway, landing approach classification and landing approach method
It is determined whether the condition is satisfied.

The VMC / IMC determination process 33 determines whether the current weather condition is a visible weather condition (VMC) or an instrument weather condition (IMC).
Is determined.

The overall operation of this embodiment will be described in detail with reference to the flowchart of FIG.

First, reception of a weather report from the weather report receiving apparatus 1 or input of a used runway or the like from the input apparatus 2 is waited (step A1).

Here, the METAR / SP
If an ECI report is received (step A2), METAR / SPECI
Analyzing weather conditions from the report received by analysis processing 31,
It is stored in the weather condition storage section 41) of the storage device 4 (step A4). Next, the VMC / IMC determination process 33 determines whether the analyzed weather condition is a visual weather condition (VMC) or an instrument weather condition (IMC). Further, the used runway and the like are read from the used runway storage unit 42 (step A).
5) The MNM determination processing 32 determines whether each MNM condition is satisfied. Finally, the analysis result of the report, VM
The C / IMC determination result and the MNM determination result are output to the display device 5 (step A6).

When information on the runway used is input from the input device 2 (step A3), the input information is stored in the runway storage section 42 (step A7).
Next, the current weather condition is read from the weather condition storage unit 41 (step A8), and the MNM determination process 32 executes
It is determined whether the NM condition is satisfied. The last input runway and the like and the MNM determination result are output to the display device 5 (step A6).

Next, the details of the METAR / SPECI analysis processing 31 will be described with reference to the flowcharts of FIGS.

When a weather report is received, first, each temporary area of wind direction / wind speed, VIS, RVR, and CEIL is initialized (step B00).

Next, words are fetched one by one from the received message (step B01), and the following processing is sequentially fetched and repeated until the end of the message is detected (steps B02, B1).
1).

If the word is the wind direction / wind speed section (item 3 of the report type) (step B03), the wind direction / wind speed is obtained (step B04).

When the word is CAVOK (items 5 to 8 of the report type) (step B05), the value of CEIL is set to CAVOK (step B06).

If the word is the VIS clause (item 5 of the report type) (step B07), the VIS is acquired (step B08).

If the word is an RVR clause (item 6 of the report expression) (step B09), the following is repeated while the word of the RVR clause continues (step B12).

If the word precedes the runway number (step B13), the reported runway number and its runway visibility are obtained, and the number of visibility reported on the runway is set to 1 (step B13). B14).

If the word is the visibility of another point on the runway that is not preceded by the runway number, the number of visibility of the most recent runway number is counted (step B15), and the visibility becomes Is the lowest value (step B16), the visibility of the runway is set (step B17).

If the runway visibility obtained above is the lowest value in the entire RVR section (step B18), the value is set to the value of the entire runway visibility (step B19).

The next word is obtained (step B20), and the above is repeated.

Returning to FIG. 4, when the word is the CEIL clause (item 1
0) (step B10), the following is repeated while the word of the CEIL clause continues (B21).

When the word is SKC (step B22), CE
The value of IL is set to SKC (step B23).

If the word is vertical visibility (step B2
4), the vertical visibility is set to the value of CEIL (step B25).

If the word is the first reported one among the cloud groups having a cloud amount of 5/8 or more (step B26), the cloud base height of the cloud group is set as the CEIL value (step B27).

The next word is acquired (step B28), and the above is repeated.

Next, the details of the MNM determination process 32 will be described with reference to the flowcharts of FIGS.

Here, the runway visibility (RV
For the value of R), the runway visibility shall be used if reported for the landing runway, otherwise the entire runway visibility shall be used.

The MNM determination process 32 includes the acquired weather conditions and information such as the runway to be used, the AIP information storage unit 43 and the NOTAM
LDG MNM condition judgment from information registered in storage unit 44
(Step C01), TKOF MNM condition judgment (Step C02), and ALTN MNM condition judgment (Step C03).

Here, the LDG MNM condition determination process operates as follows.

Referring to FIG. 8, an LDG MNM condition corresponding to the landing approach method (APCH) is obtained from the AIP information storage unit 43.
(Step C04).

If the landing approach category is CAT II or CAT III (step C05), of the LDG MNM conditions, the MNM of the corresponding landing approach category is judged as STA MNM (straight-in minimum: minimum weather condition for direct approach). (Step C0
6).

When the landing approach category is CAT I, the use facility conditions to be applied are determined by the following procedure, and the MNM conditions corresponding to the use facility conditions are applied to the STA MNM determination (step C12).

The rightmost condition among the facilities of CAT I is acquired (step C07).

If the acquired use facility condition is the leftmost condition, the condition is applied (step C08).

The state of the use facility indicated in the use facility condition is
It is obtained from the NOTAM information storage unit 44 (Step C09).

When the state of the use facility matches the use facility condition, the use facility condition is applied (step C10).

Otherwise, the usage facility condition on the left is acquired (step C11), and the process returns to step C08.

The STA MNM conditions obtained above are classified by aircraft category (step C13) according to the following procedure.
Judgment of M Condition (Step C14) Referring to FIG. 9, if the MNM of both the runway visibility (RVR) and the predominant visibility (VIS) is not applicable (Step C18), it is determined that the MNM determination is not applied (Step C18). Step C19).

If the weather condition is CAVOK (step C2)
0), the MNM determination is AVL (step C21).

When the MNM of the RVR is applied and the RVR is reported (step C22), the MNM is determined as follows.

If RVR is less than MNM (step C25), MN
M determination is BLW (step C29).

If RVR is greater than or equal to MNM, there is CEIL and
When CEIL is lower than the altitude of the DA (or MDA) -runway surface (step C27), the MNM judgment is BLW (step C29),
Otherwise, the MNM determination is AVL (step C28).

If NO in step C22, the MNM of VIS is applied and if VIS is reported (step C2
3), MNM is determined as follows.

If VIS is less than MNM (step C26), MN
M determination is BLW (step C29).

If VIS is greater than or equal to MNM, there is CEIL and
When CEIL is lower than the altitude of the DA (or MDA) -runway surface (step C27), the MNM judgment is BLW (step C29),
Otherwise, the MNM determination is AVL (step C28).

If NO in step C23, the MNM determination is unknown (step C24).

Returning to FIG. 8, CIRCLING MNM corresponding to APCH
Acquire the conditions (circling minimum: minimum weather conditions) (Step C15), and for each aircraft category (Step C1
6) The CIRCLING MNM condition is determined in the same procedure as the STA MNM condition (step C17).

Processing for TKOF MNM Condition Determination in FIG. 7 (Step
C02) operates as follows.

Referring to FIG. 10, the rightmost condition among the use facility conditions of the TKOFMNM condition is acquired (step C30).

If the acquired use facility condition is the leftmost one, the condition is applied (step C31).

The state of the use facility indicated in the use facility condition is
It is obtained from the NOTAM information storage unit 44 (Step C32).

When the state of the use facility matches the use facility condition, the use facility condition is applied (step C33).

If not, the condition of the facility on the left is acquired (step C34), and the process returns to step C31.

The application facility conditions and the MNM conditions corresponding to the landing use runway applied above are acquired (step C35).

If the use facility condition to be applied is the leftmost one (step C36), the MNM condition of the RVR to be applied is determined based on the number of RVRs reported by the weather report for the takeoff runway (step C36). Step C37).

Here, not the condition when the number of RVRs is one group,
(Step C38) If the condition corresponding to the number of RVRs is not applicable (Step C39), the RV one step higher (if one group is smaller)
The R condition is acquired (Step C40).

With respect to the MNM conditions acquired as described above, the MNM conditions are determined according to the following procedure (step C41).

Referring to FIG. 11, if the MNM of both RVR and VIS is not applied (step C42), the MNM determination is not applied (step C43).

If the weather condition is CAVOK (step C4)
4), MNM determination is AVL (step C45).

When MNM of RVR is not applied (Step C4
6) Or, if RVR is not reported (Step C4
9), MNM is determined as follows.

When VIS is not observed (step C4
7) The MNM determination is unknown (step C48).

If VIS is less than MNM (step C52),
The determination is BLW (step C55).

In step C52, when VIS is equal to or more than MNM, CEI
If L exists and is less than MNM (CEIL-VIS MNM) (step C53), the MNM determination is BLW (step C55). Otherwise, the MNM determination is AVL (step C54).

NO is determined in step C46, and NO is determined in step C49.
, The MNM is determined as follows.

If RVR is less than MNM (step C50),
The determination is BLW (step C55).

When RVR is equal to or greater than MNM, there is CEIL and MN
If it is less than M (MNM of CEIL-VIS) (step C51), the MNM determination is BLW (step C55). Otherwise, the MNM determination is AVL (step C54).

The ALTN MNM condition determination process C03 of FIG. 7 operates as follows.

Referring to FIG. 12, the landing approach method (APCH)
Is obtained from the AIP information storage unit 43 (step C56).

The determination of MNM in each aircraft category is performed as follows for all categories (step C5).
8, C59) Referring to FIG. 13, the MNM conditions of each category are acquired (step C67).

If the MNM for both CEIL and VIS is not applicable (step C68), the MNM determination is not applied (step C68).
C69).

If the weather condition is CAVOK (step C7)
0), the MNM determination is AVL (step C71).

The MIL of CEIL is applied (step C72), and the CEI
If there is L observation (step C75) and CEIL is less than MNM (step C76), the MNM determination is BLW (step C7).
8).

In the case of a processing flow other than the above, the MNM is determined as follows.

If VIS is not observed (step C7
3) The MNM determination is unknown (step C74).

If VIS is less than MNM (step C77),
The determination is BLW (step C78). Otherwise, MNM
The determination is AVL (step C79).

Returning to FIG. 12, if the MNM judgment is not applied to all the categories in step C60, the ALTN MNM judgment is not applied (step C61).

If the decision result in the step C60 is NO and the MNM decision is unknown for at least one category (step C62), the ALTN MNM decision is determined to be unknown (step C6).
3).

If the decision result in the step C62 is YES, and M
If there is no category whose NM judgment is BLW (Step C6
4), ALTN MNM determination is AVL (step C66), otherwise BLW (step C65).

Next, referring to the flowchart of FIG.
The details of the C / IMC determination process 33 will be described.

Based on the obtained conditions,
Judge the weather condition (VMC / IMC).

If the weather condition is CAVOK (step D0
1) The weather condition is VMC (step D02).

If there is no CEIL (step D03) or CE
When IL is 1,000 ft or more (step D06), the weather condition is determined as follows.

When VIS is not observed (step D0
4) The weather condition is unknown (step D05).

When VIS is 5,000 m or more (step D0
7) The weather condition is VMC (step D09).

In the case other than the above, the weather condition is set to IMC.
(Step D08).

If CEIL is less than 1,000 ft (step D0
6) The weather condition is set to IMC (step D08).

Next, a specific example will be described.

When a weather report is received from the weather report receiver 1 as shown in FIG.
It is passed to the I analysis processing 31. (Steps A1 to A2).

As shown in FIG. 16, the METAR / SPECI analysis processing 31 analyzes the message one word at a time and acquires the wind direction, wind speed, visibility (VIS), runway visibility (RVR), and cloud base height (CEIL). (Steps B00 to B11). In particular, the runway visibility (RVR) obtains the number of points reported as the lowest value for each runway (step B12).
~ B20). In addition, the cloud base height (CEIL) is the cloud base height of the first cloud group (having the lowest cloud base height) with a cloud cover of 5/8 or more among the cloud groups reported by the weather report (steps B21 to B21). B
28). The weather conditions thus obtained are stored in the weather condition storage unit 41, used in the MNM determination process 32 and the VMC / IMC determination process 33, and output to the display device 5 as output results.

Here, the used runway storage unit 42, AIP information storage unit 43, and NOTAM information storage unit 44 correspond to FIGS.
It is assumed that it is registered as shown in. The MNM determination process 32 is based on the conditions registered in the AIP information storage unit 43
Select the MNM conditions to be applied to the LDG MNM, TKOF MNM, and ALTN MNM from the current runway, landing approach, landing approach classification, and use facility conditions, determine the MNM, and output the result to the display device 5 ( Steps C01-C03). In this specific example, these details are as follows.

As shown in FIG. 17, for LDG MNM,
The entered landing approach method: The MNM condition of “ILS APCHRWY34R” is applied (step C04). As for the STA, since the landing approach category is CAT I, search the CAT I use facility conditions. Here, RCLL (runway center line l
ight: runway centerline light)
The MNM conditions under the usage facility conditions "RTZL and / or RCLL OUT" are applied (steps C05 to C12). Where the weather condition is VI
S: 1000m, Landing use runway 34R RVR: 1200m, CEIL 600ft
And MNM conditions are DA: 274ft, Altitude: 15ft, RVR: 800m, VI
S: 800m, so for each aircraft category RVR: 1200 ≧
600, CEIL: 600 ≧ 274-15, which satisfies the MNM condition, so it is determined as AVL (available) (steps C13 to C14, steps C18 to C29). On the other hand, for CIRCLING, VIS is 10
Since it is 00 m, the MNM condition of any category is less than the MNM and is determined as BLW (below) (steps C15 to C17, steps C18 to C29).

As shown in FIG. 18, for TKOF MNM,
Since the usage facility condition "HIRL and / or RCLL OUT" is applied from NOTAM information and the takeoff runway is 34L, the applicable MNM conditions are 0ft-600m for CEIL-RVR and 0ft-600m for CEIL-RVR.
(Steps C30 to C40). The weather condition is CEIL 600f
t, RVR is at takeoff runway RWY 34L: 1200m, VIS is 100m, so the judgment result is AVL (steps C42 to C5
Five).

As shown in FIG. 19, for ALTN MNM,
Landing approach entered: "ILS APCHRWY34R" is precision
Since it is an approach (precision approach method), the applicable MNM conditions are CEIL: 600 ft, VIS: 3200 in all aircraft categories
m (step C56). Weather conditions are CEIL 600ft, VIS
Is 1000 m, the MNM condition is not satisfied, and BLW is determined in all categories (steps C58 to C59, steps C67 to C79). As a result, the determination of ALTN MNM is determined to be BLW (step C56).

The VMC / IMC determination process 33 determines whether the given weather condition is VMC / IMC, and outputs the result to the display device 5. In the example of FIG. 15, the weather condition is CEIL: 600.
ft, VIS: 1000 m, so that the condition of visible weather condition (VMC), CEIL: 1000 ft or more and VIS: 5000 m or more, are not satisfied, and it is determined that the instrument is in weather condition (IMC) (steps D07 to D07)
09).

After the above processing, the VMC / IMC determination result, weather condition, runway used, and MNM determination result are output to the display device 5.
(Step A06), the output result shown in FIG. 15 is output. Here, the determination result of VMC / IMC is IMC, and LDG MNM
Since the determination result of MNM and ALTN MNM in CIRCLING (circular approach) is BLW, these results are output with their colors changed and emphasized.

[Embodiment 2] Next, Embodiment 2 of the present invention
Will be described in detail with reference to the drawings.

Referring to FIG. 20, the airport weather condition display system according to the present embodiment includes a weather report receiver 1 for receiving a weather report (METAR / SPECI), a runway used, a landing approach classification,
An input device 2 such as a terminal device for inputting a landing approach method, a computer (computation processing device) 3 operated by program control, a storage device 4 for storing obtained information and information indicated by AIP or NOTAM, and a processing result. It comprises a display device 5 for displaying.

Here, the present embodiment is different from the previous embodiment in that a plurality of use runways and landing approach systems can be input from the input device 2.

The storage device 4 includes a weather condition storage unit 41, a used runway storage unit 42, an AIP information storage unit 43, and a NOTAM information storage unit 44, and stores the following information. Here, it is assumed that the used runway storage unit 42 stores a plurality of used runways and landing approach methods.

The calculation processing device 3 operates under program control, and performs METAR / SPECI analysis processing 31, MNM determination processing 32, VM
A C / IMC determination process 33 and a priority runway determination process 34 are provided. Here, as a different point from the previous embodiment, a priority runway determination process 34 is added. This works roughly as follows.

Priority runway determination processing (34 is the runway information stored in the AIP information storage unit 43 for a plurality of use runways and landing approach systems input from the input device 2,
From the weather conditions analyzed by the METAR / SPECI analysis process 31 from the weather report, a runway that is most suitable for the current weather conditions is selected.

Here, as a selection method when there are a plurality of runways in use, since an aircraft normally obtains the most stable lift when facing the wind, the AIP storage unit is used as the runway information. From the runway angle stored in 43, the difference between the wind direction acquired as the weather condition and the angle of the runway used is calculated, and the angle is minimized (when the angle difference is 0 °, facing the wind Choose a runway. In addition, the runway information stores in advance whether or not the runway is a priority runway. If the wind is weak (the wind speed is less than 5 kt), the runway is selected.

This has a new effect that when there are a plurality of runways that can be used when taking off and landing at the airport, the runway that is most suitable for the current weather condition can be automatically determined / selected.

Next, the overall operation of the present embodiment will be described in detail with reference to the flowchart in FIG.

First, reception of a weather report from the weather report receiving apparatus 1 or input of a used runway or the like from the input device is waited (step A101).

Here, the METAR / SP
If an ECI report has been received (step A102), METAR / S
The weather condition is analyzed from the message received by the PECI analysis process 31 and stored in the weather condition storage unit 41 of the storage device 4 (step A104). Next, by VMC / IMC determination processing 33,
It is determined whether the analyzed weather condition is a visual weather condition (VMC) or an instrument weather condition (IMC). Further, the used runway and the like are read from the used runway storage unit 42 (step A105), and the used runway most suitable for the weather conditions reported from the read used runway is selected by the priority runway determination processing 34. The MNM determination processing 32 determines whether or not each of the selected runways satisfies the respective MNM conditions. Finally, the report analysis results, VMC / IMC
The judgment result and the MNM judgment result are output to the display device 5 (step A106).

When information such as the runway used is input from the input device 2 (step A103), the input information is stored in the runway storage unit 42 (step A1).
07). Next, the current weather condition is stored in the weather condition storage unit 41.
(Step A108), and a priority runway determination process 34 selects a runway that is most suitable for the current weather condition from the input runway. For the selected used runway, the MNM determination process (32
It is determined whether the condition is satisfied. The last used runway and the like and the MNM determination result are output to the display device 5 (step A106).

Next, the operation of the priority runway determination processing 34 will be described in detail with reference to the flowchart of FIG.

The input device 2 or the used runway storage unit 42
If a landing approach method corresponding to a plurality of use runways and each landing runway is acquired from, the first landing runway is selected as a candidate for a priority landing runway (step E01).

Next, the following is repeated for each landing runway to determine a landing priority runway (step E02).

The runway information of the landing runway is stored in the AIP storage unit 43.
(Step E03).

If the wind speed is less than 5 kt (step E04) and the current runway is the priority runway (step E0)
5), select the current runway as the most suitable landing runway (step E06) and exit the loop.

When the wind speed is 5 kt or more, the difference between the wind direction and the runway is determined by the smaller of the absolute value of (wind direction Dw−runway angle DR) and the absolute value of 360 ° − (wind direction Dw−runway angle DR). (Step E07), and if the angle difference is the smallest so far (Step E0)
8) Select the runway as a priority landing runway candidate (step E09).

In the same manner as above, for the takeoff runway,
Select the most suitable runway (Step E10-Step E1
8).

Next, a specific example will be described.

When a weather report is received from the weather report receiver 1 as shown in FIG.
It is passed to the I analysis processing 31. (Steps A101 to A102).

As in the previous embodiment, the METAR / SPECI analysis process analyzes the message word by word and calculates the wind direction, wind speed, VIS, RVR, and CE.
Get IL. The weather condition thus obtained is stored in the weather condition storage unit 41 (step A104), and a VMC / IMC determination process is performed to determine whether the weather condition is a visual weather condition (VMC) or an instrument weather condition (IMC). 33.

Further, the wind direction / wind speed in the weather condition, information on a plurality of used runways and the like read from the used runway storage unit in step A105, and the runway information stored in the AIP storage unit 43 Thus, the runway optimal for the current weather condition is determined in the priority runway determination process 34. The details are as follows.

Here, it is assumed that the used runway storage unit 42 and the AIP information storage unit 43 are as shown in FIGS. 23 and 24.

[0177] For the landing runway,
34R and 22 are entered. Here, since the wind speed is 12 kt (> 5 kt) due to the weather conditions, the difference between the wind direction of 320 ° and the runway angle is calculated. As a result, of these landing runways, the runway 34R having the smallest angle difference from the wind direction is subjected to the MNM condition determination as the optimal landing runway (E01 to E0).
9).

The take-off runway is also used as the runway 04
And 34L are entered, but like the landing runway,
The angle difference between the wind direction and the runway is calculated, and as a result, the runway 34L having the smallest angle difference from the wind direction is subjected to the MNM condition determination as the optimal takeoff runway (steps E10 to E18).

Thereafter, it is determined whether or not the current weather condition matches the MNM condition under the runway considered to be optimal, and the result is output to the display device 5 as an output result (step A6).

[0180]

As described above, according to the present invention, it is possible to immediately determine whether or not the current weather condition is lower than the minimum weather condition (MNM). This is because, in this method, a weather report is received via a line, and the minimum weather condition (MNM) is automatically calculated for the latest information.

According to the present invention, current weather conditions,
The ability to directly determine the runway used and the judgment result of the minimum weather condition (MNM). In this system, received weather reports, input runway information, calculation results, etc. are summarized, and in particular, visible weather conditions / instrument weather conditions (VMC / IMC
This is because C) is discriminated and the color is changed and output when the weather is less than the minimum weather condition (MNM).

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of an airport weather condition display method according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a display example of an airport weather condition display method according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing an overall operation of an airport weather condition display method according to the first embodiment of the present invention.

FIG. 4 is a first flowchart showing the operation of the METAR / SPECI analysis processing of the airport weather condition display method according to the embodiment of the present invention;
Department.

FIG. 5 is a second flowchart illustrating the operation of the METAR / SPECI analysis processing of the airport weather condition display method according to the embodiment of the present invention;
Department.

FIG. 6 is a third flowchart illustrating the operation of the METAR / SPECI analysis processing of the airport weather condition display method according to the embodiment of the present invention;
Department.

FIG. 7 is a flowchart illustrating an operation of determining a minimum landing weather condition (LDG MNM) in an airport weather state display method according to an embodiment of the present invention.

FIG. 8 is a flowchart showing an internal process of step C01 in FIG. 7;

FIG. 9 is a flowchart showing an internal process of step C14 in FIG. 8;

FIG. 10 is a flowchart showing an internal process of step C02 in FIG. 7;

FIG. 11 is a flowchart showing an internal process of step C41 in FIG. 10;

FIG. 12 is a flowchart showing an internal process of step C03 in FIG. 7;

FIG. 13 is a flowchart showing an internal process of step C59 in FIG. 12;

FIG. 14 is a flowchart showing an operation of a VMC / IMC determination process of an airport weather condition display method according to the first embodiment of the present invention.

FIG. 15 is a diagram showing an example of data of an airport weather condition display method according to the first embodiment of the present invention.

FIG. 16 is a diagram showing an example of data used in a regular airport live weather report type / designated special aviation live report type (METAR / SPECI) analysis of an airport weather condition display method according to the first embodiment of the present invention.

FIG. 17 is a diagram showing an example of data used in determination of a minimum landing weather condition (LDGMNM) in an airport weather state display method according to the first embodiment of the present invention.

FIG. 18 is a diagram illustrating an example of data used in determination of a minimum takeoff weather condition (TKOFMNM) in a display mode of an airport weather state according to the first embodiment of the present invention.

FIG. 19 is a diagram showing an example of data used in determination of an alternative airport minimum weather condition (ALTN MNM) in an airport weather state display method according to the first embodiment of the present invention.

FIG. 20 is a block diagram showing a configuration of an airport weather condition display system according to Embodiment 2 of the present invention.

FIG. 21 is a flowchart showing an overall operation of the airport weather condition display method according to the second embodiment of the present invention.

FIG. 22 is a flowchart of priority runway determination processing according to Embodiment 2 of the present invention.

FIG. 23 is a diagram illustrating a data example of an airport weather condition display method according to a specific example of the second embodiment of the present invention.

FIG. 24 is a diagram illustrating an example of data used in a priority runway determination process of an airport weather condition display method according to a specific example of Embodiment 2 of the present invention.

FIG. 25 is a diagram of aircraft category classification.

FIG. 26 is a diagram of minimum landing weather conditions (LDG MNM).

FIG. 27 is a diagram of minimum takeoff weather conditions (TKOF MNM).

FIG. 28 is a diagram of an alternative minimum weather condition (ALTN MNM).

FIG. 29 is a diagram showing a format of a scheduled aviation live weather report type (METAR) / designated special aviation live report type (SPECI).

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Meteorological report receiving device 2 Input device 3 Calculation device 4 Storage device 5 Display device 31 METAR / SPECI analysis process 32 MNM determination process 33 VMC / IMC determination process 34 Priority runway determination process 41 Weather condition storage unit 42 Runway storage used Unit 43 AIP information storage unit 44 NOTAM storage unit

Claims (8)

[Claims] 1. A weather report receiving means for receiving a weather report; an input means for inputting a takeoff / landing use runway, a landing approach classification, and a landing approach method; a weather condition storage unit for storing weather conditions; A use runway storage unit that stores the take-off and landing use runway, the landing approach classification, and the landing approach method input from an air route magazine information storage unit that stores information described in an air route magazine; A storage means comprising an aeronautical information storage unit for storing the state of the facility; an analysis processing of the received weather report to obtain the weather conditions; From the conditions, the input information from the input means, and the content stored in the storage means, the current weather condition is the inputted takeoff / landing use runway, the landing approach classification, and the landing approach method. A minimum weather condition determination process for determining whether or not the minimum weather condition for landing, the minimum weather condition for takeoff, and the minimum weather condition for an alternative airport are satisfied based on the formula; and an instrument for determining whether the current weather condition is a visible weather condition. Calculation processing means for executing a visible weather condition / instrument weather condition determination process for determining whether the weather condition is present, a visual weather condition / instrument weather condition determination result display portion, and a landing minimum weather condition determination result display portion; And a display means including a takeoff minimum weather condition determination result display unit and an alternative airport minimum weather condition determination result display unit. 2. The calculation processing means, when the weather report receiving means receives the weather report, analysis processing of the scheduled aviation real-time weather report type / designated special aviation real-time report type, and the weather condition of the weather condition Storage in a storage unit, the visible weather condition / instrument weather condition determination process, reading of the take-off and landing use runway from the use runway storage unit, the minimum weather condition determination process, and a process result to the display means. Performing a display process, when there is an input from the input unit, storing the input in the used runway storage unit, reading the weather condition from the weather condition storage unit, the minimum weather condition determination process, and The display method of the airport weather condition according to claim 1, wherein a display process is performed. 3. A weather report receiving means for receiving a weather report; an input means for inputting a takeoff / landing use runway, a landing approach classification, and a landing approach method; a weather condition storage unit for storing weather conditions; A use runway storage unit that stores the take-off and landing use runway, the landing approach classification, and the landing approach method input from an air route magazine information storage unit that stores information described in an air route magazine; A storage means comprising an aeronautical information storage unit for storing the state of the facility; an analysis processing of the received weather report to obtain the weather conditions; From the conditions, the input information from the input means, and the content stored in the storage means, the current weather condition is the inputted takeoff / landing use runway, the landing approach classification, and the landing approach method. A minimum weather condition determination process for determining whether or not the minimum weather condition for landing, the minimum weather condition for takeoff, and the minimum weather condition for the alternative airport are satisfied based on the formula; Visible weather condition / instrument weather condition judgment processing for judging whether it is a weather condition, and priority runway judgment for automatically judging a runway most suitable for the current weather condition from a plurality of takeoff / landing use runways. Calculation processing means for executing the processing, a visible weather condition / instrument weather condition determination result display portion, a landing minimum weather condition determination result display portion, a takeoff minimum weather condition determination result display portion, and an alternative airport minimum weather condition determination A display means having a result display unit. 4. The calculation processing means, wherein when the weather report receiving means receives the weather report, the scheduled aviation weather report type / designated special aviation report type analysis process, and the weather condition storage of the weather condition. Unit, the visible weather condition / instrument weather condition determination process, the take-off and landing use runway read from the use runway storage unit, the priority runway determination process, the minimum weather condition determination process, and the processing result Performing display processing on the display means, storing the input to the used runway storage unit when there is an input from the input means, reading the weather condition from the weather condition storage unit, and performing the priority run. 4. A road determination process, the minimum weather condition determination process, and the display process are performed.
Airport weather condition display method described in. 5. The weather condition includes wind direction, wind speed, dominant visibility, runway visibility, and a cloud bottom height of a cloud group having a cloud amount of 5/8 or more. Airport weather condition display method described in section. 6. The airport weather condition according to claim 1, wherein the visual weather / instrument weather condition determination result display unit changes a display color when the weather condition is an instrument weather condition. Display method. 7. The landing minimum weather condition determination result display unit,
The said takeoff minimum weather condition determination result display part and the said alternative airport minimum weather condition determination result display part change a display color, when the said current weather condition does not satisfy each minimum weather condition. 7. The method for displaying an airport weather condition according to any one of the above items 6 to 6. 8. The display means includes a wind direction / wind speed display unit, a predominant visibility display unit, a runway visibility display unit, a cloud bottom height display unit for a cloud group having a cloud amount of 5/8 or more, a take-off and landing use runway display unit, and a landing. The airport weather condition display method according to any one of claims 1 to 7, further comprising at least one of an approach method display unit.