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Sand and dust storms are causing hazards and problems in aviation as well as the dangers and distresses they cause on living things. The low meteorological visibility, the presence of strong winds with gust, and the transport of dust and sand particles by the wind are dangerous on landing and departure of aircrafts, and even on planes that are parked. The main aim of the study is to examine the meteorological conditions causing the dust storm that took place in the Arabian Peninsula on February 28, 2009, and to determine the source of dust caused dust storm, sand storm, blown sand, and blown dust at the airports. Within the scope of the study, aviation routine weather report (METAR) and aviation selected special weather report (SPECI) reports have been assessed at many airports over Arabian Peninsula (AP), the northern part of the AP and North Africa. As model outputs; NCEP–DOE Reanalysis 2 data, BSC–DREAM8B, and HYSPLIT model were used. In the satellite images; METEOSAT MSG dust RGB images, MODIS, and Kalpana-1 data were used. According to obtained results, dust storms were detected in Bahrain, Kuwait, Saudi Arabia, and United Arab Emirates (UAE). At Al-Ahsa Airport in Saudi Arabia, the lowest visibility measured on February 28, 2009, dropping to 200 m, which was dominated by blowing sand. The source region of the dust observed at Dubai Airport in UAE is the eastern regions of the Rub’al Khali Desert located between Saudi Arabia, Oman, and UAE.

A tropical cyclone was formed over central northern Africa near Egypt, Libya and Crete, and it moved and deepened toward the north–northeast; meanwhile, the storm destroyed many regions in the west, southwest and central of Turkey. The cyclone carried huge dust from the north of Africa to Turkey and reduced the visibility to less than 1 km and raised the wind speed. As a result of severe storm, some meteorological stations have new extreme values that the strongest wind speed measured was 81 knots in the central region of Turkey. Medicane with wind speed 81 knots especially over Turkey is a rare event. This devastating cyclone carried exceptionally very strong winds (>80 kts) with favorable conditions to follow windstorm conceptual model. The cyclone caused adverse conditions such as excessive injuries, fatal incidents and forest fires. Mesoscale vortex formed and affected particularly the middle and western regions of Turkey. The vertical thermodynamic structure of storm is compared with April values of 40 years of datasets over Istanbul. Moreover, four different winds {measurement masts} of Istanbul Ataturk Airport are used for the microscale analysis of different meteorological parameters during deepened pressure level. In addition, divergence and vorticity of stormy weather are discussed in details during the effective time period of storm by solving equations and validated using ERA-40 reanalysis. We obtained many monitoring data sources such as ground base, radar, radiosonde and satellite display the values of the intensity of wind speed caused by cyclones of tropics have revealed similarities.

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In this study a severe thunderstorm that occurred at Esenboga International Airport (ICAO code: LTAC) on 15 July 2013 is investigated. A heavy thunderstorm with hail and rain showers occurred at 1432 utc. The maximum wind speed of 61kn was measured at 1434 utc. During a 14min time interval, 16.2mm of precipitation was observed. The aircraft parking area was under water, and rainwater leaked from the terminal roof, which affected passengers. For LTAC and its surroundings, a 57dBZ maximum radar echo intensity (reflectivity) was measured.

Severe weather conditions create negative impacts on humans. One of the severe weather conditions is storms. In the scope of this study, the storm effects on the Marmara Region were investigated using data for the period 2000 to 2010 giving the hourly averaged wind direction and speed in the Marmara Region, as provided by the Turkish Meteorological Service. The monthly distribution of storms has been estimated and their daily variability has been investigated. Additionally, air masses that cause storms have been determined by using NCEP/NCAR re-analysis data. Other than this, by studying the storms, extreme values have been ascertained and northerly values from these storm values (since in percentage terms they are larger) and hourly variability in a single day for 17 weather stations have been depicted graphically. The days that northerly storms reached extreme values are shown with the meteorological maps (surface chart, 850, 700, 500, and 300 hPa) and the temperature diagrams for Istanbul in the Marmara Region have been examined and analysed.