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of observation, or at the tower level, is less than
4miles, certificated tower personnel will take
visibility observations in addition to those taken at the
usual point of observation. The lower of these two
values will be used as the prevailing visibility for
aircraft operations.
7-1-18. Estimating Intensity of Rain and
Ice Pellets
a. Rain
1. Light. From scattered drops that, regardless
of duration, do not completely wet an exposed surface
up to a condition where individual drops are easily
seen.
2. Moderate. Individual drops are not clearly
identifiable; spray is observable just above pavements
and other hard surfaces.
3. Heavy. Rain seemingly falls in sheets;
individual drops are not identifiable; heavy spray to
height of several inches is observed over hard
surfaces.
b. Ice Pellets
1. Light. Scattered pellets that do not completely
cover an exposed surface regardless of
duration. Visibility is not affected.
2. Moderate. Slow accumulation on ground.
Visibility reduced by ice pellets to less than 7 statute
miles.
3. Heavy. Rapid accumulation on ground.
Visibility reduced by ice pellets to less than 3 statute
miles.
7-1-19. Estimating Intensity of Snow or
Drizzle (Based on Visibility)
a. Light. Visibility more than 1/2 statute mile.
b. Moderate. Visibility from more than 1/4statute
mile to 1/2 statute mile.
c. Heavy. Visibility 1/4 statute mile or less.
7-1-20. Pilot Weather Reports (PIREPs)
a. FAA air traffic facilities are required to solicit
PIREPs when the following conditions are reported
or forecast: ceilings at or below 5,000 feet; visibility
at or below 5 miles (surface or aloft); thunderstorms
AIM 2/14/08
7-1-40 Meteorology
and related phenomena; icing of light degree or
greater; turbulence of moderate degree or greater;
wind shear and reported or forecast volcanic ash
clouds.
b. Pilots are urged to cooperate and promptly
volunteer reports of these conditions and other
atmospheric data such as: cloud bases, tops and
layers; flight visibility; precipitation; visibility
restrictions such as haze, smoke and dust; wind at
altitude; and temperature aloft.
c. PIREPs should be given to the ground facility
with which communications are established;
i.e.,EFAS, AFSS/FSS, ARTCC, or terminal ATC.
One of the primary duties of EFAS facilities, radio
call “FLIGHT WATCH,” is to serve as a collection
point for the exchange of PIREPs with en route
aircraft.
d. If pilots are not able to make PIREPs by radio,
reporting upon landing of the inflight conditions
encountered to the nearest AFSS/FSS or Weather
Forecast Office will be helpful. Some of the uses
made of the reports are:
1. The ATCT uses the reports to expedite the
flow of air traffic in the vicinity of the field and for
hazardous weather avoidance procedures.
2. The AFSS/FSS uses the reports to brief other
pilots, to provide inflight advisories, and weather
avoidance information to en route aircraft.
3. The ARTCC uses the reports to expedite the
flow of en route traffic, to determine most favorable
altitudes, and to issue hazardous weather information
within the center's area.
4. The NWS uses the reports to verify or amend
conditions contained in aviation forecast and
advisories. In some cases, pilot reports of hazardous
conditions are the triggering mechanism for the
issuance of advisories. They also use the reports for
pilot weather briefings.
5. The NWS, other government organizations,
the military, and private industry groups use PIREPs
for research activities in the study of meteorological
phenomena.
6. All air traffic facilities and the NWS forward
the reports received from pilots into the weather
distribution system to assure the information is made
available to all pilots and other interested parties.
e. The FAA, NWS, and other organizations that
enter PIREPs into the weather reporting system use
the format listed in TBL 7-1-5. Items 1 through 6 are
included in all transmitted PIREPs along with one or
more of items 7 through 13. Although the PIREP
should be as complete and concise as possible, pilots
should not be overly concerned with strict format or
phraseology. The important thing is that the
information is relayed so other pilots may benefit
from your observation. If a portion of the report needs
clarification, the ground station will request the
information. Completed PIREPs will be transmitted
to weather circuits as in the following examples:
2/14/08 AIM
　
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