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are denoted by the contraction “CIG” when used with
sky cover symbols as in “LWRG TO CIG OVC005,”
or the contraction “AGL” after the forecast cloud
height value. When the cloud base is given in height
above mean sea level, it is so indicated by the
contraction “MSL” or “ASL” following the height
value. The heights of cloud tops, freezing level, icing,
and turbulence are always given in heights above
mean sea level (ASL or MSL).
15. Reporting Prevailing Visibility
15.1 Surface (horizontal) visibility is reported in
METAR reports in terms of statute miles and
increments thereof; e.g., 1/16, 1/8, 3/
16, 1/4, 5/
16, 3/
8, 1/
2,
5/
8, 3/4, 7/8, 1, 1 1/8, etc. (Visibility reported by an
unaugmented automated site is reported differently
than in a manual report; i.e., ASOS: 0, 1/16, 1/
8, 1/4, 1/
2,
3/4, 1, 1 1/4, 1 1/
2, 1 3/
4, 2, 2 1/
2, 3, 4, 5, etc., AWOS:
M1/4, 1/4, 1/
2, 3/4, 1, 1 1/4, 1 1/
2, 1 3/
4, 2, 2 1/
2, 3, 4, 5,
etc.) Visibility is determined through the ability to see
and identify preselected and prominent objects at a
known distance from the usual point of observation.
Visibilities which are determined to be less than
7miles, identify the obscuring atmospheric condition;
e.g., fog, haze, smoke, etc., or combinations
thereof.
15.2 Prevailing visibility is the greatest visibility
equalled or exceeded throughout at least one-half the
horizon circle, not necessarily contiguous. Segments
of the horizon circle which may have a significantly
different visibility may be reported in the remarks
section of the weather report; i.e., the southeastern
quadrant of the horizon circle may be determined to
be 2 miles in mist while the remaining quadrants are
determined to be 3 miles in mist.
15.3 When the prevailing visibility at the usual point
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
twovalues will be used as the prevailing visibility for
aircraft operations.
16. Estimating Intensity of Rain and Ice
Pellets
16.1 Rain
16.1.1 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.
16.1.2 Moderate. Individual drops are not clearly
identifiable; spray is observable just above pavements
and other hard surfaces.
16.1.3 Heavy. Rain seemingly falls in sheets;
individual drops are not identifiable; heavy spray to
a height of several inches is observed over hard
surfaces.
16.2 Ice Pellets
16.2.1 Light. Scattered pellets that do not completely
cover an exposed surface regardless of
duration. Visibility is not affected.
16.2.2 Moderate. Slow accumulation on the
ground. Visibility is reduced by ice pellets to less than
7 statute miles.
16.2.3 Heavy. Rapid accumulation on the ground.
Visibility is reduced by ice pellets to less than 3 statute
miles.
17. Estimating the Intensity of Snow or
Drizzle (Based on Visibility)
17.1 Light. Visibility more than 1/2 statute mile.
17.2 Moderate. Visibility from more than 1/4
statute mile to 1/2 statute mile.
17.3 Heavy. Visibility 1/4 statute mile or less.
18. Pilot Weather Reports (PIREPs)
18.1 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
and related phenomena, icing of a light degree or
greater, turbulence of a moderate degree or greater,
wind shear, and reported or forecast volcanic ash
clouds.
30 AUG 07
AIP
United States of America
GEN 3.5-35
15 MAR 07
Federal Aviation Administration Nineteenth Edition
18.2 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 (haze, smoke, and dust), wind at altitude,
and temperature aloft.
18.3 PIREPs should be given to the ground facility
with which communications are established; i.e.,
EFAS, AFSS/FSS, ARTCC, or terminal ATC. Radio
call “FLIGHT WATCH,” which serves as a collection
point for the exchange of PIREPs with en route
aircraft, is one of the primary duties of EFAS
　
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