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27.4 Turbulence beneath a thunderstorm should not
be minimized. This is especially true when the
relative humidity is low in any layer between the
surface and 15,000 feet. Then the lower altitudes may
be characterized by strong out-flowing winds and
severe turbulence.
27.5 The probability of lightning strikes occurring to
aircraft is greatest when operating at altitudes where
temperatures are between -5 C and +5 C. Lightning
can strike aircraft flying in the clear in the vicinity of
a thunderstorm.
27.6 Current weather radar systems are able to
objectively determine precipitation intensity. These
precipitation intensity areas are described as “light,”
“moderate,” “heavy,” and “extreme.”
REFERENCEPilot/
Controller Glossary Term- Precipitation Radar Weather
Descriptions.
EXAMPLEAlert
provided by an ATC facility to an aircraft:
(aircraft identification) EXTREME precipitation between
ten o'clock and two o'clock, one five miles. Precipitation
area is two five miles in diameter.
EXAMPLEAlert
provided by an AFSS/FSS:
(aircraft identification) EXTREME precipitation two zero
miles west of Atlanta V-O-R, two five miles wide, moving
east at two zero knots, tops flight level three niner zero.
28. Thunderstorm Flying
28.1 Above all, remember this: never regard any
thunderstorm lightly, even when radar observers
report the echoes are of light intensity. Avoiding
thunderstorms is the best policy. Following are some
Do's and Don'ts of thunderstorm avoidance:
28.1.1 Don't land or takeoff in the face of an
approaching thunderstorm. A sudden gust front of
low-level turbulence could cause loss of control.
28.1.2 Don't attempt to fly under a thunderstorm
even if you can see through to the other side.
Turbulence and wind shear under the storm could be
disastrous.
28.1.3 Don't fly without airborne radar into a cloud
mass containing scattered embedded thunderstorms.
Scattered thunderstorms not embedded usually can
be visually circumnavigated.
28.1.4 Don't trust the visual appearance to be a
reliable indicator of the turbulence inside a
thunderstorm.
28.1.5 Do avoid by at least 20 miles any
thunderstorm identified as severe or giving an intense
radar echo. This is especially true under the anvil of
a large cumulonimbus.
28.1.6 Do clear the top of a known or suspected
severe thunderstorm by at least 1,000 feet altitude for
each 10 knots of wind speed at the cloud top.
However, the altitude capability of most aircraft
make it unlikely that the aircraft will be able to clear
the storm top.
28.1.7 Do circumnavigate the entire area if the area
has 6/10 thunderstorm coverage.
28.1.8 Do remember that vivid and frequent
lightning indicates the probability of a severe
thunderstorm.
28.1.9 Do regard as extremely hazardous any
thunderstorm that tops 35,000 feet or higher whether
the top is visually sighted or determined by radar.
28.2 If you cannot avoid penetrating a thunderstorm,
before entering the storm, you should do the
following:
28.2.1 Tighten your safety belt, put on your shoulder
harness if you have one, and secure all loose objects.
28.2.2 Plan and hold your course to take you through
the storm in a minimum time.
28.2.3 To avoid the most critical icing, establish a
penetration altitude below the freezing level or above
the level of -15 C.
28.2.4 Verify that pitot heat is on and turn on
carburetor heat or jet engine anti-ice. Icing can be
rapid at any altitude and cause almost instantaneous
power failure and/or loss of airspeed indication.
28.2.5 Establish power settings for turbulence
penetration airspeed recommended in your aircraft
manual.
28.2.6 Turn up cockpit lights to highest intensity to
lessen danger of temporary blindness from lightning.
28.2.7 If using automatic pilot, disengage altitude
hold mode and speed hold mode. The automatic
altitude and speed controls will increase maneuvers
of the aircraft thus increasing structural stresses.
30 AUG 07
AIP
United States of America
GEN 3.5-53
15 MAR 07
Federal Aviation Administration Nineteenth Edition
28.2.8 If using airborne radar, tilt the antenna up and
down occasionally. This will permit you to detect
other thunderstorm activity at altitudes other than the
one being flown.
28.3 Following are some Do's and Don'ts during the
thunderstorm penetration:
28.3.1 Do keep your eyes on your instruments.
Looking outside the cockpit can increase danger of
　
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