Section 2. Pilot Weather Report (UA/UUA)

1. GENERAL

PIREPs are filed at unscheduled times with stations having sending capability to WMSCR for dissemination on the Service A domestic aviation weather system. These reports must be entered into the operational system as individual reports, not appended to a surface observation.

1. PREPARATION FOR TRANSMISSION

Record PIREP data directly into the operational system, on FAA Form 7110-2, or on other material deemed appropriate; for example, 5" x 8" plain paper.

1. RESPONSIBILITY

1. FSS specialists must actively solicit PIREPs in conjunction with preflight and inflight communications with pilots and assure timely dissemination of the PIREP information.

1. Timely dissemination of PIREPs alert pilots to significant weather reports and improves aviation forecasts.
2. Changing weather conditions should dictate increased frequency of PIREP solicitation.
3. PIREPs indicating good weather are valuable and pertinent to aviation weather forecasters and pilots. These include PIREPs indicating a lack of icing or turbulence, and should be disseminated in a timely fashion.

1. Each facility should make special efforts to solicit PIREPs on departure and arrival weather conditions at airports within their flight plan area.

1. SOLICITING PIREPs

1. Solicit PIREPs for the affected area(s) when one or more of the following weather conditions exist, are reported, or forecast to occur:

1. Ceilings at or below 5,000 feet.
2. Visibility reported on the surface or aloft is 5 miles or less.
3. Thunderstorms and related phenomenon.
4. Turbulence of moderate degree or greater.
5. Icing of light degree or greater.
6. Wind shear.
7. Braking action reports less than good.
8. Volcanic eruption, ash clouds, and/or detection of sulfur gases in the cabin: hydrogen sulfide (H₂S) or sulfur dioxide (SO₂).

1. If only H₂S or SO₂ is reported with no reported volcanic ash clouds, ask the pilot if volcanic ash clouds are in the vicinity.
2. The smell of sulfur gases in the cockpit may indicate volcanic activity that has not yet been detected or reported and/or possible entry into an ash-bearing cloud. H₂S, also known as sewer gas, has the odor of rotten eggs. SO₂ is identifiable as the sharp, acrid odor of a freshly struck match.

1. Also, solicit PIREPs regardless of weather conditions when:

1. A NWS or ATC facility indicates a need because of a specific weather or flight assistance situation.
2. Necessary to determine flying conditions pertinent to natural hazards (mountain passes, ridges, peaks) between the weather reporting stations.
3. The station is designated as responsible for PIREPs in an offshore coastal area.

1. In-Flight specialists must solicit sufficient PIREPs to remain aware of flight conditions.
2. To solicit PIREPs within a specific area, broadcast a request on NAVAIDs, transcribed broadcast facilities, or a selected communications frequency.

1. DATA TO BE INCLUDED IN PIREPs

Include the following reports of flight conditions, as appropriate:

1. Height and coverage of cloud bases, tops, and layers.
2. Flight visibility.
3. Restrictions to visibility and weather occurring at altitude.
4. Air temperature and changes to temperature with altitude or range.
5. Direction and speed of wind aloft.
6. Duration and intensity of turbulence.

1. Extent, type, and intensity of icing.

1. Weather conditions and cloud cover through mountain passes and over ridges and peaks.
2. Location, extent, and movement of thunderstorms and/or tornadic activity.
3. Excessive winds aloft, LLWS, and other phenomena bearing on safety and efficiency of flight.

1. REPORTING TURBULENCE IN PIREPs

1. Turbulence reports must include location, altitude, or range of altitudes, and aircraft type, and should include whether in clouds or clear air. The degree of turbulence, intensity, and duration (occasional, intermittent, and continuous) is determined by the pilot.

1. Light. Loose objects in aircraft remain at rest.
2. Moderate. Unsecured objects are dislodged. Occupants feel definite strains against seat belts and shoulder straps.
3. Severe. Occupants thrown violently against seat belts. Momentary loss of aircraft control. Unsecured objects tossed about.
4. Extreme. Aircraft is tossed violently about, impossible to control. May cause structural damage.

1. Report Clear Air Turbulence (CAT) or CHOP if used by the pilot to describe the type of turbulence.

1. REPORTING ICING CONDITIONS IN PIREPs

1. Icing reports must include location, altitude or range of altitudes, aircraft type, air temperature, intensity, and type of icing.
2. Icing types.

1. Rime. Rough, milky, opaque ice formed by the instantaneous freezing of small super-cooled water droplets.
2. Clear. A glossy, clear or translucent ice formed by the relatively slow freezing of large super-cooled water droplets.
3. Mixed. A combination of rime and clear.

1. Icing intensity.

1. Trace. Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1 hour).
2. Light. The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does not present a problem if deicing/anti-icing is used.
3. Moderate. The rate of accumulation is such that even short encounters become potentially hazardous, and use of deicing/anti-icing equipment or diversion is necessary.
4. Severe. The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard. Immediate diversion is necessary.

1. MEANS USED TO SOLICIT PIREPs

Inform pilots of a need for PIREPs. The following methods may be used to collect PIREPs:

1. During preflight weather briefings.
2. On post-flight contacts.
3. During regular air-ground contacts.
4. Broadcast a request on NAVAID frequencies.
5. Request PIREPs from air carrier and military operations offices, military pilot-to-forecaster units, and local aircraft operators.
6. Solicit from other air traffic facilities.

1. PIREP CLASSIFICATION

Categorize PIREPs as follows:

1. URGENT. The following weather phenomena must be classified as an URGENT (UUA) PIREP:

1. Tornadoes, funnel clouds, or waterspouts.
2. Severe or extreme turbulence (including clear air turbulence).
3. Severe icing.
4. Hail.
5. Low level wind shear. Classify LLWS PIREPs as UUA if the pilot reports air speed fluctuations of 10 knots or more. Classify reports of LLWS with air speed fluctuations less than 10 knots as routine. If airspeed fluctuation is not reported, classify PIREP as UUA.

1. Volcanic eruption, ash clouds, and/or detection of sulfur gases (H₂S or SO₂) in the cabin.

1. If a pilot only reported the smell of H₂S or SO₂ in the cabin and confirmed no volcanic ash clouds were present, classify the report as a ROUTINE PIREP.
2. The smell of sulfur gases in the cockpit may indicate volcanic activity that has not yet been detected or reported and/or possible entry into an ash-bearing cloud. H₂S, also known as sewer gas, has the odor of rotten eggs. SO₂ is identifiable as the sharp, acrid odor of a freshly struck match.

1. Any other weather phenomena reported which are considered by the specialist as being hazardous, or potentially hazardous, to flight operations.

1. ROUTINE. Classify as ROUTINE (UA) all PIREPs received except those listed above.

1. PIREP HANDLING

Upon receipt of a PIREP, accomplish the following:

1. Urgent.

1. Deliver to the ARTCC Weather Coordinator as soon as possible.
2. Enter on Service A as soon as possible.
3. Use in weather briefings, as appropriate.

1. Routine.

1. Transmit on Service A as soon as practical.
2. Use in weather briefings, as appropriate.

1. OFFSHORE COASTAL ROUTES

When your station has been given responsibility for collecting offshore coastal route PIREPs:

1. Include the coastal water area when soliciting PIREPs. At least one PIREP is required hourly regardless of weather conditions.
2. The following flight plan sectors are responsible for collecting offshore coastal routes in the contiguous 48 states, Hawaii, and Puerto Rico: HNL, SJU, SAN, HHR, OAK, MMV, SEA, BGR, BDR, MIV, DCA, RDU, MCN, GNV, PIE, MIA, ANB, GWO, DRI, CXO, and SJT.

1. PIREP PREPARATION

To assure proper dissemination of PIREPs to all system users, the encoding procedures listed below must be followed:

1. Identify each element by a Text Element Indicator (TEI).
2. Ensure each report includes TEIs for message type, location, time, altitude/flight level, aircraft type, and at least one other to describe the reported phenomena.
3. Precede each TEI, except message type, with a space and a solidus (/).
4. Follow each TEI, except altitude/flight level, with a space.
5. Insert zeros in reported values when the number of digits in the report is less than the number required by the format.
6. Use only authorized aircraft designators and contractions.
7. In the location TEI, include any three character alphanumeric identifier to describe locations or routes. Use only authorized identifiers from FAA Order JO 7350.9, Location Identifiers.
8. Omit entries of TEIs, except as listed in subparagraph 8-2-12b, for which no data was reported.

1. PIREP FORMAT

Using TEIs as described below, prepare PIREPs for system entry in the following format:

1. UUA or UA. Message type - Urgent or Routine PIREP.
2. /OV.

1. Location in reference to a VHF NAVAID or an airport, using the three or four alphanumeric identifier. If appropriate, encode the identifier, then three digits to define a radial and three digits to define the distance in nautical miles.

1. Route segment. Two or more fixes to describe a route.

1. /TM. Time that the reported phenomenon occurred or was encountered. Report time in four digits UTC.

1. /FL. Altitude/flight level. Enter the altitude in hundreds of feet (MSL) where the phenomenon was first encountered. If not known, enter UNKN. If the aircraft was climbing or descending, enter the appropriate contraction (DURC or DURD) in the remarks/RM TEI. If the condition was encountered within a layer, enter the altitude range within the appropriate TEI describing the condition.

1. /TP. Type aircraft. Enter aircraft type. If not known, enter UNKN. Icing and turbulence reports must always include the aircraft type. Do not consolidate observations from numerous aircraft types into one PIREP.

1. /SK. Sky condition. Report height of cloud bases, tops, and cloud coverage as follows:

1. Enter the height of the base of a layer of clouds in hundreds of feet (MSL) using three digits. Enter the top of a layer in hundreds of feet (MSL) preceded by the word "-TOP." If reported as clear above the highest cloud layer, enter a space and "SKC" following the reported level.

1. Use authorized contractions for cloud cover.

1. Cloud cover amount ranges will be entered with a hyphen and no spaces separating the amounts; i.e., BKN-OVC.

1. Unknown heights are indicated by the contraction UNKN.

1. If a pilot indicates he/she is in the clouds, enter IMC in the remarks.

1. When more than one layer is reported, separate layers by a solidus (/).

1. /WX. Flight visibility and flight weather. Report weather conditions encountered by the pilot as follows:

1. Flight visibility, if reported, will be the first entry in the /WX field. Enter as FV followed by a two-digit visibility value rounded down, if necessary, to the nearest whole statute mile and append “SM" (FV03SM). If visibility is reported as unrestricted, enter FV99SM.
2. Enter flight weather types using one or more of the standard surface weather reporting codes contained in TBL 8-2-1.

1. Intensity of precipitation (- for light, no qualifier for moderate, and + for heavy) must be indicated with precipitation types, except ice crystals and hail, including those associated with a thunderstorm and those of a showery nature.
2. Intensity of obscurations must be ascribed as moderate or + heavy for dust and sand storms only. No intensity for blowing dust, blowing sand, or blowing snow.

1. When more than one form of precipitation is combined in the report, the dominant type must be reported first.

1. When FC is entered in /WX, FUNNEL CLOUD is spelled out on /RM. When +FC is entered in /WX, TORNADO or WATERSPOUT is spelled out in the /RM TEI.

1. State the size of the hail in remarks in ¼” increments or any hail less than ¼” is stated as “GR less than ¼”.
2. The proximity qualifier VC (Vicinity) is only used with TS, FG, FC, +FC, SH, PO, BLDU, BLSA, and BLSN.

1. When more than one type of weather is reported enter in the following order: 1) TORNADO, WATERSPOUT, OR FUNNEL CLOUD; 2) Thunderstorm with or without associated precipitation; 3) Weather phenomena in order of decreasing predominance. No more than three groups in a single PIREP.
2. Weather layers must be entered with the base and/or top of the layer when reported. Use the same format as in the /SK TEI.

1. /TA. Air Temperature. Report outside air temperature using two digits in degrees Celsius. Prefix negative temperatures with a M; for example, /TA 08 or /TA M08.
2. /WV. Wind direction and speed. If reported, wind direction from which the wind is blowing must be coded using three figures. Directions less than 100 degrees must be preceded by a “0". For example, a wind direction of 90 degrees is coded as 090. The wind speed must be entered as a two or three digit group immediately following the wind direction. The speed must be coded in whole knots using the hundreds digit (if not zero) and the tens and units digits. The wind group always ends with "KT" to indicate that winds are reported in knots. Speeds of less than 10 knots must be coded using a leading zero. For example, a wind speed of 8 knots must be coded 08KT and a wind speed of 112 knots must be coded 112kt.

1. /TB. Turbulence. Report intensity, type, and altitude as follows:

1. Intensity. Enter duration if reported by the pilot (INTMT, OCNL, CONS) and intensity using contractions LGT, MOD, SEV, or EXTRM. Separate a range or variation of intensity with a hyphen; for example, MOD-SEV. If turbulence was not encountered, enter NEG.
2. Type. Enter CAT or CHOP if reported by the pilot.
3. Altitude. Report altitude only if it differs from value reported in /FL. When a layer of turbulence is reported, separate height values with a hyphen. If lower or upper limits are not defined, use BLO or ABV.

1. IC. Icing. Report intensity, type and altitude of icing as follows:

1. Intensity. Enter intensity first using contractions TRACE, LGT, MOD, or SEV. Separate reports of a range or variation of intensity with a hyphen. If icing was not encountered, enter NEG.
2. Type. Enter the reported icing type as RIME, CLR, or MX.
3. Altitude. Enter the reported icing/altitude only if different from the value reported in the /FL TEI. Use a hyphen to separate reported layers of icing. Use ABV or BLO when a layer is not defined.

1. When icing is reported always report temperature in the /TA TEI.

1. /RM. Remarks. Use this TEI to report a phenomenon which is considered important but does not fit in any of the other TEIs. This includes, but is not limited to, low level wind shear (LLWS) reports, thunderstorm lines, coverage and movement, size of hail (1/4" increments), lightning, clouds observed but not encountered, geographical or local description of where the phenomenon occurred, International Standard Atmospheric (ISA) reports and contrails. Report hazardous weather first. Describe LLWS to the extent possible.

1. Wind Shear. +/- 10 Kts or more fluctuations in airspeed, within 2,000 Ft of the surface, requires an UUA report. When Low Level Wind Shear is entered in a pilot report enter LLWS as the first remark in the /RM TEI. LLWS may be reported as -, +, or +/- depending on how it effects the aircraft. If the location is different than the /OV or /FL fields, include the location in the remarks.

1. FUNNEL, CLOUD, TORNADO, and WATERSPOUT are entered with the direction of movement if reported.

1. Thunderstorm. Enter coverage (ISOL, FEW, SCT, NMRS) and description (LN, BKN LN, SLD LN) if reported. Follow with "TS," the location and movement, and the type of lightning if reported.

1. Lightning. Enter frequency (OCNL, FRQ, CONS), followed by type (LTGIC, LTGCC, LTGCG, LTGCA, or combinations), if reported.

1. Electric Discharge. Enter DISCHARGE followed by the altitude.

1. Clouds. Use remarks when clouds can be seen but were not encountered and reported in /SK.

1. Plain Language. If specific phraseology is not adequate, use plain language to describe the phenomena or local geographic locations. Include remarks that do not fit in other TEIs like DURC, DURD, RCA, TOP, TOC, or CONTRAILS.

1. Volcanic Activity. Volcanic eruption, ash clouds, and/or sulfur gases are Urgent PIREPs. Reports of volcanic activity must include as much information as possible; for example, the name of the mountain, ash clouds observed and their movement, the height of the top and bottom of the ash clouds, etc.

1. If a pilot detected the smell of sulfur gases (H₂S or SO₂) in the cabin and reported volcanic ash clouds, include “VA” in Weather and “H2S,” “SO2,” or “SULFUR SMELL” in Remarks.

1. If a pilot only detected the smell of sulfur gases (H₂S or SO₂) in the cabin and confirmed there were no volcanic ash clouds, classify the PIREP as Routine and include “VA” in Weather and “H2S NO ASH,” “SO2 NO ASH,” or “SULFUR SMELL NO ASH” in Remarks.

1. If a volcanic activity report is received from other than a pilot, enter Aircraft “UNKN,” Flight Level “UNKN,” and in Remarks “UNOFFICIAL.”

1. The "SKYSPOTTER" program is a result of a recommendation from the Safer Skies FAA/INDUSTRY Joint Safety Analysis and Implementation Teams. The term "SKYSPOTTER" indicates that a pilot has received specialized training in observing and reporting inflight weather phenomenon, pilot weather reports, or PIREPs. When a PIREP from a pilot identifying themselves as a "SKYSPOTTER" aircraft is received, the additional comment "/AWC" must be added at the end of the remarks section of the PIREP.

1. If ISA is reported.

1. PIREP ENCODING

PIREPs must be coded to ensure the PIREP is stored and subsequently distributed with the surface observation location nearest the condition being reported. If more than one METAR location is appropriate, select the location that provides the greatest distribution and/or prominence, such as a major hub airport.