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than any associated with a very light rainfall rate.
2. ARTCCs use Narrowband Radar which
provides the controller with two distinct levels of
weather intensity by assigning radar display symbols
for specific precipitation densities measured by the
narrowband system.
b. Weather Avoidance Assistance.
1. To the extent possible, controllers will issue
pertinent information on weather or chaff areas and
assist pilots in avoiding such areas when requested.
Pilots should respond to a weather advisory by either
acknowledging the advisory or by acknowledging the
advisory and requesting an alternative course of
action as follows:
(a) Request to deviate off course by stating
the number of miles and the direction of the requested
deviation. In this case, when the requested deviation
is approved, navigation is at the pilot’s prerogative,
but must maintain the altitude assigned by ATC and
to remain within the specified mileage of the original
course.
(b) Request a new route to avoid the affected
area.
(c) Request a change of altitude.
(d) Request radar vectors around the affected
areas.
2. For obvious reasons of safety, an IFR pilot
must not deviate from the course or altitude or flight
level without a proper ATC clearance. When weather
conditions encountered are so severe that an
immediate deviation is determined to be necessary
and time will not permit approval by ATC, the pilot’s
emergency authority may be exercised.
3. When the pilot requests clearance for a route
deviation or for an ATC radar vector, the controller
must evaluate the air traffic picture in the affected
area, and coordinate with other controllers (if ATC
jurisdictional boundaries may be crossed) before
replying to the request.
4. It should be remembered that the controller’s
primary function is to provide safe separation
between aircraft. Any additional service, such as
weather avoidance assistance, can only be provided
to the extent that it does not derogate the primary
function. It’s also worth noting that the separation
workload is generally greater than normal when
weather disrupts the usual flow of traffic. ATC radar
limitations and frequency congestion may also be a
factor in limiting the controller’s capability to
provide additional service.
5. It is very important, therefore, that the request
for deviation or radar vector be forwarded to ATC as
far in advance as possible. Delay in submitting it may
delay or even preclude ATC approval or require that
additional restrictions be placed on the clearance.
Insofar as possible the following information should
be furnished to ATC when requesting clearance to
detour around weather activity:
(a) Proposed point where detour will commence.
(b) Proposed route and extent of detour
(direction and distance).
(c) Point where original route will be
resumed.
(d) Flight conditions (IFR or VFR).
(e) Any further deviation that may become
necessary as the flight progresses.
(f) Advise if the aircraft is equipped with
functioning airborne radar.
6. To a large degree, the assistance that might be
rendered by ATC will depend upon the weather
information available to controllers. Due to the
extremely transitory nature of severe weather
situations, the controller’s weather information may
be of only limited value if based on weather observed
on radar only. Frequent updates by pilots giving
specific information as to the area affected, altitudes,
intensity and nature of the severe weather can be of
considerable value. Such reports are relayed by radio
or phone to other pilots and controllers and also
receive widespread teletypewriter dissemination.
7. Obtaining IFR clearance or an ATC radar
vector to circumnavigate severe weather can often be
accommodated more readily in the en route areas
8/5/04 AIM
Meteorology 7−1−37
away from terminals because there is usually less
congestion and, therefore, offer greater freedom of
action. In terminal areas, the problem is more acute
because of traffic density, ATC coordination
requirements, complex departure and arrival routes,
adjacent airports, etc. As a consequence, controllers
are less likely to be able to accommodate all requests
for weather detours in a terminal area or be in a
position to volunteer such routing to the pilot.
Nevertheless, pilots should not hesitate to advise
controllers of any observed severe weather and
should specifically advise controllers if they desire
circumnavigation of observed weather.
　
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