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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 7−1−6. 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:
2/17/05 AIM
Meteorology 7−1−41
TBL 7−1−6
PIREP Element Code Chart
PIREP ELEMENT PIREP CODE CONTENTS
1. 3−letter station identifier XXX Nearest weather reporting location to the reported phenomenon
2. Report type UA or UUA Routine or Urgent PIREP
3. Location /OV In relation to a VOR
4. Time /TM Coordinated Universal Time
5. Altitude /FL Essential for turbulence and icing reports
6. Type Aircraft /TP Essential for turbulence and icing reports
7. Sky cover /SK Cloud height and coverage (sky clear, few, scattered, broken, or
overcast)
8. Weather /WX Flight visibility, precipitation, restrictions to visibility, etc.
9. Temperature /TA Degrees Celsius
10. Wind /WV Direction in degrees magnetic north and speed in knots
11. Turbulence /TB See AIM paragraph 7−1−24
12. Icing /IC See AIM paragraph 7−1−22
13. Remarks /RM For reporting elements not included or to clarify previously
reported items
EXAMPLE−
1. KCMH UA /OV APE 230010/TM 1516/FL085/TP
BE20/SK BKN065/WX FV03SM HZ FU/TA 20/TB LGT
NOTE−
1. One zero miles southwest of Appleton VOR; time
1516 UTC; altitude eight thousand five hundred; aircraft
type BE200; bases of the broken cloud layer is six thousand
five hundred; flight visibility 3 miles with haze and smoke;
air temperature 20 degrees Celsius; light turbulence.
EXAMPLE−
2. KCRW UV /OV KBKW 360015−KCRW/TM
1815/FL120//TP BE99/SK IMC/WX RA/TA M08 /WV
290030/TB LGT−MDT/IC LGT RIME/RM MDT MXD
ICG DURC KROA NWBND FL080−100 1750Z
NOTE−
2. From 15 miles north of Beckley VOR to
Charleston VOR; time 1815 UTC; altitude 12,000 feet;
type aircraft, BE−99; in clouds; rain; temperature minus
8 Celsius; wind 290 degrees magnetic at 30 knots; light to
moderate turbulence; light rime icing during climb
northwestbound from Roanoke, VA, between 8,000 and
10,000 feet at 1750 UTC.
7−1−22. PIREPs Relating to Airframe Icing
a. The effects of ice on aircraft are cumulativethrust
is reduced, drag increases, lift lessens, and
weight increases. The results are an increase in stall
speed and a deterioration of aircraft performance. In
　
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