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severe thunderstorms. However, by understanding
severe thunderstorm criteria, i.e., 50 knot winds or
3/4inch hail, the information is available in the report
to know that one is occurring.
g. 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, Precipitation Radar Weather Descriptions.
EXAMPLE-
1. Alert 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.
2. Alert 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.
7-1-29. Thunderstorm Flying
a. 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:
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.
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.
3. Don't fly without airborne radar into a cloud
mass containing scattered embedded thunderstorms.
Scattered thunderstorms not embedded usually can
be visually circumnavigated.
4. Don't trust the visual appearance to be a
reliable indicator of the turbulence inside a
thunderstorm.
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.
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. This
should exceed the altitude capability of most aircraft.
7. Do circumnavigate the entire area if the area
has 6/10 thunderstorm coverage.
8. Do remember that vivid and frequent
lightning indicates the probability of a strong
thunderstorm.
9. Do regard as extremely hazardous any
thunderstorm with tops 35,000 feet or higher whether
the top is visually sighted or determined by radar.
b. If you cannot avoid penetrating a thunderstorm,
following are some Do's before entering the storm:
1. Tighten your safety belt, put on your shoulder
harness if you have one and secure all loose objects.
2. Plan and hold your course to take you through
the storm in a minimum time.
2/14/08 AIM
Meteorology 7-1-57
3. To avoid the most critical icing, establish a
penetration altitude below the freezing level or above
the level of minus 15 degrees Celsius.
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.
5. Establish power settings for turbulence
penetration airspeed recommended in your aircraft
manual.
6. Turn up cockpit lights to highest intensity to
lessen temporary blindness from lightning.
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 stress.
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.
c. Following are some Do's and Don'ts during the
thunderstorm penetration:
1. Do keep your eyes on your instruments.
Looking outside the cockpit can increase danger of
temporary blindness from lightning.
2. Don't change power settings; maintain
settings for the recommended turbulence penetration
airspeed.
3. Don't attempt to maintain constant altitude;
let the aircraft “ride the waves.”
4. Don't turn back once you are in the
thunderstorm. A straight course through the storm
most likely will get you out of the hazards most
quickly. In addition, turning maneuvers increase
stress on the aircraft.
AIM 2/14/08
7-1-58 Meteorology
7-1-30. Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR)
　
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