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directly to the cockpit on a test basis at 9 locations.
b) TWIP products are generated using weather
data from the TDWR or the Integrated Terminal
Weather System (ITWS) testbed. TWIP products are
generated and stored in the form of text and character
graphic messages. Software has been developed to
allow TDWR or ITWS to format the data and send the
TWIP products to a database resident at Aeronautical
Radio, Inc. (ARINC). These products can then be
accessed by pilots using the ARINC Aircraft
Communications Addressing and Reporting System
(ACARS) data link services. Airline dispatchers can
also access this database and send messages to
specific aircraft whenever wind shear activity begins
or ends at an airport.
c) TWIP products include descriptions and
character graphics of microburst alerts, wind shear
alerts, significant precipitation, convective activity
within 30 NM surrounding the terminal area, and
expected weather that will impact airport operations.
During inclement weather; i.e., whenever a predetermined
level of precipitation or wind shear is detected
within 15 miles of the terminal area, TWIP products
are updated once each minute for text messages and
once every 5 minutes for character graphic messages.
During good weather (below the predetermined
precipitation or wind shear parameters) each message
is updated every 10 minutes. These products are
intended to improve the situational awareness of the
pilot/flight crew, and to aid in flight planning prior to
arriving or departing the terminal area. It is important
to understand that, in the context of TWIP, the
predetermined levels for inclement versus good
weather has nothing to do with the criteria for
VFR/MVFR/IFR/LIFR; it only deals with precipitation,
wind shears, and microbursts.
26. PIREPs Relating to Volcanic Ash Activity
26.1 Volcanic eruptions which send ash into the
upper atmosphere occur somewhere around the world
several times each year. Flying into a volcanic ash
cloud can be exceedingly dangerous. At least two
B747s have lost all power in all four engines after
such an encounter. Regardless of the type aircraft,
some damage is almost certain to ensue after an
encounter with a volcanic ash cloud.
26.2 While some volcanoes in the U.S. are
monitored, many in remote areas are not. These
unmonitored volcanoes may erupt without prior
warning to the aviation community. A pilot observing
a volcanic eruption who has not had previous
notification of it may be the only witness to the
eruption. Pilots are strongly encouraged to transmit a
PIREP regarding volcanic eruptions and any
observed volcanic ash clouds.
26.3 Pilots should submit PIREPs regarding volcanic
activity using the Volcanic Activity Reporting
form (VAR) as illustrated in FIG GEN 3.5-30. (If a
VAR form is not immediately available, relay enough
information to identify the position and type of
volcanic activity.)
26.4 Pilots should verbally transmit the data required
in items 1 through 8 of the VAR as soon as possible.
The data required in items 9 through 16 of the VAR
should be relayed after landing, if possible.
27. Thunderstorms
27.1 Turbulence, hail, rain, snow, lightning, sustained
updrafts and downdrafts, and icing conditions
are all present in thunderstorms. While there is some
evidence that maximum turbulence exists at the
middle level of a thunderstorm, recent studies show
little variation of turbulence intensity with altitude.
27.2 There is no useful correlation between the
external visual appearance of thunderstorms and the
severity or amount of turbulence or hail within them.
Also, the visible thunderstorm cloud is only a portion
of a turbulent system whose updrafts and downdrafts
often extend far beyond the visible storm cloud.
Severe turbulence can be expected up to 20 miles
from severe thunderstorms. This distance decreases
to about 10 miles in less severe storms. These
turbulent areas may appear as a well-defined echo on
weather radar.
27.3 Weather radar, airborne or ground-based, will
normally reflect the areas of moderate to heavy
precipitation. (Radar does not detect turbulence.) The
frequency and severity of turbulence generally
increases with the areas of highest liquid water
content of the storm. NO FLIGHT PATH THROUGH
AN AREA OF STRONG OR VERY STRONG
RADAR ECHOES SEPARATED BY 20-30 MILES
OR LESS MAY BE CONSIDERED FREE OF
SEVERE TURBULENCE.
30 AUG 07
AIP
United States of America
GEN 3.5-52
15 MAR 07
Nineteenth Edition Federal Aviation Administration
　
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