1. The AIM lists 13 PIREP items: Station ID, Report Type, Location, Time, Altitude, Aircraft Type, Sky Cover, Weather, Temperature, Wind, Turbulence, Icing and Remarks. When you're flying IFR and reporting to ATC, you should:
a. Report all 13 every time.
b. Report the first six (through aircraft type) and then whatever of the remaining seven you think matter.
c. Skip the first six--you're IFR, they know who and where you are--and report the last seven.
d. Report only the ones you think ATC doesn't know or you think are pertinent.
2. Reporting to ATC? Hey, aren't you supposed to give PIREPs to Flight Service?
a. Yes. ATC humors you by listening to your PIREP, but they don't actually put them in the system for others to see.
b. Yes. ATC will take them, but only if they aren't busy doing something else. They then pass them to Flight Service.
c. No. You are supposed to give PIREPs to whomever you're talking to at the time.
d. No. Lockheed is cutting back and has told FSS specialists not
to waste time listening to those silly pilots.
3. True or False: Flight Information Service (the free datalink weather through full ADS-B) does not include PIREPs.
4. Your destination's was VFR, but it's marginal at best when you get there. There's no approach, so ATC vectors you as low as practical and then asks for a PIREP when you report the field in sight. This is because:
a. He's curious and it's a slow day at the Center.
b. He's probably got another aircraft coming in after you and wants to relay the information.
c. He's supposed to ask.
d. He thinks you're lying about the weather being good enough and wants to get it on tape.
5. Essay question: When reporting wind shear on a PIREP, why shouldn't you report gains or losses of airpseed as "positive" or "negative"?
1. b or d. It depends how literally you want to take the AIM (7-1-20). Technically, you're supposed to give those first six every time and only give the weather phenomena (the last seven) that matter. In practice, a controller handling you IFR knows 1-6, so you can just relay the stuff you think is critical. You also don't have to say the report is urgent. If it's about serious ice or turbulence, it'll get classified as urgent anyway.
2. c. There's no need to change frequencies and call up Flight Service. You can give your PIREP to ATC, although it's a good idea to tell them you have a PIREP for them and wait for them to acknowledge they're ready to copy it down.
3. False. FIS-B distributes PIREPs; however, you probably won't be able to get them until you're airborne, as they are not distributed via the airport surface systems. You will also only see PIREPs within 500 miles of the FIS-B station you're tuned in to.
4. c. Per the ATC bible 7110.65 (2-6-3), controllers are supposed to solicit PIREPs when conditions include or are forecast:
(1) Ceilings at or below 5,000 feet
(2) Visibility (surface or aloft) at or less than 5 miles
(3) Thunderstorms and related phenomena
(4) Turbulence of moderate degree or greater
(5) Icing of light degree or greater
(6) Wind shear
(7) Volcanic ash clouds
Tower controllers must solicit PIREPs when Braking Action Advisories are in effect.
5. Because if you lost five knots on the approach and reported "Negative airspeed loss of five knots on final," no one would know if you lost five knots or didn't lose five knots. It's sort of like saying, "Remember, you can't lean this engine too much."
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|Title Annotation:||pilot reports|
|Date:||May 1, 2011|
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