时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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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: 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 7.1.23 12. Icing /IC See AIM paragraph 7.1.21 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 Charles-ton 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. 7.1.21. PIREPs Relating to Airframe Icing a. The effects of ice on aircraft are cumulative-thrust is reduced, drag increases, lift lessens, and weight increases. The results are an increase in stall speed and a deterioration of aircraft performance. In extreme cases, 2 to 3 inches of ice can form on the leading edge of the airfoil in less than 5 minutes. It takes but 1/2 inch of ice to reduce the lifting power of some aircraft by 50 percent and increases the frictional drag by an equal percentage. b. A pilot can expect icing when flying in visible precipitation, such as rain or cloud droplets, and the temperature is between +02 and .10 degrees Celsius. When icing is detected, a pilot should do one of two things, particularly if the aircraft is not equipped with deicing equipment; get out of the area of precipitation; or go to an altitude where the temperature is above freezing. This “warmer” altitude may not always be a lower altitude. Proper preflight action includes obtaining information on the freezing level and the above freezing levels in precipitation areas. Report icing to ATC, and if operating IFR, request new routing or altitude if icing will be a hazard. Be sure to give the type of aircraft to ATC when reporting icing. The following describes how to report icing conditions. 1.Trace. Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1 hour). 2.Light. The rate of accumulation may create a problem if flight is prolonged in this environment 7.1.42 Meteorology (over 1 hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does not present a problem if the deicing/anti-icing equipment is used. 3.Moderate. The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment or flight diversion is necessary. 4.Severe. The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary. EXAMPLE. Pilot report: give aircraft identification, location, time (UTC), intensity of type, altitude/FL, aircraft type, indicated air speed (IAS), and outside air temperature (OAT). NOTE. 1.Rime ice. Rough, milky, opaque ice formed by the instantaneous freezing of small supercooled water droplets. 2.Clear ice. A glossy, clear, or translucent ice formed by the relatively slow freezing of large supercooled water droplets. 3.The OAT should be requested by the AFSS/FSS or ATC if not included in the PIREP. |
