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Aviation briefings

A pilot report or PIREP is a report of actual flight or ground conditions encountered by an aircraft. Reports commonly include information about atmospheric conditions (like temperature, icing, turbulence) or airport conditions (like runway condition codes or ground equipment failures). This information is usually relayed by radio to the nearest ground station, but other options (e.g. electronic submission) also exist in some regions.[1] The message would then be encoded and relayed to other weather offices and air traffic service units.

Although the actual form used to record the PIREP may differ from one country to another, the standards and criteria will remain almost the same. At a minimum the PIREP must contain a header, aircraft location, time, flight level, aircraft type and one other field.

In recent years[when?], a PIREP will also include UA or UUA used to identify the PIREP as routine or urgent.

Included data

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Mandatory

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  • UA or UUA used to identify the PIREP as routine or urgent (In Canada this is indicated by the prefix to the PIREP: "UACN01" for an urgent PIREP or "UACN10" for a normal PIREP)
  • /OV location of the PIREP, in relation to a NAVAID, an aerodrome or geographical coordinates
  • /TM time the PIREP was received from the pilot (UTC)
  • /FL flight level or altitude above sea level at the time the PIREP is filed; it is essential for turbulence and icing reports
  • /TP aircraft type; it is essential for turbulence and icing reports

Optional (at least one is required)

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AIREP

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Like PIREPs, Aircraft Reports (AIREP) are reports of actual weather conditions of an aircraft in flight. AIREPs are often automated reports generated by sensors onboard the aircraft, contrary to PIREPs, though they can also be reported by pilots. Likewise, a different encoding is used for either type.[2]: 26 

Body

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The message identifier "UA" is used when the PIREP contains non-hazardous weather information. If the PIREP contains a report of a tornado, funnel cloud, waterspout, severe turbulence, severe icing, hail, volcanic ash clouds, a low-level wind shear hazard, or any other weather deemed hazardous by the receiving agency, the identifier "UUA" would be used.[2]: 27 

The location (/OV) can be reported in one of three ways: as a direction and distance from a navigation aid (NAVAID), as a direction and distance from an airport, or as the latitude and longitude of the aircraft.

The time (/TM) used is the UTC time that the PIREP is reported.

The flight level (/FL) is reported as either a three digit value that indicates the altitude of the aircraft above sea level in hundreds of feet or can be one of three abbreviations: DURD (during descent or on approach), DURC (during climb or after takeoff) and UNKN (unknown).

Aircraft type (/TP) will be the approved ICAO designator, or UNKN if not reported.

Sky cover (/SK) is used to report the cloud layer amounts and the height of the cloud base. The tops of the cloud layers can also be included, as can more than one layer of cloud delimited with /. Heights are in hundreds of feet above sea level and are three digits. Abbreviations used in this group are "CLR" (clear), "FEW" (few), "SCT" (scattered), "BKN" (broken) and "OVC" (overcast).[3] Cloud cover ranges can be entered with a hyphen, e.g., BKN-OVC.[2]: 29 

Flight visibility and weather (/WX) includes both flight visibility and the current flight weather phenomenon. Flight visibility is prepended with FV followed by two-digit visibility, rounded down. If visibility is reported as unrestricted, FV99SM may be used. Flight weather is reported in a similar format as in METAR.[2]: 29 

Temperature (/TA) is the air temperature in whole degrees Celsius as a two-digit value, with negative temperatures preceded by a minus (-) sign. In the United States, negative temperatures are preceded by the letter M (M).[4][5]

Wind velocity (/WV) must contain both the wind speed and direction. Direction is reported as a three-digit value in whole degrees true and the wind speed in knots also in three digits.

Turbulence (/TB) and the intensity are reported in a PIREP based on the aircraft and occupants reaction to the turbulence. The altitude of the turbulence should be included using three-digit groups. When the top or the base of the turbulence is unknown then the abbreviation BLO (below) or ABV (above) should be used. Turbulence should be reported as LGT (light), MDT (moderate), SVR (severe) or in exceptional cases EXTRM (extreme). Clear-air turbulence is reported as CAT.

Icing (/IC) is reported by type and the intensity or rate of accretion. The type of ice is reported as "CLR" (clear), "RIME", or "MXD" (mixed). The intensity is reported as "TR" (trace), "LGT" (light), "MDT" (moderate), and "SVR" (severe). (Units are measured in MSL - MEAN SEA LEVEL)

Remarks (/RM) report on other weather conditions that are not covered in the rest of the PIREP may include such things as icing in precipitation, thunderstorms, St. Elmo's fire and frontal conditions. There are many other types of weather conditions that could be reported in a PIREP. In the United States, the Federal Aviation Administration launched a program called SKYSPOTTER to train pilots in observing and reporting weather while in flight. Reports submitted by these pilots are annotated with /AWC at the end of the remarks section.[2]: 33 

The explanations above is mostly north American. Other countries may use other groups and measurements.

Examples of PIREPs

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These examples are taken from the Canadian MANOBS (Manual of Surface Weather Observations) published by Environment Canada.[citation needed]

  • PIREP:
UACN10 CYQT 192128
YZ WG
UA /OV YSP 090025 /TM 2120 /FL050 /TP BE99 /SK 020BKN040 110OVC /TA -14 /WV 030045 /TB MDT CAT 060-080 /IC LGT RIME 020-040 /RM LGT FZRA INC
Decoded as:
Routine upper air report from Thunder Bay issued at 2128 UTC on the 19th of the month
YZ is Toronto and WG is Winnipeg: these are the Flight Information Regions where the PIREP was issued
Aircraft observation was 25 nmi (46 km) east (090 degrees radial) of the Marathon VOR/DME at 2120 UTC. The aircraft was at 5,000 ft (1,500 m) and is a Beech 99. The clouds were broken at 2,000 ft (610 m) AMSL with tops at 4,000 ft (1,200 m) and an overcast layer at 11,000 ft (3,400 m) AMSL. The temperature is −14 degrees Celsius and the winds are from the northeast (030 degrees true) at 45 kn (83 km/h). There is moderate clear air turbulence between 6,000 ft (1,800 m) and 8,000 ft (2,400 m). There is light rime icing between 2,000 ft (610 m) and 4,000 ft (1,200 m). Note this would indicate that the icing is picked up in the cloud. The remarks section says that light freezing rain was encountered in the cloud.
  • PIREP
UACN10 CYXU 032133
YZ
UA /OV YUX 09010 /TM 2120 /FL030 /TP C172 /TB MDT /RM MDT TURB BLO 050 CYKF CYXU
Decoded as:
Routine message from London, issued at 2133 UTC on the 3rd of the month
The Flight Information Region is Toronto
The aircraft was 10 nmi (19 km) east (090 degrees radial) of the London VOR at 2120 UTC. The aircraft was at 3,000 ft (910 m) and was a Cessna 172. The pilot reported moderate turbulence. The remarks says that the turbulence was below 5,000 ft (1,500 m) between Kitchener/Waterloo and London.

Soliciting PIREPs

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In the US, air traffic controllers are required to solicit PIREPs upon request of other facilities or pilots, or when any of the following conditions exists or is forecast in their area.[5]

At least once hourly, terminal controllers must obtain a descent/climb-out PIREP, including cloud information and other related phenomena.

See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Pilot report

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A pilot report, abbreviated as PIREP, is a real-time observation of in-flight weather conditions encountered by an aircraft, transmitted by the pilot to air traffic control, flight service stations, or electronically to support aviation safety and forecasting. These reports typically include details on turbulence, icing, visibility, cloud layers, precipitation, temperature, wind, and other meteorological phenomena, providing critical data that supplements radar, satellite imagery, and ground observations. PIREPs are essential for enhancing flight safety, as they alert other pilots to hazardous conditions such as severe , heavy icing, or low , enabling route adjustments and reducing risks associated with encounters like inadvertent entry into or thunderstorms. They are categorized into two types: routine UA reports for standard conditions and urgent UUA reports for immediate threats, including tornadoes, hail, , or exceeding 10 knots. Pilots are encouraged to file PIREPs when encountering notable , such as ceilings below 5,000 feet, under 5 miles, or moderate or greater or light or greater icing, often solicited by air traffic services during briefings or en route communications, though not during critical flight phases. The structured format of a PIREP uses standardized elements like location (/OV), time (/TM), altitude (/FL), aircraft type (/TP), and specific weather codes for turbulence intensity, icing severity, and remarks (/RM), ensuring clarity and rapid dissemination through systems like the FAA's Service A network. Beyond immediate operational use, PIREPs contribute to meteorological research, forecast verification by the , and long-term studies on atmospheric patterns, with modern transmission increasingly via automated systems like the Meteorological Data Relay (AMDAR). Even reports of benign conditions, such as no icing or smooth air, are valuable for confirming safe and refining models.

Overview

Definition

A pilot report (PIREP) is an unscheduled, real-time transmission from an in flight, detailing the pilot's observations of actual conditions encountered, including the aircraft's position, type, and meteorological phenomena such as weather, turbulence, and icing. These reports are typically relayed via radio communications to (ATC) units or flight service stations (FSS), or through electronic data links when available, and are encoded using abbreviated plain language codes to facilitate rapid and concise transmission. PIREP formats are standardized by the FAA and align with global standards established by the International Civil Aviation Organization (ICAO) in Annex 3, Meteorological Service for International Air Navigation, for air-reports (AIREPs), which mandates core elements including a message header or type designator, observation location (e.g., latitude/longitude), time in UTC, altitude or flight level, and aircraft identification or type to ensure interoperability across international airspace. In contrast to meteorological forecasts, PIREPs convey verified, firsthand accounts of prevailing conditions rather than predictions.

Purpose and Importance

Pilot reports (PIREPs) serve as a vital source of real-time meteorological data, enabling the updating of weather forecasts with observations from in flight that ground-based sensors cannot capture. By providing details on conditions such as , icing, and , PIREPs allow meteorologists to refine predictive models and issue more accurate advisories, while air traffic controllers (ATC) use them to make informed routing decisions that optimize and avoid hazardous areas. The importance of PIREPs lies in their role in mitigating risks, particularly through localized on phenomena like severe or icing that may not be detectable by or systems. Pilots are urged by the (FAA) to report severe or extreme , including , and severe icing not associated with thunderstorms, ensuring timely alerts that prevent potential accidents. This reporting underscores PIREPs' function in enhancing overall airspace safety, as failure to report such conditions can lead to unaddressed hazards affecting subsequent flights. Beyond immediate hazard avoidance, PIREPs significantly benefit en-route and terminal operations by improving pilots' and supporting ATC in dynamic rerouting, such as climbing or descending to evade reported layers. For meteorologists, these reports contribute to the validation and enhancement of models, leading to better long-term forecasting accuracy. In practice, PIREPs have proven instrumental in preventing incidents; for instance, reports of moderate to severe have enabled controllers to vector aircraft around affected altitudes, reducing injury risks and contributing to a safer operational environment across the .

History and Development

Origins

Pilot weather reports originated in the early as developed, with pilots informally sharing observations of weather conditions encountered during flights. During , military aviators navigated hazardous conditions like fog and storms that frequently grounded operations, without formal reporting systems. This practice continued into the with the expansion of U.S. operations, where emerging radio technology along routes enabled ground stations to provide pilots with weather updates, helping subsequent flights avoid unexpected or visibility issues despite the absence of formal protocols. By the 1940s, these informal exchanges evolved into more structured reports under the oversight of the U.S. Civil Aeronautics Administration (CAA), which formalized pilot weather reporting to enhance en-route safety as commercial aviation grew. The emphasis was on airborne observations of icing, turbulence, and cloud formations, critical due to the limited availability of ground-based radar at the time. On August 8, 1946, the U.S. Weather Bureau was tasked with collecting and disseminating pilot weather observations, establishing PIREPs as an official aviation weather tool. Following the founding of the International Civil Aviation Organization (ICAO) in 1944, early discussions addressed aviation standards, paving the way for global weather reporting protocols. Early adoption faced significant challenges, including inconsistent reporting formats that led to miscommunications between pilots and meteorologists, often resulting in incomplete or misinterpreted data that undermined flight planning reliability. These issues highlighted the urgency for uniform procedures, paving the way for later international agreements.

Standardization Efforts

In the mid-20th century, the United States began formalizing pilot weather reports through its aviation authorities, with the Civil Aeronautics Administration (CAA), predecessor to the Federal Aviation Administration (FAA), adopting standardized practices in the 1950s to address growing air traffic and safety needs. The U.S. Air Force played a key role in 1956 by defining icing intensity criteria for pilot reports, using terms like trace, light, moderate, heavy, and severe based on liquid water content and aircraft performance impacts, which influenced civilian adaptations. These efforts built on informal World War II-era reporting but shifted toward structured formats to enhance meteorological data reliability for domestic flights. By the 1960s, integration with international standards advanced as the FAA, established in 1958, incorporated Aircraft Reports (AIREPs) for transoceanic and international operations, aligning U.S. Pilot Reports (PIREPs) with global protocols under emerging ICAO guidelines. The National Coordinating Committee for Aviation Meteorology refined icing and reporting in 1964, emphasizing accumulation rates and pilot observations for deicing-equipped , while a 1968 federal subcommittee established the enduring trace/light/moderate/severe scale for PIREPs, adopted across FAA, Department of Commerce, and Department of Defense agencies. Regulatory milestones, such as 14 CFR 135.85 prohibiting uncertified flight in known icing, further embedded PIREP data into operational requirements, with amendments in 1969 extending allowances to certified . The (ICAO) formalized PIREP-like requirements in Annex 3, Meteorological Service for , mandating special air-reports (including AIREPs) for hazardous conditions since its 1970s amendments, which emphasized en-route observations of and icing to support global safety. Refinements in the , via FAA 135-9 in 1981, clarified distinctions between certified and uncertificated in PIREP-based icing assessments, standardizing and icing codes to focus on operational effects rather than solely environmental metrics. Pre-standardization regional variations persisted, with placing greater emphasis on AIREP formats for international routes, differing from U.S.-centric PIREPs in coding and dissemination priorities. In 1976, the FAA implemented a standardized PIREP format, improving the structure for reporting weather conditions. Key milestones in the included updates for digital encoding, such as the 1990 rollout of the Direct User Access Terminal Service (DUATS), enabling pilots to access and submit PIREP data electronically alongside weather briefings. These developments marked a transition from analog teletype networks to automated dissemination, enhancing report accuracy and accessibility.

Report Format

Mandatory Elements

The mandatory elements of a Pilot Report (PIREP) form the foundational structure required for the report to be accepted and processed by air traffic control and weather services, ensuring basic identification and contextualization of the observation. These elements, as outlined in the standardized FAA PIREP format, must be included in every valid report along with at least one weather phenomenon element to facilitate timely dissemination and validation. The report begins with a header identifier specifying the type: "UA" for routine reports or "UUA" for urgent reports, which immediately conveys the priority level to recipients. This header is prefixed to the entire message and is essential for classifying the PIREP upon receipt. Location is denoted by the "/OV" field, providing the aircraft's position at the time of the , typically referenced to a navigation aid (NAVAID) such as a VOR with radial and (e.g., /OV APE 015030), geographic coordinates in the format DDMMNDDMMW (e.g., /OV 4045N12230W), or named fixes along the route. This element allows meteorologists to geolocate the report accurately for mapping and purposes. Time is recorded in the "/TM" field using (UTC) in the four-digit HHMM format (e.g., /TM 1430), reflecting the exact moment of the observation to enable correlation with other data sources and assessment of how conditions may evolve. Altitude or is specified in the "/FL" field, expressed as a three-digit number in hundreds of feet above mean (MSL) (e.g., /FL350 for 35,000 feet or /FL080 for 8,000 feet), which is critical for contextualizing phenomena that vary with height. If unknown, "UNKN" may be used (/FL UNKN), though precision here aids in validating the report's . The aircraft type is indicated in the "/TP" field using the four-letter ICAO aircraft designator (e.g., /TP B738 for Boeing 737-800) or "UNKN" if unspecified, helping evaluators interpret the report's observations relative to the aircraft's performance characteristics, such as sensitivity to turbulence or icing. Collectively, these elements, plus at least one element, serve as the minimum criteria for report acceptance, enabling initial validation by flight service stations before incorporation into broader weather products; additional optional details may enhance the report but are not required for basic processing.

Optional Elements

Optional elements in Pilot Reports (PIREPs) enhance the core mandatory information by providing supplementary details on atmospheric conditions encountered during flight, ensuring the report's utility without overburdening transmission protocols. These elements are not required for every PIREP but at least one is typically included for completeness, with more detailed inclusions in urgent reports (UUA) to convey critical hazards. They are encoded using specific Text Element Identifiers (TEIs) and standardized contractions to maintain brevity and avoid radio congestion, as per FAA guidelines. The sky condition element (/SK) reports cloud layers, coverage, and heights, aiding in assessing and potential conflicts. Coverage is denoted by contractions such as FEW (few), SCT (scattered), BKN (broken), or (overcast), followed by heights in hundreds of feet above mean (MSL); tops may be specified if known. For example, /SK indicates few clouds at 1,000 feet MSL, while /SK denotes overcast at 10,000 feet with tops at 11,000 feet and clear skies above. Unknown heights are reported as UNKN. This element uses /TAF conventions to support en route weather analysis. Weather phenomena (/WX) describe precipitation, visibility, and other significant conditions using intensity modifiers and METAR codes, helping identify immediate hazards like reduced visibility or convective activity. Visibility is prefixed with FV followed by statute miles (e.g., FV03SM for 3 miles), limited to three groups ordered by severity: tornadoes/waterspouts, thunderstorms, then other phenomena. Examples include /WX RA for rain or /WX +TSRA for heavy thunderstorm with rain; unrestricted visibility is FV99SM. This keeps reports concise while prioritizing aviation-relevant threats. Temperature (/TA) provides the outside air temperature in degrees Celsius, essential for evaluating icing potential and aircraft performance, and is mandatory when icing is reported. It uses two digits with a leading M for negative values (e.g., /TA 08 for 8°C or /TA M05 for -5°C). This simple encoding allows quick integration into meteorological models without adding transmission length. Wind direction and speed (/WV) report true wind aloft in degrees and knots, supporting and forecasting. The format includes a three-digit direction (padded with zero if below 100) followed by speed in KT (e.g., /WV 280080KT for 280° at 80 knots). Gusts or variable directions can be appended, such as VRB for variable. This element is kept succinct to facilitate rapid dissemination for adjustments. Turbulence (/TB) details intensity, type, and extent to warn of potential flight disruptions, with type (/TP) required for context. Intensity levels include LGT (light), MOD (moderate), SEV (severe), or EXTRM (extreme); types are (clear air turbulence) or CHOP (chop); duration like OCNL (occasional) may be added, followed by altitude in thousands of feet (e.g., /TB MOD-SEV 350 for moderate-to-severe at 35,000 feet). Encoding prioritizes brevity while conveying risk levels for rerouting decisions. Icing (/IC) reports severity, type, and altitude range to highlight accretion risks, always paired with temperature and aircraft type. Severity uses TRACE, LGT, MOD, or SEV; types include RIME (rime), CLR (clear), or MX (mixed) (e.g., /IC LGT RIME for light rime icing or /IC SEV CLR 035-062 for severe clear icing between 35,000 and 62,000 feet). This element's standardized format ensures compatibility with icing forecast products while remaining transmission-efficient. Remarks (/RM) provide additional significant information not covered by other elements, such as low-level or other observations (e.g., /RM LLWS -10KT). This field allows for free-text details while maintaining the coded structure.

Types of Reports

Routine Reports (UA)

Routine pilot reports, denoted by the prefix "UA," provide authorities and other pilots with observations of non-hazardous or general in-flight conditions that do not pose immediate threats to flight . These reports are essential for refining forecasts and enhancing in areas where conditions are stable or deviate mildly from predictions. Unlike urgent reports, UA PIREPs focus on everyday phenomena, ensuring a steady flow of data without the need for rapid alerts. Pilots submit UA reports voluntarily when they encounter routine weather variations or upon specific request from or flight service stations, typically via radio communication during flight. Common content includes details on , light turbulence, icing levels below moderate intensity, or temperature anomalies that do not affect performance significantly. For instance, a pilot might report clear skies with minimal at cruising altitude to confirm the absence of expected or . These elements are encoded in a standardized format to facilitate quick interpretation by meteorologists and fellow aviators. In use cases, UA reports primarily support the updating of en route forecasts in non-critical scenarios, such as during clear weather periods or when verifying the lack of anticipated turbulence or precipitation. They are disseminated at a lower priority than urgent counterparts, often broadcast via aviation weather networks or included in routine briefings, with frequency determined by pilot observations rather than strict time intervals. This approach allows for proactive adjustments to flight planning without overwhelming communication channels, contributing to overall airspace efficiency.

Urgent Reports (UUA)

Urgent Pilot Reports (UUA) are a critical of Pilot Weather Reports (PIREPs) designated for time-sensitive observations of conditions that pose immediate hazards to operations. These reports utilize the UUA prefix to signify their elevated urgency, distinguishing them from routine UA reports by requiring instantaneous communication to (ATC) or flight service stations (FSS). The UUA classification ensures rapid dissemination through systems like the Hazardous Inflight Weather Advisory Service (HIWAS), prioritizing safety by alerting nearby to avoid dangerous areas. Qualifying conditions for UUA reports encompass phenomena such as tornadoes, funnel clouds, waterspouts, severe or extreme turbulence (including clear air turbulence), severe icing, hail, low-level wind shear with airspeed fluctuations of 10 knots or more within 2,000 feet of the surface, and volcanic ash clouds or eruptions. For instance, severe turbulence is reported if it causes significant altitude loss or structural stress, while severe icing involves rapid ice accumulation that impairs aircraft performance. These criteria are outlined in FAA guidelines to standardize identification of hazards that demand immediate action. Transmission of UUA reports mandates immediate relay via radio, voice, or , often interrupting ongoing communications if necessary to expedite delivery. They receive the highest priority handling, marked as "URGENT - IMMEDIATE BROADCAST REQUESTED," ensuring prompt entry into operational systems and broadcast to relevant aviation stakeholders. This protocol facilitates real-time updates to flight paths and enhances overall safety. Content in UUA reports emphasizes detailed hazard intensity and location to support tactical decision-making, including the report type (/UUA), position (/OV), time (/TM in Zulu), altitude or flight level (/FL), aircraft type (/TP), and specific remarks (/RM or /WX) describing the severity—such as "SEV TURB" for severe turbulence causing 20 knots or more airspeed variation. For example, a report might detail heavy icing as "SEV ICE RIME" at a specific altitude to quantify the threat level. This structured format allows for precise integration into weather products like the Current Icing Product (CIP). Primary use cases for UUA reports involve alerting proximate aircraft to evade hazards, verifying forecasts in real time, and informing rerouting decisions during safety-critical events like thunderstorms or volcanic activity. By mandating submission for such events, these reports contribute to broader , reducing the risk of encounters with undetected .

Automated Reports (AIREP)

Automated reports, known as AIREP in ICAO terminology, refer to routine air-reports transmitted from in flight, encompassing positional, operational, and meteorological information derived primarily from onboard sensors. These reports are standardized under ICAO procedures and are often generated automatically via systems like the , which facilitates digital data transmission without pilot intervention. Unlike manual pilot reports (PIREP), which are typically voluntary and narrative-driven, AIREPs employ a fixed, structured format divided into sections: Section 1 for essential details like aircraft identification, position (latitude/longitude), time (UTC), and ; Section 2 for operational data such as at the destination and ; and meteorological elements including /speed and , with less emphasis on descriptive text. Transmissions occur periodically at designated reporting points or intervals, often every 10 to 30 minutes in procedural , ensuring consistent data flow for air traffic services and . AIREPs also include special air-reports for urgent conditions, such as severe or , similar to UUA PIREPs. AIREPs are particularly vital for oceanic and remote flights, where limited radar coverage and ground observations necessitate reliable in-flight data to support , separation, and meteorological updates for subsequent aircraft. Modern implementations often integrate with automated meteorological data relay systems like the Aircraft Meteorological Data Relay (AMDAR), which transmit observations over datalinks to enhance global monitoring.

Content Components

Location and Time Data

In pilot reports (PIREPs), location data is encoded using the "/OV" identifier followed by precise positional references to facilitate accurate hazard mapping along flight routes. Common formats include radial and distance from a (VOR) station or navigation aid, such as "/OV LAX 120020" indicating 20 nautical miles southeast of VOR. Alternative methods specify latitude and longitude in degrees and minutes, for example "/OV 3412N11830W" for a point near , or reference to waypoints and fixes along a route like "/OV KLAX-KLAS." These standardized positional elements, drawn from FAA guidelines, ensure compatibility with systems and meteorological plotting tools. Time data in PIREPs is reported under the "/TM" identifier as a four-digit Coordinated Universal Time (UTC) value, rounded to the nearest minute for operational relevance. For instance, "/TM 1430" denotes 1430 UTC, capturing the exact moment the observed phenomenon was encountered to correlate with evolving weather patterns. This UTC-based precision, mandated by aviation authorities, supports real-time dissemination and avoids ambiguities from local time zones. Altitude information is conveyed via the "/FL" identifier as three digits representing hundreds of feet above mean (MSL), such as "/FL310" for 31,000 feet MSL. For flight levels above the transition altitude, the value corresponds to the in hundreds of feet (e.g., "/FL310" for FL310). If the exact altitude is unknown, "/FL UNKN" is used, with remarks for dynamic conditions like climbing or descending (e.g., "/RM DURC"). For layered phenomena, a range may be specified, such as "/FL200-240," to indicate vertical extent. These conventions, based on FAA guidelines, enable vertical profiling of hazards. The integration of location, time, and altitude data in PIREPs allows aviation meteorologists and pilots to map reported hazards directly onto flight routes and en route charts, enhancing and forecast accuracy. This spatiotemporal framework underpins the reports' utility in , where precise coordinates and timestamps facilitate timely alerts for , icing, or issues along specific airways.

Aircraft and Observation Details

In Pilot Weather Reports (PIREPs), the aircraft type is denoted using the /TP element, which specifies the ICAO aircraft designator consisting of up to four alphanumeric characters, such as for a or L101 for a Lockheed L-1011, as outlined in FAA Order 7340.1. This identifier is essential for assessing the report's relevance, as it conveys the aircraft's performance characteristics, including sensitivity to weather phenomena like icing or , with "UNKN" used if the type is unknown. The /TP is mandatory for reports involving icing or to contextualize the observations based on the aircraft's design limitations. The observation level is reported via the /FL element, indicating the altitude in hundreds of feet above mean (MSL) where the conditions were encountered, such as /FL310 for 31,000 feet or a range like /FL180-240 for layered phenomena. This provides critical vertical context for the report, with "UNKN" substituted if the exact altitude cannot be determined; for observations during climb or descent phases, the phase may be noted in the remarks section (/RM) as DURC or DURD to indicate the trajectory. Such details help meteorologists correlate the report with specific atmospheric layers, often in relation to nearby positional data. Duration and intensity qualifiers enhance the precision of observational metadata, particularly for transient conditions like , where duration is classified as occasional (OCNL), intermittent (INTMT), or continuous (CONS), and intensity as light (LGT), moderate (MOD), severe (SEV), or extreme (EXTRM). These qualifiers are appended to the relevant elements, such as specifying from FL100 to FL200 with intermittent moderate intensity, to quantify the spatial and temporal extent of the encounter. They are derived from the pilot's direct assessment and are vital for scaling the report's impact across different flight regimes. Pilot qualifications are primarily implied through the aircraft type and report context, influencing the perceived credibility of the observations, as larger or more advanced may provide more reliable data on severe conditions due to their operational envelopes. Specially trained pilots, such as FAA-certified SKYSPOTTERs, are explicitly noted in the remarks (/RM) with /AWC to highlight enhanced observational expertise, ensuring higher confidence in reports from these sources. This implicit and explicit qualification framework allows aviation authorities to prioritize reports based on the reporter's capability and level.

Weather Phenomena Descriptions

Pilot reports (PIREPs) include standardized encodings for atmospheric conditions to facilitate consistent communication of hazardous weather encountered in flight. These descriptions focus on , icing, and other phenomena such as , restrictions, , and , using ICAO symbology adapted by authorities like the FAA. Sky condition is reported using the /SK element, specifying layers and tops (e.g., /SK OVC 100-TOP 120 for clouds based at 10,000 feet with tops at 12,000 feet), using coverage abbreviations like FEW (few), SCT (scattered), BKN (broken), and OVC (). Air temperature is encoded in /TA as degrees (e.g., /TA M05 for -5°C or /TA 15 for 15°C), providing context for icing and other conditions. Wind at the observation level is reported via /WV with direction in tens of degrees and speed in knots (e.g., /WV 270030 for from 270° at 30 knots). The encodings appear in optional fields of the PIREP format, such as /TB for and /IC for icing, allowing pilots to report intensity, type, and affected altitudes relative to the (/FL). Turbulence is reported using the /TB field, specifying intensity levels from to extreme, along with type (e.g., or CAT, choppy or CHOP) and the altitude range if it differs from the reported . Intensity contractions include LGT for (minor aircraft motion, no significant strain), MOD for moderate (noticeable strain on aircraft and occupants), SEV for severe (large abrupt control inputs required), and EXTRM for extreme (aircraft structurally damaged, control nearly impossible). Frequency descriptors like OCNL (occasional), INTMT (intermittent), or CONS (continuous) may precede the intensity, and altitudes are noted with BLO (below) or ABV (above) for undefined boundaries; for example, /TB MOD CAT ABV FL300 indicates moderate above 300. These standards ensure turbulence reports aid in and avoidance, with aircraft type always included for in such observations. Icing conditions are encoded in the /IC field, detailing intensity from trace to severe, structural type (rime, clear, or mixed), and affected altitudes, with reported separately in /TA to correlate with supercooled droplet environments. Intensity levels are TRACE (ice detectable but removable by normal ), LGT (slight but continuous accretion requiring occasional ), MOD (moderate accretion demanding frequent attention), and SEV (severe, rapid accumulation overwhelming equipment). Types include RIME (opaque, milky ice from supercooled droplets freezing on contact), CLR (clear, dense ice from large supercooled drops), and MX (mixed); for instance, /IC LGT RIME 080-100 denotes light rime icing between 8,000 and 10,000 feet. These reports are critical for identifying icing hazards, particularly in layers where range from -5°C to -20°C for rime and warmer for clear . Other weather phenomena are captured in the /WX field for visibility and precipitation, or in remarks (/RM) for specialized hazards like wind shear and volcanic ash. Visibility is prefixed with FV followed by statute miles (e.g., FV02SM), combined with weather codes such as +SN for heavy snow or HZ for haze; an example is /WX FV03SM +SN RA indicating flight visibility of 3 statute miles in heavy snow and rain. Wind shear, particularly low-level (LLWS within 2,000 feet of the surface), is noted in /RM with airspeed fluctuations (e.g., /RM LLWS +/-20KT SFC-020 for gains/losses of 20 knots from surface to 2,000 feet), triggering urgent (UUA) classification if fluctuations exceed 15 knots. Volcanic ash is encoded as VA in /WX or /RM, with details on cloud tops, movement, and sulfur gases (e.g., /WX VA /RM SO2 ODOR), emphasizing its abrasive and engine-damaging potential; reports of ash without direct sighting, such as sulfur smells, are classified routine unless confirmed hazardous. These encodings align with ICAO Annex 3 standards for meteorological service, promoting global interoperability in aviation weather reporting.

Examples and Decoding

Sample Routine PIREP

A representative example of a routine Pilot Report (PIREP), designated by the "UA" prefix, is encoded as follows: UA /OV 060010 /TM 1430 /FL085 /TP BE20 /SK BKN040 /TA M08 /WV 270030 /TB LGT /RM MOD TURB NE OF . This encoded report can be decoded element by element according to standard (FAA) guidelines for PIREP formatting. The "UA" indicates a routine, non-urgent report submitted under normal flight conditions. The "/OV 060010" specifies the location as 10 nautical miles along the 060-degree radial from the Appleton VOR ( Omnidirectional Range) navigation aid. The "/TM 1430" denotes the time of the observation as 1430 (UTC). The "/FL085" reports the altitude as 085, equivalent to 8,500 feet above mean (MSL). The "/TP BE20" identifies the type as a BE20 (a twin-engine ). Continuing the decoding, "/SK BKN040" describes the sky condition as broken clouds with bases at 4,000 feet above mean (MSL). The "/TA M08" records the as minus 8 degrees . The "/WV 270030" indicates wind from 270 degrees (west) at 30 knots. The "/TB LGT" reports light . Finally, the "/RM MOD TURB NE OF APE" provides remarks noting moderate encountered northeast of the Appleton VOR. In context, this routine PIREP conveys a standard in-flight update from a aircraft operating with scattered cloud layers and mild , aiding subsequent pilots in anticipating en route conditions without indicating any immediate hazards.

Sample Urgent PIREP

An example of an urgent PIREP (UUA) reporting severe and icing conditions follows the standardized encoding format outlined in FAA Order JO 7110.10, which ensures rapid dissemination for . The encoded report reads: UUA /OV SGF 340025 /TM 2105 /FL390 /TP B763 /TB SEV /IC SEV /RM SEV TURB AND ICING FROM FL350-390, DESCENDING. Decoding this report reveals critical hazard details encountered by the pilot. "UUA" designates it as an urgent report, required for severe weather phenomena like extreme turbulence or icing that pose immediate risks. "/OV SGF 340025" indicates the position 25 nautical miles on the 340-degree radial from Springfield VOR (SGF). "/TM 2105" specifies the time of observation as 21:05 UTC. "/FL390" denotes the flight level at 39,000 feet. "/TP B763" identifies the aircraft as a Boeing 767. "/TB SEV" reports severe turbulence, defined as causing large abrupt altitude or heading changes without airframe stress. "/IC SEV" indicates severe icing, where the rate of accumulation is such that ice protection systems fail to reduce or control the hazard. The remarks "/RM SEV TURB AND ICING FROM FL350-390, DESCENDING" provide additional context on the severe turbulence and icing encountered between flight levels 350 and 390 during descent. This urgent PIREP carries immediate safety implications, alerting and subsequent aircraft to avoid the reported area near Springfield VOR to prevent structural damage, loss of control, or airframe icing that could compromise flight operations.

Solicitation and Use

Solicitation Procedures

In the United States, the (FAA) requires (ATC) facilities to solicit Pilot Weather Reports (PIREPs) to gather real-time meteorological data that supplements forecasts and enhances flight safety. According to FAA Order JO 7110.65, solicitation is mandatory when certain hazardous conditions are reported or forecasted, including icing, of moderate or greater intensity, ceilings at or below 5,000 feet (including bases, tops, and coverage), of 5 miles or less (surface or aloft), thunderstorms, low-level with airspeed fluctuations of 10 knots or more, and clouds. These reports help verify or refute forecast hazards, such as the absence of expected icing or , which is equally valuable for updating aviation weather products. Solicitation procedures involve proactive requests during routine pilot communications, such as handoffs between controllers or sector entries. Standard includes "Request PIREP," "Report flight conditions," or specific prompts like "Request icing conditions at [altitude]" to elicit targeted details on , time, type, altitude, and observed phenomena. For instance, during climb-out or descent phases, approach control facilities must solicit PIREPs at least hourly when ceilings are 5,000 feet or below to monitor low-level weather impacts. Requests should avoid critical flight phases or when pilots indicate hazardous conditions, prioritizing safety. Internationally, ICAO guidelines in Annex 3 () promote similar solicitation of special air-reports (AIR-REPs) by air traffic services for en-route hazards like severe icing and , with routine reports encouraged along designated routes or significant points. Regional implementations, such as in under coordination, emphasize more frequent solicitations in dense to support collaborative decision-making on weather-related flow management, though specifics align closely with ICAO standards. Pilots are strongly encouraged to respond to solicitation requests with precise observations, including or icing intensity based on reaction, but routine PIREPs remain voluntary unless urgent conditions (e.g., severe ) necessitate immediate reporting for safety alerts. If an urgent PIREP is warranted, pilots must transmit it promptly via ATC or flight service. As of October 2024, Leidos Flight Service implemented updates to streamline PIREP submissions, allowing more flexible electronic entry by pilots and dispatchers.

Dissemination and Application

Once received by (ATC) or flight service stations, pilot reports (PIREPs) are promptly relayed to aviation weather centers for processing and broader distribution. In the United States, for example, urgent PIREPs are forwarded to the Aviation Weather Center (AWC) and relevant Air Route Traffic Control Centers (ARTCCs), while routine reports are disseminated through systems like the Service A to ensure timely alerts to other pilots and forecasters. These reports may also be incorporated into Notices to Air Missions (NOTAMs) when they indicate significant hazards affecting flight operations, and they are shared with flight information regions (FIRs) to support regional airspace management. Broadcast methods include inclusion in (ATIS) announcements at airports and (vol mété́orologique) broadcasts for en route traffic, allowing real-time access by aircraft in the vicinity. In operational applications, PIREPs are integrated into significant meteorological information products such as SIGMETs, which warn of widespread hazardous conditions like severe or icing based on pilot observations. They inform route planning by enabling pilots and dispatchers to reroute flights around reported weather phenomena, and they are routinely included in preflight briefings provided by flight service stations to enhance . For instance, airlines use aggregated PIREPs to adjust tactical flight paths, avoiding areas of moderate or severe reported by preceding . Validation of PIREPs involves cross-checking with complementary data sources, such as and , to confirm reported conditions and resolve discrepancies before wider dissemination. Meteorologists at centers like the AWC assess report accuracy against tools like the Current Icing Product (CIP), which incorporates PIREPs alongside satellite-derived cloud data. The NTSB has recommended archiving PIREPs in national databases for at least one year to support post-flight analysis, meteorological research, and refinement of forecast models to improve future . Globally, the (ICAO) mandates the prompt dissemination of special air-reports—equivalent to PIREPs—through air traffic services to meteorological watch offices and area control centers, ensuring hazardous weather information reaches all affected operators without delay. This facilitates international coordination, such as relaying urgent reports to adjacent for cross-border flight safety.

Modern Practices

Electronic and Automated Systems

In the 2010s, the (FAA) introduced electronic submission methods to streamline pilot reports (PIREPs), including the SKYSPOTTER program, which encourages pilots to report weather conditions via digital tools as part of broader safety initiatives from the Safer Skies joint teams. This program integrates with online platforms like the Aviation Weather Center's website, where registered users can submit and icing PIREPs through a web form, enabling instant graphical display and nationwide distribution without relying on voice radio. Mobile apps, such as FlyVirga, further support in-flight or post-flight submissions directly to Flight Service when internet connectivity is available, reducing the need for traditional VHF communications. Automation in PIREP processes has advanced through integration with systems like the , which allows pilots to transmit formatted PIREPs as text messages from the cockpit, often routed through dispatchers for entry into the national system. While primarily supports manual initiation, it facilitates near-real-time delivery of reports on turbulence, icing, and other hazards, complementing voice methods and enabling automated handling by ground stations. The , built on ACARS protocols, enhances this by supporting data link communications for weather-related messaging, though PIREP automation remains pilot-initiated rather than fully sensor-driven. Recent developments incorporate (AI) for parsing and processing PIREPs to accelerate alerts and improve accuracy. A FAA study proposes using AI to convert spoken VHF radio PIREPs into coded formats, addressing delays in manual transcription and enabling faster dissemination to and other pilots. Proof-of-concept from 2023 demonstrates the feasibility of AI-driven submission and retrieval systems, including to transform free-form verbal reports into standardized codes, with high scores from pilot evaluations. These tools aim to preserve the qualitative insights from pilots while automating routine encoding, potentially increasing report volume by simplifying the process. Platforms like AviationWeather.gov provide real-time mapping of PIREPs, overlaying reports on interactive maps with filters for location, altitude, and hazard type to visualize , icing, and conditions across the U.S. Updated in 2025, the site's Graphical Forecasts for (GFA) tool integrates PIREP with METARs and model outputs for dynamic, color-coded displays that update as new reports arrive, aiding pre-flight planning and en route decisions. These electronic and automated systems offer significant benefits, such as reduced transcription errors from voice reports and increased PIREP volume—critical for refining products like the Graphical Turbulence Guidance (GTG)—while enhancing overall through timely hazard awareness. However, challenges include potential data overload from higher submission rates, requiring improved filtering algorithms, and reliance on connectivity, which may limit use in remote areas. Despite these hurdles, adoption has grown, with strategies focused on pilot education to maximize utility.

International Variations

In international , pilot reports adhere to core ICAO standards outlined in Doc 4444, which mandate routine AIREPs for position reporting on (IFR) routes and special air-reports for hazardous conditions, though implementation varies by region to address local meteorological and operational needs. In , under the (EASA), there is greater emphasis on AIREPs compared to domestic PIREPs, with mandatory periodic reports required on international routes to ensure continuous meteorological data exchange across flight information regions (). These reports, transmitted via voice or at designated position points, include detailed operational and weather elements such as , wind, and , supporting enhanced safety in transboundary . Canada's pilot report format, managed by and , incorporates more comprehensive cloud details than basic ICAO templates, using the /SK field to specify multiple layers with coverage in oktas and heights in hundreds of feet above (e.g., 020BKN040 for broken clouds at 2,000 feet). For instance, a routine PIREP near (CYQT) might report: UA CN10 CYQT 192128 /OV YQT 090010 /TM 2120 /FL050 /TP BE99 /SK 020BKN040 110OVC /TA -14 /WV 030045, highlighting layered cloud conditions between stations where surface observations are sparse. This enhanced cloud reporting aids in refining forecasts for icing-prone areas. In the region, practices remain largely ICAO-compliant, but local adaptations include specific codes for phenomena like in , where the integrates intensity qualifiers (e.g., DS for with visibility impacts) into air-reports to address arid environmental hazards. These additions, reported in routine or special AIREPs, provide critical for routes over desert areas, such as those in , without altering the core position and meteorological structure. Developing regions often face gaps in pilot report solicitation due to limited infrastructure and training, resulting in fewer routine submissions compared to high-traffic areas. Since 2015, ICAO has pursued harmonization through amendments to Doc 4444 and regional working groups, such as the Meteorology Regional Working Group, to standardize AIREP formats, improve dissemination via data links, and encourage quantitative reporting for better global weather integration.

References

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