PIREPs: How to Read and Report Pilot Weather Reports

Pilot Reports

Introduction to Pilot Reports

A Pilot Weather Report (PIREP) is a report of meteorological phenomena encountered by the pilot in flight.
These reports serve as warnings to other pilots and give Air Traffic Control (ATC) knowledge of potential hazards to keep pilots clear
All pilots should give reports if:
- In flight when requested
- When unusual or unforecast weather conditions are encountered.
- When weather conditions on an IFR (Instrument Flight Rules) approach differ from the latest observation
- When a missed approach is executed due to weather.
- When a wind shear is encountered on departure or arrival
PIREPS can relate to a variety of factors such as turbulence, airframe icing, volcanic ash, wind shear, and clear air turbulence.
Reinforce your understanding of Pilot Reports by completing the knowledge quiz and interactive scenario, comparing your performance with the applicable Airman Certification Standards, and reviewing the topic summary before moving on.

On This Page

Pilot Reports Key Highlights
Pilot Reports
Issuance & Validity
PIREPs Relating to Turbulence
PIREPs Relating to Airframe Icing
PIREPs Relating to Volcanic Ash Activity
PIREPS Relating to Wind Shear
PIREPS Relating to Clear Air Turbulence
Estimating Intensity of Rain and Ice Pellets
Estimating Intensity of Snow or Drizzle (Based on Visibility)
Finding PIREPs
Submitting a PIREP
Pilot Reports Lessons & Case Studies
Pilot Reports Knowledge Check
Pilot Reports Interactive Scenario
Pilot Reports-Related Airman Certification Standards
Pilot Reports Conclusion
Pilot Reports References

Pilot Reports

Pilot Reports Key Highlights

Pilot Weather Reports (PIREPs) provide real-time weather observations from pilots operating in actual flight conditions.
PIREPs help pilots, air traffic control, and weather forecasters identify weather hazards not fully captured by automated systems.
Common PIREP information includes location, altitude, aircraft type, sky condition, visibility, turbulence, icing, and weather phenomena.
Urgent PIREPs report hazardous conditions such as severe turbulence, severe icing, low-level wind shear, volcanic ash, or other critical hazards.
Routine PIREPs support weather awareness by reporting less severe but operationally useful conditions along routes of flight.
Pilots should submit PIREPs when encountering conditions that differ from forecasts or may affect other aircraft operations.
PIREPs improve aviation weather products by providing verification and updates for forecasts, advisories, and observed conditions.
Air traffic control and Flight Service can receive and distribute PIREPs to support pilot decision-making and hazard avoidance.
Accurate PIREP location, altitude, timing, and condition descriptions improve the usefulness of reported weather information.
Understanding pilot reports improves weather interpretation, situational awareness, and overall flight safety.

Pilot Reports

Issuance & Validity

Issued when/as reports are received
Valid for current conditions and contain no forecasted data

Pilot Reports

PIREPs Relating to Volcanic Ash Activity

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 extremely dangerous.
  - At least two Boeing 747s have lost all power in all four engines after encountering volcanic ash.
- Regardless of the type aircraft, some damage is almost certain to ensue after an encounter with a volcanic ash cloud.
Additionally, studies have shown that volcanic eruptions are the only significant source of large quantities of sulphur dioxide (SO₂) gas at jet-cruising altitudes.
- Therefore, the detection and subsequent reporting of SO₂ is of significant importance.
- Although SO₂ is colorless, its presence in the atmosphere should be suspected when a sulphur-like or rotten egg odor is present throughout the cabin.
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 or detection of sulphur dioxide (SO₂) gas associated with volcanic activity.
Pilots should submit PIREPs regarding volcanic activity using the Volcanic Activity Reporting (VAR) form
If a VAR form is not immediately available, relay enough information to identify the position and type of volcanic activity.
- 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.

Pilot Reports

PIREPS Relating to Wind Shear

Because unexpected changes in wind speed and direction can be hazardous to aircraft operations at low altitudes on approach to and departing from airports, pilots are urged to promptly volunteer reports to controllers of wind shear conditions they encounter.
- An advance warning of this information will assist other pilots in avoiding or coping with a wind shear on approach or departure.
When describing conditions, use of the terms "negative" or "positive" wind shear should be avoided.
- PIREPs of "negative wind shear on final," intended to describe loss of airspeed and lift, have been interpreted to mean that no wind shear was encountered.
- The recommended method for wind shear reporting is to state the loss or gain of airspeed and the altitudes at which it was encountered.
Example:
1. Denver Tower, Cessna 1234 encountered wind shear, loss of 20 knots at 400'.
2. Tulsa Tower, American 721 encountered wind shear on final, gained 25 knots between 600 and 400' followed by loss of 40 knots between 400' and surface.
Pilots who are not able to report wind shear in these specific terms are encouraged to make reports in terms of the effect upon their aircraft.
- Miami Tower, Gulfstream 403 Charlie encountered an abrupt wind shear at 800' on final, max thrust required.
Pilots using Inertial Navigation Systems (INS) should report the wind and altitude both above and below the shear level
Wind Shear Escape
- Pilots should report to ATC when they are performing a wind shear escape maneuver. This report should be made as soon as practicable, but not until aircraft safety and control is assured, which may not be satisfied until the aircraft is clear of the wind shear or microburst. ATC should provide safety alerts and traffic advisories, as appropriate.
  - ATC: "Denver Tower, United 1154, wind shear escape".
- Once the pilot initiates a wind shear escape maneuver, ATC is not responsible for providing approved separation between the aircraft and any other aircraft, airspace, terrain, or obstacle until the pilot reports that the escape procedure is complete and approved separation has been re-established. Pilots should advise ATC that they are resuming the previously assigned clearance or should request an alternate clearance.
  - "Denver Tower, United ll54, wind shear escape complete, resuming last assigned heading/(name) DP/clearance" or "Denver Tower, United ll54, wind shear escape complete, request further instructions".

Pilot Reports

PIREPS Relating to Clear Air Turbulence

Clear Air Turbulence (CAT) has become a very serious operational factor to flight operations at all levels and especially to jet traffic flying in excess of 15,000'
The best available information on this phenomenon must come from pilots via the PIREP reporting procedures
All pilots encountering CAT conditions are urgently requested to report time, location, and intensity (light, moderate, severe, or extreme) of the element to the FAA facility with which they are maintaining radio contact
If time and conditions permit, elements should be reported according to the standards for other PIREPs and position reports

Pilot Reports

Estimating Intensity of Rain and Ice Pellets

Rain Intensities:
- Light Rain:
  - From scattered drops that, regardless of duration, do not completely wet an exposed surface up to a condition where individual drops are easily seen.
- Moderate Rain:
  - Individual drops are not clearly identifiable; spray is observable just above pavements and other hard surfaces.
- Heavy Rain:
  - Rain seemingly falls in sheets; individual drops are not identifiable; heavy spray to height of several inches is observed over hard surfaces.
Ice Pellet Intensities:
- Light Ice Pellets:
  - Scattered pellets that do not completely cover an exposed surface regardless of duration; Visibility not affected.
- Moderate Ice Pellets:
  - Slow accumulation on ground. Visibility reduced by ice pellets to less than 7 statute miles.
- Heavy Ice Pellets:
  - Rapid accumulation on ground. Visibility reduced by ice pellets to less than 3 statute miles.

Pilot Reports

Estimating Intensity of Snow or Drizzle (Based on Visibility)

Light:
- Visibility more than 1/2 statute mile.
Moderate:
- Visibility from more than 1/4 statute mile to 1/2 statute mile.
Heavy:
- Visibility 1/4 statute mile or less.

Pilot Reports

Submitting a PIREP

Radio PIREP Submission:
- When transmitting PIREPs manually, it is a good idea to write them out ahead of time with what you want to say.
- If you can't, or you omit something, its just a conversation, and need not be so formal and robotic when being read off.
  - If you miss a critical piece of information, a controller will ask.
Electronic PIREP Submissions:
- The NTSB has recognized that difficulty in the PIREP submission process has resulted in few pilots submitting PIREPs
- There are many reasons to this which include: understanding, weather is as expected, or pilot workload (especially in adverse weather) including aviating and navigating
- See Aviation Weather.gov to register
- FAA InFO 14011 – Electronic Submission of Pilot Weather Reports.

Pilot Reports

Pilot Reports Lessons & Case Studies

FAASTeam/AOPA Air Safety Institute: SkySpotter—PIREPs Made Easy is a free online course covering how to obtain, use, and submit PIREPs.
National Transportation Safety Board (NTSB) Identification: LAX05FA088:
- The NTSB determines the probable cause(s) of this accident to be: The pilot's in-flight loss of control following an inadvertent encounter with unforecast severe icing conditions. A factor in the accident was the inaccurate icing forecast developed by the NWS Aviation Weather Center
National Transportation Safety Board Identification: ERA21LA198:
- The NTSB determines the probable cause(s) of this accident to be: The student pilot reported that, during the landing roll, he applied brakes and the airplane veered right. He was unable to correct back to the centerline or brake effectively; the airplane exited the runway and struck an embankment before coming to rest. The airplane sustained substantial damage to the left horizontal stabilizer. Postaccident examination of the airplane revealed damage to the right brake torque plate. The right brake became stuck when actuated and sometimes required prying to release. After the torque plate was replaced, the brake functioned without any anomalies.
National Transportation Safety Board Identification: WPR17FA085:
- The NTSB determines the probable cause(s) of this accident to be: An encounter with a downburst during an instrument approach, which resulted in a loss of control at low altitude. Contributing to the accident was the air traffic controller's failure to solicit and disseminate pilot reports from arriving and departing aircraft in order to provide pilots with current and useful weather information near the airport.
National Transportation Safety Board Identification: OPS15IA020:
- The NTSB determines the probable cause(s) of this incident to be: The flight crew's continued flight into a closing gap between areas of thunderstorm activity and their failure to maintain the required lateral separation from the thunderstorms, which resulted in the airplane's encounter with hail and subsequent airplane damage. Contributing to the incident were the company flight dispatcher's failure to provide complete and timely weather information to the flight crew and the Denver air route traffic controller's failure to provide significant pilot weather report information and alert the pilots of existing and worsening hazardous weather along their flight route, as required by Federal Aviation directives, both of which led to the airplane's encounter with hail.
National Transportation Safety Board Identification: ANC12IA024:
- The NTSB determines the probable cause(s) of this incident to be: The flightcrew's loss of visual reference to the runway after encountering severe in-flight icing conditions, which resulted in a loss of control while landing and exceedence of the capabilities of the airplane's windscreen anti-ice systems. Contributing to this incident was the failure of the approach controller to relay a pilot report of severe icing conditions near the route of flight to the incident flight crew.
National Transportation Safety Board Identification: MIA08WA175:
- The NTSB determines the probable cause(s) of this accident to be: On August 26, 2008, about 1100 local time, a Cessna 172, Ecuadorian registration HC-BKY, registered to an operated by Wings of Hope Incorporated, as a medical transport flight, crashed following a loss of engine power, while in cruise flight to Rio Amazonas Airport, Pastaza, Ecuador. Visual meteorological conditions prevailed, and no flight plan was filed. The airplane was substantial damage. The private-rated pilot and passenger received serious injuries. According to information obtained from the Ecuadorian Subdireccion de Aviacion Civil, the pilot reported total loss of engine power, while in cruise flight. He conducted an emergency landing, and crashed into trees. This investigation is under the jurisdiction of the Government of Ecuador. Any further information can be obtained from: Direccion General de Aviacion Civil Buenos Aires 149 Y 10 de Agusto P.O. Box 2077 Quito, Republica del Ecuador Phone: 593-2-223-8981 Fax; 593-2- 223-8352 This information is for informational purposes only, and contains information released by, or obtained for the Government of Ecuador.

Pilot Reports

Pilot Reports Knowledge Check

Choose the knowledge check that matches your current training for Pilot Reports.

Private Pilot

PPL knowledge check

Core Knowledge Review

Review foundational knowledge, key concepts, and practical considerations. Topic: Pilot Reports.

Immediate feedback
Answer explanations
Account progress tracking

Why Take a Quiz?

Quizzes reinforce key concepts, identify knowledge gaps, and build confidence for real-world decisions. Quiz material is representative of the information provided here and is not based on or sourced from the Federal Aviation Administration test bank.

Pilot Reports

Pilot Reports Interactive Scenario

The Forecast That Changed the Pilot Reports Plan

Follow one developing flight from briefing through debrief. Each decision applies Pilot Reports knowledge to changing conditions, workload, and operational risk. Abbreviations used in this scenario: Above Ground Level (AGL); Mean Sea Level (MSL); nautical miles (NM).

6 DecisionsScenario-Based TrainingPilot ReportsConsequence-BasedRetry and Debrief

Decision 1

0%

Scenario Complete

Pilot Reports

Pilot Reports-Related Airman Certification Standards

Sport Pilot (Airplane) Weather Information Practical Test Standards:

Source: FAA-S-8081-29A, Section 1 - Sport Pilot Airplane.
Objective: To determine that the applicant exhibits knowledge of the elements related to weather information.
References: 14 CFR part 91; AIM; FAA-H-8083-25; AC 00-6; AC 00-45; Aviation Weather Reports, Charts, and Forecasts.
Sport Pilot (Airplane) Weather Information Lesson Plan.

Objective Elements 4 PTS Elements

SP.1:
Exhibits knowledge of the elements related to real-time weather information appropriate to the specific category/class aircraft by consulting weather reports, charts, and forecasts from aeronautical weather-reporting sources.
SP.2:
Makes a competent “go/no-go” decision based on available weather information.
SP.3:
Describes the importance of avoiding adverse weather and inadvertent entry into IMC.
SP.4:
Explains courses of action to safely exit from an inadvertent IMC encounter.

Private Pilot (Airplane) Weather Information Airman Certification Standards:

Source: FAA-S-ACS-6C, Private Pilot - Airplane.
Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with weather information for a flight under VFR.
References: 14 CFR part 91; AC 91-92; AIM; FAA-H-8083-2; FAA-H-8083-3; FAA-H-8083-25; FAA-H-8083-28.
Private Pilot (Airplane) Weather Information Lesson Plan.

Knowledge 4 ACS Elements

PA.I.C.K1:
Sources of weather data (e.g., National Weather Service and Flight Service) for flight planning purposes.
PA.I.C.K2:
Acceptable weather products and resources required for preflight planning and current and forecast weather for departure, en route, and arrival phases of flight, such as:
- PA.I.C.K2a:
  Airport observations (METAR and SPECI) and pilot observations (PIREP).
- PA.I.C.K2b:
  Surface Analysis Chart and Ceiling and Visibility Chart (CVA).
- PA.I.C.K2c:
  Terminal Aerodrome Forecasts (TAF).
- PA.I.C.K2d:
  Graphical Forecasts for Aviation (GFA).
- PA.I.C.K2e:
  Wind and Temperature Aloft Forecast (FB).
- PA.I.C.K2f:
  Convective Outlook (AC).
- PA.I.C.K2g:
  Inflight aviation weather advisories, including Airmen’s Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), and Convective SIGMET.
PA.I.C.K3:
Meteorology applicable to the departure, en route, alternate, and destination under visual flight rules (VFR) in visual meteorological conditions (VMC), including expected climate and hazardous conditions such as:
- PA.I.C.K3a:
  Atmospheric composition and stability.
- PA.I.C.K3b:
  Wind (e.g., crosswind, tailwind, wind shear, and mountain wave).
- PA.I.C.K3c:
  Temperature and heat exchange.
- PA.I.C.K3d:
  Moisture and precipitation.
- PA.I.C.K3e:
  Weather-system formation, including air masses and fronts.
- PA.I.C.K3f:
  Clouds.
- PA.I.C.K3g:
  Turbulence.
- PA.I.C.K3h:
  Thunderstorms and microbursts.
- PA.I.C.K3i:
  Icing and freezing-level information.
- PA.I.C.K3j:
  Fog and mist.
- PA.I.C.K3k:
  Frost.
- PA.I.C.K3l:
  Obstructions to visibility (e.g., smoke, haze, and volcanic ash).
PA.I.C.K4:
Flight deck displays of digital weather and aeronautical information.

Risk Management 2 ACS Elements

PA.I.C.R1:
Making the go/no-go and continue/divert decisions, including:
- PA.I.C.R1a:
  Circumstances that would make diversion prudent.
- PA.I.C.R1b:
  Personal weather minimums.
- PA.I.C.R1c:
  Hazardous weather conditions, including known or forecast icing or turbulence aloft.
PA.I.C.R2:
Use and limitations of:
- PA.I.C.R2a:
  Installed onboard weather equipment.
- PA.I.C.R2b:
  Aviation weather reports and forecasts.
- PA.I.C.R2c:
  Inflight weather resources.

Skills 3 ACS Elements

PA.I.C.S1:
Use available aviation weather resources to obtain an adequate weather briefing.
PA.I.C.S2:
Analyze the implications of at least three of the conditions listed in K3a through K3l, using actual weather or weather conditions provided by the evaluator.
PA.I.C.S3:
Correlate weather information to make a go/no-go decision.

Commercial Pilot (Airplane) Weather Information Airman Certification Standards:

Source: FAA-S-ACS-7B, Commercial Pilot - Airplane.
Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with weather information for a flight under VFR.
References: 14 CFR part 91; AC 91-92; AIM; FAA-H-8083-2; FAA-H-8083-3; FAA-H-8083-25; FAA-H-8083-28.
Commercial Pilot (Airplane) Weather Information Lesson Plan.

Knowledge 4 ACS Elements

CA.I.C.K1:
Sources of weather data (e.g., National Weather Service and Flight Service) for flight planning purposes.
CA.I.C.K2:
Acceptable weather products and resources required for preflight planning and current and forecast weather for departure, en route, and arrival phases of flight, such as:
- CA.I.C.K2a:
  Airport observations (METAR and SPECI) and pilot observations (PIREP).
- CA.I.C.K2b:
  Surface Analysis Chart and Ceiling and Visibility Chart (CVA).
- CA.I.C.K2c:
  Terminal Aerodrome Forecasts (TAF).
- CA.I.C.K2d:
  Graphical Forecasts for Aviation (GFA).
- CA.I.C.K2e:
  Wind and Temperature Aloft Forecast (FB).
- CA.I.C.K2f:
  Convective Outlook (AC).
- CA.I.C.K2g:
  Inflight aviation weather advisories, including Airmen’s Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), and Convective SIGMET.
CA.I.C.K3:
Meteorology applicable to the departure, en route, alternate, and destination under visual flight rules (VFR) in visual meteorological conditions (VMC), including expected climate and hazardous conditions such as:
- CA.I.C.K3a:
  Atmospheric composition and stability.
- CA.I.C.K3b:
  Wind (e.g., crosswind, tailwind, wind shear, and mountain wave).
- CA.I.C.K3c:
  Temperature and heat exchange.
- CA.I.C.K3d:
  Moisture and precipitation.
- CA.I.C.K3e:
  Weather-system formation, including air masses and fronts.
- CA.I.C.K3f:
  Clouds.
- CA.I.C.K3g:
  Turbulence.
- CA.I.C.K3h:
  Thunderstorms and microbursts.
- CA.I.C.K3i:
  Icing and freezing-level information.
- CA.I.C.K3j:
  Fog and mist.
- CA.I.C.K3k:
  Frost.
- CA.I.C.K3l:
  Obstructions to visibility (e.g., smoke, haze, and volcanic ash).
CA.I.C.K4:
Flight deck displays of digital weather and aeronautical information.

Risk Management 2 ACS Elements

CA.I.C.R1:
Making the go/no-go and continue/divert decisions, including:
- CA.I.C.R1a:
  Circumstances that would make diversion prudent.
- CA.I.C.R1b:
  Personal weather minimums.
- CA.I.C.R1c:
  Hazardous weather conditions, including known or forecast icing or turbulence aloft.
CA.I.C.R2:
Use and limitations of:
- CA.I.C.R2a:
  Installed onboard weather equipment.
- CA.I.C.R2b:
  Aviation weather reports and forecasts.
- CA.I.C.R2c:
  Inflight weather resources.

Skills 3 ACS Elements

CA.I.C.S1:
Use available aviation weather resources to obtain an adequate weather briefing.
CA.I.C.S2:
Analyze the implications of at least three of the conditions listed in K3a through K3l, using actual weather or weather conditions provided by the evaluator.
CA.I.C.S3:
Correlate weather information to make a go/no-go decision.

Private Pilot (Helicopter) Weather Information Airman Certification Standards

Area of Operation I: Preflight Preparation.
Task C: Weather Information.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with weather information for a flight under VFR.
Note: If K2 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
Note: If K3 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
References: 14 CFR part 91; AC 91-92; AIM; FAA-H-8083-2, FAA-H-8083-21, FAA-H-8083-25, FAA-H-8083-28
Private Pilot (Helicopter) Weather Information Lesson Plan.

Knowledge 4 ACS Elements

PH.I.C.K1:
Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes.
PH.I.C.K2:
Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight such as:
- PH.I.C.K2a:
  a. Airport Observations (METAR and SPECI) and Pilot Observations (PIREP)
- PH.I.C.K2b:
  b. Surface Analysis Chart, Ceiling and Visibility Chart (CVA)
- PH.I.C.K2c:
  c. Terminal Aerodrome Forecasts (TAF)
- PH.I.C.K2d:
  d. Graphical Forecasts for Aviation (GFA)
- PH.I.C.K2e:
  e. Wind and Temperature Aloft Forecast (FB)
- PH.I.C.K2f:
  f. Convective Outlook (AC)
- PH.I.C.K2g:
  g. Inflight Aviation Weather Advisories including Airmen's Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), and Convective SIGMET
PH.I.C.K3:
Meteorology applicable to the departure, en route, alternate, and destination under visual flight rules (VFR) in Visual Meteorological Conditions (VMC), including expected climate and hazardous conditions such as:
- PH.I.C.K3a:
  a. Atmospheric composition and stability
- PH.I.C.K3b:
  b. Wind (e.g., windshear, mountain wave, factors affecting wind, etc.)
- PH.I.C.K3c:
  c. Temperature and heat exchange
- PH.I.C.K3d:
  d. Moisture/precipitation
- PH.I.C.K3e:
  e. Weather system formation, including air masses and fronts
- PH.I.C.K3f:
  f. Clouds
- PH.I.C.K3g:
  g. Turbulence
- PH.I.C.K3h:
  h. Thunderstorms and microbursts
- PH.I.C.K3i:
  i. Icing and freezing level information
- PH.I.C.K3j:
  j. Fog/mist
- PH.I.C.K3k:
  k. Frost
- PH.I.C.K3l:
  l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.)
PH.I.C.K4:
Flight deck instrument displays of digital weather and aeronautical information.

Risk Management 2 ACS Elements

PH.I.C.R1:
Making the go/no-go and continue/divert decisions, including:
- PH.I.C.R1a:
  a. Circumstances that would make diversion prudent
- PH.I.C.R1b:
  b. Personal weather minimums
- PH.I.C.R1c:
  c. Hazardous weather conditions, including known or forecast icing or turbulence aloft
PH.I.C.R2:
Use and limitations of:
- PH.I.C.R2a:
  a. Installed onboard weather equipment
- PH.I.C.R2b:
  b. Aviation weather reports and forecasts
- PH.I.C.R2c:
  c. Inflight weather resources

Skills 3 ACS Elements

PH.I.C.S1:
Use available aviation weather resources to obtain an adequate weather briefing.
PH.I.C.S2:
Analyze the implications of at least three of the conditions listed in K3a through K3l, using actual weather or weather conditions provided by the evaluator.
PH.I.C.S3:
Correlate weather information to make a go/no-go decision.

Sport Pilot (Helicopter) Weather Information Airman Certification Standards

Area of Operation I: Preflight Preparation.
Task C: Weather Information.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with weather information for a flight under VFR.
References: 14 CFR part 91; AC 91-92; AIM; FAA-H-8083-2, FAA-H-8083-21, FAA-H-8083-25, FAA-H-8083-28
Sport Pilot (Helicopter) Weather Information Lesson Plan.

Knowledge 4 ACS Elements

SH.I.C.K1:
Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes.
SH.I.C.K2:
Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight such as:
- SH.I.C.K2a:
  Airport Observations (METAR, SPECI, AWOS, ASOS) and Pilot Weather Reports (PIREPs)
- SH.I.C.K2b:
  Surface Analysis Chart, Ceiling and Visibility Chart (CVA)
- SH.I.C.K2c:
  Terminal Aerodrome Forecasts (TAF)
- SH.I.C.K2d:
  Graphical Forecasts for Aviation (GFA)
- SH.I.C.K2e:
  Wind and Temperature Aloft Forecast (FB)
- SH.I.C.K2f:
  Convective Outlook (AC)
- SH.I.C.K2g:
  Inflight Aviation Weather Advisories including Airmen's Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), and Convective SIGMET
SH.I.C.K3:
Meteorology applicable to the departure, en route, alternate, and destination under visual flight rules (VFR) in Visual Meteorological Conditions (VMC), including expected climate and hazardous conditions such as:
- SH.I.C.K3a:
  Atmospheric composition and stability
- SH.I.C.K3b:
  Wind (e.g., windshear, mountain wave, factors affecting wind, etc.)
- SH.I.C.K3c:
  Temperature, heat exchange, and temperature inversion
- SH.I.C.K3d:
  Moisture/precipitation
- SH.I.C.K3e:
  Weather system formation, including air masses and fronts
- SH.I.C.K3f:
  Clouds
- SH.I.C.K3g:
  Turbulence
- SH.I.C.K3h:
  Thunderstorms and microbursts
- SH.I.C.K3i:
  Icing and freezing level information
- SH.I.C.K3j:
  Fog/mist
- SH.I.C.K3k:
  Frost
- SH.I.C.K3l:
  Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.)
SH.I.C.K4:
Flight deck instrument displays of digital weather and aeronautical information.

Risk Management 2 ACS Elements

SH.I.C.R1:
Making the go/no-go and continue/divert decisions, including:
- SH.I.C.R1a:
  Circumstances that would make diversion prudent
- SH.I.C.R1b:
  Personal weather minimums
- SH.I.C.R1c:
  Hazardous weather conditions, including known or forecast icing or turbulence aloft
SH.I.C.R2:
Use and limitations of:
- SH.I.C.R2a:
  Installed onboard weather equipment
- SH.I.C.R2b:
  Aviation weather reports and forecasts
- SH.I.C.R2c:
  In-flight weather resources

Skills 3 ACS Elements

SH.I.C.S1:
Use available aviation weather resources to obtain an adequate weather briefing.
SH.I.C.S2:
Analyze the implications of at least three of the conditions listed in K3a through K3l, using actual weather or weather conditions provided by the evaluator.
SH.I.C.S3:
Correlate weather information to make a go/no-go decision.

Commercial Pilot (Airplane) Weather Information Airman Certification Standards

Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with weather information for a flight under VFR.
Note: If K2 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
Note: If K3 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
References: 14 CFR part 91; AC 91-92; AIM; FAA-H-8083-2 (Risk Management Handbook), FAA-H-8083-3 (Airplane Flying Handbook), FAA-H-8033-25 (Pilot Handbook of Aeronautical Knowledge), FAA-H-8083-28 (Aviation Weather Handbook).

Knowledge 4 ACS Elements

Risk Management 2 ACS Elements

Skills 3 ACS Elements

Instrument Rating (Airplane) Weather Information Airman Certification Standards

Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with obtaining, understanding, and applying weather information for a flight under IFR.
Note: If K2 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
Note: If K3 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
References: 14 CFR part 91, AC 91-92; AIM; FAA-H-8083-2 (Risk Management Handbook), FAA-H-8083-3 (Airplane Flying Handbook), FAA-H-8083-25 (Pilot’s Handbook of Aeronautical Knowledge), FAA-H-8083-28 (Aviation Weather Handbook).

Knowledge 4 ACS Elements

Risk Management 2 ACS Elements

Skills 4 ACS Elements

Pilot Reports

Pilot Reports Conclusion

PIREPs are not just for pilots, and can influence other decisions such as weather reporting giving pilots a large amount of influence with even just a single PIREP.
PIREPs are not just for adverse weather, and positive weather encountered is equally important to submit.
Finally, PIREPs are often time critical events requiring submission in the moment.
Case studies can show us that pilot reports have the potential to prevent accidents and loss of life.
According to FAR (Federal Aviation Regulations) 91.183, IFR Communications, aircraft operating under IFR must report any unforecast weather conditions encountered.
According to AIM (Aeronautical Information Manual) 5-3-3, Additional Reports, aircraft in general must report anything that pertains to safety of flight and when encountering weather conditions which have not been forecast, or hazardous conditions which have been forecast.
For more information, a paper copy of Federal Aviation Administration (FAA-H-8083-28) Aviation Weather Handbook [Amazon] is available for purchase.
- A digital copy of Federal Aviation Administration (FAA-H-8083-28) Aviation Weather Handbook is available from the FAA's website.
To learn more check out the AOPA's Sky Spotter Resources.
Improve your weather skills with FAA provided (and WINGS credited) resources by going to https://www.faasafety.gov/ and type "weather" into the search bar.

Pilot Reports

Pilot Reports

Introduction to Pilot Reports

Pilot Reports Key Highlights

Pilot Reports

Air Traffic Control:

Pilots:

Example:

Issuance & Validity

PIREPs Relating to Turbulence

Turbulence PIREP Information:

PIREPs Relating to Airframe Icing

Reporting Icing Conditions:

PIREPs Relating to Volcanic Ash Activity

PIREPS Relating to Wind Shear

PIREPS Relating to Clear Air Turbulence

Estimating Intensity of Rain and Ice Pellets

Rain Intensities:

Light Rain:

Moderate Rain:

Heavy Rain:

Ice Pellet Intensities:

Light Ice Pellets:

Moderate Ice Pellets:

Heavy Ice Pellets:

Estimating Intensity of Snow or Drizzle (Based on Visibility)

Light:

Moderate:

Heavy:

Finding PIREPs

Submitting a PIREP

Radio PIREP Submission:

Electronic PIREP Submissions:

Pilot Reports Lessons & Case Studies

Pilot Reports Knowledge Check

Core Knowledge Review

Advanced Application

Why Take a Quiz?

Pilot Reports Interactive Scenario

The Forecast That Changed the Pilot Reports Plan

Scenario Complete

Pilot Reports-Related Airman Certification Standards

Pilot Reports Conclusion

Pilot Reports References