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NTSB Wants Timely Pireps and More of Them
Building a collaborative relationship between pilots and ATC in using pilot reports (Pireps) to assemble a clearer picture of in-flight weather conditions was the underlying theme of a two-day forum, “Pireps: Pay it Forward… Because Weather for One is Weather for None,” held earlier this week in Washington, D.C. In addition to emphasizing the need for pilots to submit timely and relevant Pireps, the gathering shed light on how ATC uses those reports to provide safer routing. (www.ainonline.com) Mehr...
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If we could get flight service to answer our calls when we TRY to call them in more pireps would show up. They do a good job calling us about tower light notams 20 miles away from our primary airport though...
Since last year, I discovered that if I tell ATC I desire to make a pirep and request a frequency change to do so, ATC will responde something to the effect, "NGF3005 ready to copy your pirep." This always works unless the controller has a high work load. Then expect 122.20 mHz.
Take a look at
http://flightaware.com/live/flight/NGF3005/history/20160608/1819Z/28J/KFXE
which is one of the six legs for my most recent mission.
My flight during the 2nd hour was almost a continueous pirep. There existed a VMC layer undetected by the radar products and this layer provided a tunnel/corridor for navigating through the moving storm mass. Other aircraft reported it, too, and ATC gave us that information.
The FlightAware weather depiction does not do justice to the yellow and red actually displayed on our weather products in the C 172 at the time.
In effect, the hour of flight within the storm system was almost a continuous pirep with a few pilots in the sector conversing/reporting with ATC.
Take a look at
http://flightaware.com/live/flight/NGF3005/history/20160608/1819Z/28J/KFXE
which is one of the six legs for my most recent mission.
My flight during the 2nd hour was almost a continueous pirep. There existed a VMC layer undetected by the radar products and this layer provided a tunnel/corridor for navigating through the moving storm mass. Other aircraft reported it, too, and ATC gave us that information.
The FlightAware weather depiction does not do justice to the yellow and red actually displayed on our weather products in the C 172 at the time.
In effect, the hour of flight within the storm system was almost a continuous pirep with a few pilots in the sector conversing/reporting with ATC.
[This comment has been downvoted. Show anyway.]
I agree -- but in a maxed-out C172 weight wise, such is only a dream. Future technology may catch by delivering smaller/lighter devices.
Also the two pitfalls you mention are very real possibilities. Sometimes the Nexrad is correct, as with a stationary front. And if we do not have rain, only building clouds, no "laundry" to speak of.
I was lucky to have that situation yesterday . . . using my eyes to stay away from the the flashing clouds and areas with cloud to ground lightning. I sought out clear passages to avoid clouds . . . which does take skill, relying upon the opaqueness and reflectivity of the clouds I am either trying to avoid or penetrate. If I am not sure, I will substantially deviate in altitude/heading as required.
Landing is also one of the choices for deviation.
Also the two pitfalls you mention are very real possibilities. Sometimes the Nexrad is correct, as with a stationary front. And if we do not have rain, only building clouds, no "laundry" to speak of.
I was lucky to have that situation yesterday . . . using my eyes to stay away from the the flashing clouds and areas with cloud to ground lightning. I sought out clear passages to avoid clouds . . . which does take skill, relying upon the opaqueness and reflectivity of the clouds I am either trying to avoid or penetrate. If I am not sure, I will substantially deviate in altitude/heading as required.
Landing is also one of the choices for deviation.
The pireps are especially helpful in level 1 or 2 situations, as I use the reports to help navigate through weather systems I see through the wind screen and on my two weather displays.
In a Cessna 172 I need all the information available to make my missions safe ones, and keep my passengers comfortable while they enjoy a nap on a several hour flight.