時(shí)間：2011-04-18 00:52來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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2.Time of occurrence in UTC. 3.Turbulence intensity. 4. Whether the turbulence occurred in or near clouds. 5.Aircraft altitude or flight level. 6.Type of aircraft. 7.Duration of turbulence. EXAMPLE. 1.Over Omaha, 1232Z, moderate turbulence in clouds at Flight Level three one zero, Boeing 707. 2.From five zero miles south of Albuquerque to three zero miles north of Phoenix, 1250Z, occasional moderate chop at Flight Level three three zero, DC8. b. Duration and classification of intensity should be made using TBL 7.1.9. TBL 7.1.9 Turbulence Reporting Criteria Table Intensity Aircraft Reaction Reaction Inside Aircraft Reporting Term.Definition Light Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude (pitch, roll, yaw). Report as Light Turbulence; 1 or Turbulence that causes slight, rapid and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude. Report as Light Chop. Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly. Food service may be con-ducted and little or no difficulty is encountered in walking. Occasional.Less than 1/3 of the time. Intermittent.1/3 to 2/3. Continuous.More than 2/3. Moderate Turbulence that is similar to Light Turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. Report as Moderate Turbulence; 1 or Turbulence that is similar to Light Chop but of greater intensity. It causes rapid bumps or jolts without appreciable changes in aircraft altitude or attitude. Report as Moderate Chop.1 Occupants feel definite strains against seat belts or shoulder straps. Unse-cured objects are dislodged. Food service and walking are difficult. NOTE 1. Pilots should report location(s), time (UTC), intensity, whether in or near clouds, altitude, type of aircraft and, when applicable, duration of turbulence. 2. Duration may be based on time between two locations or over a single location. All locations should be readily identifiable. EXAMPLES: a. Over Omaha. 1232Z, Moderate Turbulence, in cloud, Flight Level 310, B707. b. From 50 miles south of Albuquer- Severe Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. Report as Severe Turbulence. 1 Occupants are forced violently against seat belts or shoulder straps. Unse-cured objects are tossed about. Food Service and walking are impossible. Extreme Turbulence in which the aircraft is violently tossed about and is practically que to 30 miles north of Phoenix, impossible to control. It may cause 1210Z to 1250Z, occasional Moderate structural damage. Report as Extreme Turbulence. 1 Chop, Flight Level 330, DC8. 1 High level turbulence (normally above 15,000 feet ASL) not associated with cumuliform cloudiness, including thunderstorms, should be reported as CAT (clear air turbulence) preceded by the appropriate intensity, or light or moderate chop. Meteorology 7.1.45 7.1.24. Wind Shear PIREPs a.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. b.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 feet followed by loss of 40 knots between 400 feet and surface. 1. 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. EXAMPLE. Miami Tower, Gulfstream 403 Charlie encountered an abrupt wind shear at 800 feet on final, max thrust required. 2. Pilots using Inertial Navigation Systems (INSs) should report the wind and altitude both above and below the shear level. 7.1.25. Clear Air Turbulence (CAT) PIREPs 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 feet. 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. REFERENCE. AIM, PIREPs Relating to Turbulence, Paragraph 7.1.23. 7.1.26. Microbursts a.Relatively recent meteorological studies have confirmed the existence of microburst phenomenon. Microbursts are small scale intense downdrafts which, on reaching the surface, spread outward in all directions from the downdraft center. This causes the presence of both vertical and horizontal wind shears that can be extremely hazardous to all types and categories of aircraft, especially at low altitudes. Due to their small size, short life span, and the fact that they can occur over areas without surface precipita-tion, microbursts are not easily detectable using conventional weather radar or wind shear alert systems. |
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