Do You Know How To Give PIREPs?
Pilot reports (PIREPs) are an integral part of the aviation meteorological network. Theyâre used to assess the accuracy of weather reported by automated stations and instrumentation. Other pilots use them to make important decisions on the ground and in the air. FSS uses them to brief pilots. ATC uses PIREPs to sequence traffic around unfavorable weather. And theyâre also the only way of knowing whatâs going on in areas that have gaps in automated coverage.
ATC is actually required to solicit reports from pilots in the following conditions:
- When requested by another pilot
- When the ceiling is at or less than 5,000â
- When visibility is at or less than 5 miles
- Thunderstorms are present
- Moderate or greater turbulence is present
- Light or greater icing present
- Wind shear present
- Volcanic ash present
Unfortunately, not many pilots participate voluntarily. Hardly any pilots give routine reports to ATC when theyâre flying. They either donât think of reporting one, itâs too much work, or they donât know what to say. And when ATC does solicit a PIREP, pilots donât know what to do. Nonsense!
The Format for Giving PIREPs
Maybe itâs the written form of PIREPs that intimidates pilots. We all remember seeing the PIREP format on our test: KCMH UA /OV APE 230010/TM 1516/FL085/TP BE20/SK BKN065/WX FV03SM HZ FU/TA 20/TB LGT.
How am I going to do this while Iâm flying?!?!
Plain English is your answer!

Photo by Erik Brouwer
PIREPs only need to contain the following five elements: Location, altitude, time, type of aircraft, and an observation.
Remember the following acronym or write it down on your kneeboard:
LATTO
- Location
- Altitude
- Time
- Type of Aircraft
- Observation
Where were you when you saw this weather, what time was it, and whatâd you see. Itâs that easy!
Location
You can report location any number of ways. Bearing & distance from a navigational aid is the easiest for you to give and the easiest for ATC to copy down, so if youâre dialed into a navaid you should use this. Otherwise something as simple as âfive miles south of Folsom Lakeâ works just as well. GPS coordinates should only be given as a last resort because of the radio time required and greater possibility of transcription errors.
Altitude, Time, Type of Aircraft
Altitude is just what it sounds like â your altitude.
Time should be the time of your observation, not the time of your report. If you experienced some light icing but couldnât get anyone on the radio for thirty minutes, you should give the time of your encounter. You can even just say âthirty minutes agoâ and the person on the other end will do the math.
Type of aircraft is another item you can report without requiring much thought.
Observation
You donât need to report all elements of the written PIREP (wind, sky condition, visibility, precipitation, turbulence, etc). You really only need to report what you think is significant.
Was there something that affected your routing or made you uncomfortable? Was there an element of the forecast that is completely off from reality? Then thatâs all you really need to report. And you can use plain English for this.
You should also make a report when you go missed approach due to weather or if you encounter wind shear on takeoff or landing.
The different degrees of icing and turbulence are some things you should know how to report.
Icing should also be reported with your indicated airspeed and outside air temperature if you can remember to do so. If you donât, thatâs okay, ATC may ask for that information. Degrees of icing:
- Trace. You just start to notice the formation of ice on the airframe. This is âtraceâ.
- Light. Ice is accumulating at a rate that might become hazardous in an hour. Intermittent use of deice equipment removes it. This is âlightâ.
- Moderate. Ice has formed and accumulating, and is now presenting a hazard to flight. Continual use of deice equipment necessary. This is âmoderateâ.
- Severe. Immediate diversion is necessary because deice equipment canât keep up. This is âsevereâ.
Turbulence is reported with both an intensity and duration. Intensity is reported as follows:
- Light. You experience slight & erratic changes in altitude or attitude, or some bumpiness but without noticeable changes in altitude or attitude. This is âlightâ.
- Moderate. Youâre experiencing larger changes in altitude and/or attitude, but you remain in control of the aircraft. You see your indicated airspeed changing. Or maybe youâre getting quickly bounced around but altitude and attitude seems to be holding. This is âmoderateâ.
- Severe. You experience large and abrupt changes in altitude and attitude with large changes in airspeed. You may momentarily lose control. This is âsevereâ.
- Extreme. The aircraft is impossible to control and structural damage may occur. This is âextremeâ.
The duration of turbulence is reported as follows:
- Occasional: happening less than 1/3 of the time.
- Intermittent: happens from 1/3 to 2/3 of the time.
- Continuous: happening greater than 2/3 of the time.
PIREP Scenarios
Now for some scenarios so you can try out your skill with PIREPs.
Scenario 1

Photo by William Krapp
Youâre approaching Reno International at 6,500â and your GPS says youâre 4 miles to the south, flying your Cessna 182, callsign Cessna 1234. You can barely make out the outline of the airfield through the haze. What would that sound like?
âReno tower, Cessna 1234 with a PIREPâ
âCessna 1234, Reno tower, go aheadâ
âCessna 1234, four miles south of the airport, six thousand five hundred feet, Cessna 182, currently reporting only four miles visibility in hazeâ
When youâre reporting current conditions, itâs fine to say âcurrently reportingâ instead of the actual time.
Scenario 2
Youâre tuned in to the Fayetteville VOR/DME and showing youâre on the FAY 230 radial at 9 miles. Youâre in a Piper PA-34 Seneca, callsign Seneca 78, at 8,500â. Youâre getting bumped pretty good and your airspeed is changing plus or minus 8 knots from your cruise speed, but you remain in control at all times. This is happening half the time. Fifteen minutes later you get a hold of Raleigh FSS, now on the FAY 230 radial at 35 miles, still experiencing the turbulence. Whatâs your call?
âRaleigh Radio, Seneca 78 with a PIREPâ
âSeneca 78, Raleigh Radio, go ahead with your PIREPâ
âSeneca 78, from the Foxtrot Alpha Yankee two-three-zero at nine miles to the two-three-zero at thirty-five miles, eight thousand five hundred feet, fifteen minutes ago to present, Piper PA34, intermittent moderate turbulence.â
If your observation covers a geographic area, try to bound it like in the example.
Scenario 3
The forecasted weather in the vicinity of Auburn Municipal was for scattered clouds at 9,000 feet, over ten miles of visibility, and winds out of the southwest at 10 knots. Youâre transiting the area overhead in a Robinson R22, callsign Helicopter 30Y, and are forced to stay at 4,500â MSL due to a broken ceiling at 5,000â. Visibility is ten miles and winds are out of the southwest at 5-10 knots. Youâre seven miles to the east and in contact with Rancho Murieta FSS. What would you report?
âRancho Murieta radio, Helicopter 30Y with a PIREPâ
âHelicopter 30Y, Rancho Murieta radio, go aheadâ
âHelicopter 30Y, seven miles east of Auburn Muni, four thousand five hundred feet, Robinson R22, reporting a broken ceiling at five thousand feetâ
Because visibility and winds are more or less observed to be as forecast, you only need to report the drastic difference in the cloud layer.
Who to Report PIREPs To
You can make your reports to whichever ATC facility youâre currently talking to. Theyâll disseminate the information appropriately.
There are also a number of EFAS stations around the country (En Route Flight Advisory Service), callsign âFlight Watchâ. They serve as a central collection point for PIREPs and you can report directly to them if radio coverage allows it.
If you canât make a PIREP by radio, you can make an electronic submission on landing. The FAA has simplified this process in order to encourage more participation.
Practice, Practice, Practice!
Next time youâre out flying, go ahead and make some voluntary reports when radio traffic allows it â itâll be good practice for when it really counts!
In the meantime, you can find out more information in the Aeronautical Information Manual (AIM) Chapter 7 Sections 1-16 to 1-28 (reporting weather).
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