Request frequency change to give pirep?
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Jthamilton
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I tell center I want to leave the frequency for a moment.
I've never been turned down and they always say just advise when back.
I've never been turned down and they always say just advise when back.
Direct C51
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If I am flying an aircraft with 2 VHF radios I just monitor ATC while I make the call, but if ATC calls you during the PIREP it gets complicated. Alternately, or if you have only 1 COMM, then just request to off tune their frequency momentarily and tell them you will advise when you are back. These are the methods I use when calling the FSS for flight plan activation, closing, PIREPS, etc.
MAKG1
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I've heard PIREPs given to Approach. Not sure what they do with that...
MarkZ
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Give the PIREP to ATC.
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roncachamp
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They might forward it to FSS, they might pass it along to their relief, or they might do nothing at all.
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With two comms:
1.) Tell control you're leaving to talk to FSS, they're normally fine with that and will ask you to report back.
2.) Monitor control while talking to FSS on comm2
3.) Report after coming back to control.
Pretty simple.
1.) Tell control you're leaving to talk to FSS, they're normally fine with that and will ask you to report back.
2.) Monitor control while talking to FSS on comm2
3.) Report after coming back to control.
Pretty simple.
Badger
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thanks.
I've never heard of giving pirep to approach (unless they have asked for one), I figured they were too busy and it was more of a FSS concern.
Thanks for all replies.
MAKG1
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The few times I've heard it, it has been related to high winds over terrain in Class B.
That would affect routing of VFR traffic through the airspace.
You would think that forecasts of 20+ knot northeast winds at 3000 would keep pilots away from the southwest side of 3500 foot mountains, but it ain't so.
IFR or VFR, I ask for a frequency change*. I generally avoid asking for a frequency change if I'm approaching the known boundaries of an ATC section (i.e. on routes that I know when a frequency change is immenent) or in busy corridors (i.e. VFR at 7500 over Newark approach or departure corridors). I tend not to make my pireps with ATC unless its for ice > moderate turbulence (which includes a request for a block altitude if IFR).
*unless I'm inside the Washington SFRA, in which case the PIREP is passed on to FSS on comm 2.
*unless I'm inside the Washington SFRA, in which case the PIREP is passed on to FSS on comm 2.
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Turbulence, icing and tops reports routinely are given to ATC. They're talking to the folks that want/need that info. Might as well give it directly to them. I've never had one turn down the info. I'd be interested in hearing a controller's perspective.
roncachamp
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Icing, tops, things like that I would forward to FSS, if I could get them to answer the phone. Working high altitude I'd solicit turbulence reports but just hang onto them in the event a pilot or another sector would ask about the ride ahead.
MarkZ
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I want to know what's happening in my sky. Smooth rides make me happy. Otherwise...
"Rides smooth out west of the Mississippi..."
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Everskyward
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I always give my PIREPS to ATC. They are the ones who ask for PIREPS too. It seems that they usually fit into one of a few categories; tops, bases, turbulence, icing, braking action.
I like to leave frequency to give the pier pot FSS , then there is no confusion on what you are hearing. ATC is usually more than happy to honor your request.
Everskyward
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The thing is, though, the PIREP is probably most relevant to the airplanes in the sector the controller is working. If you give it to FSS then it might take some time to get back to the controller, if at all.
airdale
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Me, too. Either Approach or Center. Probably somewhat out of laziness, as they know who I am, what I am, where I am, so I can just say: "Center, November two tree delta, PIREP. Tops three thousand two hundred." No need to say all the other stuff. No one has even objected or told me to talk to FSS.
That said, I was spending some time plugged in with a TRACON controller one time and the subject came up. He said that he would put PIREPs into the system if he had time, but that sometimes he simply did not have the time and the PIREP never went anywhere.
I have also had Center ask for (low altitude) ride reports, but I don't know if they processed them into PIREPs or if the sector controller just wanted to know what was going on.
SkyHog
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Well, its also important for those of us that get our own briefings ahead of time as well.
roncachamp
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Putting PIREPs into the system requires the controller to make a phone call to FSS. FSS doesn't tend to answer calls from ATC any better than calls from pilots. If the controller needs to talk to pilots or other controllers the call is often dropped and the PIREP does not leave the TRACON. If only there existed some way to reliably and quickly transfer text to a distant location.
Everskyward
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Do we have some kind of estimate what percentage of PIREPS given to controllers vs. given to FSS actually get into the system to be disseminated with weather? My gut feeling has been that only PIREPS the receiving party thinks are significant get into the system whether they are given to ATC or FSS.
poadeleted20
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I also tell ATC I'll be monitoring Guard (121.5) while I'm gone so they know they can get my attention in the interval if necessary. "Center, Tiger 22RL, request off two minutes for weather, monitor Guard, call you back."
I have been turned down on occasion when they are about to transfer control or otherwise expect to need to tell me something shortly, but it's not often. What I don't do is try to talk to two people at once on two different radios -- too likely to miss something important.
Badger
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I agree. In fact every time I get a briefing, the briefer closes the conversation with "and pireps are always appreciated"
MarkZ
En-Route
Hmm, at our TRACON any PIREP we get and file gets forwarded to FSS via our flight data coordinator...
At my old center, our flight data coordinators transmitted PIREP information directly into ASRS (the computer system for PIREP's)...
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MarkZ
En-Route
No system per se, PIREP's that contain valuable information (i.e. tops, icing of light or greater, turbulence of moderate or greater, etc.) will be forwarded. Sometimes, a smooth ride report that negates a previous turbulence PIREP gets forwarded. It's a judgement call.
Everskyward
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That's pretty much what I thought. Do you know if the same applies to PIREPS given to FSS?
MarkZ
En-Route
No idea. Back when FSS was FAA, yes. Now, I'm lucky if a PIREP I forward shows up. It's one of many reasons why I helped my old facility eliminate FSS as a middle man. We did a study and found Lockheed Martin FSS only input half the PIREP's we forwarded to them. Severity and urgency did not matter.
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Everskyward
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When you say you eliminated FSS as a middle man are you saying that you can input the PIREPS directly into the system which pilots can receive with the weather?
MarkZ
En-Route
Correct. We created a reliable process by which we could get PIREP information to users ASAP.
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Everskyward
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That's good.
The reason why I don't think all PIREPS are published, even the ones given directly to FSS, is because so few of them show up with the weather. Even on really nasty days there are usually a maximum of about 5 listed.
MarkZ
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What do you mean by so few show up with the weather? I don't understand?
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Everskyward
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When you get the weather for an airport, even on a crappy day, there are usually no more than five PIREPS listed. I think that more have been received by both ATC and FSS but only the "important" ones get into the system. I don't have any problem with that, but it seemed like others in the thread were thinking that if they gave their PIREP directly to FSS rather than to ATC that it would have a better chance of showing up in the weather feed. That's what they were using as their reason to switch frequencies.
MarkZ
En-Route
denverpilot
Tied Down
Frequency change, because the transmitter will almost always overload the front end of the other receiver, and most audio panels mute incoming audio from all receivers when PTT is active.
It's rare to see a properly filtered two transmitter two receiver setup on light aircraft. It's even more rare to break the laws of physics.
You probably can't hear anything the center says while you're transmitting on the other frequency.
Try it. Leave ATIS up on Comm 2 when you call ground to taxi and listen to see if the ATIS goes away in he headphones.
PIREPs take a while. You're missing a significant chunk of time on the other receiver.
The call to leave let's the controller have a hint to look ahead to see what traffic is crossing or climbing/descending into you and to either refuse the change for a minute while they give you an amendment or a mental note that you won't answer, so turn the other guy or stop their climb/descent in a couple of minutes.
Or you could rely on them having to call you, get no response, and have to shift to plan B without warning.
The former is much more polite and runs much less risk of ticking them off.