8/15/19 3/15/07 12/31/20 AIM  7110.65R CHG 2 AIM Airport Identifier John F. Kennedy Intl Airport KJFK LaGuardia Airport KLGA Kansas City Intl Airport KMCI Orlando Intl Airport KMCO Midway Intl Airport KMDW Memphis Intl Airport KMEM Miami Intl Airport KMIA General Mitchell Intl Airport KMKE Minneapolis St. Paul Intl Airport KMSP Louis Armstrong New Orleans Intl Air- port KMSY Will Rogers World Airport KOKC O’Hare Intl Airport KORD Palm Beach Intl Airport KPBI Philadelphia Intl Airport KPHL Pittsburgh Intl Airport KPIT Raleigh − Durham Intl Airport KRDU Louisville Intl Airport KSDF Salt Lake City Intl Airport KSLC Lambert − St. Louis Intl Airport KSTL Tampa Intl Airport KTPA Tulsa Intl Airport KTUL 7 − 1 − 25. PIREPs Relating to Volcanic Ash Activity a. 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 B747s have lost all power in all four engines after such an encounter. 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 (SO$_{2}$) gas at jet-cruising altitudes. Therefore, the detection and subsequent reporting of SO$_{2}$ is of significant importance. Although SO$_{2}$ is colorless, its presence in the atmosphere should be suspected when a sulphur-like or rotten egg odor is present throughout the cabin. b. 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 (SO$_{2}$) gas associated with volcanic activity. c. Pilots should submit PIREPs regarding volcanic activity using the Volcanic Activity Reporting (VAR) form as illustrated in Appendix 2. If a VAR form is not immediately available, relay enough information to identify the position and type of volcanic activity. d. 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. 7 − 1 − 26. Thunderstorms a. Turbulence, hail, rain, snow, lightning, sus- tained updrafts and downdrafts, icing conditions − all are present in thunderstorms. While there is some evidence that maximum turbulence exists at the middle level of a thunderstorm, recent studies show little variation of turbulence intensity with altitude. b. There is no useful correlation between the external visual appearance of thunderstorms and the severity or amount of turbulence or hail within them. The visible thunderstorm cloud is only a portion of a turbulent system whose updrafts and downdrafts often extend far beyond the visible storm cloud. Severe turbulence can be expected up to 20 miles from severe thunderstorms. This distance decreases to about 10 miles in less severe storms. c. Weather radar, airborne or ground based, will normally reflect the areas of moderate to heavy precipitation (radar does not detect turbulence). The frequency and severity of turbulence generally increases with the radar reflectivity which is closely associated with the areas of highest liquid water content of the storm. NO FLIGHT PATH THROUGH AN AREA OF STRONG OR VERY STRONG RADAR ECHOES SEPARATED BY 20 − 30 MILES OR LESS MAY BE CONSIDERED FREE OF SEVERE TURBULENCE. d. Turbulence beneath a thunderstorm should not be minimized. This is especially true when the Meteorology 7 − 1 − 56