Here are some "tips" on how to get a good weather briefing. This document complements other pilot educational material published by the Federal Aviation Administration (FAA) and other aviation organizations.
Just like everything in life, practice makes perfect, or nearly so. If you practice getting a weather briefing on a regular basis, then after just a few sessions you will be like an old pro, and know how to get a quality weather briefing.
Note: Use of the generic terms "Flight Service" and "Flight Service Station" in this document should be understood to include both Automated Flight Service Stations (AFSS) and non-consolidated Flight Service Stations (FSS). Flight Service should not be confused with "Flight Watch," which is the call sign for En Route Flight Advisory Service (EFAS).
A good weather briefing begins with developing a total awareness of the overall "big picture" prior to obtaining a detailed or standard briefing. Many pilots start by monitoring weather patterns through commercial television or TV's The Weather Channel (TWC) several days before the flight. The day or evening before the flight, pilots may wish to obtain an outlook briefing from Flight Service, or electronically from a Direct User Access Terminal (DUAT) vendor, or downloading weather and forecast charts from the Internet. (When using DUATs, don't hesitate to contact Flight Service to clarify any information you do not fully understand.) As close to departure time as possible call might Service or log on to DUAT for a standard briefing. (Of course, you can also access high quality weather products on the Internet or other sources, but first make sure that the menu of products are suitable for aviation use, and the products are current.) If you obtained a standard briefing several hours prior to the flight or when the weather is questionable, it is a good practice to call a Flight Service Station for an abbreviated briefing just prior to takeoff.
The FAA has established a universal toll-free telephone number for Flight Service Stations: 1-800 WX BRIEF (1-800-992-7433). Prior to contacting Flight Service, you should have the general route of flight worked out. When you reach Flight Service, you will first hear a recorded announcement, followed by instructions for both touch tone and rotary dial telephone users. Touch tone users can elect to speak with a briefer, listen to any of the direct access services, or select a menu which identifies those services and their associated codes. The direct access services are Telephone Information Briefing Service (TIBS) for weather and aeronautical information, and "fastfile" for flight plan filing. If you are using a rotary dial or pulse tone equipped telephone, you will be switched automatically to a briefer, who will provide the information desired; or if requested, connect you to one of the direct access services.
To help the briefer provide you with the best service, state your request (i.e., request: a standard, abbreviated, or outlook briefing; or to file a flight plan). So that your briefing can be tailored to your needs, provide the briefer with the following background information:
Ask the briefer to provide a standard briefing. This briefing will follow specific procedures and use standard phraseology developed by flight service personnel. The briefer will first advise you of any adverse conditions along your proposed route of flight. When a VFR flight is proposed, and actual or forecast conditions make VFR flight questionable, the briefer will describe the conditions and may advise you that "VFR flight (is) not recommended." You are still entitled to a complete briefing; however, if you feel that the weather conditions are beyond your capabilities (or that of your aircraft or equipment), you should consider terminating the briefing (and your flight). This will free the briefer to handle other incoming calls.
Absence of the "VFR not recommended" statement does not necessarily guarantee a flight free from adverse weather effects. Phenomena such as thunderstorms, turbulence, mountain obscurations, and strong winds do not, in and of themselves, warrant this statement. Only you, the pilot in command, know your own capabilities and limitations.
Briefers will typically summarize weather reports and forecasts, unless you specifically request that they be read verbatim. Try not to interrupt the briefer unless the briefer is speaking too fast. At the conclusion of the briefing, ask for any additional information you may require, or for clarification of any point you do not completely understand. The amount of detail in your weather briefing will depend upon the complexity of the weather situation. It is both your responsibility and prerogative as a pilot to obtain a standard briefing.
Standard Briefing
The standard preflight briefing will include the following elements:
When requesting the status of MTRs and MOAs, please provide the briefer with the route number identifier or MOA name. It is always good practice to inquire whether the briefer has access to all military activity along your proposed route, or whether you will also need to contact another Flight Service Station (on standard FSS radio frequencies) along your route of flight to check on the activity and status of designated military areas.
Abbreviated Weather Briefing
Request an abbreviated briefing when you need information to supplement other electronically acquired data (e.g., TIBS or DUAT), update a previous briefing, or when you need only one or two specific items. Provide the briefer with appropriate background information, the time you received the previous information, and the specific items needed. You should indicate the source of the information already received so that the briefer can limit the briefing to the information that you have not received, and provide significant changes in meteorological conditions or aeronautical information since your previous briefing. To the extent possible, the briefer will provide the information in the sequence used in a standard briefing.
If you request only one or two specific items, the briefer is required to advise you if adverse conditions are present or forecast. Details on these conditions will be provided at your request. Often, and especially when doing local flying, you may want to update the weather at a specific airport. To d so, you may directly dial an automated weather system, if available, at that airport. (Note: A more detailed description of automated observing systems can be found in the Aeronautical Information Manual.)
Outlook Briefing
You should request an outlook briefing whenever your proposed time of departure is six or more hours in the future. In this case, the briefer will provide you with available forecast data applicable to your proposed departure time. This type of briefing is provided for planning purposes only. You should obtain a standard briefing as close to departure as possible in order to obtain the latest current conditions, forecasts, and NOTAMs. Often, graphical weather depictions obtained through DUAT or the Internet can provide excellent trend information and so may be used accordingly.
Inflight Briefing
If at all possible, obtain a preflight briefing by telephone or by electronic means prior to departure. In cases when you are already in flight and you need to obtain a standard briefing or update a previous briefing inflight, you should contact Flight Service ,not Flight Watch. After contact, you should advise the specialist of the type of briefing you require and provide appropriate background information. You will then be provided information as specified in the above paragraphs, depending on the type of briefing requested.
The Flight Watch (EFAS) service is not meant to provide you with a full standard briefing. Rather, rely on Flight Watch to provide you with the most current en route weather. And when using Flight Watch, always give a PIREP so other pilots may benefit from your reports of the weather, ride, etc.
Inflight Datalink Weather
Technology advancements now allow suitably equipped aircraft to receive textual and graphical data linked weather products and other information. However, just like weather information received over the Internet, it is imperative (and even more so in flight) that the pilot use the most current information, not out of date or invalid weather products. Also remember while airborne, to judiciously divide your time between "head in the cockpit" and outside watching for other traffic. That is good judgment.
Judgment, often defined as the ability to arrive at a wise decision, is the combination of knowledge and skills, tempered by experience. Studies show that pilot judgment can, in large part, be learned, and that leaning process starts with sound pilot education. You can also improve your go or no-go weather judgment by setting personal weather minimums based on your level of training and experience. For instance, you might use personal minimums of 2,000 and five instead of the regulatory VFR minimums of 1,000 and three.
You may then gradually reduce your personal minimums to whatever limits you find comfortable, at or above the legal limits. And while we are on the subject of pilot judgment, it is reasonably obvious that pilots cannot make good decisions based upon incomplete, or missing information. Knowing what is going on around you is called situational awareness. It is the combination of situational awareness and sound pilot judgment that is the key to safe flying.
Here are some safety related "Don'ts" for everyone - beginner and pro alike:
And finally, if you do get caught in weather, immediately contact Flight Watch or Flight Service or any available ATC facility. They will do their utmost to assist you.
Preliminary Flight Planning - Getting the Big Picture
Media sources include:
Recorded/electronic weather sources include:
To Obtain A Standard Briefing
By telephone or by electronic means:
If You Decide to Go
For inflight weather updates, sources of weather information include:
You can also ask the controller for PIREPs (ride, icing, etc.) received from other aircraft. To the extent possible, centers and terminal area facilities will issue pertinent information on weather in the immediate area an airport, and assist pilots in avoiding hazardous weather areas, when requested.
Destination/terminal area arrival weather can be obtained via radio and/or datalink from the following sources as available:
If You Don't Go
You always have the option to delay or postpone (and get a later weather briefing), or cancel a trip entirely if the weather is beyond your capabilities and/or your equipment.
Weather Advisories
Weather Advisories consist of Airman's Meteorological Information (AIRMETs), Significant Meteorological Information (SIGMETs), Convective SIGMETs, Center Weather Advisories (CWAs), and Severe Weather Forecast Alerts (AWW), commonly called Alert Weather watches. These products warn of hazardous or potentially hazardous conditions (IFR conditions, turbulence, icing, thunderstorms, etc.). Typically, to be included in weather advisory, the phenomena must be widespread (i.e., covering an area 3,000 square miles or more). Pilots should therefore always be alert to local or localized areas of hazardous weather which may not warrant the issuance of a weather advisory. Remember - the absence of an advisory does not necessarily mean the absence of hazardous weather.
The AIRMET contains hazardous weather conditions, generally of concern to small aircraft. SIGMETs pertain to potentially hazardous that may affect the safety of all aircraft. Convective SIGMETs and Weather Watches are issued for thunderstorm or thunderstorm-related phenomena. Center Weather Advisories are advisories of adverse weather conditions, possibly hazardous to some aircraft, which are applicable to the airspace under the control of the issuing center. They may precede the issuance or amendment of SIGMETs and AIRMETs, or provide warnings for phenomena too small to be included in other advisories.
AIRMET bulletins are issued on a scheduled basis every 6 hours, beginning at 0145 UTC during Central Daylight Time and at 0245 UTC during Central Standard Time. Unscheduled updates and corrections are issued as necessary. Other weather advisories are unscheduled and issued as needed.
Aviation Routine Weather Report (METAR)
The international METAR and SPECI (special) weather codes replaced the North American Surface Aviation Weather Report (SA) and SP formats in 1996. These reports are specific aviation weather observations taken at designated reporting sites throughout the United States. They communicate the actual weather conditions at the reporting location. Normally, the observation sites are located on airports, but occasionally nearby outside the airport boundaries. In some rare cases, a METAR may be reported at a remote location (mountain passes).
METAR observations are usually taken and transmitted hourly at about 50 minutes past each hour. These observations are generally available within a few minutes after the hour. Special observations (SPECI) are taken whenever changing weather conditions warrant.
Example of a METAR report:
METAR KRDU 0101502 10009KT 10SM SHRA - OVC050 23/15 A2982 RMK RAB40 FQT LTG DSNT SW SLP094
Translation: Aviation Routine Weather Report, Raleigh-Durham Airport, observation the first day of the month at 0150 ZULU, wind from 100 degrees true at 9 knots; visibility 10 statute miles; light rain showers; ceiling 5,000 feet overcast, temperature 23 degrees C; dew point 15 C altimeter 29.82 inches. Remarks: Rain began at 40 minutes past the hour; frequent lightning to the distant southwest; sea level pressure 1009.4 Hectopascals/ millibarH.
(Note: When providing wind information to departing or arriving aircraft, terminal facilities will provide winds relative to magnetic north).
Pilot Weather Reports (PIREPs)
The need for objective PIREPs cannot be overstated. Pilot reports are presently the best source of inflight turbulence and icing information, and often the only source of weather conditions enroute. Although PIREPs can be filed with any ATC facility, to the extent possible, pilots should file these reports with Flight Watch or a Flight Service Station to ensure dissemination throughout the system.
The following information should be included in a PIREP:
Example of a PIREP:
KLYH UA /OV KRIC-KLYH180010/TM 1415/FL065/TP C152/SK SCT-BKN030 TOPS040/ OVC100/WX FV05M HZ/TA 06/TB LGT/RM MOD TURBC SFC-045 DURGC KRIC
Translation: Pilot report; from Richmond, VA, to 10 nautical miles south of Lynchburg, VA; time - 14152; altitude 6,500 feet MSL; type aircraft, Cessna 152; cloud bases 3,000 feet MSL, coverage scattered to broken, tops 4,000 feet MSL, higher cloud bases 10,000 feet MSL coverage overcast, flight visibility 5 statute miles, haze, temperature 6C; light turbulence at 6500 ft.; remarks - moderate turbulence from the surface to 4,500 feet MSL during climbout from Richmond.
Area Forecasts (FA)
Area Forecasts are 12-hour aviation forecasts plus a 6-hour categorical outlook giving general descriptions of VFR sky and weather conditions that affect aircraft operations. The Area Forecast is not a stand-alone product and must be used in conjunction with the AIRMET Bulletins; specifically, AIRMET SIERRA (IFR and mountain obscurations), TANGO (turbulence), and ZULU (icing and freezing levels), which are issued on a scheduled basis.
Heights of cloud bases are referenced to height above mean sea level (MSL), unless otherwise noted as above ground level (AGL) or ceilings (CIG). Cloud tops are always given in MSL.
Categorical outlook terms, describing general ceiling and visibility conditions for outlook planning purposes, are defined as follows :
The causes of IFR or MVFR are indicated by either ceiling or restrictions to visibility, or both. The contraction CIG (for ceiling) and/or weather and obstruction to visibility symbols are used. If winds of 30 knots or greater are forecast for the outlook period, the word WIND is also included for all categories, including VFR.
Area Forecasts, each covering a broad geographical area are issued 3 times a day in the contiguous United States, and 4 times a day in Alaska and Hawaii.
Issuance times differ from geographic area to area. Specific schedule times for your location can be obtained by calling the nearest FSS. These forecasts are amended as required.
Aerodrome Forecasts (TAF)
Aerodrome Forecasts are issued for specific airports and are valid for a 5 statute mile radius from the center of the runway complex. They contain information on the expected surface winds, visibility; weather, obstructions to vision, and cloud coverage and heights. They are valid for a 24 hour period.
Aerodrome Forecasts are issued 4 times a day. Each forecast is amended according to prescribed criteria, as required.
Aerodrome forecasts are presented in the following order:
An example of a TAF:
KBOS 0411452 1212 34015G25KT 5SM SHSN- SCT010 BKN018 TEMPO 1215 1/2SM SHSN VV008 BECMG 15-17 33012G22KT P6SM BKN050
Translation: Boston Aerodrome Forecast for the 4th day of the month, valid time 122-122. Surface wind from 340 degrees at 15 knots with peak gusts to 25 knots; visibility 5 statute miles; light snow showers; scattered clouds at 1,000 feet AGL; ceiling 1,800 feet broken AGL; occasionally, visibility one half mile in moderate snow showers; indefinite ceiling 800 feet (an indefinite ceiling represents a surface based phenomena obscuring the whole sky). Becoming between 15Z and 172 surface wind from 330 degrees at 12 knots with gusts to 22 knots; visibility greater than 6 miles; ceiling 5,000 feet broken AGL.
Wind and Temperatures Aloft Forecasts (FD)
Winds and temperatures aloft forecasts provide wind direction, speed, and temperature for selected locations. Winds between forecast points can be calculated by interpolation. Winds and temperatures aloft forecasts are 6-hour, 12-hour, and 24-hour forecasts to the nearest 10 degrees, relative to true north, wind speed in knots, and temperature in degrees Celsius for selected altitudes. No forecasts are provided for reporting levels within about 1,500 feet (or less) of the surface. Temperature is omitted for the first 3,000 foot level (or at any level within 2,500 feet of the surface).
Forecasts are generated twice daily from 00002 and 12002 radiosonde upper air observations. These forecasts are available about 4 hours after each observation.
Partial translation: Kennedy Airport, at 6,000 feet MSL, the forecast winds are from 280 degrees true at 33 knots with a temperature of 0 degrees C.
To the extent possible, begin your weather planning several days prior to your flight. You can use commercial television, newspapers, The Weather Channel, or the Internet. The day or evening before the flight, obtain an outlook briefing from Flight Service, DUAT, or from the Internet. As close to your departure time as possible, with your preliminary flight planning complete (i.e., basic route, altitudes, preliminary alternates selected) call Flight Service or log onto DUAT or the Internet for your standard briefing. If your standard briefing is several hours old, or the weather is questionable, again contact Flight Service just prior to takeoff for an abbreviated briefing.
Briefings should be obtained by phone or electronically. However, if there is no other alternative, request the briefing by radio or datalink once airborne. It is far better to obtain the briefing once airborne by electronic means, than to have no briefing at all.
When contacting a Flight Service Station, state your request, followed by the appropriate background information. The briefer will use this information to tailor the briefing to your proposed flight. The briefer will interpret and summarize the weather data to the extent possible, and present the information in the sequence designed for the type of briefing requested. When the briefing has been completed do not hesitate to ask for clarification of any point you did not understand, or for any additional information you require.
The briefer may state: "VFR flight not recommended." This statement in and of itself should not necessarily cause you to cancel or postpone your flight. However, it does mean that in the opinion of the briefer, the flight cannot be conducted safely in Visual Meteorological Conditions (VMC), and it indicates that poor weather conditions exist or are forecast. If the weather appears beyond your capability or personal minimums, you should consider changing your plans. On the other hand, the absence of this statement does not necessarily ensure the absence of adverse weather. Thunderstorms, turbulence, and strong winds, when considered individually, do not necessarily warrant this statement.
Whether VFR or IFR, the absence of a "Weather Advisory" does not guarantee a flight free from adverse weather conditions. Remember that there are limitations to the weather products available to the briefer. Weather warnings are not always issued for each occurrence of hazardous weather.
Updated weather should be routinely obtained enroute, through a Flight Service Station, Flight Watch, or via datalink. Flight Watch has the latest reports and forecasts, near real time radar and satellite imagery, and can help you interpret the data. Additionally, Flight Watch is a central clearinghouse for PIREPs. The need for PIREPs cannot be overstated. PIREPs can be given to any ATC facility, however, to the extent possible they should be filed with a Flight Service Station or Flight Watch. Even when flying IFR, controllers most often can approve switching to Flight Watch for a weather update. But whether flying VFR or IFR, you need to obtain weather updates far enough in advance for you to act upon them before you encounter adverse weather or your fuel runs low.
As a popular aviation saying puts it:
"Aviation in itself is not inherently dangerous, but to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect."
As a result: When in doubt, wait it out!
The purpose of this series of Federal Aviation Administration (FAA) Aviation Safety Program publications is to provide the aviation community with safety information that is informative, handy, and easy to review. Many of the publications in this series summarize material published in various FAA advisory circulars, handbooks, other publications, and various audiovisual products developed by the FAA and used in its Aviation Safety Program.
Some of the ideas an materials in this series were developed by the aviation industry. The FAA acknowledges the support of the aviation industry and its various trade and membership groups in the production of this series.
Comments regarding these publications should be directed to the National Aviation Safety Program Manager, Federal Aviation Administration, Flight Standards Service.
