What is the difference between METAR and TAF?

METAR is an observed weather report issued hourly or as needed. TAF is a Terminal Aerodrome Forecast—a prediction issued for the next 24 or 30 hours. Both are required for preflight planning; METAR shows current conditions, TAF predicts trends.

Can I use a METAR older than 1 hour for flight planning?

Not reliably. Weather changes rapidly; a METAR 1–2 hours old may be outdated in fast-moving systems. Always cross-check with current radar and PIREPs (pilot reports) for flights over a few hours.

How do I convert METAR temperature to Fahrenheit?

Use the formula: °F = (°C × 9/5) + 32. For example, 24°C = (24 × 1.8) + 32 = 75.2°F. Some glass cockpit avionics display both; always verify your aircraft's setup.

What does 'VRB' mean in a METAR?

'VRB' stands for variable wind direction. It appears when wind is light and erratic, typically <3 knots. Variable winds suggest turbulent air or thermaling; expect a bumpy ride or slow climb.

How do I interpret RVR in a METAR?

RVR (Runway Visual Range) is visibility down the runway in feet. Example: R01L/1200FT means Runway 01 Left has 1,200 feet of visibility. RVR <1,000 ft requires IFR approach procedures; declining RVR signals worsening conditions.

What does 'A02$' mean at the end of a METAR?

The '$' indicates the automated station needs maintenance and may report unreliable data. Treat the METAR with caution; cross-check with other sources (nearby stations, radar, PIREPs) before committing to flight.

Should I add or subtract the altimeter setting from my cockpit altimeter?

Neither. Before flight, set your altimeter's Kollsman window to the field elevation, then verify the needle reads field elevation. Then set the Kollsman to the METAR's altimeter setting. This accounts for non-standard pressure and altitude errors.

How to Read a METAR Report Step by Step in 2026

Understanding What a METAR Actually Is

A METAR (Meteorological Aerodrome Report) is the FAA and ICAO's standard format for reporting weather at airports. Pilots use METARs for preflight planning and en-route decision-making under 14 CFR 61.23 (currency requirements) and 91.103 (preflight action). A typical METAR looks cryptic at first glance—a jumble of four-letter codes, numbers, and abbreviations—but it follows a rigid left-to-right structure that becomes intuitive with practice.

The beauty of METAR is its precision. Unlike a plain-English forecast, every element has a specific place and meaning. Wind direction is always reported in 10-degree increments; visibility always in statute miles (SM) for the US; temperature always in Celsius. This standardization lets pilots worldwide interpret the same data in seconds.

Step 1: Identify the Station and Issue Time

Every METAR begins with a four-letter station identifier (ICAO code). For example, KJFK = John F. Kennedy International (New York), KLAX = Los Angeles International, KORD = Chicago O'Hare. If you're reading a METAR for a runway approach, the first four letters tell you exactly which airport reported it.

Immediately after the station ID comes the issue time in UTC (Zulu time), formatted as DDHHMMZ. That's day of month, hour, minute, all in UTC.

Example: KJFK 121856Z = Kennedy Airport, issued on the 12th day of the month at 18:56 UTC.

D = day of month (01–31)
HH = hour (00–23 UTC)
MM = minutes past the hour
Z = Zulu (UTC) designator

This timestamp matters: a METAR older than 1–2 hours may not reflect current conditions, especially in fast-moving weather systems.

Step 2: Decode Wind Direction and Speed

Wind appears third in the METAR sequence, formatted as DDDSSKT or DDDSSGTSSKT if gusting.

DDD = true wind direction in 10-degree increments (010–360). Use 000 or VRB (variable) if winds are calm or highly variable.
SS = wind speed in knots (kt).
G = gust indicator (if present).
SS = gust speed in knots.

Example: 18012G25KT = wind from 180° (south) at 12 knots, gusting to 25 knots.

Real-world note: Runway 18 at most airports means a north–south runway; a 180° wind is a tailwind for landing on runway 18. A headwind on runway 36. Pilots cross-reference wind direction with their intended runway for safety.

If you see VRB03KT, winds are variable at 3 knots—typically light, turbulent conditions.

Step 3: Check Visibility and Runway Visual Range

Visibility in a US METAR is reported in statute miles (SM), sometimes with a fraction. Runway Visual Range (RVR), if reported, appears as R##L/####FT (or C/R suffix for center/right runway).

Example: 10SM = 10 statute miles visibility (VFR minimum for Class B is 3 SM).

Example with RVR: R01L/2000FT = Runway 01 Left, visual range 2,000 feet. RVR is critical for low-visibility approaches; the FAA requires RVR data for instrument approaches below certain minimums.

If visibility is below 10 SM, it may appear as a fraction: 3/4SM = three-quarter statute mile (IFR territory).
If RVR is declining (e.g., R01L/2000V2600FT), conditions are worsening.

Step 4: Interpret Weather Phenomena (Present Weather)

This section reports rain, snow, fog, thunderstorms, and other hazards using a two-character or three-character code:

Intensity:

- = light
(nothing) = moderate
+ = heavy

Weather descriptor:

VC = in the vicinity (not at the airport)
TS = thunderstorm
SH = showers

Precipitation type:

RA = rain
SN = snow
SG = snow grains
IC = ice crystals
PL = ice pellets

Obstructions:

FG = fog
BR = mist
HZ = haze
DU = dust
SA = sand
VA = volcanic ash

Example: -RA = light rain. +SN = heavy snow. TSRA = thunderstorm with rain. FG = fog.

Thunderstorms (TS) are an immediate go/no-go factor for VFR pilots. Fog (FG) triggers IFR planning or diversion.

Step 5: Analyze Cloud Layers and Ceiling

Cloud layers appear in order of altitude and are coded as CCCNNN, where:

CCC = cloud coverage (SKC/CLR = clear; FEW = 1/8–2/8; SCT = 3/8–4/8; BKN = 5/8–7/8; OVC = 8/8 overcast).
NNN = altitude in hundreds of feet AGL.

Example: FEW030 SCT080 BKN150 = few clouds at 3,000 ft, scattered at 8,000 ft, broken at 15,000 ft.

Ceiling is the lowest reported cloud layer at or above 6,000 feet, or the lowest overcast layer if below 6,000 feet. This directly impacts VFR/IFR classification:

VFR = ceiling ≥3,000 ft, visibility ≥5 SM.
MVFR (Marginal VFR) = ceiling 1,000–3,000 ft, visibility 3–5 SM.
IFR = ceiling 500–999 ft, visibility 1–3 SM.
LIFR (Low IFR) = ceiling <500 ft, visibility <1 SM.

In the example above, the ceiling is SCT080 (scattered at 8,000 ft), which is VFR. If it said OVC020 instead, the ceiling would be 2,000 ft (MVFR).

Step 6: Read Temperature, Dewpoint, and Altimeter

The final core elements are temperature (T), dewpoint (D), and altimeter setting (A):

Format: TT/DD A####

TT = temperature in °C (may be negative, shown as M##).
DD = dewpoint in °C.
A#### = altimeter setting in inches of mercury (inHg).

Example: 24/14 A2990 = Temperature 24°C, dewpoint 14°C, altimeter 29.90 inHg.

Example with below-zero: M05/M08 A3012 = Temperature −5°C, dewpoint −8°C, altimeter 30.12 inHg.

Why this matters: Temperature–dewpoint spread indicates fog risk. A narrow spread (e.g., 24°C / 22°C) means fog or low clouds are likely soon. A wide spread (24°C / 10°C) suggests clear, dry conditions. Dewpoint ≤ outside air temperature = saturation and possible fog formation.

The altimeter setting is essential for setting your altimeter on the ground. If the METAR reports 29.90 inHg and you set 30.10, you'll read 200 feet high at cruise—a serious safety margin error.

Decoding a Full METAR in Practice

Let's walk through a real-world example:

KJFK 121856Z 18012G25KT 10SM -RA FEW030 SCT080 BKN150 24/14 A2990 RMK AO2 SLP126 T02440139

Station & Time: Kennedy Airport, 12th of month, 18:56 UTC.
Wind: From 180° at 12 knots, gusting to 25 knots (crosswind component for runway 04/22, headwind for 01/19).
Visibility: 10 statute miles (VFR minimum met).
Weather: Light rain (−RA).
Clouds: Few at 3,000 ft, scattered at 8,000 ft, broken at 15,000 ft (ceiling = 8,000 ft, VFR).
Temperature/Dewpoint/Altimeter: 24°C, 14°C dewpoint, 29.90 inHg.
Remarks: AO2 = automated station with precipitation sensor, SLP = sea-level pressure, T = temperature in tenths (024.4°C, 013.9°C).

Pilot decision: VFR conditions, but light rain and gusty winds warrant a careful preflight. Wind gusts approach the aircraft's demonstrated crosswind limit; light rain is manageable but reduces visibility slightly. Ceiling at 8,000 ft allows decent climb-out.

Common METAR Abbreviations to Know

AUTO = automated station (no human observation).
A02, A01 = automated station type (with or without precipitation).
RMK = remarks (non-standard or observation-specific details).
SLP = sea-level pressure (in millibars, 3 digits; add 950 or 1050 to get full value).
T####/#### = temperature and dewpoint in tenths of °C (more precision).
$ = maintenance needed (station may be unreliable).
NOSIG = no significant weather expected in next 2 hours.

Why Consistent Practice Matters

The FAA expects all certificated pilots to decode METARs and TAFs as part of preflight action (14 CFR 91.103). Flight instructors routinely quiz students on METAR interpretation during private pilot training. On your written exam, you'll see METARs with missing or tricky elements (e.g., cloud layers reported in increments of 500 feet at high altitude).

The best way to master METAR reading is repetition. Check real METARs for your local airport or upcoming flight destination daily. Within a few weeks, you'll scan a METAR in 10–15 seconds and immediately spot the critical data: wind, visibility, weather, ceiling, and temperature.

Resources for METAR Learning

Use an online METAR decoder as a training tool—not as a crutch. Sites like Aviation Weather Center (aviationweather.gov) and CheckWX provide real METARs and instant decoding. The FAA's Instrument Flying Handbook (Chapter 7) has an excellent METAR section with photos and examples.

For serious preparation, take a practice exam on METAR and TAF interpretation. Many test banks include real or realistic METAR scenarios. Check out Rotate's free practice test to quiz yourself on weather reports and other critical topics, or upgrade to a monthly subscription for unlimited access to hundreds of METAR scenarios and real-world preflight decision challenges.