Aviation Weather: The Complete Pilot's Guide
By Renzo, CPL · Updated March 2026
Weather is the single most critical variable in every flight. Understanding how to read weather reports, interpret forecasts, and make sound go/no-go decisions separates safe pilots from statistics. This guide covers everything from atmospheric theory to decoding METARs and TAFs, plus the VFR and IFR weather minimums you need to know for your written exam and real-world flying.
Last updated: March 2026 · Sources: FAA PHAK, FAA AC 00-6B, AIM, NWS Aviation Weather Services
#1
Cause of Fatal GA Accidents
29.92"
Standard Pressure (inHg)
15C
Standard Temp at Sea Level
2C/1,000ft
Standard Lapse Rate
Why Weather Matters in Aviation
Weather is the leading cause of fatal general aviation accidents in the United States. According to NTSB data, weather-related accidents account for approximately 25% of all GA accidents but represent a disproportionate share of fatal outcomes -- roughly 40% of all GA fatalities. The most common weather killers are VFR flight into IMC (instrument meteorological conditions), thunderstorm encounters, icing, and low-altitude wind shear.
Federal Aviation Regulations require pilots to familiarize themselves with all available weather information before every flight. Under 14 CFR 91.103, the pilot in command must obtain "all available information" concerning the flight, and for IFR flights or flights not in the vicinity of the airport, this explicitly includes weather reports and forecasts.
Beyond legal obligations, weather literacy is a survival skill. A pilot who can accurately interpret a METAR, understand the implications of a cold front passage, and set appropriate personal minimums will make consistently better go/no-go decisions. The goal is not to avoid all weather but to understand what you can safely fly through and what you must avoid.
The Atmosphere
Earth's atmosphere is divided into layers, each with distinct characteristics that affect flight. Nearly all weather occurs in the troposphere, the lowest layer extending from the surface to approximately 36,000 feet at mid-latitudes (higher at the equator, lower at the poles).
Atmospheric Layers
- Troposphere (0-36,000 ft):Where virtually all weather occurs. Temperature decreases with altitude at an average standard lapse rate of approximately 2C (3.5F) per 1,000 feet. This is where pilots spend nearly all their flying time.
- Tropopause:The boundary between the troposphere and stratosphere. Jet streams are found near the tropopause. Temperature stops decreasing and becomes roughly constant. Its altitude varies from ~25,000 ft at the poles to ~55,000 ft at the equator.
- Stratosphere (36,000-160,000 ft):Temperature increases with altitude due to ozone absorbing UV radiation. Very stable, very dry. Some high-altitude aircraft operate here. Negligible weather.
The Standard Atmosphere (ISA)
The International Standard Atmosphere provides a baseline for all aviation calculations. At sea level, standard conditions are:
29.92 inHg
Pressure (1013.25 hPa)
15C (59F)
Temperature
2C / 1,000 ft
Lapse Rate
0% humidity
Assumed Humidity
Knowing standard atmosphere values is critical for understanding altimetry. When the actual temperature is warmer than standard, your true altitude is higher than your indicated altitude. When colder than standard, your true altitude is lower -- the dangerous scenario captured by the memory aid "high to low, look out below." Use our density altitude calculator to see how non-standard conditions affect aircraft performance.
Air Masses & Fronts
An air mass is a large body of air with relatively uniform temperature and moisture content. When two air masses of different properties collide, the boundary between them is called a front. Fronts are where the most significant weather occurs, and understanding their behavior is essential for flight planning.
Cold Front
A cold air mass pushes under and lifts a warm air mass. Cold fronts move fast (15-30 knots typical) and produce a narrow band of intense weather.
- -- Weather: Cumulonimbus clouds, heavy rain/hail, thunderstorms, strong gusty winds
- -- Turbulence: Moderate to severe near the front
- -- Width: 50-100 miles of weather along the frontal line
- -- After passage: Rapid clearing, temperature drop, wind shift to northwest, rising pressure
- -- Pilot action: Plan to cross quickly if conditions allow, or wait for passage
Warm Front
Warm air slides up and over a retreating cold air mass. Warm fronts move slowly (10-15 knots) and produce a wide band of weather.
- -- Weather: Stratus clouds, steady rain/drizzle, fog, low ceilings for hundreds of miles
- -- Turbulence: Generally light, but embedded thunderstorms possible in summer
- -- Width: 200-400+ miles of weather ahead of the front
- -- After passage: Temperature rises, wind shift to south/southwest, improving visibility
- -- Pilot action: Most dangerous for low IFR conditions and icing in winter
Stationary Front
Neither air mass is advancing. The front stalls in place, producing persistent weather over the same area for days.
- -- Weather: Similar to warm front but prolonged -- low clouds, fog, drizzle
- -- Duration: Can persist for days in one location
- -- Pilot action: Monitor carefully; extended IFR conditions common
Occluded Front
A fast-moving cold front overtakes a warm front, lifting the warm air completely off the surface. Occluded fronts produce complex weather combining characteristics of both cold and warm fronts.
- -- Weather: Mix of both front types -- rain, clouds at multiple levels, embedded thunderstorms
- -- Turbulence: Moderate; unpredictable near the occlusion point
- -- Pilot action: Treat as the more restrictive of the two front types
Cloud Types for Pilots
Clouds tell a story about atmospheric stability, moisture, and what weather to expect. Every pilot should be able to identify the major cloud families and understand their implications for flight safety.
| Family | Types | Altitude | Hazards |
|---|---|---|---|
| Cumulus (vertical development) | Cumulus (Cu), Towering Cumulus (TCU), Cumulonimbus (Cb) | Low to high (surface-60,000 ft) | Turbulence, thunderstorms, hail, icing, microbursts |
| Stratus (layered) | Stratus (St), Altostratus (As), Nimbostratus (Ns) | Surface to 20,000 ft | Low ceilings, reduced visibility, steady precipitation, icing |
| Cirrus (high-altitude) | Cirrus (Ci), Cirrostratus (Cs), Cirrocumulus (Cc) | 20,000-40,000 ft | Generally benign; may indicate approaching fronts |
| Altocumulus (mid-level) | Altocumulus (Ac), Altocumulus Castellanus (Acc) | 6,500-20,000 ft | Castellanus = instability indicator, possible thunderstorms |
Visibility & Fog
Fog is a cloud at ground level -- visibility reduced to less than 5/8 of a statute mile. It is one of the most common causes of weather-related delays and diversions. Fog can form rapidly, reducing VFR-legal visibility to near zero in minutes. Understanding fog types helps you predict when and where it will form.
Radiation Fog
Cause: Ground radiates heat at night, cooling air to dew point
When to expect: Clear nights, light winds (<5 kt), high humidity, low-lying areas
Dissipation: Burns off after sunrise as ground warms
Advection Fog
Cause: Warm moist air moves over a colder surface
When to expect: Coastal areas, warm air flowing over cold water or snow-covered land
Dissipation: Can persist for days; requires wind shift or air mass change
Precipitation (Frontal) Fog
Cause: Rain falls through cooler air below, saturating it
When to expect: Ahead of warm fronts, during steady rain
Dissipation: Clears when precipitation stops or front passes
Ice Fog
Cause: Water vapor sublimates directly into ice crystals
When to expect: Temperatures below -30C, near moisture sources (exhaust, open water)
Dissipation: Requires temperature rise or wind to disperse
Upslope Fog
Cause: Air forced uphill cools adiabatically to dew point
When to expect: Along mountain slopes, easterly winds over Great Plains
Dissipation: Requires wind direction change or daytime heating
The most common fog for early-morning departures is radiation fog. It forms on clear, calm nights when the ground cools rapidly, and it often fills valleys and low-lying areas. Pilots planning dawn flights should check the temperature-dew point spread the evening before: a spread of 3C or less at sunset with clear skies and calm winds is a strong indicator of morning fog.
Thunderstorms
Thunderstorms are the most dangerous weather phenomenon a pilot can encounter. Three ingredients must be present: moisture, instability (lifting action), and a trigger (heating, front, terrain). All thunderstorms progress through three stages:
1. Cumulus Stage
Characterized by strong updrafts (up to 3,000 fpm). The cloud builds vertically. No precipitation reaches the ground yet. Duration: 10-15 minutes. The cell is growing and may not yet appear threatening.
2. Mature Stage
The most dangerous stage. Both updrafts and downdrafts coexist within the same cell. Heavy rain, hail, lightning, severe turbulence, and microbursts occur. Tops can reach 40,000-60,000 feet. This stage begins when rain starts falling from the cloud base.
3. Dissipating Stage
Downdrafts dominate and cut off the updrafts that sustain the storm. Light rain, anvil cloud spreads downwind. Still turbulent -- do not assume it is safe to fly through a dissipating storm.
Thunderstorm Hazards
- Severe turbulence: Up to 6,000 fpm updrafts/downdrafts. Can exceed structural limits of the aircraft.
- Hail: Can be thrown miles from the visible storm. Baseball-sized hail destroys windshields and leading edges. Hail is most common in the mature stage.
- Microbursts: A concentrated column of sinking air that spreads outward upon hitting the surface. Wind shear up to 45 knots within 1-2 miles. A 45-knot airspeed loss on short final is typically unrecoverable.
- Lightning: Can temporarily blind pilots and damage avionics. Most common between 5,000 and 15,000 feet within the cell.
- Tornadoes: Associated with supercell thunderstorms. Most likely in the right-rear quadrant of the storm.
Aircraft Icing
Structural icing occurs when supercooled water droplets freeze on contact with the aircraft. It degrades aerodynamic performance by increasing weight, increasing drag, decreasing lift, and reducing thrust. Even a thin layer of ice on the wings can reduce lift by 30% and increase drag by 40%.
Types of Structural Icing
Clear Ice (Glaze)
Forms when large supercooled droplets freeze slowly on impact, spreading before fully freezing. Creates a smooth, heavy, transparent layer that is extremely difficult to remove. Found in cumuliform clouds and freezing rain. Temperatures: 0C to -10C. The most dangerous form of icing.
Rime Ice
Forms when small supercooled droplets freeze instantly on contact, trapping air between the ice crystals. Creates a rough, opaque, milky white accumulation. Found in stratiform clouds. Temperatures: -15C to -20C. Easier to remove with deicing equipment than clear ice.
Mixed Ice
A combination of clear and rime ice that forms when droplets of varying sizes are present. Temperatures: -10C to -15C. Creates an irregular, rough surface that severely disrupts airflow.
Induction Icing
Carburetor icing can occur at temperatures as warm as 20C (70F) with visible moisture or high humidity. The venturi effect in the carburetor can drop the air temperature by 30C or more, and when combined with fuel evaporation, causes ice to form in the carburetor throat. Symptoms include a gradual loss of RPM (fixed-pitch) or manifold pressure (constant-speed). Apply carburetor heat at the first indication.
Anti-Ice vs. De-Ice
Anti-ice systems prevent ice from forming (pitot heat, windshield heat, engine inlet heat). Turn them on before entering known icing conditions. De-ice systems remove ice after it has formed (pneumatic boots, weeping wings, TKS fluid). Activate after ice has accumulated to an appropriate thickness for the system to be effective.
Turbulence
Turbulence is irregular motion of the air that results from eddies and vertical currents. It ranges from mild nuisance to aircraft-structural-limit forces. Understanding its types and sources helps you avoid the worst of it.
Types of Turbulence
- Convective turbulence: Caused by thermal updrafts from uneven surface heating. Most common on hot afternoons over dark surfaces (asphalt, plowed fields). Cumulus clouds mark the tops of thermals.
- Mechanical turbulence: Wind flowing over terrain features (mountains, buildings, ridgelines) creates eddies on the lee side. Rotor turbulence downwind of mountains can be severe to extreme.
- Wind shear turbulence: A sudden change in wind speed and/or direction over a short distance. Particularly dangerous during takeoff and landing (low-altitude wind shear). Microbursts produce the most severe form.
- Clear Air Turbulence (CAT): Occurs at high altitudes (above 15,000 feet) near the jet stream, often with no visible warning. Found on the cold-air (north) side of the jet stream and where it curves sharply. Cannot be detected by radar.
- Mountain wave turbulence: Strong winds flowing perpendicular to mountain ridges create standing waves that extend well above the peaks. Lenticular clouds (standing lens-shaped clouds) are the visual indicator. Can produce extreme turbulence.
Turbulence Reporting Intensity
| Intensity | Effect on Aircraft | Occupant Reaction |
|---|---|---|
| Light | Slight, erratic changes in altitude/attitude | Slight strain against belts |
| Moderate | Changes in altitude/attitude, airspeed fluctuations. Aircraft remains in positive control. | Definite strain against belts; unsecured objects dislodged |
| Severe | Large, abrupt changes. Aircraft may be momentarily out of control. Large airspeed variations. | Forced violently against belts. Impossible to walk. |
| Extreme | Aircraft practically impossible to control. Structural damage possible. | Injury likely. |
When you encounter turbulence, file a PIREP (Pilot Report). PIREPs are the only source of real-time turbulence information and are invaluable to other pilots and forecasters. Use the standard format: location, time, altitude, aircraft type, and intensity.
Reading METARs
A METAR (Meteorological Aerodrome Report) is the standard format for reporting current surface weather observations at an airport. METARs are issued hourly (routine) or as SPECIs (special observations) when conditions change significantly. Every pilot must be able to decode a METAR fluently.
Example METAR:
METAR KJFK 121856Z 31015G25KT 10SM FEW040 BKN080 OVC250 18/12 A2992 RMK AO2 SLP132 T01830117
Decoding Element by Element
Common weather phenomena abbreviations: RA (rain), SN (snow), FG (fog), BR (mist), HZ (haze), TS (thunderstorm), FZRA (freezing rain), +RA (heavy rain), -SN (light snow). Practice decoding with our METAR decoder tool.
Reading TAFs
A TAF (Terminal Aerodrome Forecast) predicts weather conditions at an airport for the next 24 to 30 hours. TAFs are issued four times per day (every 6 hours) and use the same coding as METARs, with additional change indicators.
Example TAF:
TAF KJFK 121730Z 1218/1324 31012KT P6SM FEW040 BKN250
FM122200 28015G25KT 4SM -RA BKN020
TEMPO 1222/1302 2SM RA OVC015
FM130600 33008KT P6SM SCT030 BKN100
BECMG 1312/1314 SKC
TAF Change Indicators
When planning a flight, compare the TAF with the current METAR. If the TAF predicts deterioration, build extra fuel reserves and identify alternate airports. For IFR flights, remember that your destination must forecast weather at or above landing minimums for 1 hour before through 1 hour after your estimated arrival (the "1-2-3 rule" for alternates: 1 hour before through 1 hour after ETA, ceiling 2,000 feet, visibility 3 miles for an alternate to not be required).
Weather Charts & Products
Beyond METARs and TAFs, pilots have access to a range of weather charts and products that provide the big picture. Use these during preflight planning to understand the synoptic weather pattern and identify potential hazards along your route.
Surface Analysis Chart
Shows the current position of fronts, pressure systems (highs and lows), and isobars across a large area. Updated every 3 hours. Use it to identify which fronts will affect your route and understand the overall flow pattern. Remember: wind flows clockwise around highs and counterclockwise around lows in the Northern Hemisphere.
Prognostic (Prog) Charts
Forecast charts showing expected positions of fronts, pressure systems, and areas of IFR/MVFR conditions at 12, 24, 36, and 48 hours in the future. The low-level significant weather prognostic chart shows expected turbulence, icing, and freezing levels below 24,000 feet. Essential for planning flights more than a few hours out.
SIGMETs and AIRMETs
SIGMETs (Significant Meteorological Information) warn of severe weather hazardous to ALL aircraft: severe icing, severe or extreme turbulence, volcanic ash, dust storms, and tropical cyclones. AIRMETs(Airmen's Meteorological Information) warn of conditions hazardous primarily to light aircraft: moderate icing (AIRMET Zulu), moderate turbulence and sustained surface winds of 30+ kt (AIRMET Tango), and IFR conditions or mountain obscuration (AIRMET Sierra).
Convective SIGMETs and Outlook
Convective SIGMETs warn of severe thunderstorms, embedded thunderstorms, lines of thunderstorms, and thunderstorms with hail 3/4 inch or larger. They are issued hourly for the eastern, central, and western US. Any convective SIGMET implies severe or greater turbulence, severe icing, and low-level wind shear.
Winds and Temperatures Aloft (FB)
Forecast winds and temperatures at various altitudes (3,000 to 39,000 feet) for select reporting stations. Used to plan cruise altitude (choose favorable winds), calculate groundspeed and fuel burn, and identify potential turbulence layers. Temperatures not reported within 2,500 feet of station elevation. Use our crosswind calculator to apply winds to your approach planning.
VFR Weather Minimums by Airspace Class
Visual Flight Rules require pilots to maintain specific minimum distances from clouds and visibility thresholds. These minimums vary by airspace class, altitude, and time of day. This is one of the most tested topics on the FAA Private Pilot written exam. The table below summarizes the requirements per 14 CFR 91.155.
| Airspace | Visibility | Cloud Clearance | Notes |
|---|---|---|---|
| Class A | N/A | N/A (IFR only) | All flight must be IFR |
| Class B | 3 sm | Clear of clouds | ATC separation provided |
| Class C | 3 sm | 500 ft below, 1,000 ft above, 2,000 ft horizontal | Two-way radio + transponder required |
| Class D | 3 sm | 500 ft below, 1,000 ft above, 2,000 ft horizontal | Two-way radio required |
| Class E (below 10,000 MSL) | 3 sm | 500 ft below, 1,000 ft above, 2,000 ft horizontal | Most controlled airspace |
| Class E (at/above 10,000 MSL) | 5 sm | 1,000 ft below, 1,000 ft above, 1 sm horizontal | Higher mins above 10,000 ft |
| Class G (day, below 1,200 AGL) | 1 sm | Clear of clouds | Least restrictive |
| Class G (night, below 1,200 AGL) | 3 sm | 500 ft below, 1,000 ft above, 2,000 ft horizontal | Night requires more visibility |
| Class G (day, 1,200-10,000 AGL) | 1 sm | 500 ft below, 1,000 ft above, 2,000 ft horizontal | Above 1,200 AGL |
| Class G (night, 1,200-10,000 AGL) | 3 sm | 500 ft below, 1,000 ft above, 2,000 ft horizontal | Night = same as Class E |
IFR Weather Minimums
When weather falls below VFR minimums, an instrument-rated pilot with an IFR-equipped aircraft can fly under Instrument Flight Rules. IFR approach minimums are published for each instrument approach procedure and depend on the approach type, airport equipment, and aircraft category.
Decision Height (DH) vs. Minimum Descent Altitude (MDA)
Decision Height (DH) / Decision Altitude (DA)
Used on precision approaches (ILS, GLS). Upon reaching the DH/DA, the pilot must decide: if the required visual references (runway environment) are in sight, continue to land. If not, execute the published missed approach procedure immediately. There is no "leveling off" at DH -- it is a go/no-go decision point while descending.
Minimum Descent Altitude (MDA)
Used on non-precision approaches (VOR, NDB, GPS LNAV, LOC). The pilot descends to the MDA and levels off. If the runway environment is not in sight by the missed approach point (MAP), execute the missed approach. Unlike DH, you can fly level at MDA while looking for the runway.
Typical Published Minimums
| Approach Type | Typical DH/MDA | Typical Visibility |
|---|---|---|
| ILS Category I | 200 ft AGL (DA) | 1/2 sm (2,400 RVR) |
| ILS Category II | 100 ft AGL (DA) | 1,200 RVR |
| ILS Category III | 0-50 ft (or none) | 300-700 RVR (or none) |
| RNAV (GPS) LPV | 200-250 ft AGL (DA) | 1/2 sm |
| RNAV (GPS) LNAV | 400-600 ft AGL (MDA) | 1 sm |
| VOR Approach | 500-700 ft AGL (MDA) | 1-1.5 sm |
| NDB Approach | 600-800 ft AGL (MDA) | 1-1.5 sm |
| Localizer (LOC) | 400-600 ft AGL (MDA) | 3/4-1 sm |
| Visual Approach | N/A | See the airport |
| Contact Approach | N/A | 1 sm, clear of clouds |
Minimums are not goals -- they represent the lowest legal threshold. Smart pilots add a buffer, especially when not fully proficient on instruments. If your personal minimums are 500 ft and 2 miles but the airport reports 200 ft and 1/2 mile, that is a situation for your personal minimums to keep you safe, not the published ones. For instrument training details, see our instrument rating guide.
Getting a Weather Briefing
Before every flight, obtain a thorough weather briefing. The FAA provides three types of weather briefings through Flight Service (1-800-WX-BRIEF) and online sources.
Standard Briefing
The most complete briefing. Request this when you have not received any prior weather information. Includes: adverse conditions (TFRs, NOTAMs, SIGMETs, AIRMETs), synopsis (big picture), current conditions (METARs), en route forecast, destination forecast, winds aloft, and NOTAMs. This is the default briefing for all flights.
Abbreviated Briefing
An update to a previous briefing. Request this when you already have the big picture but need the latest METARs, TAFs, or NOTAM updates. Tell the briefer what information you already have and what specifically you need updated.
Outlook Briefing
For flights planned 6 or more hours in advance. Provides a general overview of expected conditions. Always follow up with a standard or abbreviated briefing before departure.
Online Weather Sources
- aviationweather.gov (AWC): The official FAA weather source. METARs, TAFs, prog charts, SIGMETs, PIREPs, icing and turbulence forecasts all in one place.
- 1800wxbrief.com: Leidos Flight Service portal. File flight plans, get briefings, and receive NOTAMs. Records your briefing for regulatory compliance.
- ForeFlight / Garmin Pilot: EFB apps that integrate weather data with flight planning. Graphical depiction of METARs, TAFs, radar, satellite, AIRMETs/SIGMETs overlay on your route.
- Windy.com: Excellent for visualizing wind patterns, fronts, and weather systems at all altitudes. Not an official source but valuable for situational awareness.
Personal Weather Minimums
Personal minimums are self-imposed weather limits that are typically more conservative than the legal minimums. They account for your experience level, currency, familiarity with the aircraft and route, and comfort level. The FAA strongly encourages all pilots to establish personal minimums and to write them down.
The framework is simple: start conservative and gradually expand as your experience and proficiency grow. Never lower your personal minimums because of schedule pressure, passenger expectations, or "get-there-itis."
| Pilot Level | Ceiling | Visibility | Wind | Crosswind |
|---|---|---|---|---|
| Student Pilot | 3,000 ft AGL | 5 sm | 12 kt / gusts 18 kt | 5 kt |
| Newly Certificated Private Pilot | 2,500 ft AGL | 5 sm | 15 kt / gusts 20 kt | 8 kt |
| Experienced Private Pilot (200+ hrs) | 2,000 ft AGL | 3 sm | 20 kt / gusts 25 kt | 12 kt |
| Instrument Rated Pilot | Published mins + 200 ft | Published mins + 1/2 sm | 25 kt / gusts 30 kt | 15 kt |
Use our crosswind calculator to quickly determine the crosswind component for any runway and wind combination. Review your personal minimums before every flight -- not during it.
Frequently Asked Questions
What does VFR mean in aviation weather?
VFR stands for Visual Flight Rules. VFR conditions exist when the ceiling is at least 3,000 feet AGL and visibility is 5 statute miles or greater. Pilots flying VFR navigate primarily by visual reference to the ground and must maintain the cloud clearance and visibility minimums specified for the airspace class they are flying in.
What does IFR mean and when is it required?
IFR stands for Instrument Flight Rules. IFR conditions exist when the ceiling is below 1,000 feet AGL and/or visibility is below 3 statute miles. Pilots must file an IFR flight plan, receive an ATC clearance, and fly by reference to instruments. An instrument rating and IFR-equipped aircraft are required.
Can you fly a plane in the rain?
Yes, you can fly in rain as long as weather conditions meet the required minimums for VFR or IFR flight. Light to moderate rain itself is not a significant hazard. However, heavy rain reduces visibility, and rain near freezing temperatures can cause structural icing. Thunderstorms associated with heavy rain should always be avoided.
What is MVFR weather?
MVFR stands for Marginal Visual Flight Rules. It describes conditions where the ceiling is 1,000 to 3,000 feet AGL and/or visibility is 3 to 5 statute miles. While technically VFR, MVFR conditions are deteriorating and require extra caution. Many pilots set personal minimums above MVFR thresholds.
How do you read a METAR report?
A METAR is decoded left to right: station identifier (KJFK), date/time (121856Z = 12th day at 1856 UTC), wind (31015G25KT = from 310 degrees at 15 knots gusting 25), visibility (10SM = 10 statute miles), weather phenomena (RA = rain), cloud cover (BKN025 = broken at 2,500 feet), temperature/dew point (18/12), and altimeter setting (A2992 = 29.92 inHg).
What is the difference between a METAR and a TAF?
A METAR reports current observed weather conditions at an airport, updated hourly (or as a SPECI when conditions change significantly). A TAF (Terminal Aerodrome Forecast) is a prediction of weather conditions for a specific airport, covering a 24 to 30-hour period. TAFs include change groups like FM (from), TEMPO (temporary), and BECMG (becoming) to describe expected transitions.
What is the 20-mile rule for thunderstorms?
The FAA recommends maintaining at least 20 nautical miles of lateral separation from any thunderstorm identified as severe or with tops at 35,000 feet or higher. For all other thunderstorms, pilots should avoid flying within 20 nm of the storm cell. Thunderstorms can produce hail, severe turbulence, and microbursts well outside the visible cloud boundaries.
How do personal weather minimums work?
Personal weather minimums are self-imposed limits that are higher than the regulatory minimums. They account for a pilot's experience level, currency, aircraft capability, and comfort. For example, a newly certificated private pilot might set personal minimums of 3,000-foot ceilings and 5 miles visibility even though VFR legal minimums could be as low as 1 mile in Class G airspace. As skill and experience grow, these personal minimums can be gradually and safely lowered.
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