METAR vs. TAF: How to Read Aviation Weather Reports and Forecasts

Checking the weather is part of nearly every flight, whether you are planning a short local hop or a cross-country trip. Two of the most familiar products in an aviation weather briefing are the METAR and TAF. They often appear side by side, but they answer different questions.

Understanding METAR vs. TAF is one of the practical skills student pilots develop during flight training, and it remains useful long after the checkride. One tells you what has been observed at an airport. The other describes what forecasters expect during a specified period.

Both use compact aviation weather codes that can look confusing at first. Once you understand their structure, however, you can begin reading them as useful information about wind, visibility, clouds, and changing conditions rather than as strings of unfamiliar abbreviations.

What Is a METAR in Aviation?

METAR is the standard coded format used for routine aviation surface weather observations. A METAR provides a snapshot of reported conditions at a particular aerodrome at a specific time.

In the United States, routine METARs are generally issued hourly, although special reports called SPECIs may be issued when specified weather changes occur.

A typical METAR may report:

• Airport identifier
• Date and time of observation
• Wind direction and speed
• Prevailing visibility
• Significant present weather, such as rain, snow, or mist
• Cloud coverage and reported layer heights
• Temperature and dew point
• Altimeter setting
• Supplemental information in remarks

Because a METAR is an observation rather than a forecast, its reporting time matters. Weather may change after the observation, especially when a front, thunderstorm, or rapidly developing visibility restriction is involved.

How to Read a METAR: Step-by-Step Example

Consider this fictional training example. It is not a live weather report:

METAR KABC 121753Z 22012G18KT 10SM FEW030 BKN060 18/12 A2992

Read it from left to right:

• METAR: Identifies the report as a routine aviation weather observation.
• KABC: An illustrative four-character airport identifier used here for teaching.
• 121753Z: The observation is dated the 12th day of the month at 1753 UTC, or Zulu time.
• 22012G18KT: Wind is from 220 degrees true at 12 knots, gusting to 18 knots.
• 10SM: Prevailing visibility is 10 statute miles.
• FEW030: Few clouds at 3,000 feet above ground level.
• BKN060: Broken clouds at 6,000 feet above ground level.
• 18/12: Temperature is 18 degrees Celsius, and dew point is 12 degrees Celsius.
• A2992: Altimeter setting is 29.92 inches of mercury.

In plain language, this report describes a southwest wind with gusts, 10-mile visibility, a few clouds at 3,000 feet, a broken cloud layer at 6,000 feet, and relatively mild temperatures.

The broken cloud layer is important because the lowest broken or overcast layer, or reported vertical visibility into an obscuration, determines the reported ceiling. In this example, the reported ceiling is 6,000 feet AGL.

Notice that the few clouds at 3,000 feet do not establish a ceiling by themselves.

What Is a TAF in Aviation?

A TAF, or Terminal Aerodrome Forecast, is an aviation weather forecast for the vicinity of an airport. In the United States, National Weather Service TAFs describe expected conditions within approximately five statute miles of the airport runway complex’s center.

TAFs normally cover 24 or 30 hours, depending on the location. Routine U.S. TAFs are typically issued four times daily, with amendments made when appropriate. Not every airport has a TAF.

A TAF focuses on forecast conditions that matter to aviation, including:

• Surface wind
• Prevailing visibility
• Significant weather phenomena
• Cloud coverage and heights
• Expected changes in those conditions
• Specified low-level wind shear when forecast

One particularly useful feature of a TAF is its ability to show how weather may evolve during the forecast period. It can describe a temporary deterioration, a new prevailing condition beginning at a particular time, or a probability-based forecast of certain weather events.

How to Read a TAF: Step-by-Step Example

Here is a fictional, simplified U.S.-style TAF for training purposes:

TAF KABC 121720Z 1218/1318
22012KT P6SM SCT030 BKN060
FM130000 25008KT P6SM SCT040
FM130900 18005KT 4SM BR BKN015
TEMPO 1310/1313 2SM BR BKN006
FM131500 22010KT P6SM SCT025

The header establishes where the forecast applies and when it is valid:

• TAF: Identifies a terminal aerodrome forecast.
• KABC: The illustrative airport identifier.
• 121720Z: Forecast issued on the 12th at 1720 UTC.
• 1218/1318: Forecast valid from 1800 UTC on the 12th until 1800 UTC on the 13th.

The first forecast line describes initial prevailing conditions:

• 22012KT: Wind from 220 degrees true at 12 knots.
• P6SM: Visibility greater than six statute miles.
• SCT030: Scattered clouds at 3,000 feet AGL.
• BKN060: Broken cloud layer at 6,000 feet AGL.

The subsequent groups describe expected changes.

FM130000: Beginning at 0000 UTC on the 13th, prevailing conditions are forecast to change to wind from 250 degrees at 8 knots, visibility greater than six miles, and scattered clouds at 4,000 feet.

FM130900: Beginning at 0900 UTC on the 13th, the forecast calls for wind from 180 degrees at 5 knots, visibility of four statute miles in mist, and a broken cloud layer at 1,500 feet.

TEMPO 1310/1313: Between 1000 and 1300 UTC on the 13th, temporary periods of two-mile visibility in mist and a broken cloud layer at 600 feet are forecast. The temporary conditions do not necessarily persist throughout the entire indicated interval.

FM131500: Beginning at 1500 UTC on the 13th, prevailing visibility is forecast to improve to greater than six miles, with wind from 220 degrees at 10 knots and scattered clouds at 2,500 feet.

This illustrates why the time groups matter. A forecast can begin with favorable conditions, anticipate reduced visibility and a lower ceiling overnight, and then predict improvement later in the day.

METAR vs. TAF: The Main Differences

Feature	METAR	TAF
Primary purpose	Report observed weather	Forecast expected weather
Time reference	Specific observation time	Defined forecast period
Typical U.S. timing	Hourly, with special reports when warranted	Routine issuances four times daily, plus amendments as appropriate
Wind and visibility	Observed conditions	Forecast conditions
Cloud information	Observed cloud layers	Expected cloud layers
Temperature and dew point	Normally reported	Not included in standard NWS-issued U.S. TAFs
Common use	Check the latest reported airport conditions	Evaluate potential weather changes over time

A METAR and TAF are complementary, not competing sources. The observation provides a reference point, while the forecast helps a pilot evaluate how conditions may develop.

Neither product describes every weather hazard along a flight route. An airport’s current weather does not necessarily represent conditions a few miles away, and the forecast remains subject to uncertainty.

Common METAR and TAF Abbreviations Explained

The same compact codes appear repeatedly in both products. Learning the most common abbreviations makes weather interpretation faster and easier.

Visibility, Weather, and Cloud Codes

Code	Meaning
SM	Statute miles
P6SM	Visibility greater than six statute miles
BR	Mist
FG	Fog
HZ	Haze
RA	Rain
-RA	Light rain
+RA	Heavy rain
SN	Snow
TSRA	Thunderstorm with rain
FEW	Few clouds
SCT	Scattered clouds
BKN	Broken cloud layer
OVC	Overcast cloud layer
VV	Vertical visibility

Cloud-height numbers in these groups are expressed in hundreds of feet above ground level. For example, BKN012 describes a broken cloud layer at 1,200 feet AGL.

Keep the difference between cloud layers and ceilings in mind. A scattered layer does not establish a ceiling, while a broken or overcast layer normally does.

TAF Change and Probability Groups

Several codes help describe forecast changes:

• FM: From a specified date and time, indicating a new set of prevailing forecast conditions.
• TEMPO: Temporary conditions expected during an indicated time interval.
• PROB30: A 30 percent probability of specified conditions during the indicated period in NWS-issued U.S. TAFs.
• AMD: Amended forecast.

A TEMPO group deserves particular attention. Temporary changes in visibility or ceiling can matter substantially even when the prevailing forecast appears favorable.

National Weather Service rules define how probability and change groups are used; pilots should not assume those groups mean conditions will occur throughout the whole period.

Why METARs and TAFs Matter for Flight Planning

Weather planning involves more than identifying a single acceptable report. Pilots need to understand how observed conditions compare with forecasts, whether weather is changing, and what uncertainty remains.

1. Compare the Observation With the Forecast

Suppose a TAF predicts good visibility early in the day, followed by deteriorating conditions later. A current METAR may help establish whether the expected change has begun, arrived sooner than anticipated, or has not yet developed.

That comparison is useful, but it does not prove that the remaining forecast will be correct. A forecast is not a guarantee.

2. Pay Attention to the Timing of Changes

Departure and arrival times can place a flight in very different portions of the same TAF.

A forecast for morning mist may have little relevance to a planned afternoon arrival if the weather improves as predicted. Conversely, a forecast for low ceilings during the expected arrival window deserves careful attention even if the departure airport is currently reporting clear skies.

Time groups should always be read using UTC, with particular care when a forecast crosses midnight.

3. Consider Seasonal Weather Patterns

During fall and winter, pilots may encounter early-morning fog, low stratus, changing frontal systems, and freezing temperatures.

A METAR can help identify reported visibility restrictions or low ceilings at an airport. A TAF may indicate when those conditions are expected to improve or worsen.

For a broader discussion of cold-season considerations, see our fall flying tips for general aviation pilots.

4. Recognize What These Products Cannot Tell You

METARs and TAFs are important, but they do not provide a complete weather picture for every altitude, route segment, or hazard.

For example, cloud and temperature information in a surface observation does not establish whether an aircraft will encounter icing aloft. Evaluating icing exposure requires additional weather information and aircraft-specific considerations.

Our guide to aircraft icing explores why temperatures, moisture, aircraft limitations, and available weather products matter together.

Similarly, a TAF describes forecast conditions near a particular airport, not all conditions between departure and destination.

Where to Find METARs and TAFs

Pilots can access current aviation observations and forecasts through the National Weather Service Aviation Weather Center and other aviation weather briefing services.

The FAA provides additional explanations of coded reports and forecasts in the Aeronautical Information Manual.

The FAA Aviation Weather Handbook also provides broader material on weather phenomena, aviation weather products, and their interpretation.

For readers interested in forecast preparation and amendments, the National Weather Service’s Terminal Aerodrome Forecast instructions describe the conventions used in NWS-issued U.S. TAFs.

Always confirm that the product applies to the intended location and time. A decoded presentation may be easier to read, but checking the underlying report, timestamps, and changes remains important.

How METARs, TAFs, and PIREPs Work Together

METARs and TAFs are not the only weather products available to general aviation pilots.

A PIREP, or pilot report, describes weather conditions encountered by an aircraft in flight. It may provide information about turbulence, icing, cloud conditions, and other observations that are especially useful when airport surface reports do not tell the whole story.

The three products serve different roles:

• METAR: What was observed at the reporting airport.
• TAF: What conditions are forecast near an airport during a specified period.
• PIREP: What a pilot actually encountered at a particular location, altitude, and time.

Learn more in our article What Is a PIREP? Pilot Weather Reports Explained.

A useful weather briefing combines these products with appropriate graphical forecasts, advisories, and other available information rather than relying on a single coded report.

Does a METAR or TAF Tell You Whether a Flight Is Legal?

Not by itself.

METARs and TAFs supply weather information, but they are not blanket authorizations or prohibitions for a flight. The applicable operating rules depend on factors such as the flight rules being used, airspace, altitude, aircraft and pilot qualifications, and the operation itself.

For example, VFR weather minimums are addressed in 14 CFR § 91.155, while instrument flight operations involve additional requirements. A report showing a particular visibility or ceiling does not independently establish that every contemplated flight is legal.

Under 14 CFR § 91.103, pilots in command must become familiar with all available information concerning a flight before beginning it. The regulation explicitly includes weather reports and forecasts for flights under IFR or not in the vicinity of an airport, alongside other required preflight information.

That is a regulatory responsibility, not merely a suggested habit.

By contrast, recommendations such as comparing several weather products, considering alternatives, and setting conservative personal minimums are risk-management practices. They help support judgment but should not be confused with one universal FAA weather minimum.

For a related look at the difference between legal compliance and real-world readiness, see our article on night currency versus night proficiency.

Common Mistakes When Reading METARs and TAFs

Even experienced pilots can miss important context when scanning weather information quickly.

• Confusing observation time with forecast time: The issuance time and valid period of a TAF are not interchangeable.
• Ignoring UTC: All times must be interpreted in the correct date and time reference.
• Assuming P6SM means unlimited visibility: It means greater than six statute miles, not unlimited visibility.
• Confusing scattered clouds with a ceiling: A ceiling is based on a broken or overcast layer, or vertical visibility when the sky is obscured.
• Skipping TEMPO groups: Temporary low ceilings or visibility can be operationally important.
• Treating a forecast as a promise: Conditions can evolve differently from the forecast.
• Using airport conditions to represent an entire route: Surface observations and terminal forecasts have geographic limitations.

Developing a consistent reading routine helps reduce these mistakes. Start with location and time, review wind and visibility, examine sky conditions and weather phenomena, and then consider forecast changes and other relevant weather information.

Final Thoughts: Read the Observation, Then Look Ahead

Understanding METAR vs. TAF is not about memorizing every aviation weather abbreviation in one sitting. It is about learning to recognize the most important information and understanding what each product can, and cannot, tell you.

A METAR helps establish the latest reported conditions. A TAF provides a structured forecast of how those conditions may change. Used alongside PIREPs, weather advisories, graphical forecasts, and other briefing resources, they become parts of a broader weather picture.

A current weather report tells you where conditions stood at one moment. A forecast helps you prepare for where they may be heading. Good weather judgment requires understanding both.

Whether you are learning weather codes for your first written exam or reviewing conditions before another weekend cross-country, the goal remains the same: understand the information, recognize its limitations, and use it to support an informed flight-planning decision.

Frequently Asked Questions About METARs and TAFs

What is the main difference between a METAR and a TAF?

A METAR reports observed weather conditions at an airport at a particular time. A TAF forecasts expected aviation weather conditions in the vicinity of an airport during a specified period.

How often are METARs updated?

In the United States, routine METARs are generally issued hourly. Special observations called SPECIs may be issued when specified changes occur, so an additional report may appear between routine observations.

How often are TAFs issued?

Routine National Weather Service TAFs in the United States are generally issued four times daily, and amendments may be issued as needed. Most cover 24 hours, while selected locations have 30-hour forecasts.

What does P6SM mean in a METAR or TAF?

P6SM means visibility is greater than six statute miles. It does not mean unlimited visibility. In a METAR, it reports observed prevailing visibility; in a TAF, it describes forecast prevailing visibility.

What does BKN020 mean in aviation weather?

BKN020 means a broken cloud layer at 2,000 feet above ground level. A broken layer qualifies as a ceiling unless a lower ceiling-defining layer or vertical visibility is reported.

What does TEMPO mean in a TAF?

TEMPO identifies temporary forecast conditions during a specified time interval. In NWS-issued U.S. TAFs, these conditions are expected to last less than one hour at a time and occur for less than half of the indicated interval.

Does every airport have a TAF?

No. TAFs are issued for selected airports. Pilots flying to airports without their own TAF need to evaluate other appropriate weather information, including nearby observations and forecasts, while accounting for local conditions and geographic differences.

Can a METAR or TAF alone determine whether it is safe to fly?

No. Neither product captures every weather hazard or operational consideration. Flight planning also involves relevant regulations, aircraft limitations, pilot qualifications, route and altitude conditions, and additional weather information. A weather forecast is one part of that decision, not a substitute for a complete briefing.