Checkride

The Broad Menu

March 5, 1998 By Dave Wilkerson

Obtaining VFR Weather Information

Pilots have favorite weather information sources. Examiners do, too, and their preferences appear in private pilot practical tests. The current Private Pilot Practical Test Standards (PTS) lists two "Weather Information" objectives. One wants you to make a competent go/no-go decision based on available weather information. To do this, you must meet the objective of the first part of the task - demonstrating your "knowledge of the elements related to weather information by analyzing weather reports and forecasts from various sources?"

This "various sources" statement opens some interesting doors. The current Aeronautical Information Manual (AIM) says "The primary source of preflight weather briefings is an individual briefing obtained from a briefer" at a flight service station (FSS). Examiners want to ensure that private pilot applicants base their go/no-go decisions on more than a glance at the sky.

To earn your pilot certificate, you must demonstrate your skill at getting and using aviation weather information to maximize safety. If you want a good gauge on the process (and want to impress the examiner) get, read, and use "How To Obtain A Good Weather Briefing," FAA-P-8740-30B. A statement in this FAA pamphlet explains the examiner's objective perfectly. "Remember, if the weather situation really is 'iffy,' expect - and insist upon - a standard weather briefing. It is both your legal responsibility and your prerogative as a pilot to do so."

Your examiner knows about the many weather information sources available to today's pilot. Flight service might be your primary source, but TV weather programs, commercial sources, DUATS, and other supplemental sources exist as well. Rather than ask you to parrot a long list of potential weather information sources, your examiner may ask how you would find, access, and use some of these sources,.

Telephone numbers for primary weather sources, such as FSS, the recorded Telephone Information Briefing Service (TIBS), and National Weather Service pilot briefers, are listed in the Airport/Facility Directory under "FAA and NWS Telephone Numbers." But the number to remember is 800/992-7433, the toll-free line to an automated flight service station. Local telephone directories usually have a section devoted to U.S. Government offices and services as well. The Internet abounds with Web sites that offer every imaginable meteorological service and product. Because the PTS specifies "various sources," you should know several.

Although many weather sources are available from which to draw information, the FAA maintains its flight service stations to serve a pilot's weather needs. Your examiner will consider your FSS briefing to be your primary source because it gives you additional aeronautical information such as notices to airmen, flow control advisories, and other such strictly aviation concerns.

The PTS addresses specific details of FSS briefings including PIREPs, SIGMETs, AIRMETs, and wind shear reports. The examiner will investigate your knowledge of these reports, how they are different, and why they are valuable to pilots.

Some examiners might hover nearby as you get your FSS briefing. They want to assess how well you work with the briefer by listening to the information you provide. For example, a pilot who assumes that the briefer knows the flight is VFR is making a mistake. Briefers do not know anything about planned flights unless pilots tell them.

Seldom do examiners see applicants neglect to give the briefer the aircraft's N-number or their name and departure point. Often, however, the aircraft type goes unstated, as does the anticipated cruising altitude. Pilots give their route of flight and destination, but briefers often have to prompt them for the estimated time of departure and estimated time of arrival. Omitting this information doesn't earn you a checkride pink slip, but it does alert the examiner to one of two things. Either you're anxious and nervous (this is common), or you have a lax attitude toward weather information (not as common).

Some examiners ask applicants why it's appropriate to request a specific type of briefing and give the appropriate background information. You should be aware that flight service gives three types of briefings - outlook, standard, and abbreviated - and know what each of them provides, and when you would use each one. You should request an outlook briefing if your planned departure time is more than six hours away. You request a standard briefing during your preflight planning, and if the weather warrants, you request an abbreviated briefing just before takeoff to update the information received earlier in the standard briefing.

A recent addition to the AIM may cause some examiners to ask applicants about planned flights outside U. S. airspace. Many private pilots enjoy flights to Canada, Mexico, and the Bahamas, so FSS specialists now might include this statement in their briefing: "Check data as soon as practical after entering foreign airspace, as our international data may be inaccurate or incomplete."

Not all examiners immediately incorporate recent non-regulatory changes and additions to FAA publications like the AIM into their flight tests. However, you should try to keep up with developments because a checkride can be an embarrassing time to learn about changes in FAA publications.

All too often it seems that "VFR flight not recommended" (VNR) is a standard line in a weather briefing, and examiners usually ask applicants to explain the precise meaning of the FSS caution. The AIM calls for this statement if, in the briefer's judgment, safe flight under visual flight rules under the given conditions is doubtful.

An examiner might ask an applicant if VNR is legally binding. The AIM says that this recommendation is advisory in nature - the final decision for flight safety rests solely with the pilot. The PTS asks you to make a competent go/no-go decision based on available weather information. A VNR advisory doesn't preclude safety automatically, but pilots must weigh all available information. Unless it's readily apparent, ask the briefer why VNR was included in the briefing. In any case, examiners rarely penalize applicants who demonstrate prudent caution and decide not to go.

Weather information affects flying safety well beyond ceiling and visibility. Atmospheric pressure and the effects of altitude on flight, including physiological issues, temperature, wind, and differences in air density are all examiner concerns. The PTS references the Pilot's Handbook of Aeronautical Knowledge, Advisory Circular 61-23, as a source of study. At this writing, AC 61-23C is the most recent version. Wonderfully revised, it is very easy to study.

Because the PTS "Weather Information" task lists only weather sources, some argue that the PTS doesn't worry about an applicant's knowledge of weather behavior. Perhaps, but Aviation Weather, AC 00-6, is one of the resources listed in the PTS.

An examiner might mimic a curious passenger and ask "What kind of clouds are those?" and then, "What trends do they indicate for flying conditions?" In Chapter 7, Aviation Weather pictures 13 cloud types, calling the assembly "signposts in the sky."

Your private pilot checkride should have a reasonable balance among all the required tasks. Some examiners emphasize certain elements, including weather, more than others. Still, the PTS, not the examiner, is the key to the test. If your know how to obtain and interpret weather information is appropriate to a private pilot standards, your checkride should be pleasant and successful.