The simplest way to learn how to read a METAR is to decode it from left to right in a fixed order: report type, station identifier, date and time in UTC (Zulu), wind, visibility, present weather, sky condition, temperature and dew point, altimeter setting and remarks. A METAR is an observation of current surface weather at an airport, while a TAF (Terminal Aerodrome Forecast) predicts conditions within 5 statute miles of the airport for the next 24 or 30 hours. Both reports appear on the FAA Remote Pilot knowledge test, and both help a Part 107 pilot check the weather limits in 14 CFR 107.51 before a flight.
This guide walks through each METAR group, decodes a full example from the FAA’s own study material, explains the TAF change groups and shows how to turn a report into a practical go or no-go decision.
Why METARs and TAFs Matter for Part 107 Pilots
Section 107.49 requires the remote pilot in command to assess the operating environment before every flight, and that assessment must include local weather conditions. Section 107.51 then sets two weather limits: flight visibility of at least 3 statute miles from the control station, and a minimum distance from clouds of 500 feet below and 2,000 feet horizontally. Aviation weather reports are one of the most direct ways to check those numbers in advance.
The FAA Remote Pilot Airman Certification Standards list aviation routine weather reports (METAR) and terminal aerodrome forecasts (TAF) as separate knowledge elements under the Weather area of operation, so expect to decode both on the exam.
How to Read a METAR, Group by Group
Every U.S. METAR follows the same sequence, which makes it predictable once you know the order. The table below uses the example from the FAA Remote Pilot Study Guide:
METAR KGGG 161753Z AUTO 14021G26KT 3/4SM +TSRA BR BKN008 OVC012CB 18/17 A2970 RMK PRESFR| Group | Example | Meaning |
|---|---|---|
| Type of report | METAR | Routine report. SPECI marks an unscheduled special report issued when conditions change significantly. |
| Station identifier | KGGG | Four-letter ICAO code. In the 48 contiguous states, the letter K precedes the three-letter airport identifier. |
| Date and time | 161753Z | 16th day of the month at 1753 UTC. The Z means Zulu (UTC), not local time. |
| Modifier | AUTO | Report from an automated station. COR identifies a corrected report. |
| Wind | 14021G26KT | From 140 degrees true at 21 knots, gusting to 26 knots. |
| Visibility | 3/4SM | Prevailing visibility of three-quarters of a statute mile. |
| Present weather | +TSRA BR | Thunderstorm with heavy rain, and mist. |
| Sky condition | BKN008 OVC012CB | Broken layer at 800 feet, overcast at 1,200 feet with cumulonimbus. |
| Temperature and dew point | 18/17 | Temperature 18 degrees Celsius, dew point 17 degrees Celsius. |
| Altimeter setting | A2970 | 29.70 inches of mercury. |
| Remarks | RMK PRESFR | Pressure falling rapidly. |
Wind
The first three digits give the direction the wind is blowing from, in tens of degrees relative to true north, and the next two or three digits give the speed in knots. A G followed by a number is the peak gust. VRB means the direction is variable, 00000KT means calm, and a group such as 180V240 shows a direction varying between two extremes. Compare both the steady wind and the gust against your aircraft’s published wind limits.
Visibility and Present Weather
Visibility is reported in statute miles and fractions, followed by SM. Present weather uses an intensity sign (minus for light, no sign for moderate, plus for heavy), an optional descriptor and the phenomenon itself. Common codes include RA (rain), SN (snow), DZ (drizzle), BR (mist), FG (fog), HZ (haze), TS (thunderstorm) and SH (showers). VC means vicinity, which in a U.S. METAR is between 5 and 10 statute miles from the point of observation.
Sky Condition and Ceiling
Cloud cover is reported in eighths of the sky, followed by the height of the cloud base in hundreds of feet above the surface:
- SKC or CLR: clear. CLR is used by automated stations when no layers are detected at or below 12,000 feet.
- FEW: 1/8 to 2/8 of the sky covered.
- SCT (scattered): 3/8 to 4/8.
- BKN (broken): 5/8 to 7/8.
- OVC (overcast): 8/8.
- VV: vertical visibility into an obscured sky, such as fog.
The ceiling is the lowest layer reported as broken or overcast, or the vertical visibility when the sky is totally obscured. FEW and SCT layers are not ceilings. CB (cumulonimbus) or TCU (towering cumulus) after a layer signals convective weather.
Temperature, Dew Point, Altimeter and Remarks
Temperature and dew point are always in degrees Celsius, with an M for values below zero, so 05/M02 means 5 and minus 2. When the two numbers are close together, fog or low clouds become more likely. The altimeter setting follows the letter A in inches of mercury. Remarks begin with RMK and can include automated station type (AO1 or AO2), pressure trends and lightning reports, so read them rather than skipping them.
Worked Example: What the Report Means for a Drone Flight
Putting it together, the example reads: routine automated report from Gregg County Airport in Longview, Texas, on the 16th at 1753 UTC; wind from 140 degrees at 21 knots gusting to 26; visibility three-quarters of a mile in a thunderstorm with heavy rain and mist; ceiling broken at 800 feet, overcast at 1,200 feet with cumulonimbus; temperature 18, dew point 17; altimeter 29.70 and falling rapidly.
For a Part 107 operation near that airport, the answer is no-go on several counts:
- Visibility: 3/4 statute mile is well below the 3 statute mile minimum in Section 107.51(c).
- Clouds: with a ceiling at 800 feet and a required 500 feet below clouds, the highest legal altitude under the base would be about 300 feet if conditions at your site matched the report.
- Thunderstorm and gusts: heavy rain, cumulonimbus and a 26-knot gust exceed the wind and water tolerance of most small drones.
- Trend: a narrow temperature and dew point spread and rapidly falling pressure suggest conditions are not about to improve quickly.
How to Read a TAF
A TAF uses the same weather codes as a METAR but describes expected conditions within 5 statute miles of the center of the airport’s runway complex. Scheduled TAFs are issued four times a day, at 0000, 0600, 1200 and 1800 UTC, and most cover 24 hours, while some major airports receive 30-hour forecasts. The FAA study guide uses this example:
TAF KPIR 111130Z 1112/1212 TEMPO 1112/1114 5SM BR FM1500 16015G25KT P6SM SCT040 BKN250 ...After the station and issue time (111130Z, the 11th at 1130 UTC), the valid period 1112/1212 runs from the 11th at 1200 UTC to the 12th at 1200 UTC. The key change groups are:
- FM (from): a rapid, significant change to a new set of prevailing conditions, which replaces everything before it. FM1500 means from 1500 UTC.
- TEMPO: temporary fluctuations expected to last one hour or less in each instance and, in total, less than half of the stated period.
- PROB30: a 30 percent chance of a thunderstorm or precipitation event during the stated period. PROB30 is the only probability group used in National Weather Service TAFs.
- P6SM: visibility forecast to be greater than 6 statute miles.
Use the TAF to choose a flight window and the METAR to confirm what is actually happening close to launch time.
From Report to Go or No-Go Decision
METARs and TAFs describe conditions at an airport, which may be miles from your site. Treat them as strong evidence, then confirm locally:
- Convert the time. Every time is UTC. Confirm the report is recent and that the TAF period covers your planned flight.
- Check distance and terrain. Cloud heights are above the reporting station, so adjust for differences in elevation, coastline or valleys at your site.
- Confirm flight visibility yourself. Section 107.51 measures visibility from the control station, not at the airport.
- Apply your aircraft limits. Compare steady wind, gusts, temperature and precipitation with the manufacturer’s published limits, and remember that wind at flight altitude can differ from the surface report.
- Reassess during the flight. If conditions drop below the limits, land.
Weather checks sit alongside the rest of preflight planning, including airspace. Our guide to LAANC authorization in controlled airspace covers that side. The current FAA Aviation Weather Handbook (FAA-H-8083-28B) explains every code in detail, and the full rule text is in 14 CFR 107.51.
Common METAR Mistakes on the Part 107 Exam
- Reading the time as local. 1753Z is UTC, not 5:53 PM local time.
- Treating FEW or SCT as a ceiling. Only BKN, OVC or VV count.
- Dropping two zeros from cloud heights. BKN008 is 800 feet, not 8 feet or 8,000 feet.
- Confusing BR with drizzle. BR is mist; drizzle is DZ.
- Mixing up FM and TEMPO. FM is a lasting change; TEMPO is a short fluctuation.
- Forgetting the units. Wind is in knots, visibility in statute miles and temperature in Celsius.
Our article on the most common Part 107 exam questions covers the other subject areas that new pilots find hardest.
Learn Aviation Weather With an Instructor
Learning how to read a METAR is easier when someone walks you through real examples and the questions they lead to. Drone Universities has trained pilots since 2014, and our FAA Certified Flight Instructors travel to clients anywhere in the United States for one-on-one and group training. Our in-person Part 107 test preparation includes aviation weather sources, and organizations can add weather decision-making to corporate drone training at their own site. To book a session, request training online or call 1.818.255.0406.
Frequently Asked Questions
What is the difference between a METAR and a TAF?
A METAR reports current observed weather at an airport, routinely near the top of each hour. A TAF is a forecast for the area within 5 statute miles of the airport, usually valid for 24 or 30 hours.
Where can I find METARs and TAFs?
The FAA Remote Pilot Study Guide points pilots to aviationweather.gov, the National Weather Service Aviation Weather Center website. Many flight planning apps display the same reports.
Does Part 107 have a ceiling requirement?
Part 107 has no separate ceiling minimum, but Section 107.51 requires the drone to stay at least 500 feet below and 2,000 feet horizontally from clouds, so a low ceiling limits how high you can fly.
What if I do not pass the Part 107 exam?
If you do not pass the FAA Part 107 exam after completing our training, we will either refund your training fee or retrain you at no additional cost.
