Pilots should always be evaluating alternate airports.
One of the most important skills pilots must continue to hone is sound decision-making. Every flight, regardless of the complexity of the airplane or the distance of the trip, is comprised of a continuous series of decisions involving a host of variables that the pilot must make in order to safely get from point A to point B.
When flying a VFR cross-country, one of the early lessons is to always be identifying and evaluating alternate airports in case you’re not able to land at the intended destination. This is not only common sense, but it’s a legal requirement too:
Preflight Action (FAR 91.103) – Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC.
Though it’s rare, your destination airport could become unusable due to a thunderstorm moving in, or a disabled airplane on the runway. To be clear, you are not required to declare an alternate airport in any official capacity flying VFR, but rather you should have a few airports in mind along the way and near your destination.
Contingency planning is even more important for IFR pilots on cross-country flights where a cloud ceiling shift of 100’ or visibility change of a ½ mile can mean the difference between seeing the runway at the end of an instrument approach or having to go around and find another place to land.
While every IFR flight requires you to file an IFR flight plan and receive an ATC clearance, not every flight is flown in IFR conditions. After 3,000 hours of flying on IFR flight plans, I’d say most of that time was actually spent in VFR conditions and with only a handful of the flights in any given year requiring an instrument approach to be flown at the destination.
Regardless of the weather, my preference is to always file an IFR flight plan on cross-country trips, primarily for the benefit of the ATC services provided along the way. The IFR flight plan form requires much of the same information as when flying VFR, except you have to treat the Alternate Airport field more seriously. FAR 91.169 describes two scenarios as it relates to IFR alternate airport requirements:
If the weather at the destination, for at least 1 hour before and 1 hour after the estimated time of arrival, is forecast to have at least a 2,000 foot ceiling (above the airport elevation) and visibility of at least 3 statute miles, you are not required to list an alternate airport in the IFR flight plan.
If either the ceiling or visibility is forecast to be less than 2,000 feet or 3 statute miles during that arrival window, you are required to file an alternate. Also, the destination airport must have at least one instrument approach procedure or an alternate airport will always be required.
Many pilots refer to this as the 1-2-3 rule: Plus or minus 1 hour from arrival, ceilings at least 2,000 feet and visibility at least 3 statute miles.
The first scenario above only states that you don’t have to legally file an alternate on the IFR flight plan if the weather is forecast to be good at the destination, but as discussed earlier during the VFR flight scenario, FAR 91.103 still requires you to have an alternate in mind in the event that the runway at the destination airport becomes unusable for any other reason.
Now, let’s assume that the weather forecast at the destination is for low IFR conditions and an alternate airport is required. There are legal requirements that the filed alternate airport needs to meet, but similar to the weather briefing, start with a big-picture view of what’s causing the IFR conditions at the destination and a few practical aspects about potential alternate airports:
Is there a cold front moving through at the arrival time forecast to cause localized areas of low visibility? Look for a nearby airport to the east of the destination ahead of the front.
Is there widespread fog? You’ll need to search further away from the weather system over the destination and carry plenty of extra fuel.
It’s important to understand what’s causing weather impacts at your intended airports.
Is there another cloud layer above the fog and no wind? The fog may not clear out as fast as forecast due to inadequate solar heating.
What time of day is the flight? Low visibility conditions tend to improve several hours after sunrise into late morning, but then deteriorate at night as temperatures cool.
Is there rising terrain nearby or large variations in airport elevations within 50 NM of the destination? A nearby airport at a lower altitude may provide additional clearance under a cloud layer (with the caveat that it could be prone to fog if near a body of water).
What services are available at the alternate airport? As we’ll discuss later in this article, the alternate airport needs to have reliable weather reporting, and you’ll likely need fuel and/or FBO services when you get there. Think about choosing a towered airport with an ATIS broadcast and a 24-hour FBO.
If you are planning with ForeFlight or Garmin Pilot, you’ll find some helpful Alternate Airport planning tools to help you decide. In ForeFlight, enter your basic flight plan information, and then tap the Alternate field. This will display a list of suggested alternate airports and key information: airport name, forecast weather for the arrival time, longest runway length and the time/fuel to divert there after executing a missed approach at the planned destination.
Legal requirements for selecting an alternate airport
After selecting the best option based on the criteria above, you’ll next need to verify that it meets the legal requirements to use the selected airport as an alternate. Once again, this is based on the weather reports or forecasts. The ability to include “reports and forecasts” in this decision is important. On a relatively short flight, reports may be more meaningful than a forecast. You can also determine trends by examining a series of reports versus relying solely on a forecast.
The same regulation that outlines whether or not an alternate is required, FAR 91.169, also specifies the weather conditions that a filed alternate airport must meet. These rules are designed to build some extra ceiling and visibility margins above the approach minimums to make it as much of a sure thing as possible if you actually have to divert. The weather reports or weather forecasts, or a combination of them, indicate that, at the estimated time of arrival at the alternate airport, the ceiling and visibility at that airport will be at or above the following weather minima:
A ceiling of at least 600 feet and a visibility of two statute miles if the airport has a precision approach (ILS Approach)
A ceiling of at least 800 feet and a visibility of two statute miles if the airport has a non-precision approach (RNAV/GPS or VOR)
The key point here is that those are the standard alternate minimums, but there are exceptions and many airports have nonstandard alternate minimums that may require a forecast of higher ceilings and/or higher visibility. To determine if an airport has nonstandard alternate minimums or another exception, reference the chart for the planned instrument approach and look for a black triangle with the letter A:
This symbol indicates that nonstandard alternate minimums apply and you need to refer to the IFR Alternate Airport Minimums reference. If you are using paper charts, these can be found in the front of the approach chart book. If you are a ForeFlight user, navigate to the Airports screen, select the Procedures tab, select Arrival and then Alternate Minimums.
The first thing you’ll notice is that the majority of the airports include the line “NA when local weather not available”, which simply means you can’t plan to fly that approach at the alternate airport if the AWOS or ASOS is out of service (or in very rare cases the ATIS).
Next, you’ll see instrument approaches with notes indicating that higher alternate minimums are needed if you are planning to fly that approach. For example, at Pellston, MI (PLN), if your only option is to fly the RNAV Rwy 5 approach based on strong winds out of the northeast, the forecast would need to be for 900 foot ceilings and 2 miles visibility for Category A and B speeds for you to be able to file PLN as a legal alternate airport.
The last thing to pay attention to is that just because one instrument approach has nonstandard alternate minimums listed, it doesn’t mean that it applies to all the approaches at the airport. Take a look at Jackon, MI (JXN), and you’ll see that the ILS Rwy 25 approach chart shows the black A symbol with the notes that you cannot plan to use Jackson as an alternate airport and fly the ILS when the local weather is not available and/or the tower is closed:
There are actually five instrument approaches at JXN and if the RNAV 32 looks like a viable option, you can use the standard alternate minimums (forecast of 800 foot ceilings and 2 SM visibility) since there is no black A symbol on the chart. This means you can legally file JXN as an alternate even if your planned arrival time is after hours when the control tower is closed.
Additional GPS approach considerations
There is one last legal consideration when planning for the alternate and it relates to the avionics in your panel. The first generation of IFR-approach GPS receivers were approved to fly LNAV-only approaches and require the pilot to verify receiver autonomous integrity monitory (RAIM) will be available during the approach (e.g. Bendix/King KLN94, the original Garmin 430/530/G1000).
If you are flying today with one of these systems, you can only plan to fly an RNAV approach based on LNAV minimums at either the destination OR alternate airport, but not at both. From a practical standpoint, this means that if your original destination only has RNAV approaches, your alternate airport must have an approved instrument approach procedure, other than GPS, that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.
The current generation of GPS navigators which include WAAS capability (e.g. Garmin 430W/GTN650/G1000 NXi) provide additional flexibility when it comes to alternate planning with one exception. You can plan to fly RNAV approaches at both the destination and the alternate, but for flight planning purposes, you have to make the assumption that you will be flying to the LNAV minimums. The reasoning here is to build extra safety margins as the LNAV minima will be higher than LPV minimums and helps to provide additional assurance that you will be able to complete the approach when arriving at the alternate.
Keep in mind, this is just for planning purposes; if you actually divert to the planned alternate, the rules say it’s perfectly ok to still fly the LPV approach when you get there. And it is also perfectly fine to select a diversion airport other than what was filed if the circumstances warrant.
Which weather forecast should you use
We just spent a lot of time reviewing alternate airport selection criteria that is 100% dependent on the weather reports and forecast for the time of arrival. If you’re flying to a larger airport that publishes a TAF, that forecast type is your main product for determining the ceiling height and visibility for your destination and alternate airport. Pay close attention to TEMPO or PROB30 periods that apply to your arrival time as you’ll need to use the ceiling or visibility listed here for legal planning, even if it’s just speculation on the part of the forecaster.
If your destination or alternate doesn’t offer a TAF, you’ll need to use the Graphical Forecast for Aviation resource, available here. This provides a model-based forecast for the entire U.S., showing expected cloud bases and tops 18 hours into the future. You can enter your flight plan at the top right of the map, select the Clouds overlay, and then Bases from the top left of the map. Drag the time slider to your planned arrival time and zoom in on your destination to see the forecast ceilings. You can check the forecast visibility the same way, by selecting the CIG/VIS layer. The resolution of the color-shading isn’t great, but it is helpful to locate areas where the visibility or ceiling is forecast to be better (or worse) than the location of your destination airport.
Flight planning vs. reality
Everything we’ve discussed so far relates to flight planning only and the process to choose an alternate airport for the IFR flight plan form. While it may seem arduous, it is designed to make you do your homework and ensure that is always a viable alternate airport available for every flight.
For a three hour cross-country flight, this is probably done at least an hour before takeoff, meaning at least four hours before you actually arrive at your destination. The reality is that the weather doesn’t know or care what was forecast in the TAF, and is often much different when established on the approach.
Keep an eye on the weather as you approach the destination, using both ADS-B datalink weather, and by tuning in the local ATIS/AWOS on the radio. If it looks like the weather will be near the minimums for the approach, it is time to start thinking about what the best alternate airport will be based on the current weather. If it still looks like the planned alternate is the best option, go for it. And remember that the 600-2 or 800-2 ceiling/visibility was just for planning; you’re just looking for the weather to be above the approach minimums for the airport at this point.
However, if the weather reports are showing that the planned alternate is no longer a viable option, it’s time to throw all that planning out the window and start looking for a new option. Again this is where flying with ADS-B datalink weather and an iPad is worth every penny as you can scan the visibility and ceiling reports on the map to help determine the best option.
Keep ATC informed of your plans too, even if you do decide it’s best to go to the filed alternate. They do not have access to all of the information you filed and cannot see the airport you listed as an alternate (and don’t care for that matter), so choose the best option based on all the information you have at that moment in time.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/10/07090826/IFR-alternate-airport-planning-FTC-Article.png10001250Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngBret Koebbe2024-10-14 08:55:502024-10-07 09:09:14How to Choose the Best Alternate Airport: A Guide for Instrument Pilots
You’ll never forget your first solo, but that first cross-country is a close second.
Your first solo flight? That’s a day you’ll never forget. But if there’s anything that comes close, it’s your first solo cross-country. This is where you really start to test your skills—flying further from home, navigating to unfamiliar airports, and managing everything on your own. In our training curriculum, students complete a solo cross-country flight of at least 150 nautical miles, with three full-stop takeoffs and landings at a towered airport. It’s a big deal, at least to a novice student pilot who can get extremely anxious.
It was an early Tuesday morning when my instructor and I arrived at the airport at 6:30 AM to go over the flight plan and answer any last-minute questions I had. The weather was clear, the forecast looked good, and it was time to preflight my trusty Skyhawk, N2135S
I’d be flying out of I69 (Clermont County Airport), and I was definitely feeling the nerves, double and triple-checking everything. Just to be safe, I grabbed a PJ2+ radio as a backup before heading out the door. I wanted to be ready for anything.
Leg 1: Clermont County Airport (I69) to Lexington, Kentucky (KLEX)
My first stop was KLEX (Blue Grass Airport in Lexington, Kentucky). After takeoff, I contacted Cincinnati Approach:
“Cincinnati Approach, Student Pilot Skyhawk 2135S, four miles south of I69 with request.”
The reply came back quickly:
“Skyhawk 2135S, say request.”
“2135S requesting flight following to KLEX at 4,500.”
They gave me a squawk code and the altimeter setting, and with that, the flight was underway. That first call with ATC helped calm my nerves. After that, it was just me and the airplane. The next 20 minutes “flew” by, and before I knew it, I was on the lookout for Lexington.
That first call with ATC helped calm my nerves.
Finding KLEX
Finding a 7,000-foot runway seems easy, right? Not so much. Even with my GPS and ForeFlight tuned in, I scanned the horizon, and the airport wasn’t jumping out at me. I reminded myself to stay calm and keep flying the airplane, and sure enough, there it was, just west of the city.
I set up for a straight-in approach to Runway 22 about three miles out. Throttle back, mixture rich, and I started dialing in the flaps—10 degrees, 20 degrees, 30 degrees. Speed locked at 65 knots, I made a smooth touchdown right in the middle of the runway. Flaps up, throttle full, and I was airborne again.
Working the Pattern at KLEX
The tower at Lexington was a huge help. When I told them I was a student pilot, they slowed down their instructions and made everything crystal clear. I even had to fly a right-hand traffic pattern—something I rarely do. It threw me off a bit, and I drifted too far into final on my downwind leg. The tower came on the radio, calmly reminding me:
“2135S, please try to stay in downwind until I call your base next time.”
I acknowledged the mistake, corrected my pattern on the next lap, and kept improving with each circuit. The controllers were fantastic, patient, and encouraging, which made the whole experience much smoother.
Leg 2: KLEX to Fleming-Mason Airport (KFGX)
After wrapping things up in Lexington, it was time for the next leg—KFGX (Fleming-Mason Airport). By this point, my confidence was building, and finding Fleming-Mason was much easier. I’d flown there plenty of times with my instructor, and the familiar landmarks—the Ohio River, Maysville, Kentucky—made navigation a breeze. Another solid landing and it was time to head home.
Final Leg: Back to Clermont County Airport (I69)
Heading back to I69 felt like it should be the easiest part of the flight. After all, it’s home. But as any pilot knows, things in aviation are rarely that simple. As I approached the airport, I realized the traffic pattern was busy—really busy. I could hear multiple calls on the radio and saw the traffic stacking up on ForeFlight. There were two planes ahead of me in the pattern.
Drawing on what I’d learned from my instructors, I extended my downwind to give the planes ahead enough space to land and clear the runway. When it was finally my turn, I nailed the landing—a perfect greaser. I took a deep breath and let it sink in. I’d just completed my first solo cross-country.
As I approached the airport, I realized the traffic pattern was busy.
Key Takeaways from My Solo Cross-Country
Here’s what helped me succeed:
1.Flying the route with my instructor the day before gave me a huge confidence boost and helped me feel more prepared.
2.Staying ahead of the airplane: I made sure my radios were dialed in, my GPS set, and checklists complete. Organization in the cockpit is everything.
3.My instructor’s “cheat sheet” had all my radio calls pre-written, so I just had to fill in frequencies and squawk codes along the way. This was a lifesaver.
4.Tell ATC you’re a student pilot. It’s not a weakness, it’s smart. They’ll slow down their instructions and give you a bit more patience.
5.Trust your training. Your instructor wouldn’t sign you off if you weren’t ready. Trust yourself, trust your skills, and just fly the airplane.
It was an unforgettable experience, and I am sure one I’ll always look back on as a turning point in my aviation journey.
My instructor’s “cheat sheet” had all my radio calls pre-written, so I just had to fill in frequencies and squawk codes.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/06/05182422/rv-cross-country-scaled.jpg19202560Russell Hartleyhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngRussell Hartley2024-10-11 08:55:412024-10-07 16:28:25My first solo cross-country
Editor’s Note: Whether you are a seasoned aviator or just embarking on your flying journey, exploring new destinations is one of the most thrilling parts of being a pilot. Sporty’s created a new digital guide takes this excitement to the next level by showcasing 50 fun flying destinations across the United States—Sportys.com/FunFlying. Enjoy these helpful tips for a successful weekend getaway from contributing author, Eric Carnahan.
You have earned your pilot’s certificate. You are ready to spread your wings for your first weekend getaway. This is part of the reason you learned to fly.
Weekend getaways are part of the fun of having a pilot certificate.
After you have decided on your destination, what should you concern yourself with other than the usual preflight planning?
First, what services does the FBO provide? There typically are fees to park overnight, but perhaps those fees are waived with a minimum fuel purchase. Investigate whether the entire fee is waived or just a portion.
For ground transportation, are rental cars available and will you be able to pick up and return the rental to the airport? If not, will the rental car company be able to pick you up and return you to the airport on your planned departure day? Or maybe an Uber or Lyft is all that is necessary.
How about fuel availability—is it full-service or self-service? Is the pump operational? NOTAMS may or may not have been published if the equipment is not operational. Have you ever used a self-serve pump? Depending on where you learned to fly, you may not have had to fuel the airplane. It is not difficult, but you may want to make sure that someone is at the airport who can assist if needed.
There is nothing like trying to depart on a Sunday morning and needing assistance when no one is around. The departure date or day of the week can make a difference. Check the FBO operating hours and emergency (after hours) phone number. I always plan for enough fuel to fly to another airport for fuel if something happens and I am not able to fuel up at the destination airport.
If it is an unattended airport you intend to visit, are tie-downs available? And not just the physical place to tie down, but the ropes or chains to secure the aircraft? If not, you may have to bring a tie-down kit along. Are hangars available if the weather becomes an issue, such as frost on a cool morning or if thunderstorms develop? Who would you call to have the aircraft moved if necessary?
Are hangars available if the weather becomes an issue?
You will typically be required to provide a credit card after arriving at the airport. If there is more than one FBO, do all accept general aviation aircraft? Is a reservation required for your arrival?
A phone call or email to the FBO can answer these questions before the flight, helping to eliminate any stress after you arrive. Make sure to have phone numbers for the FBO. Some FBOs want you to call ahead so they can move the aircraft closer to the terminal so that you don’t have to carry your luggage across the ramp to the plane.
Also, consider all of the available airports in the area you are flying into. The landing fees may be a little more expensive at a larger airport, but you may have better availability of a rental car and rates for the car may be cheaper.
Lastly, have a plan of what you will do if the weather will not let you depart as you planned. Even the best weather planning can change your planned departure.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/27141452/weekend-getaway-1.jpg720950Eric Carnahanhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngEric Carnahan2024-10-04 08:55:052024-10-10 10:42:51Flight planning for a weekend getaway
AOPA aims to highlight the best flight schools and instructors through the Flight Training Experience Awards.
Instructors and Flight Schools are invited to apply for regional or national awards. Applicants should ask for reviews from students, clients, instructors, and designated pilot examiners who have trained or worked with them during the previous 12 months. The selection process includes the screening of applications and judging by a panel of industry experts who will not know the identity of the candidates.
Awards in the regional category include Best Flight School, Best Instructor, Distinguished Flight Schools, and Distinguished Instructors. National awards include Best Flight School and Best Instructor.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/18121835/aopa-awards-featured-image-1.jpg7201280Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2024-10-01 08:55:462024-09-18 12:18:58Apply for the AOPA Flight Training Experience Awards
Editor’s Note (10/23/2024): The FAA has indicated that it will miss its December 2024 target for ICAO format NOTAMs and that the change will occur late 2025.
By December 2024, all NOTAMs issued by the FAA will be distributed using the ICAO format.
WHY ARE NOTAMs TRANSITIONING TO THE NEW ICAO FORMAT
Notices to Air Missions (NOTAMs) provide pilots, operators, and aircrews with essential information about the abnormal status of a component of the national airspace system that could affect a flight from being completed as planned. Yet, because of how NOTAMs are currently written, pilots often can’t identify or miss critical flight information about where they can fly and any issues with departure or arrival airports.
To help address this serious safety risk, the FAA is making the data more accessible and readable by adopting the ICAO standardized format. Essentially, NOTAMs will be much easier to read and interpret.
HOW TO READ THE NEW ICAO FORMAT
The ICAO NOTAM contains specific mandatory and optional fields similar to the domestic NOTAM format with the addition of the qualifier line which is described in further detail below.
WHAT IS THE NOTAM SERIES
In the ICAO format, NOTAMs are organized by series, with each series covering a specific NOTAM condition. The NOTAM series replaces the keywords previously used in the domestic format. The Series is the first element of the NOTAM, followed by the NOTAM Number. NOTAMs are numbered consecutively by Flight Information Region (FIR), and series beginning with S0001 each year. The FAA will utilize 13 different series for NOTAMs as follows:
WHAT IS THE NOTAM ACTION
The Action indicates the type of NOTAM:
NOTAM(N) contains New information
NOTAM(R) Replaces previous NOTAM
NOTAM(C) Cancels previous non-auto cancel NOTAM
AN ICAO NOTAM EXAMPLE
In this example, we will examine a NOTAM issued for the Chicago O’Hare Airport (ORD) closing Runway 05L/23R for a specific period of time.
In the current (traditional) NOTAM format, the notice would read:
In the new ICAO format, the same information would be presented as follows:
B0667/22 NOTAMN Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005 A) KORD B) 2202141700 C) 2202141900 E) RWY 05L/23R CLSD
WHAT IS IN THE NOTAM QUALIFIER LINE
A qualifier line contains coded information, coordinates, and radius for area for the automated filtering of NOTAMs.
The first element of the qualifier line is the Flight Information Regions (FIR) In the US, the FIR identifier is an ARTCC identifier. In the example above, KZAU (Chicago) is used as the FIR.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The second element of the qualifier line is the NOTAM code. The NOTAM Code forms the basis upon which NOTAM qualifiers TRAFFIC, PURPOSE, and SCOPE are determined for inclusion in Item Q) of the NOTAM Format, in addition to defining the abbreviated plain-language text which appears in Item E). All NOTAM code groups contain a total of five letters and the first letter is always the letter Q. The second and third letters identify the subject. In this example, MR, indicates Runway (specific runway).
The fourth and fifth letters denote the condition of the subject being reported. In this example, LC, indicates Closed.
The ICAO NOTAM decode tables are found in Appendix B of Order 7930.2T, but again, the plain language associated with these codes is found in line E of the ICAO NOTAM.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The third element, traffic qualifier, relates the NOTAM to a type of traffic and allows retrieval according to the user’s needs. Depending on the NOTAM subject and content, the qualifier field TRAFFIC may contain the combined qualifiers. This example displays IV as the Traffic.
Type of Traffic:
I – Instrument Flight Rules (IFR)
V – Visual Flight Rules (VFR)
K – NOTAM is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fourth element, purpose, relates a NOTAM to certain purposes (intentions) and thus allows retrieval according to the user’s requirements. Depending on the NOTAM subject and content, the qualifier field PURPOSE may contain combined qualifiers. This example displays NBO as the Purpose.
Purpose description
N – selected for the immediate attention of aircraft operators
B – selected for pre-flight information briefing
O – concerning flight operations
M – not subject for briefing, but is available on request
K – is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fifth element, scope, is used to categorize NOTAMs. Depending on the NOTAM subject and content, the qualifier field SCOPE may contain combined qualifiers. This example uses A as the scope.
Scope Description
A – Aerodrome
E – Enroute
W – Navigation warning
K – Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The sixth element is the lower and upper limits. The lower and upper limit field applies mainly to airspace related NOTAMs. Most aerodrome-related information, qualifier scope ‘A’, refers to ground installations for which the insertion of lower/upper limit is not relevant. Therefore, such NOTAMs must include the default values of 000/999.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The final element contain coordinates. The coordinates represent the coordinates of the point of influence, or the approximate center of a circle whose radius encompasses the whole area of influence. It is specified by an 11-character latitude and longitude. This example displays 4159N0875W as the coordinates.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/30124018/ICAO-NOTAM-FTC-Article.jpg10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngEric Radtke2024-09-30 08:55:082024-10-23 17:21:19NOTAMS Transitioning to ICAO Format
Line up and wait is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure in order to expedite the flow of traffic. The procedure is not available at all towered airports and is subject to a number of restrictions. When a pilot hears the ATC instruction LINE UP AND WAIT he is cleared to taxi onto the departure runway and position the aircraft for takeoff. In earlier aviation days, this was known as “position and hold” but the phrase was updated to provide additional clarity.
ATC Procedure
Line up and wait is an ATC procedure that is only used at certain tower-controlled airports.
An important distinction is that line up and wait is an ATC procedure. It is conducted at certain tower controlled airports where the tower controller knows what he or she has instructed the previous aircraft to do. The reason for a line up and wait instruction is often due to a prior aircraft still being on the current runway or a crossing runway and the controller wanting to expedite the takeoff of the line up and wait aircraft. The reason for expediting this takeoff may be that there is another aircraft on final or in the pattern that will soon be ready to land. The controller is in a position to see all three aircraft and make modifications if the timing is off or there is a delay due to a pilot error in one of the aircraft.
You should be aware, that a line up and wait instruction from ATC is not an authorization to takeoff. You should expect an authorization to takeoff shortly after the controller is satisfied that the condition that delayed you is now safe. If you do not receive a takeoff clearance within a reasonable amount of time, you should contact the controller and remind him or her that you are there. Accidents have occurred after a controller forgot an aircraft waiting on the runway and cleared another airplane to land on that same runway.
Even when following line up and wait instructions at tower controlled airport, it is important for you as the pilot in command to remain vigilant and situationally aware. Listen to the instructions and clearances that the tower is giving to other aircraft in the area. If you hear a clearance to land where you are currently waiting, be alert and ready to call the tower if necessary. You might also consider lining up at a slight angle that affords a better view of landing aircraft approaching behind you.
You should be especially vigilant at night, during reduced visibility, and when the airport is using line up and wait operations on more than one runway. Listen carefully for your call sign and the runway that you are using. Be alert for similar sounding call signs and avoid following the instructions for a different aircraft than yours. When in doubt, contact ATC for clarification. If you are unable to raise ATC, have an escape plan for getting you and your aircraft to a safe location if you are concerned about another aircraft landing in your location.
If you are the landing aircraft and you hear ATC give line up and wait instructions to an aircraft on the runway to which you have been cleared to land, bensure that the aircraft has departed before you land. Even if you haven’t heard a line up and wait clearance, be sure that runway is clear before landing. Do not hesitate to ask ATC about any traffic that you see on the runway where you are landing.
Line Up and Wait Is Not Applicable at Non-Towered Airports
Line up and wait is an ATC procedure that should not be used by pilots at non-towered airports.
Line up and wait procedures were never intended for use at non-towered airports despite being common practice with some pilots. As indicated, it is an ATC procedure. Without the additional eyes of the controller, and his or her knowledge of the instructions issued to other aircraft, it is simply not a safe procedure to perform.
As the pilot in command of an aircraft that is ready to takeoff, you have no real idea of the intentions of the aircraft that is temporarily blocking your takeoff runway. Will he make the intersection? Will he roll the full length of the runway? How fast will he taxi to the runway exit? Is he unsure of his surroundings and unsure where to turn? Will his takeoff follow a standard pattern departure? Will he abort the takeoff? You may think that you know but you really do not know when the runway will be clear.
Once you are positioned for takeoff, your ability to see the runway’s approach is seriously limited. How close is that final traffic getting? Is there another aircraft approach that is not using a radio? Does the approaching pilot see or hear you?
Is your life and the life of your passengers really not worth waiting until the runway is clear?
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/23133909/line-up-and-wait.jpg693956Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngFlight Training Central Staff2024-09-27 08:55:342024-09-23 13:39:26Line Up and Wait: What Every Pilot Needs to Know
How to Choose the Best Alternate Airport: A Guide for Instrument Pilots
/in IFR flying, Tips and technique/by Bret KoebbePilots should always be evaluating alternate airports.
One of the most important skills pilots must continue to hone is sound decision-making. Every flight, regardless of the complexity of the airplane or the distance of the trip, is comprised of a continuous series of decisions involving a host of variables that the pilot must make in order to safely get from point A to point B.
When flying a VFR cross-country, one of the early lessons is to always be identifying and evaluating alternate airports in case you’re not able to land at the intended destination. This is not only common sense, but it’s a legal requirement too:
Though it’s rare, your destination airport could become unusable due to a thunderstorm moving in, or a disabled airplane on the runway. To be clear, you are not required to declare an alternate airport in any official capacity flying VFR, but rather you should have a few airports in mind along the way and near your destination.
IFR Alternate Airport Planning
Legal requirements for selecting an alternate airport
Additional GPS Approach Considerations
Which weather forecast should you use?
Flight Planning vs. Reality
IFR Alternate Airport Planning
While every IFR flight requires you to file an IFR flight plan and receive an ATC clearance, not every flight is flown in IFR conditions. After 3,000 hours of flying on IFR flight plans, I’d say most of that time was actually spent in VFR conditions and with only a handful of the flights in any given year requiring an instrument approach to be flown at the destination.
Regardless of the weather, my preference is to always file an IFR flight plan on cross-country trips, primarily for the benefit of the ATC services provided along the way. The IFR flight plan form requires much of the same information as when flying VFR, except you have to treat the Alternate Airport field more seriously. FAR 91.169 describes two scenarios as it relates to IFR alternate airport requirements:
Many pilots refer to this as the 1-2-3 rule: Plus or minus 1 hour from arrival, ceilings at least 2,000 feet and visibility at least 3 statute miles.
The first scenario above only states that you don’t have to legally file an alternate on the IFR flight plan if the weather is forecast to be good at the destination, but as discussed earlier during the VFR flight scenario, FAR 91.103 still requires you to have an alternate in mind in the event that the runway at the destination airport becomes unusable for any other reason.
Now, let’s assume that the weather forecast at the destination is for low IFR conditions and an alternate airport is required. There are legal requirements that the filed alternate airport needs to meet, but similar to the weather briefing, start with a big-picture view of what’s causing the IFR conditions at the destination and a few practical aspects about potential alternate airports:
Is there a cold front moving through at the arrival time forecast to cause localized areas of low visibility? Look for a nearby airport to the east of the destination ahead of the front.
Is there widespread fog? You’ll need to search further away from the weather system over the destination and carry plenty of extra fuel.
It’s important to understand what’s causing weather impacts at your intended airports.
Is there another cloud layer above the fog and no wind? The fog may not clear out as fast as forecast due to inadequate solar heating.
What time of day is the flight? Low visibility conditions tend to improve several hours after sunrise into late morning, but then deteriorate at night as temperatures cool.
Is there rising terrain nearby or large variations in airport elevations within 50 NM of the destination? A nearby airport at a lower altitude may provide additional clearance under a cloud layer (with the caveat that it could be prone to fog if near a body of water).
What services are available at the alternate airport? As we’ll discuss later in this article, the alternate airport needs to have reliable weather reporting, and you’ll likely need fuel and/or FBO services when you get there. Think about choosing a towered airport with an ATIS broadcast and a 24-hour FBO.
If you are planning with ForeFlight or Garmin Pilot, you’ll find some helpful Alternate Airport planning tools to help you decide. In ForeFlight, enter your basic flight plan information, and then tap the Alternate field. This will display a list of suggested alternate airports and key information: airport name, forecast weather for the arrival time, longest runway length and the time/fuel to divert there after executing a missed approach at the planned destination.
Legal requirements for selecting an alternate airport
After selecting the best option based on the criteria above, you’ll next need to verify that it meets the legal requirements to use the selected airport as an alternate. Once again, this is based on the weather reports or forecasts. The ability to include “reports and forecasts” in this decision is important. On a relatively short flight, reports may be more meaningful than a forecast. You can also determine trends by examining a series of reports versus relying solely on a forecast.
The same regulation that outlines whether or not an alternate is required, FAR 91.169, also specifies the weather conditions that a filed alternate airport must meet. These rules are designed to build some extra ceiling and visibility margins above the approach minimums to make it as much of a sure thing as possible if you actually have to divert. The weather reports or weather forecasts, or a combination of them, indicate that, at the estimated time of arrival at the alternate airport, the ceiling and visibility at that airport will be at or above the following weather minima:
The key point here is that those are the standard alternate minimums, but there are exceptions and many airports have nonstandard alternate minimums that may require a forecast of higher ceilings and/or higher visibility. To determine if an airport has nonstandard alternate minimums or another exception, reference the chart for the planned instrument approach and look for a black triangle with the letter A:
This symbol indicates that nonstandard alternate minimums apply and you need to refer to the IFR Alternate Airport Minimums reference. If you are using paper charts, these can be found in the front of the approach chart book. If you are a ForeFlight user, navigate to the Airports screen, select the Procedures tab, select Arrival and then Alternate Minimums.
The first thing you’ll notice is that the majority of the airports include the line “NA when local weather not available”, which simply means you can’t plan to fly that approach at the alternate airport if the AWOS or ASOS is out of service (or in very rare cases the ATIS).
Next, you’ll see instrument approaches with notes indicating that higher alternate minimums are needed if you are planning to fly that approach. For example, at Pellston, MI (PLN), if your only option is to fly the RNAV Rwy 5 approach based on strong winds out of the northeast, the forecast would need to be for 900 foot ceilings and 2 miles visibility for Category A and B speeds for you to be able to file PLN as a legal alternate airport.
The last thing to pay attention to is that just because one instrument approach has nonstandard alternate minimums listed, it doesn’t mean that it applies to all the approaches at the airport. Take a look at Jackon, MI (JXN), and you’ll see that the ILS Rwy 25 approach chart shows the black A symbol with the notes that you cannot plan to use Jackson as an alternate airport and fly the ILS when the local weather is not available and/or the tower is closed:
There are actually five instrument approaches at JXN and if the RNAV 32 looks like a viable option, you can use the standard alternate minimums (forecast of 800 foot ceilings and 2 SM visibility) since there is no black A symbol on the chart. This means you can legally file JXN as an alternate even if your planned arrival time is after hours when the control tower is closed.
Additional GPS approach considerations
There is one last legal consideration when planning for the alternate and it relates to the avionics in your panel. The first generation of IFR-approach GPS receivers were approved to fly LNAV-only approaches and require the pilot to verify receiver autonomous integrity monitory (RAIM) will be available during the approach (e.g. Bendix/King KLN94, the original Garmin 430/530/G1000).
If you are flying today with one of these systems, you can only plan to fly an RNAV approach based on LNAV minimums at either the destination OR alternate airport, but not at both. From a practical standpoint, this means that if your original destination only has RNAV approaches, your alternate airport must have an approved instrument approach procedure, other than GPS, that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.
The current generation of GPS navigators which include WAAS capability (e.g. Garmin 430W/GTN650/G1000 NXi) provide additional flexibility when it comes to alternate planning with one exception. You can plan to fly RNAV approaches at both the destination and the alternate, but for flight planning purposes, you have to make the assumption that you will be flying to the LNAV minimums. The reasoning here is to build extra safety margins as the LNAV minima will be higher than LPV minimums and helps to provide additional assurance that you will be able to complete the approach when arriving at the alternate.
Keep in mind, this is just for planning purposes; if you actually divert to the planned alternate, the rules say it’s perfectly ok to still fly the LPV approach when you get there. And it is also perfectly fine to select a diversion airport other than what was filed if the circumstances warrant.
Which weather forecast should you use
We just spent a lot of time reviewing alternate airport selection criteria that is 100% dependent on the weather reports and forecast for the time of arrival. If you’re flying to a larger airport that publishes a TAF, that forecast type is your main product for determining the ceiling height and visibility for your destination and alternate airport. Pay close attention to TEMPO or PROB30 periods that apply to your arrival time as you’ll need to use the ceiling or visibility listed here for legal planning, even if it’s just speculation on the part of the forecaster.
If your destination or alternate doesn’t offer a TAF, you’ll need to use the Graphical Forecast for Aviation resource, available here. This provides a model-based forecast for the entire U.S., showing expected cloud bases and tops 18 hours into the future. You can enter your flight plan at the top right of the map, select the Clouds overlay, and then Bases from the top left of the map. Drag the time slider to your planned arrival time and zoom in on your destination to see the forecast ceilings. You can check the forecast visibility the same way, by selecting the CIG/VIS layer. The resolution of the color-shading isn’t great, but it is helpful to locate areas where the visibility or ceiling is forecast to be better (or worse) than the location of your destination airport.
Flight planning vs. reality
Everything we’ve discussed so far relates to flight planning only and the process to choose an alternate airport for the IFR flight plan form. While it may seem arduous, it is designed to make you do your homework and ensure that is always a viable alternate airport available for every flight.
Keep an eye on the weather as you approach the destination, using both ADS-B datalink weather, and by tuning in the local ATIS/AWOS on the radio. If it looks like the weather will be near the minimums for the approach, it is time to start thinking about what the best alternate airport will be based on the current weather. If it still looks like the planned alternate is the best option, go for it. And remember that the 600-2 or 800-2 ceiling/visibility was just for planning; you’re just looking for the weather to be above the approach minimums for the airport at this point.
However, if the weather reports are showing that the planned alternate is no longer a viable option, it’s time to throw all that planning out the window and start looking for a new option. Again this is where flying with ADS-B datalink weather and an iPad is worth every penny as you can scan the visibility and ceiling reports on the map to help determine the best option.
Keep ATC informed of your plans too, even if you do decide it’s best to go to the filed alternate. They do not have access to all of the information you filed and cannot see the airport you listed as an alternate (and don’t care for that matter), so choose the best option based on all the information you have at that moment in time.
My first solo cross-country
/in Getting Started, Tips and technique/by Russell HartleyYou’ll never forget your first solo, but that first cross-country is a close second.
Your first solo flight? That’s a day you’ll never forget. But if there’s anything that comes close, it’s your first solo cross-country. This is where you really start to test your skills—flying further from home, navigating to unfamiliar airports, and managing everything on your own. In our training curriculum, students complete a solo cross-country flight of at least 150 nautical miles, with three full-stop takeoffs and landings at a towered airport. It’s a big deal, at least to a novice student pilot who can get extremely anxious.
It was an early Tuesday morning when my instructor and I arrived at the airport at 6:30 AM to go over the flight plan and answer any last-minute questions I had. The weather was clear, the forecast looked good, and it was time to preflight my trusty Skyhawk, N2135S
I’d be flying out of I69 (Clermont County Airport), and I was definitely feeling the nerves, double and triple-checking everything. Just to be safe, I grabbed a PJ2+ radio as a backup before heading out the door. I wanted to be ready for anything.
Leg 1: Clermont County Airport (I69) to Lexington, Kentucky (KLEX)
My first stop was KLEX (Blue Grass Airport in Lexington, Kentucky). After takeoff, I contacted Cincinnati Approach:
“Cincinnati Approach, Student Pilot Skyhawk 2135S, four miles south of I69 with request.”
The reply came back quickly:
“Skyhawk 2135S, say request.”
“2135S requesting flight following to KLEX at 4,500.”
They gave me a squawk code and the altimeter setting, and with that, the flight was underway. That first call with ATC helped calm my nerves. After that, it was just me and the airplane. The next 20 minutes “flew” by, and before I knew it, I was on the lookout for Lexington.
That first call with ATC helped calm my nerves.
Finding KLEX
Finding a 7,000-foot runway seems easy, right? Not so much. Even with my GPS and ForeFlight tuned in, I scanned the horizon, and the airport wasn’t jumping out at me. I reminded myself to stay calm and keep flying the airplane, and sure enough, there it was, just west of the city.
I set up for a straight-in approach to Runway 22 about three miles out. Throttle back, mixture rich, and I started dialing in the flaps—10 degrees, 20 degrees, 30 degrees. Speed locked at 65 knots, I made a smooth touchdown right in the middle of the runway. Flaps up, throttle full, and I was airborne again.
Working the Pattern at KLEX
The tower at Lexington was a huge help. When I told them I was a student pilot, they slowed down their instructions and made everything crystal clear. I even had to fly a right-hand traffic pattern—something I rarely do. It threw me off a bit, and I drifted too far into final on my downwind leg. The tower came on the radio, calmly reminding me:
“2135S, please try to stay in downwind until I call your base next time.”
I acknowledged the mistake, corrected my pattern on the next lap, and kept improving with each circuit. The controllers were fantastic, patient, and encouraging, which made the whole experience much smoother.
Leg 2: KLEX to Fleming-Mason Airport (KFGX)
After wrapping things up in Lexington, it was time for the next leg—KFGX (Fleming-Mason Airport). By this point, my confidence was building, and finding Fleming-Mason was much easier. I’d flown there plenty of times with my instructor, and the familiar landmarks—the Ohio River, Maysville, Kentucky—made navigation a breeze. Another solid landing and it was time to head home.
Final Leg: Back to Clermont County Airport (I69)
Heading back to I69 felt like it should be the easiest part of the flight. After all, it’s home. But as any pilot knows, things in aviation are rarely that simple. As I approached the airport, I realized the traffic pattern was busy—really busy. I could hear multiple calls on the radio and saw the traffic stacking up on ForeFlight. There were two planes ahead of me in the pattern.
Drawing on what I’d learned from my instructors, I extended my downwind to give the planes ahead enough space to land and clear the runway. When it was finally my turn, I nailed the landing—a perfect greaser. I took a deep breath and let it sink in. I’d just completed my first solo cross-country.
As I approached the airport, I realized the traffic pattern was busy.
Key Takeaways from My Solo Cross-Country
Here’s what helped me succeed:
1.Flying the route with my instructor the day before gave me a huge confidence boost and helped me feel more prepared.
2.Staying ahead of the airplane: I made sure my radios were dialed in, my GPS set, and checklists complete. Organization in the cockpit is everything.
3.My instructor’s “cheat sheet” had all my radio calls pre-written, so I just had to fill in frequencies and squawk codes along the way. This was a lifesaver.
4.Tell ATC you’re a student pilot. It’s not a weakness, it’s smart. They’ll slow down their instructions and give you a bit more patience.
5.Trust your training. Your instructor wouldn’t sign you off if you weren’t ready. Trust yourself, trust your skills, and just fly the airplane.
It was an unforgettable experience, and I am sure one I’ll always look back on as a turning point in my aviation journey.
My instructor’s “cheat sheet” had all my radio calls pre-written, so I just had to fill in frequencies and squawk codes.
Flight planning for a weekend getaway
/in Tips and technique/by Eric CarnahanEditor’s Note: Whether you are a seasoned aviator or just embarking on your flying journey, exploring new destinations is one of the most thrilling parts of being a pilot. Sporty’s created a new digital guide takes this excitement to the next level by showcasing 50 fun flying destinations across the United States—Sportys.com/FunFlying. Enjoy these helpful tips for a successful weekend getaway from contributing author, Eric Carnahan.
You have earned your pilot’s certificate. You are ready to spread your wings for your first weekend getaway. This is part of the reason you learned to fly.
Weekend getaways are part of the fun of having a pilot certificate.
After you have decided on your destination, what should you concern yourself with other than the usual preflight planning?
First, what services does the FBO provide? There typically are fees to park overnight, but perhaps those fees are waived with a minimum fuel purchase. Investigate whether the entire fee is waived or just a portion.
For ground transportation, are rental cars available and will you be able to pick up and return the rental to the airport? If not, will the rental car company be able to pick you up and return you to the airport on your planned departure day? Or maybe an Uber or Lyft is all that is necessary.
How about fuel availability—is it full-service or self-service? Is the pump operational? NOTAMS may or may not have been published if the equipment is not operational. Have you ever used a self-serve pump? Depending on where you learned to fly, you may not have had to fuel the airplane. It is not difficult, but you may want to make sure that someone is at the airport who can assist if needed.
There is nothing like trying to depart on a Sunday morning and needing assistance when no one is around. The departure date or day of the week can make a difference. Check the FBO operating hours and emergency (after hours) phone number. I always plan for enough fuel to fly to another airport for fuel if something happens and I am not able to fuel up at the destination airport.
If it is an unattended airport you intend to visit, are tie-downs available? And not just the physical place to tie down, but the ropes or chains to secure the aircraft? If not, you may have to bring a tie-down kit along. Are hangars available if the weather becomes an issue, such as frost on a cool morning or if thunderstorms develop? Who would you call to have the aircraft moved if necessary?
Are hangars available if the weather becomes an issue?
You will typically be required to provide a credit card after arriving at the airport. If there is more than one FBO, do all accept general aviation aircraft? Is a reservation required for your arrival?
A phone call or email to the FBO can answer these questions before the flight, helping to eliminate any stress after you arrive. Make sure to have phone numbers for the FBO. Some FBOs want you to call ahead so they can move the aircraft closer to the terminal so that you don’t have to carry your luggage across the ramp to the plane.
Also, consider all of the available airports in the area you are flying into. The landing fees may be a little more expensive at a larger airport, but you may have better availability of a rental car and rates for the car may be cheaper.
Lastly, have a plan of what you will do if the weather will not let you depart as you planned. Even the best weather planning can change your planned departure.
Apply for the AOPA Flight Training Experience Awards
/in News/by Flight Training Central StaffApplications accepted through October 31, 2024
Instructors and Flight Schools are invited to apply for regional or national awards. Applicants should ask for reviews from students, clients, instructors, and designated pilot examiners who have trained or worked with them during the previous 12 months. The selection process includes the screening of applications and judging by a panel of industry experts who will not know the identity of the candidates.
Awards in the regional category include Best Flight School, Best Instructor, Distinguished Flight Schools, and Distinguished Instructors. National awards include Best Flight School and Best Instructor.
Applications are being accepted online through October 31 at AOPA.org.
NOTAMS Transitioning to ICAO Format
/in News, Tips and technique/by Eric RadtkeEditor’s Note (10/23/2024): The FAA has indicated that it will miss its December 2024 target for ICAO format NOTAMs and that the change will occur late 2025.
By December 2024, all NOTAMs issued by the FAA will be distributed using the ICAO format.
In this article:
WHY ARE NOTAMs TRANSITIONING TO THE NEW ICAO FORMAT
Notices to Air Missions (NOTAMs) provide pilots, operators, and aircrews with essential information about the abnormal status of a component of the national airspace system that could affect a flight from being completed as planned. Yet, because of how NOTAMs are currently written, pilots often can’t identify or miss critical flight information about where they can fly and any issues with departure or arrival airports.
To help address this serious safety risk, the FAA is making the data more accessible and readable by adopting the ICAO standardized format. Essentially, NOTAMs will be much easier to read and interpret.
HOW TO READ THE NEW ICAO FORMAT
The ICAO NOTAM contains specific mandatory and optional fields similar to the domestic NOTAM format with the addition of the qualifier line which is described in further detail below.
WHAT IS THE NOTAM SERIES
In the ICAO format, NOTAMs are organized by series, with each series covering a specific NOTAM condition. The NOTAM series replaces the keywords previously used in the domestic format. The Series is the first element of the NOTAM, followed by the NOTAM Number. NOTAMs are numbered consecutively by Flight Information Region (FIR), and series beginning with S0001 each year. The FAA will utilize 13 different series for NOTAMs as follows:
WHAT IS THE NOTAM ACTION
The Action indicates the type of NOTAM:
AN ICAO NOTAM EXAMPLE
In this example, we will examine a NOTAM issued for the Chicago O’Hare Airport (ORD) closing Runway 05L/23R for a specific period of time.
In the current (traditional) NOTAM format, the notice would read:
!ORD 02/001 RWY 05L/23R CLSD 2202141700-2202141900
In the new ICAO format, the same information would be presented as follows:
B0667/22 NOTAMN
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
A) KORD
B) 2202141700
C) 2202141900
E) RWY 05L/23R CLSD
WHAT IS IN THE NOTAM QUALIFIER LINE
A qualifier line contains coded information, coordinates, and radius for area for the automated filtering of NOTAMs.
The first element of the qualifier line is the Flight Information Regions (FIR) In the US, the FIR identifier is an ARTCC identifier. In the example above, KZAU (Chicago) is used as the FIR.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The second element of the qualifier line is the NOTAM code. The NOTAM Code forms the basis upon which NOTAM qualifiers TRAFFIC, PURPOSE, and SCOPE are determined for inclusion in Item Q) of the NOTAM Format, in addition to defining the abbreviated plain-language text which appears in Item E). All NOTAM code groups contain a total of five letters and the first letter is always the letter Q. The second and third letters identify the subject. In this example, MR, indicates Runway (specific runway).
The fourth and fifth letters denote the condition of the subject being reported. In this example, LC, indicates Closed.
The ICAO NOTAM decode tables are found in Appendix B of Order 7930.2T, but again, the plain language associated with these codes is found in line E of the ICAO NOTAM.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The third element, traffic qualifier, relates the NOTAM to a type of traffic and allows retrieval according to the user’s needs. Depending on the NOTAM subject and content, the qualifier field TRAFFIC may contain the combined qualifiers. This example displays IV as the Traffic.
Type of Traffic:
I – Instrument Flight Rules (IFR)
V – Visual Flight Rules (VFR)
K – NOTAM is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fourth element, purpose, relates a NOTAM to certain purposes (intentions) and thus allows retrieval according to the user’s requirements. Depending on the NOTAM subject and content, the qualifier field PURPOSE may contain combined qualifiers. This example displays NBO as the Purpose.
Purpose description
N – selected for the immediate attention of aircraft operators
B – selected for pre-flight information briefing
O – concerning flight operations
M – not subject for briefing, but is available on request
K – is a Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The fifth element, scope, is used to categorize NOTAMs. Depending on the NOTAM subject and content, the qualifier field SCOPE may contain combined qualifiers. This example uses A as the scope.
Scope Description
A – Aerodrome
E – Enroute
W – Navigation warning
K – Checklist
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The sixth element is the lower and upper limits. The lower and upper limit field applies mainly to airspace related NOTAMs. Most aerodrome-related information, qualifier scope ‘A’, refers to ground installations for which the insertion of lower/upper limit is not relevant. Therefore, such NOTAMs must include the default values of 000/999.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
The final element contain coordinates. The coordinates represent the coordinates of the point of influence, or the approximate center of a circle whose radius encompasses the whole area of influence. It is specified by an 11-character latitude and longitude. This example displays 4159N0875W as the coordinates.
Q)KZAU/QMRLC/IV/NBO/A/000/999/4159N0875W005
DOWNLOAD THE ICAO NOTAM FORMAT EXAMPLE HERE.
Line Up and Wait: What Every Pilot Needs to Know
/in Tips and technique/by Flight Training Central StaffLine up and wait is an air traffic control (ATC) procedure designed to position an aircraft onto the runway for an imminent departure in order to expedite the flow of traffic. The procedure is not available at all towered airports and is subject to a number of restrictions. When a pilot hears the ATC instruction LINE UP AND WAIT he is cleared to taxi onto the departure runway and position the aircraft for takeoff. In earlier aviation days, this was known as “position and hold” but the phrase was updated to provide additional clarity.
ATC Procedure
Line up and wait is an ATC procedure that is only used at certain tower-controlled airports.
An important distinction is that line up and wait is an ATC procedure. It is conducted at certain tower controlled airports where the tower controller knows what he or she has instructed the previous aircraft to do. The reason for a line up and wait instruction is often due to a prior aircraft still being on the current runway or a crossing runway and the controller wanting to expedite the takeoff of the line up and wait aircraft. The reason for expediting this takeoff may be that there is another aircraft on final or in the pattern that will soon be ready to land. The controller is in a position to see all three aircraft and make modifications if the timing is off or there is a delay due to a pilot error in one of the aircraft.
You should be aware, that a line up and wait instruction from ATC is not an authorization to takeoff. You should expect an authorization to takeoff shortly after the controller is satisfied that the condition that delayed you is now safe. If you do not receive a takeoff clearance within a reasonable amount of time, you should contact the controller and remind him or her that you are there. Accidents have occurred after a controller forgot an aircraft waiting on the runway and cleared another airplane to land on that same runway.
Even when following line up and wait instructions at tower controlled airport, it is important for you as the pilot in command to remain vigilant and situationally aware. Listen to the instructions and clearances that the tower is giving to other aircraft in the area. If you hear a clearance to land where you are currently waiting, be alert and ready to call the tower if necessary. You might also consider lining up at a slight angle that affords a better view of landing aircraft approaching behind you.
You should be especially vigilant at night, during reduced visibility, and when the airport is using line up and wait operations on more than one runway. Listen carefully for your call sign and the runway that you are using. Be alert for similar sounding call signs and avoid following the instructions for a different aircraft than yours. When in doubt, contact ATC for clarification. If you are unable to raise ATC, have an escape plan for getting you and your aircraft to a safe location if you are concerned about another aircraft landing in your location.
If you are the landing aircraft and you hear ATC give line up and wait instructions to an aircraft on the runway to which you have been cleared to land, bensure that the aircraft has departed before you land. Even if you haven’t heard a line up and wait clearance, be sure that runway is clear before landing. Do not hesitate to ask ATC about any traffic that you see on the runway where you are landing.
Line Up and Wait Is Not Applicable at Non-Towered Airports
Line up and wait is an ATC procedure that should not be used by pilots at non-towered airports.
Line up and wait procedures were never intended for use at non-towered airports despite being common practice with some pilots. As indicated, it is an ATC procedure. Without the additional eyes of the controller, and his or her knowledge of the instructions issued to other aircraft, it is simply not a safe procedure to perform.
As the pilot in command of an aircraft that is ready to takeoff, you have no real idea of the intentions of the aircraft that is temporarily blocking your takeoff runway. Will he make the intersection? Will he roll the full length of the runway? How fast will he taxi to the runway exit? Is he unsure of his surroundings and unsure where to turn? Will his takeoff follow a standard pattern departure? Will he abort the takeoff? You may think that you know but you really do not know when the runway will be clear.
Once you are positioned for takeoff, your ability to see the runway’s approach is seriously limited. How close is that final traffic getting? Is there another aircraft approach that is not using a radio? Does the approaching pilot see or hear you?
Is your life and the life of your passengers really not worth waiting until the runway is clear?