ATIS in aviation explained: find the correct frequency, copy weather and runway details, report the letter code, and avoid common radio mistakes.
In aviation, ATIS stands for Automatic Terminal Information Service. It is a repeating voice or digital airport broadcast containing current weather, runway, approach and operational details. Pilots tune the published ATIS frequency, or retrieve its digital equivalent, before calling the relevant airport controller, then report its letter code on initial contact.
What information does an ATIS broadcast contain?
ATIS combines weather and airport operating information that would otherwise have to be repeated to every arriving or departing aircraft. The word Automatic refers to the repetitive service; it does not mean every item was measured or selected without human involvement.
A typical broadcast includes:
- Identification: airport name, whether it is arrival or departure information, and a phonetic-alphabet code such as Information Golf.
- Time: the observation or issue time, normally expressed in UTC.
- Weather: wind direction and speed, gusts, visibility, significant weather, cloud, temperature, dew point and pressure setting.
- Airport configuration: runway in use, expected approach type and, where applicable, transition level.
- Operational details: runway condition, braking reports, windshear warnings, closed taxiways or other short notices relevant to immediate operations.
- Instructions: any local requirement, including a reminder to report the information code on first contact.
The exact contents vary by country, airport and conditions. Its weather section resembles a spoken observation, so our guide to reading METAR weather groups helps with wind, visibility, cloud and pressure terminology. ATIS does not replace charts, NOTAMs, clearances or a complete pre-flight briefing.
How do pilots find and use the ATIS frequency?
Pilots obtain the frequency from the airport’s published chart or approved aeronautical data, then monitor it as a receive-only service. There is no single ATIS frequency used by every airport.
Voice ATIS commonly occupies an assigned VHF aeronautical channel, although installations and authorised delivery methods vary. An airport may have separate arrival and departure frequencies, and some smaller airports have no ATIS at all. ATIS is also separate from an instrument-landing signal; our explanation of the ILS navigation-frequency band covers that different receiver and purpose.
- Check the airport and service. Confirm that the listed frequency is for the correct aerodrome and, where services are split, for arrival or departure.
- Tune the receiver. Use a second communications radio when available so the assigned ATC frequency remains monitored. With only one radio while under ATC control, obtain permission before leaving the assigned frequency.
- Listen to the complete loop. If reception begins halfway through, continue until the identification and full message have repeated. Do not combine part of an old edition with part of a new one.
- Copy the essentials. Record the letter code, time, wind, visibility, weather, cloud, pressure, runway, approach and operational remarks. A compact note might begin
G | 1220Z | 240/12G20 | QNH 1016 | RWY 27. - Check units and implications. Confirm whether pressure is given in hectopascals or inches of mercury, set it correctly, and assess crosswind, visibility and runway suitability.
- Use it for planning, not permission. An advertised runway or approach indicates what to expect. It does not authorise taxi, approach, landing or take-off.
A common error is tuning the right numbers from the wrong airport or copying an old information code. Checking the station name, issue time and code before acting catches all three problems.
What do pilots say after receiving ATIS?
Pilots report the phonetic information code during their initial call to the appropriate controller. A departure call might include Ground, [callsign], information Golf, request taxi; phrase order and the wording “with Golf” or “information Golf” vary by local procedure.
The code tells the controller that the pilot has received that edition, so the entire weather report need not be repeated. The pilot may still have to read back a pressure setting, runway or other instructed item. If ATC supplies a newer wind, runway or pressure update, use that updated information.
ATIS itself cannot issue instructions or clearances. Our explanation of how ATC issues clearances and controls traffic covers the distinction between the recorded information service and two-way controller communication.
What happens when the ATIS information changes?
Each new ATIS edition receives another phonetic-alphabet designator. A change from Golf to Hotel means a new edition has been issued, though only one element may have changed.
If the code changes before initial contact, pilots should obtain the latest edition when practical. If that cannot be done, they report that they have the earlier information or say negative ATIS; the controller can provide essential details and any changes. Pilots should never claim a code they did not receive.
A published frequency may be silent because the service is closed, unavailable or out of range. In that case, use the applicable automated weather service or ask ATC. An ATIS problem should not delay an urgent or emergency transmission.
How do voice ATIS, D-ATIS and automated weather differ?
Voice ATIS and D-ATIS provide broadly the same terminal information, while a standalone automated weather service usually reports meteorological observations without the full runway and operational package.
| Service | Delivery | What the pilot receives |
|---|---|---|
| Voice ATIS | Repeating radio broadcast | Weather, runway, approach, operational remarks and a letter code |
| D-ATIS | Aircraft datalink text | A digital terminal-information message with an issue time and code |
| Automated weather | Dedicated voice or data service | Weather observations, generally without complete ATIS operational information |
With D-ATIS, pilots must still verify the airport, issue time and designator. An old text message is no more useful than an old voice recording.
Why can ATIS disagree with a flight simulator?
Simulator ATIS can differ because weather injection, airport data and ATC services may update on separate schedules. Simplified implementations may also omit closures, runway conditions or a distinct information code.
Use the information source controlling the flight: built-in ATIS with built-in ATC, or the ATIS issued by a live controller when flying in a controlled online session. If there is no ATC service, compare the station, observation time and weather actually loaded in the simulator rather than assuming a real-world broadcast will match it exactly.