How is PlaneWX different from my EFB or aviationweather.gov?

Your EFB is excellent for charts, filing, and day-of flying. Aviationweather.gov and Flight Service (including 1800WXBRIEF) give you official weather products. PlaneWX sits beside those tools. It does not replace them. What PlaneWX adds is decision support days out: a WX Score matched to your aircraft and personal minimums, a dynamic FRAT on the FAA PAVE framework, and mentors who see the same briefing you see. You can also share a flight plan into PlaneWX from a supported EFB. You stay PIC. Charts, filing, and official sources stay where they belong.

Is the briefing accurate?

Your briefing uses the same official observations and forecasts every pilot relies on: METARs, TAFs, PIREPs, SIGMETs and model guidance. It can only be as accurate as those forecasts, and every forecast carries some uncertainty. Every weather briefing, from any provider, also has the same built-in limit. It describes one departure time, one route, one altitude and one arrival time. Real flights change. You leave late, get rerouted, or get assigned a different altitude, and each change puts you in weather the briefing didn't look at. That's why PlaneWX can keep updating your briefing for monitored flights as the forecast changes, and why your decision-making continues in the air.

How can I make my briefing more accurate?

Enter the flight the way you'll really fly it: a realistic departure time, the route you expect to file or be cleared, your planned altitude, and the right aircraft profile. If any of those change, update the trip and brief again. Check again close to departure, when the forecasts are freshest.

Yes, in specific places. Weather reports, forecasts, model data and NOTAMs are fetched and decoded by code. AI reads forecaster discussions and writes the plain-language briefing, the hazard summary and most section ratings. It also proposes a starting WX Score and some deductions, such as for convection. Ceiling and visibility are always scored by code. Within 12 hours of departure, your personal minimums and aircraft limits are checked by rule-based code, not the AI. Further out, AI also helps weigh icing and turbulence against your limits. You always make the final call.

What is the WX Score?

The WX Score is a 0-100% metric calculated against YOUR personal minimums and your specific aircraft, not generic VFR/IFR categories. It tells you, in a single number, how well conditions are expected to match your standards. Every deduction is transparent and explained.

What is the PAVE framework?

PAVE is the FAA risk framework: Pilot, Aircraft, enVironment, and External pressures. It is the structure behind a serious preflight risk assessment, not a weather product by itself. We walk through it in plain language in our PAVE risk assessment guide. PlaneWX FRAT uses that same framework as a living sit-down assessment near departure. See how PlaneWX FRAT works, including how the briefing and airport context feed the enVironment side.

How far in advance can PlaneWX forecast weather?

PlaneWX provides weather intelligence from 14 days out through departure. Confidence improves as your flight approaches. We are transparent about uncertainty at every time horizon.

What is the mentor system?

PlaneWX connects you with experienced pilots who can review your full briefing (WX Score, aircraft profile, personal minimums) and offer a second set of eyes grounded in shared data, not guesswork. Mentor sits alongside the risk-management loop when you want it.

Is there a free plan?

Yes. Free forever includes full-quality briefings. We limit how much you can use PlaneWX, not how good the analysis is. Details on plans and what each tier includes are in PlaneWX Plans help.

What's the difference between Casual, Pro, and Pro Plus?

Casual is for pilots who fly a few times a month and want auto-monitoring. Pro raises limits and automation. Pro Plus adds Ground Protection, Auto-Brief, Pre-Flight Text, briefed fuel stops, and Labs. Compare current limits and features in Plans help, or start from the pricing section on this page. Personal minimums still drive the WX Score on every plan. If you are setting those for the first time, see personal minimums for weather planning.

What happens after the 14-day free trial?

You keep access on Free, or choose Casual, Pro, or Pro Plus. No card is required to start the trial. Plan details stay in Plans help.

Weather Briefing Types: Standard, Abbreviated, Outlook, and Self-Briefing

PlaneWX · Last reviewed October 1, 2026

The FAA defines three preflight weather briefings. Get an outlook briefing when departure is 6 or more hours away, a standard briefing (the complete picture) as close to departure as you can, and an abbreviated briefing just before takeoff if the standard is 1 hour or more old or the weather is questionable. You can get them from Flight Service or brief yourself online [1, para. 3.3.1] [3, paras. 7.1 and 8.1].

Key takeaways

Brief in layers: outlook the day before, standard close to departure, abbreviated just before takeoff [3, para. 8.1].
Use the standard briefing order, adverse conditions first, as your self-briefing checklist [1, para. 3.3.1.1].
“VFR flight not recommended” is advice, and the call is yours as PIC [1, para. 3.3.1.1].

Key facts

There are three types of preflight briefing: standard, abbreviated, and outlook [1, para. 3.3.1].
A standard briefing is the most detailed of all briefings [1, para. 3.3.1.1].
An outlook briefing is for departures 6 or more hours away, for planning only [3, para. 7.2.3].
Get an abbreviated briefing before takeoff if your standard is 1 hour or more old [3, para. 8.1].
Current conditions drop out of a standard briefing if departure is more than 2 hours away, unless you ask [1, para. 3.3.1.1].
VFR flight not recommended is advisory; the decision rests solely with the pilot [1, para. 3.3.1.1].
The FAA considers that a self-briefing may be compliant with current regulations [3, para. 7.1].
Flight Service briefings, online or voice, are time-stamped and archived for 45 days [1, para. 3.3.1].
14 CFR 91.103 requires the PIC to become familiar with all available information before a flight [5].
Flight Service briefers are certified to interpret weather, not to make original forecasts [1, para. 3.3.2.1].

Hover, focus, or tap any dotted term for a definition and its official source.

The rule is short. Under 14 CFR 91.103, “Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.” For IFR flights and flights not in the vicinity of an airport, that includes “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” [5, para. (a)]. The FAA’s briefing types are how you meet that duty in a consistent way. This page covers the types, what goes in each, and when to get them.

What are the three types of weather briefing?

The Handbook says pilots need to know which of the three types fits the flight: standard, abbreviated, or outlook [1, para. 3.3.1]. The AIM adds: “Pilots should specify to the briefer the type of briefing they want, along with their appropriate background information. This will enable the briefer to tailor the information to the pilot’s intended flight.” [2, para. 7‑1‑5]

Briefing	When to get it	What it gives you
Outlook	Departure is 6 hours or more away	“Outlook briefings provide a general indication of which elements may be a factor during a flight”; planning only [3, para. 7.2.3]; [4, para. 5‑2‑7]
Standard	No previous briefing; within 6 hours of departure, and as close to departure as you can	“A standard briefing provides a complete weather picture and is the most detailed of all briefings.” [1, para. 3.3.1.1]; [4, para. 5‑2‑5]
Abbreviated	Departure delayed, or you need to update an earlier briefing or one or two items	The elements that may have changed since your standard briefing [1, para. 3.3.1.2]; [2, para. 7‑1‑5]
Inflight	You need a briefing or update by radio	The same content by type, from Flight Service on frequency [2, para. 7‑1‑5]

Flight Service also needs your background: VFR or IFR, aircraft identification and type, departure point and time, altitude, route, destination, and time en route, plus the time of your last briefing if this one is an update [1, para. 3.3.1]. All Flight Service briefings, online or voice, “are time-stamped and archived for 45 days.” [1, para. 3.3.1]

What is in a standard briefing, and in what order?

A standard briefing “includes conditions and significant weather information that may influence the pilot in planning, altering, or cancelling a proposed route or flight.” The elements come in a set order, though the briefer may combine the first three when that describes conditions better [1, para. 3.3.1.1]:

#	Element	What to listen or look for
1	Adverse conditions	Hazardous weather, airport closures, delays; icing if your aircraft isn’t certified for it [1, para. 3.3.1.1]
2	VFR flight not recommended	The briefer’s judgment that VFR is doubtful. Advisory only; not provided via the internet [1, para. 3.3.1.1]
3	Synopsis	Type, location, and movement of weather systems and air masses [1, para. 3.3.1.1]
4	Current conditions	Observations, PIREPs, satellite, and radar; left out if departure is more than 2 hours away unless you ask [1, para. 3.3.1.1]
5	En route forecast	In order: departure and climbout, en route, descent; heights MSL unless AGL or CIG [1, para. 3.3.1.1]
6	Destination forecast	For your ETA, plus significant changes within 1 hour before and after [1, para. 3.3.1.1]
7	Winds and temperatures aloft	Knots and tens of degrees, true north, interpolated to your altitude [1, para. 3.3.1.1]
8	NOTAMs, ATC delays, other information	Detailed in AIM 7‑1‑5 [1, para. 3.3.1.1]; [2, para. 7‑1‑5]

The same order makes a good self-briefing checklist. AC 91‑92’s standard briefing checklist also starts from your flight details and then adverse conditions [3, para. 7.4].

What “VFR flight not recommended” means

When the briefer judges that VFR is doubtful, you’ll hear the conditions, the locations, and the phrase “VFR flight not recommended.” “This recommendation is advisory in nature. The final decision as to whether the flight can be conducted safely rests solely with the pilot.” The Handbook says a non-IFR rated pilot then weighs current and forecast weather against experience and ratings, and the aircraft’s equipment, capabilities, and limitations [1, para. 3.3.1.1]. The AIM adds a warning: in minimal VFR weather, conditions can lower unexpectedly beyond your ratings and experience, which can lead to spatial disorientation or loss of control [2, para. 7‑1‑5]. VNR is not provided via the internet [1, para. 3.3.1.1], so a self-briefing pilot has to make that judgment alone.

When should you get each briefing? A worked timeline

AC 91‑92’s “Do” list sets out the order: plan ahead with an outlook, get a standard briefing as close to departure as possible, and get an abbreviated briefing just before takeoff if the standard is 1 hour or more old or the weather is questionable [3, para. 8.1]. For a typical flight, that looks like this:

When	What to get	Why
The day before, or 6+ hours out	Outlook briefing	Shapes route, altitude, and timing, and ultimately the go/no-go decision [1, para. 3.3.1.3]; [3, para. 8.1]
Within 6 hours, as close to departure as possible	Standard briefing	The complete picture for the flight [3, para. 8.1]; [4, para. 5‑2‑5]
Just before takeoff, if the standard is 1 hour or more old or the weather is questionable	Abbreviated briefing	Catches what changed [3, para. 8.1]
In flight	Inflight update from Flight Service or datalink weather	Stay ahead of changes en route [2, para. 7‑1‑5]

The outlook matters more than it looks. The Handbook says it can influence route, altitude, and “ultimately the ‘go, no-go’ decision.” [1, para. 3.3.1.3] A follow-up briefing is still needed, because an outlook “generally only contains information based on weather trends and existing weather in geographical areas at or near the departure airport.” [1, para. 3.3.1.3]

How does self-briefing fit in?

AC 91‑92 defines a self-briefing as one that “uses all means and sources of reporting, including automation, to provide a thorough evaluation of weather and aeronautical information in advance of flight.” [3, para. 4.19] It notes that “most pilots have become more accustomed to performing a self-briefing than calling an FSS.” [3, para. 7.1]

Even if you call, self-brief first. “Pilots who prefer to contact Flight Service are encouraged to conduct a self-briefing prior to calling.” [1, para. 3.3.1] AC 91‑92 shows that an online self-brief can serve as an outlook or a standard briefing, and an abbreviated update can also come from in-cockpit technology [3, para. 7.3]. Some online sources don’t include NOTAMs or TFRs, so you may need to find them separately [1, para. 3.3.3].

Calling Flight Service is still a strong tool for a hard day. The briefer can’t forecast, but can interpret and answer your questions, and “The briefing is considered complete when the pilot has a clear picture of what weather to expect.” [1, para. 3.3.2.1] For the CONUS, Hawaii, and Puerto Rico, call 1-800-WX-BRIEF; for Alaska, 1-833-AK-BRIEF [1, para. 3.3.2.1].

Where are the official briefing references?

Official briefing references

Start here: AC 91‑92, Pilot’s Guide to a Preflight Briefing, with its standard briefing checklist [3].
FAA Aviation Weather Handbook, Section 3.3, Obtaining Weather Information [1].
AIM 7‑1‑5, Preflight Briefing [2].
14 CFR 91.103, Preflight action [5].

Links checked October 1, 2026: all returned HTTP 200.

Where do briefings mislead pilots?

A stale standard briefing. AC 91‑92’s threshold for an update is 1 hour [3, para. 8.1].
An outlook treated as a briefing. It covers trends and weather near departure, not the full route [1, para. 3.3.1.3].
No current conditions. A standard briefing more than 2 hours before departure leaves them out unless you ask [1, para. 3.3.1.1].
No VNR online. The VNR statement isn’t provided via the internet [1, para. 3.3.1.1].

How do you use a briefing in a go/no-go decision?

The decision is yours as PIC. Habits drawn from the FAA guidance above:

Brief against your personal minimums. AC 91‑92’s first “Do” is to “Establish personal minimums that reflect your level of proficiency.” [3, para. 8.1] See the weather risk and personal minimums guide.
Read adverse conditions first. They are first in the order because they may change the whole plan [1, para. 3.3.1.1]. The AIRMET and SIGMET guide and thunderstorm guide cover the products.
Plan the alternate before you go. AC 91‑92: “Have a contingency plan for alternates if unexpected circumstances arise.” [3, para. 8.1]
Make a final check. “Pilots can make a final weather check immediately before departure using online weather apps, when possible.” [1, para. 3.3.1]

More on technique: an advanced weather briefing, strategic planning versus tactical briefing, working with a flight weather briefer, and weather resources for private pilots.

Where does the briefing fit in a disciplined decision?

PlaneWX is decision support for general aviation pilots, built around one idea: “Fly like it’s your job.” Treat the weather decision the way a professional crew would, with the same process every time. That process is a loop: Brief, then FRAT, then Fly or Stay, then Debrief, with a Mentor if you want one. Here’s how PlaneWX handles the Brief, as its help center describes [6]:

Brief: three views. Every briefing comes in Quick, Enhanced, and Visual views; Quick is a compact summary of score, gotchas, and key numbers for a fast pre-flight check (Understanding Your Briefing).
Brief: scored to you. The WX Score is based on your personal minimums and aircraft, shown as Favorable (75 and up), Marginal (50 to 74), or Unfavorable (under 50) (FAQs; Understanding Your Briefing).
Brief: Auto-Brief. On Pro Plus, when you file an IFR flight plan, PlaneWX sees the filing through FlightAware and creates or refreshes the trip’s briefing (Auto-Brief).
FRAT. The flight risk assessment opens in the last 4 hours before departure (FRAT).
Fly or Stay. “PlaneWX never recommends GO or NO-GO. You make the call as PIC.” (The Risk Loop)
Debrief. Compare what the briefing said with what you met. Self Debrief is a PlaneWX Labs feature for Pro Plus (The Risk Loop).

The help center is plain about the limits: “PlaneWX is not a substitute for a complete, independent pre-flight weather briefing. Pull one from a source you already trust before you fly.” (The Risk Loop)

Start your next briefing in PlaneWX, or read how to read a PlaneWX briefing.

Frequently asked questions

What are the three types of weather briefings?

Standard, abbreviated, and outlook [1, para. 3.3.1]. “Pilots should specify to the briefer the type of briefing they want, along with their appropriate background information.” [2, para. 7‑1‑5]

When should I get an outlook briefing?

“An outlook briefing may be requested when a planned departure is six or more hours away.” It is for planning, and a follow-up standard or abbreviated briefing before departure is advisable [1, para. 3.3.1.3].

When should I get a standard briefing?

When you are planning a flight and haven’t had a previous briefing or preliminary information online [2, para. 7‑1‑5]. AC 91‑92 says to get it “as close to your departure time as possible.” [3, para. 8.1]

When should I get an abbreviated briefing?

To update an earlier briefing or get specific items. AC 91‑92: “Obtain an abbreviated briefing just before takeoff if your standard briefing is 1 hour or more old or if the weather is questionable.” [3, para. 8.1]

What does “VFR flight not recommended” mean?

The briefer judges that VFR flight is doubtful. “This recommendation is advisory in nature. The final decision as to whether the flight can be conducted safely rests solely with the pilot.” [1, para. 3.3.1.1]

Can I brief myself online instead of calling Flight Service?

Yes. “The FAA considers that a self-briefing may be compliant with current Federal aviation regulations.” [3, para. 7.1] The Handbook encourages a self-briefing even if you plan to call [1, para. 3.3.1].

What is the Flight Service phone number?

For the CONUS, Hawaii, and Puerto Rico, 1-800-WX-BRIEF (1-800-992-7433). For Alaska, 1-833-AK-BRIEF (1-833-252-7433) [1, para. 3.3.2.1].

Can a Flight Service briefer forecast the weather?

No. “They are not authorized to make original forecasts”; they translate and interpret the available weather information for your route [1, para. 3.3.2.1].

Does PlaneWX meet 14 CFR 91.103?

The PlaneWX FAQ says it “provides weather information from federal regulatory agencies (NOAA, NWS, FAA) to help pilots meet the requirement to obtain all available information before a flight.” It adds: “There is no regulatory requirement to obtain a briefing from any specific source; FAA Advisory Circular 91-92 endorses pilot self-briefing.” [6] You remain PIC and make the final decision.

Glossary

Every term below links to the FAA, NWS, or NOAA document that defines it. The same definitions appear when you hover, focus, or tap a dotted term on this page.

Abbreviated briefing: A shortened briefing to update an earlier one or to supply only the items a pilot asks for. Source: FAA Aviation Weather Handbook, 3.3.1.2
FSS (Flight Service Station): The FAA flight service that provides preflight and in-flight briefings and flight plan filing to pilots. Source: FAA Aviation Weather Handbook, 3.3.2.1
Outlook briefing: A general planning briefing for a departure six or more hours away, to be followed by a standard briefing. Source: FAA Aviation Weather Handbook, 3.3.1.3
PIREP (Pilot Weather Report): A report of weather a pilot actually encountered in flight, shared to help other pilots and forecasters. Source: FAA Aviation Weather Handbook, 24.5.1
Self-briefing: A preflight briefing a pilot builds from all available sources, including automation, without a briefer. Source: FAA AC 91‑92, 4.19
Standard briefing: The most complete and detailed preflight briefing, for a flight departing within about six hours. Source: FAA Aviation Weather Handbook, 3.3.1.1
VNR (VFR flight not recommended): A briefer’s advisory that conditions make VFR flight questionable; the decision stays with the pilot. Source: AIM, 7‑1‑5

This page explains published FAA guidance on briefing types. It is not legal advice and not a substitute for a current weather briefing. Always get a current briefing before you fly.

References

FAA‑H‑8083‑28B, “Aviation Weather Handbook.” Federal Aviation Administration, Flight Standards Service. April 2, 2026. Paragraphs cited: 3.3.1 to 3.3.1.3, 3.3.2.1, 3.3.3. https://www.faa.gov/regulationspolicies/handbooksmanuals/aviation/faa-h-8083-28b-aviation-weather-handbook. PDF: https://www.faa.gov/sites/faa.gov/files/FAA-H-8083-28B.pdf
“7‑1‑5. Preflight Briefing.” Aeronautical Information Manual (AIM), Chapter 7, Section 1. Federal Aviation Administration. Effective July 9, 2026 (Change 3). https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html
AC 91‑92, “Pilot’s Guide to a Preflight Briefing.” Federal Aviation Administration. March 15, 2021 (editorial update March 19, 2025). Paragraphs cited: 4.19, 7.1, 7.2.3, 7.3, 7.4, 8.1. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-92_Ed_Upd_(3-19-25).pdf
FAA Order JO 7110.10EE, “Flight Services,” with Changes 1, 2, and 3. Federal Aviation Administration, Air Traffic Organization. Effective February 20, 2025; Change 3 dated July 9, 2026. Paragraphs cited: 5‑2‑5, 5‑2‑7. https://www.faa.gov/documentLibrary/media/Order/7110.10EE_Bsc_w_Chg_1_2_and_3_dtd_7-9-26.pdf
14 CFR 91.103, “Preflight action.” Electronic Code of Federal Regulations. Accessed October 1, 2026. https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/section-91.103
PlaneWX Help Center: “Understanding Your Briefing,” “Frequently Asked Questions,” “Auto-Brief,” “FRAT,” “The Risk Loop.” PlaneWX. Accessed October 1, 2026. Understanding Your Briefing · FAQs · Auto-Brief · FRAT · The Risk Loop