How to Read NOTAMs, Runway Configs, and Wind for Spotting Days

Here’s a fast, reliable workflow you can reuse at any airport to predict which runways will be in use, whether anything’s closed or restricted, and if conditions look worth the trip.

1) Start with the wind: METAR/TAF → likely runway(s)

• Pull the latest METAR (now) and TAF (forecast) for your airport on the NOAA Aviation Weather Center. Use the raw or decoded tabs. aviationweather.gov
• Decode wind in the METAR/TAF (direction is true, speed in KT). The NWS one-page TAF/METAR key is handy if you’re rusty. National Weather Service

Quick rule for runway guess: ATC assigns the runway most nearly aligned with the wind when it’s ≥5 kt; if <5 kt, they may use a calm-wind runway or a published runway-use program. So your “first guess” is simply the runway whose magnetic heading is closest to the wind direction. (Noise abatement and traffic flow can override.) FAA

Fast component math (for confidence):

• Head/tailwind = Wind × cos(angle between wind & runway)
• Crosswind = Wind × sin(angle)
  Large positive headwind on Runway 28 (heading ~280) with wind 290/15? Expect 28s. Gusty crosswind from 210? Runway 22/21/20 likely. (Same trig every time.) AviationHunt+1

Tip: Check the TAF for tempo or FM lines that flip wind later—great for predicting flow changes midday. National Weather Service

2) Check NOTAMs: closures, lighting, ILS/approach status, surface condition

Open FAA NOTAM Search (or your national portal) and pull the field’s NOTAMs by ICAO code. notams.aim.faa.gov

What to scan for (in plain English):

• Runway/taxiway closures or limits (e.g., “RWY 04R/22L CLSD,” “E 500FT CLSD” = partial). These decide the runway configuration as much as wind does. FAA
• Nav/lighting outages that affect operations & arrivals (ILS, PAPI/VASI, ALS out).
• Surface condition reports: FICON NOTAMs and winter SNOWTAM give runway condition codes and contamination—huge for whether traffic keeps landing on both ends or concentrates on the best-condition runway. ICAO+3FAA+3Skybrary+3
• Airport/airspace restrictions: local TFRs, VIP movement, or construction that reroutes traffic. FAA

If the NOTAM is in all-caps ICAO shorthand, the FAA’s format example PDF helps you translate quickly. Times are UTC/Zulu—mind your local time. FAA

3) Understand local runway-use programs (why “not the obvious runway” happens)

Even with a light headwind, controllers may use a published runway-use program for noise abatement or capacity. The controlling guidance says they can choose another runway if operationally advantageous (parallel ops, arrival/departure deconfliction, etc.). That’s why you’ll sometimes see down-3-kt tailwind flows during peaks. FAA

Practical spotter read: if the wind is tiny (<5 kt) or 90° off the used runway, assume noise/capacity is driving the choice and it may stay that way until the wind meaningfully shifts. FAA

4) Build a 5-minute “go / no-go / where-to-stand” plan

1. Wind now & next 3–6 hr → METAR + TAF (look for direction shifts). aviationweather.gov+1
2. Likely runway pair from wind rule + trig check. FAA+1
3. NOTAMs → any runway/taxiway closures, ILS out, or low braking codes that change flow or threshold use. notams.aim.faa.gov+2FAA+2
4. Sun & light (for photos) → pick an arrival spot aligned with the active runway and sun angle.
5. Plan B if the TAF flips wind later (new spotting spot on the opposite end). National Weather Service

5) Worked example (how to “think it through”)

• TAF says by 12Z wind 320/12G20, then VRB05 after 18Z. Early day favors Runway 32/33 side; evening flows could go calm-wind program (check airport’s usual calm runway). National Weather Service+1
• NOTAM shows RWY 14L ILS OTS and TWY B CLSD E 500FT—arrivals may prefer the opposite end with better guidance; some exits are longer → plan your photo spot near the longer rollout side. FAA
• FICON/SNOWTAM shows RCC 5/5/5 improving → both ends likely open; if RCC degraded on one half, expect single-end ops. FAA+1

6) Winter extras (quick decode)

• FICON NOTAMs summarize runway/taxiway/apron condition; RCC 6→0 runs from dry to nil braking. SNOWTAM is the ICAO standardized winter report. If you see poor RCC on one runway, plan for concentration on the best runway and longer spacing (fewer passes but cleaner shots). FAA+2Skybrary+2

7) Sanity checks & good habits

• ATIS/“digital ATIS” (where available) confirms the runways in use; if you can’t get it, a quick glance at live traffic trends will—just remember NOTAMs/closures may be the real reason.
• Expect changes at 5–10 kt wind shifts, when storms approach, or when the airport steps between arrival vs. departure configurations for capacity. FAA
• Safety & rules: some airports publish spotter guidelines and do restrict locations—always obey signage and local law.

One-page cheat sheet (save this)

• Wind ≥5 kt → runway closest to wind wins (unless NOTAM/flow program says otherwise). <5 kt → calm-wind/runway-use program likely. FAA
• Trig for certainty: crosswind = W × sin(Δ), headwind = W × cos(Δ). Big headwind on a runway → that’s your flow. AviationHunt
• Always scan NOTAMs: “RWY xx CLSD,” “PAPI OTS,” “ILS CAT I OTS,” “FICON.” Closures & surface condition override the wind. notams.aim.faa.gov+1
• Winter: RCC 6→0 and SNOWTAM tell you which end is usable (or best). Skybrary+1
• Forecast flips: Watch TAF FM/TEMPO/BECMG lines for likely time-of-day flow swaps. National Weather Service