[{"data":1,"prerenderedAt":321},["ShallowReactive",2],{"learn-\u002Flearn\u002Foffline-first-preflight-briefing":3,"learn-nav-\u002Flearn\u002Foffline-first-preflight-briefing":288},{"id":4,"title":5,"body":6,"date":219,"description":220,"draft":221,"extension":222,"faqs":223,"howTo":233,"keyTakeaways":236,"meta":237,"navigation":238,"path":239,"quiz":240,"seo":267,"series":236,"seriesOrder":236,"sources":268,"stem":285,"topic":286,"__hash__":287},"learn\u002Flearn\u002Foffline-first-preflight-briefing.md","The offline-first preflight briefing",{"type":7,"value":8,"toc":209},"minimark",[9,13,19,24,35,57,75,79,82,124,127,131,144,148,155,168,172,175,196,200],[10,11,12],"p",{},"Before any flight, the commander has to be satisfied that it can be made safely, and that means gathering and understanding the right information first.",[14,15,16],"blockquote",{},[10,17,18],{},"This is general educational information, not operational, legal, or regulatory advice. Rules differ by authority and change over time. Always verify against current official sources and follow your operator's approved procedures.",[20,21,23],"h2",{"id":22},"the-duty-to-prepare","The duty to prepare",[10,25,26,27,34],{},"Pre-flight preparation is not optional or merely good practice; it is a regulatory duty at every level. Internationally, ",[28,29,33],"a",{"href":30,"rel":31},"https:\u002F\u002Fstore.icao.int\u002Fen\u002Fannex-6-operation-of-aircraft-part-i-international-commercial-air-transport-aeroplanes",[32],"nofollow","ICAO Annex 6, Part I"," sets the standard that a flight is not begun until the pilot-in-command is satisfied as to airworthiness, weather, facilities, fuel, and alternates, and that an operational flight plan is prepared. Each authority then implements that duty.",[10,36,37,38,43,44,49,50,56],{},"In Europe, ",[28,39,42],{"href":40,"rel":41},"https:\u002F\u002Fwww.easa.europa.eu\u002Fen\u002Fdocument-library\u002Feasy-access-rules\u002Feasy-access-rules-air-operations",[32],"EASA's CAT.OP.MPA.175"," requires an operational flight plan for each intended flight and that the commander be satisfied the flight can be conducted safely, taking account of fuel, alternates, aerodrome operating minima, and the latest available information, drawn together in that plan. In the United States, ",[28,45,48],{"href":46,"rel":47},"https:\u002F\u002Fwww.ecfr.gov\u002Fcurrent\u002Ftitle-14\u002Fchapter-I\u002Fsubchapter-F\u002Fpart-91\u002Fsubpart-B\u002Fsubject-group-ECFRe4c59b5f5506932\u002Fsection-91.103",[32],"14 CFR 91.103"," opens with the plain duty that \"each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight\", then spells out that for an ",[28,51,55],{"href":52,"className":53},"\u002Flearn\u002Fglossary#gt-ifr",[54],"glossary-link","IFR"," flight, or one not in the vicinity of an airport, this includes weather reports and forecasts, fuel requirements, alternatives if the flight cannot be completed as planned, and any known traffic delays; and for any flight, the runway lengths and the take-off and landing performance data.",[10,58,59,60,64,65,68,69,74],{},"Worth distinguishing here: the ",[61,62,63],"strong",{},"operational flight plan"," is the operator's own planning document, while the ",[61,66,67],{},"ATS flight plan"," is the one filed with air traffic control under ",[28,70,73],{"href":71,"rel":72},"https:\u002F\u002Fstore.icao.int\u002Fen\u002Fprocedures-for-air-navigation-services-air-traffic-management-doc-4444",[32],"ICAO Doc 4444",". They are related but not the same thing.",[20,76,78],{"id":77},"what-a-self-brief-covers","What a self-brief covers",[10,80,81],{},"The phrase \"all available information\" is doing a lot of work. In practice a sound self-brief pulls together, at least:",[83,84,85,93,100,106,112,118],"ul",{},[86,87,88,89,92],"li",{},"the latest ",[61,90,91],{},"weather",": METARs and TAFs for departure, destination, and alternates, plus the relevant area and significant-weather products;",[86,94,95,96,99],{},"the ",[61,97,98],{},"NOTAMs"," for your aerodromes, route, and altitudes;",[86,101,102,105],{},[61,103,104],{},"fuel"," planning, including reserves and any contingency for the conditions;",[86,107,108,111],{},[61,109,110],{},"alternates",", and whether they are usable given their own weather and NOTAMs;",[86,113,114,117],{},[61,115,116],{},"performance",": runway lengths against take-off and landing distances for the expected weight, wind, and temperature; and",[86,119,95,120,123],{},[61,121,122],{},"aircraft and route",": serviceability, mass and balance, and airspace.",[10,125,126],{},"The detail and the labels differ by authority and by type of operation, but the shape of a good brief does not.",[20,128,130],{"id":129},"why-the-information-has-to-be-current","Why the information has to be current",[10,132,133,134,138,139,143],{},"Here is the part that connects the rule to the tool. A briefing is only as good as the data behind it, and that data expires. METARs are replaced on a schedule, TAFs are amended, and NOTAMs are issued and cancelled around the clock. Both the ",[28,135,137],{"href":46,"rel":136},[32],"FAA"," and ",[28,140,142],{"href":40,"rel":141},[32],"EASA"," frame the duty around the latest available information for a reason: a brief built on yesterday's weather is not a valid brief. Refreshing weather, NOTAMs, and forecasts is therefore an inherent part of preparing, and refreshing means reaching a source that has the new data.",[20,145,147],{"id":146},"offline-first-is-not-the-same-as-fully-offline","Offline-first is not the same as fully offline",[10,149,150,151,154],{},"This is the honest distinction every pilot using an app should understand. ",[61,152,153],{},"Offline-first"," means your device is the source of truth for what you have already saved: a briefing you pulled an hour ago, the NOTAMs you downloaded, the roster you imported, the charts you cached. Those stay available with no signal, which is exactly what you want at the gate, on the ramp, or anywhere coverage is poor.",[10,156,157,158,161,162,167],{},"What offline-first does not mean is ",[61,159,160],{},"fully offline",". Pulling fresh weather, new NOTAMs, an amended ",[28,163,166],{"href":164,"className":165},"\u002Flearn\u002Fglossary#gt-taf",[54],"TAF",", or an updated roster needs a connection, because that information lives on a server until you fetch it. Any app that claims a briefing works with no connection at all is blurring the line between reading saved data and obtaining current data. The safe mental model: download and verify your brief while you have signal, know its timestamp, and treat anything you could not refresh as out of date.",[20,169,171],{"id":170},"a-practical-self-brief","A practical self-brief",[10,173,174],{},"A repeatable order helps nothing get missed:",[176,177,178,181,184,187,190,193],"ol",{},[86,179,180],{},"Check the weather for departure, destination, and alternates, and read the area and significant-weather products.",[86,182,183],{},"Pull and filter the NOTAMs by route, aerodromes, and altitudes; read the high-impact items first.",[86,185,186],{},"Work the fuel, including reserves and contingency.",[86,188,189],{},"Confirm alternates are usable on their own weather and NOTAMs.",[86,191,192],{},"Check performance against runway lengths for the expected conditions.",[86,194,195],{},"Note the timestamp of everything, and refresh anything stale before you commit.",[20,197,199],{"id":198},"in-pilot-efb","In Pilot EFB",[10,201,202,203,208],{},"Pilot EFB is built around this workflow: pull your weather, NOTAMs, and roster while you have a connection, and the saved briefing stays readable offline so you can refer to it through the flight. It is offline-first, not fully offline, and it is not a certified Electronic Flight Bag. Operator use of certified EFBs is governed separately, for example under ",[28,204,207],{"href":205,"rel":206},"https:\u002F\u002Fwww.faa.gov\u002Fregulations_policies\u002Fadvisory_circulars\u002Findex.cfm\u002Fgo\u002Fdocument.information\u002FdocumentID\u002F1042829",[32],"FAA AC 120-76E"," and the EASA equivalent, and a consumer app is not an approved primary source. Use Pilot EFB to prepare and stay aware, and brief and dispatch from your official sources of record.",{"title":210,"searchDepth":211,"depth":211,"links":212},"",2,[213,214,215,216,217,218],{"id":22,"depth":211,"text":23},{"id":77,"depth":211,"text":78},{"id":129,"depth":211,"text":130},{"id":146,"depth":211,"text":147},{"id":170,"depth":211,"text":171},{"id":198,"depth":211,"text":199},"2026-06-11","What the rules require you to check before flight, how to build a self-brief, and the honest difference between offline-first and working fully offline.",false,"md",[224,227,230],{"q":225,"a":226},"What does a preflight self-brief need to cover?","At least the latest weather (METARs, TAFs and the relevant area and significant-weather products for departure, destination and alternates), the NOTAMs for your aerodromes, route and altitudes, fuel planning with reserves and contingency, usable alternates, performance against runway lengths, and the aircraft and route. The labels differ by authority, but the shape of a good brief does not.",{"q":228,"a":229},"Is preflight preparation a legal requirement?","Yes. ICAO Annex 6 sets the standard that a flight is not begun until the pilot-in-command is satisfied as to airworthiness, weather, facilities, fuel and alternates, and each authority then implements that duty, for example EASA's CAT.OP.MPA.175 and the FAA's 14 CFR 91.103.",{"q":231,"a":232},"What is the difference between offline-first and fully offline?","Offline-first means your device is the source of truth for what you have already saved, so a briefing, NOTAMs or a roster you pulled earlier stay readable with no signal. It is not the same as fully offline: pulling fresh weather, new NOTAMs, an amended TAF or an updated roster needs a connection, so download and verify your brief while you have signal and treat anything you could not refresh as out of date.",{"name":234,"steps":235},"How to run a practical self-brief",[180,183,186,189,192,195],null,{},true,"\u002Flearn\u002Foffline-first-preflight-briefing",[241,250,259],{"q":242,"options":243,"answer":248,"explanation":249},"What is the key difference between offline-first and fully offline?",[244,245,246,247],"Offline-first means saved data stays readable with no signal, but pulling fresh weather, new NOTAMs, an amended TAF, or an updated roster still needs a connection","Offline-first and fully offline mean exactly the same thing","Offline-first means the app can fetch fresh weather and NOTAMs without any connection","Fully offline means saved data is never available without a signal",0,"Offline-first means your device is the source of truth for what you have already saved, so it stays available with no signal. It is not the same as fully offline, because pulling fresh weather, new NOTAMs, an amended TAF, or an updated roster needs a connection.",{"q":251,"options":252,"answer":257,"explanation":258},"Under ICAO Annex 6, Part I, when may a flight be begun?",[253,254,255,256],"As soon as an ATS flight plan has been filed with air traffic control","Only once the pilot-in-command is satisfied as to airworthiness, weather, facilities, fuel, and alternates, and an operational flight plan is prepared","Whenever the weather at the departure aerodrome is good, regardless of the destination","Only after the operator's dispatcher has signed off, with no role for the pilot-in-command",1,"ICAO Annex 6, Part I sets the standard that a flight is not begun until the pilot-in-command is satisfied as to airworthiness, weather, facilities, fuel, and alternates, and that an operational flight plan is prepared.",{"q":260,"options":261,"answer":211,"explanation":266},"Which document is the operator's own planning document rather than the plan filed with air traffic control?",[262,263,264,265],"The ATS flight plan","The NOTAM summary","The operational flight plan","The significant-weather product","The operational flight plan is the operator's own planning document, while the ATS flight plan is the one filed with air traffic control under ICAO Doc 4444.",{"title":5,"description":220},[269,271,273,275,277,279,282],{"label":270,"url":30},"ICAO Annex 6: Operation of Aircraft, Part I",{"label":272,"url":71},"ICAO Doc 4444: PANS-ATM (Procedures for Air Navigation Services, Air Traffic Management)",{"label":274,"url":40},"EASA Easy Access Rules for Air Operations (CAT.OP.MPA.175)",{"label":276,"url":46},"FAA 14 CFR 91.103 (Preflight action)",{"label":278,"url":205},"FAA Advisory Circular 120-76E (Authorization for Use of Electronic Flight Bags)",{"label":280,"url":281},"EUR-Lex: Regulation (EU) No 965\u002F2012","https:\u002F\u002Feur-lex.europa.eu\u002Feli\u002Freg\u002F2012\u002F965\u002Foj\u002Feng",{"label":283,"url":284},"UK CAA CAP 694: The UK Flight Planning Guide","https:\u002F\u002Fwww.caa.co.uk\u002Fdata-and-publications\u002Fpublications\u002Fdocuments\u002Fcontent\u002Fcap-694\u002F","learn\u002Foffline-first-preflight-briefing","Briefing","OmkVaJh1M3mIcJaO3MBe5zXPEvMUus7viRjxIu_BbMI",{"related":289,"newer":309,"older":315,"series":236},[290,296,302],{"path":291,"title":292,"description":293,"date":294,"topic":286,"draft":221,"minutes":295,"series":236,"seriesOrder":236},"\u002Flearn\u002Ficao-vs-iata-codes","ICAO vs IATA codes explained","The difference between the 4-letter ICAO location indicators used for flight planning and weather and the 3-letter IATA codes on your boarding pass, plus airline codes and callsigns.","2026-06-20",3,{"path":297,"title":298,"description":299,"date":300,"topic":286,"draft":221,"minutes":301,"series":236,"seriesOrder":236},"\u002Flearn\u002Funderstanding-notams","Understanding NOTAMs","What a NOTAM is, how the ICAO format and Q-line are built, the difference between NOTAMN, NOTAMR and NOTAMC, and how to deal with NOTAM overload.","2026-06-15",4,{"path":303,"title":304,"description":305,"date":306,"topic":286,"draft":221,"minutes":301,"series":307,"seriesOrder":308},"\u002Flearn\u002Fhow-to-read-a-pirep","How to read a PIREP","Decode a pilot weather report field by field, understand the UA and UUA types and the slash-coded elements, and see how a PIREP fills the gaps between weather stations.","2026-06-07","decode-the-weather",5,{"path":310,"title":311,"description":312,"date":313,"topic":314,"draft":221,"minutes":301,"series":236,"seriesOrder":236},"\u002Flearn\u002Fkeeping-a-digital-logbook","Keeping a digital logbook","What a pilot logbook has to record and why, plus the EASA\u002FUK and FAA differences in logging pilot-in-command time, night, and recency that catch people out.","2026-06-12","Logbook",{"path":316,"title":317,"description":318,"date":319,"topic":320,"draft":221,"minutes":301,"series":236,"seriesOrder":236},"\u002Flearn\u002Fdensity-altitude-and-aircraft-performance","Density altitude and aircraft performance","What density altitude is, how to estimate it from pressure altitude and temperature, and why high, hot and humid conditions quietly rob an aircraft of performance.","2026-06-10","Weather",1781989193705]