What is a NOTAM?
What the Heck Is a NOTAM?
If you’ve been reading these blogs, you’ve probably picked up on the fact that airports are full of stuff the average person never hears about. One of those things? NOTAMs.
Most people don’t even know how to say it.
It’s NOT-am, not "no-tam" or “note-um” or “no thanks I’m flying Delta.”
But it stands for something much bigger than it sounds:
Notice to Airmen.
This is the system that keeps pilots, dispatchers, air traffic control, and operations teams all on the same page when something changes at an airport. And I issue them. Like, a lot of them.
So… What Is a NOTAM Really?
A NOTAM is an official notice that tells pilots and other aviation professionals about changes or conditions that are important for flight safety but aren’t published in permanent documents like the FAA Chart Supplement.
They’re time-sensitive, constantly updated, and they cover a huge range of things like:
Runway closures
Taxiway construction
Lighting outages
Navigational aid issues
Temporary obstructions
Changes to airport services (like fuel availability or ARFF coverage)
If something changes that could affect how a plane lands, takes off, or navigates, and that thing isn’t already on a chart, we issue a NOTAM.
Who Reads NOTAMs?
NOTAMs are written for the entire aviation ecosystem:
Pilots use them during preflight planning to make sure their departure and destination airports are safe and operational.
Dispatchers (for airlines) use them to route and plan flights.
Air Traffic Control (ATC) uses them to anticipate airfield conditions.
Airport Ops (like me) use them to stay up to date on what’s active on the field. It is one of the first things I look at when I get to work every day.
The FAA uses them to maintain national airspace integrity.
Basically, if you’re flying, guiding, dispatching, or working a plane, NOTAMs are your cheat sheet for what’s happening right now.
Why Do I Issue Them?
Because things change constantly.
My job is to make sure that every pilot flying into or out of this airport has the latest info. That means if something happens on the airfield that could affect aircraft safety, I report it fast.
We want zero surprises in aviation. NOTAMs are how we make that happen.
How Do I Actually Send a NOTAM?
Here’s how it works from my end:
I see or hear about a condition that requires notification.
I verify the issue and gather the right information.
I log into the NOTAM Manager system.
I enter the information in a very specific format (we’ll get to that).
The NOTAM goes into the FAA database instantly and is viewable by pilots across the country.
There’s no delay. It is live within seconds.
Most of ours are what are called “D” NOTAMs (for distant), and some are “FICONs” (field condition reports for winter weather). We don’t issue en route or international NOTAMs, those come from higher up the FAA chain.
What Does a NOTAM Look Like?
Here’s a real example (don’t worry, I’ll explain it):
!CMH 05/012 CMH RWY 10L/28R CLSD 2405081400-2405082000Let’s break it down:
!CMH – This means the NOTAM is for John Glenn Columbus International Airport.
05/012 – This is the 12th NOTAM issued for CMH in the month of May.
CMH – Repeated again to confirm the location.
RWY 10L/28R CLSD – Runway 10L/28R is closed.
2405081400-2405082000 – This closure is in effect from 2:00 PM to 8:00 PM on May 8, 2024 (in Zulu time).
So if you’re flying into CMH and planning to use 10L/28R… yeah, change of plans.
Why Are They Written in Code Like That?
Because aviation is global. NOTAMs are written in a format that translates easily between countries, pilots, systems, and languages. It’s short, clear, and standardized. The downside? It’s basically code.
It’s kind of like texting before emojis: no fluff, just the info.
We’re trained to write them this way, and pilots are trained to read them this way. It’s not casual reading, but it’s what keeps things safe and fast.
And when the pavement itself becomes part of the safety equation, like when it snows, rains, or ices over, we add another layer to that coded system. That’s where FICONs come in.
Wait, What’s a FICON?
FICON stands for Field Condition, and it's a specific type of NOTAM we issue to describe exactly what’s happening on the surface of the airfield, especially when things are wet, snowy, icy, or slippery.
So when snow starts falling, rain starts pooling, or ice starts forming, our first job is to go out, figure out how the surface is holding up, and then issue a FICON to tell the aviation world.
Runway FICONs
Runways get rated in three zones:
First third
Middle third
Last third
Each third gets a number from 0 to 6:
6 = dry
5 = wet
0 = no braking at all (basically a skating rink)
These numbers are based on friction testing and observation. In snow events, our Snow Boss drives a friction tester called a CFME (Continuous Friction Measuring Equipment) across the runway and sends us the data.
We use that to issue a NOTAM like this:
!CMH 12/107 CMH RWY 10L FICON 3/3/3 100 PCT WET SN 1/2INWhich means:
Runway 10L has medium braking in all three zones
It’s 100% covered in wet snow
The snow is half an inch deep
That’s a lot of information packed into one sentence. But pilots know how to read it, and they use it to figure out how much room they’ll need to stop safely.
Wet FICONs (Even When It’s Not Snowing)
We don’t just issue FICONs in snow.
If it rains, and the runway is wet, we issue a FICON for that too.
Why? Because braking on a wet surface still affects stopping distance. And if a runway is 100% wet, or if puddles are starting to form, pilots need to know that before they land.
You might see something like:
RWY 28R FICON 5/5/5 100 PCT WETThat’s our way of saying: “The whole runway is wet, but braking is still good.”
Taxiway FICONs
We also issue FICONs for taxiways when needed.
If a taxiway gets icy, snowy, or flooded, or even if it's just fully wet, we’ll issue a field condition NOTAM for that too. Even though taxiways aren't used for takeoffs or landings, planes still need to brake, steer, and hold on them.
An example might look like:
TWY B FICON 3/3/3 100 PCT WET SN 1INThis lets pilots, tower, and ground crews know the conditions are slick and potentially hazardous even before they get to the runway.
Why Do FICONs Matter So Much?
Because friction equals safety.
Pilots use these numbers to:
Adjust their approach speeds
Decide whether to use more runway for landing
Choose whether to delay landing or divert to a different airport
If we report the conditions wrong, we’re setting someone up for a tough day. If we get it right, and we do, it helps aircraft land safely every single time.
FICONs are one of the most important things we do during winter and wet weather. They’re not just paperwork. They’re the reason pilots know what’s waiting for them when they touch down.
What Happens If a NOTAM Doesn’t Get Issued?
Bad things.
Let’s say a pilot doesn’t know a runway is closed. Or that there’s an inoperative light on a foggy morning. Or that snow is piling up and braking conditions are poor.
If they don’t know, and try to land anyway, we are now in a completely unsafe situation.
That’s why NOTAMs aren’t optional. They’re legal, required, and tracked by the FAA. If I forget to issue one, that’s a major deal.
Real Talk: NOTAMs Are Boring but Essential
Let me be honest, nobody wakes up excited to write a NOTAM. They aren’t glamorous. They aren’t dramatic. But they’re one of the most important things we do as airport operators.
It’s our job to be obsessive about details.
A burnt-out light matters.
A runway closure for ten minutes matters.
A minor change in field conditions matters.
NOTAMs turn all those little updates into one giant safety net for the entire aviation system.
And the fact that I get to help build that net, every single shift, is one of the things I love most about this job.
Final Thought
The next time you hear someone say “what even is a NOTAM,” you can confidently say:
“It’s a Notice to Airmen, an official message issued by airports to inform pilots about changes to the airfield, like closures, lighting outages, or conditions that affect safety. They’re written in FAA code, updated constantly, and essential to flight planning.”
Boom. Now you’re basically a pilot.
See you in the NOTAM manager.
Why I’m doing this
Partly because people keep asking me, “What do you do?” and I want to be able to point to something that actually shows it.
But mostly?
Because I don’t want to forget what I’m learning.
This job is crazy. It’s complicated. It’s full of nuance. You can work here for twenty years and still not know everything. And I don’t want the lessons to slip past me just because I didn’t take five minutes to write them down.
So this is my version of capturing it.
One post at a time. One story at a time. One lesson at a time.
If you’ve ever wondered what happens behind the jet bridge, out past the taxiway lights, or behind those giant “AUTHORIZED PERSONNEL ONLY” doors… you’re in the right place.
Let’s get to work.