From a pilots perspective we generally expect the wind in the take-off clearance. As stated, taxiing is generally a busy time on the flightdeck and the ATIS we have last read/received is probably not current by the time we are lining up.

Also, in many aircraft the pilots write the ATIS and on a knee board which gets stowed just before lining up due to the fact it could foul the flight controls.

The windsock is not always visible, and especially in the case of crosswinds, the wind direction/speed is important to know so we can judge what flight control imputs may be needed and what approximate heading correction may be nececery to maintain the correct track after departure.

If you dont give the wind, I can guarantee that most of the take-off clearences will be followed by "Wind Check?" :p

I seem to recall that some airports have the ATIS information supplied by the met office and recorded every 30 mins. The only change then would be if SPECI conditions occurred before the nxt 30 min (METAR) observation. If the tower controllers are certified met observers and record their own observations then pilots can expect ATIS changes when conditions change.

The ATIS letter should be given by pilots on first contact with Approach or Ground and updated thereafter by controllers when the ATIS changes or conditions are changing prior to an ATIS change.

A wind check with take off clearance then becomes simply more R/T in a busy R/T environment at a critical time for safety. Doing it as a routine action breeds complacency (because people cease to listen) so it is far better done when a change has occurred or the pilot needs a specific check. One I've heard of is 1st Officer doing the take-off, but close to Captain only crosswind limit; the Captain needs to make a last minute decision.

If the met office supplies your information then there should always be a wind check before take off and landing as a change may have occurred that has not yet been recorded by Met and sent to the Tower for ATIS recording.

I always passed wind in the tower - usually when you didn't roll when I'd said "Immediate" ;)

Another good practice for controllers (or 'airmanship' for operating crew) is to know the current wind in the event of an aborted t/o with indicated or actual fire; the BEATours 737 at Manchester in 1985 is a case in point how wind assists the path of the fire down the aircraft.