You can clearly see the ATIS is taking MagVar into account, the actual wind in the sim however is a direct copy from the METAR. The METAR wind direction is true, so this should not be injected directly into the sim without correcting for magnetic variation.
Interesting also to have a higher dewpoint than reported temperature… 
They should make the ATIS mimic the METAR (making the wind direction magnetic of course), that the actual weather in sim is not not exactly the same doesn’t matter, neither is the real world weather exactly matching the real world METAR.
Some other points:
- As said before, wind in the ATIS is corrected for MagVar (good!), the actual wind in the sim is not.
- After correcting for MagVar, ATIS wind direction must be rounded up / down to the nearest 10 deg.
- Wind speed should be in KTS! Not m/s or ft/sec, whatever it is now.
- Visibility should be in meters or KM in Europe.
- Loads of things not matching real world ATIS, phraseology not matching (maybe FAA?).
The real world ATIS (in Europe) consists of (in the order given):
- Airport name
- ATIS code letter
- Zulu time
- Take-off / landing runway and approach type
- Runway condition report, zulu time, runway condition code (6 to 0) for each runway third, type and depth of contaminant for each runway third.
- Transition Level
- Wind direction (magnetic) rounded to nearest 10 degrees and wind speed (KTS!!!).
- Visibility and RVR (if applicable) in km or meters
- Present weather (e.g. mist, fog, shower of rain, heavy snow, light drizzle, etc.)
- Cloud base(s), Ceiling, vertical visibility if applicable.
- Temperature, dewpoint.
- Altimeter setting.
- Significant meteorological info such as windshear.
- Trend forecast if available (e.g. NOSIG, BECMG, TEMPO).
- Specific instructions.
- “Information … out”
- (none of this “VFR traffic say direction of flight”, “readback hold short …”, “initial contact …” bs)
Example:
“This is Schiphol information alpha at time 1200, take-off runway …, landing runway …, expect … approach. Runway condition report at time 1200, touchdown 5, mid-point 5, stop-end 5, contaminants, touchdown 100% wet, mid-point 100% wet, stop-end 100% wet. Transition level 40, wind 360 degrees, 10 knots, visibility 1200m, mist, light drizzle, few 1500 ft, scattered 2000 ft CB, overcast 3500 ft. Temperature 5, dewpoint 4, QNH 1020 hectopascal. No significant change. Low visibility procedures in operation, taxiway … closed, contact approach with callsign only, Information alpha out.”
There is some variation between airports of course but I consider the above relatively standard.