Then there's the day I looked down at the page opposite my KHOU approach chart, did the PA and announced we were landing at Intercontinental instead of Hobby. The second I said it you could hear the cacophony of BINGS as half the plane hit their Flight Attendant call button. The Captain of course made me make a PA to correct the earlier PA. :o

Yeah, but for the (turbulence) mountain wave boxes, it would be worlds better than what we get now.

If you're going to use it to thread a needle between two cells that are 200 miles from you then a 30 minute delay is too much. If you're looking to avoid an area of storms in the lower 48 then a 15 or 30 minute return still gives you all of the information you need to know. Once close, you go to guns. I mean radar.

Don't get me wrong, I like thunderstorms. I like flying among thunderstorms, I enjoy zigging and zagging. I'm wired that way. But I'll go around them if I know where to go which is not easy to determine using a limited radar on the nose, a controller limited in talk time and scope and a text message with thunderstorm coordinates from dispatch.

One night ATL-MCI with a massive line of storms from OKC-MSP, my cellphone image I had when we left ATL was still pretty darn accurate as to where the weak spots were in the line which was between OKC and TUL.

It's just a simple flight planning tool, it doesn't replace radar, but radar also doesn't replace flight planning. You need the best of both because no matter how awesome a radar might be, it can get you into trouble too. How often do we go blasting through a convective build up at night that the radar never showed? And a radar shows you what's in front of you, but what's behind that?

So Compass will be flying CRJ-900's to Monterrey and Boise. I wonder if they know this.

Your analysis makes sense. Assuming you understand the restrictions of both, you should use both. I'm just trying to think about how you might be led down the wrong path by relying on an older (but bigger) picture that's evolved since you looked at it, and trying to match it to a current, but narrower picture, and making a mistake in fitting the two together.

To be honest, I've spent much time whining about not having as good of a big weather picture, as our passengers on GoGo.

Help Me Help my Buddy
 

Nonrev/Buddy Pass/CDG question.

Have an S4 travelling DAL out of CDG, duly listed. I can't find anything in Travelnet about CDG, but I remember there were idiosyncracies. Are they detailed in some sort of guide? Is it as simple as to tell buddy just to go to check-in?

I haven't non-reved out of CDG since the days when you had to go down to the belly of the beast, where you got vraiment abused along with all the nonrev riffraff.

Thanks!

now there's a PA for you...

"folks, we're entering the hold now. As I mentioned, there are thunderstorms in Atlanta but from up here we can't see them or see them on the radar. To be honest, you can see it better than we can using your Gogo internet connection..."

http://www.beechtalk.com/forums/imag...n_new_wall.gif

Or if it was an MD-88 crew...

"folks, we're entering the hold now. As I mentioned, there 'STALL STALL STALL STALL STALL'"

http://www.airlinepilotforums.com/cu...ar10747_23.gif

Gotta call BS on the last one. If it's an 88, all you'd hear is very low metallic sound, similar to a very distant McDonalds drive through on the other side of a busy freeway, OR some ear-piercing shrieking noise that would send you back in time to find some whales in a cloaked Klingon bird-of-prey to communicate with it (the 88), so it would stop destroying the world, and we could watch tv in peace.