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I'll try to do a simple write up and if anyone has any further questions I'll try my best. I'm technically just a "journeyman" in the Air Force WX career field. I had a little bit of a head start over class mates having learned weather earning my pilot's license. So reaching back to what I said...

@Hang 4 - Word. An in depth understanding of the Pseudo-adiabatic process has helped me accurately forecast - NEVER ! :confused::eek:;)

Pretty much exactly what Rich Collins and us WX folk do :) I mean there are things we are trained to look for that indicate what may happen but I've had days where every indication said rain and didn't get it and I've had days where we only had some of the ingredients for rain and got it. I'd...

I really enjoyed Richard Collins way of doing WX as a Private Pilot. Working as an Airline Captain and also as a WX Forecaster in the Guard I still use a lot of his techniques. I've had quite a few WX school instructors and co-workers give me the raised eyebrow and ask me "where did I learn that...

This will most likely be way more in depth than you want or anyone here needs - https://www.meted.ucar.edu/index.php but they are free. We used some of the COMET courses that were embedded into the Air Force Weather ADLS gateway as additional learning resources. The reason I say its most...

GPS loss may be improbable but MEL deferred FMS is not ! I was ending my IOE (Initial operating experience) at the airline as a brand spanking new FO coming from helicopters, never flew anything with an autopilot, had 20 total hours on turbine helicopter and 2 total hours actual IMC... the last...

Without knowing him or where he is I'd say its a local thing that involves terrain causing turbulence. Just like the "just a front" discussion "its not just wind" but wind shear that you need to be aware of followed by aircraft limitations. For example, if it were 50 knots of wind from the SFC...

This maybe won't be a lot of help but I'll try... As said its not as simple as just a "front" that you need to think about. I'm currently attending USAF WX Forecasting school. I'm not very far through the course as of yet but having previously taught myself weather through FAA AC 00-06B, I of...

Engines see the most stress during large power changes. Smoothly advancing the power or reducing the power is prudent. My A&P and former racecar engine builder/dyno tuner two cents worth.

when did double the tax being the standard go away ?

automotive are 45° ;)

actually on second look I had calculated for 3.0 degree not the 3.5 on the plate.... still not exactly a slam dunk though

@120 knots thats only like 1300 or so fpm to lose 3000 to hit the FAF at altitude I'd just dive and drive it down at 1500+ fpm and slow down at the level off if needed or @120 kts to the VDP you get 940 fpm while it isn't what you planned its not exactly a slam dunk

He's not wrong. You're cut from the wrong cloth.

I've flown with a few guys that used to do it. Company providing the contract makes huge difference. In all cases you will be staying in E3 equivalent housing which is two dudes two bed two wall lockers and community bathroom if you even get that much.

PS - if you want a high quality ignition I'd recommend http://performancedistributors.com/

First of all - pilots are not required to know the .65 Secondly the word itself defines itself. It is a clearance to do something but since you seem to be purposely obtuse and dense... from the PCG - AIR TRAFFIC CLEARANCE− An authorization by air traffic control for the purpose of preventing...

Finally got through all 8 pages. For what its worth in a prior life time I've busted plenty'o knuckles for a living including spending all day building and dyno testing Cajun sprint car engines as well as many other automotive specialty areas and car building. At the end of the day, IMHO...

What are you saying I didn't understand? When you are CLEARED direct to a fix, that becomes your new clearance limit. Rest of route is immaterial, which coincidentally is why its not required to say it. If you look back at my previous post, asking the OP what was the exact verbiage used then...

Per my most recent recurrent in 121 with an FAA observer in the back of the sim, when given direct a fix that becomes your new clearance limit.