Paul, thanks for the kind words.  I actually worked you from DBN into JAX approach over southern Georgia.  I did not have much weather to help you with, but I remember you checking on telling me you were going to spruce creek since DAB was in the flight plan.  I know that is an automation issue with our computer and have been trying to get it fixed for a long time.

I did want to comment, that for pilots that are flying IFR it is very helpful to know if you have xm/adsb wx or not.  I usually put it in the remarks sections of my flight plans.  That helps us controllers know who needs more help and who has a pretty good picture.  Mainly because in the center, we only see what you see on XM.  We, at the center, are looking at nexrad data as well.  When you are with approach controls they are looking at their asr radar weather data, which updates every 6 seconds.

The scott crossfield accident did help push atl center to get better at the weather, but it was done with a hammer instead of education.  Management just beats into peoples heads to call weather to every pilot, but still does not teach controllers how to interpret the weather and more importantly who needs the most help.  The delta 757 crew does not need each little piece of precipitation called out to them at 39,000ft.  The 182 at 7000 without xm needs more help.  That is still a large piece missing from the faa.  There are alot of new controllers that are not pilots and do not know how to help pilots.  They are only beat over the head to call weather.  So you will here some people just say "heavy extreme precipitation along your route of flight", only to cover themselves legally.

The facilities in the south that do work with thunderstorms more often are better with weather, only because we deal with it for 70% of the year.

Stay safe, we're only half way through thunderstorm season.

Luke Alcorn
NATCA ZJX Safety Rep