I’m wanting to share my enthusiastic feedback on the Advanced Weather Radar course I recently completed with instructors Tom Rau, M600 Owner and PMOPA MSIP, ATAC and Bill Panarello, TBM PRO TRAINING. The program far exceeded my expectations, providing a truly transformative learning experience. It wasn’t simply about operating the radar; it was a deep dive into its capabilities and, crucially, the common misapplications that can lead to safety risks.
The instructors, Tom and Bill, expertly guided us through complex concepts, making the material accessible and engaging for all participants. Their teaching style was remarkably effective, ensuring even those of us with less technical backgrounds gained a confident understanding of this vital piece of aviation technology. The hands-on elements were particularly valuable, allowing us to put theory into practice and build proficiency. I now feel much more comfortable and confident in utilizing weather radar effectively and safely in my operations.
I wholeheartedly recommend this course to all single-pilot operators. The enhanced understanding and skills gained significantly improve safety and operational efficiency, making it an invaluable investment in your professional development. The knowledge gained extends far beyond simple operation, encompassing a critical awareness of the subtleties and potential pitfalls associated with weather radar interpretation. This course is a must for any pilot serious about enhancing their SAFETY and PROFICIENCY.

– B F Holmes

MAY 3 2025  Just to follow up on my post. Yesterday I wanted to fly from Apalachicola Florida to Central New Jersey. Looking at the prog chart, there was a cold front with a low to the west causing all sorts of issues on a north to south line from New York state down through Florida. Normally, it would have been a day where I said “nope” and left the plane on the ground.
However, I realized I could stay west of the line for most of the trip and filed to an airport in western Pennsylvania, figuring it was a three hour flight and I’d assess the idea of crossing the line once I got up north and saw the real world conditions. If not, I could stay over in PA for the night.
Once I got up North, I could see what looked like a lighter area on the NEXRAD, and asked for a diversion to my real destination. At that point, I put on my Radar in tactical mode, and using what I had learned, easily found a safe smooth, safe spot to cross the line.
Then, apparently another pilot ahead of me neglected to close her IFR flight plan, so I was put on delay vectors until they could track her down, which turned out to be almost 1/2 hour. Again, I used my Radar to monitor the WX around me, working with the controller and good situational awareness afforded by the real time picture to stay away from the cells that were closing in.
Eventually I got cleared for the approach and was able to verify no weather on the approach path. I made a landing on a dry runway.
40 minutes later a large cell came through the airport and it brought heavy rain, but no convective activity.
I WOULD NOT have even attempted this flight a week ago. But given what I learned in the course, and knowing I had a good out to the west, I was able to complete it safely with little anxiety. ( Well, maybe a little while I was holding, because I knew the WX was not getting any better;)
Thanks again to Cap’tn Bill and to Tom for putting on this invaluable course. Oh, and remember to always close that IFR flight plan at non towered airports!!!

-B F Holmes

I suggest hardcore winter IFR training with Bill Panarello in New England. I have just completed it for the second time in 5 years and it had everything there is: takeoff from a skating rink, runway covered solid in ice, flight into areas with possible freezing rain, airport operations with snow on the ground, flight at night, testing an icy runway for suitability and then diversion. Everything was safe and done professionally but at the limit of what can be done as a private pilot in a TBM. It doesn’t mean I would do all these things on my own but it is a tremendous learning experience. The TBM shows very particular behavior with ice on it, neither well understood nor documented. It is not always possible to avoid icing and therefore very valuable to be trained. The TBM shares its wing profile with the ATR regional turboprop which had several terrible accidents with ice.

-Achim H.

Bill provides excellent training. And my definition of excellent training is: There are many, many aspects in our flying that we don’t have control of. Bill is a rare instructor who has vast experience and shares it by explicitly briefing situations that have occurred in accident reports. Then discusses mitigation strategies. This is all standard. However, Bill’s training goes further than most and it happens during inflight training.

His inflight training is 2nd to none IMHO. I simply don’t know anyone else who flies in weather for training with great care.” “Flying in icing, snow, etc: It was Bill who hammered me with maintaining icing speeds all the way to the runway even minuscule amounts of ice. This was very important for our days in Chicago.

-Dierk R.