Bill F Holme
All,
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
All,
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!!!
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!!!
Trying to sum up what TBM Pro training provides pilots is tough to do in a few pages of a website, as Bill Panarellos's son, student and professional pilot I will attempt to elaborate a bit on what Bill's mission and passion bring to the flight training environment.
From the very first memories I have aviation is there, Bill has had all three of his sons in the cockpit before we could even reach the rudder pedals. Bill instilled the passion for flying and safety in all of us at a very young age, every flight was a chance to immerse us in professional pilot procedures and intense studying required to keep me safe in my flights all over this world from the icy New England winters to my current position flying government aircraft in the Hindu Kush of Afghanistan.
All of our flights focused on training with the current conditions available to us, if there was a crosswind I was not allowed to land into the wind we would take the crossing runway. Summer time cold fronts closing in, well todays lesson was radar and navigating the red smears on the radar screen. Winter came and with that lessons in icing and how to deal with it safely. A day in the baron or the 414 would bring single engine and emergency procedure training into the mix.
All of this training always came back to utilizing profesional pilot procedures in the cockpit to keep me safe. Bill calls it Applying the Airline Mindset. Applying this mindset starts with a deep knowledge of the machine you are flying, reading the manuals and knowing aircraft systems has been a highlight of my training and career. As kids we were not allowed a one hour flight lesson unless we completed three hours of POH and training profile studying.
From the very first memories I have aviation is there, Bill has had all three of his sons in the cockpit before we could even reach the rudder pedals. Bill instilled the passion for flying and safety in all of us at a very young age, every flight was a chance to immerse us in professional pilot procedures and intense studying required to keep me safe in my flights all over this world from the icy New England winters to my current position flying government aircraft in the Hindu Kush of Afghanistan.
All of our flights focused on training with the current conditions available to us, if there was a crosswind I was not allowed to land into the wind we would take the crossing runway. Summer time cold fronts closing in, well todays lesson was radar and navigating the red smears on the radar screen. Winter came and with that lessons in icing and how to deal with it safely. A day in the baron or the 414 would bring single engine and emergency procedure training into the mix.
All of this training always came back to utilizing profesional pilot procedures in the cockpit to keep me safe. Bill calls it Applying the Airline Mindset. Applying this mindset starts with a deep knowledge of the machine you are flying, reading the manuals and knowing aircraft systems has been a highlight of my training and career. As kids we were not allowed a one hour flight lesson unless we completed three hours of POH and training profile studying.