However, unless general aviation pilots decided to go a step further and equip their aircraft for ADS-B In, their flight deck situational awareness was little improved.
My epiphany on this subject of ADS-B occurred a couple of years earlier. I had flown our university fleet equipped with ADS-B In since 2003, but my pocketbook dictated the lower-cost Out option for our personal ride. Then, my attitude changed. Climbing east out of Montgomery-Gibbs Executive Airport (KMYF) in downtown San Diego, I switched from tower frequency to approach control and immediately heard the collision alarm ringing in the background.

Bringing my eyes smartly up from the BendixKing KX-155 radio face, I was greeted by the sight of a Cessna twin in my windshield. We were offset slightly, and each banked hard away from the other, but the passage was close enough to read the N-number without much difficulty.

For those unfamiliar with this particular patch of airspace, traffic heading both east and west encounters a shallow band of uncontrolled airspace between the top of the Gillespie Field (KSEE) 2,400-foot Class D airspace, located a few miles west of Montgomery-Gibbs, and the 4,800-foot floor of the San Diego Class B. Nearly all traffic in this little piece of sky is either climbing or descending, so cardinal altitudes are not much help. I had a long time to think about that close call on the two-hour flight back to Prescott, Arizona, and decided right then and there that we would find the extra bucks to go for the whole enchilada, ADS-B In. I have not regretted that decision.

• READ MORE: A Short Flight Home Takes A Heart-Stopping Detour

ADS-B In, Out, or Both?

When I decided to break the piggy bank and install ADS-B In, the cost was fairly significant. And with an FAA mandate approaching, discounts were hard to come by. Today, the opportunities for ADS-B In and Out installations are much more affordable. Additionally, portable ADS-B In solutions are available that data link to your iPad. However, not all ADS-B systems are created equally.

Above 18,000 feet, and generally around the world at all altitudes, 1090 MHz ES (extended squitter) rules the roost. However, in the U.S., below Class A airspace, 978 MHz UAT (universal access transceiver) is preferred. Most transponders have both, but some portables may, or may not. UAT allows the ADS-B In user to obtain flight information services (FIS-B) for weather and useful flight information, and traffic information services (TIS-B). TIS-B provides non-ADS-B radar target information from local ATC radars through the ADS-B ground stations.

The moral of this story is that it is up to each pilot to fully understand what information and protections their particular ADS-B In system provides.

‘O Canada’

Once across our northern border, the FIS-B and TIS-B services provided by the U.S. 978 MHz UAT are no longer available. And while the FAA remains committed to its ground-based system, Nav Canada is rapidly converting to satellite-based ADS-B. Pilots flying in Canadian Class A airspace after August 10, 2023, are required to have antenna diversity. This is a fancy term for an additional antenna on top of the airplane.

The satellite-based ADS-B mandate extends to Class B airspace in May 2024, and likely to the rest of Class C, D, and E airspace in the 2026 to 2028 time frame. Some lower-cost ADS-B Out solutions already meet that requirement, especially those mounted on wing and tail beacon sockets. However, many legacy ADS-B In solutions will require an additional antenna, and some systems may not support antenna diversity at all. All good things to know if you are flying north to enjoy the amazing Canadian hospitality.

ADS-B Under VFR

For the record, in the VFR environment, the “Mark One Eyeball” mode is still king. However, in this see-and-avoid environment, ADS-B really shines. GA aircraft are pretty hard to see more than a couple miles away. If the lighting and contrast are just right, our little planes might be visible from 4 to 5 miles away, but that is the exception to the rule.

Once the sun sets, visibility is much better, especially on clear nights with landing, strobe, and position lights on. However, at night long-range depth perception can be a problem. A 10-mile distant target can appear close, and vice versa. Day or night, ADS-B In makes it easier to correlate the range to the target and find the perfect quiet spot in the practice area, 15 miles ahead. However, ADS-B In is only a tool, and a thorough visual scan is critical. Outside of controlled airspace, some aircraft have ADS-B In, some ADS-B Out, and some have nothing at all. So, relying on the ADS-B traffic display to separate us 100 percent of the time is unwise.

ADS-B is also very useful when approaching a nontowered or Class D airport. Ten miles out, ADS-B In is a great planning tool to identify who is in the pattern, who is approaching the airport, and where we might sequence in. Once we get closer, the transition to visual separation and reliance on the aural warnings provided by the ADS-B In system become the better option.

ADS-B Under IFR

ADS-B presents your aircraft differently on the radar controller’s scope. Traditionally, radar targets update every six seconds for approach control and every 12 seconds for an en route display. ADS-B targets update every second, so controllers see them move smoothly across the screen. In the en route environment, this allows radar controllers to reduce separation from 5 nm to 3 nm. On the other hand, with ADS-B In targets fed into our flight deck display, it can be mighty tempting to “help out” the air traffic controller.

Resist this temptation to assist by quietly changing speed or direction. Self-separation is not allowed in the IFR environment. However, if a pilot sees that they are losing separation with other traffic, or that a change in their clearance might help smooth out the traffic flow, the controller will welcome the call, issue updated instructions, or explain why not.

All Towers Are Not Equal

Federal ATC towers are most often equipped with the same ADS-B, and primary and secondary radar found in the approach control. However, some FAA contract towers are not, so following their instructions to the letter, keeping your eyes out the window, and monitoring the ADS-B In display is a great backup to ensure safe separation.

“What we’ve got here is a failure to communicate.”—Cool Hand Luke

Gone are the days of “Tally Ho,” climb to “Angels 15,” and, even more recently, “Taxi into position and hold.” These “Battle of Britain” holdovers sound great but did not make it into the pilot/controller glossary. However, when we hear pilots identify traffic on ADS-B, it often sounds like, “got it on the fish finder,” “gadget,” or “gizmo.”

Maybe we should just call it what it is, ADS-B, and remember that “visual contact” is still the gold standard.

The Leap from Out to In

Four years after the ADS-B mandate, the options for both ADS-B In and Out are plentiful, and we are all still finding ways to use it. ATC has embraced the technology, and the pilots flying in the system are pleased with the increased situational awareness and safety provided. The leap from ADS-B Out to ADS-B In is particularly startling. Every pilot I have interviewed has been amazed at just how much traffic they had been missing. Maybe that has been your experience as well.

Fly safe and keep a sharp eye out for traffic!

Editor’s Note: This story originally appeared in the JAN/FEB 2024 issue of Plane & Pilot magazine.

The post Pro Tips for Private Pilots: ADS-B, Are You ‘In’ or ‘Out’? appeared first on Plane & Pilot Magazine.

For the pilot comfortable with basic mechanical tasks and aware of the rules and regulations, this can save time and money. Beyond that, performing basic tasks helps us learn what makes these little birds tick.

In years past, professional pilots spent a significant part of training learning about their airplanes’ inner workings. U.S. Air Force aircraft systems training focused on how each system operated, its location, required pressures, temperatures, and voltages. The training included a field trip to the airplane, usually led by a bright, young maintenance technician who got into the nitty-gritty of how everything worked—and might fail. Each pilot had an opportunity to get their hands greasy, ask questions, and visualize how the jet worked.

The best part of this experience was watching and learning from the amazing airmen and sergeants who maintained these aircraft. Watching how they approached their jobs with skill, patience, and the ever-available technical order as a guide set the example for how quality aircraft maintenance should be performed.

Today, the airframe and powerplant (A&P) field faces a severe staffing shortfall. As a result, your local aviation inspector or mechanic may gladly share with you the proper way to maintain your airplane. And if you are handy and want to get your hands dirty, you could save a few dollars and free up the A&P for more complex jobs. Consulting an expert before you turn a wrench is well worth the time.

So, where do we start?

Step 1: Check Rules and Regulations

The first step is learning what is legal and what is not. Appendix A to Part 43 provides the basic list of 31 tasks (29 tasks if a hot-air balloon is not in your hangar) that an owner-operator may perform. Advisory Circular 43-12A provides additional guidance on applicable do’s and don’ts.

The tasks listed in Part 43 range from simple items such as replacing bulbs, updating databases, and troubleshooting landing light wiring, to more complex items like changing the tires, oil and filter, or servicing hydraulic struts. Some exotic items include replacing side windows, prefabricated fuel lines, and hoses, not including hydraulic lines. Some of these would seem to require a level of expertise beyond what the basic home mechanic might want to attempt. Decide which of these tasks you want to tackle and which are better left to professionals. To answer this question, let’s ask our local A&P for help.

Step 2: Consult Your A&P

Before you open the cowling, it’s a good idea to talk with your A&P and assess the task you want to perform and your basic mechanical skills. For example, if the job is changing an airplane tire for the first time, ask if you can watch them do it on a similar airplane. Unlike cars, airplane tires come complete with inner tubes.

These require careful installation and application of a dry lubricant to prevent pinching. Most GA tires have marks indicating where the tire should be located regarding the valve stem. And, let’s face it, jacking up an airplane is not like jacking up a car. Watching your mechanic and asking questions is a great way to spend an afternoon, and it might help you get the job done right the first time. You may also decide this chore is better left to the A&P—that’s OK too.

• READ MORE: What Does it Take To Become an A&P?

Important safety tip: YouTube provides a trendy way to learn about all sorts of maintenance procedures around the house, car, and even changing airplane tires. However, these videos should be taken with a grain of salt. The YouTube presenter may be an expert—but they may not. If you have questions, ask an A&P.

Step 3: Assess Your Tools

Airplanes require specialized tools. An oil change on an automobile requires a drain pan, an oil filter wrench with a belt on the end, and a socket wrench. Add a funnel and a few quarts of oil, and you are home free. Changing the oil on your trusty Cessna 172 will require a hose for the quick drain (if one is installed), containers for the old oil, an oil filter wrench with a six-sided wrench for the nut, preferably with a torque setting, and a set of safety wire pliers. By the way, getting the safety wire just right is both an art and a science, requiring practice.

Don’t forget a filter-cutting tool to inspect for metal. And then there is the matter of where all that oil goes. In most cars, it just drains into the pan. In most tightly cowled GA aircraft, the filter is mounted at a 90-degree angle to the ground against the firewall. If you fail to catch the oil, it will find its way into every nook and cranny of the engine compartment, and you will be smelling it for a while. Other tasks require special tools as well.

• READ MORE: 5 Attributes of a Top-Notch Maintenance Provider

All landing gear struts are not created equal. Most Cessna nose struts can be inflated with a simple air or nitrogen line (nitrogen is preferred). However, more than a few Piper owners have discovered that once they deflate their main struts to add hydraulic fluid, they need a specialized pump attached to the air or nitrogen line. Each time you move the slide on the pump, the strut inflates a bit. Deflate the strut without a strut pump and it stays deflated. The moral of this story is to find out what specific tools and talents are required before you begin, rather than having to ask the mechanic to rescue you after the fact.

Step 4: Check Your Parts

Airplane parts must be FAA/PMA (FAA parts manufacturer approval) approved, except for homebuilt aircraft. While the $25 PAR 36 LED light on Amazon may seem an exact match for your landing light, its place is on your pickup. The $350 FAA/PMA version is required for your certified airplane.

The manufacturer of the FAA PMA part has subjected it to tests for installation on an aircraft. Parts for a homebuilt plane may look identical and cost hundreds of dollars less, but they are not legal for your type-certificated Cessna, Piper, or Cirrus.

Step 5: Aluminum vs. Steel

Airplanes are constructed of light but strong materials. The aluminum in the cowlings, wings, and fuselage is designed to sustain significant structural loads. However, when a stainless steel screw is overtightened in an aluminum surface, the opportunity to strip the screw threads looms large. Spark plugs are the number one offender on this list. Overtightening or cross-threading a steel spark plug in an aluminum cylinder head is an expensive mistake. Additionally, steel and aluminum behave differently under heating, so an anti-seize compound is applied to keep the two metals from binding and making removal a problem.

Spark plugs, oil filters, and other items come complete with specific torque values to help us find the sweet spot between too loose and the dreaded stripped-thread scenario. Tighten these with care.

Step 6: Logbook and Test Flight

Once the preventive maintenance is complete, a suitable airframe and/or engine logbook entry is required. Your A&P can help you. Your signature and certificate number complete the entry. Before signing, it might be a good idea to consider getting another pilot or mechanic to review your work to ensure you did not miss a step or leave a tool in the airplane.

A short test hop, while not required, makes good sense for many maintenance tasks. However, if you have just spent a long, hot day changing the oil, cleaning spark plugs, or changing a tire, this might not be the best time for a test flight. Go home, get a shower and some chow, and come back in the morning when the air is cool and you are rested. Look for leaks, lost tools, or loose wires, then close the cowling and enjoy the test flight.

The freedom to own and fly our airplanes, and perform preventive maintenance, is really special. Learning what makes our airplanes tick can make us better pilots, save a few bucks, and extend our airplanes’ lives. Spend time with your A&P. Watching these professionals at work, following a few rules of the road, and not being afraid to ask for help will go a long way. And knowing that you performed the work, and took the time to do it properly might make you a more confident, knowledgeable, and competent pilot.

Fly safe!

Editor’s note: This story originally appeared in the Nov/Dec 2023 issue of Plane & Pilot magazine. 

The post Pro Tips for Private Pilots: Care for Your Airplane appeared first on Plane & Pilot Magazine.

The first peaked around 1976, coincidentally a year when so many of the airplanes we mere mortals can afford to own and fly today were constructed. Thousands of single-engine piston airplanes were produced each year. FBOs were numerous, diverse, and competed on price and service. All this made long-distance travel by light singles relatively affordable and fun. However, the specter of product liability nearly killed the fatted aviation calf.

It wasn’t until the General Aviation Revitalization Act (GARA) of 1994 that things began to turn around. The second golden age peaked around 2008. For a while there, several venerable brands were revived, piston aircraft production nearly doubled, and it looked like GA travel was back in style. Then came the recession of 2009, and it has been a rocky road ever since.

Restoring the Glory

Then again, maybe we can bring back some of that faded glory and start our own golden age. The legacy fleet of owner- and renter-flown aircraft is still in good shape, sales of retrofit avionics upgrades are strong and, thankfully, the airspace we fly in remains some of the least regulated in the world. OK, so avgas is not cheap. That is until you take a look across the Atlantic or Pacific and realize just how good we have it. And let’s face it, highway travel remains frustrating at best. Remember the old adage: “A mile of road will take you a mile. A mile of runway will take you anywhere.”

So maybe it’s time to pull the bird out of the hangar and go exploring. The COVID-19 pandemic kept us all cooped up for several challenging years, so it’s time to enjoy the freedom we have and fly at will across this beautiful country. The first step may be to go back a few years and remember why we all started flying.

Where Did the Joy of Flying Begin for You?

It all started for me on August 21, 1973—that day, the direction of my life changed forever. On a misty morning, my flight instructor, Fred Broce, the legendary chief pilot at Virginia Tech Airport (now KBCB), climbed out of the right seat of the little 1959 Cessna 150, turned, and said, “Give me three takeoffs and landings, and I will see you back at the ramp.” I was alone in the airplane for the first time.

The first traffic pattern was all business: checklist, airspeed, altitude, aimpoint—now flare just right. The second pattern was still hard work, although I began to notice the little Cessna seemed much quieter and flew a bit better solo. But the “aha” moment occurred on the final pattern. On the downwind leg, I finally took a moment to absorb the spectacular scenery, maybe for the first time in nine hours of stalls, traffic patterns, and turns around a point. The stunning Blue Ridge Mountains, their brilliant hues of green shrouded in wisps of the mist, were a feast for the eyes. I decided right then and there I was home.

A few months later, another fateful day arrived. With just more than 40 hours in the logbook and a freshly minted private pilot certificate in hand, I invited the woman who would become my wife to come fly with me. She said yes to the flight, and the marriage proposal, and for nearly 50 years we have shared the joy of airplane travel and ownership. Our boys, now grown with families of their own, thought of our airplanes as flying station wagons. Taxiing into the FBO with the eyes of our waiting parents and grandparents, eager to see us and hug the kids, felt for a moment like Charles Lindbergh arriving at Paris’ Le Bourget.

Our little family has flown our simple fixed-gear airplanes coast to coast, and we have seen just about every corner of this beautiful country and a bit of Canada. We have felt pity for the folks stuck in traffic below as we zipped across the LA basin to downtown San Diego. Ripon, Fiske, and Rock Your Wings are burned in our memories as we made our way to EAA AirVenture.

A career as a military pilot, nearly 800 hours of it flying low-level missions admiring the ever-changing scenery from an altitude of 800 feet and nearly 400 knots, and a handful of additional ratings and certificates confirmed that we pilots have the best view in the world. Through it all, a line from a nearly forgotten poem rings out: “And I look down with hungry eyes at the land below.”

My wife Debbie and I are sightseers and travelers. And our trusty Cessna 177B Cardinal is the magic carpet that makes it all possible. It is neither the newest, fastest, or the fanciest, but it is ours. A factory-rebuilt engine, overhauled prop, and an IFR GPS keep it up to date. The paint still shines after 25 years, a testament to what a hangar and a little wax will do. It still has a vacuum pump and an elderly autopilot, but when we are aloft, heading someplace new, we are ready to be amazed by what we see. The trip from Florida to North Carolina to see our grandkids is a feast for the eyes. And this time, as we taxi in, the tables have turned, and our kids and grandkids are waiting to greet us.

What Is Stopping You?

So, what is the point of this rambling? These marvelous little airplanes we either rent or own are meant to go places.

Those of us lucky enough to be able to fly can recharge our batteries by slipping the surly bonds of Earth, even if just for a local pattern flight or trip around the local area. The view from a few thousand feet up puts so many things into perspective. However, these little aluminum birds we are entrusted with are meant for more than that. And we happen to live in a country where flying is still one of the freest experiences in the world. So maybe it’s time to get back in the air and on the way to new destinations and adventures.

What To See

Did you know the Beechcraft, Swift, and Piper museums are each found right on airports within easy reach of most major East Coast cities? Down here in Florida, the airport restaurant is flourishing, with new ones opening all the time. Out west, even at 120 knots, our basic VFR machines really shine. Severe clear weather, long distances, stunning vistas, and numerous airports in busy cities that allow us to wing our way over the traffic jams are the norm. Head north to the Great Lakes or New England, the scenery is stunning, and the options are endless. So what is the secret to traveling distances in our well-seasoned little birds?

Take Your Time and Plan Your Stops

The old saying, “If you have time to spare, go by air,” comes to mind. If you are planning a weeklong trip, plan for a week and a half to allow for the occasional breakdown and marginal weather. Arrange your stops based on the availability of services, lodging, and transportation. Unplanned maintenance issues should be part of the agenda. In the long run, it might be less expensive to tie down next to a full-service maintenance shop than at an isolated strip where gas is $1 cheaper.

Pace Yourself

Break up your trip into easy bites. Keeping the days to a comfortable two-hop, rather than pushing a long three-leg flight into darkness, makes so much sense. And consider making your first leg the longest and each leg thereafter shorter. This helps us manage fatigue and account for unplanned delays.

Time To Embark on a New Era

As Plane & Pilot embarks on a new era, it’s high time we do as well. Hundred-dollar (OK, maybe $200 today) hamburger flights, long weekend trips, or cross-country adventures all reveal the value of our pilot certificates and these amazing little time machines we fly. Consider traveling with friends on flights of two or three.

Try new airports and destinations. And while you are at it, take a few moments between programming the GPS and adjusting the mixture to marvel at the view below. It is guaranteed to put a smile on your face, and the world around you may just look a little brighter. Fly safe.

Editor’s note: This story originally appeared in the September 2023 issue of Plane & Pilot magazine. 

The post Pro Tips for Private Pilots: Time for a New Golden Age appeared first on Plane & Pilot Magazine.

One of the things that separates the top military fighter pilots from the rest of us mere mortal aviators is the ability to process large volumes of often conflicting information and make good decisions in a short period of time. Oh, yes, while pulling 9 Gs upside down. This skill is learned through repetitive individual training at the famous Top Gun and Fighter Weapons Schools and the ultimate exercise, Red Flag.

During Red Flag, conducted on the Nellis Air Force ranges north of Las Vegas, over 100 aircraft practice the first two weeks of a wartime scenario, with complexity increasing each day. The goal is for each pilot to hone their skills at listening, seeing and using electronic aids to develop their situational awareness skills, and this at speeds over Mach one. So, let’s explore how we can improve our SA at 150 knots and 30 degrees of bank while entering Class Bravo Airspace.

LISTEN
The first step in cultivating good Situational Awareness is becoming a better listener. The ability to cut through all the noise generated by multiple radios, other aircraft, passengers and the alerts generated by our avionics and aircraft is an art. A good first step is to set up some sterile cockpit rules and passenger traffic detection procedures, so that you and your passengers are all focused on the task of avoiding traffic and navigating the airspace successfully.

If you want to see good SA at work, search YouTube for the “AirVenture Fisk Arrival.” Watch and listen to the videos of pilots on the edge of their seats maintaining strict radio silence, scanning the skies, and pointing out traffic, all the while listening intently to the amazing ATC controllers at Fisk and Oshkosh Tower. Year after year, pilots and controllers focus intently on safely sorting out this armada of planes and guide them safely to the runways. It’s simply not possible without the radio discipline and situational awareness displayed by the pilots entering AirVenture. Maybe these same listening skills might help as we enter busy GA airports like Daytona Beach, Florida; Deer Valley in Phoenix; or Grand Forks, North Dakota.

And don’t just listen to what the controller says but how they say it. ATC controllers have a tough job and do it well, so if the controller sounds a bit overworked and underpaid, help them out by being a good listener, speak when spoken to, and be concise. Listening not only for your own radio calls but also for where other aircraft are and what clearances are being given helps anticipate what is coming next. So, set up the noise-canceling headset the way you like it, ask the passengers to point out traffic, and then begin to form a picture of where all the other aircraft around you are maneuvering.

SEE
Developing a complete visual scan is critical to operations around uncontrolled airports and busy airspace. Good situational awareness often requires everyone doing their part. The recommended radio procedures and traffic patterns outlined in the AIM are designed to help everyone see the traffic and have a more complete “air picture.” Anticipate their radio calls on CTAF. And, of course, a bit of common courtesy, the kind those drivers during your morning commute fail to exhibit, pays dividends. Learning how to expertly position yourself in the visual pattern without disrupting others is a fine art and requires the best SA skills. As the fighter jocks say, “lose sight, lose fight.”

KNOW
Knowing the airspace cold is another key to great situational awareness. While the structure and expectations of Class Bravo, Charlie and Delta airspace are well understood, brush up on some of the lesser-used airspaces that impact our ability to maintain good SA. For example, the airspace between Jacksonville, Florida, and Vero Beach contains an Instrument Route, two Alert Areas 293 and a rocket launch site.

FOCUS
Looking west, there are more challenges for VFR pilots. While the complex Los Angeles airspace is controlled with skill and grace by the SoCal approach, there are traps for the unaware VFR pilot. In San Diego, the 2,400 feet of airspace between the top of Gillespie Field Class Delta and the bottom of the San Diego Class Bravo provides a tight space for multitudes of VFR aircraft simultaneously descending into and climbing out of Montgomery Field. The opportunity for an inadvertent head-on pass is increased in this crease in the airspace. Thorough flight planning helps the pilot anticipate the hazard this area imposes and increases the situational awareness required to safely transit.

GET THE BIG PICTURE
Okay, so you installed ADS-B Out because it was required. Well, consider going the extra mile and upgrading to ADS-B “In.” Just like the fighter pilots who have datalinked target information right in their cockpits, you, too, can see the “big picture” with ADS-B In. The reaction nearly every pilot has the first time flying with ADS-B in the cockpit is, “where did all that traffic come from?” It is often a shock on the system as they realize just how much traffic they have been missing over the years. And good news. ADS-B can be displayed on an increasingly wider set of cost-effective portables, tablets and installed avionics. The ability to see how busy your destination airport is, where the traffic is above, below and around you, and where you might best maneuver to enter the “furball” around your local airport is, as the old Mastercard commercials say, priceless.

Some final thoughts. Nearly all the fighter pilots of today started just where you are, in the left seat of a Cessna, Piper, Diamond or Cirrus. They learned, just like you, to hone their listening skills, manage the distractions in the cockpit, keep a strong visual scan for traffic and terrain, and develop a continually updated mental picture of where other aircraft are located, where they are going, and how they fit in this mosaic. And as they progressed into faster and more capable jets, they received better in-cockpit SA equipment, eerily similar to ADS-B in. Oh, yes, and they
also got afterburners and G suits!

However, if you take one of these folks for a ride with you as you enter busy Class B or C airspace, or the true test of SA skills, the Fisk arrival at AirVenture, they will be in awe of your skills as well. So, as you strap in your mighty Cessna 182 to make the annual pilgrimage to Wisconsin this summer, picture yourself in the cockpit of that F-22, turning inbound over Ripon headed toward Fisk, at 90 knots, of course, with a few thousand of your best aviation friends. You have the Notam memorized, are focused on the traffic ahead, listening intently to the controllers, marveling in your new ADS-B in capability, and demonstrating awesome situational awareness. You will be glad you did.

Hope to see you at AirVenture. Fly safe. PP

The post Pro Tips: Situational Awareness For Private Pilots appeared first on Plane & Pilot Magazine.