ADSB/ACAS/TCAS are all fallback devices, that is when the human fails to keep the picture the devices take over. I'm all for reasonable implementation of these things, however it should be very well understood that it does not replace the basics of situational awareness, lookout and monitoring the appropriate radio frequency. Some simple things that add to situational awareness; Listen to the Aerodrome frequency from quite a distance out, especially if you have two comms, you do not have to transmit, you are just listening for possible conflicts. Make informative, concise radio calls at the appropriate time, too early and new traffic won't hear you, too late and you already could be a conflict, anywhere near the circuit and approach paths (ie 5 mile final) is too late. Remember VHF is line of sight, if you are approaching an airport in hills, make another call when the airport is LOS, same on departing, make a departure call when at sufficient height so inbound aircraft can hear your departure track. Make calls BEFORE you do something, making an entering x runway as you are already entering defeats the purpose, you have already pulled out in front of possible traffic, you have not given other traffic the chance to announce a conflict. And of course don't let yourself get distracted when approaching an aerodrome, make sure there's no big checklists, passengers moving around, ask them to keep the chatter down if it's taking up your head space so you can concentrate on the approach, landing and any traffic. And of course be predictable, don't get in the habit of rushing, or anything unusual like tight circuits, straight in approaches etc without clearly stating that on the radio. Being on a normal length predictable circuit not only helps promote stable approach, but also gives other traffic more time to sight you.