Powerflarm results @Seniors

On Sunday, March 25, 2012 11:45:46 AM UTC-7, Mike Schumann wrote:
On Friday, March 23, 2012 7:58:29 PM UTC-4, cfinn wrote:
Kimmo, you didn't say where you are located. However, I think you are
outside the US. The Power Flarm being pushed in the US is a different
device then the Flarm units being used successfully in Europe and
other areas.

Also, I think those that are pushing Power Flarm use in the US are
doing a disservice to pilots. The US is mandated to use ADS-B in most
aircraft by 2020. The UAT version of ADS-B was developed specifically
as a lower cost system for general aviation. In addition to traffic
alerts, it also provides ID to ATC, and other services such as weather
and TFR's. It's true that ADS-B in it's raw form doesn't provide the
same alert suppression that Flarm does for gliders. However, it would
not be difficult to add those routines to soaring software in a PDA,
etc. After all, the processor in the Flarm is fairly low power.

Think of what the Power Flarm is trying to do verses what the standard
European Butterfly Flarm. In Europe, the only consideration is Flarm
to Flarm information, including air to air and ground hazards.
PowerFlarm is trying to add transponder and ADS-B information. Now we
require more receivers, more antennas and more processing power. The
software becomes more complicated because of the need to integrate
three entirely different systems. With ADS-B, you have one receiver,
one antenna, etc., and only need to process the ADS-B protocol. I did
neglect to say, both also have a GPS receiver.

I'm not about to become involved in a big discussion (read bitch
session) about why ADS-B won't work for gliders. Some people have
vested interests in pushing Flarm.

Charlie

On Mar 23, 6:57*pm, Kimmo Hytoenen wrote:
I have installed several FLARM units. Most installations have been
successful, i.e. the detection range is larger that the green area
indicated in the FLARM range analysis. However in one LS-7 I have
not been able to locate antenna right yet. It looks like the compass
of that plane, located on top of the instrument panel, is blocking the
field into 11 clock direction.

My opinion is, that FLARM is a good tool when the antennas are
correctly positioned. It might give you that critical 10 seconds time
to react. However. antenna positioning remains largely unsolved
problem. I await with interest the development of two antenna
systems for PowerFLARM.

We use LED based simple FLARM displays which show the nearest
airplane, green when no danger, and red/alarm in danger.
Additionally we are building connections to devices like Winpilot or
XCSoar to show all nearby traffic detected by FLARM. That is also
great when you are flying with other people - you know where they
are, and what they are doing. Each FLARM unit has it's own code,
and you can nickname them. You might like to know if it's the local
von Richthofen approaching from sun's direction, or someone more
friendly.

At least I know couple pilots who - uh - need more clearance, I
think...

The other HUGE advantage of ADS-B is that if you are flying within range of an ADS-B ground station, you will see all Mode C/S transponder equipped aircraft in your area that are visible to ATC.

Over 1/2 of the ADS-B ground station network is currently installed. If you fly near a major metropolitan area, chances are you are currently within range of a ground station.

If you have a Trig 21 transponder, all you need to broadcast an ADS-B out signal is a GPS source, some cables, and overcoming some FAA BS. ADS-B IN receivers are widely available for ~$300 (see http://www.gns-gmbh.com/index.php?id=219&L=1). Couple this with a PDA or an iPhone and a clever app, and you could have a collision avoidance system that has 10X the capability of the TCAS systems that the airlines are currently using.

Mike Schumann

More hyperbole and empty hand waving. A system that is not available, not installed or used in practice is always going to be better, cheaper, more wonderful (for all definition of wonderful)...

Maybe you could describe exactly the parts of that system (e.g. what PDA software) and compare its traffic warning issued to a TCAS TA or explain how this system that cannot issue a RA (resolution advisory) could have "10X the capability" of a TCAS II system that provides traffic display, and TA and RA warnings.

Mis-positioning of ADS-B as being superior to TCAS II is just completely wrong. There is no system out there based on ADS-B, FLARM or any other technology that comes close to the actual collision avoidance of TCAS II... the only system that actually issues an RA (resolution advisory) to avoid a collision. And the Flarm developers are very careful to point out there system is just never designed or intend to do this. TCAS might evolve in future to include ADS-B position data but currently there are no standards and therefore no way for equipment manufactures, airlines or others to implement this. TCAS II and ADS-B will likely live "side-by-side" for many years.

ADS-B data-out installation today is really only practical in experiential gliders, certified gliders cannot have ADS-B data-out installed without an STC, and don't hold your breath for somebody to develop an STC. Even if you could find somebody to develop an STC for ADS-B data-out in a certified glider this would likely require an expensive IFR certified GPS-system to drive the Trig transponder. If you install a 'home-brewed' ADS-B data-out system with an experiential glider how exactly that will work with the ADS-B ground stations and services like ADS-R and TIS-B is not necessarily clear (and sometime to verify/experiment with if you do try this).

Darryl