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#101
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FLARM.....for good, or evil??
On Oct 29, 2:53*pm, "vaughn" wrote:
"Mike Schumann" wrote in message ... What evidence do you have that there are plans to turn off TIS-B after 2020? Some TIS stations are already gone. See this AOPA blurb:http://www.aopa.org/whatsnew/newsite...is.html*Google for more. Vaughn Vaughn Actual this is talking about Mode S TIS (sometimes incorrectly called TIS-S). Which is not related to ADS-B TIS-B although some of the concepts are similar. ("concepts" is my favorite work at the moment...) Mode S TIS is (or was if your local service has been decommissioned) a great service used in the USA that uplinks terminal/approach radar traffic information to a Mode S transponder capable of receiving TIS data. (Yes Mode S transponders are fancy enough the can receive uplink data as well as downlink data, but the uplink is not the same as 1090ES data-in). Mode S TIS transponder advertise to the approach radar that is has TIS capability then the approach radar TIS processor calculates threats within an ~8nm radius cylinder +/- 3k' or so (its actually more complex than that but I'll spare you the pain) around the client aircraft and uplinks that data to the client transponder (using relative distance and direction). This requires you are within coverage of a TIS equipped SSR terminal (not enroute) radar and you have a Mode S transponder that supports TIS and it is connected to a compatible display. Enroute radar can't provide TIS for multiple reasons including the slow scan/update rates, traffic volumes, etc. The Mode S TIS decommissioning issue was as the FAA upgraded some terminal SSR systems they did not want to pay to add the TIS support to those systems, even if the SSR radar they were upgrading had previously had it. To me this was a very poor decision since Mode S TIS was encouraging many GA aircraft to equip with traffic displays and encouraging pilots to use traffic awareness systems - which would have been a good segway into ADS-B. To rub salt into this the are some realtively low-cost add-on Mode S TIS processor systems that use omnidirectional antennas (the Mode S TIS data-uplink does not has to go though the SSR radar directional antenna) that companies proposed to the FAA and were turned down on. But in the FAA's defense here is they are just a funding starved organization trying to do a lot. Maybe too much, but that is debatable. Around the places like the San Francisco Bay Area where I live Mode S TIS still provides very useful traffic information to many GA aircraft. The other advantage of Mode S TIS is is is relatively a low- cost feature to add to any Mode S transponder. For example the pretty standard Garmin GTX 33 and GTX 330 transponders come with it included. The Trig TT21 that is being used in gliders also comes with Mode S TIS -- but you need to connect it to display that support the "TIS serial protocol" -- e.g. something like my Gamin 496 -- and that's the same whole issue that the UAT and 1090ES receivers not designed for glider cockpits have with not supporting the Flarm serial dataport protocol that is widely supported by display products in our cockpits. Darryl |
#102
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FLARM.....for good, or evil??
On Oct 29, 3:15*pm, Bart wrote:
On Oct 27, 7:45*am, Kevin Christner wrote: You are confusing cause and effect. *Your CHOICE to take more risk CAUSES you to wear a parachute. *Your CHOICE to fly in competition will CAUSE (force) you to use a FLARM. *You made choices independent of equipment. *The equipment didnt cause you to take more risk. A parachute strapped to my back may cause me to decide to spin down at the end of a local soaring flight if I happen to have some altitude to waste. Lack of a parachute will cause me to pull the brakes in such a situation. Just an example. B. Again the equipment did not cause you to take more risk. You chose to spin down. The parachute didn't cause you to do it. Just an example. |
#103
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FLARM.....for good, or evil??
On Oct 29, 2:27*pm, "kirk.stant" wrote:
Darryl, by the way, the USAF (and I assume USN/Marines/Army) is in the process of installing Mode S (with 1090 ES) in many (if not all) of it's planes. *C-17s are already using this mode in Europe, as can be seen on the sites that show Mode S tracks. *And I personally know that F-15Es are being equipped with Mode S. What this means is that there is the potential for using the PowerFLARM 1090 ES detection capability to provide accurate and timely warning of military aircraft - such as fighters on low level routes, and in MOAs. *That would be awesome - I'm sure we have all been surprised by a pair of fighters at some time. What we may need is for SSA to push the DOD to require all military aircraft equipped with Mode S transponders to use them at all times when practicable and explain why. This capability in itself makes a PowerFLARM a necessity in some areas! Cheers, Kirk Kirk Thanks for the info. BTW if you look at current goodies like the BAE F15 CIT it is a combined Mode 4 IFF transponder *and* interrogator that also does Mode S etc. i.e. it can interrogate a Mode C or Mode S transponder in your glider and paint you on the tactical display and you can also see their Mode S transponder. All assuming they want to let you see them of course. See pdf brochure at http://tiny.cc/alo9f its a sexy piece of technology. I believe that system is going into recent F15 refreshes. Effectively all the heavy transports and tankers have Mode S, because the USAF has equipped them with TCAS II systems with require Mode S in the TCAS equipped aircraft (but will work with Mode C or Mode S in the threat aircraft) and also probably for compatibility with ATC in Europe and elsewhere. With Europe mandating 1090ES data out for aircraft over 5,700kg it makes sense for large military transports to equip with that even ahead of USA domestic requirements - even if the military may be technically exempt from requirements. In any serious threat situation that transponder and especially 1090ES data-out is going to be turned off, they have "aim here" written all over them. It will be interesting to see what military transports etc. do with ADS-B data-in/CDTI to enhance TCAS II displays. I agree that seeing both transport and fast military traffic via long- range 1090ES data-in like that in the PowerFLARM could be very useful - especially in knowing general areas where this traffic is operating. But if military traffic is a major concern maybe a more effective thing you can do is to equip with a Mode C or Mode S transponder. Effectively all heavy military transports and tankers have TCAS II equivalent that can see your transponder and provide RA instructions to the crew, military controllers can see your transponder on their SSR radar and many tactical aircraft equipped with radar/IFF can see you transponder systems - *if* they have the IFF in the right interrogator mode, which they might not in all situations. I would talk to the flight ops or RAPCON etc. at the military facility about their aircraft equipment and operating proceeds. I'd much rather have ATC controllers, TCAS II and IFF systems keep us separated than rely on doing something to avoid them at the last minute. One of our local traffic concern are heavy transport and busy mixed GA around Travis AFB and all that traffic effectively has TCAS II and the local RAPCON sees all out transponder equipped gliders but is blind in large areas due to radar scatter from windmills and cannot see any primary glider targets. They provide great service, including flight following to gliders and are very easy to work with. Oh yes and when are all those USAF RAPCON getting ADS-B critical services so they can see UAT equipped traffic (without transponders). Who knows, again my head hurts too much thinking about that (OK I lied I'm asking around on that one). Darryl |
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