Hi Mike,
I understand that. But I don't think it would make much of a
difference. And if you look at the Annexes our proposed path to ADS-B
is via mode S... An expensive pre-programmed upgrade path at least for
some.
Ulrich
On Mon 29/11/10 20:41 , Mike Borgelt mborg...@borgeltinstruments.com
sent:
Ulrich,
The Dutch DO NOT have ADSB. Just Mode S transponders. ADSB, like TCAS
and Flarm gives autonomous traffic warnings without the intervention
of ATC as long as all aircraft have ADSB OUT and IN. ADSB IN is
considerably easier than TCAS.
Sure this experience was just another Euro Charlie Foxtrot. There
are plenty more where that one came from.
I suspect the reason they have the Mode S but not ADSB mandate is to
justify ATC jobs. Like lots of other welfare/jobs programs in Europe
like Airbus Industrie.
Mike
At 07:35 PM 29/11/2010, you wrote:
>So should we follow our European colleagues, particularly the Dutch
>for whom I believe transponders were made mandatory? After the not
>inconsiderable financial pain of having their new toys installed and
>now having to have the installation certified every year they are
>being told to switch them to standby during:
>
>Winch launching ("resolution advisories" to overflying airliners,
>ATC alerts due to high climb rate apparently)
>
>Aerotows (ATC getting alerts on their screens)
>
>Flying in gaggles (ATC getting alerts on their screens)
>
>In busy areas around airports (ATC screens too cluttered)
>
>So when would a glider actually have the transponder on? How likely
>is a collision in that case? How likely is a collision under these
>conditions with the transponder on?
>
>Agreed, once these teething problems are fixed (some won't be that
>easy) and all systems can handle these cases then I'll definitely
>want one too. Until the equipment list in Annex E of DP1006AS and
>ATC have the gear that'll actually do the job, my responses to these
>proposals will be to politely point out the issues with the request
>to reconsider. If the Dutch disaster repeats itself here, maybe an
>entrepreneurial lawyer can be convinced to help with a class
action...?
>
>Ulrich Stauss
>
>On Mon 29/11/10 09:38 , Terry Neumann tfneum...@internode.on.net [1]
sent:
>On 29/11/2010 8:56 AM, Mike Borgelt wrote:
>
>snip -------------
>>In the meantime if you are going to fit a transponder make sure it
>>is a Mode S/ADSB capable one. For now the Mode A/C will ensure your
>>visibility to regional airliners on their TCAS.
>>It would only take one accident or near miss between a Jetstar
>>A320, Virgin 737 or a Rex Saab 340 (fitted with ADSB OUT and IN)
>>and a glider without these for all hell to break loose.
>>
>>The power drain argument is nonsense as is the weight. A Trig TT21
>>weighs less than 500 grams including internal altitude encoder and
>>a suitable battery to run it for 9 hours is 550 grams.(3A-H NiMH)
>>All you need for ADSB OUT is a suitable GPS receiver. If PowerFlarm
>>uses a TSO'd GPS that's all you then need for ADSB OUT and ADSB IN.
>>The mickey mouse low power, licence free band Flarm rf link can be
>>left out too. You'll be able to see traffic out to the horizon.
>Snip ----------------
>
>These are good points Mike. I continue to have one concern. The
>specs for this device indicate a power output of 130 watts, and this
>all happens in the 1,000 Mhz region. I continue to be worried
>about the effects of even a pulsed transmission of this level at
>that frequency on nearby humans.
>
>EMR is a pretty topical subject these day and perhaps with good
>reason. I don't want to buy into a debate on this at all but ....
>
>Where would you envisage putting the antenna for such an
>installation on a GRP aircraft, and are you confident that such an
>installation will meet the requirements for limits of EMR exposure
>to the occupant(s)? Would you be totally comfortable with it
yourself?
>
>Thanks,
>Terry
>
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