Harry et al, I've provided an update to my Flarm report on my Vinon pre-worlds website. See the update at http://www.users.on.net/~mwilson/vinon2005/index.html#reports
In answer to your specific questions below: The distance to the threat is not visually displayed (only the direction), however the audio tones change with the urgency of the threat. The unit I used was a slim unit that I attached to the top of the instrument panel with Velcro. It is small enough to not significantly block forward vision. There is also an auxiliary display available if you prefer to have the Flarm unit remote and just the small display somewhere in the pilots view. The unit has a small antenna that I attached in the nose with Velcro (the glider's nose, not mine). Then all that is needed is 12V power, I used a RJ45 double adapter to steal the power from one of my Volksloggers. It would only be a few minutes to move the system between gliders. As I've said in my report, I am a strong supporter of the unit and encourage a trial of its use in Australian competitions. I'm not sure if Flarm, ADS-B, or a combination of both should be the long term solution in Australia, however there is definitely potential to reduce the number of mid-air collisions. Pete -----Original Message----- From: Harry Medlicott [mailto:[EMAIL PROTECTED] Sent: Monday, 15 August 2005 1:50 PM To: [EMAIL PROTECTED]; Discussion of issues relating to Soaring in Australia. Subject: Re: Fw: [Aus-soaring] FLARM and Winpilot Peter and Mandy, Many thanks for the web page based reports. Mountain flying is certainly a different skill to those which we acquire flying cross country in Australia and I expect success is much more highly dependent on local knowledge . What you have learned this time must be of inestimable value to the Australian team next year. As you know, I was particularly interested in your experience with the Flarm system. I was in Austria a couple of weeks there and my friend Fritz Romig, whom you may have met at Waikerie, said that most private gliders there were equipped with it and pilots believed it was very valuable in collision avoidance. My concern is that what appears to be a very useful adjunct to flight safety may take a considerable time to filter through the GfA bureaucracy and that we wait unnecessarily for a final development when it appears that a very useful instrument is available right now. It could be made in Australia under license by someone like Nigel Andrews of RF developments who can also incorporate an ADS-B function or imported as is. I analysed 3 mid airs with which I am very familiar, being in one and seeing another as well as having substantial knowledge of the one at Waikeie involving a tug. In mine Flarm would have almost certainly avoided an accident as having knowledge of a following glider behind me would have made certain I did not turn unless sure he had me in view. The one at Horsham appeared to be caused when a glider approaching a few gliders thermalling collided with another glider turning between him and the small gaggle. If my summary is correct then there is a good chance this would also be avoided with help from Flarm, but this incident is not so certain. The third case involving the tragic death of the young woman tug pilot would almost certainly been avoided if the 2 gliders and tug had been Flarm equipped. The destruction of 4 gliders and the tug in these three accidents represented a capital loss of $300,000 and how much value can we place on the 3 lives lost? $300,000 represents the capital cost of fitting Flarm units to most of our gliders and tugs at risk. I am sure insurance premiums would go down if we could convince insurers that our risk profile had been reduced so that it would not be unrealistic to assume a recoupment of some of the costs over time. Interestingly, most mid airs in Australia have not occurred at times of high traffic density and it appears that Flarm would be particularly effective in warning pilots of unobserved gliders in these circumstances. We make parachutes mandatory in competitions but only half of pilots in disabled gliders are able to deploy them in time. Below 3,000 ft. your chances are much worse and they improve above that height. The cost of a pararchute which only gives you a 50% chance is over $2,000 and there are repacking costs each year. Much better to avoid the accident in the first place. Approximately 10 % of our pilots who have flown multi class nationals from Horsham till now have had a mid air accident. I was hoping your overseas experience would result in a strong reccommendation to implement the Flarm system in Australia but understand you can only call it as you see it. The problems you mentioned such as being able to adjust sound levels would be easy of solution. If the units are easily upgradeable by having the software on a PROM or whatever then there does not appear to be any reason to delay, but I know it will take a big push to achieve anything in the short term, A few questions.Does the unit give the distance betwen your glider and the one perceived as a threat? A second version appears to be low in height and wider which could be designed to fit on top of the instrument panel right in the pilots view, is this how it is placed? Are the units free standing in that they can be unplugged from a power source and easily moved between gliders? The low power requirement quoted of 50 ma could probably be adequately sourced from selfcontained rechargeable batteries. If you had the option of flying in a competition either with or without the Flarm system, how strongly would you reccomend to organisers that Flarm be used? Your further comments would be most welcome. Kind Regards, Harry Medlicott -- No virus found in this outgoing message. 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