Yes indeed, large R/C models might have ADSB fitted. As will UAVs.
There is a strong push to operate UAV's in Class G airspace and a
collision avoidance system will be necessary. This is currently
difficult to do with uncooperative targets(ones not fitted with ADSB
OUT) but several different approaches are being worked on.
Obviously UAV operators will be in favour of universal ADSB OUT fitment.
I did find a group in Northern California who were operating large
autonomous sailplane models and flying them cross country. I think
they were doing up to 50 mile out and returns a couple of years ago.
Just for fun, but this could also extend the range and loiter time of a UAV.
The rest of the R/C models are flown within line of sight of an
operator on the ground. Being limited to an area say within 2NM and a
couple of thousand feet is no great hardship for them and wouldn't be
a problem for other airspace users, most of whom would have ADSB IN
as well as OUT as the area would show up on the traffic display.
Those opposing ADSB for sailplanes may like to ask themselves if they
want their activity confined to reservations.
I agree that ADSB is a gold plated solution for recreational
aircraft with capability orders of magnitude more than is required
however it isn't all that expensive and the full implementation date
is 2020. Looking at Keep Soaring I'd say not many of us will have to
worry about this.
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.
The power drain thing has been demonstrated to be nonsense in New
Zealand of course where gliders are fitted with transponders. Pretty
dumb making this argument at high official levels when you can be
shown to be wrong by demonstration.
As glider pilots seem happy to operate with traffic warning systems,
even mandatory ones, it is hypocritical to oppose them for
essentially all traffic. CASA knows what we are on this, we're just
haggling about the price.
There's one other benefit of ADSB OUT - real time tracking in
contests and even for fun racing on weekends.
Another might be that we could argue for reduced volume of airspace
requiring 3rd party intervention (ATC) or clearances. You might even
argue that we could legally climb up inside a fat cumulus and pop out
a few thousand feet above cloudbase now and again or even be legally
able to climb to cloudbase.
If you decide to reply to CASA on this issue you might like to take
all this into account.
Mike
Borgelt Instruments - manufacturers of quality soaring instruments since 1978
phone Int'l + 61 746 355784
fax Int'l + 61 746 358796
cellphone Int'l + 61 428 355784
email: [email protected]
website: www.borgeltinstruments.com
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