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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