At 08:16 AM 22/05/2015, you wrote:
..responded off-line.
Anyone interested: I asked a few questions to Urs directly.
I will openly apologise if I "got it all wrong" and Flarm will
change the unethical business phylosophy.
In fact: I will become a Flarm supporter.
However, so far I am not in favour of the company.
Erich
It was my understanding all along that what Flarm was discontinuing
support on was the earlier pre PowerFlarm hardware but software
updates would continue to be available for all the older units. This
was discussed here a couple of months ago. Too bad if you recently
bought an older unit though.
I wish I could do that. I get enquiries every week about gear that is
10 to 25 years old and has passed into new hands, still working and
the new owners need manuals or other support. I may need to start
charging for this.
It was also my understanding that ADSB traffic was shown up just like
Flarm traffic and only Mode C and S were given range and altitude
data only. This isn't terrible.
I have a Zaon Flight Systems PCAS in the BD-4. Gives range and
altitude information on transponder returns. Smaller than even a mini
OzFlarm. Quite useful and much better than nothing although around
the Darling Downs and Lockyer Valley there are plenty of non
transponder equipped RAAus aircraft. For unknown reasons Zaon went
out of business a while ago. Maintain good lookout. I've taken
avoiding action over the Downs 25nm south of Toowoomba for a
cropduster being ferried(no transponder) and about 15nm from Watt's
Bridge where a YAK52 going Watts to Archerfield clearly didn't see
us. Again no transponder return. In both cases I saw them far enough
away to identify aircraft type, evaluate the threat and take avoiding action.
However I'm of the opinion that the privacy issue is complete
bollocks for the reason Nigel gave. IMO the encryption is merely for
commercial advantage.
I've only flown with a Flarm once. Complete pain going off when
gliders I've already seen are entering the thermal. I did one
installation of a MiniOZ and got about 500m range on the ground
against Boonah's tug. When I was flying National contests with fixed
turnpoints my mid air worries (and everyone worried about it) weren't
out on track but in the pre-start milling around in large gaggles in
weak thermals while full of water where you have little energy and
options for avoiding action. I'm sure I'd feel differently in the
Alps with high closing speeds right next to the terrain.
Does anyone happen to know the climb and descent profiles of the
PC-12 and KingAir as used by the Flying Doctor and others? If we knew
we could be extra alert near airports they use where the profiles
mean they could be where we are.
I'm beginning to think that with all the technology and interaction
with other airspace users having well intentioned amateurs giving
flight instruction in gliders is an avoidable hazard. Our US friends
seem to have it about right. Same ground school and exams as a power
PPL. I'd add a syllabus and exam for gliding specific stuff. The FAA
has published a "Glider Flying Handbook". Well worth downloading and reading.
Mike
Borgelt Instruments - design & manufacture of quality soaring
instrumentation since 1978
www.borgeltinstruments.com
tel: 07 4635 5784 overseas: int+61-7-4635 5784
mob: 042835 5784 : int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia
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