As both a glider pilot and a private light aircraft power pilot (PPL),
the debate about alerted see and avoid, and radio use is all very well,
but there are situations where even directed see and avoid can be
difficult.
Gliders (and some light aircraft) in cruising flight can be difficult to
see,
Thanks for the explanation.
One thing missing - other aircraft, such as Paragliders don't even use our
radios. And they still fly with us too.
Scott
On 20/04/2012, at 4:25 PM, Texler, Michael wrote:
As both a glider pilot and a private light aircraft power pilot (PPL),
the debate about
One thing missing - other aircraft, such as Paragliders don't even use
our radios. And they still fly with us too.
Fair point.
They use CB radios (I assume due to less restrictions on its use and
that they are lightweight. But so is a hand held VHF).
I will speak to my paragliding colleagues,
How do we get the spirit of this across to other aviators, public and
media?:
On 20/04/2012, at 1:37 PM, Tim Shirley wrote:
the operational characteristics of gliders makes information provided
by radio far less useful in a predictive sense than the same
information given by a powered
An excellent example of differing management styles:
- by rote, - by priorityand then there is - by objective
On 20/04/2012, at 1:49 PM, Peter F Bradshaw wrote:
It would be better to reasonably comply with all rules.
On Fri, 20 Apr 2012, Tim Shirley wrote:
I listen
Maybe all the gliders should have passed Cessna XXX their exact positions
and intentions;
the pilots would have been completely overloaded with data and avoided the
area by 20nm J
From: aus-soaring-boun...@lists.internode.on.net
[mailto:aus-soaring-boun...@lists.internode.on.net] On
In the unlikely event you've not all seen it already, here's one way the
outcome could have turned out:
http://jeremy.zawodny.com/blog/archives/007288.html
I will say that while I appreciate its an issue that more than a few glider
pilots seem passionately opposed to for their own reasons, the
On 20/04/2012, at 9:37 PM, Simon Hackett wrote:
I will say that while I appreciate its an issue that more than a few glider
pilots seem passionately opposed to for their own reasons, the notion of
regularly operating transponders in gliders is one that I personally believe
would be of
Scott,
There are multiple benefits beyond 'big planes and towers' seeing you.
As I said:
I've found that air traffic control is frequently helpful to VFR and IFR
aircraft, in that they will call you up proactively and advise of the presence
of transponder-equipped unidentified traffic in
On 20/04/2012, at 10:03 PM, Simon Hackett wrote:
... i.e. ATC will often actively notify other VFR traffic they can see, of
the presence of conflicting traffic they can see. They will happily notify
any little plane about threats they should act to avoid, they are not just
there to help
I was recently flying Mildura to Wagga. About a mile in front of
me, at _exactly_ the same level, I saw another aircraft zoom right to
left.
A few minutes later the helpful ATC person came out with Traffic
alert Narrandera area, two aircraft converging tracks.
Yeah,
Transponders work OK if being interrogated by a secondary radar. No use outside
of radar coverage.
However, there are many more active devices appearing that do not rely upon
being interrogated and broadcast (a la FLARM and ADS-B).
I reckon watch this space
At 10:35 PM 20/04/2012, you wrote:
Transponders work OK if being interrogated by a secondary radar. No
use outside of radar coverage.
However, there are many more active devices appearing that do not
rely upon being interrogated and broadcast (a la FLARM and ADS-B).
I reckon watch this
I recently operated motorglider for AEFs at a large regional airport with RPT
and the flying doctor. The aircraft was fitted with a device that was both a
flarm and an ADSB (I think). And yes it had a transponder connected.
It worked. I spoke to the flying doctor on the ground after we both
As an ex comp hang glider pilot from 10 years back we all used standard CB
radios and the flying team (not team flying but a group of pilots using the
same pick up driver) would select a CB channel - the comp organisers would
also have a pre specified channel. The problem was the constant chat
Not true, TCAS will trigger your transponder outside radar coverage.
Thanks Mike.
Is that sort of TCAS still a big boy's (heavy metal) toy or is it creeping into
GA?
When I have used GA a/c equip with a so-called 'TCAS', I was told it relied
upon using signals from interrogated transponders.
On 20/04/2012 21:37, Simon Hackett wrote:
In the unlikely event you've not all seen it already, here's one way
the outcome could have turned out:
http://jeremy.zawodny.com/blog/archives/007288.html
I will say that while I appreciate its an issue that more than a few
glider pilots seem
I think the ga tcas you are talking about might be the alert only systems like
zaon sell which relies on replies from aircraft that have been interrogated by
atc or other tcas aircraft as your description seems to suggest this,if you are
out of coverage of either then you will see nothing. They
At 08:36 AM 21/04/2012, you wrote:
Not true, TCAS will trigger your transponder outside radar coverage.
Thanks Mike.
Is that sort of TCAS still a big boy's (heavy metal) toy or is it
creeping into GA?
When I have used GA a/c equip with a so-called 'TCAS', I was told it
relied upon using
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