Bw, you can mention TCAS by all means. I would mention it, as in it's take up rate in gliders and light GA is nil. We can't fit it in gliders
AFAIK, nor most other light GA, and it would have done nothing to help prevent glider/glider and glider/obstacle (e.g. cable) collisions in the Alps where Flarm started, whereas such collisions have now almost or entirely ceased. Flarm is now used also by rescue helicopters and maybe other things too. As posted by a friend of mine elsewhere (Bill Dean):
"Flarm is, Flarm to Flarm. Up to now it is mainly fitted to gliders,
practically universal in the European Alps, and widely fitted in Australia.
In the Swiss Alps it is also fitted to rescue helicopters, partly because of
its obstacle database.
"ADS-B out can be read by ADS-B in.
"In Australia they are working on the idea that an enhancement to ADS-B
could enable it to read Flarm, and an enhancement to Flarm could enable it
to read ADS-B.
"This is why things may improve when Mode A/C and Mode S are phased out in favour of ADS-B.
"In Australia Flarm is built under licence (OzFlarm), there are other
licensees. Is there nobody interested in doing this in the USA ? It
would surely be ideal for any light aircraft. I understand that there is
an add-on to Flarm which can sound a signal in headphones.
"Remember, Modes A/C and S are only transmitted when the Transponder is
triggered by an interrogation. Flarm and ADS-B transmit regularly without
having to be triggered."
(If any one is interested in Flarm, see
http://www.flarm.net/index_en.html .)
Chris N.