“Why not get RIS?”
There are almost no LARS units working at weekends. Trying to get a RIS from local regional airports (when VMC) gets “service not available due to controller workload” 99% prob.
"I don't benefit, why should I help other GA pilots?".
Not at all!
“Unfortunately you will need to fit Mode S fairly soon.”
They have been saying that for many years. At this moment in time there is no regulation which is defiantly coming in which will stop me touring. This may change, but remember I do have mode C, without which the above would be untrue. I will be attending the LAA / CAA meting in March and am involved in the LAA response to the second consultation.
“That's a catch-22. Most people won't get one because most other traffic is non transponding. If most traffic was transponding, the value of a "traffic receiver" would go up massively. The argument would then be just down to money.”
If the traffic in my local area was mostly transponder equipped then I would very seriously look at a device, but I do not think this will ever happen.
“Lookout can make one feel better, and I do plenty of it, but it doesn't actually work, because a target on a genuine collision course will be a totally stationary point in the sky.”
Spoken like a true IFR man who flies in straight lines. My most likely collision risk is with a Glider, and Gliders spend most of the time going round in circles and are not transponder equipped. You constant angle point is therefore of little real world value unless you are flying along at FL XX above cloud.
“An existing Mode S can be easily battery powered if necessary, already.”
Most flying machines cannot fit a current tec transponder under existing rules. I would be happy to debate this with you for hours as I have spent many many hours on this but I will give you one example. There are 4000 uk Microlights. Micros have a max empty weight beyond which you cannot fly the aircraft. A Eurostar (very popular micro selling in volume) is so close to this limit that it cannot be painted. There is no way you could fit a transponder, wiring and an aerial without making the aircraft illegal. I could give you many more examples, both micro, unregulated, gliders, LAA fleet etc etc, and if you want to contact me off line I am very happy to have the debate.
“The best way to avoid a mid-air in the present Class G non-mandatory-transponder environment, is to fly well above 1000ft and in IMC (or better still above clouds). Being above clouds is the very best place - great view, sunshine, and virtually no traffic.”
No argument from me, I spend lots of time up there. My problem is getting out of an unmarked grass strip in a busy bit of class g. Max risk is the first 70 sec from takeoff, after that I am above 2000 ft AGL and less likely to bump into anything. I would however be a pop up to anybody receiving a RIS at say 1400 ft, and unless ATC were really quick there would be no time to make a radio warning.
Rod1