FB, my gripe is the use of TCAS as a traffic management device.
This isn't the argument. The argument is rolling out a surveillance system with a different transponder. The old system works where it is available, the new one is cheaper to roll out in more places and be every bit as accurate or better than the existing system.
Mr Quokka, could not put it any better than that.
Full position reporting provided Situational Awareness to the controller and to all participants in the system where no surveillance, or limited surveillance, existed. In controlled airspace, when an aircraft is identified and in receipt of a control service, full position reporting ceases. Where VFR aircraft broadcast position reports, they are not in receipt of a control service and are broadcasting their position and intentions to all other participants in the system to "plug the gap" in the Situational Awareness picture and close the bigger holes in the Swiss Cheese.
ADS-B is a surveillance system that has the capability to provide all participants with Situational Awareness... those who are being provided with a control service... and those who are not being provided with a control service... provided that all participants are equipped with ADS-B transmitters.
Therefore... ADS-B removes any requirement for VFR full position reporting... provided that all VFR participants in the system are ADS-B equipped.
ADS-B is an E-Airspace enabler... outside of airspace where a FLOW Control service is being provided for aircraft arriving at a Capital City airport.
If this was already rolled out, Smithspace would have been a walk in the park
My question of the system would be once it was up and running would there still be the need to gather VFR flightplans from the bin when a request for flightfollowing or airways clearance is made or would the unique tag allow my flightplan to be connected automatically.