Portable Traffic Collision System. (PCAS)
Are you suggesting we limit the charter to day VFR?
Airwork maybe, but you would be far better off with a TSO129 GPS than a clapped out old ADF.
A new ADF will set you back about the same money as a TSO146a Garmin 400W - a TSO129 GPS considerably less. I know which I would prefer to have on board.
I recently spent >$1000 having the ADF indicator in the Bo overhauled. The money would have been far better spent on a Garmin 400W.
Dr
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Owen
Sounds good. Two mates came back from OSK having ordered RV, now their fun begins.
Dr
There are other options to day VFR than NVFR. There may also be some charter and IFR operators out there who have enough trouble making ends meet without spending a cent on anything beyond essential maintenance. I've seen a few such aircraft, met a few pilots and owners, and I think we have a way to go before the majority of the fleet is fitted with even one, much less two, GPS that meet the TSO.
C100
The problem is, as noted during yesterdays debate, the good Dr has not read the JCP or its associated cost benefit analysis. The backup network is well covered therein and on overnight reflection I understand why the good Dr was so confused yesterday.
Australia has gone down a similar path to NZ but we have one inhibitor you do not - a whopping great outback and sheer comparative size between the countries. To expand, by my calculations (which could be wrong) the Oz State of Victoria - which represents about 3% of Australia's land mass - could almost fit NZ in whole. By my reckoning I can fly from end to end of either of your two islands on a tank of fuel
Therefore your backup navaid network can be considerably reduced on ours. It would not be so difficult if our outback was unpopulated - but it is alive and well and is well served by general aviation, who require navigation backup.
Sounds good. Two mates came back from OSK having ordered RV, now their fun begins.
Dr
There are other options to day VFR than NVFR. There may also be some charter and IFR operators out there who have enough trouble making ends meet without spending a cent on anything beyond essential maintenance. I've seen a few such aircraft, met a few pilots and owners, and I think we have a way to go before the majority of the fleet is fitted with even one, much less two, GPS that meet the TSO.
C100
The problem is, as noted during yesterdays debate, the good Dr has not read the JCP or its associated cost benefit analysis. The backup network is well covered therein and on overnight reflection I understand why the good Dr was so confused yesterday.
Australia has gone down a similar path to NZ but we have one inhibitor you do not - a whopping great outback and sheer comparative size between the countries. To expand, by my calculations (which could be wrong) the Oz State of Victoria - which represents about 3% of Australia's land mass - could almost fit NZ in whole. By my reckoning I can fly from end to end of either of your two islands on a tank of fuel
Therefore your backup navaid network can be considerably reduced on ours. It would not be so difficult if our outback was unpopulated - but it is alive and well and is well served by general aviation, who require navigation backup.
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Transponders & Portable Collision Avoidance Systems.
Wondering how hard would it be to have an additional mode on a transponder.
Auto response mode where the transponder sends its info without being interrogated.
Aim is to provide transponder pulses for other aircraft's PCAS to detect.
Perhaps when in auto mode it starts auto sending after 1 min without interrogation and then auto transmits every 30 secs until interrogated.
Would mean a Zaon PCAS would be useful anywhere, even out side or below Secondary SurveillanceRadar (SSR) coverage.
Rather than modify the transponder, a small device could be made which listened for your transponder responses & if none for a minute it would send its own interrogation signal. Being right alongside the transponder, the devices 1030Mhz interrogation signal would to be very low level.
Just what we need for the Birdville races to keep the Dr's Bonanza away.
Auto response mode where the transponder sends its info without being interrogated.
Aim is to provide transponder pulses for other aircraft's PCAS to detect.
Perhaps when in auto mode it starts auto sending after 1 min without interrogation and then auto transmits every 30 secs until interrogated.
Would mean a Zaon PCAS would be useful anywhere, even out side or below Secondary SurveillanceRadar (SSR) coverage.
Rather than modify the transponder, a small device could be made which listened for your transponder responses & if none for a minute it would send its own interrogation signal. Being right alongside the transponder, the devices 1030Mhz interrogation signal would to be very low level.
Just what we need for the Birdville races to keep the Dr's Bonanza away.
Last edited by GeorgeB; 18th Nov 2008 at 23:07.
Just what we need for the Birdville races to keep the Dr's Bonanza away
I too have wondered what would be involved to produce a "ping" unit that caused transponders to respond ala TCAS. Even if such a device was ground based at licenced aerodromes outside SSR range would be useful.
Dr
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Around we go again.............
George B and Forkie,
There is such a device that pings out data, and its well known to all of us, its called Automatic Dependent Surveillance – Broadcast.
Just a pity its such a prickly topic of late.
J
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JW
Loved the graphic but afraid I don't agree.
There are two devices which ping out data, ADSB & a transponder.
Neither you, I or the Dr have ADSB, in or out, but we do have transponders.
To help the Dr locate our aircraft at Birdsville, if we can make our transponders ping out data then the good Dr's Zaon PCAS will certainly get him looking out the window very keenly.
Fitting ADSB out won't help save me from the Bonanza at Birdville until the Dr has ADSB in. ADSB in & out looks like being almost 25K and more than a few years away.
Device I am suggesting transmits milliwatts to your transponder - $200?
The fun part I believe is, if you have the right Mode S transponder, as now mandated in Europe then you effectively have ADSB out if you trigger it.
As I grasp it, why Airservices are setting up the Mode S radars (AMSTAR project)
is to request the info from these Mode S transponders giving them the flight path data without separate ADSB out being fitted to international aircraft.
TCAS works by triggering Mode S transponders for the flight path info in nearby aircraft.
Loved the graphic but afraid I don't agree.
There are two devices which ping out data, ADSB & a transponder.
Neither you, I or the Dr have ADSB, in or out, but we do have transponders.
To help the Dr locate our aircraft at Birdsville, if we can make our transponders ping out data then the good Dr's Zaon PCAS will certainly get him looking out the window very keenly.
Fitting ADSB out won't help save me from the Bonanza at Birdville until the Dr has ADSB in. ADSB in & out looks like being almost 25K and more than a few years away.
Device I am suggesting transmits milliwatts to your transponder - $200?
The fun part I believe is, if you have the right Mode S transponder, as now mandated in Europe then you effectively have ADSB out if you trigger it.
As I grasp it, why Airservices are setting up the Mode S radars (AMSTAR project)
is to request the info from these Mode S transponders giving them the flight path data without separate ADSB out being fitted to international aircraft.
TCAS works by triggering Mode S transponders for the flight path info in nearby aircraft.
