Zaon MRX Portable Collision Avoidance System
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it is all well and good saying look out, but one sunday a few months ago me and a friend flew to an airfield for lunch. The circuit was manic and as we joined the circuit on base (No OHJ allowed) the zaon soon gave us a traffic warning and I could see on the gps screen a yellow target pretty much right below us. We aborted and orbited and when we came back in we could see the other aeroplane- a high wing cessna 152 who was low in the circuit (student pilot onboard not giving good position info on the RT which is why we'd joined on base - we couldn't see him and expected him to be on downwind). It was the nightmare scenario, a low wing higher than a high wing and there was no way we'd have seen it as it was right underneath us. Likely he'd not have seen due to his wing.
That day I was glad we had the Zaon and that he had a transponder!
That day I was glad we had the Zaon and that he had a transponder!
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....aren't we supposed to switch off our tx in the circuit??
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Of course we all have to keep a good lookout as well, but a strong reminder of how limited that can be was the recent incident in Wales with 2 Grobs. Despite both being RAF highly trained and experienced pilots these two collided - you'd have thought it's highly likely if they had both had PCAS it would never have happened.
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At one airfield I fly at the ATCOs are insistent that we turn off the tx in the circuit. They don't want it cluttering up the screen in (for them) an unnecessary area of their airspace.
I don't want to prejudge the report on the Colorado collision, but I wouldn't mind betting that the Cirrus pilot might have been head-down in the cockpit and not looking out, whilst the glider/tug combination with limited maneouvreability might not have alerted the Cirrus's TCAS.
I have had it drilled into me since early flying days - use all the technological aids you are able to but don't put your faith in them not to let you down when most needed. Always be aware of limitations.
For example we've just had an AD on our Narco Mode C which has been found to give spurious readings.
I don't want to prejudge the report on the Colorado collision, but I wouldn't mind betting that the Cirrus pilot might have been head-down in the cockpit and not looking out, whilst the glider/tug combination with limited maneouvreability might not have alerted the Cirrus's TCAS.
I have had it drilled into me since early flying days - use all the technological aids you are able to but don't put your faith in them not to let you down when most needed. Always be aware of limitations.
For example we've just had an AD on our Narco Mode C which has been found to give spurious readings.
Join Date: Apr 2003
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The A/C and the portable version (for c of a aircraft in the UK) is expected April this year. I have a number of assurances (see Flyer) on the functionality, but we will have to see…
Rod1
Rod1
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Its only a matter of time until technology like that posted above will be widely available.
We need a simple, reliable, multi network detection device that is easy to interpret, and that device looks to be heading in the right direction.
We need a simple, reliable, multi network detection device that is easy to interpret, and that device looks to be heading in the right direction.
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“Rod, are you going to try it?”
As part of the research for the article I found out the specs for the 250. As a result I was able to influence its spec a bit and get some extra functionality. I have been promised a go with a portable device, but this will be later in the year. I will write it up for Flyer who are interested in an update to my last attempt. I suspect there will be some holes, but we shall see. The low cost PCAS unit represents the best solution for the UK right now and at £400 ish and no certification issues it is a very good idea to get one.
Rod1
PS I have no commercial links to any of the above.
As part of the research for the article I found out the specs for the 250. As a result I was able to influence its spec a bit and get some extra functionality. I have been promised a go with a portable device, but this will be later in the year. I will write it up for Flyer who are interested in an update to my last attempt. I suspect there will be some holes, but we shall see. The low cost PCAS unit represents the best solution for the UK right now and at £400 ish and no certification issues it is a very good idea to get one.
Rod1
PS I have no commercial links to any of the above.
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The low cost PCAS unit represents the best solution for the UK right now and at £400 ish and no certification issues it is a very good idea to get one.
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Rod1
What about this unit, seems to tick all the boxes?
www.butterfly.aero/powerflarm/fly/index.php?option=com_content&view=article&id=101&Itemid=174& lang=en
What about this unit, seems to tick all the boxes?
www.butterfly.aero/powerflarm/fly/index.php?option=com_content&view=article&id=101&Itemid=174& lang=en
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The spec I have for Power Flarm indicates it works with Flarm and ADS-B. That is of very limited value in the UK. I would expect it to detect less than 15% of “threats”.
The MRX is about £400. It will detect about 50%. Being self powered and self contained it is truly portable and does not require any certification.
I have a presentation on collision avoidance, which lasts about 45 min to one hour. If you want me to travel to your area and give it, it will only cost you my expenses.
It covers;
The limitations of see and avoid
The different devices available
ADS-B and why it is of limited use
Flarm what it is and how it works
PCAS what it is and how it works
Some examples of accidents
How to use the kit to improve safety (some of which is counter intuitive)
Hard to “do” 3500 words in a forum enviroment!
Rod1
The MRX is about £400. It will detect about 50%. Being self powered and self contained it is truly portable and does not require any certification.
I have a presentation on collision avoidance, which lasts about 45 min to one hour. If you want me to travel to your area and give it, it will only cost you my expenses.
It covers;
The limitations of see and avoid
The different devices available
ADS-B and why it is of limited use
Flarm what it is and how it works
PCAS what it is and how it works
Some examples of accidents
How to use the kit to improve safety (some of which is counter intuitive)
Hard to “do” 3500 words in a forum enviroment!
Rod1
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Rod,
On the website linked above for PowerFlarm it gives tech specs as
So hopefully that isn't just a typo, and it combines mode C & S as well as ADS-B.....still missing mode A though.
On the website linked above for PowerFlarm it gives tech specs as
•868MHz FLARM transceiver with extended range
•supports dual antenna operation (optional)
•1090 MHz receiver for Mode-C/S and ADS-B
•very high range (>100 NM)
•data output on ground possible (e.g. to optional PC-Software)
•supports dual antenna operation (optional)
•1090 MHz receiver for Mode-C/S and ADS-B
•very high range (>100 NM)
•data output on ground possible (e.g. to optional PC-Software)
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Boulder Survivors interviewed
Today Show Video Player
Can only hope this spurs everyone (all aviation disciplines) to do everything they can to mitigate the risks further than has been possible previously.
Today Show Video Player
Can only hope this spurs everyone (all aviation disciplines) to do everything they can to mitigate the risks further than has been possible previously.
Last edited by execExpress; 9th Feb 2010 at 14:36. Reason: typo
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I had the closest shave I've experienced whilst using the Zaon XRX - 200ft separation with a pair of F16's (according to the air-force jock in the lead ship); fortunately, he took evasive action which saved all our bacon but there was no indication of closing traffic on my equipment that particular day. I've also encountered spurious alerts triggered by my own Txpdr however it is generally a good bit of kit when used in support of a comprehensive lookout.
