On Apr 1, 5:10 pm, Andy wrote:
On Mar 31, 3:13 pm, VARR wrote:

"Although the Hawker was equipped with a traffic alert and collision
avoidance system (TCAS)-II capable of generating vertical resolution
(collision avoidance) advisories (RA), the glider's Mode Ctransponder
was turned off (and, therefore, not detectable by the Hawker's
equipment) because the glider pilot wanted to reserve battery power
for radio use. "

Early reports on this accident indicated that the pilot had not turned
thetransponderon because the installation had not been approved.
Anyone know which is true?

Andy

I spoke with the operator who briefed the Japanese pilot in the mid-
air collision to "turn off the transponder to ensure the data recorder
would record the five hours for silver badge."

Lie number 1: Not enough battery power to run transponder.

Truth: I seldom need to switch to second battery on a long cross
country even over four hours.

Lie number 2: I will turn on the transponder when I am in high
density traffic area.

Truth: The pilot seldom knows where high speed and high density
traffic is routed.

Lie number 3: I am circling and can clear my path for traffic.

Truth: Any pilot even when traffic is pointed out by ATC can not spot
1 in 4 or 5 aircraft that are headed towards him within 1000 feet
vertical and 3 miles horizontal.

Lie number 4: There have been very few near misses with gliders.

Truth: There have been 60 reported near misses between jet traffic
and gliders reported to the National Transportation Safety Board's
ASRS (aviation safety reporting system.) Not counting the actual
collisions.

Lie number 5: Let SSA regional rep or director handle the problems
concerning requirement of transponders.

Truth: SSA has no policy concerning use of transponders despite the
strong need to address this safety problem.

I have used an on board transponder starting with my 1970 Standard
Cirrus. The transponder allows me to navigate through class B
airspace for final glides, following lines of clouds, and showing
other glider pilots in formation how to communicate with the
controllers.

Truth: With a policy from the SSA it is possible to work on access to
otherwise unavailable airspace. In the meantime it behooves us all
who want to continue access above 10,000 feet and within 30 miles of a
primary airport, and who want to thermal under clouds to carry our own
transponder and work the best deal we can with ATC.

Group action can be a powerful tool to ensure growth and freedom in
our soaring aviation pursuit.