Mike Schumann wrote:
ADS-B is definitely the way to go. But this ignores the most basic problem,
which is that the FAA is ignoring the data that they already have.

The FAA isn't ignoring any data, they just aren't using it the way you
think they should. They do give the information to the IFR pilot, who
can request a new vector if the pilot thinks the present one is unsafe.

You aren't getting the detailed reasoning or procedures from RAS that
you seem to be looking for, so I suggest you discuss the situation with
a controller as the next step. That should get you the procedures, but
not necessarily the reasoning, for which you will likely have to dig
further.

Practically speaking, the current procedures seem to work well. If you,
as a transponder equipped VFR pilot, want to improve upon them, you can
contact ATC so they can confirm your altitude. You can also request
flight following. Contacting ATC will usually help even if you are not
transponder equipped.

Even if
they get have VFR ADS-B target that they know is accurate, their current
procedure is to give the IFR traffic an advisory, but generally not any
deviation to avoid the known traffic.

We are at the beginning of the transition to ADS-B. The procedures will
change as it's use expands, and I don't think even the FAA knows what
the detailed procedures will be 10 or 20 years from now, but no one
suggests they will the same.

--
Eric Greenwell - Washington State, USA
* Change "netto" to "net" to email me directly

* Updated! "Transponders in Sailplanes" http://tinyurl.com/y739x4
* New Jan '08 - sections on Mode S, TPAS, ADS-B, Flarm, more

* "A Guide to Self-launching Sailplane Operation" at www.motorglider.org