Mike, I think you do not understand the fundamental difference between
ADS-B and FLARM.

ADS-B is designed for aircraft that do not want to fly close to each
other, and want/need long range situational awareness. Thats probably
where the whole ground station setup comes from - with all it's
disadvantages (coverage, latency, accuracy, etc.) It's a great system
for IFR traffic, and for GA flyers out sightseeing, but it sucks for
gliders in a gaggle or running a ridge.

FLARM, on the other hand, is specifically designed for aircraft
(gliders, helicopters) that often want to fly close to each other,
safely. In a gaggle, running a ridge, heading for the really nice Cu
near the glider field, on the Whites - gliders inherently will
congregate to find the best lift. That is the threat environment
FLARM is designed to cope with. And it's a proven item.

In a perfect world, there would be a SuperFLARM that would add some
sort of ADS-B in/out capability, so the benefits of both would be
present. But until then, FLARM addresses the immediate concern of
many, if not most glider pilots the best. A PowerFLARM, combined with
a mode s transponder, gives a glider most of the useful threat warning
capability of a full up ADS-B setup, and all the advantages of FLARM -
if FLARM is widely adopted by the US soaring community.

But if no-one gets ADS-b in their gliders (show of hands out there?),
then it's of no use in preventing the biggest historical threat -
glider on glider collisions.

I'm planning on getting a PowerFLARM next season to replace my PCAS.
I hope you will to, while waiting for your ADS-B to be installed.


Kirk
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