PowerFLARM Mode S question

On Oct 25, 9:51*pm, Andy wrote:
On Oct 25, 12:28*pm, brianDG303 wrote:





Dear Mike,
if you are really interested in why there is a reaction to your posts,
you might want to read back through them. They do border on the
offensive at times, And perhaps it is you who are doing the jumping:
your comment "what we have is a bunch of people who's view is that the
PowerFLARM savior has come and that their 50% solution is good enough"
is a pretty good leap. What we have is a bunch of people who think
that IF powerflarm is available by next season and IF enough people
get them, we stand a very good chance of one or two or three fewer
dead glider pilots.

Anyway, I personally think there was value in the discussion, even if
it went on a little long. It is an important topic and your comments
certainly pointed out all the possible downsides of PowerFlarm vs ADS-
B. In my mind immediate large scale adoption of Powerflarm (assuming
the product becomes available) followed by the development a practical
ADS-B option in the future is a best-case scenario. I think where you
are ending up at odds with pretty much everyone is the idea that
powerflarm will push ADS-B aside. Perhaps Powerflarm will just be a
step to ADS-B. In any case, the real issue is glider pilots dying. In
Europe Flarm seems to be helping glider pilots live, and that is the
fact that has gotten our attention.

see you up there, fly safe,

Brian

It's a classic case of someone with an engineering background debating
someone with a legal background - one is an analyst the other is an
advocate. One is deductive, the other is inductive (e.g. facts -
analysis - answer vs. answer - supporting facts and analysis). Both
have their place in the world. You just have to decide which thought
process makes the most sense in any given situation because they
aren't equally valid in every case.

I do agree that this is an important safety issue so direct debate on
the details of such a complex topic are entirely appropriate, even if
it gets a bit heated. *I'm thankful we have people in the community
who are willing to drill into all the butt-numbing details and explain
it to the rest of us.

It's important.

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No vendor can engineer,build a prototype, submit it to the FAA and
FCC, get it certified, and produce itn and get libility insurance
coverage for the certain lawsuits that will follow,for a limited
market, (there are what maybe, 5000 gliders in the USA) assuming 1/2
of them would by the ADS-B system for gliders, and market it at a
"resonable" or "cheap" ...cost...only the FAA can take 1935 fuel
induction and magneto system from a 1935 John Deere tractor and stamp
'aircraft' on them and raise the cost of them to thousands of
dollars...check your tow plane....