DOCSLIB.ORG

Glidingintl 201503.Pdf

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Glidingintl 201503.Pdf The New Pace of Gliding ..... or the past two years, me it's a joy to see that there's This document allowed the a group of technically gliding activity even in less development of hardware skilled glider pilots have gorgeous days. devices which proved to be Fstarted to use traffic compatible with the Swiss traffic• awareness data messages, sent THE ENCRYPTION awareness system. by "anti-collision" devices, as received by ground stations. The Flarm data transmission By the way, let me declare Initially it was all about safety protocol is encrypted, but in 2008 my admiration for the simple in and around traffic areas of it was cracked by a mysterious concept and the effectiveness of airports whilst allowing for hacker who published a the Flarm device. automated logbook keeping. comprehensive document (a link Their success encouraged a in the Flarm Wikipedia leads I have no doubt that it has group of the developers to take to the text) and signed it with greatly helped reduce the their program to an even higher the serial numbers of his own number of in-flight collisions level by relaying the decrypted wristwatch and of a GPS, so if between gliders and against position data over the Internet. someday he reveals himself, we ground obstacles in the Alps My club in Varese, Italy, uses a can be sure it's really him. (wires, antennas). regular Flarm unit "I:IUI::II connected to a PC, o .. : :Aircraft:: .. NLirnberg Am~erg in order to keep o CN: BL Ansbach Neumarkl Ch Regist: D·KMBL track of all aircraft o o o c Flarm Id: 3E7BC5 Roth movements, as Regensburg Type: Tow Plane required by the local Treuchthnqen o Owner: FLG Blaubeuren o Straub Airfield: EDMC law. This is one of Ingolstadt 00 Model: HK36 Super Dimona o the reasons why Freq.: 130.600 Landshul Last time: 18:59:01 Flarm is compulsory o Latitude: 48.455200 equipment at our Longitude: 10.048200 club. By the way, the club's website shows a map of the airport traffic area where anyone can see all detected aircraft (and you can even listen to the radio chat, live). Nice, or harsh, if you're sitting at work or in bed with flu, depending on your mood! For 4 in Germany, the sky is grey and foggy, but on http://live. glidernet.org I can see a Super Dimona spiralling up the Engelberg mountain at 2.900metres in Switzerland. Its signal is being received by a ground station in Interlaken, some 50 kmaway. At the same time, a Twin Astir is lazily maintaining altitude in Scotland in a weak fI one• knotter". As I clickon Collisions are rare, but the station, thanks to the decryption the aircraft's own icon, a small human implications are always document and using a good window opens with all the dramatic to say the least, as antenna, a USBbroadcast details the owner has indicated they involve responsibilities television receiver, a small and authorised when setting the towards other individuals, and processing module like a preferences of his Flarm device. their families as well. While Raspberry Pi or similar (Banana They range from a maximum I'm deeply grateful for this Pi, Cubieboard 2, Odroid U3, or of indetermination, to specific addition to the safety of gliding, simply a partition on a PC). details such as registration marks, I would have firmly preferred In the best conditions, a make and model, even the name an fI open" system as was the reception range of Flarm devices of the pilot. original declaration by the Swiss is 100km which has been Lacking basic info, the development group back in 2003. achieved. Impressive! The data website assigns a casual set But more on this later. can then be sent to a server on of characters. More and more the Internet, which makes it aircraft have a Flarm onboard in BEST RANGE visible for anyone as it is super• Europe, especially in Germany Off-the-shelf hardware can imposed over a world map. with the whole Alpine territory, be used to set up a receiver As I'm writing, I'm in a house including helicopters and C i! live.glidernet.org (.48012;' 'Ono]1 _ 8 'C/ @ :: II\¥h.t H.pperled to ." : ~~Pertecip. L', Mondo ~ Vod.fC'lne· ControlL .). Offri 0 trove on pus,., " D AltrtPrefentl 15m X I i2~m lit' I i"Om X I 11~tn"" I 99-m'( I 1.5111X I 79S111'" I 6m X I 136m+• I ~8~m X 39-:-m ..... Above: What you see in a generic map, while the menu shows the list of all received aircraft. (Youcan arrange those by name, altitude, contest number etc.). 5 airplanes on file. traced, especially if they haven't Network. A list of current taken any care about what can registered ground stations is SOFTWARE AND DATA be broadcast. For example, it available with technical details took me less than a minute to and pictures, at: http: / / wiki. You can easily find the identify the motorglider over the glidernet.org / list-of-receivers Open Glider Network group Engelberg as a Super Dimona, First, you have to get a of developers. Some of them and to find in Google the official Raspberry Pi (B)computer for are also working on a small base airport and the name of about $US3S.It's small and compatible transmitter as a the owner. So, if you care about features an ARM processor, side project, with the aim of privacy, select "no" to the "send Ethernet network port, up to producing an open-source Flarm ID menu" and registration 512 MB of RAM and a few USB "tracking system" for gliders. in your device settings. ports, including a 4GB SD card They explicitly declare that they Imagine if you made up an as mass and system storage. are not willing to provide an excuse with your boss to go The OS is a simple variant of alternative anti-collision device. gliding on a beautiful day, and Linux. For the initial setup, a A lot of opportunities may be he catches you having fun in the home computer will use a classic Terminal emulator, same as you would do for old routers and . ... I ... other vintage devices. All the software you need is ready to be •..•••••••.•••..•• /1-.•••.•.•....•• f···········.".>':"...........-e : ~".~.' .•••••••. ...'>":,"' copied as an image on receivers: the SD card. tier Second, you must select a DVB-t receiver based on the RTL2832Uchipset, which allows the software to set the , infr. correct listening pub/sub I r. Internet .--_fJ<JI>".t!!su:....~_~.....~ , eUb/sub frequencies. If the Raspberry has an ................."/' :::..r: . Internet connection ................... ~' r············ .~'':..:~:~ . through Ethernet or I the optional WiFi, all decrypted data will be sent to one of the APRS servers and they will appear on the map Schematic of the present system page. Third, the antenna. The small opening, though I wouldn't go Alps at 3,000 metres. Alleged standard DVB-t antenna will be as far as to say that the ATC airspace incursions might also good for the first ground tests, services might make use of be detected, but a lawyer would but will have a limited range. Flarm receiving stations, not demonstrate (at a cost!) that a There are two better alternatives: even unofficially, as they lack non-certified data source can't a Ground-plane antenna (a very any chance to enter a fully be proof enough for a guilty common type for amateur radio) certified working environ-ment. sentence. Nevertheless, please with a preamplifier, and the respect airspace rules, as from Collinear antenna design. The BIG BROTHER them comes the future of our latter looks like a long plastic All this spreading of inform• sport. Already too many lobbies tube, inside of which are a series ation comes with an impact. are working to segregate VFR of skilfully cut and soldered Anyone can observe Flarm flights in restricted areas. pieces of coaxial cable of precise traffics (or ADS-b traffics on dimensions. If you have an similar websites) where some LET'S BUILD interest about this antenna, ground stations have been please have a look at the ARRL connected to the Internet. You may want to make your Antenna Book, page 248 (online Flarmnet already offers a own experiments, or follow at: http://bit.do / TgXW ). database of devices, so the pilots the available set of instructions Flarm units, when operated in should be aware that they can be published by the Open Glider Europe, use the 868 MHz band, which is licence-free for small 6 petitions, while permitting also easy access to data for Search and Rescue operations. It's easy to understand that, in order to allow all this, the transmitted data will be encrypted with a new code. The small Atmel processor installed in Flarm devices can't support the very high calculation properties necessary for a very strong encryption, but nevertheless some experts have identified some tricks which, if adopted by Flarm, might make an independent decryption very time consuming, in the region of many weeks or months of New open tracking device as tested in Poland hard work. This is to say that all this nice power devices like remote of March 2015as the older Glidemet traffic service may controls and intruder alarms. v5 will stop working. This shortly fall into the control of TV accessories work at has happened in the past, as the Flarm factory. very similar frequencies, so programmed and clearly stated there's plenty to choose from Whether the firm will be in terms of amplifiers and by the factory "in the interest able to immediately provide receivers.
Load more

Recommended publications
  • FLARM: Collision Threat Identification Influenced by Pilot’S Mental Model of the Cockpit Display
    FLARM: Collision Threat Identification Influenced by Pilot’s Mental Model of the Cockpit Display Christoph G. Santel Uwe Klingauf [email protected] [email protected] Institute of Flight Systems and Automatic Control Technische Universitat¨ Darmstadt Darmstadt, Germany Abstract During the last decade, low-cost collision alerting systems have become available to assist glider pilots in their task of seeing and avoiding other traffic. These systems present pilots with traffic information on different displays. Previous work by the authors shows that many glider pilots make systematic errors in interpreting traffic information shown on one such display, the popular FLARM display. This is the case whenever the pitch angle, bank angle or drift angle deviate from zero. In this paper data from the aforementioned research are analyzed using analytical modeling of the pilots’ mental models in order to explain these systematic errors. Results show that the majority of glider pilots rely on a glider-fixed reference system when interpreting the traffic indications on the FLARM display. This is attributed to the available in-cockpit clues on the display. Since the data displayed on the FLARM display are actually derived from a FLARM-specific coordinate system — and is not glider-fixed — it is only natural that many pilots make systematic errors in predicting the position of traffic shown on the display. At the end of the paper possible courses of action to reduce these interpretation errors are discussed. Introduction Gliding is an air sports activity that is mostly carried out un- ρ der visual flight rules. Consequently, in most airspace classes glider pilots are responsible for visually detecting and avoiding other traffic [1, section 2.6].
    [Show full text]
  • Skyecho 2 User and Installation Guide REV H-AIC
    SkyEcho 2 Installation and Pilot’s Guide UAV-1002156-001 ECCN 7A994 Page 1 | 33 © 2019 uAvionix Corporation. All rights reserved. uAvionix Corporation 300 Pine Needle Lane Bigfork, MT 59911 http://www.uavionix.com [email protected] Except as expressly provided herein, no part of this guide may be reproduced, transmitted, disseminated, downloaded or stored in any storage medium, for any purpose without the express written permission of uAvionix. uAvionix grants permissions to download a single copy of this guide onto an electronic storage medium to be viewed for personal use, provided that the complete text of this copyright notice is retained. Unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited. uAvionix® is a registered trademark of uAvionix Corporation, and may not be used without express permission of uAvionix. UAV-1002156-001 ECCN 7A994 Page 2 | 33 1 Revision History Revision Date Comments A 8/8/18 Pre-transmit release of SE2. ADS-B only B 8/28/18 Mode C/S Bearingless Targets, DoCC Approval C 9/11/18 User feedback corrections D 12/24/18 FLARM Functionality E 02/09/19 Regional Setting F 05/21/19 Removal of Mode C/S Bearingless Targets G 10/26/19 Firmware Update Procedures / Removal of FlarmBridge H 12/12/19 Review for AIC publication UAV-1002156-001 ECCN 7A994 Page 3 | 33 2 Warnings / Disclaimers All device operational procedures must be learned on the ground. Received traffic information is to be used as an aid to situational awareness and is merely supplemental and advisory in nature.
    [Show full text]
  • FLARM Aircraft Flight Manual Supplement
    Date: 2020-10-28 Version: 1.0 AIRCRAFT FLIGHT Page: 1 of 19 FLARM Technology Ltd MANUAL SUPPLEMENT Document Number: Hinterbergstrasse 15 FTD-085-AFMS CH-6330 Cham FLARM COLLISION AVOIDANCE SYSTEM Registration: SE-ICL Date: 2021-03-26 Manufacturer Type Serial No. Aircraft PIPER AIRCRAFT, INC. PA-28 28-7990371 PowerFLARM FLARM Display This document must be carried in the aircraft at all times. It describes the operating procedures with FLARM installed. This supplement must be attached to the approved Aircraft Flight Manual. The information contained in this document supplements or supersedes the basic manual only in those areas listed. For limitations, procedures, performance, and loading information not contained in this supplement, consult the original Aircraft Flight Manual. This supplement is only approved for the individual aircraft listed above. The supplement can be validated by scanning the QR Code below. https://flarm.com/validate/3be9461b This Flight Manual Supplement is EASA approved. Approval Number: 10074703 Date of issue: 30 October 2020 Copyright © 2020 FLARM Technology Ltd. Date: 2020-10-28 Version: 1.0 AIRCRAFT FLIGHT Page: 2 of 19 FLARM Technology Ltd MANUAL SUPPLEMENT Document Number: Hinterbergstrasse 15 FTD-085-AFMS CH-6330 Cham Log of Revisions Ver. Date Summary of changes 1 2020-10-28 Initial version Copyright Notice Copyright © 2020 FLARM Technology Ltd. All rights reserved. Content may not be reproduced, downloaded, disseminated, published, or transferred in any form or by any means, except with the prior written permission of FLARM Technology Ltd. Copyright infringement is a violation of federal law subject to criminal and civil penalties.
    [Show full text]
  • Instructions for Continued Airworthiness
    Date: 2020-09-15 INSTRUCTIONS FOR Version: 1.0 CONTINUED Page: 1 of 24 FLARM Technology Ltd Document Number: Hinterbergstrasse 15 AIRWORTHINESS FTD-073 CH-6330 Cham Document status Published status Confidentiality status ☐ Draft ☐ Internal ☒ Released ☐ NDA ☐ Canceled ☒ Public Version control Ver. Date Summary of changes 1.0 2020-09-15 Initial version Scope and summary This Instructions for Continued Airworthiness (ICA) is intended to be used by entities responsible for the continuing airworthiness of aircraft with a FLARM system installed. It is also intended to be used by owners of portable FLARM devices. This document is general in scope and is applicable to all FLARM installations and devices listed herein. FLARM, as all radio equipment, requires considerate care and maintenance for continued high performance. Failure to comply with this ICA may lead to the FLARM system deteriorating in performance or becoming inoperable. Date: 2020-09-15 INSTRUCTIONS FOR Version: 1.0 CONTINUED Page: 2 of 24 FLARM Technology Ltd Document Number: Hinterbergstrasse 15 AIRWORTHINESS FTD-073 CH-6330 Cham Table of contents 1 Introduction ...................................................................................... 3 1.1 Purpose ................................................................................. 3 1.2 Scope .................................................................................... 3 1.3 Checklists ............................................................................... 3 1.4 Definitions .............................................................................
    [Show full text]
  • FLARM® As an Additional Tool When Searching a Missing Aircraft
    German text starts on page 5! FLARM® as an additional tool when searching a missing aircraft FLARM determines the aircraft’s position based on GPS and continually broadcasts its position and a device-specific identification-number (ID) to other nearby aircraft equipped with FLARM. This works within a distance of few kilometers. Based on real-time analysis of these data the nearby traffic can be displayed and approaching aircraft can be warned. This is the main functionality of FLARM. FLARM, furthermore, records the flight-log and makes it available in the so-called IGC-file. This file is analyzed in competitions by the organizer. It can also be up-loaded by the pilot at server-services such as Netcoupe, SIS-AT, SkyLines, XContest or OLC. FLARM- and PowerFLARM-devices (incl. Ediatec ECW-100, OzFlarm, MiniOz, LX-MiniBox, LX-RedBox, LX8***/LX9***, FlarmMouse, FAT201 (requires firmware v3 or higher, and the Flight Recorder setup must have “log other aircraft data” activated), Floice; not yet LX- Colibri, LX7***, Flytec, Bräuniger, Somax, Garrecht, AirAvionics, ISU, Oudie, PDA- applications) not only record one’s-own flight track in the IGC-file but also the clocked 3D- vectors and the IDs of received FLARM-data broadcasts of other aircraft. This means that aircraft that have been flying nearby for shorter or longer spans leave their traces in the FLARM’s IGC-file. These data are available for 3rd-party manufactures in the serial port as a PFLAL-command (for details see Data Port Specifications). The reason for this recording is that thereby the pilots get the opportunity to check the quality of their FLARM-installations – in particular of the transmitter/receiver and of the antennae – therefore, they up-load an IGC-file under flarm.com/support/tools- software/flarm-range-analyzer/ .
    [Show full text]
  • Scottish Gliding Union Flarm Trial
    Flarm Trial – Portmoak 2007 Scottish Gliding Union Flarm Trial (With emphasis on use during training and local ridge soaring) February to October 2007 @[email protected] Page 1 of 23 Flarm Trial – Portmoak 2007 CONTENTS Page Introduction 3 Trial Design 4 Results 6 Phase 1 6 Phase 2 6 Phase 3 7 Discussion 8 Conclusion and Recommendations 9 Appendices List 9 Acknowledgements 9 Appendix 1 10 Technical Issues 10 Human Factor Issues 13 Training Issues 16 Appendix 2 Questionnaire and Results Summary 17 Appendix 3 Flight Reference Card 19 Appendix 4 Example of Briefing Notes 21 @[email protected] Page 2 of 23 Flarm Trial – Portmoak 2007 Introduction Flarm is a GPS based aid to the See and Avoid method of collision avoidance. It was originally developed by pilots whose main soaring domain was the Swiss Alps and was introduced in 2004. Since then there has been a rapid and voluntary uptake of Flarm and at the time of writing over 9000 units are in use in Europe, Australia & South Africa. English language trials of pilot opinion, based on questionnaire evidence after thermal flying, have been published in South Africa and Australia. The basic operating method is that each unit computes a projection of its future path over the next 30 seconds and broadcasts that projection – other units receive all the other predicted paths within range and look for intersections with their own predicted paths. If there is such a predicted intersection then the Flarm unit displays both a visible and audible alert to the pilots of both aircraft. There are a number of different technical solutions for the display of this information but by far the most widely used at the present time is a small LED rose display either integral to, or mounted remote from, a small combined GPS/low power transceiver unit.
    [Show full text]
  • FTD-014 FLARM Configuration Specification
    Date: 2021-05-10 FLARM Version: 1.11 CONFIGURATION Page: 1 of 50 FLARM Technology Ltd Document Number: Hinterbergstrasse 15 SPECIFICATION FTD-014 CH-6330 Cham Document status Published status Confidentiality status ☐ Draft ☐ Internal ☒ Published ☐ NDA ☐ Canceled ☒ Public Version control Ver. Date Summary of changes 1.00 2015-07-23 Initial version 1.01 2015-07-27 Minor editorial changes 1.02 2015-08-04 Added missing AUDIOOUT 1.03 2015-12-16 Changed Classic FLARM default range Added ADSBWARNINGS item Corrected track information in stealth mode Added Note to ADSBRANGE item 1.04 2017-03-08 Corrected PCASBEEP description Added TASK item Separated information items from configuration items Added BRIGHTNESS and BATTERYTYPE items 1.05 2017-08-24 Removed restriction for the maximum number of characters in $PFLAC,R,LIC THRE, ID, CAP, LIC, DEVTYPE, and ADSBRANGE description and values changed HWVER and LIC deprecated Added new information item SWEXP Editorial changes 1.06 2018-07-11 Added FFS (force flight state) functionality Changed THRE values and defaults Added protocol version 8 1.07 2019-07-08 Added protocol version 9 Added DEVICEID 1.08 2019-07-31 Editorial changes 1.09 2020-03-02 Updated XPDR and MODESALT description Added ADSR license to LIC Added additional baud rates 1.10 2020-10-23 Fix maximum length of IGC fields Added REBROADCASTSERVICES Editorial changes 1.11 2021-05-10 Baud rate must be manually set for Garmin TIS protocol Added command termination for $PFLAC,A,TASK Date: 2021-05-10 FLARM Version: 1.11 CONFIGURATION Page: 2 of 50 FLARM Technology Ltd Document Number: Hinterbergstrasse 15 SPECIFICATION FTD-014 CH-6330 Cham Scope and summary The scope of this document is to provide a complete reference to the various configuration settings that can be applied to FLARM devices.
    [Show full text]
  • Factors Influencing the Usability of Collision Alerting Systems in Gliding
    Factors influencing the usability of collision alerting systems in gliding Einflussfaktoren auf die Gebrauchstauglichkeit von Kollisionswarnsystemen im Segelflug Dipl.-Ing. Christoph Georg Santel Dissertation D17 Darmstadt 2016 Fachbereich Maschinenbau Institut für Flugsysteme und Regelungs- technik Factors influencing the usability of collision alerting systems in gliding Einflussfaktoren auf die Gebrauchstauglichkeit von Kollisionswarnsystemen im Segelflug Vom Fachbereich Maschinenbau an der Technischen Universität Darmstadt zur Erlangung des Grades eines Doktor-Ingenieurs (Dr.-Ing.) genehmigte Dissertation vorgelegt von Dipl.-Ing. Christoph Georg Santel aus Köln Berichterstatter: Prof. Dr.-Ing. Uwe Klingauf Mitberichterstatter: Prof. Dr. phil. Joachim Vogt Tag der Einreichung: 26. November 2015 Tag der mündlichen Prüfung: 02. Februar 2016 Darmstadt 2016 D 17 Bitte zitieren Sie dieses Dokument als: URN: urn:nbn:de:tuda-tuprints-51707 URL: http://tuprints.ulb.tu-darmstadt.de/5170 Dieses Dokument wird bereitgestellt von tuprints, E-Publishing-Service der TU Darmstadt http://tuprints.ulb.tu-darmstadt.de [email protected] Die Veröffentlichung steht unter folgender Creative Commons Lizenz: Namensnennung – Nicht kommerziell – Keine Bearbeitung 3.0 Deutschland http://creativecommons.org/licenses/by-nc-nd/3.0/de/ Abstract The dissertation at hand identifies and analyzes how well glider pilots use low-cost collision alerting systems. While being generally recognized as a commendable tool for helping glider pilots see and avoid other traffic, these systems have been cited as possible contributing factors in several accidents. In literature, no in-depth research on how glider pilots may interpret or misinterpret their indications was found. At the beginning of this dissertation, a market study of human-machine inter- faces for low-cost collision alerting systems is presented.
    [Show full text]
  • Price List CH.2020.003 CH-6330 Cham Valid from 2020-10-25 Until Replaced
    FLARM Technology Ltd Hinterbergstrasse 15 Price list CH.2020.003 CH-6330 Cham Valid from 2020-10-25 until replaced www.flarm.com PowerFLARM devices PowerFLARM PowerFLARM PowerFLARM Core Portable Fusion Part number, E-version7 FLAPFC11E FLAPFP24E FLAFUS10W Part number, A-version8 FLAPFC11A FLAPFP24A Integrated display ● Built-in GPS Antenna ● Second FLARM Receiving Antenna1 ○ ○6 ● Option to run on batteries (6 AA; not included) ● SSR 1090 MHz Receiver (Mode-S) ● ● ● ADS-B 1090 MHz Receiver ● ● ● USB port for data readout and updates ● ● microSD Card slot for data readout and updates ● Data port #1, 8P8C/”RJ45” ● ● ● Data port #2, D-sub DE-9 ● ● 5V 500mA output for ext. devices (on USB port) ● ● External Audio Output ● ● IGC Flight Recorder Approval2 ● ○ ● Engine Noise Level (ENL) Recording3 ○ ○ ● Obstacle Database/License with Warnings4 ○ ○ ○ EASA Minor Change Approval (MCA)5 ○ ○ ○ Bluetooth/Wi-Fi connection to EFBs ● FLARM Hub mobile-friendly embedded web app ● Browser-based configuration and maintenance ● GDL 90 traffic data ● Manufacturer's suggested retail price (MSRP) EOL 1,990.00 1,660.00 ● Included; ○ Optional; 1Additional Antenna and License; 2Up to and including Diamonds; 3Requires IGC Flight Recorder Approval option; 4Available for selected regions; 5Available for selected aircraft types; 6License included; 7The E-version works in Europe, Africa, and New Zealand; 8The A-version works in North and South America, Australia, and Israel Licenses & MCA License Part number Price4 Activate Second FLARM Receiving Antenna1 LICRFB 149.00
    [Show full text]
  • IGC Vote Results 2007
    Decisions Taken at IGC Plenary February 29th - March 1st , 2008 The proposals can be found on the the IGC web: www.fai.org/gliding/igc_plenary08 A full report of the meeting will be published later. Agenda Topic Summary Outcome Item 6.4.5 30th FAI WGC 2008, Germany Bureau Decisions on entries - World Champions are additional to the class limit of 50 - Annex A procedure will be used to reduce class to 50 (plus World Champions) - Annex A procedure may be used to reduce overall entries to Organiser’s limit 6.4.6 30th FAI WGC 2008, Italy Bureau Decisions on Club Class - Two-seaters may compete in the Annex A 3.4.3 e Open Class - Future Handicap List management a. Addition and Deletion of aircraft will be a Plenum decision b. Amendments to the Handicap factors will be a Bureau decision 6.4.11 Sanction fees for the 1st South American Waiving of outstanding 1200EUR of Adopted Continental Championships sanction fees for first Continental Championships 9.1.1 Election of IGC Bureau members Bureau members to be elected for 2- Adopted year terms starting 2009 9.1.2 Long-term agreement with Air sports Amended to read “agreement with Adopted Limited” an appropriate party” covering internet publishing rights for Sailplane Grand Prix events 9.2 Creation of Country Development Working To foster and organize improved Adopted Group support to new counties developing the gliding sport 9.3 Adoption of common open standards for The aim is to allow for the Adopted. To be recommended to FAI critical electronic systems for gliding development of traffic awareness Navigation and Airspace Commission equipment for light aviation (NAVAC) 9.4.1 SC3 General Section, draft 2008 Edition Major update and simplification of Lost.
    [Show full text]
  • AGENDA Plenary Meeting FAI Gliding Commission (IGC)
    AGENDA Plenary Meeting FAI Gliding Commission (IGC) To be held in Istanbul Friday 8th and Saturday 9th March 2019 at Eresin Hotels Topkapı Version: 7 March 2019 FAI – FEDERATION AERONAUTIQUE INTERNATIONALE – THE WORLD AIR SPORTS FEDERATION Day 1, Friday 8 March 2019 Session 1: Opening and Reports (Friday 09.00 – 10.45) 1. Opening and Welcome (Eric Mozer) 1.1 Absent friends 1.2 Roll Call 1.3 Administrative matters (Vladimir Foltin) 1.4 Declaration of Conflicts of Interest 2. Minutes of previous meeting, Freudenstadt 2nd and 3rd March 2018 (Eric Mozer/Vladimir Foltin) 3. IGC President’s report (Eric Mozer) 3.1 Bureau Decisions taken since the last Plenary that need the IGC Plenary approval 3.2 Discharge of Bureau responsibility for decisions since last Plenary 4. Item moved to morning Day 2 (9:00 – 10:45) 5. Finance (Dick Bradley) 5.1 Treasurers Report and 2018 Financial Statement 5.2 2019 Budget 6. Reports not requiring voting Please note that written reports under Agenda items 6.1, 6.2, 6.3, 6.4 and 6.5 are made available on the IGC web-site, and will not necessarily be presented. The Committees and Specialists will be available for questions. 6.1 OSTIV report (Dr Rolf Radespiel) 6.2 Standing Committees 6.2.1 Sporting Code Section 3D Report (Ross Macintyre) 6.2.2 Sporting Code Section 3D, Annex A (Rick Sheppe) Sporting Code Section 3D, Annex A Handicaps (Christof Geissler) 6.2.3 Sporting Code Section 3D, Annex D (Reno Filla) 6.2.4 Air Traffic, Navigation, Display Systems (ANDS) Report (Rick Sheppe) 6.2.5 GNSS Flight Recorder Approval
    [Show full text]
  • Operating Manual Flarm Collision Warning Unit
    ® OPERATING MANUAL FLARM COLLISION WARNING UNIT Status Software Version 5.00 (March 01, 2011) This is a translation of the German manual. © 2003-2011 FLARM Technology GmbH Baar-Switzerland www.flarm.com [email protected] OPERATING MANUAL FLARM COLLISION WARNING UNIT 1. Welcome to the FLARM user community Thank you for purchasing FLARM, a modern low-cost collision-warning unit for sailplanes and light aircraft. The main task for FLARM is to support the pilot, while he scans the airspace ahead with his own eyes. FLARM is simple to use and does not distract the pilot from the main business in hand. Sport flying is an activity that is associated with considerable risks for crew, passengers, third parties and other objects. In order to make full and safe use of FLARM, it is absolutely essential to be fully aware of the risks, operating conditions, restrictions and limitations associated with the use of FLARM, ensure a proper installation and do regular software updates. This includes familiarity with and observance of this Operating Manual and the Installation Manual. Additional configuration information can be found in the ‘Data Port Specifications' document, e.g. how to suppress additional data at the serial port what might be required in international championships. We welcome user feedback and reports, suggestions for improvements, and pictures that will help us make further improvements to FLARM. Feedback reports should give a detailed description of the situation, quoting the Hardware and Software versions used, plus the flight data records in IGC format with short time recording intervals. The latest version of this handbook and other related documents can be found at the Website www.flarm.com.
    [Show full text]