The ADS-B Out situation with gliders in the USA is complex. Many high-performance modern gliders used for racing and cross country flying are equipped with Mode-S transponders with 1090ES Out (either 14 CFR 91.227 ADS-B Out compliant or TABS/TSO-C199 ADS-B Out compliant) as well as the glider specific FLARM traffic awareness system that broadcasts and receives proprietary low-power position data. FLARM systems, at least as used in the USA also typically receive 1090ES In so they drive the integrated traffic display and warning systems in these modern glider cockpits. For historical and technical reasons gliders use a FLARM modified NMEA serial data protocols for traffic data in the cockpit instead of what is found in GA aircraft ADS-B traffic display systems.
Gliders potentially face very different risk scenarios and their owners will hopefully equip for what is the most significant risks to them and others. e.g. gliders often fly close to each other, especially when thermalling together, if flying with other gliders in remote areas then the FLARM system optimized to handle glider on glider threats is optimal (where GA focused ADS-B produces far to many false alerts), if flying near lots of GA aircraft ADS-B Out (and In via FLARM) is likely optimal, if flying near airliners, fast jets and tactical military aircraft then transponders alone even without 1090ES Out may be most critical item for their SSR, TCAS and IFF compatibility. Ideally owners do equip with all three... Mode-S, 1090ES Out, and FLARM.
The challenge may be more where there are low-cost/low-value gliders, maybe trainers and glider club owned gliders especially those located in busy traffic areas. You would hope those owners long ago got the message they should be equipping with some forms of supplementary traffic broadcast/awareness systems.
UAT adoption in gliders is nearly non-existent as FLARM systems only receive directly on 1090ES In and you don't want to rely on ADS-R coverage in remote or mountainous areas.
TABS/TSO-C199 is an easier route to an approved installation of ADS-B Out systems in type-certified gliders. TSO-C199 was developed by industry and the FAA following the 2006 mid-air collision between a glider and Hawker business jet near Minden NV. Experimental category gliders will typically have 14 CFR 91.227 compliant installations done under the same "meets performance requirements" clauses as many experimental power aircraft.
Military aircraft operators in the USA are pretty cautions about non-ADS-B Out or non-transponder operations. Air Force bases etc. will have active MACA (Mid-Air Collision Avoidance) programs, with aircraft and controllers working to reduce conflict potential with civilian traffic. Many bases will have MACA information on their web sites and staff to contact, and they are typically very responsive. Ironically the ones I have worked with were trying to encourage more civilian GA aircraft to adopt transponders, and to utilize the flight following services of their ATC/RAPCON.
TCAS uses active transponder interrogation from the TCAS unit interrogating a threat target's Mode-C or Mode-S transponder. TCAS only uses ADS-B In in an indirect way, in large part to acquire traffic in the area that is not yet a threat, and reduce it's RF congestion caused by excessive interrogation, especially of legacy Mode-C targets. A TCAS II system will fly you right into say a UAT out equipped aircraft without issuing an RA (resolution advisory) if that threat aircraft has no transponder or an inop transponder.
TCAS II only issuing an RA based on active interrogation of a threat aircraft's transponder is a kind of safety feature given the potential spoofing of ADS-B Out data.
Redis’ Trollope reiterated ... [cloud vendors are] free to enter a commercial agreement with Redis.
Senator, you can have my answer now, if you like...
I had sympathy for Redis vs. cloud vendors but the abuse here of folks who have contributed to an open source project, or committed to using something in some part because it was open source, is annoying enough that I now hope Valkey buries them.
Projects like Redis that are only popular because they've always been free and open source need to take a hint from the Linux Foundation and understand that maximizing profit is not compatible with what makes Redis successful. I have zero sympathy for Redis and gladly embrace a more free and open fork.
> Projects like Redis that are only popular because they've always been free and open source need to take a hint from the Linux Foundation and understand that maximizing profit is not compatible with what makes Redis successful.
Had the same t-shirt with the barcode readable source code on it. I think prompted by seeing Greg Rose wear one, may have gotten it from him/mutual friends. As an foreign citizen I was never brave enough to wear it through a USA entry airport.
I need a brain colonic after reading though just some of the mess of overhyped claims in RavenDB marketing and documentation. I appreciate Aphyr doing all this wonderful work and how some of the Raven claims triggered that work. I'd have hoped that anybody building a critical system would have read the mess of Raven documentation/claims/hype and run the other way.
The more Google tries to over-hype stuff the more that keeps giving me a greater impression they are well behind OpenAI. Time to STFU and focus on working on stuff.
As employee 10 (or 11, we were not great at counting), I hope folks still there get the fuck out, and go do something productive. Broadcom is a sad sad way for a company to die.
Gliders potentially face very different risk scenarios and their owners will hopefully equip for what is the most significant risks to them and others. e.g. gliders often fly close to each other, especially when thermalling together, if flying with other gliders in remote areas then the FLARM system optimized to handle glider on glider threats is optimal (where GA focused ADS-B produces far to many false alerts), if flying near lots of GA aircraft ADS-B Out (and In via FLARM) is likely optimal, if flying near airliners, fast jets and tactical military aircraft then transponders alone even without 1090ES Out may be most critical item for their SSR, TCAS and IFF compatibility. Ideally owners do equip with all three... Mode-S, 1090ES Out, and FLARM.
The challenge may be more where there are low-cost/low-value gliders, maybe trainers and glider club owned gliders especially those located in busy traffic areas. You would hope those owners long ago got the message they should be equipping with some forms of supplementary traffic broadcast/awareness systems.
UAT adoption in gliders is nearly non-existent as FLARM systems only receive directly on 1090ES In and you don't want to rely on ADS-R coverage in remote or mountainous areas.
TABS/TSO-C199 is an easier route to an approved installation of ADS-B Out systems in type-certified gliders. TSO-C199 was developed by industry and the FAA following the 2006 mid-air collision between a glider and Hawker business jet near Minden NV. Experimental category gliders will typically have 14 CFR 91.227 compliant installations done under the same "meets performance requirements" clauses as many experimental power aircraft.