A new firmware update has been released for all FLARM devices. The new firmware improves the Alert Zone (AZN) alarm behavior, adds a new test for audio out (for installers), and increases the maximum allowed supply voltage to 32 V in PowerFLARM Core, to support additional aircraft types.
Make sure that your FLARM device is updated at least every 365 days as part of the aircraft continuing airworthiness. Failure to do so might render the device inoperable (until it’s updated).
The new firmware, together with the release notes, can be downloaded here.
The aviation magazine AeroRevue has published an overview on the many cockpit display instruments available (PFD, MFD, EFIS), including the comment: “The widely used FLARM has become a must-have in cockpit displays (EFIS). Several EFIS manufacturers now offer an RS-232-interface to overlay FLARM-data on displays. FLARM can also be used as a passive kind of TCAS (known as PCAS) indicating traffic equipped with transponders only, as well as ADS-B.” The article can be read here (in German).
Following a mid-air collision between two Canadian light aircraft that were not FLARM equipped, Transport Canada recommends PowerFLARM in its latest Aviation Safety Letter.
Both Transport Canada (TC) and the Transportation Safety Board of Canada (TSB) point out that “if the see-and-avoid principle is relied upon as the sole means of collision avoidance when operating in visual flight rules [VFR] conditions, then there is a continued risk of collision”. They recommend all aircraft to install a collision avoidance system and their article examines the functions and benefits of PowerFLARM.
Recently, a person claiming to be a “Herbert Khum” or “Herbert Khun” has been sending unsolicited email messages to several recipients. The email messages have been sent from different email addresses, assumed to be fake. The messages have also been posted in forums. Mr. Khum claims to be an employee of ABB Germany. Some messages have also listed a phone number pointing to ABB Switzerland, contradicting above statement. The phone extension listed does however not exist and ABB does not have any person working for them with that name.
The message contains unsubstantiated, dubious, and false claims about the FLARM system. Mr. Khum has unfortunately not contacted us directly in any form to discuss the alleged issues to work towards a quick resolution. Each firmware version of FLARM is thoroughly tested to ensure the effectiveness and reliability of the system. This is the case with the current firmware version, just as with previous versions.
FLARM Technology has also published a white paper which explains the compatibility considerations for a safe and effective system. The white paper can be found here.
We remain committed to improving safety in aviation and are thus very much interested in learning about defects in any of our products. We therefore invite Mr. Khum to provide a means to reproduce his findings unambiguously.
Together with RAMI, one of the largest aviation antenna manufacturers, we have developed a new professional FLARM antenna for external mounting. The new antenna replaces all different “FLARM antennas” of different quality that have circulated. The antenna (called AV-75) is similar to RAMI’s successful AV-74 SSR/DME antenna, but designed for the FLARM frequency (both EU and US frequencies).
The antenna exists in two versions for top and bottom mounting. It is especially recommended for metal aircraft, where the fuselage would otherwise interfere with the FLARM signal and reduce range.
To purchase the new antennas, please contact your local FLARM dealer.
The European Aviation Safety Agency, EASA, has formally approved PowerFLARM to be installed in gliders and powered airplanes. The installation of FLARM is considered a minor change to the type certificate of the aircraft. The approval is formally called EASA Minor Change Approval, or MCA for short. FLARM Technology was granted the approval after considerable investment in developing a new Aircraft Flight Manual Supplement (AFMS), amended airworthiness procedures, and other required documents.
Normally, an MCA is applied for by each installer. In addition to developing the documents listed above, it requires assessing the equipment and its installation against the applicable certification specifications (CS-22 for gliders and CS-23 for powered airplanes). Because this entails considerable effort, we created this MCA to cover most airplanes (gliders and powered airplanes) below 2.000 kg.
Installation of FLARM can also be carried out as a standard change; however, in that case limited to day VFR. It requires essentially the same documents as the MCA, but can be approved by the installer without involving EASA. It thus decreases the administrative burden for installers who wish to pursue their own MCA. The documents included in our MCA are adequate also for a standard change installation.
The MCA furthermore includes approval for installation of external antennas (including the new external FLARM antenna) as well as compatible FLARM displays.
To read more or to purchase the MCA, please visit the MCA product page.
Clued Up, the biannual safety magazine from the UK CAA, has published an article about the importance of technical assistance to see-and-avoid in General Aviation. The article focuses mainly on state funded ADS-B projects, but also mentions the success of FLARM.
The whole issue can be read here.
In the latest issue of Gliding International, the glider exemption for ADS-B Out in the United States is discussed. The FAA has issued an Advance Notice of Proposed Rule Making (ANPRM) regarding the possible revocation of the glider exemption. The Soaring Society of America (SSA) strongly opposes the ANPRM and instead recommends increased support for FLARM, which is much less expensive and more effective for collision avoidance than ADS-B.
The article can be read here.
The full SSA response can be read here.
An updated white paper explaining the system design and compatibility for FLARM-compatible devices has been published and is available here.