The whole idea with ADS-B out is to be able to receive it on uncertified receivers. No Cessna risks colliding with a certified TCAS system on a B737 in controlled airspace.
Also, I think certified TCAS receivers don’t care about ADS-B at all, they work with regular Mode-C just as well since they’re interrogetors.
Peter wrote:
otherwise it will show up only on uncertified receivers, which for the most part don’t feed into any warning system
PowerFLARM is a warning system, is it not?
The whole idea with ADS-B out is to be able to receive it on uncertified receivers.
It needs to integrate into the aircraft…
certified TCAS receivers don’t care about ADS-B at all, they work with regular Mode-C just as well since they’re interrogetors.
The usual argument for ADS-B in GA is to make “TCAS” cheaper than the 10k+ boxes. Otherwise, the answer is obvious: mandate Mode C+.
Actually TCAS2 uses Mode S because the transponders negotiate mutually before doing an RA (resolution advisory). An airliner will still get a warning from a purely Mode C emitter, but no RA AFAIK.
PowerFLARM is a warning system, is it not?
Does it integrate into panel mounted avionics?
Also, for general EC purposes, to supplement or replace ATC radar, ATC will never make use of uncertified ADS-B OUT emissions. That’s why the US mandate is certified ADS-B OUT.
What’s happening in Europe is largely a dead end, with a load of “no long term business model” product promotions going on, and a load of pilots flying with some gadget thinking they can see all traffic. But we have had that discussion over many previous threads 
An airliner will still get a warning from a purely Mode C emitter, but no RA AFAIK.
TCAS will give an RA based on mode C only, but TA based on mode A alone.
Airliners must really love Mode A
That’s where we ease the pain 
Peter wrote:
However, to get a fairly universal “TCAS” benefit from ADS-B the emitter has to be certified, otherwise it will show up only on uncertified receivers, which for the most part don’t feed into any warning system (you have to keep staring at the Ipad while flying). Mandating certified ADS-B OUT is what the US has done (in mandatory-transponder areas, basically, AIUI) and that is the smart way to do this if you want universally working conspicuity
Experimental category aircraft in the US do get some wiggle room, allowing compliant versus certified installations, and this does not appear to make any difference to their visibility on traffic displays. The allowance for uncertified equipment and uncertified installation made the lives of friends with e.g. RVs much simpler and less expensive than my situation with a certified aircraft – half a days work by the owner was typical, installing hardware costing a fraction as much. The owner checks compliance with a post installation test flight plus the FAA performance report website, as for a certified installation. The details of FAA policy in the link are quoted as follows.
”For experimental category aircraft there is no FAA approval required for the ADS-B Out system installation. Owners of these aircraft may elect to install equipment authorized under a TSO, in accordance with the installation instructions provided by the manufacturer. Alternatively, owners of these aircraft may elect to purchase uncertified equipment. For uncertified equipment, the owner should obtain a statement of compliance from the supplier, along with installation instructions, that identifies that the ADS-B equipment complies with section 3 requirements of the applicable TSO and that, when installed in accordance with the installation instructions, complies with the aircraft requirements of 14 CFR 91.227. The FAA expects manufacturers to perform appropriate engineering efforts to ensure the equipment complies with all requirements of Section 3 of the TSO before issuing their statement of compliance, and expects installers to consider the guidance in the current version of AC 20-165B when performing the installation.
Owners of experimental aircraft should retain the statement of compliance from the equipment supplier in the aircraft records to assist in resolving in-service issues, should they arise. The FAA monitors compliance to the ADS-B Out requirements, and if the equipment, or an installation, is determined to be noncompliant the operator may not be able to enter the airspace designated in 14 CFR 91.225 until the equipment or installation is brought into compliance”
Light Sport aircraft similarly do not need certified ADS-B Out but as with parts or other modifications the ADS-B configuration for LSAs must be defined by the LSA airframe manufacturer, unless the aircraft owner moves the aircraft into Experimental (ELSA) category. This is increasingly the path chosen by US LSA owners wanting options, as time goes on, airframe manufacturers disappear etc.
Obviously the key element in all of the above is the FAA website and ground stations which allow compliance to be verified. Given that, why ANY US aircraft should be required to have certified ADS-B is not clear to me.
Peter wrote:
Does [PowerFLARM] integrate into panel mounted avionics?
Technically, yes. Legally, if the FLARM equipment manufacturer has stated compatibility with a particular piece of panel mounted avionics. (See CS-STAN.)
hello Peter
what do you mean by certified? I have a tail mount adsb on my t-6 which is usable to 18,000 feet and it only costs 1700 us. It has a standard certificate.
And IIRC it (Sky Beacon) costs approximately half as much for the uncertified (non-TSO) version.
