Affordable Traffic Collision Avoidance and Assisted Visual Separation System

[swedeflyer]

Affordable Traffic Collision Avoidance and Assisted Visual Separation System. This is a system running on android phones or tablets and with a Stratux receiver (ADSB-in) you're all set.

So a year has past since we released:
TrafficAssist NextGen.
It follows the TCAS II User Interface for collision avoidance and traffic awareness, in addition it has a new feature that the FAA calls “CDTI-Assisted Visual Separation”. These features are all driven by ADSB-in data that is readily available for all categories of Aircraft.
The link to the Advisory Circular explaining this further is listed below. Appendix B, is what is pertinent.
https://www.faa.gov/documentLibrary/...114B_CHG_1.pdf
Here's a short video of our app being used, showing how it improves situational awareness, and also the ability to not only keep both aircraft safe, but allows for independent approach spacing. That link is provided below:
https://www.dropbox.com/scl/fi/9zh6e...=a4mu562k&dl=0

[Eric Page]

As a pilot who flies a TCAS II equipped aircraft for a living, and having seen how valuable it can be first hand, this intrigues me quite a bit. I really like the display of relative speed so you can see your rate of overtake. Having that alone could prevent a good number of go-arounds.

After reading (only) Appendix B of AC90-114B and watching your video, I have a few questions:

1. The AC makes it clear that using CAVS isn't permissible just because you have a CDTI (or a portable facsimile of one) on board. It requires that you apply to the FAA and receive authorization. Appendix B talks about submitting your application to your principal inspector (an FAA person who oversees air operator certificate holders). It sounds like it's intended as a traffic-expediting tool for commercial aircraft other than Part 121 airlines. Is there any guidance available for private GA aircraft to take advantage of this under Part 91 (other than Subpart K)?

2. The AC requires a TSO-C195b approved ABS-B In system. To the best of my knowledge, no portable device (i.e. neither the DIY Stratux nor any Android phone or tablet) is TSO'ed. How are you using those items to implement CAVS?

3. The AC also states that your application must include airplane flight manual compliance documentation, operations manual and checklist revisions including system description and both normal and non-normal procedures, maintenance guidance, revised minimum equipment list, and training programs for pilots and mechanics. How do GA operators get around this snowstorm of paperwork?

[swedeflyer]

As a pilot who flies a TCAS II equipped aircraft for a living, and having seen how valuable it can be first hand, this intrigues me quite a bit. I really like the display of relative speed so you can see your rate of overtake. Having that alone could prevent a good number of go-arounds.

After reading (only) Appendix B of AC90-114B and watching your video, I have a few questions:

1. The AC makes it clear that using CAVS isn't permissible just because you have a CDTI (or a portable facsimile of one) on board. It requires that you apply to the FAA and receive authorization. Appendix B talks about submitting your application to your principal inspector (an FAA person who oversees air operator certificate holders). It sounds like it's intended as a traffic-expediting tool for commercial aircraft other than Part 121 airlines. Is there any guidance available for private GA aircraft to take advantage of this under Part 91 (other than Subpart K)?

Maybe I should have made more clear that the TrafficAssist product is NOT intended for PART 119—"CERTIFICATION: AIR CARRIERS AND COMMERCIAL OPERATORS". It's mainly for FAR Part 91. General Aviation.

2. The AC requires a TSO-C195b approved ABS-B In system. To the best of my knowledge, no portable device (i.e. neither the DIY Stratux nor any Android phone or tablet) is TSO'ed. How are you using those items to implement CAVS?
Again for general aviation one can use portable devices. There are plenty of them beeing used in the General aviation realm

3. The AC also states that your application must include airplane flight manual compliance documentation, operations manual and checklist revisions including system description and both normal and non-normal procedures, maintenance guidance, revised minimum equipment list, and training programs for pilots and mechanics. How do GA operators get around this snowstorm of paperwork?

I understand, note one thing I am well aware of the American Airlines/L3Harris implementation of CAVS. It's pretty lame and I realized that I could do better (haha...) so I came up with a better widget. It's intended for the GA market. I have been using it for a better part of a year and tested it extensively in real flying mode. I am truly doing this for aviation safety. In fact an earlier version of this was inspiring Ian Twombly at AOPA to write an article, check out AOPA Pilot October 2024 pg 44. Again I thank you for your constructive input. I am just interested in Safety having flown for more than 30 years. I hope that bureaucracy does not kill innovation.
I made a quick presentation of TrafficAssist NextGen take a look and let me know what you think.
https://drive.google.com/file/d/1-0fpJSmQC6SVjbo5zp74tQ2X_DTmQ3BJ/view?usp=sharing

Regards,
Peter
SwedeFlyer@gmail.com