FLARM F6 series, F8 series, F4 series, F7 series, F5 series Operating Manual

®

OPERATING MANUAL

FLARM COLLISION WARNING UNIT

Status

Software version 4.06 (March 28, 2009)

This manual only covers hardware version 3 resp.

units with serial numbers F6•••• / F7•••• / F8••••.

For legacy units with serial numbers F4•••• / F5••••

Please also consult the legacy manual as well.

This is a translation of the German manual.

© 2003-2009 FLARM Technology GmbH

Hausen am Albis-Switzerland

www.flarm.com

[e-mail]

OPERATING MANUAL FLARM COLLISION WARNING UNIT

Version 4.06E Page 2 of 12 March 28, 2009

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. This Website also has answers to Frequently Asked Questions.

This Website also carries announcements when new software versions or functions become available. If you
enter your name on the mailing list, you will automatically receive notification of changes as and when they
happen: https://lists.flarm.com/mailman/listinfo/user-list_flarm.com

To use existing devices in April 2008 or later, it is required to update the software to version 4.00 or higher.
Use the free PC installation software available at www.flarm.com. You need a PC with Windows 98 / ME /
2000 / XP with a serial port or a suited USB-serial converter plus a data-power cable like the one used for
most IGC flight recorders. This cable connects the PC to FLARM and supplies FLARM with power. Ensure
you have configured the correct PC COM-port, only use the Power/Data-port on FLARM (not the Extension­port) and know the printed device serial number. After completion of the software update, use the same PC
software to load the most recent obstacle file to FLARM; this file is available on www.flarm.com as well. Then
use the PC software to configure the flight recording functionality accordingly. In case of questions, contact
your FLARM dealer.

Software-versions 4.x will only remain operational until March 01, 2011. Before this date, you must update
the device in order to use it in the air. The update is available in October 2010.

2. How it works

FLARM receives position and movement information from an internal 16 channel GPS receiver with an
external antenna. A pressure sensor further enhances the accuracy of position measurements. The
predicted flight path is calculated by FLARM and the information - including a unique identifier - transmitted
by radio as low-power digital burst signals at one-second intervals. Provided they are within receiving range,
the signals are almost at the same time received by further aircraft also equipped with FLARM. The incoming
signal is compared with the flight path predicted by calculation for the second aircraft. At the same time,
FLARM compares the predicted flight path with known data on obstacles, including electric power lines, radio
masts and cable cars.

If FLARM determines the risk of dangerous proximity to one or more aircraft or obstacles, the unit gives the
pilot warning of the greatest danger at that moment. The warning is given by a whistle sound (beep) and
bright light emitting diodes (LED). The display also gives indication of the threat level, plus the horizontal and
vertical bearing to the threat. During circling flight different methods of calculation are employed to those
used during straight flight.

The GPS and collision information received from other aircraft can also be made available for third party
equipment (e.g. external display, speech synthesizer, PDA) via a serial data output. Such equipment is
available from a number of manufacturers.

OPERATING MANUAL FLARM COLLISION WARNING UNIT

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The operating range is very dependent upon the antenna installation in the aircraft. The normal range is
about 2 km. In individual cases the range may be up to 5 km, which can be valuable for fast sailplanes with a
speed of up to 250 kt, providing the pilots in both aircraft with a warning enabling visual identification and
reaction to the potential hazard. The effective range can easily be verified with an online tool1. Warnings are
given in order of the time remaining before a potential collision, not the geometrical distance. The first
warning level for another aircraft or an obstacle is delivered when less than 18 seconds remain to the
possible collision; the second warning level is delivered when less than 13 seconds remains; the third level
when less than 8 seconds remains.

The warnings continue as long as FLARM calculates a threat of collision. The warning level may decline or
be cancelled, depending upon the prediction. The warnings are selective; they are only issued if the
calculation reveals a high probability of collision in the near future. The alarm sensitivity can be configured
with the PC.

In addition, FLARM operates as an IGC-file compatible flight recorder including the G-record. Flight logs can
be read out either via the SD-card or via the data port and a suitable cable. The SD card does not need to be
carried on during the flight. FLARM is optionally also available as diamond-level IGC-approved Flight
Recorder, optionally with Engine Noise Level sensor (ENL).

With the standard Jan 2009 obstacle databank there is memory for more than 100 hrs of flight recording at a
2s interval. Use the free PC-software to download flights to your PC and to properly configure your device for
flight recording. Flight recording automatically starts when the aircraft is moving and ends when the unit is
switched off. Switching off the device during the flight for a longer period results in separate flight record files.
Allow at least 1 minute (if the interval is 2s, our recommended value) after landing before you switch off the
device else you loose the last part of the flight. Allow more time after landing if the interval is higher. When
the memory is full, the oldest data is overwritten. Always download you flight data before you update the
obstacle databank or the software.

FLARM applies for the radio communication between the units a proprietary and copyright-protected protocol
in regionally different frequency bands. The radio communication is separately secured against unauthorized
access. The design is protected by several patents. The radio communication protocol is not public, but
FLARM Technology GmbH offers a license contract where it is accessible in the form of a compatible core
design ready for integration into 3rd party systems. These systems are officially declared as FLARM­compatible. Any non-licensed use, dissemination, copying, implementation, reverse engineering or
decompilation of the FLARM radio communication protocol, the FLARM hardware and software or parts of it
is forbidden by law and will be prosecuted. FLARM is an internationally registered trademark and can not be
used without license. Technical specifications subject to change at any time without notice.

3. General Advice on Operation

This Manual must be carried on board the aircraft. When permanently installed in an aircraft, the 'AFM
Supplement' must also be carried in the aircraft.

In flight the pilot must have direct sight of and immediate access to a switch or circuit breaker that
disconnects FLARM from the aircraft electrical power supply, without affecting other essential aircraft
systems. This might be necessary if the pilot suspects that FLARM may be interfering with another on-board
system, the suspected presence of smoke, the smell of smoke, or flying in a country where the use of
FLARM is not permitted.

FLARM must not be operated at night or with night vision systems.

FLARM will not operate without adequate GPS signal strength. Correct antenna installation has a great
effect on the transmission/receiving range; an incomplete or improper installation can make correct
operations impossible without the system being able to detect this.

FLARM is not able to measure its own RF-receiver sensitivity. When the pilot detects that other aircraft are
received only when very close or not at all and when the RF-antenna’s positioning is clearly not the cause of
it, the device must be checked by the manufacturer.

1

www.flarm.com/support/analyze

OPERATING MANUAL FLARM COLLISION WARNING UNIT

Version 4.06E Page 4 of 12 March 28, 2009

Installation and operation must be on the basis of non-interference with and no hazard to the existing suite of
other certified equipment necessary for safe flying operation, or installed to comply with official requirements.
Installation and operation must comply with official regulations and requirements. It is recommended that the
FLARM, GPS and radio antennae are all installed as far away as practicable - but at least 25 cm from ­susceptible aircraft systems such as GPS antennae and the magnetic compass.

The unit must be protected from solid particles or liquids, should not be exposed in use to temperatures
below –10°C or above +60 °C , or stored at temperatures –20°C or above +70 °C, because this may cause
irreparable damage. On the ground, the unit should be protected from exposure to long periods of direct
sunlight, because it is likely to be overheated. Also avoid static discharges to the radio antenna.

Details on correct installation are found in the Installation Manual. Ensure that you have configured the

correct aircraft type with the PC-software. Ensure that tug planes are configured as such!

4. Operating Modes

FLARM operates in two modes, Nearest and Collision. The change from one mode to the other is effected by
a two-second push on a button followed by a brief visual confirmation from the unit. After the change has
been signalled, the current mode selected is not displayed. When switched on, the unit is in Nearest mode.

The warnings given are identical in both modes, and generally relate to an immediate threat to which the
pilot should make an immediate and appropriate reaction. The assumption has been made that following a
warning it will take up to 12.5 seconds from the time that the other aircraft is seen, until a change in flight
path has removed the threat2.

When operating in the Nearest mode, the unit also reports the presence of other aircraft operating in the
vicinity, even though calculations indicate that they do not represent a threat. The information displayed is
limited to a configurable radius (default is three kilometres) and a vertical separation of 500 m. When no
aircraft was displayed so far but one is received now, this is signalled with a click-sound. Only one single
aircraft is indicated in green. The optical signal is static (no flashing); the threat intensity is not indicated and
there is no sound warning. As soon as FLARM detects the risk of a collision it automatically switches to
Collision mode, followed by automatic reversion to Nearest. The choice of mode is presented, such that

immediately after pressing the key, the display presents a diverging pattern .

When operating in the Warning mode a red LED lights up only if the calculation predicts a threat. Warnings
are always shown by flashing LEDs, the threat level being shown by the number of LEDs illuminated, by the
frequency of flashes, and the simultaneous sound signal (beep). Selection of this mode is indicated by a

upwards converging pattern immediately after pressing the selector key.

In both modes the pilot can suppress the display and the acoustic warning: after a double push FLARM
will suppress all visual and acoustic signals relating to traffic, obstacles or other threats. The act of selecting
suppression is followed by a descending tone. A further double-push reinstates the Collision mode at once
and is followed by a rising tone. While warnings are suppressed, FLARM nevertheless continues to transmit
signals for reception by other aircraft.

2

These times were published in 1983 FAA Advisory Circular 90-48-C and were based on military data. They relate to fast jet pilots with
no on-board warning systems for other traffic and hazards. The assumption was made that only one aircraft takes avoiding action. Of
the 12.5 seconds, five seconds were to recognise the threat of collision and four seconds were required to decide upon avoiding action.
No information is available as to whether these times are applicable to light aircraft, sailplanes or helicopters, when using a warning
system.