X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 22 Feb 2009 17:36:14 -0500 Message-ID: X-Original-Return-Path: Received: from [64.12.143.100] (HELO imo-m12.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2.12) with ESMTP id 3503958 for lml@lancaironline.net; Sat, 21 Feb 2009 10:30:02 -0500 Received: from Sky2high@aol.com by imo-m12.mx.aol.com (mail_out_v39.1.) id q.bec.3462bcfd (39952) for ; Sat, 21 Feb 2009 10:29:55 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Sat, 21 Feb 2009 10:29:55 EST Subject: Re: [LML] Re: Ryan 9900B X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1235230195" X-Mailer: AOL 9.1 sub 5003 X-Spam-Flag:NO -------------------------------1235230195 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Angier, This could be the start of an interesting discussion. If one primarily flies VFR, TCAS is perhaps more valuable than WAAS (in an FAA approved IFR approach and sole-source navigation box). If one flies more than occasionally under IFR, the WAAS equipment ranks at the top of the list. "Why?" You might ask. Well....... 1. Sole source navigation devices are usable in non-radar environments - such as during terrain challenged aviating above piles of granite. This also pertains to IFR flights in VFR conditions. 2. There are more GPS approaches with vertical guidance than ILS approaches here in the US and with minimums almost as good as ILS. This virtually eliminates the need to perform risky circle-to-land procedures. It also opens up more airports (GPS only) to choose from in nasty weather flying (more and better located alternates). There are more GPS approaches added continuously at no cost to the Stimulus Plan nor added jobs. 3. TCAS is less valuable because of ATC traffic separation when flying under IFR rules (or even flight following, conditions permitting). You would have to pry my WAAS device (in my case, a 430W) from my cold dead hands before I would give it up. GPSS navigation (laterally coupled to auto pilot) and approach vertical guidance is a beautiful thing to behold. In general, GPS approaches consist of three 5-mile-long legs (most often in a T configuration). IAF to AF = get to correct altitude and approach speed. AF to FAF = Stabilize approach, check everything twice, hand hovering on gear switch. FAF to RWY (or missed) = descend on VNAV glide slope, shut off AP at DA, make perfect landing. OR, one button-push for guidance thru missed approach procedure. The GPS approaches are so similar that even minimal practice raises one's confidence in a successful outcome during their use, personal limitations, lack of ice build up and all other things considered. However, my cheap Monroy traffic alerter (TCAS like, approximate distance and altitude difference, no azimuth) usually wakes me up once or twice on long VFR trips (no flight plan or following) with a screaming TRAFFIC NEARBY! and it has saved me from one sure midair, if not more (details released upon any request). You are right to consider disabling TCAS in an airport environment as it can be most distracting (unless is has non-critical traffic suppression). Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Pilot not TSO'd, Certificated score only > 70%. In a message dated 2/21/2009 7:51:53 A.M. Central Standard Time, N4ZQ@comcast.net writes: Hi Colyn, In my 360 installation, I have the 4 antenna cables(RG400) running forward in a bundle along the left side of the cockpit. In the same bundle I have 1 comm, 1 GPS and the marker beacon cable(all RG400). According to Avidyne, if I had a WAAS installation(I don't), there would be the possibility of crosstalk between the GPS cable and 9900B cables in the same bundle. But since I don't have that capability with the GX60, it's not an issue. If I ever decide to upgrade to WAAS capability, the simple solution would be to turn off the 9900B during the approach. BTW, my 9900B is interfacing with the Apollo SL70 transponder and the RMI Microencoder. On Feb 20, 2009, at 2:15 PM, Colyn Case at earthlink wrote: > I didn't actually do it myself but know a little about it. > give me a try. > > ----- Original Message ----- From: "Greenbacks, UnLtd." > > To: > Sent: Friday, February 20, 2009 1:51 PM > Subject: [LML] Re: Ryan 9900B > > >> I'm midway through the installation of this unit. Is there anyone >> here on LML who has been there/done that with a 9900B? I've got >> several dumb questions to ask. >> >> Angier Ames >> N4ZQ >> N3ZQ >> >> -- >> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html > Greenbacks, UnLtd. N4ZQ@comcast.net -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Pilot not TSO'd, Certificated score only > 70%. **************A Good Credit Score is 700 or Above. See yours in just 2 easy steps! (http://pr.atwola.com/promoclk/100126575x1218822736x1201267884/aol?redir=http:%2F%2Fwww.freecreditreport.com%2Fpm%2Fdefault.aspx%3Fsc%3D668072%26hmpgID %3D62%26bcd%3DfebemailfooterNO62) -------------------------------1235230195 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Angier,
 
This could be the start of an interesting discussion.
 
If one primarily flies VFR, TCAS is perhaps more valuable than WAAS (in= an=20 FAA approved IFR approach and sole-source navigation box).
 
If one flies more than occasionally under IFR, the WAAS equipment ranks= at=20 the top of the list. "Why?" You might ask.  Well.......
 
1. Sole source navigation devices are usable in non-radar environments=20= -=20 such as during terrain challenged aviating above piles of granite.  Thi= s=20 also pertains to IFR flights in VFR conditions.
2. There are more GPS approaches with vertical guidance than ILS=20 approaches here in the US and with minimums almost as good as ILS. =20 This virtually eliminates the need to perform risky circle-to-land=20 procedures.  It also opens up more airports (GPS only) to choose from i= n=20 nasty weather flying (more and better located alternates).  There are m= ore=20 GPS approaches added continuously at no cost to the Stimulus Plan nor added=20 jobs. 
3. TCAS is less valuable because of ATC traffic separation when=20 flying under IFR rules (or even flight following, conditions=20 permitting).
 
You would have to pry my WAAS device (in my case, a 430W) from my cold=20= dead=20 hands before I would give it up.  GPSS navigation (laterally coupled to= =20 auto pilot) and approach vertical guidance is a beautiful thing to=20 behold.  In general, GPS approaches consist of three 5-mile-long l= egs=20 (most often in a T configuration). IAF to AF =3D get to correct altitude and= =20 approach speed.  AF to FAF =3D Stabilize approach, check everythin= g=20 twice, hand hovering on gear switch.  FAF to RWY (or missed) =3D descen= d on=20 VNAV glide slope, shut off AP at DA, make perfect landing.  OR, one=20 button-push for guidance thru missed approach procedure.  The GPS=20 approaches are so similar that even minimal practice raises one's confidence= in=20 a successful outcome during their use, personal limitations, lack of ice bui= ld=20 up and all other things considered.
 
However, my cheap Monroy traffic alerter (TCAS like, approximate distan= ce=20 and altitude difference, no azimuth) usually wakes me up once or twice=20= on=20 long VFR trips (no flight plan or following) with a screaming TRAF= FIC=20 NEARBY!  and it has saved me from one sure midair, if not=20 more (details released upon any request).
 
You are right to consider disabling TCAS in an airport=20 environment as it can be most distracting (unless is has non-critical traffi= c=20 suppression).
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Pil= ot=20 not TSO'd, Certificated score only > 70%.
 
In a message dated 2/21/2009 7:51:53 A.M. Central Standard Time,=20 N4ZQ@comcast.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>Hi=20 Colyn,

In my 360 installation, I have the 4 antenna cables(RG400)=20 running 
forward in a bundle along the left side of the cockpit.=20= In=20 the same 
bundle I have 1 comm, 1 GPS and the marker beacon cable= (all=20 RG400). 
According to Avidyne, if I had a WAAS installation(I don= 't),=20 there 
would be the possibility of crosstalk between the GPS cabl= e=20 and 9900B 
cables in the same bundle. But since I don't have that= =20 capability with 
the GX60, it's not an issue. If I ever decide to= =20 upgrade to WAAS 
capability, the simple solution would be to turn= off=20 the 9900B during 
the approach.

BTW, my 9900B is interfaci= ng=20 with the Apollo SL70 transponder and the 
RMI=20 Microencoder.


On Feb 20, 2009, at 2:15 PM, Colyn Case at earthl= ink=20 wrote:

> I didn't actually do it myself but know a little about=20 it.
> give me a try.
>
> ----- Original Message ----- Fr= om:=20 "Greenbacks, UnLtd." <N4ZQ@comcast.net
> >
> To:=20 <lml@lancaironline.net>
> Sent: Friday, February 20, 2009 1:51= =20 PM
> Subject: [LML] Re: Ryan 9900B
>
>
>> I'm=20 midway through the installation of this unit. Is there anyone =20
>> here  on LML who has been there/done that with a 9900B?=20= I've=20 got 
>> several  dumb questions to=20 ask.
>>
>> Angier Ames
>> N4ZQ
>>=20 N3ZQ
>>
>> --
>> For archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html
>

Greenb= acks,=20 UnLtd.
N4ZQ@comcast.net




--
For archives and unsub= =20 http://mail.lancaironline.net:81/lists/lml/List.html
 
Scott=20 Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

Pilot not TSO'd, Certificated score only >=20 70%.

<= b>A Good Credit Score is 700 or Above. See yours in just 2 easy steps! -------------------------------1235230195--