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).

 

 

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." <N4ZQ@comcast.net
> >
> To: <lml@lancaironline.net>
> 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




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Scott Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

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