Microkit
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Thank you for the feedback, Will. One note to keep in mind to all; whenever the airplane comes out of annual or any wiring/panel related maintenance; make sure you test the Gear Warning System again, the best test is to do a low-approach with the gear up, then perform a go-around, the unit announces “Check Landing Gear” every 4 seconds until a positive rate of climb is registered, or the gear is extended. We did get a report from a pilot who handed over his airplane for a GPS/EFIS upgrade, the shop temporarily removed part of the panel along with some wiring to assist with their installation and when they put it back together, they ended up connecting the GWS wire to a permanent +VE source; unaware of its functionality or why it was there in the first place; this effectively made the LHS unit sees the gear as always down. He only found out about it when he wanted to demonstrate the GWS feature to another pilot, so we asked him to troubleshoot the location of the GWS wire after he told us the airplane just got a huge panel upgrade. Apparently; system failures and issues after maintenance is a hot topic at the moment. It is a good idea to have an “After Maintenance checklist” with first flight to be around the pattern and check all critical systems such as the Gear Warning System, autopilots and such.
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No practical or safety reason at all, hence the limitation is only mentioned in the installation guide rather than the approval letter/certification itself. We are the first one to use LIDAR technology instead of Radar Altimeter for height callout during landing, and its on NORSEE rather than STC, allowing us to offer it at a much cheaper price point compared to other STC equipment.
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The LHS unit is shipped with the default settings to allow 2 & 1 to be announced. Some installers go on the LHS unit WiFi pages and click on the button, so 2 & 1 are not announced. We are aware that some users go back into the LHS menu (details available within the online guide) and disable that mode, so they can hear 2 & 1. I guess they are reading between the lines. Here is a 3 years old (Nov 2020) reply on the same question with more info. https://mooneyspace.com/topic/36596-landing-height-system-for-mooney/?do=findComment&comment=627163
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Some newer GPS may have an AGL output message based on their internal terrain database and current location; we don't think it will be in the Aviation Output message itself, but rather a new message format. Sorry Jim, unfortunately there are no coupon codes at this time.
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The GPS callouts are MSL, this is because the GPS sends as MSL in the Aviation Output message. As mentioned previously, the main objective of having a GPS feed is the speed threshold. The extra 4 announcements that are based on GPS altitude are really a by-product, and there is a dedicated option within the WiFi setup of the unit to mute these 4 callouts. The main function of the LHS unit is laser-based AGL starting 200’, then of course the added value of the audio based Gear Warning System
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Don, I sent you an email with a firmware update to check out the NMEA 0183 option for the 200-C model. Anyone else in need of this firmware, please do email us (let us know if it's 200-B or 200-C model), we will probably keep it in Beta until we get confirmation from more than one pilot that NMEA is working at their end.
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It is scheduled before the middle of March. I will email you a firmware update to check it out soon.
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Your field elevation seems to be right at the border of the +/-150, and it's not exactly 2000 ft. LHS repeats callout based on whatever is coming from the RS232. You can see the data coming if you open the GPS Setup page and watch at the bottom (when the GPS has a fix). There is an option within the LHS configuration to only announce 50 ft and below and not announce height. The default is to announce 200 ft AGL and below, this is called Standard in the drop-down list. If you only get 50 ft and below, that's what it is set to. LHS does not call gear down. It only calls Check Landing Gear and keeps repeating it if it sees the ground below and the gear is up. We recommend everyone to do the test flight we presented here (see Page 17 on this thread) right after installation to confirm the Gear Warning System is operational. It is also recommended to perform this test flight after each annual or panel work, a customer discovered the Gear Warning System wire was removed during an annual.
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The deviation is probably set to +/- 50 ft (default) in the GPS Setup page within the LHS unit. Set it to +/- 150 ft. When you deviate 50 ft and come back it will announce again. Try it with +/- 150 ft, and you can also disable GPS callouts while taking advantage of the Speed threshold for IMC operations. We may release a firmware upgrade that allows selecting certain ones, and add more GPS callouts (4000, 5000, 6000). Also, it depends on how your GPS is reporting it to the LHS. Some GPS models report only in 50 ft increments, others report the lowest of nearest 100, (in 100 ft increments), others in 1’s and so on.
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VBox on a Mooney. YT Audio during the flight was actually taken from the VBox as he forgot his GoPro!
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To clarify, we are talking about the GPS feed feature of the LHS. Late last year we introduced an upgraded edition of the LHS-100-B to the 200-C which adds two more features, a GPS feed from external GPS source, and a proper physical check Gear Warning System. The chat above is regarding the GPS side of the LHS. There are no changes on the AGL (laser based) side of the LHS, this is still the same. The optional GPS feed provides 4 additional callout (MSL), which can be disabled from the LHS GPS Setup page. 200 ft and below, the system is laser based. Higher callouts are GPS based.
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@dfurst It's what ever your GPS reports, some GPS can report Above Terrain Altitude based on the internal terrain database, most are MSL. For sure not useful in high elevation airports, again it is just a byproduct of the Speed. We will consider adding more callouts in the future.
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@jlunseth The GPS deviation (in the LHS GPS settings) is probably set to +/- 50 ft. Put it to +/- 150 ft. The LHS keeps announcing the 500,1000,2000,3000 if you deviate and come back. If you hand fly the airplane, you either deviating to 51 ft and back 1 ft (to reach 50) or your GPS model is reporting in 100's and not in 1's with some models reports the lower alt (-100) even if you go down 10 ft as a safe buffer. So depending on the GPS itself, some will report 2900 when you are in fact 2990, and report 3000 when 3000 to 3090 and so on. A note in the manual to "know your GPS". Though setting it to +/- 150 ft. should solve it for those who hand fly. The main advantage of the GPS is the speed threshold which solves the IMC operations technology limitation. The extra 4 callouts are just a by-product of connecting to a GPS source. You can keep the speed, and mute the 4 callouts from the GPS setup within the LHS. Thanks
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@Larry, We did an install on M20J on left wing, access panel behind the gear well. Remove pilot seat, remove pilot side panel to expose the wiring already there, remove the bottom two big panels to make it easier. Get plastic tubing similar to the ones used for Pitot/Static, slightly larger dia though, pass the tubing starting from the pilot side, then through the back and there is an opening in the wing to get to that access panel, use a fish tape or even a solid core wire to pull all wires through the plastic tubing. Once you actually have all panels out, you will be able to locate the opening the wing to that access panel aft of the gear well.
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@rbp I thought I replied to this, not sure why it did not show up on my end. Check WiFi pages to see if GPS and/or Gear Warning System are active/enabled. Even within the LHS GPS Setup page, there is an option to mute the callouts so maybe it was set up but muted. Nothing muted below set speed (if used), if not setup (speed set to 0 or GPS feed is disabled), system works as usual.
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This is a technology limitation, it also happens with the big airlines radar altimeter as well. Depending on the kind of IMC, moisture, approaching freezing, the laser can reflect off ice crystals and if there are enough of these and the unit is not able to detect a massively larger object then it announces. Not an issue during actual approach as the unit is detecting a large solid object (the grounds below) and any small hits from rain droplets or snow is not counted. Speed threshold eliminates this once in while occurrence. Initially, before the first certification, the FAA wanted us to specifically put a hard rule asking pilots to fully disable the system before entering IMC, but as we insisted that it's going to be an inconvenient operation, they accepted for us to mention that the pilot can ignore it or optionally mute it rather than being “required” to mute it.
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We are probably going to support NMEA 0183 later this year. If this is your only option, I will schedule a firmware update for you right after we complete the VBox release. The GPS feed interface currently decodes Aviation Output 1 and 2, sometimes called MAPCOMM. Aviation Output 1 message includes GPS Altitude, while Aviation 2 does not include Alt, only the Ground Speed. Here are some more info regarding the GPS feed: The main objective of this feature is to set up a speed threshold. The extra 4 announcements that are based on GPS altitude are really a byproduct. Speed Threshold: Normally it is set as “approach speed” + 10 knots or so. Depending on the range between the airplane approach speed and cruise speed. We are not talking here about the approach speed used during an instrument approach before reaching DA or MDA. It's the IAS speed airplane should be at when reaching 200’ or below and intended to land. When the LHS is receiving any speed value above the set speed, it ignores/mutes any AGL announcements (200’ callouts and below). This makes muting the system during certain kinds of IMC conditions automatic, so there is no need to manually mute the audio channel and then remembering to put it back on before landing. Some may even elect to put the threshold to be the same as landing speed as normally there is some kind of headwind component so in most cases, airplane ground speed is less than or equal to IAS. Let's say an airplane approach to land speed is 80 kt, and cruises at 140 kt IAS, setting the speed threshold to 90 kt covers having a 40 kt headwind while cruising in IMC conditions. GPS Announcements: Currently, 4 callouts are added (if enabled), 3000, 2000, 1000, 500 ft. Note that these are MSL. So if the airport elevation is 720 ft, then 500 ft should never be heard. These callouts are announced regardless if it reached climbing or descending, and depending on the deviation settings, it can be announced again, and again. If someone keeps the Deviation at +/- 50 ft and flying without an alt-hold autopilot, the moment you go +/- 51 ft and come back 1 ft, the announcement occurs again. This also depends on the type/model of GPS, some units only report the nearest 100 ft, while newer ones report in 1’s. Thanks Nidal
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If your installer already has aviation wire spools, let them take it from that, otherwise, he needs to tell you the length to get (then add 3 feet). The recommended bundle to use is: 3 sets of 2-core 24 AWG shielded wires. Set 1: 2-core shielded for Power & Ground, goes to the back of the panel to the power bus. Use a ground point there rather than attaching ground to the airframe at the wing, though an airframe wing ground point works, but it is best to select the same ground bus where the Audio Panel ground is connected. Set 2: For Audio only. If the Audio Panel offers an Audio LO pin, then get a 2-core shielded wire, bring the Audio LO to the LHS Ground wire. If the Audio Panel does not offer an Audio LO pin, but only an Audio HI, a single shielded 24 AWG works. Set 3: 2-core shielded for both the GPS & Gear Warning hookup. If not attaching GPS, then a single-core (un-shielded) is sufficient for the Gear Warning, as that wire is for detecting voltage only, no data being transmitted on that wire, hence the shield is not really necessary, but it's still recommended to be shielded even if it is a single wire with no data; to be consistent with the rest of the airplane and also if routing the wire through metal tight spaces then having it shielded will protect it from being grounded years later. All shields to be joined (from one end) to any ground point (airframe, or LHS). Other end of shields to be left unconnected but capped/heat shrink Having said the above, we know of some who just used a single cable 5-core shielded and all good.
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@hammdo Are you referring to the LHS or Vbox? For the VBox, GPS is not used. For the LHS, we did consider adding a built-in GPS, but it will increase the price drastically. Of course, all panel mounted GPS on certified airplanes are certified GPS. If the GPS is considered Primary equipment, meaning if you lost the GPS then continuation of the flight is unsafe, then you can't add the LHS to that system. If you have a secondary GPS RS232 feed, then you can connect the LHS to that. However, if the single GPS on the airplane is not considered Primary equipment, you can connect our RS232 input to that GPS. Note that we only use one way (GPS -> LHS) RS232 link, no LHS -> GPS link, and it is RS232C with all the protection; so nothing from our end can actually bring the GPS down. Primary GPS is mainly considered to those airplanes that pulled out their entire panel and installed all glass without any backup NAV/ILS round dials. Most setups converted to full glass include two GPS anyway, which means you can hook up the secondary one to the LHS. A single GPS installation that if lost will make the continuation of the flight unsafe is not a good idea to start with anyway. The LHS GPS feed feature provides 4 additional callouts. These callouts are not the aim of adding the GPS feed, this is just a byproduct of getting a GPS feed. The main reason is to set up a speed threshold within the LHS GPS feed; normally, 10 or 15 kt more than your approach speed. Once the LHS starts receiving the speed indicating it is higher than the setup threshold, it mutes all output, this solves the IMC operation issue which is just a technology limitation of the laser beam. Those who fly IMC a lot and in certain kinds of IMC conditions may hear the unit announcing a solid layer beneath them, why flying straight and level in IMC. Most of our TBM customers just mute it manually from the Audio Panel and add a line in the approach checklist to re-enable the LHS audio channel. Having that feed just makes the process automated. Thanks Nidal
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A quick check on the JPI manual shows that there is an option for live data out using RS232 @ 9600 baud if you set it up not to record. VBox supports that.
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The panel just behind the left side gear well seems to be the most used on the Mooney fleet. It's away from the exhaust and close to the fuselage, with an opening directly through the wing. And it's easier to route the wires behind the side panel (pilot-side) compared to the passenger side. On a different note, I wanted to let you guys know that we just published; this morning, a new product on our site (FAA Certified). It's called VBox. Comes in two models, VBox and VBox PLUS. This is the General Aviation equivalent of the “Black Box” with a small twist; you can download any recordings, anytime, through WiFi. The VBox unit records up to 50 hours of audio continuously and loops back once full, this means the last 50 hours are always available. It hooks up to the back of any headphone jack, and it records anything heard on the headset, this includes outside communication and internal intercom chatter. VBox PLUS adds the Data recording portion, also up to 50 hours of Engine Data / Air Data. The Data side is through an RS232 feed for those who have an EMS that outputs RS232 data, currently supporting G3X and Garmin Out format, but we will be adding other EMS that has an RS232 output. NORSEE Certified, so no need or Form 337 or IA. Very simple to install, as it goes behind the panel and connects to the back of the Pilot headphone jack with two wires, and RS232 wire for the PLUS model. Any headphone jack works, even passenger, but pilot side is recommended for those who use “pilot-isolate” Audio Panel feature. Fully potted with an aviation approved compound that is self-distinguishing and flame retardant and will protect the unit from major shock, vibration, moisture and heat. Great for training, post-flight analysis for Audio and/or Data, archiving and just to have the option to retrieve a certain flight audio. Perfect for self audio notes, one can just talk to themselves, recording reminder or flight notes for later. Check it out here https://LandingHeight.com/vbox Thanks Nidal
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Palmetto Avionics, located at Greenwood County Airport, SC (KGRD) just did a review of the 200-C model, with GPS & Gear Warning System. For those near by or looking for an installer that knows the system fully, check out his quote to install at the end of the video.
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Mooney Night Landing (sent by a customer)
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@pkofman WiFi should always be there, even with Audio or Sensor issues. Here are some notes on WiFi: - Be within 5 ft or closer to the unit itself. By certification, WiFi antenna power must be very low. - Connect to it well before 3 min after Power On. The WiFi network should show up within a few seconds after Power On. - If you have other WiFi devices (ADS-B IN, for example) that also run at the same time, switch these off, as phones may try to switch to the other Wifi network. - If you have a background Apps on your phone/tablet that are looking for the internet, this will cause the phone WiFi search to spin as it wants to connect to a network with internet as the phone internal network queue is full of internet packet requests, try to shut down all background apps on your phone or tablet before connecting to the LHS WiFi network. - If you are in the middle of downloading something from the internet (such as updating ForeFlight files, downloading a large iOS update file), wait for that to finish. - If the above also does not solve the issue; can you borrow a laptop or if you have one, just bring it and use it. Windows or MAC. - Power could be intermittent, this is a very rare case, but we did see a single case where a kink in the wiring caused the LHS to go on/off repeatedly, sometimes within seconds and other times within minutes. That single case was the reason we added the “Power On” announcement in the 200 Series units. An audio message “Landing Height System Ready” is announced after power on with option selected to immediately, within 2 min, within 5 min or within 10 min to accommodate when the pilot puts the audio panel/headset on after Master On. If this message is not heard, then the LHS is probably not on, or in a loop of reset. If it comes on “again” during flight, then this gives a hint that power to the LHS was lost and came back on again so power wiring can be investigated. - We are happy to receive the unit back, and re-perform a full certification test for WiFi, Audio & range which was done just before shipping. If you have any doubt on the performance of the unit, do please send it back to us. Just make sure you mark it as Returned for Service with no custom declaration value. We will do the same when we send it back, as this will minimize or eliminate any re-import fees. Regards Nidal