Landing Height System is now FAA Certified for all Pipers

[Orest @ CYFD]

Can't edit the above post for some reason ...

[EDIT] pilot's eyes are quite high above the runway on main gear touchdown ...

 

[DRichie1]

Got it

 

[Arrow4]

Can't edit the above post for some reason ...

[EDIT] pilot's eyes are quite high above the runway on main gear touchdown ...

I noticed the same thing. I know this guy from Canada who can fix it

 

[Microkit]

At the risk of this reply being considered a sales pitch, I thought I put a few “food for thoughts” and let you guys discuss some of these points.

For educational and discussion purposes only.

First some benefits, then some actual statistics by AOPA & FAA.

• Runway Width/Length: Being used to a local runway of certain width then visiting an unfamiliar runway that is much wider. Also, visiting a much longer runway can also contribute to visual Illusions of being too high. FAA own document “Spatial Disorientation Visual Illusions” (spatiald_visillus.pdf) explains in detail about the effect of various runway's width/length effects to Visual Illusions.

• Night Landing: Especially for pilots who are not “night current” and need to gain night-currency. Visual Illusions are magnified during night landings.

• Confidence: Many GA pilots do not fly regularly.

• Long Flight: After many hours of a non-stop flight, the pilot eyes are tired from constant sky scanning.

• Stalls during Flare: This is a common issue with many accidents reported as shown below.

• Student Initial Training: Student pilots can benefit from using the system on their first few hours of training, so their eyes can get trained on the relationship between the sight picture and the reported range.

A report by the AOPA (all reference mentioned) shows 3303 landing accidents over a 9 years period.

Then the report breaks down these 3303 accidents showing 269 accidents for hard landings and more than double (561) of these are flare stalls.

Another report shows student solo being a high factor for accidents during the landing phase.

Hope photos of the report and graph will be clear.

Regards
Nidal

 

[DRichie1]

Thank You for providing that detailed information.

 

[WannFly]

pretty impressive gadget. if nothing this could have saved some of my "arrivals"

 

[Ssscomp]

Just installed it last week on my grumman tiger. Unreal!!

 

[Microkit]

A note on hard IMC usage based on a couple of PIREPs received from customers.

Flying in IMC with ice crystals or icing conditions allows the laser beams to find a target, and it's recommended to disable audio when passing through. When vapor condenses into water droplets forming a visible cloud, this actually becomes a surface if these are condensed together and accompanied by droplets.

Flying in heavy rain on the approach itself with no cloud layer below makes the beams find the grounds as well even though it's also hitting rain. The design takes the “largest surface” found which in this case would be the ground. Normally, falling rain away from the airplane is seen going away

This is the perfect use for the “Switched” audio input. If flying straight and level in hard IMC, just flip the audio switch off. Though not every IMC condition will generate a target trigger.

In any installation, the pilot has the means to disable audio or power itself as this is a requirement and mechanics/installers must comply using various ways.

The recommended method is using an available “Switched” audio input on the panel itself, such as ADF, DME, COM3, NAV2 and so on. This is similar to when a pilot wants to identify a station code and enables that channel to be mixed with main audio. Except it's always enabled when used for LHS.

If a Switched audio input is not used, then either a toggle switch or a dedicated circuit breaker of the Push/Pull type are required.
Using a “Switched” or toggle switch eliminates the need for a dedicated circuit breaker and power can be taken from a non-essential circuit breaker.

We do have a new firmware that will help for those flying IMC a lot and noticing it's always getting triggered. We encourage those who are flying constantly in such conditions to get in touch via email, so we can include them in the initial rollout if they wish. Eventually, everyone will get an email with the firmware and Wi-Fi upgrade instructions. Those who are flying IMC occasionally, or just getting a few triggers can wait for the final rollout or even not update the firmware at all.

 

[Orest @ CYFD]

Wow!

Wouldn't that be a nasty surprise, flying in heavy cloud, and all of a sudden you get the ground proximity warning going off! About the same as seeing a goat standing on a neighboring cloud.

* Orest

 

[Microkit]

Wow!

Wouldn't that be a nasty surprise, flying in heavy cloud, and all of a sudden you get the ground proximity warning going off! About the same as seeing a goat standing on a neighboring cloud.

* Orest

A surprise if you don't know about it already

The FAA did not want us to call it a ground proximity warning. Its ground (surface) proximity announcements. Ground proximity warning devices normally incorporate a secondary set of information from GPS (terrain map and location) along with airspeed data.

An unfiltered edition with no descent profile requirements is used in Reno racing and formation flying and announces any object detected regardless of the criteria like surface coming closer within a certain rate. On mine, I get the distance of a flock of geese passing under. On the certified edition, birds are detected but not announced.