Digital Voice Variometer System. Pilot s Manual.

Transcription

1 Digital Voice Variometer System Pilot s Manual triadis engineering GmbH Eichholzstrasse 7 CH-3254 Messen Switzerland Phone +41 (0) Fax +41 (0) info@triadis.ch

2 Contents 1 Introduction Design philosophy Pilot familiarisation System description Configuration Air data system Air data sensors Data link EFIS Computer Needle gauge Logger Audio and speech system Audio variometer Audio during thermal encounter Speech messages Audio mixer Crosstalk reduction Audio fail-safe Traffic and obstruction messages FLARM messages FLARM alarm levels Message classes of FLARM events FLARM filtering modes Filtering in circling and cruise Airframe and advisory messages Landing gear, flap and airbrake warning Stall monitor Speed warnings System and health advisories Task advisories Flight safety advisories

3 6 Instrument panel interface Panel lights Volume knobs Toggle switches Acknowledge key Repeat key Operation Prior to start Audio system start Pre-flight setup EFIS data link Support Firmware updates Error reports Troubleshooting Frequently Asked Questions A Feature summary 48 B Technical specifications 51 C Generated speech 54 D Limited Warranty 55 3

4 Preface Revision history Revision Release date Changes 0.1 EN 22 September 2005 Initial draft 1.0 EN 28 March 2006 First final release 1.01 EN 11 April 2006 Minor edits This manual applies to Vega part number , Vega EC part number and firmware version 1.0. Triadis Engineering reserves the right to update this manual as product enhancements are made throughout the life of this product. Safety notices The Vega documentation is an essential component of the equipment and should carefully be stored with the aircraft log book. The pilot is ultimately responsible for all flight decisions and for operating the aircraft safely at all times. This equipment does not remove the need to maintain an effective lookout. Continue to observe the airspace and do not rely on Vega (or FLARM) to announce all objects in the airspace! If possible, Vega is to be installed as portable equipment with an autonomous power supply. Read the FLARM operating instructions carefully in particular the Section Restrictions on operation below. Vega is unable to report on objects that are not detected by FLARM. Observe the safety notices, paying particular attention to the notices marked with the pictogram depicted here. Improper installation or misuse of Vega may result in degraded performance of Vega or to equipment to which it is connected. 4

5 Legal notices Restrictions on operation This manual, the instrument software and firmware, and user interface design are Copyright 2006 Triadis Engineering and John Wharington. Any decompiling, disassembly, reverse engineering, or modification of the instrument or firmware are strictly prohibited without specific written permission from Triadis Engineering and John Wharington. Specifications may change without notice. Updates to this document will be available at Triadis Engineering and John Wharington will not be liable for errors/omissions in this document. The owner and/or the business performing the installation is responsible for ensuring that the Vega installation conforms to the requirements of the aircraft type and the installation is done professionally in accordance with the Vega Installation and Maintenance Manual. Vega may not be operated in aircraft that are registered or insured in the USA or Canada, or by pilots of the USA and Canada. Likewise businesses are forbidden to operate Vega, if persons on-board the aircraft reside in the USA or Canada or are citizens of the USA or Canada. Likewise businesses are forbidden to operate Vega, if the takeoff location, place of destination lies in the USA or Canada, or if the flight over-flies the USA or Canada. Vega is not yet certified by FOCA for permanent installation in power planes, helicopters and touring motor gliders. The installation instructions in this document refer to FOCA requirements, particularly the sections that are marked with a vertical bar. Vega may not be installed in aircraft that are already equipped with an acoustic reporting/warning system. Vega is not certified for use as a replacement for certified primary flight instruments. Vega does not have a JTSO or FAA-TSO airworthiness certification for equipment and the permission granted by the FOCA authority described above applies only to aircraft registered in Switzerland. 5

6 Install Vega where possible, isolated from the radio transceiver, since at present it is approved for use only with a portable radio transceiver system. Trademarks Trademarks referred to in this document are the property of their respective holders. 6

7 1 Introduction Vega is a precision air data sensor and audio processing system designed for use in gliders as an integrated soaring instrument and aid to situational awareness. Vega is small, easy to use, with a simple user interface and can be built into small instrument panels. The air data sensor features a high fidelity total energy variometer, airspeed indicator, altimeter, stall monitor and meteorological sensors. The audio processing system generates audio variometer tones and speech messages over a loudspeaker or headset. These messages provide notification of nearby aircraft determined by the FLARM collision awareness system, as well as many other alerts and warnings. Vega integrates with FLARM to receive GPS data and aircraft obstruction data. The object data announced by FLARM are converted to acoustic caution or warning messages. These messages contain data pertaining to the threat level, direction, height, type of aircraft and distance to the object. For obstructions, the messages contain the type of threat and distance. Multiple objects with different hazard potentials are announced. FLARM announces a maximum of fifteen objects in the current version of the FLARM firmware (3.00). The speech system announces the most important four objects (user-configurable). The instrument can interface to an external glide computer such as a Portable Digital Assistant (PDA) or panel-mounted Electronic Flight Instrumentation System (EFIS). The term EFIS will be used in this document to refer to both EFIS systems and PDAs. The FLARM device and EFIS are not included with the base Vega retail package and must be purchased separately. However, the instrument will operate without these systems, albeit with reduced functionality. A detailed description of the features can be found in Appendix A. Technical specifications are listed in Appendix B. 7

8 1.1 Design philosophy 1.2 Pilot familiarisation Vega is intended to assist the pilot fly the glider efficiently and safely. The design employs state of the art technology, with an interface that is simple to use. The on-board audio processing system generates high quality sound with mixing and priority based muting in order to improve clarity. Emphasis has been placed on sound and speech cues in order to discourage pilots from staring into the cockpit, which is well known to be dangerous. Options are available for connecting Vega to external vario displays. The air data sensor can interact with an external EFIS glide computer. The open source software XCSoar has been adapted by the developers to fully integrate with Vega. XCSoar follows a design philosophy to reduce cockpit workload and minimise the need for pilot interaction. Since its data format is documented and available to the public, other glide computer software may be adapted to use Vega. In many gliding accidents, pilot overload is known to be a contributing factor. Cross-country flying, competitions, busy airspace and flying in unfamiliar terrain can all cause a high pilot workload for long durations. A design goal of Vega is to help relieve this situation by giving advisory messages and alarms when the aircraft is not being flown safely or efficiently. The instrument comprises digital solid-state sensors and uses high speed digital microcontrollers for all processing, delivering excellent fidelity, long-term stability, increased resistance to interference, and low drain on the aircraft s power supply. The instrument requires no parts protruding from the aircraft other than an optional total energy probe of Braunschweig/Irving type or equivalent. The air data sensor is highly customisable so the pilot can get the very best performance by tuning calibration factors; and the audio system is also highly customisable so the pilot can set up the system to produce the most natural and informative speech and tones. For safety reasons, please take the time to study this manual before using the instrument in flight. Be aware of how the instrument is configured in the particular aircraft, and what external devices are connected, as these affect which functions of Vega are available. 8

9 1.3 System description Pressure sensors : Temperature/humidity sensor : Accelerometer : Digital filters : Air data computer : Audio mixer : Tone generator : Speech generator : Audio inputs/outputs : A blank page at the end of this document is provided for owners to record notes on their individual installation. For initial familiarisation, it is recommended that pilots set up the instrument on a desk connected to a 12V battery (protected with a 2.5A fuse). It is recommended that pilots intending to use an EFIS system (such as Altair) undergo professional or informal training prior to flight. A systems view of the Vega is shown in Figure 1.1. This shows the major logical subsystems inside the instrument and the interfaces to external systems in the glider. The major subsystems of the instrument and connected external devices are listed below: Used for determining the airspeed, altitude, rate of climb, variometer, and stall monitor. Used to measure atmospheric conditions relevant to soaring flight. Optional Used for detecting circling and dolphin flight, and for variometer compensation. Used to process all sensor measurements and to perform filtering to reduce the impact of gusts and other measurement errors on computed values. Used to calculate the aircraft dynamic state and to detect certain unsafe flying conditions. Used to interleave audio from various input sources (radio transceiver, tone generator, synthetic speech, auxiliary audio) to minimise cross-talk and allow the use of all audio sources over a single speaker/headset. This generates variometer audio, speed command audio and other tones used to give the pilot feedback on the aircraft dynamics and air mass movement. Warning, caution and informational messages are generated as speech. Various audio sources may be used for input to the mixer, outputs can drive a headset and speaker. There are two chan- 9

10 Airframe switches PDA/EFIS Vega Pressure sensors Temp/humidity sensor Digital filter Storage card Air data computer FLARM or GPS Message computer Speech generator Tone generator Panel controls Aircraft radio Audio mixer Speaker, headset Figure 1.1: Vega System Diagram 10

11 Airframe switches : Panel controls : Aircraft radio : EFIS : FLARM : GPS : Needle gauge : 1-Wire peripherals : SD card : nels of external audio input available (speaker and phono). Optional and recommended. Switches mounted on the aircraft control mechanism and instrument panel or stick grip are used by the air data computer to determine the aircraft state and for general user input. Optional. The front face of the instrument contains two volume knobs for message volume and variometer volume. Switches and LED indicators are used for the user interface. The aircraft radio can be connected to Vega so that generated speech messages and other generated tones can be mixed for maximum legibility. Optional and recommended. The EFIS system is used as an external glide computer, configuration, and as a display of the air data instrumentation. Vega is designed specifically to integrate with Triadis Engineering s Altair EFIS system and this provides the greatest functionality and easiest installation. Optional and recommended. The FLARM device provides collision awareness functionality, whereby speech warning and situational awareness messages are generated. It also serves as a GPS receiver for pass-through to the EFIS. Optional and recommended. If a FLARM device is not installed, a serial GPS device may be connected for pass-through to the EFIS. Optional. An external digital (LCD) or analog needle gauge may be connected to display variometer and or speed command information. Optional. The Dallas Semiconductor/Maxim 1-Wire bus can be used to connect additional peripheral devices. These may include user interface devices, sensors or other instruments and switches. Optional. Configurations and firmware updates can be performed via an SD card. Flights can be recorded in the IGC format on the SD card, however Vega is not an IGC approved logger. 1.4 Configuration Pilots can set up configurations according to their personal preferences, save these to a file on an SD card, and take the card from one aircraft to another so that their preferences are applied to whichever Vega aircraft they fly. 11

12 Refer to the Vega Advanced Configuration and Data Link Specification for configuration options and factory default settings. Certain aspects of the actual instrument s behaviour may be configured differently to the default factory settings, and so pilots may find minor differences in the actual use to what is presented. 12

13 2 Air data system 2.1 Air data sensors Vega contains a sophisticated air data sensor and can interface with an external navigation system to supply a detailed view of the aircraft performance, atmospheric conditions and air mass movement, and certain obstructions in the airspace. Vega measures and calculates the following aspects of the aircraft state, air mass movement and atmospheric conditions: IAS : TAS : Static pressure : Altitude : Air density : OAT : OAH : nx,ny,nz : TE GROSS : TE NET : TE RELATIVE : Stall ratio : Indicated Airspeed True Airspeed Temperature compensated static pressure. Based on ISA atmosphere from static pressure, and corrected for QNH offset. Based on ISA atmosphere model calculated from static pressure and QNH offset. Outside air temperature Outside air humidity Vehicle acceleration in vertical, fore-aft and port-starboard axes This is the gross rate of change of total energy of the glider. This is the estimated vertical speed of the air mass, produced by subtracting the glider s instantaneous sink rate from the GROSS value. As such, it is compensated for variations in induced drag due to acceleration. This is the estimated rate of change of total energy of the glider if it were to slow to the minimum sink speed in the current air mass. This is equal to the NET value less the minimum sink rate of the glider. This is a ratio that allows the detection of imminent stall in normal conditions or dynamic, high load manoeuvres. 13

14 2.2 Data link Digital switches : 1-Wire sensors : 2.3 EFIS Computer PORT A : PORT B : Switches may be installed on airframe controls, or mounted on the control stick or instrument panel to allow control of the device and a connected EFIS. Optional additional sensors using the 1-Wire bus may be connected. Note that not all of these values are calculated when the Vega is only partially installed. Two data links are used by Vega. This NMEA OUT port is used for communication with an external EFIS. The air data output is sent on this port, and the instrument can be controlled remotely via commands received by this port. All non-vega specific data received at this port is echoed to PORT B. This NMEA IN port is used for communication with a FLARM device, external GPS or Logger. All data received at this port is echoed on PORT A. Most of the air data are sent to the EFIS via serial PORT A, along with the airframe and user interface switch states, and diagnostic data. If a FLARM or external GPS is connected to Vega on PORT B, then FLARM aircraft obstruction data and GPS data are also sent to the EFIS. In this sense, Vega operates as a pass-through device (PORT B to PORT A). The recommended EFIS software is XCSoar, which is a free, open source program for Pocket PC operating systems. A special configuration mode allows Vega to emulate one of several popular variometers. This allows the instrument to be used with other glide computer systems (e.g. WinPilot) that do not support the Vega Data Link protocol. Several software options are available for glide computers to interface to Vega. XCSoar, and in particular, Triadis Engineering s Altair glide computer, offers the closest integration with Vega and will be discussed in the most detail in this document. 14

15 XCSoar integration XCSoar has full support for Vega s data protocol, meaning that all air data is available to the glide computer for processing and display; and flight, task information and configuration data is sent to Vega by the glide computer. Instrument outputs Vario gauge : System status : Info boxes : Speed command : Some of the ways XCSoar can display in-flight data from Vega include: An on-screen needle-type vario gauge shows the current gross, net, or relative variometer reading as well as optional additional items such as average climb rate, speed commands etc. Battery voltage, GPS and FLARM status and other information about Vega s status can be summarised in a system status dialog. These are small labeled boxes showing primarily numerical values. A large variety of info boxes can be displayed, including MacCready setting, gross variometer, netto variometer, relative variometer, 20 second average vario, vario average during current thermal, indicated airspeed, true airspeed, optimal (MacCready) speed, G-loading, wind, etc. A chevron indicates whether the glider is flying too slowly or too fast. 15

16 Analysis : Full-page displays show such statistics as the wind variation with height, glide polar, temperature trace. Instrument inputs External switches MacCready : Bugs, ballast, QNH : Optimal glide speed : 2.4 Needle gauge Advisories : Alert data : Flight mode : The glide computer can send data to Vega in flight: A bidirectional link allows MacCready settings to be adjusted on either the glide computer or on Vega (or both). Changes to the glide polar, QNH settings Speed command, used by Vega s audio variometer in cruise mode. Issuing speech advisories such as reaching turn points etc. Information used by Vega to calculate certain alerts (e.g. terrain elevation) Furthermore, the glide computer can be used to configure/customise Vega, activate demonstration and test modes and diagnostics. Special instrument calibration tools help to get the best performance from the system. The EFIS is also used for display of error and diagnostic information during self-test prior to takeoff, and in-flight. Refer to the XCSoar User s Manual for more details on XCSoar s functionality. All switches connected to Vega are communicated to the EFIS system and therefore may be used to for a wide variety of functions, such as: Display mode toggle Zoom in/out Mark current location In this way, Vega can act as a user interface expansion device for an EFIS system. An optional external needle gauge may be connected to Vega. Both digital (LCD) and traditional analog gauges may be used. 16

17 Analog Digital (LCD) The needle can be configured to display total energy vario, netto vario, etc. For LCD type gauges, additional information such as the speed command and circling/cruising modes can be displayed on the LCD screen. 2.5 Logger An SD-Card (Secure Digital Memory Card) is used for storing flight logs in IGC format and for configuration of Vega, and where connected, the FLARM device. Flight logging requires Vega to be connected to FLARM. This allows convenient transfer of flight logs and configurations between the aircraft and the pilot s PC or EFIS. Furthermore, it enables many pilots in a club or syndicate to use Vega and FLARM with their own customisations. Using the SD-Card The SD card must be inserted so that the contacts are visible from the right, with the trimmed edge up. Push the card into the slot in the instrument front plate, ensuring the contacts are engaged. For removal, press on the card to release it and then the card can be taken out of the slot. The card should never be inserted or removed by excessive force. SD-Card requirements The card may not be used write protected, that is, with the slide switch on LOCK. The card is formatted FAT and can be read and 17

18 written with a PC card reader or a PDA. Vega has been tested with 64 and 128-MByte cards. Due to potential for compatibility problems with third-party SD- Cards that may not meet specifications, it is recommended to only use the SD card supplied with Vega or as recommended by Triadis Engineering. Configuration The logger parameters and use of the SD-Card for configuration of Vega and the FLARM system are described in Vega Advanced Configuration and Data Link Specification. 18

19 3 Audio and speech system 3.1 Audio variometer The audio system of Vega consists of a multichannel audio mixer, speech generator, and audio generator for variometer sounds. The mixer blends the various inputs in an intelligent fashion in order to provide a clear, pleasant and safe flying experience. The speech system is interactive: messages can be acknowledged by the pilot, and they can be repeated on demand. This system is very effective at minimising distractions and ensuring that the pilot s attention is considered. Measurements relating to aircraft dynamics, atmospheric motion and cross-country task are used to generate tones such as audio variometer and speed commands. These tones give feedback to the pilot without requiring looking at the instrument panel. At all times the flight envelope of the sailplane must be adhered to. Do not exceed placarded airspeeds for the prevailing conditions, even if the speed commanded by a glide computer instructs otherwise. Vega can produce flight envelope warnings to help the pilot fly safely. These are described in Chapter 5. The sounds produced by the tone generator change based on the flight mode and current performance. The default tone scheme is described below: State Pitch characteristics Beep characteristics Cruise Go faster Decreases the more the aircraft needs to speed up Long beep constant duration Go slower Increases the more the aircraft Short double beep of constant duration needs to slow down In lift Increases in stronger lift Short beep, faster in stronger lift Climb Climbing fast Increases in stronger lift Short beep, faster in stronger lift Climbing slow Increases in stronger lift Medium beep, faster in stronger lift Descending Decreases in stronger sink Continuous tone 19

20 High pitch Descending Climbing slow Climbing fast Low pitch Figure 3.1: Audio tones in circling The audio tones are illustrated in Figures 3.1 and 3.2. These diagrams show the audio produced in some typical gliding scenarios while circling and in cruise. The tone generator is highly configurable to the pilot s preferences. The configurations may be changed on the ground or switched between several preprogrammed schemes in flight. This is useful for club aircraft or syndicated aircraft, because each pilot can use their own preferences. Secondly, it allows the tones to be switched to another scheme in special circumstances, such as when the need arises to search for very weak lift. See the Vega Advanced Configuration and Data Link Specification for details on audio customisation, and some suggested audio schemes emulating other popular variometers. Deadbands in all modes can be used to make the speaker/headset silent in certain conditions, such as when the glider is flying through relatively still air and when the airspeed is similar to the optimal airspeed when in cruise. The default deadbands are described below: 20

21 Too slow Too fast Optimal Too fast Optimal Circling High pitch Low pitch Figure 3.2: Audio tones in cruise Mode Deadband range Climb Gross vario +0.3, 1.0 m/s Cruise Percent speed error +/ 15 % The generated tones are also muted when receiving a radio transmission and during speech messages. 21

22 3.2 Audio during thermal encounter 3.3 Speech messages Classes of message Vega has special features to assist pilots to quickly center thermals. The variometer audio output when in high speed cruise but flying through lift is typically set to relative that is, it produces the tones the pilot would experience if the glider was slowed to the minimum sink speed. Furthermore, relative vario is acceleration compensated, so that during a pull-up to enter a thermal, the changes in induced drag accompanying acceleration are eliminated. However, relative vario is not useful while circling as the pilot needs to know then what the effect of bank angle and manoeuvring has on the overall climb efficiency. During proper circling, it is usually necessary to use gross vario tones. The default configuration of Vega allows for a special relative vario mode that switches to gross vario automatically when the glider s speed is lower than 110% of the best glide speed; under these speeds the glider is assumed to be in steady circling. This mode switching is illustrated in Figure 3.3. The various audio tones may be demonstrated and tested using the Vario Demo dialog in XCSoar. Vega produces speech messages for FLARM-equipped aircraft traffic and obstruction references; airframe warnings and advisories, and other flight and system status related advisories. These speech messages are played through a loudspeaker or headset. Four message classes are defined for the purposes of message prioritisation and filtering. All important messages are prefixed with an attention tone. The message classes are broadly described in the following table: Class Attention tone Importance Message None Informational Reference Ping Minor Caution BeeBee Important Warning Siren Urgent 22

23 V=100kt V=80 kt V=70 kt V=60 kt V=50 kt Cruise mode Circling mode High pitch Too fast Relative vario Gross vario Low pitch Vario Net Relative Gross High g pull up Figure 3.3: Audio tones during pull-up (relative/gross vario switching) 23

24 Message acknowledgement Message repeat Increasing hazard : Decreasing hazard : 3.4 Audio mixer Messages can be acknowledged with the Acknowledge key, marked ACK on the panel. Acknowledged messages are not repeated for a certain time. The period that messages are not repeated for depends on the level of risk. Messages with high level of risk are repeated more frequently, those with low risk less frequently. Changing levels of hazard potential have an influence over the interpretation of acknowledgement: The acknowledgement is effectively cancelled; a new message with the updated status is produced immediately. The acknowledgement applies to the lower risk status. The acknowledge key always refers to the most recent announced object. The acknowledgement is cancelled as soon as the object leaves the reception range of FLARM, which is typically two kilometers. This means that an aircraft leaving and then re-entering the reception range is regarded as a new threat. Acknowledged messages can be replayed by pressing the Repeat key, marked REP on the panel. Message contents, particularly dealing with aircraft obstructions (direction, height, and distance) are constantly updated, so the speech generated after pressing the REP key are always kept up to date. Vega is able to mix other audio signals (radio loudspeaker and headset) and send them to a loudspeaker or headset along with the generated speech messages and audio vario sounds. All audio signals are monitored so that the output at the speaker or headset switches is based on priority. The audio signal of the vario can be lowered during generated speech or radio transmissions, depending on the configuration. Vega has two independent audio channels, each of which are composed of a mixer and an amplifier. This allows the separate use of a loudspeaker and headset. 24

25 3.5 Crosstalk reduction 3.6 Audio fail-safe Crosstalk, or having many voices talking at once, is minimised through a prioritisation and message buffering system. Speech messages are prioritised according to their message class (importance) and treated accordingly, such as: If a message of the reference class is being spoken and a message of a higher priority arises, then the less important message is interrupted and the more important one is spoken immediately. For repeating messages, if the Repeat key is pressed, messages of the warning class are sent before messages of the caution class. Radio audio signals have higher priority than generated messages. Unimportant messages are delayed until the radio transmission is complete; after a short pause the message is then spoken. Important messages are spoken immediately even whilst receiving a radio transmission however at reduced volume. If a radio transmission arises during a generated message, then the volume of the generated speech is lowered immediately. Vega detects certain errors in the instrument hardware, configuration settings, and serial communications. When critical errors occur, the pilot is advised to turn the device off and attempt to resolve the error after landing by following the guidelines in Section 8.3. In the development of Vega, fail-safe behavior was made a high priority. Vega can recognize errors and and it switches into a bypass mode of operation (LED shines continuously). In bypass mode, the input and output of the audio channels are directly connected. In this condition the headset and loudspeaker are effectively isolated from Vega and directly connected with the radio transceiver. In the event of an error in Vega and if the automatic bypass function should malfunction, such that radio transmissions cannot be heard, then disengage Vega by removing power from the FLAR- M/Vega. Without a power supply, Vega stays in bypass mode. 25

26 4 Traffic and obstruction messages 4.1 FLARM messages Vega integrates with FLARM to receive GPS and aircraft obstruction data. The data announced by FLARM are converted to acoustic caution or warning messages. Depending upon the operating mode, traffic references and collision warnings are filtered in accordance with the FLARM Alarm Level. In this chapter, the term object is used to refer to an obstruction or another FLARM equipped aircraft. FLARM messages indicate the threat level, direction, height, type of aircraft and distance to the object. For obstructions, the messages indicate the type of threat and distance Higher Above 10 2 High Low Lower Below References to aircraft obstructions are spoken in the syntax: pos O clock relheight, type range where pos is the relative bearing in clock hour (1-12); relheight is the relative height (above, very high, high, even, low, very low, below); type is the type of obstruction (glider, powered aircraft, jet, helicopter, sky-diver, hang-glider, unmanned aircraft, traffic, obstruction); and range is the range in hundreds of meters to the object (1-50). Thus, an example is: Four O clock high, glider, 5 26

27 4.2 FLARM alarm levels Certain aspects of these sentences may be customised, as described in the Vega Advanced Configuration and Data Link Specifications. Vega can announce several objects with different hazard potential. FLARM announces a maximum of fifteen objects in the current version of the FLARM firmware (3.00). Vega announces the most important four objects. FLARM uses the concept of four levels of alarm, according to the severity of the risk of collision. This severity is measured in terms of the predicted time to a collision. Level Importance Alert time before collision 0 Informational (No significant risk) 1 Minor <18 seconds for traffic <28 seconds for obstructions 2 Important <13 seconds for traffic <19 seconds for obstructions 3 Urgent <8 seconds for traffic <10 seconds for obstructions 4.3 Message classes of FLARM events The FLARM system status, traffic references, and traffic and obstruction warnings have a direct correspondence to the speech message classes introduced in Section 3.3. Class FLARM event Message Traffic references Reference FLARM collision warnings alarm level 1 FLARM voltage supply Vega battery low warning Caution FLARM collision warnings alarm level 2 FLARM functionality restricted FLARM malfunction Airframe warning Vega battery depleted warning Warning FLARM collision warnings alarm level 3 27

28 4.4 FLARM filtering modes Announcement of objects by FLARM depends on the filter mode and the alarm level of the object. The various filter modes have the effect of filtering out events of different alarm levels, as indicated in the following table: Alarm level Filter mode > 18s x x x x 1 18s x x x 2 13s x x 3 8s x Mode 1 : Mode 2 : Mode 3 : Mode 4 : Mode 5 : To summarise the filter modes: 4.5 Filtering in circling and cruise All objects that FLARM detects are announced. Only objects with potential hazard are announced. The output corresponds to the typical FLARM display. Only objects are announced with FLARM hazard potential important and urgent. Only objects are announced with FLARM hazard potential urgent. No announcements are made. This mode is only temporary, after 5 minutes the system reverts to the last mode. The equipment always starts initially from power-on in mode 2. Modes higher than mode 2 should be selected only in special cases and with caution. Increasing the mode number always means a reduction of the advance warning time! Vega has two modes, one for the cruising flight and one for the circling. Vega changes automatically between circling mode and cruise mode. If one changes the alert mode whilst circling, then this change applies to the circling flight mode, similarly when changing the alert mode in the cruise flight, then this change applies to the cruise flight mode. Vega announces the automatic 28

29 mode change. After switching on, the active alert level is two in cruise and three in circling. 29

30 5 Airframe and advisory messages Along with FLARM traffic references and collision warnings, Vega also produces other speech messages as described in this section. See Appendix C for a summary of all voice messages. Additional advisory messages are also produced for system status, flight and task information. These can be enabled or disabled in the configuration. Some of the advisories rely on an external EFIS system. 5.1 Landing gear, flap and airbrake warning Depending on the airframe switch configuration, the computer can detect if the landing gear has not been extended prior to landing. Several configurations are possible: Configuration Gear and airbrake switches not connected Gear and airbrake switches connected in series Gear and airbrake switches connected separately Available alarms Gear Airbrake on landing on takeoff no no yes no yes yes The gear on landing warning occurs if the airbrake is unlocked and landing gear is not extended, and is spoken as: Landing gear not extended The airbrake on takeoff warning occurs if the airbrake is unlocked on takeoff, and is spoken as: Airbrakes not locked A further landing alarm can be issued if the glider has landing gear extended but the flap is not in the landing flap position. 30

31 Landing gear warnings are a potential distraction if they occur late on the final approach. There have been several accidents recorded where pilots have concentrated on extending the landing gear late and fail to maintain proper control of the aircraft close to the ground. The pilot is advised it may be safer to ignore late landing gear warnings and if necessary land with the landing gear retracted. The landing gear, flap and airbrake warnings are not guaranteed to function if any of the switches have failed or if they are improperly configured. An alarm not being raised is not an indication that the landing gear is extended and locked. The gear switches also allow a message to be generated informing the pilot if the gear was not raised after releasing from tow. The message is: Landing gear 5.2 Stall monitor If the stall pressure sensor is installed, Vega is able to provide warnings of imminent stall. The stall monitor is based on principle of detecting a critical angle of attack, and as such requires no compensation for ballast and functions even when the aircraft is accelerating. The critical angle of attack depends on the flap and airbrake setting and wingtip configuration. The pilot is able to set the sensitivity of the stall monitor by marking the critical angle of attack when it occurs in a test-flight. Depending on the installation, Vega may or may not be aware of flap and airbrake settings and the accuracy of the stall monitor may be affected as a result. For example, if the critical angle of attack was set when the aircraft had airbrakes retracted, but the airbrake switch is not installed, then the aircraft with airbrakes extended may stall without the warning being raised. The stall monitor is approximate only. It is possible for the aircraft to stall before the alarm is raised, due to any of the following factors: Degraded aerodynamic surfaces due to bugs, dirt, water droplets, or ice. Improper configuration of the warning set-point. Large control deflections. 31

32 Large side-slip. Improper aircraft weight and balance. Stall alarm is muted due to high priority message or incoming radio transmission. Changing the wingtip options without registering the change e.g. via the EFIS. Non-conservative use of set-points, especially when airbrake and flap switches are disconnected. The stall monitor is not fail-safe, it is advisory only. The pilot must remain vigilant observing other signs of impending stall and must always be prepared to take corrective action. 5.3 Speed warnings Certain aspects of unsafe flight with respect to the manoeuvring envelope and airframe limits are detected by Vega and produce attention tones and speech warnings. Some of these features depend on the appropriate airframe switches being connected to Vega. Warning Under-speed Over-speed (VNE) Over-speed (Flap) Over-speed (Airbrake) Over-speed (Winch) Over-speed (Aerotow) Description Flying too slowly near terrain. True airspeed is greater than the airframe limit VNE. Flap setting at the current indicated airspeed exceeds the airframe limits. Airbrake is deployed when the current indicated airspeed exceeds the airframe limits. Flying too quickly during winch launch Flying too quickly during aerotow All the over-speed warnings are spoken as Speed and under-speed warnings as Too slow At all times the pilot is responsible for adhering to the flight envelope and airframe limits for the particular aircraft type. Refer to the aircraft s pilot s manual and cockpit placards for the relevant limits. 32

33 5.4 System and health advisories Parameters affecting the calculation of these warnings are defined in the Vega Advanced Configuration and Data Link Specification. In normal use, they may be set from the EFIS. For the purpose of calculating under-speed warnings, the aircraft height above terrain makes use of terrain elevation data sent by the EFIS system. As such, it is subject to the level of accuracy and reliability of the EFIS system and its terrain elevation database. Vega generates the following speech advisories relating to the system status: Battery status : When the battery voltage is low, and when the battery is critical (nearly depleted). These messages repeat. Battery weak Battery depleted System status : The FLARM filtering mode level is reported when the mode is changed by the user or when the system returns from the timed mode 5. Whether FLARM is disconnected and GPS fixes are unavailable is also reported. Examples: Ready, mode two FLARM error, no GPS FLARM reduced function High altitude flight : When flying above feet (3050 meters), the pilot is advised to use oxygen. Oxygen Drink : A periodic reminder (every 30 minutes) for the pilot to drink is spoken. Hydrate 5.5 Task advisories Climb rate : Vega generates the following speech advisories relating to flying cross-country tasks: When circling, the average climb rate can be read out periodically. For example, the following is spoken when the average climb rate is 3.4: 33

34 Circling 3-4 MacCready : Changes to the MacCready value are read-back after a few seconds delay. For example, the following is spoken when the MacCready has been changed to 4.3: MacCready 4-3 New waypoint : An announcement is made when the active waypoint is changed (manually or automatically). Waypoint Waypoint distance : A count-down of the distance while approaching waypoints can be announced. For example, the following is spoken at 6.7 km distance remaining: Waypoint Flight safety advisories Vega generates the following speech advisories relating to general flight safety: Terrain : When the glide path computed by the flight computer passes within a critical clearance height of terrain, a warning is issued. This is frequently referred to as final glide through terrain alerting. Caution, terrain Airspace : An imminent incursion of controlled or restricted airspace results in an advisory message being spoken. Airspace below 34

35 6 Instrument panel interface The Vega instrument face contains several user input controls and indicator lights (LEDs). This chapter describes the function of each control and light. Additional switches and buttons may be mounted remotely, such as on the control column stick grip. These remote controls may be assigned to copy the function of the panel controls or may be assigned custom functions. Voice volume Variometer volume Message acknowledge button SD Card User switch McCready adjust switch Message repeat button Error annunciator Stall warning annunciator Airspace traffic annunciator Message annunciator 6.1 Panel lights ERROR : STALL : TRAFFIC : The four LEDs are used as annunciators as described below: MSG : Lit continuously when the instrument detects an internal error or error communicating with external devices. Also lit during start up self-test. Lit when the stall monitor detects impending stall Lit when FLARM detects another FLARM-equipped aircraft is in reception range. Lit when there are messages in the message queue. Upon starting up the device, the ERROR LED should be lit. All LEDs are lit while Vega performs memory and system checks (about 10 seconds). After the memory and system check, if an 35

36 error has been detected the ERROR LED stays lit while the other LEDs remain off. The red Light Emitting Diode (LED) marked ERROR indicates the operating condition: Light state Description Dark, shines continuously or no periodic brief flashes Fatal error, Vega malfunction. After switching on the LED is lit for approx. 10 seconds continuously, during this time it performs Vega memory and system checks and is not yet ready for use. Brief flashes once per second Ready, no messages. Brief flashes four times per second Ready, no messages, mode five selected. The LED brightness can be adjusted in the configuration settings. 6.2 Volume knobs The volume knobs on Vega control the volume of generated speech and audio variometer tones; where other audio devices such as aircraft transceivers are passed through Vega, the volume knobs of such devices are still functional. Message volume knob The volume knob uses a logarithmic scale. For messages, a minimum volume, which can be specified in the configuration, applies for the class warning. If the volume knob is on the minimum and if a message of the class warning needs to be produced, then the volume is raised to the minimum volume for warnings and the message is sent. Subsequently, the system reverts to the volume set by the volume knob. Audio vario volume The vario volume knob uses a logarithmic scale. The vario volume may also depend on the flight condition and flight mode, accord- 36

37 ing to the audio vario tone configuration as described in the Vega Advanced Configuration and Data Link Specification. For example, it is possible to set up the vario to be quieter during cruise, or for volume to be automatically amplified as the airspeed increases. 6.3 Toggle switches User mode switch The switch marked USER can be used to switch between three sets of configurations. See Vega Advanced Configuration and Data Link Specification for more details on possible setups. Example applications of the USER switch are: Force cruise, climb, or auto cruise/climb Different tone sensitivities Enable/disable deadbands Adjust vario time constants Wingtip options The user switch may therefore be used to switch between audio configurations for searching for weak lift as distinct from normal use; or may be used to set other pilot-preferences. Speed command switch MacCready adjustment switch If installed, the external speed command switch, marked SC can be used to switch the flight mode used by the EFIS and Vega between cruise or climb. The specific role of this switch is configurable as either a direct switch, or as an override. See Vega Advanced Configuration and Data Link Specification for more details. In typical installations, the speed command switch may be a pilotoperated switch on the control stick grip or instrument panel; or may be wired to climb flap or trim settings. The MacCready rocker switch can be used to adjust the current MacCready setting in the EFIS and in the air data computer in Vega. Press the switch up or down to increase or decrease the 37

38 6.4 Acknowledge key Alert mode selection Mode five timeout value. Hold the switch up or down to change the value continuously. While a message is being produced, it can be acknowledged by a short press of the Acknowledge key, marked ACK on the device. By declaring an acknowledgement, you indicate that you have understood the message and don t want to hear it any longer. Acknowledging traffic and collision warnings also means that you should have discovered the object and are able to pursue it visually. Do not acknowledge messages that you do not understand. Do not acknowledge traffic and collision warnings if you have not seen the object or if you are not safe with respect to the referenced object! Acknowledgement is only accepted by Vega while a message is being spoken. If the message is finished, it can no longer be acknowledged. Wait in this case for the message to come again. Never acknowledge a message when it arises for the first time - listen for the first repeat. Do not acknowledge collision warnings out of reflex, instead change your flight path in such a way that no probability of collision remains. The message will then disappear automatically. The pilot can select the mode by holding down the Acknowledge key until the Blip tone is heard (after approximately a half second). After releasing the key Vega reads out all 5 modes in sequence: Mode one, mode two... The desired mode is set by pressing the Acknowledge key during the read-out. The selected mode is confirmed by Vega with the BeeBee attention tone then by speaking the mode that was selected. Setting the current mode directly to the mode five can be done by holding down the Acknowledge key until Mode five is announced. Mode five is valid only for five minutes, afterwards the previous mode is reverted to automatically. Vega will announce this with 38

39 Mode two. In order to leave mode five manually, one selects either another mode in the way described above, or by pressing the Repeat key. 6.5 Repeat key The internal message queue can contain several messages: acknowledged and non-acknowledged ones. Once messages are acknowledged they will only be produced again by pressing the repeat key, marked RPT. The sequence of the message sending corresponds to its class (warning, caution, reference). Use the repeat function if you lost sight of an acknowledged object, a message was not understood or was erroneously acknowledged. Acknowledged messages are not repeated automatically unless the referred object s risk level increases. With the repeat function, messages are spoken at normal volume, even when a radio transmission is being received! That is, the system obeys the pilot s demand for the information to be repeated. When mode five is active, pressing the Repeat key reverts the mode to the previously selected mode (see discussion of alert mode selection in Section 6.4). 39

40 7 Operation This chapter describes how the pilot operates Vega, in particular, concentrating on start-up and use in flight. Periodic maintenance of the Vega is required for ongoing use and the required procedures are described in the Vega Installation and Maintenance Manual. Unless Vega has been installed according to the instructions in the Vega Installation and Maintenance Manual, the performance may be degraded and the information given in this chapter may not apply. 7.1 Prior to start 7.2 Audio system start Turn the message and vario volume knobs up (clockwise) one third. All LED light up for about a second, then the ERROR LED light stays on for approximately twenty seconds during self-test. The loudspeaker bypass is deactivated. All LEDs go dark, except the ERROR LED which flashes briefly every two seconds. Vega is ready for use! In normal use, the device can remain switched on, such that it is active whenever the aircraft s system power is switched on. The device should not be switched off during flight except in the event of serious fault as described in Section 3.6. Take care when using headphones, to not start Vega with either the message volume or vario volume too high, as this could result in hearing damage. Because Vega mixes audio from multiple sources including internally generated speech and variometer tones, it is necessary to ensure that volume levels of each are adequate prior to flight. The start procedure defined in this section should be performed before 40

41 each flight if there is any possibility that volume settings of any device has been modified since the aircraft last flew. Message volume check Turn the device on. Press the Repeat key. Vega announces: Ready, mode 2 Loudspeaker is correctly attached If necessary also check the sound through the headset. Variometer volume check Adjust the volume control of the variometer so that its volume is just as loud as the message Ready, mode 2. Note that the Vega makes the variometer quieter while speaking the message. The variometer is connected correctly, and volume adjusted. Radio volume setting If you integrated the radio audio signals, set the volume control of the radio transceiver so that its volume is just as loud as the message Ready for use, mode 2. Consider that while receiving a radio transmission, Vega may delay playing the message Ready for use, mode 2 for up to five seconds and at reduced volume. The radio is connected correctly, and volume adjusted. If no GPS signal is received during start-up, then Vega will announce after approximately two minutes: FLARM error, No GPS If no FLARM is detected during start-up, then Vega will announce after approximately 5 seconds: FLARM error, no communication Fail-safe test To test Vega with integrated radio audio installed, perform a bypass function test as described below. 41

42 Select on the radio transceiver a frequency that has a lot of traffic, such as the ATIS frequency. Interrupt the voltage supply of Vega (e.g. pull the circuit breaker). The ERROR LED will no longer flash and the volume should be just as loud as when Vega was switched on. Test this with the loudspeaker and the headset if installed. Restore the power supply to Vega and wait until the device reports that it is ready for use. Once you hear radio traffic again over Vega, turn the voice volume control to minimum. Again disconnect the voltage supply to Vega. The ERROR LED will no longer flash and the volume should again be just as loud as in the previous test. Test this with the loudspeaker and the headset. Restore the power to Vega and return the message volume to its previous level. Airframe switch test Some airframe switches, such as airbrake, flap, control stick grip switches and external ACK/REP switches, may be tested on the ground. While not flying, changing switch states (from on to off and vica versa) are accompanied by a pip sound. External software such as XCSoar may offer a diagnostic page where the switch inputs and detected airframe states can be displayed in order to help test their correct operation. In XCSoar, a switch state dialog is available from the menu: CONFIG Vario Switches 42

43 7.3 Pre-flight setup Prior to flight, the EFIS system should be used to set the following parameters: QNH : Ballast : Bugs : Wing : Set the QNH pressure. Set the ballast according to the ballast loaded in the aircraft. Set as appropriate for the aircraft aerodynamic condition. Set the wingtip configuration for aircraft with several wingtip options. Refer to the EFIS documentation for how to perform this operation. In XCSoar, this is performed by selecting the basic settings dialog from menu: CONFIG Setup Basic 43

44 Where a PDA/EFIS system running XCSoar is connected to Vega, QNH is set automatically once valid GPS lock is acquired. Verify all user interface mode switches are set as required. Vega repeats unacknowledged messages periodically, and this may be distracting prior to takeoff. Therefore, it is advisable that any outstanding messages be explicitly acknowledged (or any situation rectified) before commencing normal preflight checks. 7.4 EFIS data link During flight, the EFIS system may be used to change the Mac- Cready, bugs and ballast settings. If a compatible system is used, these settings will automatically be sent to Vega. MacCready values in the EFIS system may be adjusted by the MacCready rocker switch on the Vega panel face; or by the EFIS software. The flight mode (cruise/climb) used by Vega and the mode used by the EFIS system can be linked in several ways depending on the configuration. The default behaviour is for the flight mode in Vega to be set by the EFIS system if connected. Control of what is displayed on the gauge vario is also adjustable from the EFIS or from the USER switch. 44