In article ,
Don Johnstone
wrote:

I don't think the BGA's logic is at all at fault. What
they are pointing out is that gear warning systems
can be a double edged sword. While they may be appropriate
for private gliders flown by experienced pilots who
have worked out a plan to react to they may not be
appropriate for gliders flown by pilots with a broad
ability and experience spread.

While I'm reading all this, I'm thinking something isn't
adding up.

Gear warning systems go off if the airbrakes are opened
while the gear is retracted, right?

Now think of the BGA's position: They're worried about
damage and injury caused by a gear warning which goes off
last the last minute, causing a pilot to lose control
of the landing as they fumble the controls as they drop
the undercarriage.

.... which is what doesn't add up. What kind of pilot does
the BGA think is going to be surprised by a gear warning
buzzer when they're close to the ground? I mean, seriously,
if a pilot has managed to get to 10 or 20 feet off the ground
before they've opened the airbrakes then their training has
bigger problems than anything that can be solved by talking
about the importance of pre-landing checks! Surely in the
real world the gear warning alert goes off near the top of
final approach, just after the pilot has identified an
overshoot situation and opted to open the airbrakes, right?

We're obviously all missing something here. What has
prompted the BGA to issue a position paper which, on first
appearances, makes no sense?

- mark