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#51
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Gear Warning
In article DdqdnYPHoYf1J-benZ2dnUVZ_v
Try: http://www.research.att.com/projects/tts/demo.html Type in whatever message you want, choose the gender and accent of the synthetic voice and download the .wav file. A sexy female voice gets my attention. As the gadget makers are now involved, I have a request. How about a small box containing a multi-input, line-in, fixed volume, audio mixer with amplifier and decent speaker powered by the ships battery. This box would have an array of 3mm jacks to receive the audio from the varios, PDA, radio, and other gadgets that output audio and play them all through the same speaker. Maybe it should fit in a 57mm instrument hole. I think this would simplify wiring and improve audio quality. Bill Daniels We had a little problem with our gear warning. It worked fine with the glider in the trailer, but in flight it would sound if you opened the airbrakes whatever the position of the gear. It certainly made me check the wheel was down and locked. We put in a new vario this year, the only snag was we had nowhere to put the speaker except behind the panel. We thought we could do with a bit more audio. I remembered our radio, a Dittel clone, has an input for an intercom. We fed the audio from the vario into the radio, and now we have all the volume we need. -- Mike Lindsay |
#52
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Gear Warning
In article .com, Mike
the Strike writes Pilots who can't respond to a gear warning or radio call probably shouldn't be flying at all! This isn't a big multi-tasking job. What would such a person do if the canopy popped open, the brake handle came off in his hands or the spoilers opened on takeoff? In a sailplane with a left-handed gear handle, all it takes is- brakes closed, gear down, brakes open again. I timed it at 3 to 4 seconds in an ASW 20. With a right-handed gear handle, you have to close brakes, switch hands, put gear down, switch back, brakes open, in 4 to 6 seconds. On downwind, you have plenty of time to do this and even on final if it isn't too short. At 50 knots, 6 seconds represents no moe than about 600 feet - say 200 meters. BGA sounds a bit like a mother hen! Mike Odd you should say that. There is a lot of talk in this country about "The Nanny State", by which is meant the propensity of the authorities to control every aspect of our lives. Perhaps the BGA have been bitten by the same bug? -- Mike Lindsay |
#53
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Gear Warning
"Mel Dawson" wrote in message
: At 21:18 16 November 2005, Nigel Pocock wrote: One problem with a recorded voice is that it sounds like background radio chatter and your brain filters it out (or at least mine does) Our CFI discovered this the hard way in our brand new DG1000. luckily landed on soft grass so no damage. Incidentally the BGA in the UK does not reccomend an undercarriage warning buzzer. I know of two accidents causing injury, one serious, caused by a malfunctioning u/c warning system.. I was taught to look at the u/c lever before going for the airbrakes and after 3000 hours it hasn't failed......... yet. Don't worry, Mel. It will. You are waaaaay past due. Larry "just get a friggin' gear warning system!!!" Goddard "01" USA |
#54
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Gear Warning - downwind checks.
At 21:00 17 November 2005, Eric Greenwell wrote:
W.J. (Bill) Dean (U.K.). wrote: I understand that frequently if someone lands wheel up, when asked if they did pre-landing checks they say 'oh, yes!'. The point of course is that those who are taught pre-landing checks are flying training gliders with a fixed wheel, and so they are used to saying the check item but doing nothing. Perhaps, if they had a gear up warning system, it would have alerted them to the put the gear down, and avoided the gear up landing. I find having the buzzer screech at me is a good training aid, and I redouble my efforts to avoid it in the future. The people I know that have landed gear up had 100's (or more) of hours in the glider they landed gear up, so it seems they were used to 'doing something'. The gear up landings I'm familiar with almost always involved some distraction so that the checks were not done, or the pilot grabbed the wrong handle, or the gear was down for the whole flight and raised for landing. Also, the pre-landing checks I was taught did not involve the gear, flaps, or ballast, as the ASK 13 had none of these, and I suspect many (most?) US pilots were trained that way. All this leads me to believe the situation you suggest is a rare one. Personally, the 3 times my gear up warning saved me, I had 200, 1000, and 1500 hours in various retractable gear gliders. All involved distraction. As Bill has correctly pointed out the BGA discourage the use of undercarriage warnings on the grounds that activation in the late stage of an approach could itself cause problems. It is better to land wheels up than loose control trying to put the wheel down close to the ground. The cure is worse than the disease. It can be particulary dangerous where the undercarriage lever is on the right hand side of the cockpit. The argument still rages over here between the 'configure the glider for landing' as soon as that decision is made. and the pre landing mnemonic. Again as Bill pointed out challenge and response mnemonics tend to become automatic both in challenge and response, especially when learned in gliders which do not have water, flaps or a retractable undercarriage. |
#55
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Gear Warning - downwind checks.
During fixed-gear single-engine training decades ago, the plane was
equipped with a "gear" switch with red and green lights. My instructor recognized the problem of transitioning from fixed to retractable gear and taught gear operation from day one. Even flying a stinkpot Cessna 172 these days I find myself reaching for the gear switch! Also, mnemonics are useful, but can also be problematic. For my glider training I was taught "USTALL", which unfortunately doesn't prompt you to drop water ballast. Guess who's landed full of water a few times! My revised mnemonic is "BUSTALL", which is especially appropriate to those who don't use it and land gear up! Mike |
#56
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Gear Warning - downwind checks.
Eric Greenwell wrote:
The gear up landings I'm familiar with almost always involved some distraction so that the checks were not done, I did my first and (yet) only gear up landing, luckily on grass, with 300 hours, most of them with retractable gear. I know exactly why this happened: I was on a cross country in an unknown region and had to outland on a controlled airport. I knew the airport had a grass and a concrete runway, but wasn't there before and I wasn't prepared to land there. The runway couldn't be seen during the approach, but only on downwind. So I had first to decide that I had to land there, then study the airport chart, talk to them, enter the controlled airspace, follow their instructions, navigate in an unknown place with an "invisible" runway, look out for that runway etc., which all broke my routine. I always do my checks on a certain point during the approach sequence. But that sequence was broken and additional workload was introduced, and that got me. I've reviewed my routine since. Stefan |
#57
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Gear Warning
I've got a buddy with a Sisu. His Radio antennae is on his gear door pointing down when the doors are closed, to the side when they are open. It works a little like a curb feeler. It's a last minute warning but it actually saved him once.
"01-- Zero One" wrote in message ... "Mel Dawson" wrote in message : At 21:18 16 November 2005, Nigel Pocock wrote: One problem with a recorded voice is that it sounds like background radio chatter and your brain filters it out (or at least mine does) Our CFI discovered this the hard way in our brand new DG1000. luckily landed on soft grass so no damage. Incidentally the BGA in the UK does not reccomend an undercarriage warning buzzer. I know of two accidents causing injury, one serious, caused by a malfunctioning u/c warning system.. I was taught to look at the u/c lever before going for the airbrakes and after 3000 hours it hasn't failed......... yet. Don't worry, Mel. It will. You are waaaaay past due. Larry "just get a friggin' gear warning system!!!" Goddard "01" USA |
#58
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Gear Warning
"Paul Remde" wrote in message news:7KJef.336498$084.184292@attbi_s22... Hi, In addition to the audible signal from the 302 - if you have a 303 it displays a text message which makes it obvious what the issue is. I like the Tasman approach because a voice message should be able to cut through all the beeps already going on in the cockpit. I talked to one user who installed them in his gliders at his commercial operation. He said the recorded message was "Lower the Fxxxing Landing Gear!" - in an all out attempt to get the pilot's attention. Does anyone have any suggestions for sources of small magnetic reed switches? I sell mechanical microswitches which I have used in the past and like, but I can see the advantages to non-contact switching. Good Soaring, Paul Remde Cumulus Soaring, Inc. http://www.cumulus-soaring.com Maybe the hot tip would be to use the sound of something grinding. In the alarm business, I had a "glass break simulator" that was essentially a digital recording of breaking glass. That was quite an attention getter. Tim Ward |
#59
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Gear Warning
Maybe the hot tip would be to use the sound of something grinding. In the alarm business, I had a "glass break simulator" that was essentially a digital recording of breaking glass. That was quite an attention getter. Tim Ward Or use the sound of the pilot swearing. |
#60
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Gear Warning
"Greg Arnold" wrote in message newstbff.282$qw.222@fed1read07... Maybe the hot tip would be to use the sound of something grinding. In the alarm business, I had a "glass break simulator" that was essentially a digital recording of breaking glass. That was quite an attention getter. Tim Ward Or use the sound of the pilot swearing. Or a Radio Shack piezo buzzer (smoke alarm.) In fact it is so loud that I mounted it in a sound attenuation box. It is actuated when flap setting is greater then 40 degrees and gear is up. Wayne HP-14 N990 "6F" http://www.soaridaho.com/Schreder/HP-14/N990/N990.html |
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