Digital Voice Variometer System

Pilot’s Manual

triadis engineering GmbH Eichholzstrasse 7 CH-3254 Messen Switzerland Phone +41 (0) 31 768 15 15 Fax +41 (0) 31 768 15 16 http://www.triadis.ch [email protected] Contents

1 Introduction 7 1.1 Design philosophy ...... 8 1.2 Pilot familiarisation ...... 8 1.3 System description ...... 9 1.4 Configuration ...... 11

2 Air data system 13 2.1 Air data sensors ...... 13 2.2 Data link ...... 14 2.3 EFIS Computer ...... 14 2.4 Needle gauge ...... 16 2.5 Logger ...... 17

3 Audio and speech system 19 3.1 Audio variometer ...... 19 3.2 Audio during thermal encounter ...... 22 3.3 Speech messages ...... 22 3.4 Audio mixer ...... 24 3.5 Crosstalk reduction ...... 25 3.6 Audio fail-safe ...... 25

4 Traffic and obstruction messages 26 4.1 FLARM messages ...... 26 4.2 FLARM alarm levels ...... 27 4.3 Message classes of FLARM events ...... 27 4.4 FLARM filtering modes ...... 28 4.5 Filtering in circling and cruise ...... 28

5 Airframe and advisory messages 30 5.1 Landing gear, flap and airbrake warning ...... 30 5.2 Stall monitor ...... 31 5.3 Speed warnings ...... 32 5.4 System and health advisories ...... 33 5.5 Task advisories ...... 33 5.6 Flight safety advisories ...... 34

2 6 Instrument panel interface 35 6.1 Panel lights ...... 35 6.2 Volume knobs ...... 36 6.3 Toggle switches ...... 37 6.4 Acknowledge key ...... 38 6.5 Repeat key ...... 39

7 Operation 40 7.1 Prior to start ...... 40 7.2 Audio system start ...... 40 7.3 Pre-flight setup ...... 43 7.4 EFIS data link ...... 44

8 Support 45 8.1 Firmware updates ...... 45 8.2 Error reports ...... 45 8.3 Troubleshooting ...... 46 8.4 Frequently Asked Questions ...... 46

A Feature summary 48

B Technical specifications 51

C Generated speech 54

D Limited Warranty 55

3 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 253-000-000, Vega EC part number 253-100-000 and firmware version 1.0. Triadis En- gineering reserves the right to update this manual as product en- hancements are made throughout the life of this product.

Safety notices

The Vega documentation is an essential component of the equip- ment 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 par- ticular 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 de- graded performance of Vega or to equipment to which it is connected.

4 Legal notices

• 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 mod- ification of the instrument or firmware are strictly prohibited without specific written permission from Triadis Engineer- ing and John Wharington. • Specifications may change without notice. Updates to this document will be available at http://www.triadis.ch. • 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.

Restrictions on operation

• 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 re- quirements, particularly the sections that are marked with a vertical bar. Vega may not be installed in aircraft that are al- ready 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 cer- tification for equipment and the permission granted by the FOCA authority described above applies only to aircraft reg- istered in Switzerland.

5 • 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 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 variome- ter, 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 warn- ings. Vega integrates with FLARM to receive GPS data and aircraft ob- struction data. The object data announced by FLARM are con- verted 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 an- nounces 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 1.1 Design philosophy

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 sys- tem 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 ex- ternal vario displays. The air data sensor can interact with an external EFIS glide com- puter. 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 avail- able to the public, other glide computer software may be adapted to use Vega. In many gliding accidents, pilot overload is known to be a con- tributing 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 sit- uation 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 excel- lent fidelity, long-term stability, increased resistance to interfer- ence, and low drain on the aircraft’s power supply. The instru- ment requires no parts protruding from the aircraft other than an optional total energy probe of Braunschweig/Irving type or equiv- alent. 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 sys- tem to produce the most natural and informative speech and tones.

1.2 Pilot familiarisation

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 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.

1.3 System description

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: Pressure sensors : Used for determining the airspeed, altitude, rate of climb, variometer, and stall monitor. Temperature/humidity sensor : Used to measure atmospheric conditions relevant to soaring flight. Optional Accelerometer : Used for detecting circling and dolphin flight, and for vari- ometer compensation. Digital filters : Used to process all sensor measurements and to perform fil- tering to reduce the impact of gusts and other measurement errors on computed values. Air data computer : Used to calculate the aircraft dynamic state and to detect certain unsafe flying conditions. Audio mixer : Used to interleave audio from various input sources (radio transceiver, tone generator, synthetic speech, auxiliary au- dio) to minimise cross-talk and allow the use of all audio sources over a single speaker/headset. Tone generator : This generates variometer audio, speed command audio and other tones used to give the pilot feedback on the aircraft dynamics and air mass movement. Speech generator : Warning, caution and informational messages are generated as speech. Audio inputs/outputs : Various audio sources may be used for input to the mixer, outputs can drive a headset and speaker. There are two chan-

9 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 nels of external audio input available (speaker and phono). Optional and recommended. Airframe switches : Switches mounted on the aircraft control mechanism and in- strument panel or stick grip are used by the air data computer to determine the aircraft state and for general user input. Op- tional. Panel controls : 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. Aircraft radio : 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. EFIS : The EFIS system is used as an external glide computer, con- figuration, and as a display of the air data instrumentation. Vega is designed specifically to integrate with Triadis Engi- neering’s Altair EFIS system and this provides the greatest functionality and easiest installation. Optional and recom- mended. FLARM : The FLARM device provides collision awareness function- ality, whereby speech warning and situational awareness mes- sages are generated. It also serves as a GPS receiver for pass-through to the EFIS. Optional and recommended. GPS : If a FLARM device is not installed, a serial GPS device may be connected for pass-through to the EFIS. Optional. Needle gauge : An external digital (LCD) or analog needle gauge may be connected to display variometer and or speed command in- formation. Optional. 1-Wire peripherals : The Dallas Semiconductor/Maxim 1-Wire bus can be used to connect additional peripheral devices. These may in- clude user interface devices, sensors or other instruments and switches. Optional. SD card : 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 pref- erences, 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 Refer to the Vega Advanced Configuration and Data Link Specifi- cation for configuration options and factory default settings. Certain aspects of the actual instrument’s behaviour may be con- figured differently to the default factory settings, and so pilots may find minor differences in the actual use to what is presented.

12 2 Air data system

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 move- ment, and certain obstructions in the airspace.

2.1 Air data sensors

Vega measures and calculates the following aspects of the aircraft state, air mass movement and atmospheric conditions: IAS : Indicated Airspeed TAS : True Airspeed Static pressure : Temperature compensated static pressure. Altitude : Based on ISA atmosphere from static pressure, and cor- rected for QNH offset. Air density : Based on ISA atmosphere model calculated from static pres- sure and QNH offset. OAT : Outside air temperature OAH : Outside air humidity nX,nY,nZ : Vehicle acceleration in vertical, fore-aft and port-starboard axes TE GROSS : This is the gross rate of change of total energy of the glider. TE NET : 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. TE RELATIVE : 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. Stall ratio : This is a ratio that allows the detection of imminent stall in normal conditions or dynamic, high load manoeuvres.

13 Digital switches : 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. 1-Wire sensors : 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.

2.2 Data link

Two data links are used by Vega. PORT A : 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 re- ceived by this port. All non-Vega specific data received at this port is echoed to PORT B. 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 con- figuration mode allows Vega to emulate one of several popular var- iometers. This allows the instrument to be used with other glide computer systems (e.g. WinPilot) that do not support the Vega Data Link protocol.

2.3 EFIS Computer

Several software options are available for glide computers to in- terface 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 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

Some of the ways XCSoar can display in-flight data from Vega include: Vario gauge : An on-screen needle-type vario gauge shows the current gross, net, or relative variometer reading as well as optional addi- tional items such as average climb rate, speed commands etc. System status : Battery voltage, GPS and FLARM status and other infor- mation about Vega’s status can be summarised in a system status dialog. Info boxes : These are small labeled boxes showing primarily numeri- cal values. A large variety of info boxes can be displayed, including MacCready setting, gross variometer, netto vari- ometer, relative variometer, 20 second average vario, vario average during current thermal, indicated airspeed, true air- speed, optimal (MacCready) speed, G-loading, wind, etc. Speed command : A chevron indicates whether the glider is flying too slowly or too fast.

15 Analysis : Full-page displays show such statistics as the wind variation with height, glide polar, temperature trace.

Instrument inputs

The glide computer can send data to Vega in flight: MacCready : A bidirectional link allows MacCready settings to be ad- justed on either the glide computer or on Vega (or both). Bugs, ballast, QNH : Changes to the glide polar, QNH settings Optimal glide speed : Speed command, used by Vega’s audio variometer in cruise mode. Advisories : Issuing speech advisories such as reaching turn points etc. Alert data : Information used by Vega to calculate certain alerts (e.g. ter- rain elevation) Flight mode : Furthermore, the glide computer can be used to configure/cus- tomise Vega, activate demonstration and test modes and diagnos- tics. Special instrument calibration tools help to get the best per- formance from the system. The EFIS is also used for display of error and diagnostic informa- tion during self-test prior to takeoff, and in-flight. Refer to the XCSoar User’s Manual for more details on XCSoar’s functionality.

External switches

All switches connected to Vega are communicated to the EFIS sys- tem 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.

2.4 Needle gauge

An optional external needle gauge may be connected to Vega. Both digital (LCD) and traditional analog gauges may be used.

16 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 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 3 Audio and speech system

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.

3.1 Audio variometer

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 condi- tions, 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 Long beep constant duration needs to speed up Go slower Increases the more the aircraft Short double beep of constant dura- needs to slow down tion 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 Descending

Climbing slow Climbing fast High pitch

Low pitch

Figure 3.1: Audio tones in circling

The audio tones are illustrated in Figures 3.1 and 3.2. These dia- grams show the audio produced in some typical gliding scenarios while circling and in cruise. The tone generator is highly configurable to the pilot’s prefer- ences. 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 Specifica- tion 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/head- set 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 de- scribed below:

20 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 trans- mission and during speech messages.

21 3.2 Audio during thermal encounter

Vega has special features to assist pilots to quickly center ther- mals. The variometer audio output when in high speed cruise but flying through lift is typically set to ’relative’ — that is, it pro- duces the tones the pilot would experience if the glider was slowed to the minimum sink speed. Furthermore, relative vario is accel- eration compensated, so that during a pull-up to enter a thermal, the changes in induced drag accompanying acceleration are elim- inated. 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.

3.3 Speech messages

Vega produces speech messages for FLARM-equipped aircraft traf- fic 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.

Classes of message

Four message classes are defined for the purposes of message pri- oritisation 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 V=100kt V=50 kt V=80 kt V=60 kt V=70 kt

Cruise mode Circling mode

Too fast Relative vario Gross vario High pitch

Low pitch

Net Vario Relative High g pull−up Gross

Figure 3.3: Audio tones during pull-up (relative/gross vario switching)

23 Message acknowledgement

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 de- pends 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 po- tential have an influence over the interpretation of acknowledge- ment: Increasing hazard : The acknowledgement is effectively cancelled; a new mes- sage with the updated status is produced immediately. Decreasing hazard : 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 kilo- meters. This means that an aircraft leaving and then re-entering the reception range is regarded as a new threat.

Message repeat

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.

3.4 Audio mixer

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 com- posed of a mixer and an amplifier. This allows the separate use of a loudspeaker and headset.

24 3.5 Crosstalk reduction

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, mes- sages 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.

3.6 Audio fail-safe

Vega detects certain errors in the instrument hardware, configura- tion settings, and serial communications. When critical errors oc- cur, 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 con- nected. In this condition the headset and loudspeaker are effec- tively isolated from Vega and directly connected with the radio transceiver. In the event of an error in Vega and if the automatic bypass func- tion 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 4 Traffic and obstruction messages

Vega integrates with FLARM to receive GPS and aircraft obstruc- tion data. The data announced by FLARM are converted to acous- tic caution or warning messages. Depending upon the operating mode, traffic references and collision warnings are filtered in ac- cordance with the FLARM Alarm Level. In this chapter, the term object is used to refer to an obstruction or another FLARM equipped aircraft.

4.1 FLARM messages

FLARM messages indicate the threat level, direction, height, type of aircraft and distance to the object. For obstructions, the mes- sages indicate the type of threat and distance.

Above 12 Higher 11 1

High 10 2

9 3

8 4 Low

7 5 Lower 6 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 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.

4.2 FLARM alarm levels

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 ob- struction warnings have a direct correspondence to the speech mes- sage 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 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 1 2 3 4 5 0 > 18s x x x x 1 ≤ 18s x x x 2 ≤ 13s x x 3 ≤ 8s x

To summarise the filter modes: Mode 1 : All objects that FLARM detects are announced. Mode 2 : Only objects with potential hazard are announced. The out- put corresponds to the typical FLARM display. Mode 3 : Only objects are announced with FLARM hazard potential important and urgent. Mode 4 : Only objects are announced with FLARM hazard potential urgent. Mode 5 : 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!

4.5 Filtering in circling and cruise

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 ap- plies to the cruise flight mode. Vega announces the automatic

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

29 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 Available alarms Gear Airbrake on landing on takeoff Gear and airbrake switches not no no connected Gear and airbrake switches con- yes no nected in series Gear and airbrake switches con- yes yes nected separately

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 un- locked 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 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 prin- ciple 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 mark- ing 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 • Large side-slip. • Improper aircraft weight and balance. • Stall alarm is muted due to high priority message or incom- ing 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 at- tention tones and speech warnings. Some of these features depend on the appropriate airframe switches being connected to Vega.

Warning Description Under-speed Flying too slowly near terrain. Over-speed (VNE) True airspeed is greater than the airframe limit VNE. Over-speed (Flap) Flap setting at the current indicated airspeed exceeds the airframe limits. Over-speed (Airbrake) Airbrake is deployed when the current indicated airspeed exceeds the airframe limits. Over-speed (Winch) Flying too quickly during winch launch Over-speed (Aerotow) 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 en- velope and airframe limits for the particular aircraft type. Refer to the aircraft’s pilot’s manual and cockpit placards for the relevant limits.

32 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.

5.4 System and health advisories

Vega generates the following speech advisories relating to the sys- tem 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 10000 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

Vega generates the following speech advisories relating to flying cross-country tasks: Climb rate : When circling, the average climb rate can be read out pe- riodically. For example, the following is spoken when the average climb rate is 3.4:

33 “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 6-7”

5.6 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 is- sued. 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 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

User switch McCready adjust switch SD Card

Error annunciator Stall warning annunciator Airspace traffic annunciator Message annunciator Message repeat button

6.1 Panel lights

The four LEDs are used as annunciators as described below: ERROR : Lit continuously when the instrument detects an internal er- ror or error communicating with external devices. Also lit during start up self-test. STALL : Lit when the stall monitor detects impending stall TRAFFIC : Lit when FLARM detects another FLARM-equipped air- craft is in reception range. MSG : 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 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 contin- uously, during this time it performs Vega mem- ory 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 mini- mum 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 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

If installed, the external speed command switch, marked ‘SC’ can be used to switch the flight mode used by the EFIS and Vega be- tween 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 pilot- operated switch on the control stick grip or instrument panel; or may be wired to climb flap or trim settings.

MacCready adjustment switch

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 value. Hold the switch up or down to change the value continu- ously.

6.4 Acknowledge key

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 un- derstood the message and don’t want to hear it any longer. Ac- knowledging traffic and collision warnings also means that you should have discovered the object and are able to pursue it visu- ally. 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 ac- knowledged. 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 re- mains. The message will then disappear automatically.

Alert mode selection

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 dur- ing the read-out. The selected mode is confirmed by Vega with the BeeBee attention tone then by speaking the mode that was se- lected. Setting the current mode directly to the mode five can be done by holding down the Acknowledge key until “Mode five” is an- nounced.

Mode five timeout

Mode five is valid only for five minutes, afterwards the previous mode is reverted to automatically. Vega will announce this with

38 “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: ac- knowledged and non-acknowledged ones. Once messages are ac- knowledged they will only be produced again by pressing the re- peat 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 ob- ject, a message was not understood or was erroneously acknowl- edged. 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 sys- tem 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 se- lection in Section 6.4).

39 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

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.

7.2 Audio system start

Because Vega mixes audio from multiple sources including inter- nally generated speech and variometer tones, it is necessary to en- sure that volume levels of each are adequate prior to flight. The start procedure defined in this section should be performed before

40 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 de- lay playing the message Ready for use, mode 2 for up to five sec- onds and at reduced volume. ⇒ The radio is connected correctly, and volume adjusted. If no GPS signal is received during start-up, then Vega will an- nounce 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 by- pass function test as described below.

41 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 in- puts 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 7.3 Pre-flight setup

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

43 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 val- ues 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 8 Support

This chapter describes the through-life support for pilots and own- ers of Vega.

8.1 Firmware updates

There are two distinct components of firmware that may be up- dated: Microcontroller : This contains the firmware used by the glide computer and voice system itself. Updates will be issued as the product continues to be enhanced. Voice data : This contains the recorded speech used by the voice system. Updates will be issued as new speech messages are intro- duced. Furthermore, different language files are available. Currently this includes English and German. All firmware data files will be issued via the Triadis Engineering website http://www.triadis.ch. The major methods of performing firmware upgrade are: • Via the SD card. • Via a PC connected to the serial port. Instructions for performing upgrades will be distributed with the updated files. This document does not deal with FLARM firmware updates, which are distributed by the website http://www.flarm.com. Be sure to keep your FLARM firmware up to date.

8.2 Error reports

When errors are detected, they may be reported in several ways: • Critical errors cause the device to put the audio mixing sys- tem in bypass mode (see Section 3.6). • An error code is reported over the serial port, for possible display on the EFIS. • Important errors are reported as speech messages.

45 • Internal hardware diagnostics may be obtained by sending a special NMEA command to the instrument via the serial port. See Vega Advanced Configuration and Data Link Spec- ification for details. • Error logs are written to a file on the SD-Card.

8.3 Troubleshooting

System diagnostic functions are built into the system. When the device is powered up, various system checks are performed and er- rors may be reported or recorded at this time. During operation of the device, errors may also be detected by the system and reported or recorded. At any time the user may send a command to the device to request diagnostic output. If malfunction or strange behaviour is witnessed, the diagnostic functions and error messages may be useful in determining the cause of the problem. Errors are typically caused by one of the following: • Failure to read sensor measurements, due to sensor failure. • Unexpected or invalid sensor measurements, due to hard- ware configuration error or damage to sensors. • Configuration data file or data link errors. Error messages may be issued in three ways: • Generated speech • Error reports sent on the data link. • Error logs written to file on the SD card. Several diagnostic functions are provided by the system and may be activated from the EFIS system.

8.4 Frequently Asked Questions I have recently installed Vega and when powering on the de- vice, the system produces a battery warning, does not start, or restarts periodically. This problem gets worse when I have the radio switched on. If the aircraft battery is charged and all wiring has been checked, but the device still does not start up properly, it is most likely that there is insufficient voltage at the power supply to Vega. This may

46 be caused by power wires that are too thin, or that there is too much voltage drop across a circuit breaker. Consider replacing the power wires to Vega and/or replacing the circuit breaker with a conventional fuse. How can I get the speaker to be muted automatically if the headphones are connected? The headphone and speaker inputs and outputs are completely sep- arate channels, and so both are always active. In order to have the speaker to be muted when the headphones are connected, it is nec- essary to install a switch on the speaker or, if automatic shutoff of the speaker is desired, additional circuitry. Contact Triadis Engi- neering for sample circuits. I connected Vega to the FLARM ‘Extension’ port, I am only using the FLARM ‘power/cData’ port for powering FLARM, but Vega always announces FLARM no communication! Vega port must be connected FLARM via the ‘power/cData’ port. FLARM has a power supply via the wiring harness. Furthermore, FLARM only sends the data that is necessary for Vega over the ‘power/cData’ cable. Do I have to configure the device after installation or can I fly with the standard configuration as provided? You need to perform at least basic configuration as described in the Vega Installation and Maintenance Manual. Vega is ready for use on delivery with limited functions, under normal conditions no adjustment to the configuration is necessary (with use in gliders) for the basic functionality. The configuration of the switches and air data computer must be performed to adapt it to your aircraft. Initial calibration and setting warning limits for stall etc. should also be performed. We recommend that the FLARM ID is set on the ICAO ID of the aircraft. When Vega is put into aircraft other than a glider, then we recommend urgently that the FLARM configuration is specified. I switched my radio loudspeaker (Headset) over Vega, I no longer hear my radio, is Vega responsible? Vega contains internally a bypass relay, which in the event of an error (or power failure) separates the exit of the audio channel A from the internal amplifier and connects directly to the input of the audio channel A. The same applies to the audio channel B in the event of an error, thus the loudspeaker and the Headset connects directly again with the radio.

47 Appendix A Feature summary

Notes:  : Function depends on EFIS (e.g. Altair) †: Function not yet implemented in current firmware

Variometer • Input from total energy probe • Input from pitot/static system (numeric TE compensation) • Mixing of total energy and pitot/static variometer measure- ments • Density altitude compensation • Multistage digital filter • Filtering adjustable time constant 1.0 seconds to 3.0 seconds • No external flask required • Netto and supernetto compensation • Acceleration compensation • † Horizontal gust filter •  Vario needle and digital display on EFIS • Output drives optional vario needle gauge.

Vario audio output

• User-configurable deadbands in climb mode • User-configurable deadbands in speed-to-fly • Separate volume adjustments for audio vario and voice mes- sages • Automatic muting of audio when receiving radio communi- cations, or during spoken messages • Volume increases with increasing airspeed to compensate for cabin noise Altimeter • Multistage digital filter •  Adjustment by QNH offset

Airspeed indicator

48 • Multistage digital filter • Density altitude compensation

Stall monitor†

• Senses angle of attack with pressure sensors • Principle based on design that won OSTIV competition • Automatic compensation for ballast and load factor • User-configurable warning threshold • Compensation for flap and airbrake setting

Accelerometer • 3-axis (x, y, z)

Outside air temperature and humidity sensor

•  Allows automatic generation of convection and cloud base forecasts, and to detect changes in weather during flight

Panel switches • Three-way center neutral to adjust MacCready value • One user defined switch typical use to switch audio mode between automatic and forced climb • Alternate functions: change audio scale, change variometer filter time constant etc. Airframe Switches • Flap settings (3x) • Airbrake switch • Landing gear switch • Remote cruise/climb switch • Additional switches and sensors can be connected via the 1-Wire peripheral bus.

Warnings and diagnostics

• Detects exceeding VNE compensated for density altitude •  Detects flying too slowly near terrain •  Detects landing approach with undercarriage extended • Detects instrumentation failure Configuration

•  All settings controllable by PDA/EFIS

49 •  Firmware upgrades in-field using PDA or laptop •  Glide polar adaptable to any glider type and weight, and with different wingtip options.

Interface • 1x Serial RS-232 connection to EFIS • 1x Serial RS-232 connection to GPS, FLARM or third party device (e.g. logger) • GPS and FLARM data pass-through to EFIS • Full integration with open-source XCSoar software • 5V power supply for PDA or GPS

50 Appendix B Technical specifications

Note: Performance specifications are subject to correct installa- tion and depends on the quality of the pneumatic ports. Leaks and position error, particularly of the static port, may adversely affect accuracy.

Mechanical

Dimensions : 60 x 60 x 138 mm overall length, case length 100 mm. Weight : 330 g, 1m patch cable 50 g Mount : 57 mm instrument panel via four screws

Variometer

Sensor technology : Digital pressure sensor, temperature compensated Long-term drift : Negligable Accuracy : RMS noise 0.12 m/s at 1.0 seconds (worst case) Resolution : 0.1 m/s Range : +/− 10 m/s (limited by firmware) Output rate : 5 Hz

Altimeter

Sensor technology : Digital pressure sensor, temperature compensated Accuracy : <10m typical Resolution : 1 m Range : 0−9159 m Filter time constant : 1.0 seconds Output rate : 5 Hz

Airspeed indicator

Sensor technology : Digital pressure sensor, temperature compensated Accuracy : <1 m/s typical Resolution : 0.1 m/s Range : 100 m/s Filter time constant : 1.0 seconds

51 Output rate : 5 Hz

Stall monitor

Filter time constant : 1.0 seconds Output rate : 5 Hz

Accelerometer

Accuracy : RMS noise 0.002 g, offset error max 0.1 g across 30 degrees Celsius variation Range : +/− 2.0 g Output rate : 5 Hz

Outside air temperature and humidity sensor

Humidity accuracy : +/− 3% RH (in range 20-80% RH) Repeatability RH : +/− 0.1% RH Temperature accuracy : +/− 0.4 degrees Celsius at 25 degrees Celsius Output rate : 0.2 Hz

Vario audio output

Audio vario range : +/− 10 m/s Audio base frequency : Default 440 Hz, user configurable Audio frequency range : Default +3 octaves high, -1.3 octaves low

Airframe switches

Polarity : User configurable (+12V on, or GND on) Trigger voltages : Low 3.0V, High 7.0V Impedance : 40kOhm Input current : 300 uA at 12V

Audio signals

Audio inputs : 3x 1V RMS (Speaker, Phono, auxiliary) Audio input impedance : 1 kOhm Input signal limit : 3.3Vpp Audio output : 1x 12V 4Ohm, 1x 12V 300 Ohm (both channels may drive 4 Ohm loads at 12V)

52 External needle gauge

Interface : Analog (pulse width) or digital (RS-485 protocol) Supported devices : LX, SDI

Configuration

External configuration : By EFIS running XCSoar Internal configuration : By SD-Card Firmware upgrade : By laptop/PC Aircraft type : Adaptable to any glider type, weight, airframe limits

Interface

Protocol : NMEA-0813 with proprietary extensions Serial comms : 2x RS-232 38400 baud, 8N1; 1x RS485/PWM DAC Peripheral bus : Dallas Semiconductor 1-Wire bus

Power supply

Operating Voltage : 12V DC (8 − 16) V DC Consumption : 50 mA typical (when not powering external PDA, volume minimum)

Vega has over-voltage protection which disconnects the device from the power source if the input voltage exceeds 16V. Input volt- age over 30V will blow the internal fuse. Vega is reverse voltage protected up to -30V.

Environmental

Temperature range : -30 to +65 degrees C Humidity : 10-90% non-condensing Shock resistance : not specified Vibration resistance : not specified

53 Appendix C Generated speech

A summary of the speech messages is given below:

Message Description FLARM alerts 3 O’clock low 2 Traffic alert Obstruction 4 Obstruction alert Controlled airspace† Airspace [relative height] Aircraft is about to enter controlled airspace at the specified relative height. Flight advisories Too slow Aircraft is flying too slowly near terrain. Speed Aircraft is flying too fast for airframe limits. Terrain Final glide is through terrain. Landing gear is not extended Landing gear needs to be deployed prior to landing. Airbrakes are not locked Airbrakes should be locked prior to takeoff. Pilot reminders Oxygen! Pilot is reminded to don oxygen system. Drink! Pilot is reminded to keep hydrated. Status messages Ready for operation Vega is ready for use. Error X-Y Error X-Y is reported. Refer to the VegaAd- vanced Configuration and Data Protocol Man- ual for a description of the error codes. Mode X FLARM reporting filter level is in the specified Mode. FLARM error X FLARM reports an error. Battery condition Battery weak Battery voltage is low. Battery depleted Battery is nearly entirely depleted.

† Not yet implemented. Speech messages can also be originated by an EFIS system with a serial link to Vega.

54 Appendix D Limited Warranty

Triadis Engineering GmbH (triadis) guarantees you as the initial buyer that the product is free from manufacturing and material defects in normal use, for a period of twelve months starting from sales date, provided that it was unused at the time of the purchase. Returns must be made within the guarantee period, and must be well packed, together with your name, your address, telephone number, a statement describing the problem with the product, and a copy of the original invoice from the store where the device was originally purchased. The customer is responsible for any possible loss or damage of the product during transport. triadis commits itself under this warranty only to repair or replace the defective product or parts thereof which are deemed to have failed within the guarantee period area at the discretion of triadis. triadis is not obligated to repair or replace the product, if accord- ing to opinion of triadis: (A) the failure of the product is to be attributed to accident, abuse, misuse, carelessness, improper mod- ification or repair; or (B) the product was not installed or operated in accordance with the instructions of triadis; or (C) the failure is attributed to normal wear; or (D) the customer did not follow its obligations in accordance with the conditions specified above. If the examination of any requirement, which is raised under this warranty, results in the fact that it lies outside of the permissible period or warranty extent or the product is not found to be defec- tive, the costs of such an examination and/or repair will be debited to the customer. Any descriptions, designs, specifications, samples, models, reports or similar material, which are published in connection with the sales of the product, cannot be regarded as an expression of war- ranty that the product corresponds to or will fulfil the requirements of the customer.

55 Notes

56