Triadis VEGA Manual

triadis engineering GmbH – Eichholzstrasse 7 – Postfach – CH-3254 Messen
Phone: [phone] – Fax: [phone] – Internet: www.triadis.ch – E-Mail: [email protected]
Document name: VEGA-P-EN
Document version: 1.11
Release date: 25/08/2008
Pilot’s Manual

Notes
i Vega Pilot’s Manual •VEGA-P-EN

Notes
Vega Pilot’s Manual •VEGA-P-EN ii

General Information
Document identification / revision status
This manual applies to the following Vega part numbers:
•P/N T253-000-XXX (Vega)
•P/N T253-100-XXX (Vega EC)
triadis engineering GmbH reserves the right to update this manual as product enhancements are
made throughout the life of this product.
Actual version: Vega Pilot’s Manual •VEGA-P-EN, Version 1.11
Version history
Revision Date Status Author Changes, comments
0.1 22/09/2005 draft J.Wharington Initial Draft
1.0 28/03/2005 released J.Wharington First final release
1.01 11/04/2006 released J.Wharington Minor edits
1.1 15/01/2008 released D.Wettstein Layout rework, german translation
1.11 25/08/2008 released S.Gisiger Minor edits
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.
•Improper installation or misuse of Vega may result in degraded performance of Vega or to
equipment to which it is connected.
•The safety notices must be observed, in particular attention must be given to |notes and
kwarnings.
iii Vega Pilot’s Manual •VEGA-P-EN

Legal notices
•This manual, the instrument software and firmware, and user interface design are Copy-
right 2006-2007 by triadis engineering GmbH .
•Any decompiling, disassembly, reverse engineering, or modification of the instrument or
firmware are strictly prohibited without specific written permission from triadis engineering
GmbH .
•Specifications may change without notice. Updates to this document will be available at
http://www.triadis.ch
•triadis engineering GmbH 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 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. Vega may not be installed in aircraft that are already equipped with an acoustic
reporting/warning system.
•Altair 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 regis-
tered in Switzerland.
•Install Vega where possible, isolated from the radio transceiver, since at present it is ap-
proved for use only with a portable radio transceiver system.
Trademarks
Trademarks referred to in this document are the property of their respective holders.
Vega Pilot’s Manual •VEGA-P-EN iv

CONTENTS
Contents
1 Introduction 1
1.1 Design philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Pilot familiarisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 Air data system 5
2.1 Air data sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Data link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3 EFIS Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3.1 XCSoar integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3.2 Instrument outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3.3 Instrument inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3.4 External switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Logger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4.1 Using the SD-Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4.2 SD-Card requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.4.3 Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3 Audio and speech system 9
3.1 Audio variometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 Audio during thermal encounter . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3 Speech messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3.1 Classes of message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3.2 Message acknowledgement . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.3.3 Message repeat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.4 Audio mixer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.5 Crosstalk reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.6 Audio fail-safe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4 Traffic and obstruction messages 15
4.1 FLARM messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2 FLARM alarm levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.3 Message classes of FLARM events . . . . . . . . . . . . . . . . . . . . . . . 16
4.4 FLARM filtering modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.5 Filtering in circling and cruise . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5 Airframe and advisory messages 18
5.1 Landing gear, flap and airbrake warning . . . . . . . . . . . . . . . . . . . . . 18
5.2 Stall monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.3 Speed warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.4 System and health advisories . . . . . . . . . . . . . . . . . . . . . . . . . . 20
6 Instrument panel interface 21
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CONTENTS
6.1 Panel lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
6.2 Volume knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.2.1 Message volume knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.2.2 Audio vario volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.3 Toggle switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.3.1 User mode switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.3.2 Speed command switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.3.3 MacCready adjustment switch . . . . . . . . . . . . . . . . . . . . . . . . 22
6.4 Acknowledge key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
6.4.1 Alert mode selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
6.4.2 Mode five timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
6.5 Repeat key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
7 Operation 24
7.1 Prior to start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
7.2 Audio system start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
7.2.1 Message volume check . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
7.2.2 Variometer volume check . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7.2.3 Radio volume setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7.2.4 GPS and FLARM connection check . . . . . . . . . . . . . . . . . . . . . 25
7.2.5 Fail-safe test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7.2.6 Airframe switch test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
7.3 Pre-flight setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
7.4 EFIS data link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
7.5 Export the IGC logs from the FLARM Flight Recorder . . . . . . . . . . . . . . 27
8 Support 28
8.1 Firmware updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
8.2 Error reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
8.3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
8.4 Frequently Asked Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
A Feature summary 32
B Technical specifications 35
C Generated speech 38
D Limited Warranty 39
Vega Pilot’s Manual •VEGA-P-EN vi

1 INTRODUCTION
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.
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 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 interfer-
1 Vega Pilot’s Manual •VEGA-P-EN

1 INTRODUCTION
ence, 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.
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. 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 Vega) undergo professional
or informal training prior to flight.
1.3 System description
The major subsystems of Vega are listed below:
•Pressure sensors Used for determining the airspeed, altitude, rate of climb,
variometer, and stall monitor.
•Accelerometer Used for detecting circling and dolphin flight, and for
variometer compensation.
•Digital filters Used to process all sensor measurements and to perform
filtering 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
audio) 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.
•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.
The following switches, devices and systems can be connected to Vega:
•Temperature/humidity sensor Used to measure atmospheric conditions relevant to soaring
flight. Optional
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1 INTRODUCTION
•Audio inputs/outputs Various audio sources may be used for input to the mixer,
outputs can drive a headset and speaker. There are two
channels of external audio input available (speaker and
phono). Optional and recommended.
•Airframe switches 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.
•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,
configuration, and as a display of the air data
instrumentation. Vega is designed specifically to integrate
with triadis engineering GmbH ’s Vega EFIS system and this
provides the greatest functionality and easiest installation.
Optional and recommended.
•FLARM 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.
•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
information. Optional.
•OneWire peripherals The Dallas Semiconductor/Maxim OneWire bus can be used
to connect additional peripheral devices. These may include
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.
A systems view of the Vega is shown in the following figure. It shows the major logical subsystems
inside the instrument and the interfaces to external systems in the glider.
3 Vega Pilot’s Manual •VEGA-P-EN

1 INTRODUCTION
Audio mixer
Message computer
Speaker, headset
Panel controls
Speech generator
Storage card
Airframe switches PDA/EFIS
Temp/humidity
sensor
Pressure sensors
Digital filter
Tone generator
Air data computer
FLARM or GPS
Aircraft radio
Vega
Vega System Diagram
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.
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 de-
fault factory settings, and so pilots may find minor differences in the actual use to what is
presented.
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2 AIR DATA SYSTEM
2 Air data system
Vega contains a sophisticated air data sensor and can interface with an external navigation sys-
tem to supply a detailed view of the aircraft performance, atmospheric conditions and air mass
movement, 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 model, calculated from static
pressure and corrected for QNH offset.
•Air density Based on ISA atmosphere model, calculated from static
pressure and corrected for 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.
Not all of these values are calculated when the Vega is only partially installed.
Additional switches and sensors
•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.
•OneWire sensors Optional additional sensors using the OneWire bus may be
connected.
2.2 Data link
Two data links are used by Vega:
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2 AIR DATA SYSTEM
•NMEA IN 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 NMEA OUT.
•NMEA OUT 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 NMEA IN.
Most of the air data are sent to the EFIS via NMEA OUT, along with the airframe and user interface
switch states, and diagnostic data.
If a FLARM or external GPS is connected to Vega on NMEA IN, then FLARM aircraft obstruction
data and GPS data are also sent to the EFIS. In this sense, Vega operates as a pass-through
device (NMEA chain).
2.3 EFIS Computer
Several software options are available for glide computers to interface to Vega. XCSoar, and in
particular, triadis engineering GmbH ’s Vega glide computer, offers the closest integration with
Vega and will be discussed in the most detail in this document.
2.3.1 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.
2.3.2 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
additional items such as average climb rate, speed
commands etc.
•System status Battery voltage, GPS and FLARM status and other
information about Vega’s status can be summarised in a
system status dialog.
•Info boxes 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.
•Speed command A chevron indicates whether the glider is flying too slowly or
too fast.
•Analysis Full-page displays show such statistics as the wind variation
with height, glide polar, temperature trace.
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2 AIR DATA SYSTEM
2.3.3 Instrument inputs
The glide computer can send data to Vega in flight:
•MacCready A bidirectional link allows MacCready settings to be adjusted
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.
•Alert data Information used by Vega to calculate certain alerts (e.g.
terrain elevation)
•Flight mode
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 perfor-
mance 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.
2.3.4 External switches
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.
2.4 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.
2.4.1 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.
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2 AIR DATA SYSTEM
2.4.2 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 written with a PC card reader or a PDA. Use Vega only with
the provided SD card. This SD card matches with industrial standards and has therefore a higher
temperature resistance and a higher writing cycles capacity.
2.4.3 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.
Vega Pilot’s Manual •VEGA-P-EN 8

3 AUDIO AND SPEECH SYSTEM
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 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 section 5.
The sounds produced by the tone generator change based on the flight mode and current perfor-
mance. 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 of constant duration
Go slower Increases the more the aircraft
needs to slow down
Short double beep of constant
duration
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
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3 AUDIO AND SPEECH SYSTEM
The audio tones are illustrated in the following figures. These diagrams show the audio produced
in some typical gliding scenarios while circling and in cruise.
Audio tones in circling
Descending
Climbing fast
Climbing slow
Low pitch
High pitch
Audio tones in cruise
Low pitch
High pitch
Too slow
Too fast Optimal Too fast Optimal Circling
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
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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
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:
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 mes-
sages.
3.2 Audio during thermal encounter
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 effect 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 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 the
following figure.
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3 AUDIO AND SPEECH SYSTEM
Cruise mode Circling mode
V=50 kt
V=60 kt
V=70 kt
Low pitch
High pitch Relative vario Gross varioToo fast
Vario
Gross
Net
Relative High g pull−up
V=100kt
V=80 kt
Audio tones during pull-up (relative/gross vario switching)
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 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.
3.3.1 Classes of message
Four message classes are defined for the purposes of message prioritisation and filtering. All
important messages are prefixed with an attention tone.
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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
3.3.2 Message acknowledgement
Messages can be acknowledged with the Acknowledge key, marked ‘ACK’ on the panel. Acknowl-
edged 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:
•Increasing hazard The acknowledgement is effectively cancelled; a new
message 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
kilometers. This means that an aircraft leaving and then re-entering the reception range is regarded
as a new threat.
3.3.3 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 loud-
speaker 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 transmis-
sions, depending on the configuration.
Vega has two independent audio channels, each of which are composed of a mixer and an ampli-
fier. This allows the separate use of a loudspeaker and headset.
3.5 Crosstalk reduction
Crosstalk, or having many voices talking at once, is minimised through a prioritisation and message
buffering system.
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