T'aint,
I am all for improved warning systems....but....
we seem to be training to react to audio warnings as a be all end all. This is where I favour the ears and eyes concept. A good example is the number of B206s that have gone in following an N1 gauge failure. Audio goes off, pilot dumps lever, looks inside to confirm and sees big eng out light (when fitted) and generally their mind is made up. If they look further they will see temps winding down, pressures winding down, TQ decreasing rapidly and possibly an N2/NR needle split happening - all further indications of "engine failure" presented to the believing pilot due to the rapid lowering of the lever.
Another good one is the B214ST on the NW Shelf of Oz. One engine oversped just after rotation off the rig, eng out light and audio illuminated (although eng had not failed) and, in accordance with their training, they reacted to the audio straight away by lowering the lever and causing the eng to reach the overspeed limit and shutdown leaving them with a real OEI situation that they had alreay set themselves up for (and a successful ditching).
Initial training in the UH60 would always be a hard sell to trainees from Hueys that were conditioned to always dump the lever with an audio. Failing the stabilator created an audio, the trainee would dump the lever and the aircraft would execute the most violent pitch down.
Perhaps if we always taught people to look at RRPM rather than slamming the lever to the floor following an audio warning, we might circumvent some of these incidents. And we still havent mentioned the yaw!
Go the ears and eyes.
