Yes, or a radar altimeter if you have one. However not one of the KRA10 owners I know about has such a connection. The KRA10 gives you a “at DH” output (you can set the DH on it before each landing, AFAIK) and that would be ideal for a gear up warning.
Also any GPS with TAWS, including the G496, gives you a “500ft” warning and then it’s a question of whether that can be brought out on a wire. I bet it cannot, on any current GPS. However you also get the 500ft warning when flying below 500ft anywhere else, which would upset a significant % of the GA community 
These two were prob99 airline pilots. Highly unlikely to have been private pilots, with that much time.
Anyway that is digressing 
I am sure that Meribel/TB20 video will be doing the rounds until we are all too old to fly, and then we can spend our days watching it
Wow, that TB20 towing crew is as competent as the cockpit crew I’d say. Amazing.
It shows that gear up landings have not much to do with the level of experience.
No, they have to do with training and procedures. Just because you are an airline pilot used to multi crew flying does not mean a single pilot VFR/IFR scenario is easy for them.
Just because you are an airline pilot used to multi crew flying does not mean a single pilot VFR/IFR scenario is easy for them.
Not wanting to cast any aspersions here, but I have heard that repeatedly from organizations I rent from – their worst SEP/SEL renters tend to be airline pilots who are used to operate in a highly organized multi-crew environment and don’t regularly fly single-engine airplanes.
Unfortunately, looks like another one.
Not good. That’s a (brand new) TBM 900, so it’s unlikely to just involve a solo-pilot…
Those kinds of accidents are horrible even more so as probably a descent would wake up the crew. I am not a general fan of the Cirrus planes but the automatic descent feature seems like a very good idea. Besides that how do you perform an emergency descent. Until now I would fly it by hand but maybe it is better to do it on the autopilot, leave some throtle and dial in a target altitude at FL100 or FL80 depending on terrain. So in case you pass out the plane would take you to a save altitude without any pilot input and you have time to recover while the plane holds the altitude.
Apparently it involved the president of the TBM Owners Society, who took delivery of this plane only early this year.
http://globalnews.ca/news/1546434/norad-fighter-jets-escorting-small-aircraft-over-atlantic/
This has just been issued by AOPA:
http://download.aopa.org/asf/Air-Safety-Institute-Safety-Alert_Hypoxia.pdf
It’s well worth reading but here’s a quote from it:
Bottom line: If you fly regularly above 10,000 feet msl, a pulse oximeter should be part of your equipment and you should check your oxygen saturation levels regularly during the fight.
The biggest problem in the GA sector is that hypoxia is usually quite slow in happening and creeps up on the victim slowly, usually incapacitating the victims without their knowlage.
The airline/ Bizjet scenario is usually different as the cabin altitude can go from 8000 ft to 41000 ft in a second or two, the result of this is that crews are trained to instantly put on quick donning masks at the first hint of trouble.
I had a hypoxia inccident when a cabin compressor failed at FL260 resulting in the cabin altitude slowly climbing to just under 15,000 ft. The symptoms were light headed ness and the slow lost of night vision, all quickly resolved by putting on the mask and getting a good oxygen supply.
