The worst threat to passengers and flight crew regarding fatal accidents is CFIT, Controlled Flight Into Terrain. Forty percent of all aircraft accidents are CFIT, and they cause over one-half of all fatalities!
In 1974, a TWA Boeing 727 aircraft was cleared for an approach to Dulles International Airport after diverting from Washington National Airport. As the aircraft approached from the west, it crashed into a Virginia mountainside just short of clearing the top of the mountain in obscured weather.
At that time, a few manufacturers had on the shelf a device called ground proximity warning system (GPWS. Within a very short time, these manufacturers had lobbied the FAA to pass a law that required all commercial aircraft to have this device on board. During the next two years, all of the U.S. airlines complied, and the GPWS (ground proximity warning system) was in place. GPWS was considered to be the final needed fix to prevent aircraft descending into the ground unexpectedly.
Additionally, the FAA installed software into the air traffic computers called MINSAW (minimum safe altitude warning). This system was to help the air traffic controller monitor each aircraft's altitude in regard to the MSA. If the system detects that an aircraft is about to descend below the MSA, the air traffic controller is given an aural warning and display indication. The controller is then responsible for giving a verbal warning to the pilot to check the aircraft's altitude.
One drawback to the MINSAW system is that the air traffic controller must give immediate warning to the pilot when the controller has detected an altitude deviation. If the radio frequency is in use by another aircraft, or the pilot is not on the designated frequency, then the warning will be late. The pilot is the last to know that an altitude deviation problem may be looming. The MINSAW system was only installed in the United States and not in foreign countries air traffic control centers. Since that time, a few other countries have adapted the MINSAW system into their air traffic control systems.
Since the inception of GPWS to the present, there has been numerous deviations that have caused fatal airline crashes. Hundreds of lives have been lost. It is a statistical fact that the GPWS system has proven to be inadequate and has only had a nominal effect on flight into the terrain.
There are many reasons why GPWS has failed in its design. If the pilot has inadvertently placed the aircraft in a position from which it is impossible to recover due to rapidly rising terrain, the GPWS gives the warning much too late because of pilot technique. Also, many pilots do not respond instantly to the GPWS warning because of disbelief in the warning. Another factor is aircraft performance. If the terrain rises steeply, the aircraft may not be able to climb over the terrain in time to avoid collision with the ground. Both GPWS and MINSAW have not been a deterrent to CFIT (controlled flight into terrain).
Both GPWS and MINSAW are warning systems given to the pilot only after he or she is in eminent danger of impacting the ground, mountain, or other obstacle. What about preventing the problem instead of trying to find the cure? Why should the pilot get into this position in the first place? The preventive solution is the logical approach, rather then the cure.
Many ideas have been studied and proposed to give the pilot the required information about minimum safe altitude. In addition to the already crowded charts that have numerous printed details, one proposal was to add MSA information to enroute, terminal, and approach charts, This would require the pilot to constantly monitor the chart by cross checking the aircraft's position while trying to complete flying duties. Additionally, the pilot would have to interpret the relative position of the aircraft and determine if the aircraft would be entering a higher MSA.
The AMSADD System:
The AMSADD system is designed to be pilot friendly in that, the MSA number is constantly displayed above the altimeter. All the pilot has to do, is compare the two numbers to determine if he or she is in a safe condition!
Why the AMSADD system is better than GPWS or EGPWS.
The modern flying realm is an abundance of numbers. In order to fly a given route, the course, distance, fuel required, radio frequencies, and altitudes must be known. This information is given as numbers. This is also true for MSA's. The big concern for the pilot regarding MSA is, what is the number? In other words, how low can the pilot descend safely? Obviously, during good visibility, the pilot can visually proceed without concern for the MSA. However, during low visibility or at night over mountainous terrain, the pilot must know the minimum safe altitude. The faster this number can be obtained, the quicker the pilot can react to make a correct decision.
Operation Specifications:
The operation of AMSADD is mostly automatic and requires very little operation from the pilot. There is a small cockpit display that is placed above or near the altimeter. The AMSADD system receives information from the ground positioning system (GPS).
The AMSADD computer has stored MSA information in memory. The size of the data base will depend on the requirements of the aircraft operators. A world wide data base is available for international operators. Regional data bases are available for smaller operators. The AMSADD computer compares the known position of the aircraft with the stored MSA information in the data base. If the aircraft is less then 200 feet below the MSA, an immediate warning is given for climb with the MSA altitude displayed. Aircraft altitude information is also used with the aircraft's heading information to provide a look ahead feature. If the aircraft is at a safe MSA in its present position, but is heading into a higher MSA, adequate notice (two minutes) is displayed before entering the new higher MSA. If no correction has been made by the pilot prior to entering the higher MSA, the "climb now" warning is then given once the aircraft has entered the higher MSA.
Even after entering a higher MSA, the pilot has over one minute to determine if a climb or course reversal is needed. Two minutes before GPWS or EGPWS would give a warning, that most certainly could come too late, the pilot can easily make the proper correction. The altitude excursion would be nothing more than a minor incident.
Approach Mode:
An enhanced software addition to the AMSADD system is the "approach mode" Over one half of all CFIT accidents occur during the approach phase of the flight. The approach phase is that portion of the flight when the aircraft has successfully navigated to the airport area of the destination airport, but has not yet completed either an instrument approach and landing, or a visual approach and landing.
The AMSADD system automatically senses when the aircraft is in the airport approach area. The airport approach area as defined by the AMSADD system, is that area in which a normal instrument approach is made for landing. Anytime the aircraft is outside of the airport approach area, the normal MSA sensing is re-activated. Thus, when an aircraft is making an instrument approach, but departs the limits of the airport approach area, the crew would be immediately advised of any altitude dangers.
If the aircraft stays within the airport approach area, but deviates from the proper altitude during the approach, then the AMSADD display indicates a "check altitude" warning with the proper altitude displayed. When the aircraft approaches the end of the runway, the AMSADD display goes blank in order not to create a distraction.
Development
The AMSADD project has been designed and prototypes have been manufactured by Gnostech, Inc., of Warminster, Pennsylvania. Gnostech is one of the leading computer engineering and advanced GPS software designers in the industry. Limited flight testing was accomplished on board a Boeing 747 in the Pacific rim. Additional flight tests were completed with both the FAA and AOPA (Aircraft Owners and Pilots Association). All preliminary tests results were positive.
Competition
At the present time there are many systems and theories for devices to solve the CFIT problem. The present system mandated by the FAA for airliners has been installed on many commercial aircraft. This system costs over $100,000 installed. The AMSADD system estimated retail price is less than $4000 uninstalled. The AMSADD system has many more features and monitors the aircraft on final approach for landing.
Present Status of AMSADD
The AMSADD project has been developed with the time, effort, and capital provided by Gnostech Corporation. A few Venture Capitalists have looked at the project, but were involved with many other costly investments. The AMSADD project investment would be about five million dollars with the potential return unlimited. AMSADD is the only system that outperforms the more costly terrain systems with greater enhancements.
The world wide potential for AMSADD is needed in every country on every aircraft that flies under instrument conditions.
Investment Opportunity
AMSADD will entertain any and all proposals from Venture Capitalists. Our only requirements are that the investor(s) be far sighted and visionary.
Contact:
Terry Higgins,
406-563-8107
205 Yankee Flats Road
Anaconda MT 59711
E-mail: amsadd@aol.com
or
Alan Fesnak,
215-443-8660, fax 215-443-9192
Gnostech, Inc., Suite 190, 650 Louis Drive, Warminster PA
18974
E-mail: afesnak@gnostech.com
