Like everyone you encounter in this field, we too have our biases. We will start by laying all of those biases on the table for all to see, so you will have a frame of reference behind our design logic:

  1. Speaking of frame of reference, we hypothesize that the very starting frame of reference of existing design is flawed, and that is because of the designer’s obsession with the need for congruency with the real horizon;

  2. We believe the horizon is the problem because aircrafts are agnostic about the horizon;

  3. We maintain multiple instruments simultaneously in dynamic motion reduces the efficacy of each;

  4. The pilots situational awareness is significantly diminished at the very moment it needs to be at maximum efficiency;

  5. The initial condition in the accident chain which ultimately leads to loss of control in flight due to Type 1 Spatial Disorientation, is when the pilot initiates a transition away from the primary attitude display, a practice that cannot be avoided due to complex mission requirements, hence NATO’s position;

  6. We are convinced that upon returning to the primary attitude display, current symbology requires the pilot to interpret the instrument in a highly dynamic state, which is a core causal factor in LOC-I;

  7. The continuing “frame of reference” debate about the efficacy of “inside-out symbology vs. the outside-in symbology” leaves the industry sitting on Buridan’s donkey; while loss of life and loss of assets continue unabated;

  8. We must deliver relevancy, criticality and ergonomics of avoidance in order to retain maximum situational awareness at the very moment highest level of situational awareness becomes critical;

  9. To deliver dramatic improvements in time to recognition, time to comprehension and time to corrective action will be the key to efficacy;

  10. Harness the power of simplicity to design an instrument that is avoidance-centric vs. recovery-centric.



With these design parameters in mind, we have invented the Attitude Stabilization Display

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