1.      How are SRS 1.0 & 2.0 different from what’s currently on the market?

Similar systems currently on the market are offered only as integrated components of complete aviation packages. Aircraft can only have the current safety systems if the cockpits are fitted with those companies’ avionics systems. ASR’s Smart Recovery Systems use data provided by other companies’ avionics systems but are intended to be stand-alone systems, independent of other avionics systems.  ASR’s Smart Recovery Systems are designed to monitor and activate any safety system available on an aircraft, whether it’s a fire suppression system for an engine fire, or a parachute recovery system, such as the TriChute or the BRS single parachute system. The SRS 1.0 and SRS 2.0 do not require integration with an existing avionics system.  As stand-alone systems, our Smart Recovery Systems are more cost effective. The ability for a safety system to interface with the aircraft and its existing safety systems in this way is not available today. 

2.      How is TriChute different from a Single Parachute system?

The TriChute Safe Landing System is a more advanced system incorporating the latest technologies in reliable ballistics and recovery parachute systems.  The TriChute System is applicable to a wider range of aircraft because the single parachute system is limited by the parachute’s carrying capacity. The single parachute system brings down the entire airplane, with a single parachute. The TriChute System separates the heavy, fuel-bearing wings from the fuselage. Each wing, along with the fuselage floats down to earth separately, each under its own parachute system.  Separating the heavy, fuel-bearing wings from the fuselage, results in a more stable fuselage landing, minimizing the risk of fire.  In addition, because the weight of the fuselage is greatly reduced by separating the wings, the SRS technology can be applied to larger aircraft. 

3.      How will this technology work in other fixed wing aircraft like jets, helicopters or cargo planes?

The SRS and TriChute systems will work essentially the same in all these aircraft. Larger aircraft, or faster aircraft, will require system components to reduce speed before complete deployment of the TriChute System.  Larger aircraft may require the TriChute be equipped with a parachute system that accommodates additional weight. The SRS and TriChute systems are designed to intelligently assess the environment and deploy systems as required, regardless of aircraft type or size, to bring the aircraft safely to earth.  Each aircraft type will have a specifically-designed SRS and TriChute system to address its unique characteristics, such as size, weight and speed. The current focus is on 4-6 seat aircraft; larger applications will be considered for later deployment.

4.   Isn’t it counter-intuitive to separate the wings from an aircraft in flight?

Yes, on the surface, the concept certainly does invite skepticism. But so did existing single-parachute ballistic recovery systems which today are well-accepted and credited with saving more than 250 lives over the past 30 years. Our TriChute is the ultimate safety system and the next logical step in protecting pilots and passengers. The system has been engineered so that the wings will not be separated until the fuselage parachute has been properly activated.

5.      What happens to the wings full of fuel?

Once the wings are separated and under their own parachutes, the fuel will be dumped as the wings descend at a slow, controlled rate. The environmental impact of these actions will be minimal and far better than the alternative which is the full aircraft and fuel-loaded wings crashing indiscriminately into residential or commercial properties on the ground.

6.      How will the systems work in the following circumstances?

Extreme weather conditions?   The SRS and TriChute systems are designed for operation in extreme environments. These systems meet the requirements of those environments.  System reliability is not diminished in adverse weather conditions. Further, the SRS monitors the physical condition of the aircraft in areas such as icing, aircraft attitude, and control surface presence.  If a monitored system shows an undesirable condition, the SRS will notify the pilot of the condition and may suggest corrective action.  Corrective action may include the activation of safety systems aboard the aircraft, which can include the TriChute parachute recovery system. System parameters will be established based on the initial aircraft selection prior to the system certification.  In the original FAA test flight, the TriChute system was successfully deployed in high wind conditions.

High altitudes?  High altitude will have minimal effect on the SRS technology. The TriChute System is intended to meet the requirements of the aircraft in which it is installed.  The intelligent features of the SRS will identify altitude and adjust accordingly.  For example, full parachute deployment of a TriChute System may be scheduled to be delayed at higher altitudes and then activated as the aircraft reaches a breathable-air altitude such as 14,000 feet MSL.   Through aircraft monitoring, the system will prohibit activation at too high or too low of an altitude.  Exact parameters will be determined during the certification process.

Pilot incapacitation?  SRS technology will constantly monitor the flight of the aircraft as well as the activity of the pilot. If, after a predetermined time, the SRS detects no inputs or flight adjustments were made by the pilot, it will give a warning for a pilot's response (SRS 1.0). If no response is received, the SRS technology will assume pilot is incapacitated and take necessary actions for remedial action (SRS 2.0). 

7.      How do you plan to prove your technology?

We will prove our technology with flight tests on at least two used airplanes - one for the SRS technology and one equipped with both the SRS and TriChute systems.  Of course, all tests will conform to the FAA certification requirements. 

8.      How do you plan to expedite FAA certification?

First ASR's engineering team has a wealth of experience working with the FAA and knows how to approach the process. Second, we’ve already had informal discussions with certification service engineers and will have a preliminary FAA meeting to discuss what we plan to certify and how we plan to certify it.  We will get their comments and incorporate them in our actual FAA certification application.  We are confident that this will minimize delays due to any misunderstanding of the certification process. In other words, the FAA will know exactly what we plan to do and we will know exactly what the FAA expects before we start the certification process.

 9.      How soon will you have revenue? In what stage of commercial development are you?

The owners of the intellectual property have put hundreds of thousands of dollars into this pre-revenue company. We have already started on the preliminary box design for the SRS l.0. However, funding is needed to aggressively continue the design process, gain access to test aircraft and meet the milestones set forth in our business plan.  The pace of commercialization -- and subsequent revenue generation -- will depend on the amount of money raised and the strategic fit of the partners enlisted.

10.  Why do you believe that this is the right time to launch these products?

Today, regulatory bodies, pilots and consumers are all focused on safety, particularly as it relates to reducing pilot workload while in flight. In addition, while the pace of new General Aviation technology has increased tremendously in the past decade, the number of General Aviation accidents per flight hour has remained constant. Because the accident rate has not been reduced effectively by these new technologies, an unmet safety need remains.  Our technology has the potential to turn this statistic around for the better.

 11.  Will deployment of your systems carry with them insurance benefits to aircraft owners?

Some insurance companies already have extended benefits to owners of airplanes equipped with single parachute systems including the waiver of applicable in-motion deductibles. We believe that once there is a track record of ASR's technology reducing both fatalities and hull damage to aircraft equipped with our technologies, the insurance industry will respond in a similar fashion and start to reduce insurance premiums on planes equipped with this safety technology.