Mr Smith, your trumpet is starting to get out of tune. You keep mentioning that ATC and Radar are the biggest migators to prevent CFIT accidents, you forget to mention that non precision approaches, no GPWS/EGPWS/TAWS or no radio altimeters are equal migators. After following this thread, I get the feeling that you want ATC to make your inflight decisions for you.
FSI also have the slogan "The best safety device in any aircraft is a well trained crew"
Flight Safety Foundation Task Force issued many recommendations for the reduction of ALAs, based on the following conclusions:
Establishing and adhering to adequate standard operating procedures and flight-crew decision-making processes improves approach-and-landing safety;
Failure to recognize the need for and to execute a missed approach when appropriate is a major cause of ALAs;
Unstabilized and rushed approaches contribute to ALAs;
Improving communication and mutual understanding between air traffic control services and flight crews of each other’s operational environments will improve approach-and-landing safety;
The risk of ALAs is higher in operations conducted in low light and poor visibility, on wet or otherwise contaminated runways, and with the presence of optical illusions or physiological illusions;
Using the radio altimeter as an effective tool will help prevent ALAs;
Collection and analysis of in-flight parameters (for example, flight operational quality assurance programs) identify performance trends that can be used to improve approach-and-landing safety; and,
Global sharing of aviation information decreases the risk of ALAs.
There are more factors to CFIT than what you mention. In your illustration of a night approach into CB. This would not be a problem to a well trained crew, who have current charts/notams, conduct a full briefing and maintain situational awareness, and plan for a MAP at the minima if not visual.