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Increasing The Relevance Of AVS Within The NAS 9 January 2007. Nominated for Flight International’s “Aerospace Industry Awards” 2005 for EVS. CMC shares similar expectations than FAA (1) on evolution of Advanced Vision Systems.

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Increasing The RelevanceOf AVS Within The NAS9 January 2007

Nominated for Flight International’s “Aerospace Industry Awards” 2005 for EVS


Cmc shares similar expectations than faa 1 on evolution of advanced vision systems l.jpg
CMC shares similar expectations than FAA(1) on evolution of Advanced Vision Systems

(1) Presentation by Mr. Les Smith on 19 October 2006 at NBAA 2006 in Orlando, FL

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


Key benefits of efvs l.jpg
Key benefits of EFVS

  • Increases situational awareness of pilots in difficult operating conditions, often at unfamiliar airports

    • Enhanced vision of approach lights and visual references of the runway and its surroundings

    • Safer ground ops at night & low visibility conditions

(1) Other than CAT II or CAT III approaches

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


Key benefits of efvs continued l.jpg

200 ft DA

½ Mile from Runway Threshold

100 ft DA

Runway Types

CAT I CAT II CAT III

1,000 Feet from Runway Threshold

50 ft DA

Plus ~ 6,450 Straight-in Non-precision Approaches

Runway Threshold

3240

432

125

Number of runways worldwide

Key benefits of EFVS (continued)

  • Increases situational awareness of pilots in difficult operating conditions, often at unfamiliar airports

  • Allows straight-in instrument approaches below DA to 100ft Height Above Touchdown (HAT) using EFVS only(1)

    • Allows landings in most 1,200 ft RVR conditions

      • ILS approaches, FMS (LNAV / VNAV) non-precision approaches

(1) Not for CAT II or CAT III approaches. EFVS regulated through FAR 91.175(l)&(m) and FAA Advisory Circular AC 90-EFVS.

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Key benefits of EFVS (continued)

  • Increases situational awareness of pilots in difficult operating conditions, often at unfamiliar airports

  • Allows straight-in instrument approaches below DA to 100ft Height Above Touchdown (HAT) using EFVS only(1)

    • Allows landings in most 1,200 ft RVR conditions

      • ILS approaches, FMS (LNAV / VNAV) non-precision approaches

    • National Airspace changing: publication of hundreds of WAAS / SBAS LPV approaches

      • EFVS a good complement to lower minima from 200 ft (WAAS LPV) to 100 ft with recognition of approach lights

(1) Not for CAT II or CAT III approaches. EFVS regulated through FAR 91.175(l)&(m) and FAA Advisory Circular AC 90-EFVS.

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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BEVS – Live approach to Eagle, CO

EVS OFF

EVS ON

Image taken through the HUD

Image recorded from the HUD

Images courtesy of Bombardier Aerospace

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


Efvs expectations l.jpg

Key area of focus at CMC to increase mission completion rates, thus reducing airport congestion

EFVS - Expectations

EXPECTATIONS

  • In order of priority, operators expect better visibility through:

    • Fog

    • Nighttime (clear weather)

    • Snow

    • Rain

    • Clouds

Evaluated Performance

  • What should operators expect from IR systems:

    • Poor to Excellent

    • Excellent

    • Excellent

    • Poor to Moderate

    • Poor

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Before rates, thus reducing airport congestion

After

Before

After

After

Improving light detection within existing hardware

  • In all conditions:

  • Blooming and saturation is alleviated

  • Where appropriate, display of lights is enhanced

  • Brightness and contrast is further optimized

Before

All of this within the confines of existing hardware

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Applying other algorithms to further enhance lights and scene content

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Applying similar algorithms to outdoor scenery scene content

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Increasing The Relevance scene contentOf AVS Within The NAS9 January 2007

Evaluating the impact of LED approach lights


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LED approach lights can put existing EFVS at risk scene content

Context

  • LED approach lights being considered by FAA

    • Looking for reduction in operating cost at airports

  • IR emissions better suited for weather penetration than visible light

    • Foundation of current EFVS certified for lower minima

  • LED wavelength undetectable by current EFVS IR sensors if emission only in visible spectrum

    • In addition, LED in visible spectrum only requires supplemental mean to prevent mist, snow from impacting effectiveness

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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LED approach lights can put existing EFVS at risk scene content(continued)

Practical considerations

  • Installed base of cooled IR EFVS growing rapidly

    • Over 300 systems installed to date

    • EFVS’s installed base to grow by > 100 aircraft per year

      • Bombardier’s Globals and Gulfstream’s G450/500/550 already account for an increase of more than 85 aircraft per year

    • FedEx field retrofit to encompass several hundred aircraft

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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In response, FAA must assess IR requirements for approach lights

  • Several tests conducted by FAA to assess spectral irradiance of PAR-38 lights

    • Stated objective: identify near IR requirement for LED lamps that would be visible to current EFVS

      • Tests conducted at Optronics Corporation in Orlando, FL

      • Gathered data on 60w and 150w PAR-38 lamps, as well as on LIC LED PAR-38 lamps

      • Region of interest: 0.75 – 2.5 µm

  • Requested CMC’s assistance in defining spectral irradiance requirements

    • OEMs should also be petitioned as this could have a large impact on their current EFVS customer base

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


Cooled efvs ir sensors fielded today perform best at a wavelength of 5 m l.jpg
Cooled EFVS IR sensors fielded today perform best at a wavelength of 5µm

Peak

sensitivity for current dual band IR sensors

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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IR LED could provide effective compromise between operating costs and airport access

200W approach lights:

Generate 11W radiated power at an effective wavelength of 2.6µm

Emission effective wavelength of approach lights

LEDs ≥ 2 times as efficient as Incadescent bulbs: require less than half the power for equivalent Lumen output

Relative IR sensitivity of Focal Plane Array

At 5µm, LED would require 6W to be as effective with current EFVS sensors as a 200W approach light

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Increasing The Relevance costs and airport accessOf AVS Within The NAS9 January 2007

Summary


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Continuing improvements of EFVS are relevant to the expansion of NAS

  • Efforts to increase effectiveness of EFVS IR sensors benefit expansion of NAS

    • Continued improvement in situational awareness increase safety and confidence of crews

    • Improved fog penetration increase mission success rate, use of alternative airports to main hubs

  • FAA must ensure that gains from EFVS not sacrificed in favor of lower airport operating costs

    • Include IR signature requirements for LED approach lights

    • Gains at airports more than offset by ensuring efficient and increased airport access, as provided by EFVS

FAA New Technologies Workshop CMC Company Confidential 9 January 2007


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Questions and Discussion expansion of NAS


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