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Increasing The RelevanceIncreasing The RelevanceOf AVS Within The NASOf AVS Within The NAS
9 January 20079 January 2007
Nominated for Flight International’s “Aerospace Industry Awards” 2005 for EVS
FAA New Technologies Workshop CMC Company Confidential 9 January 20072
CMC shares similar expectations than FAACMC shares similar expectations than FAA(1)(1) on evolution of Advanced Vision Systemson evolution of Advanced Vision Systems
EFVS/SVS Federal AviationAdministration
Technology Evolution
Today
Emerging EFVS Capabilities
SVS Primary Flight Displays
Combined EFVS/SVS
(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 20073
Key benefits of EFVSKey benefits of EFVS
1) 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 20074
Key benefits of EFVS Key benefits of EFVS (continued)(continued)
1) Increases situational awareness of pilots in difficult operating conditions, often at unfamiliar airports
2) 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.
Runway Types
CAT I CAT II CAT III
Plus ~ 6,450 Straight-in Non-precision Approaches
200 ft DA
100 ft DA
50 ft DA
½ Mile from Runway Threshold
1,000 Feet from Runway Threshold
3240 432 125
Runway Threshold
Number of runways worldwide
FAA New Technologies Workshop CMC Company Confidential 9 January 20075
Key benefits of EFVS Key benefits of EFVS (continued)(continued)
1) Increases situational awareness of pilots in difficult operating conditions, often at unfamiliar airports
2) 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 20076
BBEVSEVS – Live approach to Eagle, CO – Live approach to Eagle, CO
Image recorded from the HUD
EVS ON
Image taken through the HUD
EVS OFF
Images courtesy of Bombardier Aerospace
FAA New Technologies Workshop CMC Company Confidential 9 January 20077
EFVS - ExpectationsEFVS - 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
Key area of focus at CMC to increase mission completion rates, thus reducing airport congestion
FAA New Technologies Workshop CMC Company Confidential 9 January 20078
Improving light detection within Improving light detection within existing hardwareexisting hardware
Before Before
Before
After After
After In all conditions:• Blooming and saturation is
alleviated• Where appropriate, display of lights
is enhanced• Brightness and contrast is further
optimized
All of this within the confines of existing hardware
FAA New Technologies Workshop CMC Company Confidential 9 January 20079
Applying other algorithms to further Applying other algorithms to further enhance lights and scene contentenhance lights and scene content
FAA New Technologies Workshop CMC Company Confidential 9 January 200710
Applying similar algorithms to Applying similar algorithms to outdoor sceneryoutdoor scenery
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Increasing The RelevanceIncreasing The RelevanceOf AVS Within The NASOf AVS Within The NAS
9 January 20079 January 2007
Evaluating the impact of LED approach lights
FAA New Technologies Workshop CMC Company Confidential 9 January 200712
LED approach lights can put existing LED approach lights can put existing EFVS at riskEFVS at risk
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 200713
LED approach lights can put existing LED approach lights can put existing EFVS at risk EFVS at risk (continued)(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 200714
In response, FAA must assess IR In response, FAA must assess IR requirements for approach lightsrequirements 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 200715
Cooled EFVS IR sensors fielded today Cooled EFVS IR sensors fielded today perform best at a wavelength of 5perform best at a wavelength of 5µµmm
Peaksensitivity for current dual band IR sensors
FAA New Technologies Workshop CMC Company Confidential 9 January 200716
IR LED could provide effective compromise IR LED could provide effective compromise between operating costs and airport accessbetween operating costs and airport access
LEDs ≥ 2 times as efficient as Incadescent bulbs: require less than half the power for equivalent Lumen output
Emission effective wavelength of approach lights
Relative IR sensitivity of Focal Plane Array
200W approach lights:Generate 11W radiated power at an effective wavelength of 2.6µm
At 5µm, LED would require 6W to be as effective with current EFVS sensors as a 200W approach light
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Increasing The RelevanceIncreasing The RelevanceOf AVS Within The NASOf AVS Within The NAS
9 January 20079 January 2007
Summary
FAA New Technologies Workshop CMC Company Confidential 9 January 200718
Continuing improvements of EFVS are Continuing improvements of EFVS are relevant to the expansion of NAS 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
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Questions and Questions and DiscussionDiscussion