Increasing The Relevance Of AVS Within The NAS 9 January 2007 Nominated for Flight International’s “Aerospace Industry Awards” 2005 for EVS

2 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 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

3 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Key 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

4 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Key benefits of EFVS (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 (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 Runway Threshold Number of runways worldwide

5 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Key benefits of EFVS (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 (l)&(m) and FAA Advisory Circular AC 90-EFVS.

6 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 BEVS – Live approach to Eagle, CO Image recorded from the HUD EVS ON Image taken through the HUD EVS OFF Images courtesy of Bombardier Aerospace

7 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 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 Poor to Moderate Poor Key area of focus at CMC to increase mission completion rates, thus reducing airport congestion

8 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Improving light detection within existing hardware Before 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

9 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Applying other algorithms to further enhance lights and scene content

10 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Applying similar algorithms to outdoor scenery

Increasing The Relevance Of AVS Within The NAS 9 January 2007 Evaluating the impact of LED approach lights

12 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 LED approach lights can put existing EFVS 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

13 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 LED approach lights can put existing EFVS at risk (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

14 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 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

15 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 Cooled EFVS IR sensors fielded today perform best at a wavelength of 5µm Peak sensitivity for current dual band IR sensors

16 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 IR LED could provide effective compromise between 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

Increasing The Relevance Of AVS Within The NAS 9 January 2007 Summary

18 FAA New Technologies WorkshopCMC Company Confidential 9 January 2007 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

Questions and Discussion