Flight tests were conducted at Greenbrier Valley Airport (KLWB) and Easton Municipal Airport / Newnam Field
(KESN) in a Cessna 402B aircraft using a head-up display (HUD) and a Norris Electro Optical Systems Corporation
(NEOC) developmental ultraviolet (UV) sensor. These flights were sponsored by NEOC under a Federal Aviation
Administration program, and the ultraviolet concepts, technology, system mechanization, and hardware for landing
during low visibility landing conditions have been patented by NEOC. Imagery from the UV sensor, HUD guidance
cues, and out-the-window videos were separately recorded at the engineering workstation for each approach. Inertial
flight path data were also recorded. Various configurations of portable UV emitters were positioned along the runway
edge and threshold. The UV imagery of the runway outline was displayed on the HUD along with guidance generated
from the mission computer. Enhanced Flight Vision System (EFVS) approaches with the UV sensor were conducted
from the initial approach fix to the ILS decision height in both VMC and IMC. Although the availability of low
visibility conditions during the flight test period was limited, results from previous fog range testing concluded that UV
EFVS has the performance capability to penetrate CAT II runway visual range obscuration. Furthermore, independent
analysis has shown that existing runway light emit sufficient UV radiation without the need for augmentation other than
lens replacement with UV transmissive quartz lenses. Consequently, UV sensors should qualify as conforming to FAA
requirements for EFVS approaches. Combined with Synthetic Vision System (SVS), UV EFVS would function as both
a precision landing aid, as well as an integrity monitor for the GPS and SVS database.
KEYWORDS: Heads up displays, Video, Visibility, Visualization, Digital video recorders, Enhanced vision, Sensors, Radar, Data conversion, Global Positioning System
Flight tests where conducted at Cambridge-Dorchester Airport (KCGE) and Easton Municipal Airport / Newnam Field
(KESN) in a Cessna 402B aircraft using a head-up display (HUD) and a Kollsman Enhanced Vision System (EVS-I)
infrared camera. These tests were sponsored by the MITRE Corporation's Center for Advanced Aviation System
Development (CAASD) and the Federal Aviation Administration. Imagery of the EVS-I infrared camera, HUD
guidance cues, and out-the-window video were each separately recorded at an engineering workstation for each
approach, roll-out, and taxi operation. The EVS-I imagery was displayed on the HUD with guidance cues generated by
the mission computer. Also separately recorded was the inertial flight path data. Enhanced Flight Vision System
(EFVS) approaches were conducted from the final approach fix to runway flare, touchdown, roll-out and taxi using the
HUD and EVS-I sensor as the only visual reference. Flight conditions included two-pilot crew, day, night, non-precision
course offset approaches, ILS approach, crosswind approaches, and missed approaches. Results confirmed the
feasibility for safe conduct of down-to-the-runway precision approaches in low visibility to runways with and without
precision approach systems, when consideration is given to proper aircraft instrumentation, pilot training, and acceptable
procedures. Operational benefits include improved runway occupancy rates, and reduced delays and diversions.
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