AWARD was allowed to perform a technological demonstration of EVS (Enhanced Vision System) and SVS (Sinthetic Vision System) which gave the opportunity to evaluate different implementations for both concepts. The EVS demonstration consisted of two flight test campaigns on-board a research aircraft (ATTAS). The SVS demonstration was done in a moving base full-flight simulator. In relation to the EVS, the AWARD concept was well appreciated during the flight tests and was found to have a great operational interest. Test pilots accepted both system and operational procedures. Performing the approaches using a sensor image and symbology displayed on a Head-Up-Display proved to be efficient and accepted by the pilots. The flight test results, combined with the outputs of miscellaneous studies, (namely certification, human factor, procedures), show that two EVS systems can be foreseen with different operational interest and time-to-market. In the short-term, a 2 FLIR sensor based system is very promising, since major sub-systems are already available (HUD, FLIR, Processing Unit). Such a system could be used to complement future guidance means through Differential Global Positioning systems (DGPS), providing enhanced situational awareness in all flight phases, in reduced visibility conditions. In terms of the certification process, the study showed that there is a need for some adaptations to current regulations, but that future EVS systems and operations could conform to existing regulations. In order to improve the fog penetration range, a more long-term solution could use a MMWR and a FLIR as primary sensors. AWARD investigated the issue of integration of the MMWR in an EVS concept. Concerning the SVS, AWARD was allowed to explore different formats and to confirm the potential of a synthetic vision system to fly in Cat III conditions. With regard to the landing performance, none of the six systems that were tested (Flight Director, SVS with Flight Path Vector, and SVS with Flight Path Predictor; captain and first officer as pilot flying) complied with performance levels set in current regulation, but with some improvements these levels could be achieved. For the flight path vector format, an optimised guidance at low altitude and in the flare could make it feasible for manual low visibility approach and landing operations. In relation to the safety aspect, studies showed that specific system designs allow detection of malfunctions in the graphic generation process, within a few frames. In the future this will ensure compatibility of SVS with safety regulations.