When Norden heard of the U.S. Army's dealings with Sperry, Theodore Barth called a meeting with the U.S. Army and U.S. Navy at their factory in New York City. Barth offered to build an entirely new factory just to supply the U.S. Army, but the U.S. Navy refused this. Instead, the U.S. Army suggested that Norden adapt their sight to work with Sperry's A-5, which Barth refused. Norden actively attempted to make the bombsight incompatible with the A-5, and it was not until 1942 that the impasse was finally solved by farming out autopilot production to Honeywell Regulator, who combined features of the Norden-mounted SBAE with the aircraft-mounted A-5 to produce what the U.S. Army referred to as "Automatic Flight Control Equipment" (AFCE) the unit would later be redesigned as the C-1. The Norden, now connected with the aircraft's built-in autopilot, had the ability to allow the bombardier alone to fully control minor movements of the aircraft during the bombing run.