Avionics News August 2015 - 47

software was gathered - the EV S image shows the runway and
anything else in the vicinity - another aircraft, an airport vehicle, a person or some wildlife graz ing along the runway.
That real-time aspect helps win EV S adapters those lower
approaches available to approved installations.
But those same features make the system worthwhile in far
more situations - which is why so many avionics and planemakers embrace the technology.
EV S is amaz ingly broad in its potential - particularly when
merged with SV S imagery in systems called combined vision
systems and verified combined vision systems.
In CV S, the pilot confirms the accuracy of SV S using the
EV S image; in V CV S, a smart-processing system aligns and
confirms the two images, automatically resolving differences
between the sources' images.
Then there' s night vision goggles, or NV G. In concert
with EV S, NV G systems have found a welcome market
among utility and medical-airlift operators - particularly
helicopter operators.

But NV G alone lacks much of the same potential as EV S,
depending as it does on normal visible light amplified as photons pass through the channels in NV G sensors and knock off
even more in the amplification process.
INSTALLATION ISSUES: COMPATIBILITY IS KEY
Avidyne, Gamin and Aspen Avionics offer the ability to input
EV S imagery on their electronic displays.
H oneywell, R ockwell Collins, U niversal Avionics and L-3
systems also provide inputs for displaying images from an EV S
sensor.
V arious planemakers offer these systems for their new products - as well as retrofit installations in some ex isting aircraft.
The main req uirement is the aircraft have - or be able to
accept - a display capable of showing the sensor' s input.
H awker Beechcraft started offering EV S retrofit for K ing Air
200 and 300-series turboprops in 201 0; it plays on R ockwell
Continued on page 59

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