U.S. Department

of Transportation

Federal Aviation

Administration

Advisory

Circular

Subject: DRIVER’S ENHANCED VISION SYSTEM

(DEVS)

Date: 12/23/96

Initiated by: AAS-100

AC No: 150/5210-19

Change:

1. PURPOSE. This advisory circular (AC)

contains performance standards, specifications,

and recommendations for DEVS.

2. APPLICATION. The FAA recommends

the use of the guidance in this publication for the

design and installation of DEVS equipment on

Aircraft Rescue and Fire Fighting (ARFF)

vehicles. The greatest benefits may be realized at

airports with operations at a runway visual range

(RVR) of less than or equal to 1200 feet. Under

such visibility conditions, airports will often have a

Surface Movement Guidance and Control System

(SMGCS) Plan. Where Airport Improvement

Program or Passenger Facility Charge program

funds are used for the acquisition of DEVS, the

guidance in this AC is mandatory.

3. RELATED READING MATERIAL.

DOT/FAA/CT-94/99, Driver’s Enhanced Vision

System (DEVS), final report, dated January 1995.

This may be ordered from the National Technical

Information Service, Springfield, VA, 22161;

telephone (800) 553-6847.

DAVID L. BENNETT

Director, Office of Airport Safety and Standards

12/23/96 AC 150/5210-19

1 (and 2)

CHAPTER 1. INTRODUCTION

1. BACKGROUND. Between January 1990

and February 1991, three major accidents

involving fatalities occurred on active runways at

night. ARFF response was impeded to two of these

accidents by poor visibility conditions. Due to fog,

the accident site was difficult to locate, and ARFF

operators were forced to drive slower to avoid

becoming lost or colliding with obstacles.

For certification purposes, ARFF vehicles must

demonstrate an emergency response time of

3 minutes to a simulated accident on an airport

runway, with the goal to get to the accident site in

as little time as possible. During periods of poor

visibility, ARFF response times tend to increase.

The Driver’s Enhanced Vision System (DEVS)

program, in an effort to reduce response times, is

aimed at the three difficult aspects of poor visibility

response: locating the accident, navigating to the

accident site, and avoiding obstacles and locating

people on the way to the accident site. Evaluations

conducted at the FAA Technical Center and

airports around the country have demonstrated that

DEVS technology can improve a driver’s ability in

these areas. Where DEVS is installed, drivers

would be required to receive training on DEVS

operation.

2. DEVS SUBSYSTEMS.

a. Subsystem Components.

(1) Night Vision. The night vision

subsystem shall use a Forward Looking InfraRed

(FLIR) device or other comparable state-of-the-art

night vision technology. Night vision capability

will improve visual awareness in smoky, foggy, or

dark environments by sensing thermal radiation

instead of visible light.

(2) Navigation. The navigation

subsystem shall make the ARFF vehicle driver

aware of the vehicle’s location and serve as an aid

in locating the accident site. A Differential Global

Positioning System (DGPS) will meet the

specifications of this AC. Future alternatives must

meet or exceed the capabilities of DGPS.

(3) Tracking. The tracking subsystem

can be tightly integrated with the navigation

subsystem through data link. Tracking capability

will reduce driver communications work load and

improve the situational awareness of the driver and

command or dispatch personnel.

b. Subsystem Integration. DEVS is an

integrated system consisting of all three

subsystems: Night Vision, Navigation, and

Tracking. Depending upon specific circumstances,

individual airports may be able to show safety

benefits at a lower cost by utilizing a subset of the

complete DEVS.

3. THROUGH 4. RESERVED.

12/23/96 AC 150/5210-19

3

CHAPTER 2. DEVS PERFORMANCE REQUIREMENTS

5. GENERAL. The characteristics outlined in the

following sections are meant to serve as a set of

minimal performance requirements that DEVS

equipment should meet for use at airports. Although

the navigation and tracking subsystems are presented

as individual subsystems, it is recommended that

developers who offer both of these functions, offer

them as one integrated navigation/tracking

subsystem for sponsors purchasing both of these

subsystems.

6. OVERALL REQUIREMENTS. Operation of

DEVS should not increase driver work load or

require an additional driver during emergency

response. Installation should not obstruct driver

view or hamper any other ARFF vehicle system.

The system should be installed without extensive

vehicle modification and should include sufficient

filtering to protect itself from vehicle voltage spikes

and surges. Power draw should be low enough to

operate from vehicle power for a minimum of 4

hours without affecting other systems. Otherwise, an

independent power supply should be provided.

Recommended voltage range for DEVS equipment

in ARFF vehicles is 10- to 15-VDC (Volts Direct

Current) and 110- to 120-VAC (Volts Alternating

Current) for equipment located at the Emergency

Command Center (ECC). In addition, exposed

equipment should be able to operate within the same

conditions (weather, chemical, and otherwise) as that

of the ARFF vehicle. Any component which fails to

operate should be repaired and be back in service

within 10 days. A video recording device may be an

option to aid accident investigation as well as

training and evaluation of the system.

7. QUALITY ASSURANCE. The quality and

workmanship of an installation should follow normal

industry standards and practices. These practices

generally include the following: all electrical

connections should be by locking pin type plugs, all

wiring should be loomed, all penetrations in the

vehicle body should be equipped with grommets or

other guard to protect against wire chafing, all

penetrations shall be sealed from the weather, all

firewall penetrations shall be sealed, all splices

should be soldered and then sealed with heat-shrink,

wiring shall be color coded and identified from end

to end, all controls shall be labeled and illuminated,

and complete “as built” wiring diagrams shall be

included with each installation.

8.-9. RESERVED.

Section 1. Night Vision Subsystem

10. OVERALL REQUIREMENTS. The night

vision subsystem should be operational within

30 seconds and useful in 0-ceiling/0-mile visibility.

As an option, a stand-by mode may be incorporated.

The night vision subsystem should be able to detect

people, debris, wreckage, and equipment for the

distances and conditions specified in Tables 1 and 2.

TABLE 1. HUMAN DETECTION DISTANCES

Distance

Ambient

Temperature ∗ Humidity (%)

Camera

Dynamics Weather

500 ft -20 to 115° F 0 to 100 Moving 55 mph Clear

500 ft -20 to 115° F 0 to 100 Moving 50 mph Light Fog

400 ft -20 to 115° F 0 to 100 Moving 40 mph Heavy Fog

400 ft -20 to 115° F 0 to 100 Moving 40 mph Smoke

300 ft -20 to 115° F 0 to 100 Moving 35 mph Rain/Snow

∗ If winterization is necessary, the temperature performance range shall extend to at least -40° F (-40° C).
AC 150/5210-19 12/23/96

4

TABLE 2. AIRCRAFT DETECTION DISTANCES

Distance

Ambient

Temperature ∗ Humidity (%)

Camera

Dynamics Weather

2500 ft -20 to 115° F 0 to 100 Moving 55 mph Clear

1000 ft -20 to 115° F 0 to 100 Moving 50 mph Light Fog

500 ft -20 to 115° F 0 to 100 Moving 40 mph Heavy Fog

500 ft -20 to 115° F 0 to 100 Moving 40 mph Smoke

500 ft -20 to 115° F 0 to 100 Moving 35 mph Rain/Snow

∗ If winterization is necessary, the temperature performance range shall extend to at least -40° F (-40° C).

11. FLIR. The FLIR can be a cooled or uncooled

camera but should be able to detect long wave

(8-12 μm) IR energy and have an industry standard

output. It also should have automatic gain and level

controls and minimum Horizontal (HFOV) and

Vertical Field of Views (VFOV) of 27° (± 4°) and

18° (± 4°), respectively.

a. Mounting. The FLIR should be mounted

with remote controlled pan and tilt capabilities. It

should be sufficiently tight so that the picture is clear

and stable. Line of sight should be aligned with that

of the driver. The mounting should not compromise

operation of the roof turret in any manner.

b. Exposure Considerations. The FLIR

should be weatherproof (rain, sleet, snow, dust, etc.)

for the environment in which it will be used, able to

withstand temperature and humidity changes, and

have lens clearing capability. The equipment also

should be protected from, or able to withstand

exposure to, extinguishing foam, water, dry

chemicals, and smoke.

12. DISPLAY. The display should have a

10-12-inch (25-30-cm) diagonal viewable image

screen with a minimum density of 640 x 480 pixels.

It should use an industry standard video format and

have front adjustable brightness and contrast

controls.

13. THROUGH 15. RESERVED.

Section 2. Navigation Subsystem

16. OVERALL REQUIREMENTS. The

navigation subsystem should be able to compute a

vehicle position solution within 30 seconds, and the

ECC equipment should be able to generate GPS

correction messages continuously (24 hours/day,

7 days/week). It should be accurate to 16 ft (5 m)

2D RMS (Two-Dimensional Root Mean Square).

Vehicle position updates should be given once per

second. Equipment should be automatically

initialized upon start-up and able to withstand

vehicle shock and vibration. The system should

provide an integrity requirement to insure that it is

either working properly or down altogether, allowing

no possibility of wrong/misleading information.

17. VEHICLE NAVIGATION DEVICE. The

vehicle GPS receiver should accept differential

correction messages from an always available and

reliable source with accuracy within 16 feet (5 m)

and use these messages to compute a differentially

corrected GPS position solution once per second. It

also should achieve Time To First Fix (TTFF) of

30 seconds and should interface with the vehicle

computer. The antenna should be weatherproof and

mounted high in the center of the vehicle with a

clear view of the sky.

18. VEHICLE COMPUTER. The computer

should provide processing power and speed for

DEVS navigation and mapping software while

maintaining a 50 percent throughput capacity

reserve. It also should carry sufficient, upgradable

volatile and non-volatile memory (or a hard drive)

and be able to interface with the vehicle
12/23/96 AC 150/5210-19

5

display/control, data link, and GPS receiver

equipment. The computer should be as small and

lightweight (lap top size) as possible, as well as

shockproof and waterproof. If the computer is not

mounted in the panel, it should be mounted on a fullmotion bracket that allows it to be stowed.

19. VEHICLE NAVIGATION/MAPPING

SOFTWARE. The information displayed on the

map should include primary and secondary

roadways, all surfaces of the airport movement area,

fences, and significant buildings, landmarks, and

bodies of water. Other information can be displayed,

but consideration should be given so that the map is

not too complicated. Software should allow for

zooming, panning, and selecting a variable-sized

area for full screen display.

a. Map Detail and Orientation.

(1) Level 1. This is the driving area

(approximately one half mile in front of the vehicle

in the heading-up orientation). If the map is zoomed

in or beyond this level, the vehicle icon should

remain fixed and the map should translate and rotate

to maintain this position with a heading-up

orientation.

(2) Level 2. This level corresponds to the

Airport Operational Area (AOA). The map should

translate and rotate to maintain a heading-up

orientation.

(3) Level 3. This is the entire airport

property, including unimproved access roadways,

plus the area surrounding the airport up to the ARFF

department’s response radius. The map should

translate and rotate to maintain a heading-up

orientation. As an option, the airport’s grid map

may be integrated at this level.

b. Visual Cues. Visual cues for orientation

should be displayed on screen.

20. VEHICLE DATA LINK. The vehicle

navigation data link should be able to receive DGPS

correction messages, employ industry standard error

checking algorithms, and interface with the

computer. The ECC navigation data link should use

available communications frequencies whenever

possible.

21. VEHICLE DISPLAY/CONTROL. The

display should provide at least 16 colors with front

adjustable brightness and contrast controls (contrast

ratio of 3:1) and have a 10-12-inch (25-30-cm)

diagonal viewable image screen with a minimum

density of 640 x 480 pixels. A Transparent Window

Display System (TWDS), a Head Up Display (HUD),

or an industry standard head down display (if

mounted near natural line of sight) can be used. It

also should be seen easily by the driver while not

obstructing the view, require minimal operator

intervention to control, use an industry standard

digital format, and interface with the vehicle

computer and operator.

22. DGPS BASE STATION GPS RECEIVER.

The DGPS base station GPS receiver should be able

to track the same satellites tracked by ARFF GPS

receivers. To ensure this, an all in view receiver

should be used with a minimum of eight channels

(twelve preferable). The receiver should generate

differential correction messages with accuracy within

16 feet (5 m) and be always available and reliable. It

also should compute a position solution once per

second, be capable of continuous operation, and

interface with the ECC navigation computer. The

antenna should be mounted with a clear view of the

sky on a survey monument or a surveyed position

accurately determined to within 3 feet (91 cm).

23. ECC COMPUTER. The ECC computer is that

which controls the DGPS base station and is usually

located at the ECC. This computer can be an

integral part of the DGPS base station GPS receiver.

If it is not, the following performance requirements

apply.

The ECC computer should provide the required

power and speed to support DEVS navigation

software and still have a 50 percent throughput

capacity reserve. It also should have sufficient,

upgradable volatile and non-volatile memory, use a

hard drive to support the navigation software, and be

small and lightweight (desk top PC size). The

computer should interface with the DGPS base

station receiver, the ECC data link equipment, and

the computer display/control equipment. Some

means for supplying DGPS corrections may obviate

the need for the base station and interfaces to it.

24. ECC DGPS SOFTWARE. The software

controls the flow and timing of DGPS correction

messages from the base station receiver to the data

link equipment. Some means for supplying DGPS
AC 150/5210-19 12/23/96

6

corrections may obviate the need for DGPS software

in the ECC.

25. ECC DATA LINK. The data link should be

capable of transmitting DGPS correction messages

with built-in error checking or correcting codes. It

also should transmit with sufficient power to

broadcast correction messages to the extremes of the

normal expected response area which may vary with

the airport. In addition, it should use available

communications frequencies, when possible, and

interface with the ECC computer.

26. ECC DISPLAY/CONTROL. These

requirements pertain to the display/control

equipment if the ECC computer is not an integral

part of the DGPS base station GPS receiver.

The display should have at least 16 colors, be

industry standard cathode-ray tube (CRT) or active

matrix liquid crystal display (AMLCD), and have, at

minimum, a 14-inch (35 cm) diagonal viewable

image screen. It should have front adjustable

brightness and contrast controls (contrast ratio of at

least 3:1), use industry standard control devices, and

use an industry standard digital format. The

display/control should interface with the ECC

computer and computer operator.

27. THROUGH 30. RESERVED.

Section 3. Tracking Subsystem

31. GENERAL. The tracking subsystem should

derive vehicle position data from the navigation

subsystem. The tracking subsystem should be able to

report the vehicle position to, and exchange

messages with, the ECC within 30 seconds and have

the capability to do so continuously (24 hours/day,

7 days/week). It should be able to track 10 vehicles

simultaneously with 1-second updates and be able to

track any number of vehicles simultaneously with a

maximum update time of 5 seconds. The tracking

subsystem should be automatically initialized upon

start-up, require minimal operator intervention, and

be able to withstand vehicle shock and vibration.

32. VEHICLE COMPUTER. The tracking

subsystem should use the same computer hardware

as the navigation subsystem. The computer should

provide power and speed to support DEVS while

maintaining a 50 percent throughput capacity

reserve, and it should have sufficient, upgradable

volatile and non-volatile memory (or a hard drive).

The computer should interface with the vehicle

display/control and data link equipment. It also

should be as small and lightweight as possible, as

well as shockproof and waterproof. If the computer

is not mounted in the panel, it should be mounted on

a full-motion bracket that allows it to be stowed.

33. VEHICLE TRACKING SOFTWARE. The

vehicle tracking software should format and transmit

vehicle position reports to the ECC once per cycle

and be able to transmit airport definable asset

request messages (police, fire, ambulance), position

markers, and special messages to the ECC by

touching a single button. The current vehicle

location should be indicated by an icon on the

vehicle map display, and the marked location should

be transmitted to the ECC.

a. Accident Site Location. An icon

indicating the accident site, or direction and distance

of the accident site (if site is off map), should be

displayed.

b. Text Message. Informational text

messages from the ECC should display automatically

on screen and be cleared and acknowledged (to the

ECC) with the touch of a button.

34. VEHICLE DATA LINK. The vehicle tracking

data link equipment should be capable of receiving

accident location and text messages from the ECC;

of transmitting vehicle position reports, vehicle mark

reports, and asset request messages to the ECC; and

of checking messages through industry standard

algorithms. A message transmission handshake

should be established between the vehicle and the

ECC. The data link should use available

communications frequencies, have enough power to

transmit messages to the extremes of the normal

expected response area which may vary with the

airport, and be able to interface with the vehicle

computer.

35. VEHICLE DISPLAY/CONTROL. The

tracking subsystem should use the same

display/control hardware as the navigation

subsystem. The display should have a 10-12-inch

(25-30-cm) diagonal viewable image screen with a

minimum density of 640 x 480 pixels, provide at
12/23/96 AC 150/5210-19

7

least 16 colors, be of any type capable of providing

required brightness and contrast, and have front

adjustable brightness and contrast controls (contrast

ratio of at least 3:1). The display also should require

minimal operator intervention to control, use an

industry standard digital format, interface with the

vehicle computer and vehicle operator, and be easily

seen without obstructing the driver’s view.

36. ECC COMPUTER. The tracking subsystem

should use the same computer hardware as the

navigation subsystem. The ECC computer should

provide sufficient power and speed while

maintaining a 50 percent throughput capacity

reserve and also provide sufficient, upgradable

volatile and non-volatile memory. A sufficient hard

drive should be used yet the computer should be as

small and lightweight (desk top PC size) as possible

with the capability to interface with the ECC data

link and control/display equipment.

37. ECC TRACKING SOFTWARE. The ECC

tracking software should display the locations of

DEVS equipped ARFF vehicles on a digital map of

the airport surrounding area. Information on the

map should include primary and secondary

roadways, all surfaces of the airport movement area,

fences, and significant buildings, landmarks, and

bodies of water. Other information can be displayed,

but consideration should be given so that the map is

not too complicated. The mapping software should

have the capability of zooming, panning, and also

selecting an area for full screen display.

a. Map Detail.

(1) Level 1. This is an area approximately

one half mile around the vehicle.

(2) Level 2. This level corresponds to the

AOA.

(3) Level 3. This is the entire airport

property, including unimproved access roadways,

plus the area surrounding the airport up to the ARFF

department’s response radius. As an option, the

airport’s grid map may be integrated at this level.

b. Map Icons. Icons should indicate vehicle

positions and have an identification tag. They also

should move to indicate locations or show the last

position and direction of the vehicle (if outside the

map boundary).

38. ECC DATA LINK. The ECC tracking data

link should receive position reports, position marks,

and asset request messages from vehicles; transmit

accident location and text messages to vehicles; and

transmit with sufficient power to reach to the

extremes of the normal expected response area

which may vary with the airport. It should use

available communications frequencies, interface with

the ECC computer, and employ industry standard

error checking algorithms (check sums, parity

checks) to ensure correct message receipt and

transmission. It also should employ a message

transmission handshake.

39. ECC DISPLAY/CONTROL. The tracking

subsystem should use the same display/control

hardware as the navigation subsystem. The display

should have, at minimum, a 14-inch (35 cm)

diagonal viewable image screen, provide at least 256

colors, be of an industry standard CRT or AMLCD

type, and have front adjustable brightness and

contrast controls (contrast ratio of at least 3:1). It

also should use industry standard computer control

devices, use an industry standard digital format, and

be able to interface with the ECC computer and

computer operator.