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Frequently Asked Questions about VisionSafe and EVAS
EVAS is an acronym for the "Emergency Vision Assurance System." EVAS provides a clear path through which a pilot can see flight instruments and out the front windscreen regardless of the smoke density. This allows the pilot to safely land the plane if there is smoke in the cockpit.
EVAS is a fully self-contained unit which ensures a pilot's continuous vision despite the density of smoke within the cockpit. The unit draws in smoke, filters it through a 0.3 micron filter, and fills a customized IVU (Inflatable Vision Unit) with clear air. This safety feature allows the pilot to see the instruments and out the front windscreen to safely land the aircraft in a smoke emergency.
Smoke, fire, and fumes in the cockpit are among the most feared hazards in aviation and can lead to loss of control of the aircraft. Reported smoke incidents remain frequent: 1,650 in 2017, 1,722 in 2018, and 653 in 2019 in the U.S. alone (FAA data), prompting the FAA to issue an InFO report on the seriousness of the issue. Much like flotation devices or life rafts, EVAS is a safety tool that's rarely needed, but when it is, it can save the aircraft and everyone aboard. No one can predict when a cockpit smoke emergency will happen, but EVAS ensures every crew has the ability to see clearly and land safely if it does.
Yes. EVAS is installed on multiple aircraft models via the applicable Type Certificate (TC) or Supplemental Type Certificate (STC). VisionSafe is the only PMA (Parts Manufacturer Approval) manufacturing facility in Hawaii, and our product is the only FAA-certified cockpit smoke displacement system. Retrofitting EVAS helps aircraft meet the enhanced standards for continuous cockpit smoke protection recommended by the FAA in Advisory Circular 25.9A. EVAS is also installed on all FAA turbine aircraft, excluding turboprops.
Yes. VisionSafe holds STCs for a wide range of aircraft, and we hold over 120 STCs across major OEMs.
VisionSafe presently holds certifications in the United States (FAA), Canada (TCCA), Europe (EASA), UK (CAA), China (CAAC), Argentina (ANAC), Brazil (ANAC), Hong Kong (HKCAD), Mexico (DGAC), Turkey (DGCA), and others. The current list is maintained at LINK. Please contact VisionSafe if your certification is not available.
For the crew, the FAA requires immediate donning of oxygen mask and protective mask or goggles. These protect the pilot’s eyes but have limited effectiveness in the presence of thick smoke For the aircraft, FAA Advisory Circular 25.9A outlines the smoke evacuation test procedure: the cockpit door or curtain is closed, the crew dons protective breathing equipment as smoke becomes evident, and smoke generation is terminated once cockpit instruments become indiscernible. Any residual smoke must clear within three minutes so it doesn't distract the flight crew or interfere with flight operations. In a real smoke event, however, the source often cannot be terminated on demand, which is the gap EVAS is designed to close.
EVAS deploys quickly and easily: about 30 seconds for a smaller aircraft's IVU and up to 60 seconds for a larger one, with the range allowing the pilot to make adjustments as it inflates.
VisionSafe is aware of a number of inflight deployments and product condition suggest additional deployments but users are not required to disclose incidents to VisionSafe.
All units are certified to exceed the aircraft’s ETOPS rating. Typically 2-4 hours.
Yes, EVAS is design to constantly adjust to changing cabin pressure. EVAS has been altitude tested to 50,000 feet with depressurization within 15 seconds, followed by additional altitude fluctuations, and conformed to its performance specifications throughout the test.
No, it does not.
Following a safe landing and completing all airline procedures, the crew should complete a Pilot Smoke Event Report as soon as practical. Any crew member familiar with the incident can fill it out, and all information is kept confidential and proprietary. VisionSafe customer service can then help arrange servicing and, if needed, a loaner or replacement unit.
The IVU is made from fire-retardant material which comply with the 12-second vertical burn test (an FAA requirement), and all EVAS components meet the 14 CFR 25.853 flammability requirements.
Yes, the unit has a master switch the pilot can use to turn power on and off as needed. The IVU will begin to deflate when off and can be switched back on if smoke increases, which extends battery life versus running continuously. Note that running the unit non-stop for about 2.5 hours should provide ample time to locate a safe landing area.
VisionSafe recommends customers do not deploy service units for training. VisionSafe provides training materials designed for arming, deploying, and cost-effectively reusing the EVAS system in training. The IVU is typically single-use. After deployment the IVU will need replacement and the EVAS power unit serviced for reasons other than an actual smoke emergency. EVAS is intended for emergency use only.
The current inflation method is the most reliable and safest option available. The timing was optimized with pilots, engineers and human factor professionals to support the flight crew and not add further confusion during an emergency.
No, there has never been a reported incident of EVAS malfunctioning during an actual smoke emergency deployment.
The battery pack is certified for up to 27 months under normal testing requirements.
Yes. Once EVAS is STC certified for an aircraft, it's added to the FAA's Master Minimum Equipment List (MMEL), though that process can take months, since the FAA only updates MMEL items periodically. EVAS is not required for dispatch; any aircraft with an EVAS STC should have its MEL revised to include it.
No. EVAS is independent of the aircraft's power supply and relies on a self-contained Alkaline Battery Pack (+/- 12.0V, 3V, 2.8Ah) and is independent of all aircraft power and systems.
No, it's an alkaline battery, so it doesn't require charging.
The IVU (Inflatable Vision Unit) is made of flame-retardant rip-stop nylon and Teflon
No. EVAS is self-contained and independently powered. Certification testing confirms the battery signal doesn't interfere with any aircraft equipment.
No, the unit must be sent back to VisionSafe for service, whether due to a 90-day test failure or the scheduled biennial (two-year) service.
EVAS was designed so the flight crew can see all essential flight instruments, including airspeed, altimeter, vertical speed, heading, and turn coordinator. Each unit also has pockets for easy access to emergency checklists, approach plates, an iPad, and an electronic flight bag (EFB).
The IVU provides a flight path view up to 53° wide, depending on cockpit geometry and size.
No. Once deployed, the IVU does not interfere with the Electronic Flight Information System (EFIS), and certification testing confirms it will not cause interference or uncommanded inputs of switches or touchscreens.
EVAS is typically installed outboard of the pilot and copilot’s seat to provide easy access during an emergency. Certain aircraft models or customer configuration have installed EVAS along the center console or behind the pilot and copilot’s seat. Current installations drawings are available LINK and the VisionSafe Engineering team is available to support a custom application.
Yes, installation is straight forward and any person authorized by a Civil Aviation Authority or the FAA can install an EVAS unit. Please see LINK for more instructions. Customers receive an STC kit with written instructions and the necessary hardware. A typical installation takes about 90 minutes.
Yes, every EVAS unit must be mounted according to the aircraft-specific installation drawings supplied to the customer. Installation generally takes up to 90 minutes per side, depending on the EVAS model.
Yes, EVAS requires service and recertification every 24 months. The service due date is clearly marked on each unit.
Turn around time is 7 –10 days depending on the condition and service level. Return shipping speed depends on the customer selected carrier (FedEx, UPS, or DHL)
The unit is disassembled, cleaned, inspected, repaired as necessary, reassembled, tested, and has its battery pack replaced, along with any applicable upgrades. Service may be performed up to 3 months before or after the printed due date without changing the cycle; outside that window, the 24-month cycle resets from the new service date.
Immediate inspection is required if the EVAS unit is deployed for any reason (including accidental or unintentional deployment), if the integrity of the container or contents is compromised (for example, a dent or a spilled liquid that leaks into the housing), or if a battery condition test shows "Inop" (red light or no light).
Yes, loaners may be requested, subject to availability of the loaner model. There is a fee associated with the loaner. Please contact customer support for the latest pricing.
Yes, VisionSafe offers onsite training, online training and “train the trainer” programs. Visit LINK to be included in a training session near your facility or schedule a custom training program. The onsite training program includes a classroom session, a simulated smoke experience and in-aircraft training. Depending on the flight crew size the training session lasts 2 – 4 hours. Additionally, all major simulator training facilities offer EVAS training.
VisionSafe's main headquarters is in Kaneohe, Hawaii, within the county of Honolulu, at 46-217 Kahuhipa St., Kaneohe, HI 96744.
VisionSafe's aircraft customers include Executive Air, UPS, Atlas, FedEx, JetBlue, ASL Airlines Ireland, Beijing Airlines Limited, Empire Airlines, Emirates, Kuwait Airways, Qantas Airways, China Eastern Airlines, the U.S. Military, the FAA, DHL, Boeing, Cargolux Airlines International S.A., Kalitta Air LLC, and Cathay Pacific Airways Ltd. Nearly 7,000 EVAS systems protect 3,500 airplanes worldwide every day, and EVAS is retrofitted fleet-wide on FedEx, UPS, Atlas Air, Kalitta Air, and Cargolux, as well as on the Cathay Pacific and Emirates cargo fleets, covering over 74% of the air cargo commercial jet fleet. VisionSafe also works with OEMs including Boeing, Bombardier, Dassault, Embraer, and Gulfstream, and holds nearly 100 STCs across Aerospatiale (ATR), Airbus, Beechcraft, Bombardier, Cessna, Dassault, Embraer, and Gulfstream. EVAS safety systems are on most Fortune 100 companies and are standard equipment on Gulfstream's G650; Gulfstream has outfitted over 1,300 aircraft with EVAS.
Most aviation organizations don't endorse specific products, but they do support underlying technologies. Some of the largest pilot unions, including ALPA and CAPA, along with organizations like the Royal Aeronautical Society and the Flight Safety Foundation, have voiced support for "smoke displacement technology," of which EVAS is the only system. The FAA has also equipped its own aircraft with EVAS, and the CAST Safety Enhancement SE 226 document calls for air carriers to implement a means of maintaining pilots' view of flight information in dense, continuous smoke conditions on the flight deck.
