In the 1950s the U.S. Army first experimented with T-6A infrared driving binoculars. It was a near-infrared (IR) converter that needed an infrared filtered landing light for energy, which in turn did not work well for aviation. During the late 1950s research on the first continuous channel electron multiplier was underway which developed into the microchannel plate. Blackout “Eye” was another IR light sourced head-mounted night vision device.

In the early part of the 1960s, Generation I tubes were developed. The size of the three-stage tubes was too big for head-mounted applications. They were a passive system which meant they operated by just using starlight illumination taking the name “starlight scope.” Foot soldier snipers in Vietnam primarily used them.

In 1965 U.S. Army Night Vision and Electro-Optics Laboratory (NV & EOL) was established. The research included visionics and image intensification, far infrared, light source, thin film, advanced developments, system developments, and system evaluations.

Late in the 1960s, the production of microchannel plates allowed night vision devices to be made small enough to be worn on the head. This huge step was termed Generation II. During this period, the NV & EOL used these tubes in goggles for foot soldiers and some aviators for night flight operations.

In 1971 the USAF began using the SU-50 Electronic Binoculars. The Army adopted the Generation II AN/PVS-5 in 1973 as a temporary solution for aviators. It had many known downfalls such as weight, constant refocusing, and visual obstructions, causing discomfort, annoyance, and fatigue. Most cockpits had red incandescent lamps with large red and IR emissions shutting down goggles, so all visible light was reduced below the aviator’s threshold.

Sometimes extinguishing them or putting on a “super dim” setting where crews could not read the instruments. Many accidents caused by lack of peripheral vision with the AN/PVS-5 forced the temporary modification to the faceplate allowing aviators to view below the goggles.

This new version was called AN/PVS-5 (MFD) modified faceplate also known as “cutaway 5’s”. The aviator’s night vision imaging system (ANVIS) was the first NVG designed to meet the visual needs of aviators.

The NV & EOL started developing ANVIS in 1976 with Generation III image intensifier tubes requiring less weight, more reliability, easier maintainability, and higher performance.

The 1980s brought two versions of ANVIS to military aviators.  The AN/AVS-6(v)1 for helicopter operators which fit on the helmet with a centerline mount and AN/AVS-6(v)2 for AH-1 Cobras only, with an offset mount.

In 1981 the U.S. Army released an Aeronautical Design Standard, ADS-23, which established minimum requirements of cockpit lighting to be compatible with ANVIS. In 1986 Joint Aeronautical Commanders Group released MIL-L-85762, defining standards for measuring and designing ANVIS compatible lighting.

In 1988 an updated MIL-L-85762A was released defining NVIS (night vision imaging system) as a general term replacing ANVIS and expanding the lighting requirements to accommodate various types of NVIS. The use of AN/PVS-5 was continued in aviation until complete fielding of ANVIS. A Congressional Hearing was convened in 1989 to review the safety of NVG’s in military helicopters. ANVIS was deemed necessary.

The 1990s brought Heads Up Display (HUD) systems which allowed aviators to have an out-the-window view yet still monitor instrument symbology within the NVG. Two types of HUD were used. CH-47D and HH-60 aircraft used the AN/AVS-7, and Optical Display Assembly (ODA) was used on the OH-58D. High-speed fixed-wing aircraft incorporated NVG compatible cockpits requiring a different NVG to be safe during pilot ejection.

The AN/AVS-9 (NVG F4949, M949) was developed for the USAF. It was during this period the civilian sector grew interested in NVG’s. The Society of Automotive Engineers (SAE) recommended many lighting practices for NVIS lighting in nonmilitary aircraft.

The Department of Defense (DOD) created JSSG-2010-5 (lighting handbook) as guidance for interior/exterior lighting and display equipment. The requirements from MIL-L-85762A were still used, but this new document provided guidance rather than specifications.

MIL-STD-3009 in the 2000s was created to define the performance requirements standard. It extracted requirements from MIL-L85762A and JSSG-2010-5. SAE wrote ARP-5825 covering design and test procedure requirements for dual mode exterior lights.  

These were exterior lights that could be observed with and without NVIS and a mode to be used covertly viewed only by NVIS. Manufactures of aircraft lighting developed bright LED lights that could be visual and used with NVIS without significant effect.  

With an effective date of 30 September 2004, the FAA introduced Technical Standard Order (TSO) C164. It covers the minimum performance standards manufacturers must meet for approval and identification with the applicable TSO. TSO C164