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3. So what should a pilot do when all visual
references are lost?
(a) Trust the cockpit instruments.
(b) Execute a 180 degree turnaround and start
looking for outside references.
(c) Above all − fly the aircraft.
e. Landing in Low Light Conditions. When
landing in a low light condition − use extreme
caution. Look for intermediate reference points, in
addition to checkpoints along each leg of the route for
course confirmation and timing. The lower the
ambient light becomes, the more reference points a
pilot should use.
f. Airport Landings.
1. Look for features around the airport or
approach path that can be used in determining depth
perception. Buildings, towers, vehicles or other
aircraft serve well for this measurement. Use
something that will provide you with a sense of height
above the ground, in addition to orienting you to the
runway.
2. Be cautious of snowdrifts and snow banks −
anything that can distinguish the edge of the runway.
Look for subtle changes in snow texture or shading to
identify ridges or changes in snow depth.
g. Off−Airport Landings.
1. In the event of an off−airport landing, pilots
have used a number of different visual cues to gain
reference. Use whatever you must to create the
contrast you need. Natural references seem to work
best (trees, rocks, snow ribs, etc.)
(a) Over flight.
(b) Use of markers.
(c) Weighted flags.
(d) Smoke bombs.
(e) Any colored rags.
(f) Dye markers.
(g) Kool−aid.
(h) Trees or tree branches.
2. It is difficult to determine the depth of snow
in areas that are level. Dropping items from the
aircraft to use as reference points should be used as a
visual aid only and not as a primary landing reference.
Unless your marker is biodegradable, be sure to
retrieve it after landing. Never put yourself in a
position where no visual references exist.
3. Abort landing if blowing snow obscures your
reference. Make your decisions early. Don’t assume
you can pick up a lost reference point when you get
closer.
4. Exercise extreme caution when flying from
sunlight into shade. Physical awareness may tell you
that you are flying straight but you may actually be in
a spiral dive with centrifugal force pressing against
you. Having no visual references enhances this
illusion. Just because you have a good visual
reference does not mean that it’s safe to continue.
There may be snow−covered terrain not visible in the
direction that you are traveling. Getting caught in a no
visual reference situation can be fatal.
2/17/05 AIM
Potential Flight Hazards 7−5−11
h. Flying Around a Lake.
1. When flying along lakeshores, use them as a
reference point. Even if you can see the other side,
realize that your depth perception may be poor. It is
easy to fly into the surface. If you must cross the lake,
check the altimeter frequently and maintain a safe
altitude while you still have a good reference. Don’t
descend below that altitude.
2. The same rules apply to seemingly flat areas
of snow. If you don’t have good references, avoid
going there.
i. Other Traffic. Be on the look out for other
traffic in the area. Other aircraft may be using your
same reference point. Chances are greater of
colliding with someone traveling in the same
direction as you, than someone flying in the opposite
direction.
j. Ceilings. Low ceilings have caught many pilots
off guard. Clouds do not always form parallel to the
surface, or at the same altitude. Pilots may try to
compensate for this by flying with a slight bank and
thus creating a descending turn.
k. Glaciers. Be conscious of your altitude when
flying over glaciers. The glaciers may be rising faster
than you are climbing.

2/19/04 AIM
Safety, Accident, and Hazard Reports 7−6−1
Section 6. Safety, Accident, and Hazard Reports
7−6−1. Aviation Safety Reporting Program
a. The FAA has established a voluntary Aviation
Safety Reporting Program designed to stimulate the
free and unrestricted flow of information concerning
deficiencies and discrepancies in the aviation system.
This is a positive program intended to ensure the
safest possible system by identifying and correcting
unsafe conditions before they lead to accidents. The
primary objective of the program is to obtain
information to evaluate and enhance the safety and
efficiency of the present system.
b. This cooperative safety reporting program
　
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