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laser systems and laser light show products) are
working together to ensure that operators of these
devices do not pose a hazard to aircraft operators.
c. Pilots should be aware that illumination from
these laser operations are able to create temporary
vision impairment miles from the actual location. In
addition, these operations can produce permanent eye
damage. Pilots should make themselves aware of
where these activities are being conducted and avoid
these areas if possible.
d. Recent and increasing incidents of unauthorized
illumination of aircraft by lasers, as well as the
proliferation and increasing sophistication of laser
devices available to the general public, dictates that
the FAA, in coordination with other government
agencies, take action to safeguard flights from these
unauthorized illuminations.
e. Pilots should report laser illumination activity to
the controlling Air Traffic Control facilities, Federal
Contract Towers or Flight Service Stations as soon as
possible after the event. The following information
should be included:
1. UTC Date and Time of Event.
2. Call Sign or Aircraft Registration Number.
3. Type Aircraft.
4. Nearest Major City.
5. Altitude.
6. Location of Event (Latitude/Longitude and/
or Fixed Radial Distance (FRD)).
7. Brief Description of the Event and any other
Pertinent Information.
f. Pilots are also encouraged to complete the Laser
Beam Exposure Questionnaire (See Appendix 3), and
fax it to the Washington Operations Center Complex
(WOCC) as soon as possible after landing.
g. When a laser event is reported to an air traffic
facility, a general caution warning will be broadcasted
on all appropriate frequencies every
five minutes for 20 minutes and broadcasted on the
ATIS for one hour following the report.
PHRASEOLOGY−
UNAUTHORIZED LASER ILLUMINATION EVENT,
(UTC time), (location), (altitude), (color), (direction).
EXAMPLE−
“Unauthorized laser illumination event, at 0100z, 8 mile
final runway 18R at 3,000 feet, green laser from the
southwest.”
REFERENCE−
FAAO 7110.65, Unauthorized Laser Illumination of Aircraft,
Para 10−2−14.
FAAO 7210.3, Reporting Laser Illumination of Aircraft, Para 2−1−27.
h. When these activities become known to the
FAA, Notices to Airmen (NOTAMs) are issued to
inform the aviation community of the events. Pilots
should consult NOTAMs or the Special Notices
section of the Airport/Facility Directory for information
regarding these activities.
7−5−13. Flying in Flat Light and White Out
Conditions
a. Flat Light. Flat light is an optical illusion, also
known as “sector or partial white out.” It is not as
severe as “white out” but the condition causes pilots
to lose their depth−of−field and contrast in vision.
A71I1M0.65R CHG 2 37//1315//078
2/14/Potential Flight Hazards 7−5−11
Flat light conditions are usually accompanied by
overcast skies inhibiting any visual clues. Such
conditions can occur anywhere in the world,
primarily in snow covered areas but can occur in dust,
sand, mud flats, or on glassy water. Flat light can
completely obscure features of the terrain, creating an
inability to distinguish distances and closure rates.
As a result of this reflected light, it can give pilots the
illusion that they are ascending or descending when
they may actually be flying level. However, with
good judgment and proper training and planning, it is
possible to safely operate an aircraft in flat light
conditions.
b. White Out. As defined in meteorological
terms, white out occurs when a person becomes
engulfed in a uniformly white glow. The glow is a
result of being surrounded by blowing snow, dust,
sand, mud or water. There are no shadows, no horizon
or clouds and all depth−of−field and orientation are
lost. A white out situation is severe in that there are
no visual references. Flying is not recommended in
any white out situation. Flat light conditions can lead
to a white out environment quite rapidly, and both
atmospheric conditions are insidious; they sneak up
on you as your visual references slowly begin to
disappear. White out has been the cause of several
aviation accidents.
c. Self Induced White Out. This effect typically
occurs when a helicopter takes off or lands on a
snow−covered area. The rotor down wash picks up
particles and re−circulates them through the rotor
down wash. The effect can vary in intensity
　
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