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runway. Look for subtle changes in snow texture or
shading to identify ridges or changes in snow depth.
14.4.6 Off−Airport Landings.
14.4.6.1 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.
31 JULY 08
ENR 5.7−12 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
d) Smoke bombs.
e) Any colored rags.
f) Dye markers.
g) Kool−aid.
h) Trees or tree branches.
14.4.6.2 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.
14.4.6.3 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.
14.4.6.4 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.
14.4.7 Flying Around a Lake.
14.4.7.1 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.
14.4.7.2 The same rules apply to seemingly flat areas
of snow. If you don’t have good references, avoid
going there.
14.4.8 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.
14.4.9 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.
14.4.10 Glaciers. Be conscious of your altitude
when flying over glaciers. The glaciers may be rising
faster than you are climbing.
15. Operations in Ground Icing Conditions
15.1 The presence of aircraft airframe icing during
takeoff, typically caused by improper or no deicing of
the aircraft being accomplished prior to flight has
contributed to many recent accidents in turbine
aircraft. The General Aviation Joint Steering
Committee (GAJSC) is the primary vehicle for
government−industry cooperation, communication,
and coordination on GA accident mitigation. The
Turbine Aircraft Operations Subgroup (TAOS)
works to mitigate accidents in turbine accident
aviation. While there is sufficient information and
guidance currently available regarding the effects of
icing on aircraft and methods for deicing, the TAOS
has developed a list of recommended actions to
further assist pilots and operators in this area.
15.1.1 While the efforts of the TAOS specifically
focus on turbine aircraft, it is recognized that their
recommendations are applicable to and can be
adapted for the pilot of a small, piston powered
aircraft too.
15.2 The following recommendations are offered:
15.2.1 Ensure that your aircraft’s lift−generating
surfaces are COMPLETELY free of contamination
before flight through a tactile (hands on) check of the
critical surfaces when feasible. Even when otherwise
permitted, operators should avoid smooth or polished
frost on lift−generating surfaces as an acceptable
preflight condition.
15.2.2 Review and refresh your cold weather
standard operating procedures.
15.2.3 Review and be familiar with the Airplane
Flight Manual (AFM) limitations and procedures
necessary to deal with icing conditions prior to flight,
　
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