时间：2011-04-18 00:52来源：蓝天飞行翻译 作者：航空 点击：次
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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 unautho-rized 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 broad-casted 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 informa-tion 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. 7.5.10 Potential Flight Hazards 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 depending upon the amount of light on the surface. This can happen on the sunniest, brightest day with good contrast everywhere. However, when it happens, there can be a complete loss of visual clues. If the pilot has not prepared for this immediate loss of visibility, the results can be disastrous. Good planning does not prevent one from encountering flat light or white out conditions. d. Never take off in a white out situation. 1. Realize that in flat light conditions it may be possible to depart but not to return to that site. During takeoff, make sure you have a reference point. Do not lose sight of it until you have a departure reference point in view. Be prepared to return to the takeoff reference if the departure reference does not come into view. 2.Flat light is common to snow skiers. One way to compensate for the lack of visual contrast and depth.of.fieldloss is by wearing amber tinted lenses (also known as blue blockers). Special note of caution: Eyewear is not ideal for every pilot. Take into consideration personal factors . age, light sensitivity, and ambient lighting conditions. 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. |
