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Although he collected many prestigious aviation industry and
NASA performance awards during his career, Bill Reynard will be
most remembered for the singular contributions he made to
aviation safety over 25 years of unselfish, dedicated service to
AOPA, NASA, and especially to the ASRS—for which we and the
nation owe him a considerable debt.
At the crossroads of a new era, the ASRS has (to use Bill’s
words) another “golden opportunity.” We hope that we’ve
absorbed the gift of Bill’s time with us, and the lessons he
imparted through his friendship and humor: of how to be smart,
dedicated, empathetic, and positive—and most important—of
how to keep on having fun.
A Celebration of Life ceremony, attended by his family and many
friends, was held for Bill Reynard on April 16, 1996 at Stanford
University Hospital, in Palo Alto, California.
Desert Storm flying, but can be tough on pilots’ eyes. Sunglasses that
Number 205 July 1996
Sunny summer days are often associated with great
Tricks of Sun and Storm
help cut glare in the cockpit may sometimes create
another hazard, as this air carrier Captain reports:
■ While taxiing out, after turning onto the taxiway, we
noticed the cargo door light on and company personnel on
the ramp waving. We notified Ground Control, and
company personnel came to the aircraft and secured the
cargo door. This happened in part due to the annunciator
light being quite dim and in the far corner of the panel.
[Since I had sunglasses on], it was quite difficult to see.
Sunglasses are available in a wide variety of tints, some
of which may alter the color and brightness of
annunciator and warning lights. Polarized sunglasses,
although effective against reflective glare, may reveal
strain patterns present in some aircraft windshields.
These patterns may visually distract pilots. Many air
carrier operations manuals specifically prohibit the use of
polarized sunglasses. Pilots should explain to their eye
care providers that the sunglasses will be used for flying,
and that it is important not only to be able to see colored
warning lights and electronic displays, but to avoid visual
distortions and distractions.
Mirage
Another impediment to a pilot’s vision is the refraction of
light rays on a hot day. Heat in the atmosphere acts as a
lens to create a distorted view of reality—a mirage. The
mirage may give the illusion that an object is present,
when, in fact, no object exists at close hand. The opposite
situation, as reported by a general aviation pilot, is a case
in which the watery mirage effect masks a very real
hazard:
■ Hot and hazy day. Runway 06 was in use. I had the
CTAF on while doing my pre-flight checks at the approach
end of runway 06. I checked both ends of the runway, saw
no traffic, made my departure call and started takeoff.
Unknown to me, an airplane had approached and landed
on runway 24 while I did my run-ups, etc. Just before
rotation speed, I noticed the other airplane on the runway.
I had enough room to rotate and side-slip to the right, and
missed the other plane by a good margin. I’d heard
nothing on the radio. An airport employee said he hadn’t
either.
Incidents like this can be prevented by: 1) using your
radio at uncontrolled fields; 2) obtaining airport advisory,
i.e., which runway is in use; and 3) exercising great care
on hot, muggy days. Heat rising from the runway may
distort your view of objects at the other end.
In the Southwestern U.S. and some foreign locations, the
approach of seasonal thunderstorms may be signaled by
dangerous emissaries—sand and dust clouds that precede
the storm front at low and high altitudes, presenting a
hazard to both general aviation and air carrier aircraft.
An air carrier Captain tells a harrowing tale of an
encounter with one such dervish in Middle Eastern
airspace:
■ Flight approaching [Middle Eastern] airport was
cleared to descend to FL120. An area of isolated embedded
thunderstorms was being passed. Aircraft had been slowed
to turbulence penetration speed and was deviating around
thunderstorms on descent with good radar returns
received. At FL180, an area of mild precipitation showed
on radar; not unlike ground clutter, it would not contour.
Rain increased in intensity followed by a very brown
substance which appeared to be wet sand. The windshields
were damaged, #2 engine flamed out, and the “pull up”
[terrain warning] signal occurred several times. The time
in the heavy rain/sand was very short...but the intensity of
　
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