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‘unauthorized laser’ report [to] the Center...After several
more minutes, the Captain complained of less than clear
vision, but nothing ‘too serious.’ We landed...approximately
50 minutes later...Once on the gate with the opportunity to
directly observe the Captain’s eyes in good conditions, it
was obvious his eyes were extremely bloodshot with what
appeared to have been blistering and possible bleeding at
the inside corner of his right eye. He was then complaining
of increased discomfort in both eyes and blurred vision in
the right eye...I accompanied the Captain to the hospital
near the airport so that a physician could examine his
eyes...The Captain’s retina was not damaged, but his
normal 20-15 vision was temporarily 20-60...The FBI has
contacted the Captain and interviewed him about this event...
Advisory Circular 70-2 details the reporting procedures to
be used by air crews who experience a laser illumination
incident, and suggests practical actions pilots may
consider taking before, during, and after encountering
laser activity.
• Immediately report the laser incident to ATC, including
the event position (e.g., latitude/longitude and/or fixed
radial distance), altitude, direction and position of the
laser source, beam color, and length of exposure (flash
or intentional tracking).
• Pilots flying in uncontrolled airspace are requested to
immediately broadcast a general laser illumination
caution on the appropriate UNICOM frequency. This
general caution should include the following elements:
– Phrase “Unauthorized Laser Illumination Event”
– Event time (UTC) and general positional information
(e.g., location and altitude)
– General description of event (e.g., color, intensity,
and direction of beam)
• Pilots should avoid flight within areas of reported ongoing
unauthorized laser activity to the extent possible.
• If laser activity is encountered while pilots are in
contact with ATC, pilots should obtain authorization
prior to deviating from their last assigned clearance.
• Pilots should avoid direct eye contact with lasers
and should shield their eyes to the maximum extent
possible during a laser incident.
We hope this information on laser illumination hazards
has been useful, and we would appreciate any additional
reports to ASRS on laser incidents.
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
June 2007 Report Intake
Air Carrier/Air Taxi Pilots 2382
General Aviation Pilots 900
Controllers 135
Cabin/Mechanics/Military/Other 208
TOTAL 3625
ASRS Alerts Issued in June 2007
Subject of Alert No. of Alerts
Aircraft or aircraft equipment 11
Airport facility or procedure 10
ATC procedure or equipment 6
Chart, Publication, or Nav Database 1
Company policy 1
Total 29
332
Two ASRS reporters describe their sticky wickets – and
how they became “stuck.”
■ Readied aircraft for start-up and departure. Aircraft has
no electrical system, so hand-propping is required. Started
aircraft with safety person inside holding brakes. Boarded
aircraft after start-up, used protective gloves to prop aircraft
and didn’t remove gloves from hands. Aircraft is carbureted
and was running rough. Applied throttle to clear up rough
running engine and glove got wedged between throttle shaft
and throttle shaft housing. Tried to remove glove from
being stuck, ripped glove. As power control was stuck at a
descent RPM, aircraft was rolling while trying to remove
glove and close throttle. Managed to remove stuck part of
glove and close throttle. Aircraft brakes were applied during
this; aircraft stopped rolling. No person or property was in
jeopardy. Removed gloves and departed aircraft. Should
have removed gloves prior to engine control operations.
Contributing factors [were] fast approaching thunderstorms
with hail, and hurrying not to get caught in storm.
■ After landing, in the transition to taxi, the airplane
drifted to the left. The student attempted to correct back to
the centerline. The student was unable to correct because
his foot was stuck under the pedal. The situation became
progressively worse and the instructor attempted to make
corrective action as well, but the rudder pedal would
not move. The result was that the airplane taxied off the
runway and into the ditch, and there was a prop strike. To
　
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