When laser beams intersect an aircraft’s path, a hazard can result. There are four primary areas of concern: distraction, glare, and temporary flashblindness (for visible laser wavelengths only) and eye injuries (for all laser wavelengths). The threat level depends on factors including: type and power of the laser, how the laser is operated, day vs. night, aircraft motion and distance, flight phase, pilot workload and pilot awareness of laser hazards. There are two primary ways to minimize or eliminate these hazards: careful and responsible laser use on the ground to avoid aircraft, and pilot knowledge of procedures to follow in case of accidental or deliberate laser exposure.
Since the early 1990s, the industry group SAE G-10T Laser Safety Hazards Subcommittee has developed guidance for laser users and aviation regulators. Responsible laser users have followed governmental reporting procedures derived from SAE recommendations. These include U.S. FAA Order 7400.2 and U.K. CAA CAP 736. The threat to aviation is now primarily due to irresponsible users of low-cost, high-visibility, hard-to-regulate laser pointers. Helicopters especially may be at risk, although they also have the ability to track rogue pointer users. The number and nature of incidents has led to a ban, or proposed ban, on laser pointers in some jurisdictions. Also, those who misuse laser pointers are at risk from arrest and even jail time; a number of people have already been caught and prosecuted.
REFERENCES
Safety Considerations for High-Intensity Lights (HIL) Directed into the Navigable Airspace (2008), SAE document ARP5560. “This document applies to regulatory/approving authorities involved with decisions regarding the use of HIL directed into the navigable airspace. For the purpose of this document, lights greater than 0.25 million candlepower meet the minimum threshold of an HIL.”[
Laser experts on the SAE G-10T laser hazards sub-committee considered whether pilots at night have primarily scotopic (night) vision or photopic (color) vision. One difference is that scotopic vision shifts towards the blue-green (roughly 450-550 nm, with a peak at 507 nm) compared with photopic vision which is more green-yellow (roughly 500-600 nm, with a peak at 555 nm). The subcommittee decided that because most nighttime cockpits have color displays and lights, the pilots’ color vision is activated, which means their vision is more photopic than scotopic. Source: Verbal communication from Greg Makhov of Lighting Systems Design Inc. in Orlando, an SAE G-10T member who participated on this debate. This is confirmed since the FAA uses photopic data for its laser-aviation safety calculations. FAA Advisory Circular 70-1, Table 5, which lists visual color correction factors, uses data from the CIE normalized efficiency photopic visual function curve for a standard observer. http://forms.faa.gov/forms/faa7140-1%20appendix.pdf
Laser Safety Control Measure Performance Criteria (draft as of Feb. 2009), SAE G-10T Laser Safety Hazards Subcommittee. When finalized and approved, this will be released as an SAE Aerospace Recommended Practice (ARP) document.
U.S. Department of Transportation, FAA Order JO 7400.2G (Effective date: April 10, 2008). Subject: Procedures for Handling Airspace Matters. Part 6. Miscellaneous Procedures. Chapter 29. Outdoor Laser Operations.
U.S. Department of Transportation, FAA Order JO 7400.2G (Effective date: April 10, 2008). Subject: Procedures for Handling Airspace Matters. Part 6. Miscellaneous Procedures. Chapter 30. High Intensity Light Operations.
ANSI Z136.6 American National Standard for Safe Use of Lasers Outdoors, American National Standards Institute.
FAA Advisory Circular 70-1 Subject: Outdoor Laser Operations (dated Dec. 30, 2004).
Application for a Variance from 21 CFR 1040.11(c) for a Laser Light Show, Display, or Device. Form FDA 3147 (dated May 2007). Note 13.1 requires advance notification to the FAA “for any projections into open airspace at any time (i.e., including set up, alignment, rehearsals, performances, etc.) If the FAA objects to any laser effects, the objections will be resolved and any conditions requested by FAA will be adhered to. If these conditions cannot be met, the objectionable effects will be deleted from the show.”
FAA Advisory Circular 70-2 Subject: Reporting of Laser Illumination of Aircraft (dated January 11, 2005)
Contact the FAA Airspace and Rules Group, Office of System Operations Airspace and AIM.