AIM

4/3/14

7−5−12

Potential Flight Hazards

(a)

Over flight.

(b)

Use of markers.

(c)

Weighted flags.

(d)

Smoke bombs.

(e)

Any colored rags.

(f)

Dye markers.

(g)

Kool−aid.

(h)

Trees or tree branches.

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.

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.

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.

h. Flying Around a Lake.

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.

2.

The same rules apply to seemingly flat areas

of snow. If you don’t have good references, avoid

going there.

i. 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.

j. 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.

k. Glaciers.

Be conscious of your altitude when

flying over glaciers. The glaciers may be rising faster

than you are climbing.

7

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5

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14. Operations in Ground Icing

Conditions

a.

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.
While the efforts of the TAOS specifically focus on

turbine aircraft, it is recognized that their recommen-

dations are applicable to and can be adapted for the

pilot of a small, piston powered aircraft too.

b.

The following recommendations are offered:

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.

2.

Review and refresh your cold weather

standard operating procedures.

3.

Review and be familiar with the Airplane

Flight Manual (AFM) limitations and procedures

necessary to deal with icing conditions prior to flight,

as well as in flight.