RichardBeeb
Think it's an important issue ...
Yes, very.
Want to raise more awareness ...
Yes, in the interests of flight safety.
I'm not in a position to give you the facts of the Virgin incident. However, I am able to give you background information which I hope will assist your research, or at least point you in the right direction.
Aiming lasers at aircraft creates a serious safety risk and has become a world-wide problem.
Reported incidents of lasers aimed at aircraft have increased dramatically world-wide in the past 10 years. Up to date stats are readily available from the CAA (UK), the FAA (USA), CASA (Australia) and almost certainly from other aviation regulators.
The increase in reports is due to various factors which include a greater awareness by pilots of the importance of reporting laser incidents, the ready availability of laser devices on the internet, stronger power devices that can strike aircraft at higher altitudes and the introduction of green lasers.
Whilst almost anything is theoretically possible, the suggestion by a few people here that the number of incidents reported is inflated by pilots making false reports is absurd. On the contrary, it is well known that many incidents are still not being reported because 'no harm was done'.
The risk of retinal injury, temporary or permanent, is just one factor.
Loss of Night Vision
Research shows that pilots need approximately 30 minutes to fully adapt to dark conditions for night flying, although most adaptation occurs in the first 5-10 minutes.
When struck by a laser beam, a pilot will suffer a loss of night vision. The degree and duration of loss depends primarily upon the intensity of the beam, the colour, the direction (straight into the pilot's eyes or offset) and the duration of exposure to the beam.
Even a low powered laser light in a pilot’s eyes can cause glare – an inability to see past the light.
At higher power levels, it can also cause temporary flash-blindness and after-images.
When a laser beam hits the windscreen of a cockpit, or the bubble of a helicopter, imperfections in and on the glass spread the light out even more.
When it strikes plexiglass, the light disperses even more throughout the cockpit – and can 'cloud' the bubble of some helicopters.
Distraction
It's all very well for some people to say from the safety of their armchairs that the risk of eye damage is low. That is little or no comfort to pilots struck by a laser beam who, in addition to being distracted by discomfort, will entirely naturally be worried that damage has been caused to their eye(s) – which might also mean the end of their career through loss of their medical.
A worried pilot is a distracted pilot.
A distracted pilot is not a safe pilot.
The danger created by the above factors during critical phases of flight - landings and take-offs together with the associated potential for having to carry out emergency procedures/manoeuvres - is obvious.
Helicopters
In the UK, Police helicopters flying at night are particularly vulnerable to laser attacks. In the US, emergency medical services helicopters are also targeted.
You'll need to check the following with a police pilot/air support unit.
My understanding, based upon some flights with the Metropolitan Police, is that operations over London are typically carried out at low level (approximately 1000’) and either in an orbit at low speed (40-60 knots) or in the hover.
Accurate control of the flight path is most demanding at low speed or in a hover. Coupled with engine power being close to limits, a pilot's workload is at its highest in these regimes.
Further, the nature of Police operations requires that helicopters have to be able to descend below the height of fixed lit obstructions - subject to them being visible to the pilot and that he/she is able to maintain a 100m lateral separation.
At the very least, even an offset beam from a low powered device will be a distraction to the pilot who needs to maintain a flight path clear of contact with obstacles. At worst, a high-powered beam can completely destroy night vision.
If that happens, the pilot will no longer be able to see his instruments (speed, height, attitude, heading etc), nor outside cues to safely determine vertical and/or lateral separation from obstructions in order to maintain separation from them. The pilot will initiate a pre-planned emergency evasive manoeuvre, instinctively increasing height in a direction he hopes will avoid colliding with nearby obstacles and hoping that his night vision will recover sufficiently quickly not to lose control of the helicopter.
It is only because of pilots' skill, training and good luck that there has not been a serious incident or fatal accident - yet.
Punishment of offenders
The prevalence of lasers being aimed at aircraft has led, in several countries, to the creation of specific offences which do not require the prosecution to prove an intention to endanger the aircraft - or even recklessness.
America
Whoever knowingly aims the beam of a laser pointer at an aircraft … or at the flight path of such an aircraft, shall be fined under this title or imprisoned for not more than
5 years, or both. (18 U.S.C. § 39A)
UK
A person must not in the United Kingdom direct or shine any light at any aircraft in flight so as to dazzle or distract the pilot of the aircraft. (Article 222 of the Air Navigation Order)
It is a 'summary only' offence which means that it can be dealt with only in the Magistrates Court (not by a Judge in the Crown Court) and the maximum penalty is
a fine.
Deterrent?
.