Fast laser facts for media

Laser pointer hazards

Aviation incidents: The main hazard for aviation is that pilots can be distracted or temporarily flashblinded by the light from a laser beam. The light often is a large, windscreen-filling “blob” at aviation distances, unlike the tiny dot a laser makes at close range. If the laser light is strong enough, pilots may also suffer temporary eye effects such as eye irritation, tears, headache or pain. Fortunately, it is extraordinarily unlikely that serious or permanent eye injury could occur; any such claims would need verification. The main concern of safety experts is the distraction/flashblindness hazard, as explained on the What makes lasers hazardous webpage.

• Number and type of aviation incidents: FAA requires pilots to report any laser sightings in the U.S. For example, in 2010, there were 2,836 aircraft that reported seeing lasers. Based on a 2011 study of the FAA reports, most lasers -- 73% of the incidents -- were outside the aircraft and did not enter the cockpit. In 81-95% of the incidents, the laser was not tracking the aircraft. This means that only 27% of incidents had laser light on or through the windows, and only 5-19% (the study is unclear) were deliberately aiming for the aircraft. Pilots reported eye effects or injuries in 1.5% of the incidents. Serious or permanent confirmed eye injuries are rare (see below for more on “Why pilot reports of injuries may not be accurate”.)

Non-aviation incidents: Serious or permanent eye injuries from consumer lasers are very rare. Only a few injuries per year worldwide are reported -- and roughly half of these turn out to be self-inflicted (e.g., a teen tries to have a “lightshow” in his eye). Yes, there are some media reports and hospital reports of incidents resulting in temporary effects such as eye irritation, spots, or headache. But these are not the same as doctor-confirmed serious or permanent injuries. (We have two pages describing laser beam hazards, and the possible effects and injuries; see Don’t aim at head & eyes, and If you are hit by a laser.)

Riots and demonstrations: Beginning in the late 2000’s, some protesters have taken to using lasers against security forces; a sample list is here. Tactics include distracting and temporarily flashblinding the police officers. Because lasers are used at close range and are aimed at eyes, there is more potential for serious or permanent eye injury. As of August 2011, we are not aware of any claimed or actual injuries as a result of protest use. We have been informally told that some security forces have purchased large quantities of anti-laser glasses, which would greatly reduce the effectiveness and hazards of protesters’ laser beams.

User education is vital

The single best way to improve laser/aircraft safety is user education. Media can help by reminding laser owners that they should NEVER point at or near an aircraft, or other vehicle, or a person’s head.

One reason why aviation incidents happen is that users may not realize that their beams can reach all the way to the cockpit of a faraway aircraft. Due to a visual illusion, a laser beam can seem to end so it looks as if it cannot touch an aircraft. Also, users may think that the beam is a tiny dot of light at the aircraft. They don’t realize that over hundreds of feet, the beam spreads to become a 2-3 foot “blob” of light that blocks pilots’ vision.

Incidents can be reduced if users know that (1) a laser pointer beam can definitely reach aircraft, (2) at a distance, the beam spreads so much that it can distract or flashblind a pilot, and (3) aiming at aircraft is illegal and many people have been arrested and jailed. It is very helpful if media stories make these points clear.

Other ways to improve safety

User education is important, but it is not the only solution. For various reasons, there is no single magic solution (“Warning labels!”, “Pilot goggles!”, “Banning pointers!”). To reduce incidents and provide real aviation safety, a multi-pronged approach is necessary. You can read more about various ideas to improve safety on the How to reduce incidents webpages.

If you are interested in legislative and regulatory solutions, see our webpage If you are writing a laser law.

Laser incidents, statistics and laws

LaserPointerSafety.com has three news webpages which cover aviation-related incidents, non-aviation incidents, and all other news. For example, we have the latest statistics about aviation incident numbers, and coverage of newly-proposed laser laws from the U.S. and other countries. (Separate pages list existing international and U.S. laws.)

You can also click on the blue links at the left-hand side of a news page to find specific categories of news items such as aviation-related arrests, non-aviation arrests, news from locations such as the U.S. or California, and many other classifications.

We have a separate page listing the sentences given to persons for laser misuse. This is a kind of “rogue’s gallery” that shows how seriously officials take these incidents.

Other information

General questions are in our FAQ (Frequently Asked Questions) webpage. A few laser enthusiasts seem to doubt that the aviation problem is real, so we have made a special FAQ for doubters webpage.

Finally, if you have questions or concerns that are not addressed by the FAQs or our many other webpages, please feel free to contact us using the link at the bottom of this webpage.

Media-specific issues (inaccuracies which are often misreported)

Laser beams are much different at aircraft distances

Sometimes a reporter will show a thin laser beam burning or popping something close to the laser. But a laser beam at aircraft distances is much wider (on the order of a foot or two). Because the light is so spread out, it could not burn materials or pop a balloon. Instead, the primary threat to pilots is a laser being a relatively wide light that can distract, can obscure vision (“glare”) or can temporarily flashblind a pilot.

Therefore, it is not accurate or fair to show a thin beam close up, without making it clear that the same beam at the aircraft is much wider (like a flashlight) and much less powerful (it could not burn things or pop balloons like it can up close).

This demonstration above is also inaccurate. A reporter stands just a few feet from a helicopter, and aims it through the windscreen at the camera. Because he is so close, the beam is a thin red line as he moves the laser around. As you see, the small diameter does not obscure vision. But in a real in-flight illumination, the laser beam spreads to many inches or feet in diameter, as shown below:

Why pilot reports of injuries may not be accurate

It is very difficult for consumer-grade pointers and handheld lasers to cause eye injuries at aircraft distances. The beam is spread out (thus dramatically lowering the power), the beam is hard to keep on a far-away target (heat cannot build up), and the pilot can blink or look away (an uncooperative target). For these reasons, many laser safety experts are skeptical of pilot injury reports.

For example, in the first half of 2011, there were 28 occasions where U.S. pilots reported eye effects (out of 1,501 times that pilots reported seeing laser beams). In all 28 cases, FAA medical experts determined there was “no recordable injury.” (See the U.S. laser/aircraft statistics news item for the latest figures.)

Scientists know how much laser power is needed to damage the retina. Almost always, the laser exposure at the pilot’s location is well under the required power.

The only eye structure that can be damaged by consumer-grade pointers and handheld lasers is the retina. This is where visible light is absorbed. So the first question is “Was there retinal damage?” The next question is whether the damage is new (caused by the laser) or is due to a pre-existing bright light exposure. (One pilot reported a laser injury but it turned out to be sunburn from a few weeks earlier). In addition, minor retinal damage often is repaired by the eye in the same way that a small cut or burn on the skin can heal with no adverse impact. So another question is “Is the damage permanent?”

Pilots have reported headaches, corneal scratches and other maladies which cannot be directly caused by laser pointers. Certainly pilots should not have laser light aimed into their eyes, and if they do have secondary maladies this is unfortunate. But having a headache, or rubbing one’s eyes after an exposure is very different from claiming severe or permanent eye (retinal) damage from a laser. Be careful in your reporting to differentiate these.

Again, we are not saying that it is OK to aim lasers at pilots, or that pilots are not justifiably upset when they get flashed. But we are saying that what people fear most -- permanent eye damage -- is almost always shown to be not true, after examination by FAA or Air Force eye experts with laser damage experience.

For more information on how lasers can damage eyes, see the page Don’t aim at head and eyes and If you are hit by a laser.

“Illegal laser pointers”

Often you will hear about “illegal laser pointers.” Technically, this means the manufacturer or seller did something illegal. It is NOT illegal for a person to own a laser, of any power, under U.S. federal law (there are exceptions in a few states and localities).

More specifically, lasers above 5 milliwatts (5 mW) are not supposed to be marketed or sold for pointing purposes. This is why Internet sites often sell higher powered lasers for burning, balloon-popping or other non-pointing uses. But if someone buys a laser over 5 mW, there is no law against possession or use. (The FDA/CDRH is working on a redefinition of “surveying, leveling and alignment” or SLA lasers. This redefinition may attempt to make lasers over 5 mW illegal for pointing or consumer ownership. There is some dispute over whether this is correct, or enforceable, or practical.)

For more information, we have a description and analysis of FDA authority over laser pointers and handheld lasers.