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(a)

Over flight.

(b)

Use of markers.

(c)

Weighted flags.

(d)

Smoke bombs.

(e)

Any colored rags.

(f)

Dye markers.

(g)

Kool

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aid.

(h)

Trees or tree branches.

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.

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.

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

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covered terrain not visible in the direction that you are traveling.
Getting

caught in a no visual reference situation can be fatal.

i.  Flying Around a Lake.

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.

The same rules apply to seemingly flat areas of snow. If you don't have
good references, avoid going

there.

j.  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.

k.  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.

l.  Glaciers.

Be conscious of your altitude when flying over glaciers. The glaciers
may be rising faster than

you are climbing.

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15.  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 vehicl
e for government

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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.

Potential Flight Hazards

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