A comprehensive resource for safe and responsible laser use
The editorial notes that in the late 2000s, New Jersey beachfront cities had problems with widespread laser sales — followed by widespread misuse. Ocean City NJ banned laser sales and possession in the summer of 2010, as did another Jersey Shore city, North Wildwood, a few years later.
The paper wrote “Apparently, coverage of the incidents and bans was enough to spread the word that pointing lasers at aircraft is dangerous and illegal, as incidents in the area greatly diminished.”
The editorial then noted that despite this local decrease, there are “still about 7,000 reports of lasers aimed at aircraft each year [in the U.S.].”
The article concluded with the suggestion to “[r]equire a warning about the five years in prison and $250,000 fine on every laser for sale (on the packaging or on a handout to the buyer).”
From the Press of Atlantic City
The bill was introduced February 27 2017 after a number of laser pointer incidents in the state.
Although there is a similar federal law (5 years in federal prison and fine up to $250,000), the legislators who introduced the Michigan bill said the state can now prosecute, whether or not federal officials choose to prosecute. Prior to passage of the law, state or local law enforcement could not arrest laser perpetrators unless they committed a separate offense under state or local law.
The bill makes it illegal to intentionally aim “a beam of directed energy emitted from a directed energy device at an aircraft or into the path of an aircraft or a moving train.” The bill defines “directed energy device” as “any device that emits highly focused energy and is capable of transferring that energy to a target to damage or interfere with its operation. The energy from a directed energy device would include the following forms of energy:
-- Electromagnetic radiation, including radio frequency, microwave, lasers, and masers.
-- Particles with mass, in particle-beam weapons and devices.
-- Sound, in sonic weapons and devices.”
As with the federal law, there are exceptions in the bill for FAA and DOD authorized users, and for persons using a laser emergency signaling device to send an emergency distress signal.
There were actually two bills introduced by Republican state representatives Laura Cox and Tom Barrett. House Bill 4063 made it a crime to aim directed energy at aircraft or a moving train. HB 4064 also adds the laser provisions to sentencing guidelines.
HB 4063 originally passed the House March 16 2017 by a vote of 107-1. An amended version passed the Senate April 25, 111-37 and passed the House May 2, 105-2. It was sent to the Governor on May 4.
From the Detroit News (March 16 story, May 2 story), U.S. News and World Report, and the Michigan legislature website page for HB 4063.
Michael Reeves’ tongue-in-cheek narration states “…it’s really doing its job of lasering me in the eye which is the real innovation here. To my pleasant surprise I found that this machine also solved another of society's problems; the fact that you're not seeing little tiny dots in your vision all day long. I know where to go when I wanted to see little dots, now I can't focus on anything.”
The laser in the video looks substantially more powerful than the U.S. FDA limit of 5 milliwatts. (However, it can be difficult to estimate laser power from a video. For example, the camera may be more red-sensitive than human eyes which might explain why the beam seems so large and bright.)
Anyone doing this should be aware of the problem of laser pointers often being more powerful than the label states, and more powerful than the U.S. limit of 5 mW.
Fortunately for Reeves’ vision, the laser is mechanically aimed by two devices that move it left-right and up-down. This makes the aiming relatively slow and lagging the facial recognition, so the beam can be dodged much of the time. He moves to avoid the beam, and is hit in or very near to an eye about once every couple of seconds.
The screenshot below shows the camera (blue arrow) and a laser module mounted on two servos (yellow arrow).
As befits a student budget, the housing is an old pizza box. Reeves wrote the facial recognition and aiming program in C#, using Emgu CV, a .Net wrapper for the OpenCV computer vision library.
In about a day, the video received 80,000 views as well as being featured at tech blog The Verge.
From The Verge. Original YouTube video here.
UPDATED April 19 2017: Michael Reeves told C/Net “My eyes are fine. A lot of people seem concerned about that, which I admit is warranted. I used a 5 mW laser diode, and never had it in my vision for more than a fraction of a second."
Note: Previous stories and charts elsewhere on LaserPointerSafety.com may have slightly different figures for some years. This is due to CAA updating numbers after a “SDD Coding Backlog”. The numbers above are all as reported in February 2017 by CAA.
The 1,258 home incidents in 2016 represent a 12.6% decrease from the 1,440 home incidents that occurred in 2015.
Similarly, the 274 overseas incidents in 2016 represent a 22.8% decrease from the 355 overseas incidents that occurred in 2015.
Here are the 1,258 home incidents in 2016, month-by-month:
CAA listed the top 10 locations reporting laser incidents for 2016. It is not known whether these incidents all occurred at or near the indicated airports, or whether this also includes incidents (such as helicopter strikes) that occurred elsewhere but which were tallied to the closest airport.
As in the United States, the majority of laser illuminations were reported to be green. The figures below are for U.K. incidents; the color distribution is roughly the same for overseas incidents as well.
From a February 2017 report by the Civil Aviation Authority. This report contains additional details such as a monthly breakdown for each year 2009-2016, and for each of the top 10 home and overseas locations in 2016.
CANADA: Airbus agrees to commercialize anti-laser windscreen material; eliminates need for laser protective eyewear
The film will not fully block the laser light. But it will significantly reduce the glare and temporary flash blindness effects that can occur when a laser is aimed at an aircraft cockpit. This in turn reduces the potential hazard of a laser illumination.
The announcement was made at a February 21 2017 press conference. In a press release kit photo, MTI’s founder and CEO, George Palikaras, demonstrated the laser-reflecting properties by holding up a windscreen that included MTI’s metaAir film:
The press release did not indicate a time frame for introduction of the windscreens into service, nor details such as an estimated cost, or aircraft to be outfitted. An Airbus spokesperson did say that there are applications beyond the company’s commercial aircraft division. Palikaras said that metaAir “can offer solutions in other industries including the military, transportation and glass manufacturers.”
For more detailed information on Airbus’ and MTI’s plans, see this page which includes interview Q&A questions with George Palikaras a few days after the February 21 press conference.
UPDATED April 14 2017: Metamaterials Technologies Inc. closed an $8.3 million round of funding. This will be used to support commercialization of the windscreen film and to add needed staff. MTI can produce MetaAir sheets 80 cm wide by 100 cm long, which is sufficient for standard cockpit windows that are 60 cm wide. However, the process is currently semi-automated and needs to be fully automated. MTI is also looking for new headquarters. From the Chronicle Herald.
Metamaterial Technologies Inc. issued a press release dated February 21 2017, which is reprinted below.
Click to read more...
The system is intended for use in cockpits, and is self-contained — it does not need to interface with any aircraft instruments. For location, altitude and orientation data, it has a GPS and a 3-axis magnetic compass.
A laser is detected by a camera sensor, currently with 1024 x 1024 pixel resolution. The camera detects the bright “bloom” from a direct or near-direct laser illumination (left image, below). To distinguish laser light from a bright non-laser light such as the sun, it looks at surrounding pixels to see whether they saturate the green channel of the sensor. (The system currently looks only for green laser beams since those represent over 90% of FAA-reported laser incidents. But future versions could look for other color laser beams as well.)
As the laser aims away from the camera, the bright center of the laser is still visible (right image, above). The system then looks at the center of the bright area to find the pixel location. Knowing the camera’s orientation, location and altitude, a Raspberry Pi computer running a Python program written by Hough calculates the approximate location. This is automatically sent via text message to pre-programmed recipients which could include law enforcement.
In ground testing on a slope, at a relatively short distance, the error was 15 meters. As the photo diagram shows, the system was successful in determining an approximate distance and location.
Hough notes that the system is a low-cost proof-of-concept. Suggested improvements include “more precise location sensors [that] would improve target location accuracy. Tapping into the high quality compass and GPS sensors on a commercial aircraft, for example, would drastically improve the ability of the system.” He also stated that smartphones include all the equipment needed: camera, compass, GPS, processor and display. So it should be possible to make a smartphone application to accomplish the same task.
From “Detection and Location System for Laser Interference with Aircraft”, December 2016. Thanks to Nate Hough for bringing this to our attention and allowing us to host the PDF. Note: A similar system, which does not calculate the laser source location, is the Laser Event Recorder.
It is more stringent than the current law which 1) only applies to aiming at aircraft, 2) requires prosecutors to prove that the perpetrator endangered the aircraft and 3) has a fine of up to £2,500 (USD $3,112).
The new law will 1) apply to a wider variety of transport modes including automobiles, 2) require prosecutors only to prove that the laser was directed towards the transport vehicle and 3) will also add the prospect of prison time to the potential punishment. The exact new fines and prison terms were not stated in the DfT announcement.
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The data shows that pilots reported eye effects or injuries in less than 1% of laser illumination incidents. Flashblindness was the most-reported effect, followed by “Pain, burning or irritation in eye.” Blurriness was also frequently listed, along with unspecified “eye injury.”
In 20% of eye effect/injury cases, the person affected sought medical attention.
From the FAA weekly Laser Report
Here is the same data, arranged to show the average number of incidents per day:
As in previous years, green was by far the most-reported color:
An October 2016 U.S. Food and Drug Administration proposal would allow the manufacture of laser pointers only in the 610-710 nanometer wavelength (orange-red to deep red). This chart shows the 2016 laser illuminations arranged according to those colors:
Eye injuries or effects
There were 24 laser illumination incidents in 2016 where eye effects or injuries were listed. This is 0.32% of the total number of incidents. These are the effects listed; the total adds up to more than 24 due to multiple effects in some cases.
From the FAA weekly Laser Report, January 9 2017 with data January 1 - December 31 2016