Something floating around in the sky doesn’t have to be the size of a school bus to create chaos for pilots. One summer’s day a few years back, while on final approach to Runway 6 at Montauk Point, New York (KMTP), at less than 300 feet, I caught a glimpse of some sort of string or tether.

Above and just off to my right, what appeared to be a party balloon — perhaps the size of a couple toasters — floated almost dead center in the final approach path. Instinctively, I rolled abruptly left to avoid the line and continued to a safe landing. After suffering that short burst of adrenaline, I stopped to ponder what else might have happened.

Had I struck the line, it might have simply broken — no big deal. Depending on the material and its strength, it might have acted as a high-speed saw, slicing through the relatively thin aluminum sheathing of a wing or horizontal stabilizer, causing serious damage.

Perhaps it could have somehow wrapped around the elevator and impaired control. I reported the encounter to the FBO, and that was the end of it.

Dodging Drones

These days, the potential for colliding with an object in the air appears to be heightened. While party balloons are not the issue, other phenomena represent a growing threat: unmanned aerial vehicles (UAVs), or drones.

Relying on modern technology, these relatively inexpensive unmanned aircraft serve a growing need for everything from aerial photography to cell tower inspections, police surveillance, scientific research, and military missions. These craft can fly seemingly at any altitude, hover in place, and make radical maneuvers, popping out of nowhere at any time. All too often, they mix it up with us folks in manned aircraft.

A quick review of NASA’s Aviation Safety Reporting System database reveals scores of incidents where pilots have experienced close calls with drones.

In one such report, a private pilot flying a single-engine, retractable-gear airplane near Stockton, California, wrote, “While cruising at 5,500 [feet] direct to O22 [Columbia, California] and on VFR flight following, I spotted an aircraft that I believed to be much further away. However, as I passed it, I realized it was a drone hovering at exactly 5,500 feet (my cruising altitude). It was orange and had I believe four rotors. ATC did not call it, and I did not report it to ATC when I spotted it. Upon further reflection, I probably should have made ATC aware. Since it was stationary, I did not need to take evasive action. However, I did come very close to it. I believe within 500 feet. The drone did not show on my ADS-B In and did not take evasive action.”

In a similar report, the private pilot of a single-engine, fixed-gear aircraft flying in VFR conditions wrote, “Approaching RNT [Renton Municipal in Renton, Washington] from the north on the ‘Factoria Arrival’ at 1,625 feet MSL (data from ADS-B track log), crossing the 520 freeway I noticed a drone at a high closing rate pass directly above me. I estimate the vertical separation was less than 100 feet, but this is the value I am using in the report. I was in a descent at the time, and had this drone impacted the aircraft, I am not sure it would have ended well for myself and my passenger. After the conflict, I notified RNT Tower, and they instructed other aircraft to avoid the area.”

Numerous other reports both by GA and airline pilots suggest that spotting and avoiding a drone in midair can be a tricky proposition, if not impossible. Unlike other aircraft, drones are not required to have transponders (this may change in September 2023), and they are typically invisible to both radar and ADS-B.

Due to their size, they are naturally hard to spot. And especially when we’re close to the ground, preoccupied with other matters, skimming in and out of the clouds, or with our senses otherwise fully occupied, they easily escape our detection.

One of the few defenses we have are drone-related NOTAMs, or “Drotams” as they are known in some circles. NOTAMs for unmanned aircraft systems (UAS) are issued to warn us of locations, altitudes, and times where drones are expected to be operating. By checking for “NOTAMs UAS,” we can at least get a heads-up on where danger might be lurking.

Another good practice is to use ATC flight following services — or at least listen in on the frequency — to hear any pilot reports of UAVs and other such phenomena that could pose a hazard.

Fast and Furious Unidentified Phenomena

While balloons and drones are clearly phenomena to keep a wary eye out for, occasional reports arise that might make us shudder. In one recent report, a glider pilot in California video recorded a “UFO” zipping across his windscreen at tremendous speed.

But such reports are no more disconcerting than the encounters pilots might have when entering military operations areas, or mixing it up with military training routes (MTRs).

Depicted as brown lines on our sectional charts, MTRs are used by military aircraft engaging in training exercises. Along these routes, military aircraft may routinely operate at speeds in excess of 250 knots. Routes are identified as instrument routes (IR) and visual routes (VR) followed by a four- or three-digit numeral.

The four-digit numerals are assigned to routes where aircraft fly at 1,500 AGL or below. The three-digit numerals indicate routes or route segments where aircraft may operate above 1,500 AGL. If our planned flight crosses or follows near an MTR, we might want to check with Flight Service or ask ATC if the route is or will be active.

Balloons, drones, high-speed military aircraft, and other unexpected aerial phenomena are becoming more a part of the environment in which we fly. By doing appropriate preflight planning, keeping our heads on a swivel, and engaging with ATC, we can at least reduce the risk of encountering aerial chaos. And keep an eye out for those party balloons!

Robert N. Rossier, EAA 472091, has been flying for more than 40 years and has worked as a flight instructor, commercial pilot, chief pilot, and FAA flight check airman.