Narrative:

During our descent into tul; approach control advised us that a previous aircraft conducting an approach to 36R had reported a green laser illumination from the east while passing 1600 feet.during our approach to 36R; we were attacked by a very bright green laser illumination not from the east but from a point directly in front of us as we passed 900 feet AGL. We continued to be illuminated from approximately 900 to 600 feet AGL and passed directly over the source of the illumination at 500 feet.the first officer (first officer) was flying and could do little to shield his eyes while conducting a visual approach (with ILS backup) to 36R. As the pilot monitoring I was able to shield my eyes partially with my hand. The first officer was able to overcome the effects of the laser and continued the approach to an uneventful landing. While the attack was occurring; we advised the tower that we were being illuminated and provided a description of the area of the source of the laser.upon landing we both commented to each other that we were seeing spots and had blurred vision. The first officer complained upon arrival at the gate that he was also experiencing a headache in the area of his right eye. Neither of us felt that we needed immediate medical attention however; we did feel it was prudent to call in sick until our eyes could be properly evaluated. Upon gate arrival; I immediately phoned dispatch to report the incident.additional info:because a previous aircraft had been attacked by a laser at such a low altitude; we attempted to mitigate the threat to our aircraft by turning off all exterior lights (except navigation lights) and held off turning on landing and taxi lights until reaching 1000 ft AGL. Unfortunately; this technique proved to be inadequate since we were illuminated by the laser 2-3 seconds after turning the landing lights on.this was obviously a premeditated attack by someone who had prepositioned themselves to purposely laser commercial aircraft at low altitude. Further investigation indicates that the attacker was located in the middle of a parking lot of a [shopping center] that is located south of the extended centerline of 36R in tul.both pilots experienced detrimental effects from the laser including mild disorientation; partial loss of night vision; after images and blurred vision. The first officer also experienced headache and discomfort in his right eye. Now; more than one week after the incident; the first officer continues to be evaluated with continued pain in his right eye.final thoughts & recommendations:the prospect of low altitude laser attacks is a game changer and is not specifically addressed [in company documentation]. If alerted to the possibility of low altitude laser attack I would recommend considering:1. Setting up for and conduct an autoland if possible.2. Utilizing an ILS approach with autopilot on to DH (decision height) to permit pilots to adequately shield their eyes while maintaining aircraft control.3. Extinguishing all exterior aircraft lighting during descent and approach until below 500 ft.

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Original NASA ASRS Text

Title: Air carrier Captain reported being targeted by a laser on approach to TUL.

Narrative: During our descent into TUL; Approach Control advised us that a previous aircraft conducting an approach to 36R had reported a green laser illumination from the east while passing 1600 feet.During our approach to 36R; we were attacked by a very bright green laser illumination not from the east but from a point directly in front of us as we passed 900 feet AGL. We continued to be illuminated from approximately 900 to 600 feet AGL and passed directly over the source of the illumination at 500 feet.The FO (First Officer) was flying and could do little to shield his eyes while conducting a visual approach (with ILS backup) to 36R. As the pilot monitoring I was able to shield my eyes partially with my hand. The FO was able to overcome the effects of the laser and continued the approach to an uneventful landing. While the attack was occurring; we advised the Tower that we were being illuminated and provided a description of the area of the source of the laser.Upon landing we both commented to each other that we were seeing spots and had blurred vision. The FO complained upon arrival at the gate that he was also experiencing a headache in the area of his right eye. Neither of us felt that we needed immediate medical attention however; we did feel it was prudent to call in sick until our eyes could be properly evaluated. Upon gate arrival; I immediately phoned Dispatch to report the incident.Additional Info:Because a previous aircraft had been attacked by a laser at such a low altitude; we attempted to mitigate the threat to our aircraft by turning off all exterior lights (except navigation lights) and held off turning on landing and taxi lights until reaching 1000 ft AGL. Unfortunately; this technique proved to be inadequate since we were illuminated by the laser 2-3 seconds after turning the landing lights on.This was obviously a premeditated attack by someone who had prepositioned themselves to purposely laser commercial aircraft at low altitude. Further investigation indicates that the attacker was located in the middle of a parking lot of a [shopping center] that is located south of the extended centerline of 36R in TUL.Both pilots experienced detrimental effects from the laser including mild disorientation; partial loss of night vision; after images and blurred vision. The FO also experienced headache and discomfort in his right eye. Now; more than one week after the incident; the FO continues to be evaluated with continued pain in his right eye.Final Thoughts & Recommendations:The prospect of low altitude laser attacks is a game changer and is not specifically addressed [in company documentation]. If alerted to the possibility of low altitude laser attack I would recommend considering:1. Setting up for and conduct an Autoland if possible.2. Utilizing an ILS approach with autopilot on to DH (Decision Height) to permit pilots to adequately shield their eyes while maintaining aircraft control.3. Extinguishing all exterior aircraft lighting during descent and approach until below 500 ft.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.