Although the ability to measure vertical eddy fluxes of gases from aircraft platforms represents an important capability to obtain spatially resolved data, accurate and reliable determination of the turbulent vertical velocity presents a great challenge. A nine-hole hemispherical probe known as the “Best Air Turbulence Probe” (often abbreviated as the “BAT Probe”) is frequently used in aircraft-based flux studies to sense the airflow angles and velocity relative to the aircraft. Instruments such as inertial navigation and global positioning systems allow the measured airflow to be converted into the three-dimensional wind velocity relative to the earth’s surface by taking into account the aircraft’s velocity and orientation. Calibration of the aircraft system has previously been performed primarily through in-flight experiments, where calibration coefficients were determined by performing various flight maneuvers. However, a rigorous test of the BAT Probe in a wind tunnel has not been previously undertaken. The authors summarize the results of a complement of low-speed wind tunnel tests and in-flight calibrations for the aircraft–BAT Probe combination. Two key factors are addressed in this paper: The first is the correction of systematic error arising from airflow measurements with a noncalibrated BAT Probe. The second is the instrumental precision in measuring the vertical component of wind from the integrated aircraft-based wind measurement system. The wind tunnel calibration allows one to ascertain the extent to which the BAT Probe airflow measurements depart from a commonly used theoretical potential flow model and to correct for systematic errors that would be present if only the potential flow model were used. The precision in the determined vertical winds was estimated by propagating the precision of the BAT Probe data (determined from the wind tunnel study) and the inertial measurement precision (determined from in-flight tests). The precision of the vertical wind measurement for spatial scales larger than approximately 2 m is independent of aircraft flight speed over the range of airspeeds studied, and the 1σ precision is approximately 0.03 m s−1.

Aircraft-based vertical flux measurements fill a gap in the spatial domain for studies of biosphere-atmosphere exchange. To acquire valid flux data, a determination of the deviation from the mean vertical wind, w , is essential. When using aircraft platforms, flux measurements are subject to systematic and random errors from airflow distortion caused by the lift-induced upwash ahead of the aircraft. Although upwash is typically considered to be a constant quantity over periods used for calculating fluxes, it can vary significantly over short (and longer) periods due to changes in aircraft lift. The characterization of such variations in upwash are of undeniable importance to flux measurements, especially when real-time computations of w are required. In this paper, the variability in upwash was compared to the calculated upwash from the model of Crawford et al. (Boundary-Layer Meteorol, 80:79-94, 1996) using data taken during a long-period (phugoid mode) free oscillation of the aircraft. The cyclic variation of lift during the free oscillation offers an ideal scenario in which to acquire in-flight data on the upwash that is present, as well as to test the capability of upwash correction models. Our results indicate that while this model corrects for much of the mean upwash, there can be significant variations in upwash on a time scale that is important to flux measurements. Our results suggest that use of the measured load factor could be an easily implemented operational constraint to minimize uncertainty in w due to changing upwash from changing aircraft lift. We estimate, using the phugoid data, and from variations 123 462 K. E. Garman et al. in aircraft attitude and airspeed in flux-measurement configuration, that the uncertainty in w caused by variable upwash is approximately ±0.05 m s −1 .

The study collected records for 6,734 FAR Part 121 regional airline pilots to determine the effect of pilots' backgrounds on their performance in regional airline training and operations. A previous report (Bjerke et al., 2016) compared the backgrounds of these pilots (post-law pilots) to the backgrounds of pilots hired between 2005 and 2011 (pre-law pilots). This report examines the performance of post-law new-hire pilots in initial training and operations as first officers for Part 121 regional air carriers. Post-law pilot backgrounds were measured against four performance measures: non-completions, extra training, extra initial operating experience (IOE), and extra recurrent training. Pilots who had the fewest non-completions and required less extra training were the recent college graduates (fewer than 4 years since graduation), pilots with fewer total flight hours (1,500 hours or less), and pilots who graduated from flight programs accredited by the Aviation Accreditation Board International (AABI). Pilots who required less extra IOE and less extra recurrent training were pilots whose previous employment was with a Part 121 air carrier, recent college graduates (fewer than 4 years since graduation), and pilots with fewer total flight hours (1,500 hours or less). Other background indicators of successful performance included the Institutional-Authority Restricted ATP (R-ATP); a bachelor's degree, particularly in aviation; and prior military pilot experience. The third report of this series will compare background and success factors between pre-law pilots and post-law pilots.

MaryJo Smith is the senior research scientist and CEO of Ypsilon Associates-independent consultants specializing in qualitative and quantitative research and statistical analysis. She earned her PhD in Educational Psychology with an emphasis in Evaluation, Statistics, and Research from the University of Minnesota in 1999. In her role as an evaluation consultant, she is the ATQP Data Manager for two airline consortiums in Europe.Cody Christensen received a doctorate in Adult and Higher Education in 2013 from the University of South Dakota. He is an assistant professor and program coordinator of the aviation program at South Dakota State University in Brookings, SD. His current research involves student safety, financial literacy, and agricultural aviation. He holds an Airline Transport Pilot certificate and was an airline captain for a regional airline before transitioning into academia.Thomas Carney is a professor of Aviation Technology at Purdue University in West Lafayette, IN. He holds an Airline Transport Pilot certificate with over 48 years of experience as a pilot. He holds MS and PhD degrees in Atmospheric Science. His primary research areas of interest include aviation meteorology, synoptic-scale dynamics and energetics, the use of aircraft for airborne research applications, and pilots' use of weather technology in the cockpit.Paul Craig earned a doctor of education degree in 1998 and is a professor of Aerospace at Middle Tennessee State University in Murfreesboro, TN. He has been the Principal Investigator on four NASA research grants, including work with computerized flight decks, scenario based training, team dynamics, and decision making. He holds an Airline Transport Pilot certificate and is a Gold Seal Flight Instructor.Mary Niemczyk is an associate professor and Chair of the Aviation programs at the Polytechnic School of Arizona State University in Mesa, AZ. She has earned an academic degree in accounting, an MBA-aviation, and PhD in Learning & Instructional Technology. Her research interests center on improving instructional and learning strategies to enhance the performance of individuals in complex, ill-defined environments, such as aviation. AbstractThis report is the first article in a series called Pilot Source Study 2015. Public Law (PL) 111-216, passed by the US Congress in 2010, and the subsequent FAA Regulation, Pilot Certification and Qualification Requirements for Air Carrier Operations Rule, abruptly changed the pilot hiring situation for US air carriers operating under 14 CFR Part 121. PL 111-216 became effective on August 1, 2013; thereafter, pilots were not eligible to be first officers in Part 121 air carriers unless they were certificated as Air Transport Pilots (ATP) with 1,500 hours of flight time, with some flight hour reductions for specified military and academic experiences. Recognizing that the rule had a notable impact on US regional airlines, the researchers visited 19 Part 121 regional airlines to extract data from their documents and records. De-identified background ...

Pilots who operate under visual flight rules (VFR) and in visual meteorological conditions, who then continue flight into instrument meteorological conditions (IMC), remain as one of the leading causes of fatal aircraft accidents in general aviation. This paper examines past and current research initiatives, in seeking to identify causal factors and gaps in training that lead to VFR-into-IMC aircraft accidents, using a mixed methods approach. The Aircraft Owners and Pilots Association Air Safety Institute database and the National Transportation Safety Board database search engines were used to identify accident reports associated with VFR flight into IMC/deteriorating weather conditions for a 10-year time period (2003 to 2012). A national survey was also conducted to gain deeper insight into the self-identified training deficiencies of pilots. There is evidence that situational awareness is linked to decision-making, and there is a lack of proper training with regards to weather and weather technology concepts, making it difficult for pilots to gain these knowledge areas, skills, and abilities throughout their initial flight training and subsequent experience.