Pilot License Research Articles

Unmanned Air Systems: Technology and Regulatory Advances for the Oil Spill Response Community

Field testing small unmanned air systems (UAS) in marine oil spill response exercises began in 2006. Soon afterward there were multiple credible examples where uas's could complement the traditional roles which manned aircraft filled for oil spill observation. Testing stopped abruptly in 2007 when the U.S. Federal Aviation Administration changed rules for the commercial use of uas's. Testing resumed in 2013 after the U.S. Congress mandated that the FAA finalize operating rules for uas commercial use. Exercise tests validated oil spill observation by uas's when an experienced aerial oil spill observer confirmed that properly equipped uas platforms and cameras could offer results equal to manned aircraft flights. Today there are a much wider variety of uas's and increasingly more capable sensors which can be utilized for creating highly detailed maps or data collection for geographic information system applications such as the National Oceanic and Atmospheric Administration (NOAA) Environmental Response Management Application (ERMA). Radio technology advances have also improved the ability to transfer video/data over greater distance and faster speeds than initial tests. Mobile ad hoc networks of multiple radios can transfer uas data streams beyond line of sight and connect with the internet for even broader distribution. This same network can also be used by responders in the field to exchange video, voice and location data and be linked real time with command post map displays and data feeds creating a true common operating picture across the entire response effort. From an organizational perspective, uas's are not discussed in the 2014 USCG Incident Management Handbook. Despite this however, their activities need coordinated with manned aircraft through Air Operations for regulations and safety. Staging them at airports serves little purpose given their flexibility and small size. Better utilization would be achieved placing the uas and operators near the command posts or at staging sites alongside the boats or vehicles they would work from. Their unique differences would also support creating a UAS Group Supervisor in Air Operations to clarify their requirements and tasking. The Situation Unit would typically be the best central receiving point for incoming data and from there aerial observers and data specialists can route video / data to operations, gis users and display operators managing the common operating picture. Additional topics for final presentation:*See and avoid capabilities*Automatic Dependent Surveillance–Broadcast (ADS-B) transmitters/receivers*Night flights approval*New operator regulations not requiring pilot's license

A Post-Accident Analysis of Civil Remotely-Piloted Aircraft System Accidents and Incidents

A sample of 152 accidents and incidents involving Remotely Piloted Aircraft Systems, more commonly referred to as “drones”, have been analysed. The data was collected from a 10-year period, 2006 to 2015, conveniently sourced from a limited population owing to the scarcity of reports. Results indicate that safety occurrences involving Remotely Piloted Aircraft Systems (RPAS) have a significantly different distribution of contributing factors when sorted into distinct categories. This provides a thorough and up-to-date characterization of the safety deficiencies specific to RPAS. In turn, this contributes to the development of adequate safety management systems applicable to the RPAS sector. The majority of RPAS occurrences involved system component failures which were the result of equipment problems. Therefore, airworthiness instead of pilot licensing needs to be considered first when regulating the Remotely Piloted Aircraft System industry. “Human factors” and “loss of control in-flight” were found to be the second most common “contributing factor” and “occurrence category”, respectively; Remotely Piloted Aircraft pilot licensing will help reduce the probability of these secondary occurrences. The most significant conclusion is that reporting systems must be implemented to address RPAS accidents and incidents specifically, such that more useful data is available, and further analysis is possible facilitating an improved understanding and greater awareness.

Are today’s pilots ready for full use of GNSS technologies?

Abstract The paper deals with an incorporation of Global Navigation Satellite Systems (GNSS) into current flight training curricula. GNSS implementation have changed the world of navigation dramatically. GNSS allows utilization of an accurate and instant information of position almost anywhere around the world. Hence, in the last few years there has been a growing interest in these technologies. However quite recently, considerable attention has been paid to amending the flight training curricula. The paper provides an overview of a research conducted by the University of Žilina on implementing GNSS in a scope of VFR training. The research was funded and coordinated by the CaBilAvi (Capacity Building for Aviation stakeholders) project. It is an EU funded R&D project under the Horizon2020 framework to enhance the capacity of aviation stakeholders within the entire EGNOS coverage zone. In order to verify the new training procedures, we carried out research on aircraft and certified Flight Simulation Training Devices (FSTD). The full range of VFR testing was performed under the methodology on two groups of pilots. The content of the methodology also describes the aircraft types and FSTD used for testing. The detailed practical knowledge syllabus outlines the topics that should be trained and tested to meet the knowledge requirements appropriate for the Light Airplane Pilot License (LAPL), Private Pilot License (PPL) and Flight Instructor (FI) for VFR flights.

무인비행장치 조종 자격증명제도 개선에 관한 고찰

무인비행장치 조종 자격증명제도 개선에 관한 고찰

DEVELOPMENT OF LEGAL REGULATION FOR DRONE AS UNMANNED AIRCRAFT IN LATVIA

In this article the author examines existing and seldom researched issues regarding the legal framework for regulating unmanned aircraft flights, focussing particularly on drone flights. The purpose of the article is to analyse the existing and draft legal framework for regulating unmanned aircraft flights, identifying issues pertaining to drone flight legal regulation and recommending solutions. The author analyses the notion of unmanned aircraft flights, the existing legal framework, draft legal framework and raises concerns regarding the future of drone flights. Currently, there is no definition for unmanned aircraft and drones. The definition is included in the draft provisions; however, the author concludes that this definition can cause problems when trying to extend the rules for drones. For this reason, the author offers to clarify the definition for unmanned aircraft flights which is included in the draft framework. It is necessary to clarify the law "On Aviation" rules, including human rights as threatened interests of unmanned aircraft flights. The author proposes introducing all unmanned aircraft registration and training of unmanned aircraft before obtaining a license. The author also proposes introducing a new profession in the future – drone pilot – for which it would be mandatory to earn a drone pilot license.

Formação por competência: discutindo a formação de pilotos no Brasil

Resumo O artigo se propõe, com base em uma revisão bibliográfica, apresentar uma discussão sobre a trajetória da formação do piloto no Brasil e o paradigma de sua formação baseada em competência. Apresenta como objeto de análise a licença de Piloto de Tripulação Múltipla [Multi-crew Pilot Licence] - MPL. A licença de MPL, a primeira criada em mais de quarenta anos de existência da Organização de Aviação Civil Internacional - ICAO -, introduziu um debate sobre a formação do piloto diante dos avanços tecnológicos produzidos pela indústria aeronáutica e o processo de automação das aeronaves. Embora ainda não haja dados suficientes para comprovar a eficácia da licença de MPL, resultados preliminares apontam que sua formação baseada em competência pode ser igual ou superior à formação do piloto tradicional.

Basic Piloting Technique Error Rate as an Indicator of Flight Simulators Usability for Pilot Training

Flight simulator utilization for basic types of pilot training is restricted by regulations. Flight simulators could contribute to improvements of training quality, especially for initial training to obtain pilot license and, last but not least, to increase flight safety. The goal of this study was to evaluate flight simulator usability for basic piloting technique training. For this purpose, piloting error rate for 35 subjects was evaluated. Within prescribed, continuous flight simulator training consisting of 11 flight hours, progress in piloting precision was monitored during four different manoeuvers. The paper further evaluates influence of the transition between simulated and real flights with regard to progress or regress of executed manoeuvers precision. The results indicate, that during basic pilot techniques training on flight simulator, continuous and statistically significant decrease of error rate during standard manoeuvers execution is achieved. For acquisition of the habits related to mastering basic piloting techniques, the current possibility to use 5 training hours on flight simulator is insufficient. Habits acquisition is noticeable first during 11th flight simulator hour. The study also indicates that the acquired flight simulator habits related to piloting precision applying basic piloting techniques are not observable during the transition to real flights.

Sacadura Cabral and the Dawn of Portuguese Aviation

Sacadura Cabral was one of the two Portuguese navigators that crossed by air the South Atlantic in the beginning of the 20th century. From 1901 to 1915 Sacadura was at Mozambique and Angola where he developed geodetic and geographical missions of the greatest importance for Portuguese interest at Africa. With the Great World War requirements as a Navy Officer with 34 years old he decided to serve Portugal at the Aviation. In 1915 he went to France and obtained its pilot license. In 1916 Sacadura returned to Portugal and begun its instructor pilot career. He developed the “path corrector” which he created to compensate the drift caused by wind. In 1922 Sacadura made the First Air cross from Europe to South Atlantic. In 1923 he proposes himself to make an attempt to the First Air Circumnavigation Journey. He developed all its possible efforts to initiate this journey in March of 1924; however some delays had forced him to postpone the journey. Sacadura received important official medals and prizes, including the PhD Honoris Causa from the Universities of Lisbon and Oporto. In 1924 he died before he could carry out its Circumnavigation Air Journey.

Juan G. (Rod) Rodriguez

Juan G. (Rod) Rodriguez passed away peacefully on 28 October 2014, surrounded by his loving family in Lexington, Kentucky. He was born on 23 December 1920 in Espanola, New Mexico, the oldest of seven children. He graduated from Santa Fe High School and received a Bachelor of Science from New Mexico State University in 1943, and a M.S. (1946) and Ph.D. from Ohio State University in 1949. He was a Professor of Entomology at the University of Kentucky from 1949 until his retirement in 1989. After graduating from New Mexico State University, where he was active in the ROTC, Rod was inducted into the United States Army in the fall of 1943. He had obtained a civilian pilot's license while in college and initially trained as a pilot, intending to join the Army Air Corps. He was then placed into the 422nd Infantry Regiment, …

Charles Swithinbank

Charles Swithinbank

DORIAN G.W. SMITH (1934–2013):

![Figure][1] Dorian G.W. Smith was born in London, England, in 1934. After his schooling, he did national service with the Royal Air Force in the UK and Germany, kindling an interest in flying which later led to a pilot's license. He then studied at University College London before moving to

Incident Reporting Culture in Recreational Hot Air Ballooning

Hot air ballooning incidents are relatively rare; however, they have a high potential to be fatal. In order to inform appropriate safety interventions it is first necessary to understand the causal factors which lead to incidents and near-misses, which requires a formal incident report database. The Australian Balloon Federation (ABF) advocates the reporting of recreational hot air ballooning incidents, by reporting directly to the ABF safety officer or by completing an online incident report form. The objective of this paper is to understand how widely used the reporting system is and whether there are any perceived barriers to reporting. Sixty-nine balloonists participated in an online survey about their experience of incident reporting. Survey respondents were mostly male (11 female), experienced balloonists (mean years’ experience ballooning 19.51y with a SD 11.19). Sixty respondents (87%) held a pilot license. The majority (82.6%) of respondents were aware of the ABF incident reporting system. Over half (62.3%) had been involved in a ballooning incident or near-miss in Australia. However, 40% of those who had an incident or near-miss did not report it to the ABF and only 15.9% of all those surveyed had used the online incident report form. There was some disagreement regarding when it was appropriate to report an incident or near miss. Some respondents felt an incident or near miss should only be reported if it resulted in injury or damage, while others said near-misses should also be reported. The most frequent barriers identified were: a lack of understanding of when to report to the ABF; trivializing of incidents; and concerns about the system itself Steps should be taken to increase understanding of the system purpose and long term benefits. Specifically, reporting near-misses should be encouraged. This study is significant because it is the first to examine reporting practices in non-motorised recreational aviation.

The most influential scientists in the development of the medical informatics (3): peter leo reichertz.

Peter Leo Reichertz (1930 - 1987) was a physician and uni-versity professor in the fi eld of medical computer science.He studied physics, mathematics and medicine at the dif-ferent universities throughout the Europe, in universities of Gottingen, Koln, Geneva, Munich and Bonn. During that period he persuaded PhD and directed himself toward in-ternal medicine. His main scientifi c activity in this period was in the fi eld of cardiology.The experiences in practice and the emerging possibili-ties of data processing have convinced him of the importance of computer science in medicine and made him a pioneer of medical computer science. His path led him in time from 1966 to 1969 to USA at the University of Texas and the University of Missouri. There Reichertz Peter led the radiological com-puter research was responsible in a project to create a medical information system in the hospital worked and was director of a general university computer center.In 1969 he returned to Germany and took over the Depart-ment of Medical computer science at the Medical School of Hannover, which he designed from the ground up. From that Hannover was one of the centers of medical computer sci-ence, nationally and internationally.Peter Reichertz ambition was to reject the medical com-puter science closely to the core computer science and to create an understanding of the problems and possibilities of each other’s discipline and bring a discussion. The means to do so were joint meetings with the Society for computer science and GMDS to an Advanced Course in Medical Informatics. The external sign is that of him initiated certifi cate ‘Medical Informatics’, which is awarded jointly by the GMDS and GI. From 1975 to 1988 he was also a lecturer at the Technical University of Braunschweig.He was 1976/1977 President of the GMDS, co-founder of the IMIA (International Med-ical Informatics Association) and EFMI (European Federa-tion for Medical Informatics), as its fi rst president. His work on the international level, the term ‘Medical Informatics’ and its contents signifi cantly aff ected.In his honour, Peter L. Reichertz Instituts fur Med-izinische Informatik was formed in 2007. It was founded by the Technical University Carolo-Wilhelmina on two locations, in Braunschweig and Hannover. Founding goal was the formation of a regional cluster of excellence.Interesting facts!• He spoke English as his second mother tongue, French and Japanese.• He held a pilot licence for passenger transport.• He initiated the use of term „ medical informatics“.

Experience, Competence, or Syllabus? Influences on Flight Hours at Licensing of Commercial Pilots

Competency-based training is a training philosophy that has become well established in many countries around the world, predominately in the vocational education and training sector. In some of these countries, the concept has been extended to include aviation flight training. This is the case in Australia, which introduced the requirement for competency-based training in aviation in 1999 through the Civil Aviation Safety Authority. This article gives a brief outline of the current status of flight training in Australian aviation and also highlights some of the difficulties facing flight training organizations in introducing a competency-based training system into a tightly regulated aviation industry, in particular the conflict between the philosophy behind competency-based training and the reality of meeting regulatory minimums and airline syllabus requirements.

무인항공기 조종사 자격/교육훈련 요구사항 및 고려사항

Early remotely-piloted aircraft system (RPAS) development focused on simple reconnaissance to obtain information by visual observation for military demands. Currently, various types of remotely-piloted aircraft (RPA) is being developed worldwide for applications in many different areas. As RPA avionics are combined with CNS/ATM technologies, RPA capabilities will be enhanced and the market is expected to grow rapidly. ICAO has been held the Air Navigation Commission on 14 October 2011 to discuss revising Procedures for air navigation services (PANS) and guidance material related to RPA and their associated systems. It progressed that Annex 2 and 7 will be revised and came into effect from 2012. However most of incorporate revisions are not clear yet. Because the revision articles recommend follow requirements of the state(s). Considering operations of RPA in controlled airspace and between adjacent states, the qualification and training of RPA pilot will be one of the main issues for RPA operation. In this paper, we will take a look at international and domestic trends of regulation framework in ICAO and RPA advanced country in chapter 2.1 and suggest about consideration of remote pilot qualification and training for establishing regulations of remote pilot license.

Louis H. Bauer and the Origins of Civil Aviation Medicine

With the passage of the Air Commerce Act in May 1926, civil aviation safety became a federal responsibility under the Department of Commerce (DoC). In November of that year, Louis Hopewell Bauer (1888-1964) became the DoC's first Aviation Medical Director. After earning his medical degree at the Harvard School of Medicine in 1912, Bauer joined the U.S. Army Medical Corps, where he helped develop the role of the military flight surgeon and then served as director of the Army's School of Aviation Medicine. Upon taking the federal position, he undertook to define medical standards and examination frequencies for civilian pilots and identifiy disqualifying conditions that could compromise a pilot's ability to operate an aircraft safely. Bauer also personally selected 57 private physicians (soon to be known as Aviation Medical Examiners) distributed across the country to give medical examinations for pilot licenses. Bauer subsequently played a leading role in organizing the Aviation Medical Association in 1929.

University Aviation Degree Courses

Universities offering aviation degree courses face a dilemma when integrating flying training, which is vocational skills training, into an academic degree programme. Whilst flying training for a pilot's licence is provided by flying schools regulated by a country's Civil Aviation Authority, the HE sector is responsible for the academic standards of related degree courses. Consequently, integrating these two aspects becomes a complex task. This paper examines the systems of three universities in Australia using a survey designed to identify the issues involved in such integration and its feasibility; and features of the courses. The paper highlights risks and opportunities for universities while considering how far they can proceed with the integration and what benefits it brings for students and universities respectively in employment and course sustainability. The findings may provide guidance for the future sustainable development of aviation courses and support the case that HEIs need to restructure aviation education by responding to rapidly shifting aviation industry requirements and international standards. The study suggests that flying training should be run independent of university degrees, and that the academic curriculum should be restructured to address aviation skills and the knowledge requirements of non-flying jobs in the aviation industry.

階層分析法とエキスパートシステムを用いた港内操船評価

The education and training of the third grade pilot have been started on October, 2008 in Japan. The third grade pilots were born in 2011. From 2011 to 2012, they had training period at each pilot district for getting their onboard experience for entering and leaving port as pilots. In 2012, some of them started to command ships by themselves, but the others were continued same training, who did not get good results of the evaluation at each pilot association. In this paper, the authors tried to propose how to evaluate difficulty of ship handling for each berth and navigation route from port entrance to berths at Port of Hanshin. For realization of the purpose, we practice questionnaires to a well experienced pilot based on three evaluation criteria which are course control, speed control and distance control. As the result of this study, we calculate the difficulty weight of those berths and navigation routes, and propose method for quantitative evaluation of the difficulty of ship maneuvering at Port of Hanshin. To know the difficulty of berths and navigation routes are useful for the training of fresh pilots after getting pilot licenses, because of their soft landing to professional pilot world. In future, we will consider risk of ship handling in case of entering port using above results. At that time, the difficulties of berths and navigation routes will be fundamental knowledge database for the evaluation system of risk of ship handling.

Friedman in Louisiana

[Author Affiliation]William Breit, , , , The 2007 Southern Economic Association meetings take place near the first anniversary of Milton Friedman's death. Following an exchange with Jim Gwartney, who thought a tribute to Friedman was in order, I decided to finally take up the task of writing a memoir of the time I invited Milton Friedman to come to Louisiana State University (LSU) to present a lecture. It was during the election campaign of 1964 that pitted Lyndon Johnson against Barry Goldwater. Friedman at the time was an unofficial adviser to Barry Goldwater and one of his strongest supporters.For those of you too young to remember who Barry Goldwater was and why Milton Friedman was a Goldwater fan, I feel it necessary to say a few words about Goldwater. He was a charismatic figure. Barry was the son of the founder of a department store in Phoenix called Goldwater's. After his father's death Barry transformed the family-owned store from middle-grade middle-class to an upscale equivalent of Neiman Marcus. Four months before the Japanese attack on Pearl Harbor he joined the U.S. Air Force. He had a private pilot license and soon had his wings. He came out of the war a lieutenant colonel and organized the Arizona Air National Guard. By 1962 he was a major general in the reserves with a logbook listing pilot hours in 75 different types of aircraft. He was elected to the Phoenix City Council in 1949 and to the U.S. Senate in 1952 and 1958. Before World War II he had integrated the employees of his family department store, and he enforced integration of the Arizona Air National Guard two years before President Truman ordered desegregation of the armed forces. He desegregated the lunch counters of Phoenix and was a member of the National Association for the Advancement of Colored People and the Urban League.But to make his connection to Milton Friedman more explicit I will quote one paragraph from Goldwater's book The Conscience of a Conservative to give a summary of his views:I have little interest in streamlining government or in making it more efficient, for I mean to reduce its size. I did not undertake to promote welfare, for I propose to extend freedom. My aim is not to pass laws but to repeal them. It is not to inaugurate new programs, but to cancel old ones that do violence to the Constitution. And if I should later be attacked for neglecting my constituents' interests, I shall reply that I was informed their main interest is liberty and that in that cause, I am doing the very best I can.Barry later called for an end to the draft and advocated shifting to reliance on a professional all-volunteer force. He said he would call on the Congress to exact across-the-board tax cuts to stimulate growth in the economy, which would then lead to growth in tax revenues to offset any short-term losses.I was inspired by The Conscience of a Conservative, as were a who's who of conservative leaders of the last third of the 20th century, including Ronald Reagan, George H.W. Bush, William Rehnquist, and Sandra Day O'Connor. And I must mention Hillary Rodham, a Goldwater girl in 1964, who went on to head the Young Republicans at Wellesley.I had recently joined the LSU faculty as an Assistant Professor of economics after receiving my Ph.D. from Michigan State University in 1961. At the time I arrived in Baton Rouge I was the youngest member of the economics department and an admirer of Milton Friedman, whom I had met when he came to Michigan State to present a lecture. Since I was then the president of the Michigan State graduate economics club, I had been invited by the faculty as the only student to join them for dinner that evening. Needless to say Friedman was charming and brilliant, and it was obvious to me that the faculty was clearly bested in the stimulating argumentative discourse that ensued that memorable night.A few years after I arrived at LSU, a young man named Edwin Hunter came to my office in some despair. …

Time to Solo as a Predictor of Performance in Civilian Flight Training

Civilian and military flight schools have long used the amount of time needed to solo as a benchmark for students. The researcher used regression analysis of student training records to see whether the amount of time a student needed to solo could predict the time needed to earn a private pilot license or the ability to pass the private pilot checkride on the first try. Results showed a strong relationship to the time needed to earn the certificate, but not to checkride results. The researcher recommends more analysis to determine which factors can produce competent pilots in fewer hours.