A total of 11 flight tests, summarized in Table 2, were made on different days in a campaign in 2012 and another in 2013. The lidar configuration was the same between the 2012 and 2013 flight campaigns, except for some technology improvements for the 2013 flights. These improvements included a change in the laser temperature operating point after learning from the 2012 flights on the UC-12B that the aircraft cabin interior tends to get warm. Also, the beam expanding telescope was refurbished for the 2013 flights after finding laser-induced damage to the telescope’s secondary mirror. The altitude at which to fly was selected considering several factors: keeping the scanned beam area small over the ocean surface, avoiding interference from clouds, a desire to reach the primary target heights of ocean surface to 200 m, and air traffic control issues. The scanned beam area is considered because the 30-deg deflection from nadir involved with the silicon wedge, along with the azimuth scan used to view two components of the wind, means that the area scanned over the ocean increases with aircraft altitude. An assumption in the wind measurement technique is that the wind is uniform over the area scanned, and if this area becomes too large the assumption of uniform wind may become problematic. In order to keep the scanned area reasonably small, we chose an aircraft altitude of 1.5 km as an upper limit. At an aircraft altitude of 1.5 km, the scanned beam area at the ocean surface has a radius of 750 m due to the 30 deg from nadir wedge deflection angle. An assumption of wind being constant over this circular area of 1.5 km is on the same order of the distance traversed by the aircraft during one scan pattern. At airspeed typical of the UC-12B, the aircraft travels 2 km during the 15 s required to scan for one wind profile. Flying at 1.5-km altitude, aside from creating a reasonably sized scan area near the ocean surface, has a benefit of profiling the wind well above the marine boundary layer to provide a detailed meteorological picture. To summarize the scan pattern used for this work, two line-of-sight Doppler shift measurements (made at -degrees azimuth from a line looking forward of the long axis of the aircraft) are combined to determine the horizontal wind vector. Each line of sight is viewed for 6 s for an averaging of 60 laser pulses. With time needed to turn the beam scanner, a wind profile is thus made every 15 s. With the forward motion of the aircraft, 15 s per profile creates a data point every 2 km in the horizontal direction.