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AI support to Airborne Sensor Operators

https://www.terrasense.ca/mist

Hi Folks,

I thought some of you might find the video above of interest.  I'm posting it from TerraSense Analytics who are a Canadian private ciompany working to provide AI support to ISR in the civilian and military domains.  In a past life I was a helicopter pilot and Airborne Sensor Operator (Gazelle, Lynx, Apache) as well as running a number of ground installations that received the input from both UAS and manned feeds.  We're pretty excited about the potential for AI/human teaming to enhance SA, reduce workload and generally make it easier for us all to do our jobs faster and better.  So this is a short teaser video that shows a little of the unclassified capabilities we're developing.  Happy to engage in debate or answer Qs if anyone has them but otherwise just for info and some awareness.

For mods, I hope posting this is OK.  If not then apologies, please delete and let me know if it breaches any protocols!  

Thanks,

Mike McGinty

 

 

 

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ASOG 2021 Focus Area: Training & Education

Shared By: ASOG Desk Editor

ASOG Members, Followers & Connections

Do you have an interest in attending training courses focused on Non-Rated Aircrew and ASO professional subjects across the spectrum of manned & unmanned aircraft commercial, public safety, and defense domains?

Several ASOG Members have discussed the possibility of organizing and attending such courses in different regions of the world where members reside. The concept consists of ASOG (as a non-profit association) organizing live or virtual training events with industry (e.g., training firms, Original Equipment Manufacturers (OEMs), consultants, etc.).

The courses could range from fundamental to advanced themes, such as Basic Airmanship Course for Non-Rated Aircrew Members, ICAO Aviation English Test Prep Course, Basic ASO Aerial Surveying & Mapping Aircrew Course, and many more possibilities…

Before we go further with planning & coordinating, we would like to find out who would be interested in the following:

1.) In general, ASOG organizing training events with industry.

2.) Attending a "Basic EO/IR Introduction Course."

Regarding the "Basic EO/IR Introduction Course," the soft (very soft) concept is:

  • Course Date: Fall 2021 – Sept or October
  • Course Duration: TBD – possibly between 3 to 4 days
  • Course Location: Central Europe (Vienna area) - We have several ASOG Corporate Supporters in the area who would give us access to a class or conference room.
  • Course Components: Lectures & Practical Exercises, i.e., L-3 Harris WESCAM will provide a simulator and support. (Thank You, Mike Rogers!)
  • Course Cost: TBD - The goal is to keep it affordable for the average person working with a family budget, i.e., ASOG will try to leverage as much as possible volunteer time and sponsors to keep costs reasonable.
  • Course Attendees: This course is intended primarily for individuals who have no prior knowledge of aerial EO/IR fundamentals but desire to learn more for professional development. It provides insight into the whole aerial EO/IR field at the basic theory, systems, and operations of a "ball."

Again, let us know if you have interest in 1.) ASOG organizing training events with industry and 2.) attending a Basic EO/IR Introduction Course in Central Europe.

If you're interested in one or both, send an e-mail to info@aso-group.org and let us know your interest and any other inputs you might have for ASOG regarding this topic. Then, based on the level of your interest, we'll follow up with you accordingly.

As always, if you have any questions, please let me know.

 

Best Regard,

Patrick Ryan

Managing Director

Airborne Sensor Operators Group (ASOG)

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ASOG 2021 Focus Area: Career Management

Posted By: ASOG Career Center

ASOG members, especially the Canadian members, Hexagon Geosystems relayed to us 2 x new ASO job opportunities. The point of contact for these positions is Greg Klick (Manager, Talent Acquisition). His contact information is Hexagon, Palm Springs, CA 92262, Phone:  760.567.1095, Email: greg.klick@hexagon.com.

If you’re interested, check out or share Greg’s job description below (for both positions). Also, if you know of an undergraduate wanting to expand into the Aerial Mapping & Surveying sector, pass the word.

Job Description

Northwest Geomatics (Leica) is a leading geomatics firm that specializes in aerial acquisition and processing. We are currently seeking energetic, self-motivated individuals to join our team on short term (Summer) contracts as an Aerial Sensor Operator.  Sensor Operators are an integral part of North West’s aircrew working closely with the pilot in planning and executing any aerial photography mission. Both sensor operators and pilots must be able to work independently and as a team on a flight mission.

Typically, the sensor operator is either a university or technical school graduate with a good understanding and knowledge of electronics and computers, alongside weather patterns & sensor technology. For this contract position we would be looking for a keen undergraduate who would like to further their experience within the geomatics field.

The successful candidates will be working on contracted aircraft installed with Leica Single Photon LiDAR Sensors, and will be shadowing a more experienced Operator for operational guidance. Work will be primarily based on Ontario, Canada.

 The sensor operator’s daily duties are summarized as follows:

  • Assess weather conditions and determine where and if the aircraft can fly that day.
  • If suitable weather work with pilot to flight plan that day’s work.
  • Set up and/or start base station equipment for that day’s flight.
  • Start sensor after engines started and ensure systems are operational.
  • Complete flight log of mission.
  • Coordinate with pilot and ATC the sequence of flying planned work.
  • Monitor sensor performance during flight mission and make any weather/reflight calls.
  • On landing shut down sensor and transfer sensor data to data storage device for shipping to office.
  • Note that flights can last for up to +7 hours.
  • Shut down sensor and complete flight log.
  • Shut down base station and transfer base station data to data storage device for shipping to office.
  • Ship data to office with required paperwork.
  • Upload data to company website and upload files for that day’s production.

 The sensor operators can be required to help install and dismantle the sensor for repairs or moving from one aircraft to another. Occasionally sensor operators may be required to set up remote base stations away from the airport base of operations.  This will require travel by vehicle to a pre-determined location based on the days planned flight activity.

For this short-term contract, candidates will be required to work for approximately 15 weeks between May & October, according to a schedule , and must have the ability to live & work in Canada. Consideration will be given for a future full time position.

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ASOG 2021 Focus Areas: News & Information

Posted By: ASOG Desk Editor

We're happy to announce FCS Flight Calibration Services GmbH is now an ASOG Corporate Supporter. Plus, we gained a new member – Tom Wede, the Chief Operations Officer for FCS.

If you didn't know, FCS Flight Calibration Services GmbH is a leading provider of flight inspection services for Air Traffic Control navigation and surveillance systems, as well procedure validation. Employing state-of-the-art flight inspection technology and offering solutions revolving around flight inspection, FCS continuously ensures the reliability and availability of our customers' air navigation systems and procedures. FCS is fully committed to providing high-quality services and fulfilling all requirements regarding safety, compliance, availability, punctuality, and competence, even performing complex services for their customers.

If you want to learn more about FCS, check them out on the "ASOG Corporate Supporter" page by clicking their Logo…or "Friend" Tom and send him a message via the ASOG e-mail service.

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TUBE RAT MEMORIES

ASOG Article of the Month: June 2021

ASOG Author: Gary Micklethwaite

If you want to know what life is like as an ASO on an ASW aircraft, Gary Micklethwaite recalls his days as a crew member on a Canadian CP-140 Aurora. What's great about these types of articles there chalked with great professional examples and tips to compare with your ASO or professional world.

 

People have been asking what it was like to be part of an ASW crew on board a CP-140 Aurora (Canadas P-3). What was the job like, what tasks did you carry out? Where did you get to go?

To answer these questions, I added pen-to-paper and highlighted what life was like on a CP-140 Aurora.

First, some of those experiences and memories never leave you. The smell of a burnt CAD, the heat in the tac tube, no matter how cool we tried to keep it. Getting served a hot breakfast at 0400 in the North Atlantic by a buddy who decided to strip down to his underwear, putting on a ratty old wig and a pair of cat's eyeglasses, an apron with a girls bikini printed on it with his combat boots on…. Rest In Peace Steve, I miss you, buddy.

What It's Like to Be In The Tube

A crew was like a family. We did things together. Our families knew each other. We partied together and worked together as a team. We looked after each other. Of course, the old guys looked after the young guys and taught them the "tricks of the trade." We also fought and argued just like families do from time to time. But we all knew our jobs, and we all did them very well.

9092667277?profile=RESIZE_400xA Canadian Aurora crew was a minimum of 10 people. 2 Pilots, 1 FE, three dry sensor operators, two wet sensor operators, 1 TACCO, and 1 Navcomm. That is the minimum. Occasionally, an extra pilot or FE was assigned to the crew or an extra sensor operator, but generally, it was 10. Other than the flight deck, and unlike the American model of the P-3 layout, we all sat together in the Tac Tube. The equipment racks lined the starboard side of the tube as you looked forward, and everyone else sat in a sort of open square configuration on the port side. Two of the dry sensor guys faced forward at their station and sat side by side one one rail, the TACCO and Navcomm sat facing sideways on their rail, and the two wet sensor guys sat facing backward on their rail.

The aft part of the aircraft contained the ASW area where one of the sensor ops sat, carried out duties of a visual observer, and loaded sonobuoys into our launch tubes. Finally, the very aft of the aircraft was the galley and eating area.

If you were strictly a "Crew Dog," then the schedule was pretty good also. We worked 7 and 3. Usually, on your seven on, you would get a simulator or two, a day of ground training, and a couple of flights. One was usually a patrol of some sort, and one was a crew training flight. Front end and back end crews, back in the day, did their sim sessions separately. The cockpit crew did a flight deck Sim to practice "touch and goes" and emergencies, and the Tac Tube guys got an OMS (operational mission simulator), where we practiced our ASW/ASuW/AAW skills.

Getting the Job Done!

Every once in a while, we got to deploy to exotic places like Keflavik, Adak, and Shemya because the bad guys had sent a boat out into the Pacific or Atlantic. Hunting Submarines was an art back in the day, and you have to remember that by "back in the day," I mean the 80's and 90's. While it's still a bit of smoke and mirrors to find a submarine, the smoke isn't nearly as thick these days as it was back then. Of course, the advances in sensor and detection equipment make it a lot easier to find a sub now, even given the advances in submarine technology too…..

You could either be overt or covert, depending on the mission. There were times when we took off from Keflavik and never spoke to a soul for the entire duration of the flight. Even handing over to our relief was done on timings and altitudes and not on the radio. We met at a certain Lat/Long and a certain altitude at a certain time, and our relief was at a higher altitude. We passed each other going opposite directions, and once we had opening DME, we could commence a climb and RTB. Heck, we never even had any exterior lights on during the whole flight—dead silence.

Sometimes we were successful, sometimes not. If we were covert and just tracking a sub, then it was all done passively from medium altitude, so we didn't give the sub any indication we were there. If we were overt, we would tool around at 300 AGL, dropping sonos and running MAD patterns.

The weather didn't seem to matter either. I have flown in some terrible stuff over the years. It was nothing to be out in 50-knot winds and sea state six bouncing around at 300 feet prosecuting a sub. Sometimes it got so bad that the sonos would get wash over and the signal degraded, or the waves were so high that it would snap the sono transducer wire when the wave rose so fast the springs couldn't keep up.

Crew Dog Life

Deployments like this were where a crew could really coalesce. Everyone knew their job, and everyone did their job. If we had the luxury of bringing a few technicians with us getting back on the ground was great, we would tell them the snags, what we needed for the next mission, and "toss them the keys." And we always knew that the plane would be ready to roll when we showed up - Professionals all.

If we didn't bring techs with us, it was up to us to get the plane ready for the next mission. Usually, just a skeleton crew went back for debrief and to turn in crypto and tapes, and the rest of the guys pitched in. The FE was basically in charge of the plane then, and he would direct someone to fuel, someone else to empty the garbage and the toilet while he did all of the after flight checks on the engines and airframe. After that, it was up to the lead wet sensor guy to figure out what he needed for a sonobuoy loadout for the next mission, and then we would head for the sono locker to get it ready. This was about a two hour process of getting the plane ready to go, so after a 2 hour brief and a 10-12 hour flight, it made for some extended days.

After everyone was done, there was the crew debrief, always with beers in someone's room. Beer in Kef and places like that were pretty cheap, so someone would by a case and host the debrief in their room each day. It didn't matter if you were an officer or NCO. That's how crew life was. While we were at home, it was Capt this or Sgt that when we spoke to each other, but when you were away, it was Bob and Doug. If you had a Major as a crew commander, it was Maj or Boss.

Most of our deployments were anywhere from a week to 10 days long, with occasional longer ones up to a month or so. We were on Per Diem when we went away, so everyone was responsible for their meals. I don't know how many geedunk meals I have eaten over the years, but I know that I have had some pretty empty calories. Every once in a while, we all pitched a few bucks and went out and bought real food for the flight. The galley contained a convection oven along with a toaster and coffee pot, and most crews kept a box in their crew room with things like electric fry pans or waffle irons in it for when they deployed.

I have had many really good meals prepared in the galley of the Aurora by some crewmate while we were rocking and rolling at 300 feet above the Atlantic. Of course, the best meal was always breakfast. Sausage, waffles, and omelets, usually as the galley was sparse for equipment unless we brought our own.

We would eventually get time off when deployed. Depending on where you were would depend on what you did… In Adak and Kef, there wasn't a lot to do. You could go bowling, stroll the PX aisles looking for deals or, in the case of Kef, you could get off base and do the tourist thing in Reykjavik or hit the blue lagoon for a swim. In ADAK, you were pretty much stuck with bowling.

If you were in a sunny place, quite a few guys packed their golf club with them or brought snorkeling gear. There was always some beach time to be had. A LOT of shopping took place when we were also deployed. I have seen guys have to measure the width of the door on the Aurora because he wasn't sure if the new speakers he saw at the PX would fit through it. I have seen another guy ask the FE if it was OK to bring some power tools back with him and strap them down in the back. When the FE said yes, he went out and bought a 7-inch metal cutting band saw weighing 300 pounds…..It was hilarious when he pitched up to the plane with it, and the FE just about hit the roof. All he said was, "hey. You said I could bring some power tools back". The FE was grumbling to himself but shrugged and went to re-jig his weight and balance. The downside of it was that it took three of us to manhandle it up the stairs as the box was 50 inches by 40 inches by 18 inches large……

Time to Move On

Like all things, military crew life has to end eventually. People rotate in and out, promotions and posting take place. Some get an office gig in the same squadron, usually Ops or Training, and it comes to an end. My crew time came to an end when I was posted across the parking lot to the OTU to become an instructor, a job I really enjoyed a lot but will never match the experience of being on a crew. However, the memories will last a lifetime.

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New ASOG Author – Darrin Guilbeau

ASOG 2021 Focus Area: News & Information

Posted By: ASOG Desk Editor

ASOG members, it’s great to announce a new ASOG Author, Darrin Guilbeau. Darrin joined ASOG back in 2020 and has a solid background in our profession.

Speaking of that, Darrin wrote this months ASOG Article of the Month, i.e., “Does free ASO training and flying experience sound intriguing?” It’s a great article for those members trying to gain practical flight/mission (manned or unmanned aircraft) experience and not sure how to achieve it without breaking the bank.

To learn more about Darrin, jump over to the ASOG Authors page and check out his biography. If you want to network with Darrin, click the “Friend” button on his ASOG profile…this will allow you to e-mail Darrin on the ASOG e-mail webpage service.

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ASOG 2021 Focus Area: News & Information

Posted by: Patrick Ryan

ASOG members, if you’re in the European airborne public safety sector, I highly recommend this event for professional development and networking, i.e., the Police Aviation Conference (PAvCON) Europe.

I had the pleasure of attending this year’s PAvCON yesterday. However, due to the cancellation of a conventional face-to-face PAvCon Europe this year, Police Aviation Research teamed up with the Airborne Public Safety Association (APSA) to conduct a PAvCon branded virtual training/conference event.

Outside of filling my professional development bucket with informative information, I really enjoyed seeing fellow ASOGers leading the program and passing-on their experiences. I want to say thank you to these members who made PAvCON enjoyable & effective this year:

Bryn Elliott – PAvCON Managing Director/Organizer

Harald Brink – Along with Luc, presented “IR Airborne Tactics”

Luc Stremersch – Presented “IR Airborne Tactics”

Haiko Kroeze – Presented “UAV Tactics and Operations”

According to Bryn, next year’s event (Live – 2 days) will take place in Wiener Neustadt Austria at the Airborne Technologies facilities. Again, if you’re in the airborne public safety sector “or not” but want to compare with your aerial remote-sensing industry sector, PAvCON is a good event to attend. When the time comes, I’ll get the ASOG Desk Editor to post more information for PAvCON 2022 when Bryn is ready.

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ASOG Article of the Month: June 2021

ASOG Author: Darrin Guilbeau

If you didn’t know, there are many volunteer organizations around the world that leverage the talent and skills of Airborne Sensor Operators to support community & humanitarian efforts. One such organization is the Civil Air Patrol (CAP) in the United States. In this months ASOG Article of the month, Darrin highlights his volunteer experience with CAP and the world of a CAP Mission Observer (a.k.a. ASO). If you’re looking to gain actual flight and ASO experience while helping others, follow Darrin’s footsteps.

 

For those of you in the United States, we have access to a great opportunity to indulge in your love of aviation. If you want to break into the airborne mission systems operator career field or use your existing sensor operator skills to support your local community, investigate volunteering with the Civil Air Patrol (CAP).

History & Mission

I would like to share a brief history of my experience with the CAP and the opportunities and experiences it provided. I loved being around airplanes and served as a cadet when I was a teenager. As an adult, I wanted to be a pilot, but did not have the funds for training. Instead, I fulfilled my flying desires by joining CAP and began the training required to be part of an aircrew.

There are 3 primary missions of CAP: emergency services, aerospace education and youth leadership. In the emergency services realm, the most common mission is search and rescue, so you’ll be using your eyeballs as sensors. However, there are many other missions that utilize cameras or other sensors.

Mission Aircraft, Systems & Crews

A typical mission crew flies a Cessna 4-seat airplane and consists of a pilot, observer and a scanner. The pilot’s sole job is to fly the aircraft to and from the mission location. The observer is in the co-pilot seat and runs the mission radios, direction-finding equipment for ELT location and visual searches from the right side of the aircraft. The scanner is in the back seat and performs searches from the left side of the plane. The first position you’ll train for as part of an aircrew is to become a mission scanner.

From there, you can move to other specialties, such as Airborne Photographer, RPA operator or disaster reconnaissance. I’ve had the opportunity to operate FMV systems, learn about hyperspectral imaging systems, utilize Garmin VIRB and Nikon DSLRs, including missions mapping the Florida coastline during the Gulf oil spill. There are numerous other missions available around the country such as searching for forest fires, calibrating radar systems and providing aerial imagery to state and national agencies.

sUAS (unmanned systems) operations are growing rapidly and require both pilots and observers/technicians to operate the sensors and manipulate the data collected. You’ll learn how to process imagery and provide basic ortho-rectified products to a customer.

Professional Development for Good

CAP is the official auxiliary of the U.S. Air Force and relies on volunteers to perform all these missions. There are great opportunities to share your talents, as well as learn and grow, all while providing a needed service to your nation and fellow citizens. My experiences through CAP led me into a career as an airborne sensor operator and now a commercial pilot and still gives me an opportunity to serve.

Please see attached capabilities brief for more information or go to www.gocivilairpatrol.com for more information.

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Police Aviation - What is it Like?

If you ever wanted to look behind the hanger doors of Police Aviation, this is an excellent one-hour webinar hosted by Helicopter Association International (HAI). The presenter is Lt Clay Lacey, a pilot (previously a Tactical Flight Officer, a.k.a., ASO) with the Texas Dept. of Public Safety. Clay does a great job of covering the details of his unit (which is similiar to many large public safety flight units around the world) and what the job consists of, i.e., missions, hiring procedures, type of sensors & systems they use, work conditions, and more….

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ASOG Article of the Month: May 2021

ASOG Author: Wayne Dahlke (Originally published 15 September 2017, ASOG)

If you’re a supervisor or owner of a business, it isn’t easy to know 100% that an applicant is a right fit for the job…especially in the flying business. Wayne gives an excellent example of his effort to vet new personnel before time and money are spent on their training.

 

Finding the right person to fill a position is always a challenge.  Will they fit in with the culture of your company or unit?  In the airborne sensing business, this can be an extremely tricky question, and it depends upon the position you are trying to fill.

If you need an operator to run a sensor in a low threat, low altitude, civilian aircraft in a non-combat area, then almost anyone with average technical skills, average common sense, and average ability will be able to do the work, unless they have some previously undiscovered motion sickness or fear of flying issue.  One could say, these types of missions are “low threat, routine” and any competent person can do them without much hassle, and only minimal training is required on how to run the systems.

However, if you are trying to find a person who can run a sensor (of any kind) in a combat zone and have direct contact with the “customer” on the ground, you MUST set up your criteria for what you want representing you and your company.  The individual you hire may be the hottest thing on two wheels during routine, day-in day-out, pattern of life style missions, but on “THAT DAY,” you need someone who can handle the pressure of doing it right the first time, every time.

When I was on active duty in the Air Force, we were not allowed to remove a student from training without cause.  With pressure from the headquarters to constantly turn out more and more operators (because we were always undermanned), we wanted to identify early which of our prospective students were most likely to need extra attention, or possibly would need more unusual training methods to get the instruction to “stick.”  Since these individuals would also be flying with us when we deployed, we had a vested interest in making sure they were the best we could make them.

We devised a “vetting” process we would use for our prospective students.  The student candidates had to accomplish the following, simultaneously, for an hour:

  • Play HALO (or any other storyline, first person shooter game) on medium and not die.
  • Monitor a second screen with CNN, FOX or some other national news outlet, with a news scroll bar across the bottom, and keep track of what was scrolling.
  • Listen to an audio book in their left ear, and be able to relate the major plot lines and characters of the story.
  • Listen to a music play list in their right ear, and keep track of which songs they had heard.

We did not expect (nor did we ever achieve) a perfect score.  But, what we did learn was that students who had the hand eye coordination, prioritization skills, and ability to train themselves to pay attention to what was important at that moment, had a much higher success rate than those who were natively unable to handle these tasks.

In the aircraft, it happens MUCH faster, and the consequences are simply life and death.

As instructors and trainers of military flyers, this was the most realistic vetting we could come up with that could approximate the average workload on a combat mission profile.

Our operators had to be able to track a moving target with a camera, and not lose PID, listen to the combat chatter of the ground team we were supporting, and make sure we were fully informed of what their locations, plans, and current actions were.  We also had to keep track of our aircraft position relative to our currently assigned airspace and altitude block, keep track of the pilots’ coordination with the airspace control authority, as well as any other supporting aircraft that were in the same piece of airspace with us.  We then had to be able to relay ALL this information to the ground force commander, so he or she was fully informed of the activities in their command area, in preparation for, or in direct support of, combat operations.

In the airborne sensor world, defining what you expect from your operators clearly and establishing an effective “vetting” process, and then training them to do the job properly will ensure a positive result. Having the right and well-trained crew member will help the individual, the crew, and the unit gets the job done right the first time, every time.

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OPENSIGHT – Analyst Console

OPENSIGHT-Analysis Console is the FlySight’s turnkey solution developed for the on-ground mission management. It exploits a Geographic Exploitation toolbox to provide the best real-time Processing Exploitation and Dissemination features for the Defense and Security market. It allows for adaptive information processing and distribution to support Command and Control operations.
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FlySight is an Italian/UK SME dedicated to the design and development of airborne remote sensing intelligence solutions. FlySight team is specialized in providing best in class software for mission planning, situational awareness and debriefing in time critical applications.

How do we work?

The proposed solutions are based on Artificial Intelligence approaches, exploiting the latest cognitive signal processing and adaptive data fusion algorithms.

Besides, FlySight adopts deep learning methodologies together with Augmented Reality technologies to provide its customers with disruptive ISTAR (Intelligence Surveillance Target Acquisition and Reconnaissance) systems.

Do you want to experience our solutions?

Read more about our flagship product OPENSIGHT here below and in the posts that will follow this.

 

OPENSIGHT – Mission Console

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How can you raise your awareness of the geospatial situation on your tactical displays on-board?

FlySight meets this need with OPENSIGHT-Mission Console, its turnkey solution that exploits on-board equipment information in an Augmented Reality environment, thus enabling geospatial situational awareness on airborne Mission Console Computer.

It provides a new approach to Intelligence, Surveillance and Reconnaissance with its real-time mission analysis and dissemination in a Common Operating Picture.

This STANAG compliant Human Machine Interface can be integrated in legacy Command and Control infrastructure, thanks to the availability of an over IP communication link.

 

Look at the video & Learn more

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New ASOG Author – Jackson Beebe

As the ASOG acting Desk Editor, it brings a tear to my eye when a member volunteers to step up and share their experiences and thoughts regarding our profession, i.e., helping others professionally.

One such member, Jackson Beebe, just joined the ranks of ASOG Authors and started his postings with “ Machine Learning for LiDAR Classification.” I think you’ll find it informative, especially for those members in the Geospatial sector.

To learn more about Jackson, jump over to the ASOG Authors page and check out his biography. If you want to network with Jackson, click the “Friend” button on his ASOG profile…this will allow you to e-mail Jackson on the ASOG e-mail webpage service.

 

 

Acting ASOG Desk Editor (Patrick Ryan)

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Machine Learning for LiDAR Classification

ASOG Article of the Month: May 2021

ASOG AuthorJackson Beebe 

Hey everyone, my name is Jackson Beebe and I'm a former ASO turned desk-jockey working as a geospatial analyst in the Tampa area. Recently I've been working on some tools that will better automate the LiDAR classification process and wrote an article about it for another publication. I'm sharing here because I thought y'all would appreciate the read. I'd love to hear any thoughts or input!

    In the airborne LiDAR industry, after acquisition and calibration, roughly 30-40% of a project’s processing budget is dedicated towards the classification of points according to PM’s that I’ve spoken with. The derivative products that are then produced all depend on that point cloud being classified accurately. While there are programs in place that automate this process, those routines still require an analyst to manually comb through the dataset and verify the accuracy of the programs and manually make changes to the data as needed. With readily available machine learning algorithms, I think we can create a workflow that will completely and accurately classify LiDAR data automatically.

To improve the classification process, I’ve been experimenting with using various decision-tree algorithms to classify small datasets of both topographic and bathymetric lidar that were provided by NOAA and USGS. (between 1-5 tiles) So far, the results have been promising with classification accuracies hovering around 98 percent.  The decision trees that I’ve been using are predictive models that work by taking observations about data, (X, Y, Z, intensity, returns, scan angle) and then use those observations to gradually work towards a conclusion about the target variable (classification). In simpler terms, the machine learning algorithm is playing “21 questions” with the provided information to narrow down the target.

When tackling a project with AI, there are a host of methods and algorithms to pick from. Decision tree algorithms are preferable to other machine learning or deep learning algorithms for a few reasons, but mostly because they are not resource intensive. Many machine learning programs require powerful GPUs or proc servers, while decision trees are designed to work well with CPUs. For example, on a desktop CPU, these algorithms have been able to train in time frames ranging from 30 seconds to a few minutes per tile and classify individual tiles just as fast. Along with the speed, decision trees are explainable. We can look at each individual classification and see how and why the algorithm came to that conclusion.

The most promising aspect of my tests so far is that these algorithms are only using X, Y and Z values, intensity data, return number vs total number of returns and scan angle, rather than several datapoints that are already used by existing LiDAR classification programs. For example, a noise classification program could look at an individual point and determine if it is noise based on the number of neighboring points and the distance of those neighboring points. By including datapoints like the ones previously mentioned and increasing the number of relevant observations about the data, I think we will see the largest gains in accuracy and get closer towards having “hands-free” LiDAR classification.

While there is still plenty of research to be done, from the tests that I’ve seen so far, this seems like a viable solution to the manpower shortages that everyone faces and the timelines that we are always racing.

 

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ASOG 2021 Focus Area: News & Information

Shared by: ASOG Desk Editor

As many of you know, government organizations are not the only ones that conduct Aerial Surveillance operations. A highly equipped and skilled Aerial Work aviation sector specializes in supporting such public safety and defense activities. This article from our ASOG Corporate Supporter (AVBuyer Magazine) explores the commercial Aerial Surveillance sector and how it contributes to global security.

Link to ArticleAerial Surveillance: The ‘Eyes & Ears’ of Aviation

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Hansa Luftbild is looking for ASOP

 

https://www.hansaluftbild.de/fileadmin/Dateien/PDF/Stellenanzeigen/HansaLuftbild_Stellenanzeige_AirborneSensorOperator.pdf

 

Hansa Luftbild AG, an industry leading geospatial services and consulting company, is looking to hire a full-time Airborne Sensor Operator. Based out of Munster, Germany, we own and operate twin-engine aircraft equipped with highly advanced digital imaging and laser scanning systems. Since 1923 Hansa Luftbild specializes in the acquisition, processing, and extraction of geospatial data using these systems worldwide. FREELANCERS WELCOME!

Preferred Qualifications:

  • Experience in Vexcel-Imaging & RIEGL sensors is a plus
  • Experience in flight planning and GNSS/INS processing is a plus
  • Electrical, mechanical, computer or other technical skills
  • Experience working in and around aircraft
  • Low time pilot with aspirations of gaining commercial license

Duties and Responsibilities:

  • Responsible for the operation of advanced airborne based GNSS equipment
  • Learn and apply complex principles of aerial photography, LiDAR, airborne GNSS and inertial navigation systems
  • Quality assessment of acquired imagery/data
  • System installation, maintenance and troubleshooting (ability to lift 50 pounds)
  • Effectively work with the pilot in command to safely and efficiently complete assigned missions in aircraft
  • Assist in other office duties or Mobile Mapping as needed
  • This list of duties is subject to change and evolve with the flight department
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ASOG 2021 Focus Area: Industry Support

Posted By: ASOG Desk Editor

It's great to see the industry recognize the ASO profession and our group's efforts. We are incredibly happy to announce another new ASOG Corporate Supporter this week – JD2E Ltd.

JD2E is no stranger to ASOG; we have a good number of ASOG members associated with JD2E or have been a student of theirs. Also, we have the privilege of having the founder and Managing Director (+ ASO Instructor) of JD2E as a member…. Jonathan Bramley.

Just to let you know, JD2E is a company primarily focused on aircrew & ASO training. The core of their training effort is for Defense & Public Safety ASOs via classroom, virtual, and simulation instruction.

If you want to learn more about JD2E, check them out on the ASOG Corporate Supporter page by clicking their Logo…or "Friend" Jonathan, a.k.a. Swaz and send him a message via the ASOG e-mail service.

Read more…