Astrid from AVBuyer shared this article from their Multi-Mission Hub website, i.e., she thought fellow ASOG members would find it informative and interesting.
If you didn’t know, data collection and processing are the most significant net contributor Aerial Work aviation and ASOs provide the agriculture industry, especially when you count the explosion of unmanned aerial services and technology capabilities available to farmers.
ASOG 2020 Focus Area: Professional Development and Training
It’s great to see the ASO training industry sector innovating in new ways. One of ASOG’s company Supporters (ISR Academy) posted a press release highlighting their efforts to expand their courses online.
From an ASOG / ASO advocating perspective, I hope more training companies provide virtual ASO training programs, especially in baseline learning areas (airmanship, aerial-remote sensing, etc., i.e., with a focus on ASOs and other non-pilot crewmembers). The feedback ASOG has received over the years from young and transitioning ASOs is that basic or full certified training programs are few or out of reach for them, i.e., financially, location, time, etc.
Before I forget, if you want to learn more about ISR Academy, Joep Schouren, the ISR Academy Manager, is a core ASOG member….reach out to him in the ASOG members area and hit the “friend” button.
Virtual classroom keeps ISR Academy at the leading edge
ASOG Desk Editor (Patrick)
It’s with great pleasure to announce a new ASOG Company Supporter – Talos Aviation Group. Talos Aviation Group, LLC (TAG) is a veteran-owned small business providing managed aviation services to the special mission and airborne mapping industries. TAG has two locations within the United States: Tucson, Arizona, and Blackstone, Virginia, to ensure consistent and cost-effective coverage for your mission.
It’s also a super delight to have the President and Co-Founder of TAG as a core ASOG member - Michael Intschert. If you want to know more about TAG, don’t hesitate to reach out to Michael. You can find Michael in the ASOG Members directory.
If you didn’t know, our Company Supporters represent the highest level of commitment to the Airborne Sensor Operators Group (ASOG) programming and advocacy work. ASOG Company Supporters demonstrate their commitment to Airborne Sensor Operators at all stages of their careers and to furthering Aerial Remote-Sensing as a profession.
ASOG Desk Editor (Patrick)
ASOG 2020 Focus Areas: General
SEPT 2020 POLL:
Aircraft, Equipment, and Systems - What triggers your need or want to buy new equipment or technology?
Career Management – In your professional opinion, which one of the hard skills below would you rank as No. 8 (Last) for an ASO or Aircrew Member?
SEPT 2020 QUIZ:
Sensor Knowledge – Thermographic sensors usually detect radiation in which class of the Electro-Magnetic Spectrum?
Radio & Communication Operations - Are ASO’s (Civil-Commercial Aircrew) required to pass an ICAO Aviation English proficiency test to fly and operate international?
ASOG Desk Editor (Patrick)
ASOG Article of the Month – October 2020
ASOG Author: Gareth Davies
We've all heard it at some time, "It's not my job!" and we all have cringed when we've heard it. Gareth Davies gives a great professional and funny experience on how he dealt with one such moment.
"It's not my job" has become a commonly used response in the workplace and even in the aviation & remote-sensing world. Sure, this attitude may help someone avoid doing extra work, but it can be full of pitfalls. Applying the attitude "it's not my job" can result in many negative results, i.e., limited career advancement, isolation, or losing a job. You don't want to be labelled as someone unwilling to go above and beyond the bottom line. Not to say, it could also get you branded as lazy, incompetent, and unaccommodating (say goodbye to your Pub invite).
Here's one of my personal experiences that highlights the pitfall of saying, "That's not my job" and how someone can reverse course.
For those following ASOG, you will know I was a Network Controller in the MCR of ESOC. Due to the nature of the E.U., it's founding of ESA, and subsequently, the requirement for 'geographical distribution' of funding, there would be contract changes within ESOC's various departments. This time it was Software Support.
When it comes to contract changes in the ESA, Contractors had to re-apply for their jobs (even if they are/were doing a good job) or return to their companies. So, at the end of the day, the ESOC staff was in a flux state, i.e., friends left, and potential new ones arrived.
In this particular case, a batch of Oxbridge grads (Oxbridge-Oxford/Cambridge University graduates) full of themselves and their abilities swagger in on the first day of the new contract. You have all met the types, mostly well-meaning, just need the edges rounded off.
On this first day, we hear a tentative knock on the MCR door and in walks our new Software guy. We make the standard introductions, and he asked what he could do for us (outside of Launches, the MCR was controlled by Network 1 who, beyond day hours, was in charge of the MCR and all the operational control rooms, a.k.a. Shift Co-ord. and that was his call sign. Network 2 [me] was known as Network). Our responses were yes, we do have a little thing that he could help us.
We explain that as shift workers, we counted our days as days-on, days-off, and holiday/vacation days, and that often did not know where we were in the calendar month. I was forever getting in trouble for forgetting birthdays. You would clock November 3 and tell yourself you must buy your mother a birthday card for the 24th. The next thing you mentally clock is December 2 and the ensuing grief. Ordinary office day workers can, with four weekends in a month, subconsciously figure out where they are within the month. Not us in the MCR. Often, during the winter months, it was dark when you arrived and dark when you left. Then suddenly, it was April.
We explained this problem to our new, eager to please (we thought) young man, and asked him to take a feed from the Atomic Clock we knew ESOC had and give us a day/date time stamp that would appear on our consoles screens when we logged-in, i.e., help us with our orientation to time.
After explaining our problem or request, Our Oxbridge chap said, "he was not here to do things like that." However, we in the MCR knew that was precisely what he was here for. Most people think that mission operations are high tech. (It is not) and off he went with the attitude of "It's not my job!"
After this blow-off, we decided to make a point with our new and young Oxbridge grad Software chap. We sat down and concocted an attention-getting lesson for him.
Gary (Network 1/shift co-ord.) said he would cook a chicken for his family, then boil and bake the bones. On my jogging runs, I was to collect some shiny stones and a few wood pigeon feathers. Gary added some shells from his daughter's collection, and I put in some marbles (not from my head). We put all these items in our scrabble bag, which at the time was a turquoise/purple Seagram's Seven Canadian whisky bag, and waited for the right day to execute our lesson or plan.
On a crystal clear and bright January day (which was part of our plan, i.e., the effect of transiting from light to dark), Gary and I were on the morning shift together. We knew our new Software chap was coming to the MCR on this day.
At 11:55, when everyone in the Control Centre went to the canteen for lunch, we executed our plan. We dimmed all the room lights and the monitor screens to a minimum, moved the control chairs (high backed) and arranged them in a circle next to the main door, rigged the main door to lock when it was opened and then closed to control the parameter, lay the Seagram Seven bag in the middle of our circle. At 12:00, we called our young chap to the Control Centre to help us with a problem.
As he opened the door, we closed our eyes because it was bright, having been in the dimmed MCR for 5 hrs or so. As the MCR door locked behind our young chap, Gary and I started dancing around the bag, making Indian sounds. After some seconds (this whole incident took about 15 seconds), Gary took the bag and threw all of its contents into the air. Shells, bones, marbles, stones, and feathers clattered and floated all over the consoles and then the floor.
Gary asked, "what do you think, Gareth?" I said, "4.2." Gary followed up with, "What about the wishbones position to the feathers?" I yelled out, "Aw Shit, I missed that; it's 4.8." Gary finished with "and the shells to the marbles." I concluded with "OK, it's 5.1."
At this point, our young man had regained his sight, purveyed all around him, which was a sight and gasped as you can imagine. He shrieked, "What on earth are you doing?"
Our response was (as if we had just noticed his presence), "Oh hello, we're just deciding what version number you are going to load in the MCR next because clearly, you haven't got a F'ing Clue!" As you can imagine, he turned and left.
After our young chap rapidly left, we execute the last part of our brilliant plan, i.e., destroy the evidence. Like two 10-year olds that could not stop giggling, we rushed to the hidden door in the back wall where the cleaning staff had their vacuum cleaner. If anyone or the Ops Director had seen the MCR in this state, all hell would have broken out. However, by 13:00, all was tidy, and Gary and I clocked-off our shift to celebrate our performance with a couple of beers.
Eight or so days later, Gary and I were on the morning shift again. I logged on, and I told Gary to log on. Low and behold, a new line on the screen, day/date, and time stamp!
Shortly after seeing the new stamp, we heard a knock at the door and in walked our young Oxbridge Software chap. "Well," he said, "got that wrong. It is exactly why I am here. You scared the living daylights out of me. Thank you!"
Since that moment, our young Software chap became part of the MCR Ops team. When he was there, he brought his family and friends to view ESOC and the MCR, plus he always came on our shift and, like any fully integrated teammate, got the full Monty. In the end, we always got the support (yesterday) when we needed it.
If you hear yourself saying, "It’s not my job,“ stop—it’s only going to set you up for some pitfall. It transmits the message that you’re not willing to go above and beyond or worst yet you’re incompetent. However, to keep things in balance, don’t go to the extreme end of the spectrum and be the task Pack Mule either.
So, next time a crewmember or teammate requests your support, ask yourself: Should I help my team mate or Check-Six for the rest of my life!
Outstanding, It’s fantastic to have another company recognize ASOG and the ASO profession. I’m delighted to announce Nova Systems Europe is now an ASOG Supporter. Like I’ve said before, without firms like Nova Systems Europe, our birds would just be general aviation aircraft.
If you didn’t know, Nova Systems Europe is part of the wider Nova Systems group based in Australia and has a long pedigree of delivering high profile, complex projects and programs across UK Government, Defense and the Civil aerospace markets. Operating from their List X approved facilities in Bristol UK and with other offices throughout the UK and Norway, Nova Systems employs a wide variety of both Fixed Wig and Rotary EASA Test Pilots, FTE’s and other security cleared specialists in the provision of Flight test and simulation, Integrated Test, Evaluation & Acceptance planning, Capability Management and the delivery of P3M services.
Through their sister company in the UK, GVH Aerospace Ltd, they can also offer EASA approved Aerospace Design capability. Nova Systems Europe dedicated Flight Test aircraft have already achieved clearance to fit and trial a variety of ISR systems (EO systems and LiDAR for example) as well as being able to fit a range of other novel sensing technologies under our EASA Specialist Operator approval. This combined with design approvals allows for rapid prototyping of emerging technologies with fast turnaround turnkey solutions. The ability to go from a low Technology readiness level concept to a fully certified aircraft approval quickly and efficiently has been regularly been achieved through our trials, evaluation and acceptance programs for multiple government, MOD and civil aerospace clients.
If you would like to know more about what Nova do or how they can help you and your business then please don’t hesitate to get in touch with Andy Watson (Core ASOG member since July 2018) at andy.watson@novasystems.com or look them up on the “ASOG Supporter” page.
My company is hiring a few new ASOs - can live wherever you want. Positions are rotational overseas. If you'd like more info, let me know and I can give you an internal referral.
ASOG 2020 Focus Area: General Management
ASOG Members,
Like all healthy organizations, stepping back and reviewing what works or what is useful and what is not is essential to being a significant professional association.
In October, we plan to run a mini-poll campaign all month regarding ASOG focus areas and how to run the group, i.e., what we should concentrate on vs. wasting our time and limited resources regarding presenting/sharing information.
So, if you have some time in October, please take part in the Poll ( POLL ). If you want to go beyond completing the Poll questions and want to say more regarding what would be useful, reach out to me…brainstorming is a great TTP.
Thanks. Everyone!
Best Regards,
Patrick
ASOG Managing Director
ASOG 2020 Focus Area: Networking
(ASOG Members: Left Front – Thomas Unger; Left Back – Patrick Ryan; Right Front – Georg DeCock; Right Back – Manuel Hellerschmid)
Since C-19 kicked-in this year, ASOG in-person networking events came to a screaming stop! However, last week four members had a spontaneous opportunity to meet for lunch at a local airfield cafe in Wiener Neustadt, Austria. Georg flew in from France to engage the folks at Airborne Technologies (ABT), and I drove in from my Alpine-Command-Post (ACP = Home Office) to meet Georg, Thomas, and Manuel at ABT.
Like always, it was beyond fun to see ASOG members in person and having a relaxing personal and professional rendezvous. I’m looking forward to many more in different locations of the world between other ASOG members when the time comes.
Speaking of that, one of ASOGs focus areas is to get members to meet in person an network. So, if a cluster of members live in/near a particular place like Perth, Australia, Wash D.C. USA, London UK, Paris, France, etc., it would be great to organize a simple (IAW local C-19 rules) lunch, dinner, or happy hour rendezvous. If you are interested in setting up such an ASOG RZ in your backyard. Let me know and I’ll help you organize it.
More too follow….
Patrick
It’s great to have another company recognize ASOG and the ASO profession…Plus, who manage the platforms we fly. I’m happy to announce Eagle Copters out of Canada is now an ASOG Supporter. Without firms like Eagle Copters, our birds would just be general aviation aircraft.
If you didn’t know, Eagle Copters provides their global customer base with an unparalleled range of helicopters, helicopter support and customization solutions. Historically specializing in Bell medium utility helicopters and headquartered in Calgary, Canada, Eagle has been providing complete fleet management support to operators since 1975. Since then, they have cultivated an international network of affiliates within North America, South America, and Australia.
If you want to engage Eagle Copters, reach out to Chris Wehbe (Eagle Copters). Chris just joined the group this month…look him up in the Members/Network area and welcome him.
ASOG Desk Editor (Patrick)
ASOG Article of the Month – September 2020
ASOG Author: Bernhard Eckhardt
You might not want to hear it; English is the de facto language for Aviation – and - flying aircraft has no margin for error. Should aircrew members whose mother tongue is not English have a good grasp of Aviation English?
Bernhard Eckhardt, a professional language trainer, answers this critical question & more regarding the importance of “Aviation English” in the Aircrew & Airborne Sensor Operator profession.
If you didn’t know, English is the official language of Aviation, so for anyone aspiring to become an aircrew member, it’s essential to have a high standard of English. A number of years ago, the International Civil Aviation Organization (ICAO) set Language Proficiency requirements for specific aviation career fields, especially for those career fields that fly internationally, i.e., passing an exam and receiving a certificate of proficiency.
Besides the technical aspect of having a good grasp of Aviation English, the feet-on-the-ramp answer is that it can save your life (plus many others) and make your professional aircrew life better. It all comes down to communication or, better yet, avoiding miscommunication.
Miscommunication has been an important factor in many aviation accidents. The ICAO has acknowledged that "communications, or the lack thereof, has been shown by many accident investigations to play a significant role." For example:
On March 27, 1977, two Boeing 747 passenger jets, operating KLM Flight 4805 and Pan Am Flight 1736, collided on the runway at Los Rodeos Airport on the Spanish island of Tenerife. It had resulted in 583 fatalities. Investigators emphasized mutual misunderstanding in radio communications between the KLM crew and ATC. (en.wikipedia.org)
On 12 November 1996, Saudi Arabian Airlines Flight 763, a Boeing 747 en route from Delhi, India, to Dhahran, Saudi Arabia, and Kazakhstan Airlines Flight 1907, an Ilyushin Il-76 en route from Chimkent, Kazakhstan, to Delhi, collided over the village of Charkhi Dadri, around 100 km west of Delhi. The crash killed all 349 people on board both planes. The ultimate cause was held to be the failure of Kazakhstan Airlines Flight 1907's pilot to follow ATC instructions, whether due to cloud turbulence or due to communication problems. (en.wikipedia.org)
Because of this, communication or miscommunicating is not a trivial thing in aviation. Besides this, it could make a big difference in many aspects of your down-to-earth professional ASO or aircrew career.
Besides the deadly effect of miscommunication, there are many other good or practical reasons to have a grasp of Aviation English or, better yet, having a certificate of proficiency. Not having a functional understanding of Aviation English can affect you (or your employers) time, effort, and money. The following are a few good reasons why it’s important:
Knowing Aviation English expands the type and availability of general and specialized training provided by institutions, manufacturers, and training organizations worldwide. Again, since English is the de facto aviation language, most aviation and other training opportunities are provided in English.
Knowing Aviation English increases your chances of getting an excellent job in a multinational firm within your home country or of finding work overseas. If you scan many job postings related to aviation from around the world, you’ll see the posting in English, or there is a requirement for the candidate to have a good grasp of English.
Many Flight, Operational and Technical Manuals are written in English. Having the ability to read English will open the door to new sources of information, mitigate making financial errors because you didn’t comprehend the bottom-line, or worst yet, causing an accident because you couldn’t understand the “Caution, Warning, Note” section of a manual.
Because English is the official language of 53 countries and is used as a lingua franca (a mutually known language) by people from all around the world. This means that whether you’re working in Vienna, or conducting flight operations in Brazil, having a good handle of English can help you effectively communicate with people from all over the world, especially around airfields and locations that cater to international travelers.
Without saying – It increases your 360-degree effectiveness in the workplace. Having a good grasp of English and Aviation English gives you another tool in your Flight-Bag to avoid being part of an aviation accident, plus it can put you ahead of your peers and your bank account.
Now that you see the benefits, the next question is how you add this skill to your personal and professional kit. As an aircrew member, your goal is to study for and take the ICAO Aviation English exam. With that said, studying for and taking the Aviation English exam has specific standards that are different than just taking an introductory English course and passing with a letter grade. So getting the right training is critical.
In my next article, I’ll highlight everything you need to know when it comes to studying and taking the ICAO Aviation English exam, i.e., standards, proficiency levels, and more….
Posted By: Andy Watson
Hello ASOG members,
I am in the process of scoping LiDAR options for a potential customer that fulfill the below requirements.
The dream wishlist is:
I am familiar and have experience of operating the Reigl VP-1 and Vux 240 for powerline survey missions but I want to ensure that we scope all suitable options available to us before we consider which systems to potentially flight test.
If anyone has any suggestions, experience, or recommendations that fulfill the above LiDAR requirements then I'd be really grateful if you could make contact.
Kind regards, Andy Watson
andy.watson@novasystems.com
ASOG 2020 Focus Areas: General
Again, very interesting response to August ASOG Poll & Quiz. I really enjoyed seeing how individuals responded to what they thought was the number 1 hard skill an Aircrew or Airborne Sensor Operator should have...you'll be surprised...check it out!
Like last month and for professional fun, take the September Poll & Quiz. Also, if you have a question you want to see how others respond to it, send it to me and I’ll added to the next Poll & Quiz ( pryan@aso-group.org).
AUGUST 2020 POLL:
Training & Education – As an Airborne Sensor Operator or Aircrew Member, I am satisfied with the investment my employer makes in my training and education.
Strongly Disagree 0%
Disagree 25%
Neutral/Neither agree nor disagree 50%
Agree 25%
Strongly Agree 0%
Professional Development – What prevents you from taking part in professional development activities, e.g., training events, conferences, networking events etc.)?
Time 50%
Money 25%
Other (tell us in the remarks section) 25%
Career Management – In your professional opinion, which one of the hard skills below would you rank as No. 1 (First) for an ASO or Aircrew Member?
Clear communication 25%
Situational awareness 50%
Teamwork 0%
Decisiveness & Quick thinking 0%
The ability to remain calm 0%
Leadership 0%
The ability to understand technical information 25%
Mathematics & Creative skills combined 0%
Other (tell us in the remarks section) 0%
(Linked-In) Career Management - In your professional opinion, which one of the hard skills below would you rank as No. 1 (First) for an Aircrew Member?
Decisiveness & Quick thinking 18%
Situational awareness 35%
Teamwork 18%
Clear communication 29%
AUGUST 2020 QUIZ:
Airmanship Knowledge – What does “Sterile Cockpit Rule” mean?
During all phases of flight, only activities required for the safe operation of the aircraft may be carried out, and all non-essential activities in the cockpit are forbidden. 0%
During critical phases of flight, only activities required for the safe operation of the aircraft may be carried out, and all non-essential activities in the cockpit are forbidden. 83% (Correct)
During critical phases of flight, only activities required for the safe operation of the aircraft may be carried out, and all non-essential activities in the cockpit are limited. 17%
Sensor Knowledge – Which system is NOT an EO/IR sensor?
WESCAM MX-15 0%
FLIR Star SAFIRE 380-HDc 0%
RIEGL VQ-1560i 75% (Correct)
CONTROP iSky-50HD 25%
Instructor Knowledge – What is NOT an obstacle to Learning During Flight Instruction?
Impatience to proceed to more interesting operations 0%
Worry or lack of interest 0%
Physical discomfort, illness, fatigue, and dehydration 0%
Feeling of unbiased treatment 75% (Correct)
Anxiety 25%
ASOG Desk Editor (Patrick)
Dear ASOG-Members,
for those who haven't had the chance to see this article on LinkedIn I'd like to post this here as well.
Katrin already postet a video of our Flying Laboratory - I will sum up and add some technical data additionally.
We have put 8 different sensors on 3 external support structures, took care that only one operator can control the sensors and covered the modification under one single EASA STC for AS350B2 and B3.
Thanks to our partners Trakka Systems, RIEGL and Norsk Elektro Optik (HySpex by neo) we have been able to create a great tool for:
- inspection of powerlines and Oil & Gas pipelines
- Train track inspection
- Forrest/Fire growth assessment
- Agricultural/Farming assessment
- Urban growth assessment
- Archeological surveys
Enjoy reading and please let us know if you need any further information!
All the best,
Manuel
Hi Everyone,
Watch our new video of an AS350 carrying 8 different sensors on 3 external support structures. Only one single operator can control the sensor suite via a leading-edge operator workstation. The helicopter is tailor-made for powerline and pipeline inspection.
Without super “Supporters” like the companies and organizations highlight on the image above, ASOG and individual professional ASOs would still be in the shadows of aviation and the remote-sensing sector.
If you’re interested to see what some of the ASOG’s supporters are up to, walk through their website and find out. All our supporters have a link to the ASO profession, i.e., sensors, training, flight ops services, geospatial services, manned, unmanned, etc. Check them out on the ASOG "Supporter" page…all logos are hyperlinked to their company homepage!
If your company or organization wants to join the growing list of ASOG Supporters and are part of the ASO’s professional universe, i.e., where they work, the systems/kit they operate, etc., send your request to info@aso-group.org along with a company logo and a link to your webpage. No fees or donations are required, just your recognition of the ASO profession and the mission of ASOG.
Patrick Ryan
ASOG Managing Director
Job Opportunity in Southern Maryland
Navy Global Hawk Senor Operator with BAMSD
Currently, work on the program, but not with NGC, if anyone has questions feel free to inquire with me be glad to help in any way
https://ngc.taleo.net/careersection/ngc_pro/jobdetail.ftl?lang=en&job=20023921&src=JB-17946
One of our ASOG Core Members and ASOG Author, Gary Micklethwaite, just relayed this job opportunity. QinetiQ in Canada is looking for an “Canadian Air Force Unmanned Aircraft System Program Manager.”
If you’re interested, checkout the job description - Canadian Air Force Unmanned Aircraft System Program Manager
Also, if you have any questions, Gary works for QinetiQ as a Senior ASO...just reachout to him via the ASOG members area.
ASOG Career Center
ASOG 2020 Focus Areas: General
Not bad, looks like the participants of July’s Poll & Quiz started at an early age and have a good foundation of airmanship, sensors, and flight instruction.
For professional fun, take the August Poll & Quiz. Also, if you have a question you want to see how others respond to it, send it to me and I’ll added to the next Poll & Quiz ( pryan@aso-group.org).
JULY 2020 POLL:
When did you start your first job as an Airborne Sensor Operator?
Why did you become an Airborne Sensor Operator?
Response 1: “The reason I became an ASO, or should I say Aircrew Member, is my passion for flying, experiencing new challenges, and seeing the world. Like I tell my family, friends and work mates…”I can’t believe I get paid for this!”
JULY 2020 QUIZ:
Airmanship Knowledge - A below glide slope indication from a tri-color VASI is a…
Sensor Knowledge - Synthetic-Aperture Radar (SAR) is…
Instructor Knowledge - Students can become apathetic when they recognize that the instructor…
ASOG Desk Editor (Patrick)
ASOG Article of the Month – August 2020
ASOG Author: Patrick Ryan
It’s 5:00 am and you’re about to step out and fly a mission. (and you didn’t have time to stop at a 24/7 fast food place to get a coffee and one of those "Gut Bomb" breakfast sandwiches to fill the energy void!)
However, you have a lot on your mind. You just took charge of a training department with lots of problems and your new department is getting an inspection next week (Thanks Boss!...I love you too), plus, your own annual check ride is in a few days and you really haven’t prepared for it (O’Shit!).
Additionally, on the home front, you, and your wife are expecting your first child and both of you are running around to doctor appointments, trying to buy the right how-to-books, and attempting to get everything ready for the big day….“Dear, I’m getting nervous, what color paint should we buy for the baby’s room…pink or blue?” (“OK Dude, Time to Push-Up-the-Throttles!”)
Again, it’s 5:00 am and your about to step out and fly a mission. With all these things running through your head and you’re going to participate in an event that requires total focus to stay safe, how do you balance it all and meet the standards or expectations of yourself, family, friends, crew and supervisors.
If you’ve been trained (civil or military) the process of how to manage “Aviate, Navigate and Communicate” while you’re flying, you have a foundation or an sense of how to compartmentalize in a rapid way.
However, if your entering the aircrew community or a bit rusty, it’s impossible to be the “Master-of-Your-Complex-Universe”, especially flying, without channeling certain areas of our life for periods of time. When we must focus on one activity without disruption, compartmentalization is important and, in many ways, critical.
Starting with the book answer and depending on what sections of the encyclopedia you look at, compartmentalization is:
As you can see, there are various relative academic definitions, but basically compartmentalizing (especially for aircrew members) is being able to mentally separate parts of your life and work into isolated compartments at the right time.
As mentioned before, to compartmentalize means to group things in your mind so that they’re easier to manage. If you don’t, life responsibilities will come together like a 10-Ton Gorilla sitting on your shoulders.
Besides work and life responsibilities, flying is a dangerous endeavor (manned or unmanned, it does not matter), so if you mess up, you’ll do more harm than good. So here are a few things to keep in mind to ensure a positive outcome, i.e., compartmentalize!
The first step is to identify those areas of your life and work that have, so to speak, a lot of moving parts and expectations. The best way to organize is to identify the who, what, when, how and where of those parts.
A good method to help with identifying the difference between things is, from your perspective, the primary feedback of “success” or “failure” of a compartment. Without saying, yourself, your parents, your wife or partner, supervisor, crew mates, maintenance crew, and employer are primary feedback points.
Once you’ve identified those parts of your life and work, group them into compartments accordingly. A single compartment should, generally, stand on its own with some or limited connection to the other compartments.
A simple or universal example is family and work. Work related events don’t directly connect with family events. However, the strategic connection of the job providing money to support the family is there, but the who, what, when and where is different.
Using the scenario at the beginning of the article, your primary compartments could or might look like this:
Within those primary compartments, you could build sub-compartments to help with additional clarification of the many different parts of your job and life.
Now that you have identified and grouped your compartments, the next step is to develop ways to manage or control your compartmentalization. This consist of both mental and physical ways to maximize your efforts while transitioning from one compartment to another and when operating in a compartment. Two of the best controlling mechanisms are:
As many of you know, managing your time when flying is critical. When it comes to compartmentalizing your personal and professional life it’s no different. Time management is a matter of taking your compartments and prioritizing them by when and how much time is required to complete or maintain them.
Besides Time Management, managing your physical location while focusing on a specific compartment will help keep you engaged on the specific elements of that compartment, i.e., minimize distraction.
For example, you have a check-ride next week and you need to study for the Question & Answer portion of the ride and your Flight Department is too noisy and distracting, find a quite place in the hanger to study for 45 mins.
The short answer is yes, there are things (“Caution, Warning and Notes type stuff”) to think about when you go through the process of compartmentalizing.
The whole point of compartmentalizing is to focus on one thing at a time. When you start trying to blend multiple compartments together, e.g., calling the pediatrician while you’re flight planning, you’re only increasing the level of risk of making an error, just not one compartment but all the compartments you’re trying to do at once.
Again, compartmentalizing is about doing one thing at a time. When compartments appear to start overlapping, the best thing is to prioritize compartments based on what needs to be worked now and what can be worked later (Time Management).
Just because a task or compartment is not sexy, fun, enjoyable or gratifying, they probably must be dealt with at some point in time. If you don’t, they’ll come back to “bite you in the Buttocks.” When that happens, your compartment probably grew or it spawns new pain compartments. So, roll up your flight suit sleeves, lean your head forward and go! Don’t forget, we all have compartments like this.
Probably the most important “Caution, Warning and Note” regarding compartmentalizing is learning how to stop yourself and say “No” when one compartment competes with another or you see yourself starting to Multi-Task.
As an example. If one compartment is for staying fit and regularly going to the fitness center after work, however, at the last minute you get a call to discuss a draft SOP that is not due until next month, the answer is “no” because you need to get out on time. Another classic scenario is taking work home. If you have the urge to take work home, i.e., read a manual, build an xls etc., just say “No.” Again, blending compartments just takes the effectiveness and efficiency out of compartmentalizing.
As I mentioned before, the skill of compartmentalizing is not new, especially in the aircrew community (Aviate, Navigate and Communicate). However, the importance of it is probably more important today than it was 40 years ago, especially with society and technology rapidly changing.
To keep everything together in the aircraft and on the ground, the best way to manage the whole thing is to compartmentalize your personal and professional goals and responsibilities mentally and physically. From there, it’s a matter of discipline and creativity of managing them “24/7” or “Day, Night and in all Weather.”
