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Education vs. Experience

ASOG Article of the Month: September 2021

ASOG AuthorGary Micklethwaite (Originally published 1 February 2017, ASOG)

It is a debate as ancient as higher education itself - What matters most when it comes to getting a job? Does that college degree get your foot in the door, or does your past work experience count for more? Gary gives his perspective on this question from a 30+ years as an ASO.

OK, I'm about to open a can of worms. Education or Experience? Perhaps a bit of background on why this has percolated to the top of my things to complain about. While continuing on my ever widening job search for something Sensor Op related, I have perused many a job posting where there is a requirement for a post-secondary education along with experience, and this has led me to ask why.

Let’s look at my own example. I have no post-secondary education. There are no letters after my name, yet I have 30 years’ experience in Sensor Operation, mission planning, mission management, instruction, standards and aviation in general. When does one outstrip the other? When can one say that education is worth more than experience OR vice versa? Don't get me wrong there’s lots of other things going against me getting suitable employment in a field that I have loved for the past three decades, most notably of which is that I have three extra decades worth of life under my belt, which in a lot of situations would enable me hors de combat in the job competitiveness department. I understand that most employers want someone who can work for them quite possibly for an entire career and I don’t qualify on that count, so the needs of a company who wants someone for the long haul means that their experience levels are much lower than "us of a certain age", therefore the shortfall has to be made up with education, right? Or does it?

While I begrudge no one a career as an ASO, as I loved it for every one of those 30 years, we have to look at the way a lot of businesses run these days. A lot of companies are looking to change the demographic of their workforce in the future. The emphasis has begun to move away from "career" workers and start shifting towards contract or term workers. What employers are looking for then is someone who can parachute in, grab a desk (or hammer, wrench, torch or workstation) and do the job with a minimum of fuss or training. As the labor market constricts, as I see it, older workers will have more say in choosing the kind of  jobs they do, when, and how they work.

This blog doesn't even cover that argument that us old guys are taking jobs away from the youngsters while we should be off enjoying our retirement. There's a whole 'other discussion to be had  about that which I won't cover here. Suffice to say that people want to stay in the workforce for two major reasons. The mental engagement and the income. People are living longer, healthier lives, still want to contribute to society and don't want to outlive their money. Sixty is the new fifty and all that.......

So the kids have longevity on their side and us seasoned guys don't, which brings me back to my initial point of Education vs. Experience. What do we bring to the fight then? There's a lot to be said for age. While the young guy has the benefit of post-secondary education which may or may not be in a related field, I have the added perk of being out there in the work force and have lived life. Sort of a "been there, done that" perk that the kids don’t have in their pocket. Most of us also have the ability to use critical thinking, have strong decision making skills, a good work ethic and outside the box thinking skills. We also tend to be highly trained, self-managed, short on ego and willing to put in a full day’s work. Most of us are also ready and willing to work part time instead of full time.  Throw in efficient, organized, honest, punctual and dedicated and you give employers a lot of options. Put all this into a box and label it "life experience".

Now I'm not saying that younger and more educated people than I aren’t all of what I described in the previous paragraph, in fact a lot of them have all of the attributed I described, which then brings me back to does the employer want education or does he want experience in a worker?

It would seem from looking at job posts that companies are looking for education, and that something I like to call "education creep" is rearing its head. Much like mission creep that all of us who have a military background lived and loathed, education creep is moving the goalposts ever farther to the side of requiring higher and higher education. I have noticed job posts that have a requirement of a baccalaureate degree and an "it would be nice" listing of a post graduate level degree like a masters.  It seems we are over-qualifying the needs that an ASO required to do their job.  Like I said I lived this in the military. When I was a youngster most day to day decisions could be made by a corporal or a lieutenant. those very same decisions now require a Sgt-Major or a full Colonel.

In other words, decisions made today take someone with more experience than education. Kinda seems like a circular argument doesn't it?

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ASOG 2021 Focus Area: News & Information

Shared By: Gustavo Duarte

If you want to breakout of your professional ASO silo sector or region of the world and get an impression of other aircrews doing their specialized work, Gustavo (ASOG member since 2018) thought this article and video from the Austrian Wings magazine would do the job.

Published in German, the article covers the Austrian Federal Police Flight department with a special focus on the aircrew, i.e., their duties and training.

To read the article in your mother-tongue language, go to the article and click the translate function on your web browser.

“Mit Video: Flugpolizei bildet neue Flight Operatoren aus” or “Flight Police Train New Flight Operators”

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Virtual Interviewing: A Step-by-Step Guide

ASOG 2021 Focus Area: Career Management

Shared By: Georg DeCock

If you’re new to the world of searching for a job or it’s been a long time since you had to find a new job, Georg DeCook (ASOG member since 2017) thought the ASOG community could benefit from this article posted by Indeed.com, i.e., especially the virtual world we find ourselves in today.

Like Georg did, if you have something to share with the ASOG community regarding career management, especially in the aerial remote sensing and aerial work aviation sector, post it on the blog board or send it to deskeditor@aso-group.org and we’ll get it on the homepage.

 

Virtual Interviewing: A Step-by-Step Guide

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Aerial Broadcasting: The Bird’s Eye View

ASOG 2021 Focus Area: News & Information

Shared By: ASOG Desk Editor

Do you know what Aerial Broadcasting is? Or, do you know what this Aerial Work aviation sector does (i.e., a potential career field for Airborne Sensor Operators)? Here’s an article from AV Buyer magazine which highlights many informative & interesting aspects of this unique "News Reporting" aviation business sector.

 

Aerial Broadcasting: The Bird's Eye View

 

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ASOG Article of the Month: August 2021

Shared By: ASOG Desk Editor

Original Author: Ian Fritz, The Atlantic, August 19, 2021

This was not written by an ASOG member; However, it was written by an ASO (C4ISR | SIGINT) who was deployed in Afghanistan and served in the U.S. Air Force from 2008-2013.

Because of the current geopolitical situation playing out in Afghanistan and ASOG’s mission to highlight what ASOs do for a living across the spectrum of Aerial Work aviation, in this case the Defense/Security sector, we thought this serious article would be a current and relative read for the ASOG community.

 

What I Learned While Eavesdropping on the Taliban

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ASOG 2021 Focus Area: Education & Training

Posted By: ASOG Education Center

As many of you know, one of ASOG’s focus areas is promoting professional development & Education across the Aerial Work aviation sectors of commercial, public safety and defense.

Regarding airborne public safety, the Airborne Public Safety Association (APSA) has organized a number of training events for this fall, i.e., for both manned & unmanned aircraft operations. If you’re part of the public safety community and looking to improve your skills for an affordable price, take a look at these training opportunities and register accordingly:

TACTICAL FLIGHT OFFICER (TFO) COURSE

The Tactical Flight Officers Course is designed to provide aircrew members the tactical skills and information necessary to safely and successfully support ground units engaged in a variety of law enforcement missions. Although specifically designed for tactical flight officers, this course is applicable to pilots and crewmembers alike and is also a valuable course for unit supervisors. Attendees will learn the elements of crew coordination, gain knowledge on how to set up a perimeter, direct the activities of ground units from the air, manage a vehicle pursuit and conduct a thermal imagery search using the latest in airborne tactics. Additionally, attendees will learn what specialized equipment is available and how to properly use the most common tools. This class is essential to the professional development of aviation law enforcement personnel and also meets one of the requirements for TFO training related to accreditation. Successful completion requires attendance at all 24 hours of classroom courses.

TACTICAL DRONE OPERATOR COURSE

The Tactical Drone Operator Course is three days of intensive training designed to increase piloting skills and provide students with the ability to operate in non-traditional drone environments. Students will be exposed to the equipment, tools, and techniques necessary to expand their drone program for the tactical environment. Each day will consist of four hours of classroom instruction and four hours of flight instruction, applying drone capabilities to real world scenarios. Students will:

  • Understand and apply techniques for interior operations
  • Develop teaming concepts for use with other units or capabilities
  • Utilize the Drone as point and over watch during tactical scenarios
  • Understand Weight & Balance and Center of Gravity considerations for Drones
  • Identify issues associated with working in controlled airspace
  • Operate as direct support for tactical team operations
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ASOG 2021 Focus Area: News & Information

Posted By: ASOG Desk Editor

This white paper came across my desk the other day. I thought some of you might find it interesting regarding sensor technology (i.e., current systems on the market) and their applications. Plus, I added a simple write-up/link from Sandia National Laboratories on “What is SAR?.”

The white paper was posted on the Unmanned Systems Technology webpage and produced by IMSAR LLC.

If you or your firm has a current white paper regarding your technology that connects with the Airborne Sensor Operator/Aerial Work aviation Aircrew Profession, send it to deskeditor@aso-group.org or post it on the blog board.

ASOG Desk Editor (Patrick Ryan)

 IMSAR Radar Solutions for Maritime Applications

Sandia National Laboratories – “What is SAR?”

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Considering Aerostat Operations

ASOG 2021 Focus Area: News & Information

Posted By: ASOG Desk Editor

Besides operating fixed-wing and rotor-wing aircraft, many ASO’s support the aerostat sector. Here’s a great article relating to “things to think about” regarding aerostat operations written by a new ASOG Linked-In connection Stuart Haycock. Stuart is the owner of Airborne Industries Limited and wrote the article to help customers and operators match requirements with the right platform.

To learn more, check out Stuart’s article on the Border Security Report webpage - Considering Aerostat Operations

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ASOG 2021 Focus Area: Career Management

Posted By: ASOG Career Center

ASOG Members,

We received a job opening this weekend regarding an Aerial Firefighting ASO position (freelance work). If you have a background in aerial firefighting operations and/or willing to get trained-up, look at the note below and engage accordingly.

Hey I’ve got a guy with Bode Aviation needing some ASO’s for some freelance work. The platform is a Pilatus PC-12 utilizing a FLIR STAR SAFIRE HD ball and the mapping software is Churchill.

The gig is in support of fighting wildfires in Colorado. Pay is $500 a day and they comp travel and hotels and pay per diem. Schedule is tentatively 12 on and 12 off. The Churchill system has been modified to do mapping, and create fire perimeters. They also do scans for new starts, and do some real time loading of product via onboard satcom. They will do Fire academics for the MSOs so they have a basic understanding of fire behavior and fuels. The point of contact for this is Creig Rice, his email is creig.rice@flybode.com

Please feel free to share with the community to encourage anyone with the experience and time to kill to hit him up.”

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ASOG Article of the Month: July 2021

ASOG Authors: Gareth Davies & Patrick Ryan

Even though this article is focused on helicopters and advise to an Airborne Law Enforcement Tactical Flight Officer (TFO), the airmanship advice crosses many Aerial Work aviation ASO silos

 

After reading an e-mail trail the other day that I participated in regarding Tactical Flight Officers, I thought I had to share this part of it with the ASOG community. As the ASOG Desk Editor, I had the privilege (along with ASOG member Gareth Davies) to connect with a proven & tested police aviation helicopter pilot and get his words regarding advice to junior TFOs (a.k.a., Airborne Sensor Operators).

Before I "Auto-Rotate" on to Bill's words, I want to introduce you to Bill Probets. Bill has over 30 years of flying helicopters in many multi-mission roles, including instructing both in fixed-wing & helicopters and flying as an Offshore Pilot. However, over the last 24 years, he's been a deputized Sergeant/Chief Pilot at East Bay Regional Park District's Air Support Unit in Oakland, California. Additionally, Bill is the Airborne Public Safety Association (APSA) Lead Accreditation Assessor ensuring public safety organizations comply with Safety Management Systems (SMS), administrative, operational, training, and maintenance standards applicable to aviation programs.

Based on a three-way e-mail conversation between Gareth Davies, Bill Probets, and myself, Gareth asked Probets the following "bottom-line" question – "What do you think a TFO should know to support a pilot when the S*** hits the proverbial?" Here's what Bill had to say:

  • You are correct on the premise that TFOs should be familiar with in-flight emergency procedures and their role.

 

  • There are two primary kinds of emergencies:

           1.) Those requiring immediate response from memory, i.e., engine failure, fire, loss of tail rotor effectiveness, etc.

           2.) And those that may require a procedural response such as a loss of a generator, loss of a fuel transfer pump, loss of anti-icing or de-icing, etc.

 

  • The TFO should be familiar with Emergency Procedures (EPs) and included in such training. They should also have immediate access to the Emergency Procedures checklist and practice the responses with their pilots/crews using a challenge/check process for procedural emergency responses or whatever CRM system the operator uses.

 

  • Given the extent that autopilots can fly the aircraft to a low hover (see Airbus Helionix), TFOs should be competent in operating flight controls if seated in the front – I am NOT a fan of removing the dual controls in an aircraft – that's more of a pilot ego thing than a genuine "safety issue." Given the growing risk of mid-airs with UAV's (not the professional folks but the drones flown by "drones"), the ability for the TFO to fly the aircraft and safely land with an incapacitated pilot is also part of the equation.

 

  • Also, full utilization of Aircraft Life Support Equipment (ALSE) by all crewmembers is essential – flight suits, helicopter helmets (visors down), gloves, 8" tall boots, and appropriate equipment for overwater (Life Vest and Helicopter Emergency Egress Device (HEEDS), etc).

 

  • Finally, there are ultimately three foundational things for airplanes, without which everything else is irrelevant – control, airspeed, and landing area. There are ultimately four foundational things for helicopters, without which everything else is irrelevant – control, rotor RPM, airspeed, and landing area.

 

"Hence, fly the aircraft first and don't stop flying until every last piece stops moving!"

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ASOG 2021 Focus Area: News & Information

Posted By: ASOG Desk Editor

Across the Aerial Work aviation sector, you’ll find professional Airborne Sensor Operators embedded in many specialized flight operations. Here’s one such unique Aerial Work industry sector ASOs play a major part – Flight Inspection & Validation.

If you want to learn more, flip to page 34-35 in this months GA Buyer Europe magazine (Special Mission section). O’…while you’re flipping, pick-out your next airplane or helicopter:

Flight Inspection – The “Calibrators” of Aerial Work Aviation

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ASOG 2021 Focus Area: Training & Education

Posted By: ASOG Desk Editor

ASOG Members, Connections & Followers,

The ASOG RFI survey regarding ASOG Sponsored Training Courses is now closed (ASOG Special e-Announcement – Request for Interest – ASOG Sponsored Training Courses). We received a good number of responses. I want to say "Thank You" to those who responded. Your feedback is an invaluable tool for ASOG to support your professional needs.

What's Next?

We'll take the responses and begin assessing the results. Below are the next two steps you can expect:

  • Results Review: In the next two weeks, we'll tally the inputs and review the remarks provided, e.g., some of you offered support such as instructing or providing other supporting efforts…Outstanding…Thank You!
  • Results Conclusion: Within one month, we'll decide and share the final decision regarding this ASOG project with you.

Even though the survey is closed, it's never too late to provide your ideas or interest to participate or support ASO & Aircrew training and education events or even other types of ASOG efforts…" Brainstorming" doesn't cost anything.

Again, "Thank You" to those who participated! Your feedback will help make your ASOG an excellent place for you to professional network & grow.

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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

 

 

 

Read more…

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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