ASOG Desk Editor's Posts (392)

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Maybe 30 years ago, Aerial Firefighting was solely a Pilot effort. However, today Airborne Sensor Operators are starting to become a critical part of the Aerial Firefighting team, i.e., from flying in manned aircraft providing critical intelligence or operating unmanned aerial systems in support of managing tactical on-scene Fireline efforts.

If you’re interested, AVBuyer Magazine has an article on their webpage that gives a good overview of Aerial Firefighting and calls-out how ASOs play a critical part in this vital service.

Again, big thanks to Astrid (ASOG member since 2019) and AVBuyer Magazine regarding their recognition of ASOG and support of Airborne Sensor Operators…and all Aircrew Members.

Aerial Firefighting: The Fire Department of Aerial Work Aviation

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Aviation English - What are the Standards

ASOG Article of the Month: January 2021

ASOG Author: Bernhard Eckhardt

Regarding all things in this world, there are written standards and unwritten standards. When it comes to the ASO profession and having a good grasp of Aviation English, it is no different. Bernhard Eckhardt continues his series on Aviation English and how the international community of professional Airborne Sensor Operators can do better regarding what they must do and what they should do!

 

In my previous article, “Aviation English: Why it’s Important for Airborne Sensor Operators to Speak English,” I talked about the importance of Aviation English.  In this article, I’m going to discuss what are the standards regarding training and testing.

English has long been the universal language of aviation.  Pilots and Air Traffic Controllers (ATC) of different nationalities have been obligatory to communicate using English.  In the past, it was up to each nation to establish their standard of Aviation English. 

Nevertheless, these standards often differ. As a result, miss or poor communication in the English language has caused to many aviation accidents… not just between pilots and air traffic controls but between non-pilot and pilot aircrew members, e.g., Airborne Sensor Operators and Pilots. 

Things to Know

The ICAO established an international standard for language proficiency requirements involving a rating scale to determine the level of English proficiency. The ICAO officially recognized a level of 4 or higher as being English proficient in aviation.

ICAO member countries around the globe mostly accept these English standards.  However, countries are still responsible for managing and implementing exams within their borders but following a basic global ICAO method format, i.e., ICAO Aviation English Exam Standards. Additionally, each nation may set its requirements beyond what was set by the ICAO.

Bottom line, the process, paperwork, and fees of taking the ICAO Aviation English in Croatia might differ from taking the Exam in Japan. However, the universal structure and focus of the exam are as followed.

Can anyone take the English exam?

Yes, anyone can take the ICAO English exam, including Airborne Sensor Operators, but pilots and air traffic controllers engaged in international aircraft or flight operations must achieve at least level 4 of English proficiency.  Even pilots who fly between two non-English speaking states must first pass the ICAO English exam.

Again, ASOs are not required to take the exam if operating internationally. However, it makes sense to have a level 4 of English proficiency…Why?

After attending a few ASOG Social Networking events, I realized the importance of Aviation English and how it can benefit everyone who routinely flies professionally as an aircrew member, i.e., be it ASO, helicopter Host Operator, Flight Attendant, etc. I would even say Drone Operators could benefit from becoming proficient in Aviation English, especially with routine Beyond Line of Sight (BLOS) operations just around the corner.

So, if you want to do better in your ASO or aircrew career, here are the standards that will help you and your crew be safe and effective and probably improve your job opportunities.

Subjects and Rating Levels

During the exam, the evaluator assesses the applicant based on the following subjects:

  • Pronunciation – Speak English with a dialect or accent that is simple for the listener to comprehend.
  • Structure – Grammatical structures and sentence patterns are correct.
  • Vocabulary – Speak correctly and effectively using the right or proper words.
  • Fluency – Manage continuous flow and rhythm of speech.
  • Comprehension – Understand and make logical sense of what is received or heard.
  • Interactions – Effective responses in a conversation.

Each subject is marked on a scale; 1 is the lowest, with 6 being the highest.  The lowest mark determines the final ICAO English rating.  For example, an applicant scores 4 for every subject except comprehension, where the mark was 3.  As an outcome, the applicant will receive a final mark of 3. Again, the ICAO standard to be English proficient is level 4 or higher.  Bottom line, to attain level 4 you must score at least 4 in all subjects.

Required skills

The ICAO English exam measures the ability to speak and understand English in an aviation environment (reading English is not required).  The exam consists of how well one can efficiently communicate routine and non-routine situations both in person and over the radio.  The exam measures:

  • Comprehension – Understand English through various accents and dialects.
  • Communication – Communicate information clearly and effectively, especially in emergency conditions.
  • Radio communications – Communicate over the radio using standard phraseology and understand distorted English generated by radio anomalies.

What does the ICAO English test Consist of?

Again, the manner the ICAO English test is conducted varies with each country’s civil aviation authority (CAA).  An exam used in one country may be completely different than an exam given in another country.  According to the ICAO, although the exams may vary, the measured standards are nearly identical to comply with English standards.

The exam is typically conducted on a one-by-one basis between the examinee and examiner.  The exam is usually divided into the following areas:

  • Listen/respond – This is a role-playing scenario where the examinee listens to an audio recording. The examinee must explain what the audio recording is about and provide an accurate reaction to the scenario.
  • Questions – The examiner may field questions about the examinee’s career, including job-related topics. These questions may include:

          - Why did you decide to become an Airborne Sensor operator?

          - What is your favorite airplane to fly?

          - Describe your first flight.

  • Photo descriptions – The examinee is presented with various aviation-related photos (routine situation or an emergency), and the examinee must describe what he or she observes.

Reassessment Exams

Besides passing your initial exam, if you passed with a level 4, you must re-take the exam within 3 years. If you passed with a level 5, you must re-take the exam within 5 years. If you passed with a level 6, you’re not required to re-examine, i.e., you are considered an expert.

Summary

As stated before, the manner the ICAO English test is conducted varies with each country’s civil aviation authority (CAA).  The purpose of my article is to help present a basic idea of the ICAO English standards and help the Airborne Sensor Operator community recognize and improve a critical unwritten standard area of their professional kit - Communications. 

Like I said in my last article, besides the “safety” benefit of having a good grasp of Aviation English, having a level 4 or higher English proficiency can help you get that next best job and make international travel better.

If you are interested in improving your English or know of a fellow aircrew member who would benefit from improving their Aviation English, contact me. I will be more than happy to help you or your fellow crewmembers “Take-Off” regarding the exam requirements in your home country and preparing for the test.

 

 

About the ASOG Author - Bernhard Eckhardt:

Bernhard brings over ten years of experience, education, and certification in professional language instruction. His skills and expertise span across specialized industry language training to technical document translations. Additionally, he’s been a passionate aviation enthusiast regarding all aspects of the language and human factors associated with the aviation sector.

Most recently, he is the founder and Chief Executive Officer of Eckhardt Linguistics e.U. Additionally, as an avid entrepreneur, Bernhard’s business efforts expand across real estate and luxury services in Europe and North America.

Other noteworthy professional skills include speaking and teaching numerous languages to include German, English, French, Spanish, Croatian, Hungarian, and fundamental knowledge of Czech, Italian, Dutch, Turkish, and Mandarin Chinese.

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ASOG Article of the Month – December 2020

ASOG Author: Gareth Davies

As Airborne Sensor Operators, many of us travel internationally with our high-tech gear. When this happens, there is a bit of paperwork that needs to be prepared before crossing any border. If the paperwork is not right, you're going to find yourself making things harder than they should. Gareth Davies provides some great tips to keep your life more straightforward on the road and avoid some of his experiences.

One of the advantages (few some might interject) of the European Union was the doing away of long winded and time-consuming customs office visits that was the norm every time you crossed a border into another country.

I Got It All Figured-Out…. “Not”

Back in the day, as a marketing guy heading into the former Eastern European countries with demonstration aerial transmission equipment (helicopter camera image to ground transmission datalink systems) dealing with Customs and Border guard officers thus became a nightmare.

On one of my first assignments crossing boarders, I learned a great lesson on how to navigate the world of border control paperwork and personalities. My assignment was to drive up to Poland and present or demo the functionality of my firm’s latest downlink system.

I speak and understand German but every time I returned from Switzerland through Austria to return to Munich Germany, the Austrians and Bayern (state that contains Munich) customs officers would (it seemed to me) change their accents and become broader than I was used to and that they would ask questions that appeared non-specific to what the kit would do.  In other words mess me about. It became a nightmare even before crossing the Polish border for the first time.

The German Side of the Border

I had a presentation in Warsaw and driving with a German registered car I was expecting issues. I booked a B & B in Goerlitz, on the German/Polish border and had explained my concern to the owner. He informed me of a border crossing, with customs, on the Stadtbrucke   (literally townbridge) into the Polish town of Zgorzelec just around the corner.  Bingo, I thought, bypass the truckers queues at the border would make my life easier.

(P.S. Previously, crossing into the former Eastern European countries I had to join the long list of truckers getting their loads across, a long winded and often ‘pungent’ process, sausage being the one of the stable diets of such professionals).

I was elated when I came across two, what appeared to be GSG9 officers (armed, green jump suits) on the approach

(Grenzschutzgruppe 9 are the special forces chaps created after the debacle of the 1972 Munich Olympic Israeli horror and were under the auspices of the overall German border guards group. However, I would guess that occasionally these guys pull normal border control functions to keep their feet on the ground.)

At the bridge, the officers must have been surprised at a chap coming toward them, at 06:00 ish in a yellow Australian rugby shirt. “Is there a customs office nearby” I said, “yes- Its over there” they said. Bingo!

In I went chuffed that I had managed to circumvent the major Autobahn border crossing and asked if they would be so kind as to process my ATA Carnet.

I got some garbled reply through a perforated Perspex barrier. Jeez, thought, not here as well, seems they clone these awkward bastards somewhere in a factory, now I’m getting grief from the North Germans. I had, had enough. I suspect the customs officer saw the consternation (or perhaps seeing seconds from an angry confrontation) on my face as he came around the counter to explain once more. There was a major customs crossing point on the Autobahn a few kilometres from here. I saw that he had a hair lip and that he was not an awkward bastard….I apologised for my ungracious thoughts…be careful out there.

I duly arrived at the German side, got a compliment for the correct filling out of the export papers for my kit (unchecked I might add. This happened often), got the correct stamps, all done in 5 mins.

Yahoo, in like Flynn, off to Warsaw. I thanked myself for my prescience for seeing the customs people in Munich and asking just what was required for such documents some weeks prior.

On the Polish Side of the Border

On the Polish side of the border, I sat for three hours outside the Polish customs office, in 3’ C, while they had a shift change, a coffee and smoke break. At this point, I’ d had enough.  I approached and ‘suggested’ that I did not need to pay the full price of the kit ($ 130k) or that I had to go to Warsaw (which kind of negated having customs people on the border) and that all they needed to do (after a charades exercise of me taking the kit in and then bringing it out again, I don’t speak Polish and they certainly were not going to admit they spoke English) was to sign here and here and stamp here. Anyway, three hours later I was on my way.

Buoyed with this success, getting back through to Germany was a 15 minutes shoe in.

So here are my 10 cents worth

 

Know the Rules

Let’s start with the core of what you need in hand to make life at the border or first port of entry better.

“Carnet Definition. A Carnet or ATA Carnet (pronounced kar-nay) is an international customs and temporary export-import document. It is used to clear customs in 87 countries and territories without paying duties and import taxes on merchandise that will be re-exported within 12 months*. Carnets are also known as Merchandise Passports or Passports for Goods.”

Put simply it proves that the kit belongs to you, is registered in your country, has been exported from your country, A and imported to country B, within the Carnet list, has been used (trade shows etc.) then exported from country B and imported back to country A.

N.B. This only applies to non-dual use (military as well as civilian applications) kit.

Where do we start?

As ASOs, you probably are used to checklist. So, here is my recommend steps to navigate the ATA Carnet process:

  • Your local chamber of commerce is the originator of this raft of papers/document. Depending upon frequency of travel you can ask for more export/import/travel signature sheets.
  • It was confusing to me at first and unless you are a whizz at such things you may also find it confusing. Take your time.
  • Take the approach, after these tips, of not second guessing what the document requires, but the approach of knowing what they need and filling where appropriate.
  • Decide what kit you are traveling with.
  • From this create a list of items with an item-to-item description and serial number, failing that (which would these days seem unlikely) distinguishing marks and enter on the description list page. This list is definitive, it cannot be changed after it has been signed off at the local customs office, if you need to add or subtract items this will require starting the process from scratch.

Note

In my on the road travelling experience they rarely check the item list completely with the actual kit but if they do and something is missing….not worth it. It is better to take it and not need it than not.

  • Locate your nearest Customs office, make an appointment or at least let them know you are inbound (no-one likes surprises and if you get someone covering for the in-house expert they are going to get flustered) take ATA Carnet and the kit and present it to the customs people.
  • They will comprehensively check the written list with the actual kit, piece by piece, serial number by serial number and then sign the Carnet as being accurate and viable.

Travelling

 

Road

Find the customs office on the border and present the Carnet. It is not expected that you bring the kit into the office but if the boys need a smoke break they will ask to come to the car and check.

Rail

Find the customs office in your departure and arrival stations. Same as above

Flying

Before checking your kit in, find the customs office and present the kit and documentation, once signed off (as exported) check it in. And do check it in because you will need other signatures to avoid end of year chamber of commerce hassle and fines.

Checklist Review

  • Obtain ATA Carnet from the relevant chamber of commerce office
  • Decide which kit you wish to travel with
  • List out serial number and description and enter on the relevant Carnet page
  • Go to Customs office and have them sign off (they will check) on the list against the kit
  • When travelling and before departure get the customs to sign off that you are temporarily exporting said kit
  • When arriving at destination go to customs and have them sign off that you are temporarily importing said kit
  • When leaving go to customs and have them sign off that you are exporting said kit
  • On arrival home go to customs and have them sign off you your re-importing said kit
  • Under these ‘rules’ and when you return (nominally 12 months) the ATA Carnet to the Chamber of commerce they will need to see 4 signed and stamped chits of paper per trip.
  • Export from country A,
  • Import to country B
  • Export from country B
  • Re-import to country A

In my experience those that deal with these regularly think it’s a piece of case, and it is, but those who do not have the devil’s own time and may fall victim to being looked down upon and messed with.

My Two Last Anecdotes

I once spent 40 mins with a NZ customs officer explaining what he needed to do, he had never officially completed one. Also, I went thought Sydney customs faster than my Aussie colleagues.

Lesson

Learn this stuff before you go, and you will get smiley faces from the customs folks and life will be easier for you.

 

About the ASOG Author - Gareth Davies

Gareth brings over 30 years of experience in space and aerospace government and business operations. His skills and expertise span commanding satellites, marketing airborne systems (datalinks, sensors & simulators), and leading industry non-profit trade organizations.

Most recently, he is the founder and CEO of G2Consulting, focusing on consultancy and marketing services in the field of EO/IR operations.

Before becoming a senior consultant, Gareth was the Chairman of the Police Aviation Conference (PAvCon) and consulted for numerous leading aerospace firms like L-3 Wescam, AGS, and BMS regarding product management of overt and covert sensors, simulators and datalinks for civil, police and defense customers.

Other noteworthy professional experiences include Space Operations Manager for the European Space Operations Centre (ESOC) and the German Space Operations Centre (DLR). Some of Gareth’s significant accomplishments as a Space Operations Manager include standup of the initial INMARSAT communication system, led the recruitment and training of the ROSAT satellite pre and post-launch team, and successfully commanded 17 launch and orbital missions. According to Gareth, he was one of the youngest members to join the European satellite program. He worked his way through all operational aspects of mission ops in the ESOC, offline systems at 22, Main Control Room and Satellite Control at 26, and then onto satellites at 30 finishing as an ops manager at the DLR.

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ASOG 2021 Focus Area: News & Information

If you didn’t know, Airborne Sensor Operators and other aircrew members play a big part in the utilities industry. Here is a good article that highlights what ASOs do and the contributions they make in keeping the lights-on for all of us.

Again, Thanks Astrid (ASOG member since 2019) for sharing!

Article - "How do Aerial Work Aviation Helicopters Keep You Energized?"

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ASOG 2020 Focus Area: Professional Development and Education

Jean-Pierre Paquette “JP” just delivered this announcement to the ASOG Desk Editor desk. I know we have a number of IAs in the group or ASOs interested in learning more about IA work…hint, hint Alex B. So, if your interested in these free live Seminars, review the information below.

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AllSource is thrilled to be a part of Open Aerial Imagery Multi-Source Interpretation and Analysis, Free Live, Online Seminar Series for citizens of NATO countries.

Our VP of Analysis and Operations, Renny Babiarz, PhD, will be presenting on commercial sources of geospatial information, and detecting disinformation in imagery. Attendees will have an opportunity to learn from aerial imagery leaders in the fields of intelligence analysis and humanitarian operations. The online seminar is four hours in length and there are three remaining dates for registrants.

Register: https://events.openaerialimagery.org/analysis/register , December 2nd, December 9th, or December 16th, 2020 at 8:30am PST / 9:30am MST / 11:30am EST.

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(Photo by James Evans / University of Alaska Anchorage/ Higher education: Teaching teachers with drones)

ASOG 2020 Focus Area: Education and Training, Professional Development

I know we have a good number of educators in ASOG. This course came across our desk the other day – “Introduction to Youth Training with Aerial Drones and Terrestrial Robots.”  I thought it would be of interest to you or even a Mk-1 ASO looking to share their passion of aerial remote-sensing with their local community. Bottomline, it’s a “Teach the Teacher” course. Here are some of the highlights of the program:

  • Platform - Online self-pace course.
  • Idea Participant - This training is ideally suited for enthusiastic individuals wanting to conduct a successful and engaging STEM program with aerial or terrestrial robots. The course is designed to walk interested individuals through tried and tested programs so it is ideal for individuals who are looking to start or improve on their current STEM or training programs.
  • Content - Fully customized slide deck with 200+ slides developed from the knowledge and experience of over a dozen Flying Labs engaged in different STEM programs all over the globe. Over 15+ fully customized video presentations. Lesson plans, maps, activity sheets, selected readings and links to online resources
  • Time - Takes about 4 hours to complete.
  • Cost - 50 USD.
  • Webpage - Introduction to Youth Training with Aerial Drones and Terrestrial Robots 

So, if you ever wanted to formally or informally, instruct youth or even adults regarding the science of drones and aerial remote sensing, I think this course is a Low Pain – High Gain opportunity to build your own specialized course.

ASOG Desk Editor

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I’m delighted to announce CENTUM Research and Technology is a new ASOG Corporate Supporter. Also, if that was not good enough, two top-guns from CENTUM joined the ASOG community – Hector Estevez Pomar and Hector Coloma.

If you didn’t know, CENTUM research and technology, part of CENTUM group, was founded in 2010 with a clear vision: “Fly with a purpose.”

Their mission is to develop and market aeronautical mission systems in the fields of emergency, security, and defense. At the same time, they are maximizing results in operations like search and rescue, maritime surveillance, firefighting, emergency communications, and border control.

Their products are based on cutting-edge technology developed by a highly qualified engineering team, with a clear purpose, improve people’s lives.

Additionally, they’re manufacturers of Lifeseeker, an innovative airborne system capable of locating people accurately through their mobile phones, in areas with and without network coverage, under adverse weather conditions, and with no mobile APP needed. There are models for drones, helicopters, and fix wings aircraft, and it is easily operated with a very user-friendly interface.

If you want to learn more about CENTUM or Lifeseeker, look up Hector or Hector in the ASOG members directory and reach out or go to the ASOG Supporter page and click the CENTUM logo, it's hyperlinked to their company webpage.

ASOG Desk Editor (Patrick)

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ASOG Article of the Month: November 2020

ASOG Author: Gary Micklethwaite

Unless you're Rip Van Winkle waking up from a long slumber, unmanned aerial vehicles have entered the fabric of humanity. However, it's still the Wild-West when it comes to the Five-Ws of integrating this new technology into Aviation. Gary Micklethwaite, with his 30 years of both manned and unmanned aircraft experience, highlights some of his observations concerning the current state-of-play regarding Unmanned Aerial Vehicles. 

 

We've all heard it. It's the mantra of aviation. Fly the plane, know where you are (and where you're going), and tell someone your intentions. Plan your flight and fly your plan. To do otherwise is tantamount to heresy for aviators.

Given the changing world in which we live (aviation-wise), is aviate, navigate and communicate doable without getting overloaded or task saturated? Does your vehicle even have all the capabilities to be able to do all three of those things? Of course, they can all fly, but with some of the smaller manned and unmanned air vehicles, can they navigate? Can you communicate?

Manned vs. Unmanned

The Unmanned Air Vehicle (UAV) that I operate professionally does not have a built-in radio, we have to carry around a handheld aviation band radio, and then we can talk to anyone on the frequency. Perhaps that's why we are presently only flying in CYR's???? Ya, Think!!

Manned aircraft are the best at doing all three, of course. Manned aircraft (usually) have room for all of the associated beeps and whistles needed to navigate and communicate, even if it's, in the case of smaller ultralight type vehicles, a handheld GPS and a helmet-mounted radio. They can do it all. But what about smaller unmanned vehicles (quadcopters and the like). They are growing in leaps and bounds in popularity, and it seems that everyone and their dog wants to "buy a drone" and go off and fly it. It's the wild west out there.

Rules and Regulations

So, governments worldwide are imposing (rightly so IMHO) rules and regs to operate these vehicles. Up here in Canada, we have two certification levels for small UAVs (NATO Class one, smalls, mini's, and micro's). In other words, less than 15 Kg weight. Transport Canada even went so far as to classify small UAS as anything under 25 kg weight.

We have the basic and advanced certification here, and we have rules about where you can fly based on your certification. There is one more level above that, and that is flight reviewer, but for your average Joe who goes to the local UAV shop to get a new toy, this level usually is not one they aspire.

Basic level operators must fly in uncontrolled airspace only, you must fly more than 100 feet from bystanders, and you must never fly over bystanders. There's no mention of navigating or communicating. I suppose being LOS only is sort of navigating, as you never (or aren't supposed to) lose sight of your vehicle…..No one has ever done that, Right????

For Instance

I have my own small personal quadcopter drone, that's just large enough to require me to hold a license from Transport Canada. I live in a city where my house is on the approach path to the local municipal airport. I can't fly in my backyard because of that. How many people have you heard of, seen, talked to who fly around in their backyard or at a local park, over the local folk festival or little Johnny's soccer game, all the while not knowing that they aren't allowed? I have a theory as to why. They think it's a toy instead of an aviation asset. It's the same as an RC plane or a car to them.

Advanced level operators are allowed to fly less than 100 feet from bystanders and can fly in controlled airspace with ATC approval….Ah, communicating! The third commandment. The most popular way of communicating for this sort of operation is via cell phone to the local ATC to ask them if it's OK to fly, tell them how long you expect to be there, and give them a call back number in case they need to contact you. Communicating….Really?

There are supposed to be rules for flying UAS in and out of controlled airspace in most countries, I can't speak for other countries, but I know we have them in Canada. The problem is that very few people on the operating side know what they are, other than those of us who make a living doing it. Your average "enthusiast" doesn't really know what the rules are or even know that they are required to hold a license. With the "newness" of the regulations, most regulatory agencies are trying to figure out how to apply regulations. Additionally, they don't have enough time to enforce the regulations that are in place.

Reality Is?

However, knowing the rules is slowly becoming a reality as my local AV shop has noticed a marked decrease in drone sales between the 500 grams and 25 kg weight limits. Within those weight limits, you require Transport Canada certification to fly, which is scaring people off.

However, the micro-drone market is booming. You can see them darting around local parks and other areas like dragonflies. Does this pose an airspace control problem? Not really, I guess, but it only takes one 1 pound drone to hit an aircraft on approach to ruin your day. 

I think I am digressing a bit on the subject here, but I wanted to show just how "uncontrolled" things seem to be in the drone hobby world. We have all heard of major international airports being shut down for long periods due to people flying drones too close to the runways, and it continues to get worse. If people don't understand the need to follow the rules-of-the-road when it comes to flying, how can we expect them to be able to Aviate, Navigate, and Communicate properly? 

The Last Point

I know it seems I'm casting a wide net. However, my last point is that I most certainly don't want to imply that ALL drone hobbyists are aviation anarchists. Most are enthusiasts who gladly play by the rules, but those who don't play by the rules may eventually ruin it for those who follow the rules, live by them, and make a living using them. In the end, it's all about educating those who think drones are toys and not an actual flying machine.

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ASOG Article of the Month – November 2020

ASOG Author: Patrick Ryan

ASOGer: Gary Micklethwaite, Dept. Head of Operators at Qinetiq Target Systems Canada for the CAFUAS Program

Last month, I had the great pleasure of virtually cross-talking with a fellow ASOGer and ASOG Author, Gary Micklethwaite. As part of ASOG's effort to advocate, educate, and inform regarding the Airborne Sensor Operator (ASO) profession, I thought it would be great to take a moment to capture his current and past experiences as an ASO. Especially with his background in both manned and unmanned aircrew roles.

 

What is your job, and how did you end up in this career field/position?

Presently I am the Head of Operators at Qinetiq Target Systems Canada for the CAFUAS Program. I retired from the Canadian Military in 2014 after a 36-year career, of which 30 was spent as a sensor operator. After retirement, I spent five years being bored before applying for this position. I was lucky enough to get hired at the ground floor of a new rotary-wing unmanned system project to help our Military.

What do you like about your job?

What is not to like? I get to operate an unmanned platform AND all the sensors that go on it. I also get to manage a team of like-minded professionals who want to do their best. Sure, there are a few growing pains because of this project's newness, but to be able to continue doing what you love doing after going through retirement is the icing on the cake.

What do you think is the general role of an Airborne Sensor Operator in today's aerial unmanned aircraft sector?

What I like about the role of a sensor operator in the unmanned world is that you can also be the Air Vehicle Operator (AVO). We are cross-trained to do both. Our present team consists mostly of ASO's who have cross-trained into AVO positions. We only have one person who is a pilot from the get-go, who we need to cross-train as an ASO.

What do you look for when hiring an Airborne Sensor Operator?

Cross Training. The good part of having people cross-trained as both AVO and ASO is that having a sensor operation background gives the AVO an insight into where to place the sensors for maximum effect. The crew coordination becomes seamless. Today I get to fly, and I know where the ASO wants me to go. Tomorrow, he gets to fly, and I know that he will place the Air Vehicle where I need him to go to get the best effect from the sensors.

What would you recommend to future ASOs regarding the type of training and education to pursue?

I am rather biased when it comes to this because I will always recommend getting your training and building your experience for free, and that means getting it in the Military. You don't have to do what I did and make a career out of it but get as much professional development as you can before you decide to branch out into another career. It's all of that professional development that I did, which has gotten me to where I am today. Never underestimate the relevance and efficacy of the courses you will receive in your Military career, and while they may seem mundane and without value, they will serve you well down the line.

What are the general trends you see in the aerial unmanned sector or markets?

The unmanned world is the world's Wild-West right now. It's so new that it is still making its way in the aviation market. Regulatory agencies can't keep up with the demand, and the product that the unmanned world is capable of performing is pretty much limitless right now. Search and Rescue, package delivery, heavy construction, visual inspection, traffic control, crop dusting, and even firefighting. Your imagination only limits the jobs that unmanned can do.

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If you want to know more about Gary and/or network with him, you can find him in the Members directory. Don’t forget, to send a message, you’ll have to “Friend” first.

 

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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.

How Does Aerial Work Aviation Feed the World?

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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)

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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)

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ASOG September 2020 Poll & Quiz Post Report

ASOG 2020 Focus Areas: General

SEPT 2020 POLL:

Aircraft, Equipment, and Systems - What triggers your need or want to buy new equipment or technology?

  • There are enough advancements and new features over my current gear. - 40%
  • Cost of maintaining current gear is forcing the issue. - 0%
  • Manufacturer/supplier has stopped supporting current gear or will soon stop supporting it. - 40%
  • Expansion of current business or addition of new business requires technologies not currently in toolkit. - 20%
  • Productivity gains – improved efficiency for current aircrew or ability to reduce crew size. - 0%
  • When the financing is right (cash on hand, favorable interest rates, or special offer from manufacturer). 0%

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?

  • Clear communication - 0%
  • Situational awareness - 0%
  • Teamwork - 0%
  • Decisiveness & Quick thinking - 0%
  • The ability to remain calm - 0%
  • Leadership - 25%
  • The ability to understand technical information - 0%
  • Mathematics & Creative skills combined - 75%

 

SEPT 2020 QUIZ:

Sensor Knowledge – Thermographic sensors usually detect radiation in which class of the Electro-Magnetic Spectrum?

  • Near infrared - 0%
  • Mid infrared - 75% (Correct)
  • Far infrared - 0%
  • Other - 25%

Radio & Communication Operations - Are ASO’s (Civil-Commercial Aircrew) required to pass an ICAO Aviation English proficiency test to fly and operate international?

  • No - 50% (Correct)
  • Yes - 0%
  • Not Sure - 50%

 

ASOG Desk Editor (Patrick)

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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.

Contract Change - European Space Operations Centre (ESOC), Main Control Room (MCR) circa A.D 1986

 

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.

What Time is It?

 

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!"

Time for additional schooling

 

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.

You Are Cleared for Launch!

 

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.

Mission Complete

 

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.

 

Bottom line

 

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!

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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.

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ASOG Members – We Need Your Feedback!

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

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New ASOG Company Supporter - Eagle Copters

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)

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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.

Introduction

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.

Miscommunicating can be Deadly!

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:

Tenerife - 27 March 1977

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)

Charkhi Dadri – 12 November 1996

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.

Miscommunicating can be Costly!

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:

Expands training opportunities

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.

Expands job opportunities

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.

Increases professional knowledge

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.

Increases effectiveness when traveling

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.

Summary

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….

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LiDAR Solutions - advice needed

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:

  • Rotary Platform mounted (Medium, twin-engine)
  • Will be Rear Hardpoint Mount (Probably Meeker)
  • Sub 20kg
  • Delivers 25ppsm density from 500ft / 60kts (300m lateral offset) from the powerline
  • Weatherproof (I understand this may prove difficult)
  • Primary use- Powerline /Vegetation and /or structural mapping.

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

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