ASOG 2021 Focus Area: News & Information

Shared by: ASOG Desk Editor

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

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

ASOG 2021 Focus Area: Industry Support

Posted By: ASOG Desk Editor

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

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

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

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

Now, this is what ASOG is about, members helping members and the group reach for the stars. One of our members (Albert Dietz) is in the process of starting his own business by helping others find jobs.

Also, it's great that Albert, a.k.a. Al decided to have his new business become a proud supporter of ASOG, i.e., ISRjobs.com recognizes the importance of the ASO profession and the efforts of ASOG.

If you want to know more, here's a note from Al or just reach out to Al (don't forget to "Friend" before sending him a message via the ASOG e-mail service).

"After six years of research and networking, I am happy to announce that I am in the final stages of launching my own business. I have partnered with one of the largest and most respected Corporate Career site/Job Board providers on the market. The expected public launch date of the website is June 1st, 2021.

ISRjobs.com is aimed exclusively at the ISR (Intelligence, Surveillance and Reconnaissance) field. My goal is simple; to connect experienced ISR professionals and transitioning military members directly with ISR employers.

I've spent 13 of the last 15 years working in Afghanistan and Iraq and have helped dozens of military members and contractors find their next career opportunity. I'm very excited for the road ahead and being able to continue contributing to the ISR community.

If you are in the ISR field, whether job seeker, employer or US Government Agency, please check out ISRjobs on June 1st, 2021." Albert Dietz

ASOG Article of the Month: April 2021

ASOG Author: Patrick Ryan (ASOG acting Desk Editor)

If you didn't know, the "ASOG Member Interview" pilot project focuses on ASOs and other professional aircrew professionals to highlight the unique work they do and share professional perspectives. I think one such outstanding ASOG member fits this category perfectly – Meshank Thathane. Meshank has over 20 years as an Aerial Mapping & Surveying ASO primarily operating in Africa. Plus, he has traveled the world and experienced what it takes to be a professional global ASO and aircrew member.

CURRENT CAREER

Are you currently active as an ASO, and what are you doing?

Yes, I am currently based in Libreville, Gabon, and working for a French-based company, Action Air Environment. We are primarily doing Oil Spill Surveillance and Response, covering the entire Gulf of Guinea. From time to time, we do get involved in Government Maritime surveillance and Search and Rescue missions.

Can you give me a run-down of your career?

I started working in Jan 2000 as a manifesting clerk and a freight delivery/collection guy for a courier services company in Johannesburg. Six months later, I found a job as an ASO at Aircraft Operating Company. The Aircraft Operating Company was the first private Aerial Survey and Mapping Company in South Africa after the industry was commercialized by the South African Defense Force, who did all the Aerial Surveys and mapping of the country before then. The Legendary Nols Harding trained me as a PIC of a Cessna 320 and I behind WILD RC10 152m Lens film aerial camera. Almost every time I walked out of that aircraft, I had a purple eye from being hit by the telescope during bumpy summer flights.

I worked for AOC from 2000 till 2009, and one of my highlights was transforming aerial photography capture to standards where we did not need to print check prints to calculate actual drift, side, and forward overlap anymore. I knew that a strip needed to be re-flown before film was processed. That's how good I got with analogue cameras. I then trained on the Zeiss RMK Top 15, which was an advanced version then.

A tragedy struck in late 2009 which led to me losing my job with AOC. I then pursued personal business interest and started my own company Motheo Geospatial Services until mid-2012 when I received a call from Fugro EMEA asking me to join them. I worked with Fugro, operating across Africa, Europe, Middle East, and Eastern Europe until 2015, when they discontinued data collection from their list of Geospatial services. I had logged more than 14000 Survey Flight hours at this time

After Fugro, I joined Geosense, a subsidiary of UK-based Getmapping Plc, I worked with them from 2016 till 2019 before joining Action Air Environment.

Why did you pursue a career in Aerial Mapping & Surveying?

I studied for a Business Management Diploma soon after High School. However, funds proved to be a challenge during my second year, and I could not complete my Diploma. This was 1999. Like any young person growing up in a spatially misplaced township in South Africa, I headed for Johannesburg in early 2000 and immediately found a job in a courier services company. I instantly enrolled to complete my Business Management Diploma with Nelson Mandela Bay University through distance learning.

Within six months in my job, I met Maxwell who was a soccer team coach at the sports-field one Saturday. During our conversation, he asked me if I would love a job as a camera operator. I have always loved photography and said yes, but little did I know that this meant I would actually fly to take photographs. I had never flown before by the way. I wouldn't really say it was a predetermined choice for me but rather what God chose for me, and I love every single second of it, despite the personal challenges it brings.

PROFESSIONAL PERSPECTIVE & TIPS

What do you like about being an ASO, and what are some of the negatives of being an ASO?

Being an ASO is not only about operating Airborne sensors. It's a whole mood. I enjoy the challenges of an honestly regulated working environment, and being an ASO offers all that. Apart from our technical skills in operating sensors, we also become technicians by default, to troubleshoot and resolve technical issues that comes along with Airborne sensors. This includes fixing hardware and software issues. We are also involved in the mission's general planning, the logistical part, client liaison on field and project management.

Imagine having a project in Nigeria. The dynamics are so vast, and everything changes on a daily basis. I have had to meet with tribal chiefs of an oil conflict region to negotiate a working relationship in order to get access to their land to lay and survey ground control points. You also are the face of the company on the field and have to conduct yourself as such. You have to adapt to the culture of doing things in the area of your operation. All these are incredibly challenging but fascinating, and that's what I love. My motto since I became an ASO is: "We make it happen." Teamwork between ASO and PIC is one of the most important key roles in this field.

The negative is that these airborne sensors are extremely sensitive and sometimes fail while you are airborne, this can become very costly, and you have to be sharp enough to know how long you can keep trying before you abort. Landing without that data is one of the most upsetting experiences as an ASO.

What kind of skills are required for one to thrive as an Aerial Mapping & Surveying ASO?

ASO is a technical job. It is a combination of technical skills such as electronics, electrical, and computers coupled with GIS to put one in an excellent position as an ASO. It would be a bonus and quite fulfilling if you could have the passion for travel and exploration as well.

Who is or was your mentor, and what key lessons did you learn from them?

Two individuals mentored me. Maxwell Ncwane and Nols Harding. Nols determined in one training fight that I was going to be a great ASO. This was June 2000. And the key lesson I took from him was human skills. Having to share a cockpit and more than half of your day with someone and especially of different cultural background can be challenging. He taught me never to discuss politics and religion with colleagues especially given the diversity of South Africa's culture and political history. This advice has helped me be able to relate with anyone I have ever come across all over the world in the 20 years of my career.

Maxwell taught me humility. He resembles the word. He also taught me never to be afraid to fail, always try new things, and explore. This is how we transformed aerial photographic capture in AOC before Flight Management Systems. I literally became an FMS during our missions back then with film cameras. Maxwell became the first African ASO in South Africa in 1995, also trained by Nols Harding.

What was one project/mission you worked on you found rewarding and fun?

There are just too many to count, really, and will all be in the book I am writing. However, two missions stand out.

The first was during the armed conflict in Syria around 2015. We were busy flying the whole of Turkey. We had three teams, three aircrafts. The other two teams refused to fly the area between Gaziantep and Aleppo for safety reasons. Because "We make it happen," Legendary Peter Ragg and I agreed to do the flights. In one of the flights, we literally witnessed the bombing right next to the border. The other time we spotted on our TCAS an unidentified flying object 1500FT above us, which happened to be a military drone monitoring the situation, told by ATC. Despite how frightening it was to operate in that region, Peter and I collected all the data and brought it home, and that was extremely rewarding.

The second incident happened, most recently 200nm south of Libreville, in which we took part in a search and rescue mission to locate a distressed French vessel (Marie Alexandra) and provide assistance using our onboard AIS and VHF Marine radio. Link attached. (https://www.oilspillresponse.com/es/news--media/blog/wasp-search-and-rescue/ )

These are personally rewarding missions for me and fun in that the anxiety and the adrenalin rush that comes with it makes it worth it.

What was the most challenging or dangerous flight you ever accomplished?

The most dangerous flight was a failed survey flight in Lagos, Nigeria, in 2013. The PIC got really sick to an almost point of incapacitation. I had to take charge of the radios because he could not respond to ATC and was ready for controls if needed be despite not having trained as a pilot before. I requested a priority landing which was granted by ATC. As a result, we had a very hard landing but were able to walk out of it. Sadly, the pilot passed away later. May his soul rest in peace.

You've worked around the world as an ASO. What region was the most difficult, and what was the easiest to operate in?

I honestly enjoy challenges and working hard to overcome them. Most regions are straightforward to operate in if you plan properly and involve all parties affected. Cape Town, South Africa, has proven to be one of the most challenging areas to operate due to traffic. Despite having numerous meetings with the ATC management to develop solutions, CT is still the most difficult area to conduct aerial surveys. The amount of time and costs incurred from being sent offline due to traffic is crazy. I operated in the UK within some of the busiest airspaces globally, and it was a lot easier than Cape Town.

West Africa is also a challenge in that most locals do not speak a single word of English. My French is coming up but at a very slow pace…

Since Africa is your primary area of operations, what do you recommend to other ASO before operating in this region of the world?

I have trained a number of ASO’s and SurveyPilots and this is what I always tell them: Familiarize yourself with the region's politics, culture, constitutional and traditional laws, and respect the laws at all times. Avoid being adventurous; you will be arrested for taking a mere picture of your street to add it to google maps. Take all medical precautions and enjoy the African UBUNTU. (Ubuntu means humaneness and generous hospitality).

THE FUTURE

What do you see as the latest aerial surveying trends across Africa?

This is a very difficult question because from where I stand, there isn't enough being done. It is almost as if our governments do not know of aerial surveying services. Only a few African countries take advantage of geospatial technologies and services to boost their development, especially in terms of infrastructural development planning and construction, 3D city mapping, and property valuations. I have noted the disruption that drones are causing within the industry in South Africa, but the pace is a bit slow due to civil aviation regulations.

What do you recommend to the next generation of aerial remote-sensing ASOs to study?

Geographic Information System, Engineering and programing. I would like to see Drones, sensor systems, and supporting software built and written by ASO's.

You mentioned when you joined ASOG that you were writing a book. What is the book about, and is it published?

The book is more of a personal project. It is about my journey from humble beginnings in a rural township of Northwest, South Africa, to being one of the best ASO's in the world (That's what the President of Action Air says…all the time!) and having traveled and worked in more than 26 countries in the world. The book is also about my experience as a whole, as a son, brother, father, husband, and ASO.

The book is taking longer to complete because I am trying to get inputs from hundreds of people I have met worldwide; I am interested in their experience of me and the experiences we shared. I am hoping to complete the book by the end of this year.

Overall, what do you see yourself professionally doing in the future?

Covid 19 has changed my perception of what the future could be. I am going for my Drone Pilot's License this year.  I would like to own one of the best Aerial Survey companies in Africa. It is difficult to put a time frame to this objective due to changing circumstances, but this is the ultimate dream.

Before I end, Thanks to you Patrick especially for creating this platform. I hope that we can present ASO as a possible future subject that forms part of the curriculum in the mainstream educational training environment for learners who aspires to become ASO. My wish also is for stakeholders like Sensor Manufacturers such as Riegl and Vexcel to award ASO’s like myself and others with long term experience on operating their sensors with certification as proof of competence. We deserve it.

THANK YOU

Meshank, Thank You! Thank you for the kind words and for taking the time to share your fascinating and positive background and thoughts with your fellow ASOGers. Plus, the Aerial Remote-Sensing community. Like with other ASOG members, it is a true pleasure to spend time learning about the experiences and perspectives of fellow professions like you. I always walk away professionally better.

If you have any questions for Meshank, you can message him via the ASOG e-mail message service. Don't forget; you have to "Friend" him first before e-mailing.

Also, If anyone has any questions regarding this interview or the "Interview of an ASOG Member" pilot-project, please contact me or send to deskeditor@aso-group.org.

Marcos Martinez from (EAASI) European Association of Aerial Surveying Industries reached-out to ASOG, i.e., to pass the world to Airborne Sensor Operators, to help them understand market needs, standardization, and future developments to create a more efficient, profitable, and sustainable Aerial Mapping industry.

As a community of professional ASO’s, here is an opportunity to have a say in the “Bigger Picture” of one of the industry sectors ASO’s make a living in. If you’re an Aerial Mapping & Surveying (especially in the manned aircraft arena) and you’re interested in participating in EAASI’s survey, please check out the links below for additional information & instructions.

Capturing the Challenges and Chances of Aerial Mapping

INNOVATION, DEVELOPMENT AND EFFECTIVENESS OF AERIAL SURVEY (IDEAS)

ASOG 2021 Focus Area: Information & News

Source: YouTube (shared by ASOG Desk Editor)

This video was shared on Linked-In by one of ASOGs Connections (Petri Nygren). I think it highlights the heritage of our profession and the advancement of technology, i.e., a jump from analog to digital and the look of a typical mission/processing.

Side note: I think one of our ASOG members flew in that aircraft doing Aerial Surveying in the UK and around the world, i.e., back in the day! I’ll reach out and confirm with him and let you know…maybe it will be an article of the month.

ASOG 2021 Focus Area: Information & News

Source: AVBuyer Special Mission Hub

How do multi-mission kit and systems find their way on-board an aircraft to make it mission capable? This article concentrates on what aircraft modifications and alterations are, and the ‘Nuts & Bolts’ of converting a basic airframe into an Aerial Work capable platform...the “Office” of many ASO’s and Aircrew Members.

How Multi-Mission Aircraft Become Mission Capable

ASOG Article of the Month: March 2021

ASOG Author: Patrick Ryan (ASOG acting Desk Editor)

I had a chance this month to interview one of our new ASOG members - Emma Taylor. It's great that she finally became a core member after many years as a Linked-In connection. Based on her ASOG profile, I reached out to Emma to learn more about her career, thoughts about the ASO profession, and the future.

CURRENT CAREER

Are you currently active as an ASO, and what are you doing?

Yes, I'm currently active as an ASO, carrying out a variety of ISR missions around Europe.

Did you always want to be an ASO, and what was your career path to becoming an ASO?

I've always loved aviation, ever since a young age when I joined my local Air Training Corps Squadron at the age of 13. My first encounter with a surveillance aircraft and ASO was when I worked at my local airfield in Wiltshire whilst studying at college. I worked as ground crew, and the Network Rail surveillance helicopter briefly popped in for some fuel. It was incredibly timely as a week before I had applied for the Network Rail Advanced Apprenticeship Scheme. Little did I know that one day I would spend many happy years operating on that aircraft as an ASO!

After a few years studying hard on the Network Rail apprenticeship scheme, I qualified as a signals and telecommunications engineer, but part of me still felt that perhaps I should have taken the path that I'd always wanted to go down... aviation. I'd had an interview lined up with the RAF but was offered a place with Network Rail in the meantime, which saw me park my RAF dream. My brief encounter with the Network Rail surveillance helicopter kept playing on my mind, and so, I decided to send the Manager of the Network Rail Air Operations team an email. I was then kindly invited to come along and see what the team do. Eventually, an ASO position came up on the team, and the Air Ops Manager took a chance on me, aged 21. The rest is history! I still, to this day, believe it was purely meant to be.

You started your own business. What is the name and focus of your business?

In April 2018, I launched my own business EMTaylor Aviation Ltd. At the time, I was contracting for Airbus Defence & Space and decided to integrate my hobby of flying drones into a business initiative. We now operate Small Unmanned Aircraft (SUAs) on the side, operating as ASO on manned aircraft.

What do you recommend to others if they are contemplating starting their own aerial remote-sensing business?

My advice would be to do your research and create a strong business plan before you proceed with operations. If you have a decent amount of money to invest, research and understand the main demands/appeals before purchasing your remote sensing equipment.

Also, you mentioned you work for DEA Aviation in the U.K., what is your job?

I am a contractor for DEA Aviation Ltd, and my role is Task Specialist Manager. I manage our growing team of airborne sensor operators.

What is it like to work for DEA Aviation?

DEA Aviation is a highly professional and dedicated team that is extremely focused on achieving. They are a pleasure to work with. I briefly had a desk job prior to DEA, so returning to being an ASO with DEA felt like coming home!

PROFESSIONAL HIGHS, LOWS & TIPS

What do you like about being an ASO?

I love the fact that every single day is different. As with any other commercial aviation company, we see different problems and changes that happen daily, which we need to overcome. Even when operating airborne, every day and every flight is different and unique depending on the specific customer requirements.

What are some of the negatives of being an ASO?

Some of the negatives can be when you've had a really long and challenging flight which doesn't result in how you'd hoped. This doesn't happen often, but I think any ASO knows that feeling of frustration when it does. 

What is your favorite aircraft, aerial remote-sensing mission, and why?

I must admit I do have a soft spot for operating on rotary aircraft at low altitudes. As much as I love fixed-wing aircraft, rotary never fails to give me that airborne 'buzz.'

What's the best piece of operating advice given to you?

If something doesn't feel right, it most probably isn't. Trust your gut instinct. Don't be afraid to take a step back, review the situation and re-establish onto the target.

What advice would you pass on to someone who wants to be a professional ASO?

Many fantastic ASOs come from a very limited flying background, some with very little experience. It's more about aptitude, attitude, and the ability to adapt and overcome in different scenarios. Never be put off of becoming an ASO by someone saying, "you're not experienced enough." Use the feedback as a means of developing your platform and proving them wrong.

THE FUTURE

What's the biggest change in aerial remote sensing during your flying career?

The biggest change for me is the sheer speed at which remote sensing technology evolves. It takes a very efficient and versatile company to keep up with the pace of these progressions.

What's the one thing you think will change aerial remote sensing in the next 5 years?

UAVs. They are becoming an ever-growing capability in the remote sensing world, and with BLOS proving to be a growing success, I don't think it will be long before UAVs slowly start to take center stage.

What do you see yourself professionally doing in the next 5 to 10 years?

This may sound very cliché, but my main aim is to keep developing myself as a person and to keep enjoying what I'm doing. When you find yourself in a good role with a great team, it becomes very hard to walk away from that. Why would you?

THANK YOU

I want to say thank you to Emma for taking time out of her busy schedule to participate and be the focus of my article. It was a great pleasure to work with her…" Emma, You are a true professional!"

If you have any questions regarding this interview or the "Interview of an ASOG Member" pilot-project, please contact me or send it to deskeditor@aso-group.org.

ASOG 2021 Focus Area: Industry Support

Posted by: Aerial Survey.com (ASOG Corporate Supporter)

You’ve got your eye on a brand-new LiDAR system and, let’s be honest… it’s an expensive investment for your business. Your current system will be sitting idle once your new sensor arrives. Each day that LiDAR sits in your inventory unused is one more day that your asset depreciates without adding any value to your bottom line. How can you sell it quickly and get the best price for your pre-owned aerial survey equipment?

To learn more, checkout our latest post: https://aerialsurvey.com/2021/02/get-the-best-price-for-your-equipment/

Lisa McConnell

Aerial Survey.com

Without saying, it’s always great to see companies recognize the importance of the ASO profession. We are happy to announce ALBRECHT Telecommunications just joined the ranks of solid firms that recognize the Airborne Sensor Operators Group and the importance of our profession.

If you didn’t know, ALBRECHT Telecommunications was founded in 1980 and is a registered and well-established company in Switzerland. They’re located near the town of Zug, between Zurich and Luzern. This central location not only allows access to a network of partnering high-tech innovators, but also to research facilities and universities in Switzerland and Germany.

ALBRECHT's core activities are the design, manufacturing, and marketing of:

• Sophisticated Jammer Systems
• EW/ECM Equipment and Systems
• High Security Ciphering Equipment
• Customized Solutions

To learn more, reach out to Siegfried Albrecht (ASOG member and CEO of ALBRECHT) or checkout their webpage: http://www.albrecht-telcom.ch/

ASOG Desk Editor (Patrick)

ASOG Article of the Month: February 2021

ASOG Author: Siegfried Albrecht – CEO, ALBRECHT Telecommunications GmbH

Not all ASOs operate an optical system, radar or lasers-scanner for a living, many operate in the world of Electronic Warfare. These ASO’s are busy using the electromagnetic spectrum to control the spectrum, attack an enemy, or impede enemy assaults. Siegfried Albrecht, CEO of ALBRECHT Telecommunications, provides a great overview in his article of the EW world and its unique use or challenges in the Middle East. 

The next war will be won by the side that best exploits the electromagnetic spectrum - it is an undisputed truism. The dramatic success of the use of Electronic Warfare in Iraq and Afghanistan is well known.

EW - THE CONCEPT

The recent technological explosion in applied electronics has produced hardware and software to benefit the common man like computers, video and audio devices, cell phones, satellite and telephone networks, and the internet, to name a few. It has also generated a wealth of sophisticated weapons and weapons systems for many countries' defense and security organizations.

The problem occurs when these 'electronic applications' are perceived to be, or become, a threat to national security, and consequently, counter-measures become imperative for the government concerned.

Make no mistake, EW is a vital weapon, and significant chunks of a national exchequer contribute towards its operation and sustenance, directly or otherwise. In essence, this is the dynamic world of electronic warfare, and it operates in the passive or active mode per the prevailing situation.

THE THREAT ENVIRONMENT

Let us take a closer view of the Defence environment. The application of on-going state-of-the-art technologies in any of its diverse weapons systems like aircraft, ships, missiles, radars, etc., is inevitably related to the electromagnetic spectrum.

In the contemporary context, one cannot conceive a military satellite without communication links, an aircraft without offensive or defensive electronics, a missile without guidance and homing devices, an Air Defense or Ground Defense system without electronic-based sensors or communication links. These are a few examples from the vast array of hardware-dependent on electronics in some form or other.

Most of these weapons and devices are passive but are active emitters, which radiate energy in different parts of the electromagnetic spectrum. If one could monitor these radiations over a period, analyze the data so gathered, there would then emerge a pattern, or picture, which could be utilized to determine the opponents' order of battle'.

A simple illustration of this point can be derived from a scenario where a country continuously listens out during peacetime, to all defense/security related communications emanating from various sources and devices from the opponents, and let's say, particularly the sensitive areas.

Passive listening posts, on the ground or airborne platforms like balloons and satellites, equipped with highly sensitive receivers and direction finders, could scan the frequency spectrum to determine not only the content of the messages being exchanged but also pinpoint the location by triangulation or other means, and achieve all this without divulging its own position.

In fact, skilled operators equipped with special software-driven monitoring devices could identify changes in links, changes in communication positions, the emergence of new transmitters, etc., which when collated and analyzed over a period of time could provide a remarkably realistic picture of the existing command and control network, and also reveal possible weapons arrangements in a tactical battle environment.

A more refined application of this intelligence gathering could be to use active elements like jammers, decoys, and deliberate provocations to ascertain what changes occur under stress.

In other words, deft exploitation of one's resources can significantly swing the balance in one's favor, provided one is fast enough to avail of the opportunities as they arise. Of course, this battle of wits goes on in peace and war. In fact, it becomes more intensified in the latter case, more time-sensitive, and can often result in rapid tactical gains.

To complete the EW concept, a brief word about the active elements of electronic warfare. Having identified the threat and located the target platform, static or mobile, one must find means to counter or destroy it.

One method is to deny its operation by jamming the radiated signal using a jammer in that frequency band. Not easy, as the jammer power, which has to be more than the power of the radiated signal, attenuates as per the square of the distance separating them. Thus one needs a very high power source, in itself an obvious limitation, mainly if the device is airborne.

Then there are other devices that lock on to the target signal and home on to it, e.g., anti-radar missiles. A counter-counter-measure is simply to switch off the signal at the cost of losing performance. These are a few examples of active EW. 

The conceptual picture painted above is rather simplistic and has a limited dimension. In reality, the exploitation of the electromagnetic spectrum and EW application has to be extended in time and space to cover the inputs and outputs over large geographical areas and those located in elevated platforms like aerostat balloons, aircraft satellites.

Terrorism is a new factor that has emerged in the recent past, posing threats to national security from internal and external agencies. Here too, the main elements of passive EW are utilized, apart from specialized hardware cum software, to gather relevant intelligence. This data forms a composite input along with that derived from the defense environment.

THE MIDDLE EAST—a key to success

One may ask why the Middle East? Whatever the reason, whether it's avarice for its oil wealth, whether the theory of expansionism, or the domino theory, or merely might is right, whatever the vested compulsions, the fact remains that today it is an area of potential conflict.

The current players in this arena, both large and small, are perhaps already deriving the benefits of their EW capabilities appropriate to their individual resources. However, that does not spell the end. EW's basic premise is its dynamic nature. As is said, to every action, there is an equal and opposite reaction, true to a large extent in this context.

There is a continuous activity of thrust and riposte, measures and counter-measures, upgrades to a new state of the art technology. In fact, significant advantages can be gained because the EW scenario is not static at a point in time.

One may recall the past conflicts in this region where sophisticated EW technology was met by some down to earth antidotes like deception and disinformation, where amateur frequency bands were used for operational military communications deliberately generating both plain and ciphered texts intended to confuse those listening out for such transmissions, the creation of illusory targets. At the same time, the threat emerged from unexpected locations. The successes were, at that point in time, perhaps partial in the overall context.

In the Middle East region, the EW battle will go on, and despite the 'mirage' created in this desert environment, the quest for electronic superiority will continue. For the lay reader or a remote observer, to discern what actually lies beneath the cloud cover or oil smoke is difficult to assimilate or quantify. However, with time, the side/player that gains ascendancy in this electronic environment will be the eventual survivor in the ultimate analysis.

About the Author:

Siegfried Albrecht: Siegfried brings over 30 years of experience in the design, manufacturing, and marketing of EW/ECM equipment. His skills and expertise span across Sophisticated Jammer Systems, EW/ECM Equipment and Systems, and High Security Ciphering Equipment.

Since 1980, he founded and is the CEO of ALBRECHT Telecommunication GmbH located near the town of Zug, Switzerland. Before starting his company, Siegfried obtained an Elektronic-Ingenieur degree and served in the German Air Force (ATC and Reconnaissance) on the German Eastern border.

As ASOG’s Desk Editor, I’m pleased to announce ASOG has a new ASOG Corporate Supporter…LogiMap.

If you were not aware, LogiMap provides outstanding products and services in the field of aircraft special operations mission management, navigation and gyrostabilized camera integration.  Suited to both rotary and fixed wing aircraft.

One of their products is the MISSIONMAP. The MISSIOMAP system is designed for Tactical Flight Officers performing Airborne Law Enforcement, Search & Rescue, Emergency Medical Services, Firefighting and Government/Military operations. If you want to see what the system does, take a look at this video posted on the ASOG blog:  https://aso-group.ning.com/blog-board/missionmap-intuitive-touch-screen-digital-mapping-software

Also, If you want to learn more about LogiMap, just reach out to Angus Oliver (New ASOG Member), he’s looking forward to engaging fellow ASOG members regarding LogiMap and all things aviation…especially leading-edge technologies and applications.

Website:  http://www.logimap.com.au

ASOG Desk Editor (Patrick)

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

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.

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.

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?"

Change is in the air. ClearSkies Geomatics acquired AERIALSURVEY.com. AERIALSURVEY.com was one of ASOG's first Corporate Supporters. It’s great to see positive changes take place like this in our industry and profession. To learn more, see ClearSkies Press Release:

Press Release - ClearSkies Geomatics Acquires AERIALSURVEY.com

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.

(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

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)