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  • July 27, 2022 17:31 | Anonymous

    By Jeff Beach, Agweek

    Rain, wind, changing regulations and the lure of high commodity prices all have an effect on aerial applicators during the 2022 growing season. Jeff Beach, Agweek

    Matt Hovdenes flew his spray plane from Casselton, North Dakota, to Moorhead, Minnesota, on Monday, June 6, 2022, to visit with Agweek.

    Erratic weather, inflationary prices and changing regulations have altered the calendar for crop spraying in 2022.

    “We have a lot of different versions of wet,” said Matt Hovdenes, owner of Right Way Ag, who flies out of the Casselton, North Dakota, airport west of Fargo.

    Matt Hovdenes operates Right Way Ag, an aerial application service, out of Casselton, North Dakota. Evan Girtz / Agweek

    His own home base area in the Red River Valley, crops went in late but are sitting in pretty good shape, but to the north and west “there are areas where nothing has happened,” Hovdenes said on Monday, June 6.

    In south-central Minnesota, John Thisius farms and runs Thisius Flying Service. Planting was late there, too, but emergence, for the most part, has been good.

    But windy weather has hindered some applications and even damaged some soybean fields, forcing a few farmers to replant.

    “Some planting was still going on yesterday,” Thisius, who farms at Wells, Minnesota, near Albert Lea, said Tuesday, June 7.

    Thisius said strong winds have meant blowing dirt has damaged some soybeans, and some farmers have gone back into plant a second time right over the top of the first planting.

    Farmers with late-planted soybeans are up against a June 12 cutoff date to use dicamba, under spraying regulations updated this year in Minnesota.

    In Minnesota, there can be no dicamba applications made south of Interstate 94 after June 12. For those north of I-94, there’s no dicamba spraying after June 30.

    “It’s going to be difficult to get that dicamba put on,” Thisius said, noting that 20 miles to the south, farmers in Iowa have until June 20 to use dicamba.

    New regulations also mean chlorpyrifos is no longer available. 

    Gary Jerger is just north of I-94 near Moorhead, Minnesota. He said farmers there are sitting pretty well but you don’t have to go far to the southeast to find farmers more heavily impacted by wet fields and a couple rounds of severe storms in May.

    Even so, “I’m at least a month behind,” said Jerger, who runs Ag Spray, Inc. and is in his 48th year as an aerial applicator.

    Gary Jerger’s plane was still in its hangar on June 6, 2022, east of Moorhead, Minnesota. Jerger said he was a month behind schedule. Jeff Beach / Agweek

    Across the Red River in North Dakota, Hovdenes has been busier, putting out some cover crop to protect sugarbeets from the wind and some preemergence herbicides.

    Randy Melvin, near Buffalo, North Dakota, has used Right Way Ag this spring to apply fertilizer and herbicide to some rye that he grows for his own cover crop seed.

    “There was no way we were getting a ground rig in that ground,” Melvin said as he was planting navy beans on Tuesday, June 7.

    Progress is very scattered in North Dakota.

    Matt Hovdenes climbs into his plane on Monday, June 6, near Moorhead, Minnesota. Hovdenes runs an aerial application service called Right Way Ag in Casselton, North Dakota. Evan Girtz / Agweek

    “We have wheat that went in fairly early and we have wheat that just went in the ground two days ago,” Hovdenes said Monday, June 6. “So a lot of the applications are going to be spread out, mismatched this year. It won’t be all at once like it has been in the past.”

    He said farmers are pretty determined to get a crop in where that’s possible to take advantage of high commodity prices. But he expects some prevented planting acres that may still need weed control.

    “I would rather spray fungicide on a customer’s growing crop that they’re going to make revenue off of than go out and keep weeds out of a prevented plant field,” Hovdenes said.

    Thisius said some farmers who may be on the fence about whether or not to use a fungicide on corn are pulling the trigger this year to make sure they maximize yields to take advantage of the high prices.

    But like fertilizer, chemical herbicides and pesticides have shot up in price.

    Hovdenes said prices for some products have more than doubled and others can’t be found because of supply chain issues.

    “Some guys are changing some of their agronomic practices because of the pricing,” Hovdenes said.

    Reprinted with permission from Agweek.

  • July 27, 2022 17:26 | Anonymous

    At its recent grand opening, the Mission Network & Operations Center (MNOC) was described as integral to Vantis and the entire system’s success. Why is the MNOC so crucial to Vantis and the Unmanned Aircraft Systems (UAS) that fly on it?

    It’s everything. The MNOC provides both the brains of the system, but also its heartbeat that keeps beyond-visual-line-of-sight (BVLOS) flights successfully operating, with capabilities to reach the entire state of North Dakota and beyond.


    The control center is made of displays and workstations that are monitoring real-time activities of Vantis.

    Inside the MNOC

    The MNOC, which is housed at GrandSky at Grand Forks Air Force Base, is the name for the building as a whole, but the heart of the operations is the control center. The core functionality of the MNOC is in that one room, where it monitors the critical infrastructure.

    The control center is made of displays and workstations that are monitoring real-time activities of Vantis. Operators are seeing real-time deployed operations - the actual flight tracks, flight paths and plans - taking place right now in western North Dakota. 

    The team is also seeing the health monitoring of all of the other system components. Is there a solid internet connection? Do we have all of system components online? Are the radios transmitting properly hundreds of miles away? Are they receiving the proper internet signals and are they responding?

    Operators check for radar accurately picking up targets, and to make sure the test target is always “in sight.” Monitoring all of the critical real-time activities establishes credibility and reliability with the FAA, with whom Vantis works closely. The system provides situational awareness for UAS to see and avoid other aircraft. If an emergency situation occurs or is imminent, Vantis operators can notify the appropriate air traffic control.

    The MNOC currently has eight workstations to house operators, command missions, collect data or a variety of roles simultaneously. As traffic increases, the ability to facilitate more personnel will be scalable, allowing expansion of services for a larger region.


    In the UAS Epicenter

    Being where it is, the MNOC benefits from the confluence of many UAS operations and the community in general. North Dakota is already known for being an epicenter of UAS activity, and now Vantis is helping that industry grow and thrive. 

    Another benefit of its Grand Forks location is being able to utilize the state’s high-speed fiber network, Stagenet, which connects public utilities, education, law enforcement and emergency services throughout North Dakota. One of Vantis’ strengths is taking advantage of the infrastructure and investment already made by the state in reliable, high-tech solutions. 

    Data from command and control (C2) and surveillance reach the MNOC through Stagenet, with system integrator Thales providing cloud-based components so it can be remotely monitored as well. While an individual UAS is flying, the Vantis team has the ability to continuously monitor every vital component of a flight operation, not just the aircraft itself.

    That means if a radar is down, they have the ability to restrict flight activity in that sector. Or if the C2 link is down, they will restrict aircraft from flying on that radio, keeping them in an airspace covered by the Vantis system. Without that backbone monitoring, the BVLOS operator could be flying into a hazardous situation without even knowing it.


    At the MNOC’s integration lab, operators can use a climate-controlled environment to integrate new technologies onto their aircraft and test them against a baseline system.

    Testing at the Integration Lab

    While the command center is the MNOC’s most visible function, it has another critical component located right next door. At the MNOC’s integration lab, operators can use a climate-controlled environment to integrate new technologies onto their aircraft and test them against a baseline system.

    This is the spot to try out a new technology on the aircraft, either changing the hardware or software of the UAS. The Northern Plains UAS Test Site, which administers Vantis, has long been a testing ground for UAS. The MNOC now provides a well-suited facility to get the crucial data to improve one’s aircraft and operations.

    Opening the MNOC represents the next step in BVLOS flight for North Dakota UAS operators. Its coordination keeps the entire Vantis system moving forward.

    Reprinted with permission from Vantis.

  • July 27, 2022 17:24 | Anonymous

    WASHINGTON – U.S. Senator Kevin Cramer (R-ND), Ranking Member of the Senate Environment and Public Works (EPW) Subcommittee on Transportation and Infrastructure, announced today the Federal Aviation Administration (FAA) awarded a total of $1,865,085 in funding from the bipartisan Infrastructure Investment and Jobs Act.

    “Today’s funding from the bipartisan Infrastructure Investment and Jobs Act is another win for our state. These dollars will specifically aid projects to improve North Dakota’s airports,” said Senator Cramer 

    The funding will be used to repair runways, rehabilitate hangars, reconstruct taxiways, and modernize airport infrastructure.

  • July 27, 2022 17:21 | Anonymous

    The Sanford AirMed helicopter landed on the campus of Bismarck State College on June 14 as a part of the BSC MedAdventure Camp. The BSC MedAdventure campers had the opportunity to explore this emergency service and meet the medical professionals who save lives every day. BSC’s MedAdventure Camp offered kids ages 8-12 a chance to experience a wide variety of health careers and learn about how these careers connect to wellness, science, skills, and knowledge! Over the 3-day experience, each day featured a different topic-from muscles and bones to the brain and nervous system and included hands-on activities. 

  • July 27, 2022 17:19 | Anonymous

    Aeronautics Commissioner Cindy Schreiber-Beck has announced that she will not be seeking reappointment for her position on the North Dakota Aeronautics Commission. Cindy was originally appointed as an Aeronautics Commissioner in 1997 and has served in this position for the past 25 years. Cindy has been a tireless advocate for aviation throughout the years, both as an Aeronautics Commissioner and also at our capitol as a state legislator. 

    We want to thank Cindy for all of her leadership and efforts throughout the years in assisting the state with developing a strong, efficient, and safe aviation transportation system!

    Cindy was provided with a service award at the North Dakota Aeronautics Commission’s annual state grant meeting held in Bismarck on June 16th.

    (L-R): Kyle Wanner, Director and Cindy Schreiber-Beck, Commissioner

  • July 27, 2022 17:14 | Anonymous

     By Jeremy Skalicky 

    The history of the Civil Air Patrol (CAP) is a long and storied one. From conception, to ocean patrols, submarine hunters, radio communications, training cadets, cyberspace security, and search and rescue, CAP has an interesting history. The one thing that has remained constant through the decades is the dedication and volunteerism of its members. 

    I know that statistics can be a little boring, but here are a few interesting ones:

    1. CAP operates one of the largest single engine aircraft fleets in the world. 

    2. We do approximately 90% of the inland search and rescue in the US. 

    3. CAP saved 130 lives in 2020. 

    4. We provide FEMA-level emergency response. 

    5. We transport time-sensitive medical supplies. 

    6. CAP provides highly specialized aerial imaging, intercept training and radio communications support.

    These are just a few things that the Civil Air Patrol does for its country, state, and local programs. 

    Locally, we have flown photo missions for the flood in 2011, conducted Emergency Locator Transmitter (ELT), lost aircraft, and missing person searches. We have transported Covid-19 tests and supplies, participated in hurricane reconnaissance missions, and honored our fallen by supporting the Wreath Across America program. We work closely with, and for, FEMA, law enforcement, emergency services, and the Minot Air Force Base. 

    There is a common misconception that you have to be a pilot or in the military to join CAP. This is simply not true. We are a volunteer, non-profit organization that is chartered by Congress and supported by the U.S. Air Force. We have achieved Total Force and First Responder status. We accept people 12 years old and up, from varying backgrounds and occupations. If you have a skill or a wish to serve your community, the Civil Air Patrol can find a place for you. 

    Now for my history with the CAP

    My name is Jeremy Skalicky, I am the current CAP Squadron Commander for the Minot area. We are known as the Magic City Composite Squadron, which means that we have senior members and cadets together. Honestly, I joined CAP to find a way to get some flight training and flying time. However, I have learned and done so much more. 

    I was a volunteer sheriff’s deputy for Ward County, when I had an opportunity to receive some training at a conference in Jamestown, ND. While at the conference, I signed up for my sessions and was most of the way through the conference, when I noticed a scheduled class for ground search techniques that was put on by a member of the North Dakota Wing of the Civil Air Patrol. I had heard of the Civil Air Patrol, but never really knew what it was all about. Being a new pilot, it piqued my interest, so I changed my scheduled class to attend the search training.

    The class was put on by Col. William Kay, who showed us the skills and techniques of searching for clues that would lead to locating our target. After the class had finished, I decided to ask him what CAP was, and if there was a need for a person like me. I told him that I had recently received my private pilot’s license and was looking for a way to maintain my flight currency, receive some training, and help my community. I was intrigued and excited by his response. Col Kay proceeded to tell me all the opportunities that CAP had available for me. I expressed my interest and went about my business. I couldn’t have been more excited. 

    Col. Kay had flown from Minot to Jamestown for the conference and I had driven. By the time I had driven home hours later, I had a message waiting for me. Col. Kay had started the process for me to join the Civil Air Patrol before I had even returned home. I wasted no time in completing the requirements, joining, and taking full advantage of the program. I advanced my pilot training and worked my way through the mission pilot requirements, learning to fly different aircraft and avionics packages. 

    After a few years, our squadron commander was relocating and had to step down. He was looking for a person to assume command. I timidly raised my hand and expressed my interest. A few months later, with a seemingly daunting task ahead of me, I assumed command of the Magic City Composite Squadron. In my time with CAP, I received my ham radio license, became Mission Radio Operator and achieved full Mission Pilot capabilities, 

    I have learned so much and received so much gratification in my time with CAP. Our unit has undergone many changes, suffered some setbacks, and had its numbers dwindle. With the onset of Covid-19, our membership and our leadership have been tested to the limit. With everything that has happened in the world and to our group, I am proud to say that we have cultivated a good group of core members that are dedicated to the success and promotion of CAP. I am happy to see that it looks like the tide is turning and our future is looking brighter as we get back to what we do best. I highly recommend contacting your local Civil Air Patrol and starting your adventure today.

    Interested in learning more about the North Dakota Civil Air Patrol Wing? 

    Visit www.ndwg.cap.gov/about/north-dakota-wing-unit.

  • July 27, 2022 17:08 | Anonymous

    The Watford City Municipal Airport held a runway dedication ceremony event on July 16th for their new 6,550 ft long concrete runway.   Additionally, the project also included a new parallel taxiway, connecting taxiways, airfield lighting, navigation aids (NAVAIDs), an automated weather observation system (AWOS) relocation, and a new electrical vault.  This exciting upgrade will greatly enhance air service and business opportunities within Western North Dakota and is a product of over a decade of planning and collaboration between local, state, and federal partners.

    Picture from left to right: Ariston Johnson (WCMAA Member), Steve Reeves (WCMAA Member), Lange White (WCMAA Vice Chairman), Shane Steiner (KLJ), Jeff Kummer (WCMAA Past Chairman), Kent Norbeck (WCMAA Immediate Past Chairman), Kyle Wanner (NDAC), Miles Bullock (KLJ), Luke Taylor (WCMAA Airport Manager).

  • July 27, 2022 17:02 | Anonymous

    State School Superintendent Kirsten Baesler recently announced that Mike McHugh will be joining the North Dakota Board of Public School Education, which provides guidance and oversight for the state’s K-12 system. McHugh, of Mandan, is the Aviation Education Coordinator for the state Aeronautics Commission, a certified career and technical education teacher, and a former aviation instructor in the Bismarck public schools. McHugh will represent Adams, Billings, Bowman, Dunn, Golden Valley, Grant, Hettinger, Mercer, Morton, Oliver, Sioux, Slope, and Stark counties.

    The Board of Public School Education has seven members: the state superintendent of public instruction, who is the board’s executive secretary, and six members who are appointed by the governor to represent groups of counties and serve six-year terms. The Board of Public School Education appointees also are members of the state Board of Career and Technical Education (CTE), which oversees North Dakota’s state CTE department. They also are in charge of the North Dakota K-12 Education Coordination Council, which reviews state education programs and encourages collaboration among agencies and interest groups.

    “This is exciting news for the aviation community, as Mike’s representation on this board will help to advocate for aviation education and STEM efforts throughout North Dakota,” stated Kyle Wanner, Executive Director of the North Dakota Aeronautics Commission. “As workforce shortage issues need to be addressed within aeronautics and other critical industries, we need strong leadership to advocate and implement strong education programs and opportunities for our youth.

    Congratulations, Mike!”

  • July 27, 2022 16:52 | Anonymous

    Military aviation is an important part of our state’s aviation community. In this spotlight, we highlight some of our local military aviators, who represent North Dakota around the world, and share their stories with you. We thank them for their dedicated service to our country and community.

    Our spotlight in this issue features William Mitchell (Mitch) McCoy, a First Sergeant (1SG) in the North Dakota Army National Guard. 

    Q: What is your hometown?

    My hometown is a little hard to describe. I was born in Fort Lauderdale, FL, but moved to Texas when I was eight and Vermont when I was 16. Most of my family are in Austin, TX, still, so I basically claim Austin as where I am from. That being said, I moved to Bismarck, ND, in 2008 from Arizona and have lived here for 14 years, longer than anywhere else in my life. North Dakota has been great and I love Bismarck.

    Q: What is your job title? What does your work include?

    In the NDARNG, I serve as the First Sergeant for C Company 2-285th Assault Helicopter Battalion. As first Sergeant I am the senior enlisted leader for the company which has about 75 Soldiers, 10 UH-60M Blackhawk helicopters, three tanker refuel trucks, and many other support vehicles and support equipment. My job includes planning and conducting training to ensure our unit is ready to respond to any civil emergency, and perform any combat mission anywhere in the world that the Army may send us. I am also the senior Standardization Flight Instructor for all the crew chiefs. Basically, I train and conduct flight evaluations for all of our crew chiefs and flight instructors.

    Some of the missions we train and execute include fire fighting, in which we use 600 gallon buckets slung beneath the helicopter to douse flames on forest and grassland fires. This spring, we used them to extinguish flames at a train derailment up near Burlington, ND. Another mission we execute is sling loading supplies and equipment beneath the helicopter. This spring we helped save a dam up near cavalier by placing 2000 pound sandbags to stop eroding water. Every year, we conduct aerial gunnery training, where we fire the M240H machine gun from the helicopter windows. I serve as the Master Door Gunner and Aerial Gunnery Standardization Instructor. This is a combat mission where we provide direct fire to protect the helicopter and support troops in contact on the ground.

    A crew chief is not a pilot, but we are crew members responsible for assisting the crew in all manner of activities to include radio operations, navigation assistance, passenger and equipment loading, emergency procedures, airspace surveillance and so forth. We also conduct all manner of maintenance and helicopter inspections.

    I am an FAA certified A&P mechanic and work full time as a federal civilian for the Army Aviation Support Facility (AASF) at the Bismarck airport. My civilian job title is Quality Assurance Chief. Basically, I inspect all the UH-60 maintenance and ensure historical records are kept on all the aircraft and equipment. I also ensure programs such as oil analysis, shop safety, aircraft weight and balance are all kept to standard to ensure a safe flying and maintenance program.

    Q: What inspired you to join the military?

    At 19 years old I wanted to do something with my life that was bigger than the small horse farm I lived on in Vermont. I wasn’t ready for college and wanted to see the world and I loved aviation. My father and grandfather had been pilots their whole life. My grandfather flew during World War II and in the Berlin Airlift.  They had devoted most of their lives to flying. Joining the military seemed like the best way to serve and get to be around airplanes. I never really thought I would be a helicopter guy, but I quickly learned to love fixing and flying helicopters.

    Q: How many years of service do you have? 

    I have served 20 years in the military. I joined the United States Marine Corp at 19 years old, where I served as a CH-53E crew chief and mechanic, and Weapons and Tactics Crew Chief Instructor. While in the USMC, I deployed twice to SE Asia aboard the USS Belleau Wood with the 31st Marine Expeditionary Unit.

    I joined the NDARNG in 2008 and was assigned to C CO 2-285th AHB, where I’ve served in multiple roles and positions, UH-60 mechanic, UH-60 crew chief, Technical Inspector, Flight Instructor, readiness NCO, Squad leader, Platoon Sergeant, and First Sergeant. With the Guard I have deployed three times to Iraq in 2009-10, to Kosovo in 2013-14, and Washington DC in 2020-21. I’ve participated in flood duty in 2009 and 2011. I have fought fires at the University of Mary in 2015 and at the DAPL protests, when a large grass fire was started and flooding at the dam in Cavalier this spring. I’ve worked on Oh-58 Kiowas, UH60 A/L/M Blackhawks, and UH-72 Lakotas. Overall, I’ve accumulated more than 2,000 flight hours, with over 700 of those hours utilizing Night Vision Goggles (NVG). 

    Between the Marines and the National Guard, I had an eight year break in service where I went to college in Arizona and eventually started working for MD Helicopters in AZ building and maintaining all models of MD Helicopters. Primarily, I worked on MD 500 and 600 series single engine with tail rotor and no tail rotor (NOTAR) systems. When I moved to North Dakota, I worked at Executive Air Taxi Corporation fixing and maintaining all manner of fixed wing aircraft and their Bell 407, which now operates at Trinity Hospital in Minot. While there. I attended the factory Bell 407 maintenance course in Fort Worth, TX.

    Q: What has been the most rewarding part of your job/time in the military?

    Working with and training soldiers. Watching them develop their leadership skills and become professionals at their chosen career fields.

    Q: What advice do you have for anyone interested in military aviation?

    DO IT. Give me a call and come take a look at our facility. Not many people in North Dakota get to work on and fly helicopters in and around our beautiful state. Aviation can be an expensive field to get into, but the military will pay for your maintenance and/or pilot training. There is no better aviation training program in the world than those offered by our US military services. I generally encourage the young men and women I speak to to join the National Guard. We offer a career where you can define your own path and do whatever it is you want to do, based on your own merit. If being a pilot isn’t what you want, you can be a mechanic, an avionic mechanic, or engine mechanic. If piloting or maintenance isn’t what you want, you can be a flight operations specialist, a petroleum supply specialist, vehicle maintainer, aviation life support technician, and so on. There are so many areas where you can learn a valuable skill, develop lifelong friends, serve your state and nation, and build a career with a pretty good retirement.

  • July 27, 2022 16:42 | Anonymous

    Airfield signs are a common sight at most public airports across the country. With just a quick glance, they supply helpful information ranging from an aircraft’s location on the field to directions of aviation services, and communication frequencies to critical safety instructions. Since many Fly-ND Quarterly readers are pilots and very familiar with signage, we can skip the dive down the rabbit hole of Federal Aviation Administration (FAA) design standards, but for the benefit of airport operators I would like to highlight some of the common sign-related issues I encounter as an airport inspector.

    Lack of Hold Short Signs: Perhaps the most important sign on the airfield is the Mandatory Holding Position Sign, commonly known as the “hold short” sign. This bright red sign is frequently installed in conjunction with surface painted holding position markings to stop aircraft before they enter runways, and therefore help to prevent dangerous incursions. For airport projects that receive FAA funding, the installation of compliant signage is mandatory. Airports that are ineligible for FAA funding are not required to install signage, but it’s recommended and encouraged that every airport voluntarily install signs whenever possible to prevent accidents and foster safety.

    Deterioration: It’s a fact of life that everything ages and wears out, and signs are no exception. Sunlight gradually bleaches inscriptions and backgrounds, turning cherry red and lemon yellow into white. Plastic becomes brittle and scratched, metal panels and frames are dented, and once brilliantly reflective coatings turn dull. If one of your airfield’s signs becomes damaged, faded, non-reflective, or unreadable, it needs to be replaced. Just remember that messages that span multiple panels in the same fixture need to have all their panels replaced at the same time, to avoid distracting color mismatches.

    Frangible Bases: FAA standards require that objects located in runway safety areas, including signs, must be constructed with frangible couplings to allow them to snap off easily, should an aircraft accidentally strike them. When installed, couplings must be no higher than just three inches above the surrounding grade. Frost heave is commonplace at these northerly latitudes and signs may slowly creep upward and out of the ground, pushing couplings outside tolerances and increasing the risk of damage to aircraft. Signs experiencing frost heave need to be reseated back to grade.

    Erosion: Water and wind gradually wear away the soil around signs and expose their bases. When it comes to concrete bases, this can create dangerous projections and surface variations, which can cause aircraft to lose control should they hit it during an emergency. Airports should make sure to regularly check for and fill in areas of erosion.

    Divider Colors: Internally-lit signs are constructed of plastic message panels, separated by narrow dividers. These dividers are required to be the same color as the panels to prevent disrupting the legend. For example, placing a black divider in the middle of a multi-panel yellow direction sign would break up the sign’s message and potentially confuse pilots.

    Light Failure: Unsurprisingly, hold short signs that are internally-lit must have their lights working to be considered in service. If a hold short sign becomes unlit or badly damaged, a Notice to Air Missions (NOTAM) should be issued for safety and the sign repaired as soon as feasible.


    FAA guidelines regarding the design, installation, and maintenance of airfield signs can be found by visiting www.faa.gov and searching for Advisory Circulars 150/5300-13B, 150/5340-18G, 150/5340-30J, 150/5345-44K, and 150/5340-26C.

    Adam Dillin, Airport Planner

    North Dakota Aeronautics Commission 

    701-328-9650 | adillin@nd.gov

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