By Reed Groth, Safety Officer, Sanford AirMed

School has started and signs of fall are here. Another great North Dakota summer is in the books. However, with the changing of seasons, winter weather will arrive and begin to play a major role in our daily lives. With that knowledge in mind, the air medical community is asking for your assistance. 

When thinking of air medical transport, most people picture helicopters landing on a road and taking the patient from a car accident straight to the hospital. Sanford AirMed is more than that.  With two fixed-wing King Air 200s stationed in Dickinson and Fargo, they are ready to go at a moment’s notice. Flying 24/7, 365-days-a-year, these fixed wing aircraft annually log more than 400,000 miles. Serving North Dakotans for more than four decades, over 70,000 patients have been safely transported to higher level of care facilities, providing them with necessary lifesaving interventions. 

Sanford AirMed, along with other air medical services, are calling on local airports across North Dakota for their support and assistance. Picture this: someone you know and love is having a heart attack. You are located in rural North Dakota, miles away from a hospital that has the critical interventions required to help. It is the middle of winter and a blizzard has gone through, leaving roads nearly impassable. The forecast is calling for icing, leaving the helicopter unable to respond. Your next point of care is a fixed wing transport. The good news is these weather conditions allow Sanford AirMed’s King Air 200 to accept the mission.  The only requirement is an accessible, clear, and uncontaminated hard surface. 

Flight conditions for the fixed wing aircraft look good. Sanford AirMed is cleared to fly and the crew is ready. Unfortunately, our pilots are unable to reach personnel at the destination airport to check runway conditions; therefore, we may need to land at an airport further away, thus delaying our team’s arrival to the patient. Every minute equals precious heart muscle lost. 

By Leisha Lunnie, Assistant Professor of Aviation, University of North Dakota

Fall in North Dakota is a beautiful time of year. The temperatures have dropped, the air is smooth, and it is wonderful weather for flying. Aside from what the dates on the calendar indicate, it sometimes feels like we only have a couple of weeks of these temperatures and beautiful colors associated with the season. Some would say that North Dakota only has two seasons and fall is not one of them. Regardless, fall in North Dakota can be compared to a toddler: precious and short. So, before the last of the leaves fall from our few trees and the frost covers our vehicles and airplanes in the morning, North Dakota aviators will try to log some time in that perfect flying weather where it’s not too hot and not too cold.

I use this time of year to reinforce the dangers of wildlife to my aviation students. Bird strikes are a serious threat. They like to congregate on the runway and do not seem to be in any hurry to get out of the way. A bird flying at an altitude higher than you will usually dive, if it feels threatened. It really makes one wonder at their intelligence. Of course, a bird strike can happen at any time of year, as proven by possibly the most famous bird strike in recent history: U.S. Airways Flight 1549, nicknamed ‘The Miracle on the Hudson’ and piloted by Captain Chesley Sullenberger and Jeffrey Skiles. In January 2009, the Airbus A320 struck a flock of Canadian geese not long after take-off from LaGuardia and lost power, forcing an emergency descent into the Hudson River. 

Whether it’s geese while flying an Airbus or a barn swallow while flying a Cessna 150, the potential risk for a bird strike is always present. Late summer and fall pose more of a threat, simply because of the number of migratory birds sharing our airspace. According to Federal Aviation Administration (FAA) reports, approximately 53 percent of bird strikes occur between July and October. This is when fall migration occurs, as well as young birds fledging from their nests. 

We have covered birds, but what about other wildlife pose a threat to pilots? Rabbits, squirrels, and deer do not compete with our airspace, but they may very likely be occupying space on our runways. Wait, deer? Yes, you read that correctly. While they are less common than seagulls on the runway or a jackrabbit, there’s nothing to stop a deer from venturing across a runway at the absolute worst time. 

This, as I can share from experience, was one of my least favorite adventures in my flight career. As a college sophomore, I often flew home in my Cessna 150 on weekends. When returning that Sunday, I had borrowed my dad’s Mooney M20C, as it was faster and more fun to fly than my little 150.  

It was about 10:30 pm, and it had been a beautifully uneventful flight, followed by a perfect touchdown. My landing rollout was suddenly horribly jarred by the impact of a large white tail deer hitting the right side of the aircraft. I didn’t immediately know what had happened, just that I needed to maintain control of the aircraft and get it stopped. It was a quiet night; the control tower had closed by this time, but the runway lights were still on from my approach and landing. The engine was already stopped due to the impact and it had already been at idle upon touchdown, so I stopped the plane right on the runway and got out to investigate. I’m sure I was shaking when I called the General Aviation terminal for assistance. It was worse when I had to call my dad. That is not a phone call I would ever want to repeat!

We towed the plane onto the ramp and the city took care of the deer carcass, which seemed to have a broken neck from the impact. It hit just in front of the wing, right at the firewall, then rolled under causing damage to the belly of the plane. There were only a few drops of blood, so while it did a healthy amount of damage, it could have been significantly worse. I am relieved it did not happen in December, as I have already heard all the jokes and they would just be worse if there was any chance I had killed one of Santa’s reindeer. 

This time of year, aviators need to be especially vigilant, particularly when flying at low levels over bodies of water. While I do not know of a foolproof plan to avoid wildlife, there are some things we can do to try to avoid wildlife strikes:

Always maintain control of the aircraft (aviate, navigate, communicate)

Have a plan for what you would do during each phase of flight in the event of a wildlife strike

Be prepared to abort a takeoff, if needed

Be prepared to go-around, if needed

Avoid low level flying over bodies of water

In cool weather, a warm windshield will have less likelihood of shattering upon impact 

Consider keeping shatterproof glasses or goggles, in the event your windshield is broken

Before takeoff, ask the airport manager to clear the runway of any congregating birds or animals

If you see birds or other wildlife making a nuisance on the airport, call the airport manager or airport authority board. It is their duty under FAR Part 139 to mitigate wildlife hazards. At a tower controlled airport, you can also report it to Air Traffic Control. They have a duty under FAA Order 7110.65 to inform other pilots of a hazard. If you do have the unfortunate experience of being involved in a bird or wildlife strike, you need to report it to the FAA once you are safely on the ground and out of harm’s way. The FAA Bird/Wildlife Strike Report can be found online at www.wildlife.faa.gov. You can also submit an Aviation Safety Report online to the Aviation Safety Reporting System (ASRS) at asrs.arc.nasa.gov The ASRS collects and analyzes this data and uses it to lessen the likelihood of aviation accidents. 

Wildlife are naturally camouflaged to blend into their surroundings. Some will bolt, others will freeze, especially with a landing light blinding them. Deer can run at speeds of 20 to 30 miles per hour and do not let runways alter their course. Fences will not keep wildlife out, and to them it’s just another field to cross, whether on the ground or airborne, leaving us with the responsibility to avoid them.

Sunrise over Mt. Rainer

By Mark Antonenko

When I started flying Beech 1900’s for Great Lakes Airlines back in 1998, I was filled with excitement as I embarked on what has been an amazing journey. After flying for Great Lakes, I was hired by Air Wisconsin, where I flew DO-328 turboprops and the CRJ-200, performing check airman duties on both. In 2005, I realized my dream of flying for a major carrier when UPS called. I worked as a flight engineer on the now retired DC-8, and then moved on to the Boeing 757/767 a year later. I have been flying internationally on the Boeing 767 ever since, circumnavigating the globe for close to 15 years now. Two years ago, I upgraded to Captain on this beautiful aircraft. 

Flying internationally is a pilot’s dream. At UPS, we operate into the busiest airports in the world. Airports such as Paris, Shanghai, Singapore, Narita, and Hong Kong, not to mention the very busy U.S. major hubs. We fly mostly during the night, but also during the busy day times, sharing the busiest times with our passenger carrying colleagues. Being a major carrier, UPS puts us up in beautiful hotels around the world, normally in downtown areas where we are free to explore local restaurants and sights during our layovers. I have had the privilege of seeing many sights around the world, including the 16 hectare Narita-san Temple in Japan, watching the Hanshin Tigers play baseball in Osaka, Japan, the Night Safari in Singapore. I’ve played golf in Penang, Malaysia, shopped in various markets in Qingdao, Shanghai, and Shenzhen, China. I’ve seen incredibly beautiful churches in numerous European cities, as well as museums such as El De Haus, the SS Headquarters in WWII, in Cologne, Germany, and the Duxford Imperial War Museum just outside of Stansted, England. Once, due to a lightning strike on our aircraft, we were “stuck” in Venice, Italy for a weekend, while the aircraft was repaired. The whole time, my Captain and I were wishing our wives were with us!

While the layovers have been cool, it is not always vacation time. The demands of international freight flying does have its challenges. As we normally fly at times opposite to our passenger flying colleagues, rest can be challenging. UPS and the Independent Pilots Association, our pilot union, have worked hard to help minimize hotel disruptions that prevent us from getting adequate rest. Efforts have also been made in the construction of schedules to allow for rested crews. Continuing qualification training includes quarterly home studies and annual simulator training events. Internationally, we face the challenges of busy Atlantic and Pacific crossings. Atlantic crossings are more challenging, as we normally fly random routes, as opposed to flying organized tracks that you may ride on with carriers like Delta or United. Weather can be a challenge too, such as Midwest thunderstorms, typhoons in the Pacific, fog, and high winds. Flying some of the best equipment in the skies makes meeting these challenges very manageable. 

As the COVID-19 pandemic hit the world, the aviation industry was turned on its head. The changes to our profession due to the pandemic has been a sequence of challenges unprecedented in our industry. Around the world, traffic congestion at the major airports ground to a halt. My last trip with inter-Asia flying was amazing. Airports normally busy and bustling with airplanes and passengers became boneyards. In Asia, Singapore, Incheon, and Narita had billions of dollars of equipment in storage: A-380’s, A-350’s, Boeing 747’s, 787’s, 767’s, and more. Taxiways and ramps were filled to capacity. Here in the U.S. the Atlanta, Dallas-Fort Worth, and Chicago-O’Hare airports became boneyards for Delta, American, and United. 

As the passenger demand waned or was taken away by government mandates, normally busy Air Traffic Control sectors became eerily quiet. Complicated Standard Terminal Arrival Routes (STAR), despite being planned for, ended up with controllers clearing us direct to Initial Approach Fixes (IAF) for approaches. Cargo went from being a vibrant but smaller part of most areas to being the only game in town. In the North Atlantic, we usually see five or six organized tracks to manage the numerous flights crossing from North America to Europe and back again. Through the end of the summer, that number was down to one track!

For myself and other UPS pilots, the biggest challenges have been the changes to rules and regulations for entry into different countries, and even different states here at home. In addition to entry rules, there are new restrictions to  what we can do on layovers. Something as simple as grabbing dinner has become a huge challenge. For example, on a recent layover in Anchorage, AK, many downtown restaurants were either closed or only open for take out. Room service in the hotels is usually a reliable option. However, being on a night freight sleeping schedule, those options are often limited and exorbitantly priced. Local governments, especially China and Hong Kong, are mandating COVID-19 testing either prior to or upon arrival and, regardless of the test being negative, now mandate that we remain within our rooms for the duration of our layovers. Considering some of our layovers last several days, cabin fever is a real concern. Regulatory rule changes now require UPS to publish updates to our airport briefing guides daily, causing enormous workloads for our flight control folks as well as crews. Fortunately, we use electronic flight kits so info is easily transmitted, versus the days of old when paper revisions were the only option. Even with the diligence of our flight department, there have been instances of rule changes happening literally during flights. The companies only become aware of these changes after one of their crews experiences them upon arrival. As a result, we are asked to update our electronic flight kits daily, during our flights. 

While the pandemic has had an incredible impact on the airline industry, those of us flying the empty skies still enjoy what we do, despite the ever-changing environment in which we are working. I consider myself blessed to be flying for UPS, as we and our friends at FedEx and other cargo companies have plenty of flying to do and continue to grow. My thoughts are definitely with my passenger flying colleagues, however, who are looking at massive layoffs once federal aid dries up. My hope for them is a speedy recovery and minimal furloughs as we emerge from these challenging times! As for us, we will continue to navigate these crazy headwinds and do our part to aid in the recovery from the pandemic. 

Captain Antonenko in front of his Boeing 767 aircraft

Mark Antonenko is a Boeing 757/767 Captain with UPS Airlines. He is based in Louisville, KY, but lives in Grand Forks, ND.

In a year filled with unforeseen impacts on every industry, it comes as no surprise that the air cargo industry has also seen significant changes. In some cases, packages are even being buckled into the seats passengers usually occupy. This is happening internationally, but the U.S. has stronger restrictions. Some foreign carriers are even removing passenger seats to make way for more cargo, especially because of the decrease in passenger travel. In the U.S., more shipments are traveling in the cargo bins of passenger aircraft rather than luggage. In some cases, the Federal Aviation Administration (FAA) has allowed shipments to be stored under seats, in overhead bins, or even stowage closets. In those cases, the weight of cargo cannot exceed the approved weights for each area.

Typically, air cargo goods are any combination of low in weight, low in volume, of high dollar value, or time sensitive items such as an organ transplant. In addition to the usual cargo, other items are being shipped via air in mass quantities such as personal protective equipment (PPE), masks, ventilators, and goods purchased online. These items would not necessarily have been shipped on air cargo prior to COVID-19.

Fewer planes are traveling these days, but a larger percent of them are cargo planes compared to pre-COVID times. With fewer planes, shipping costs have gone up. In April, it cost $1.65 to ship a pound of cargo, up 65 percent from March because of fewer planes in the air. This is not due to a demand shortage, rather, a decrease in the supply chain.

From July 2019 to July 2020, cargo carried by U.S. air carriers rose nearly 13 percent by weight, according to the Bureau of Transportation Statistics preliminary data. In July 2019, the 12.8 percent system-wide gain, both domestic and international, was the largest year-to-year gain since June 2010. Most of this gain was the 16 percent increase in domestic cargo, which had the largest year-to-year gain since May 2009. It was also the eighth consecutive month that U.S. carriers carried more domestic cargo than the same month of the previous year. 

These same carriers showed an increase of 4.5 percent in international cargo. The gain in international cargo was the first year-to-year gain since March 2019 and the largest annual gain since October 2018. Domestic cargo has seen an increase of 6.3 percent year-to-date, while international cargo has seen a decrease of 7.2 percent. Much of this is caused by restrictions in travel and the economy, due to the COVID-19 pandemic. The table below shows the domestic and international system-wide change in U.S. airlines cargo by weight from the same month of the previous year.

In North Dakota, we have seen a great demand for air cargo in recent years. While 2020 data was not available at the time of this article, we can hope for another increase in air cargo in our state. We may not see the impressive increase that we saw from 2018 to 2019, but we will soon see the effect of the current demand for medical supplies and e-commerce. The graph below shows North Dakota compared to the U.S. as a percent changed in weight of cargo landed year-to-year since 2010. North Dakota was higher in every year except one. Let’s hope for continued positive trends in air cargo in North Dakota!

Source: ND Airports, FAA All-Cargo Reporting with Form 5100-108

Nels Lund, Airport Planner

North Dakota Aeronautics Commission 

701-328-9650  |  nlund@nd.gov

By The Staiger Consulting Group

I certainly did not go to school to be a teacher. However, due to COVID-19, I have become one! Although my second grader may disagree with me, I think I am doing a pretty good job. These times have forced me, and likely many of you, to pause and reevaluate how and where we spend our time and energy, as well as our place and footprint in the world. Maybe we are stretching our skills as a teacher, searching for grant funds to keep programs running, or exploring new ways of delivering business or education in a “Zoom” world.  Some of these situations have come out of necessity and others have presented themselves as an opportunity to grow, expand, and give. 

Even in the challenging and uncertain times we are navigating, I feel a great sense of hope and excitement for what a post-COVID world will look like. I am excited for the future, especially the future of aviation. There is an excitement in the eyes of these curious and resilient students. They are flexible and hopeful. They are willing and courageous. They are figuring out how to learn and attend school in unprecedented circumstances. I am especially hopeful for students exploring a career in aviation. 

For students eager to explore their options, the North Dakota Aviation Association (NDAA) is proud to host the first ever FLY-ND Career Expo (originally planned for this October, it has been postponed until 2021). The NDAA is thrilled to be the launching point for students taking a step in this direction.

This free event is the first of its kind in North Dakota, with a mission to introduce and inspire high school and college age students to the many careers available throughout the aviation industry. The event will be filled with numerous opportunities for students to engage and learn, from aircraft static displays and numerous aviation exhibitors to our keynote speakers Gil Rud, a former Commander of the U.S. Navy Blue Angels, and Karen Ruth, a Delta Airlines Boeing 777 captain. There are opportunities for companies to exhibit and showcase their organizations and provide students with information and resources to help them look beyond the horizon and develop a vision for their future.

One of the highlights of this event is scholarships. We have partnered with the North Dakota Community Foundation to establish scholarship funds for students. If you are interested in donating, there are options for both endowed and non-endowed scholarships. Please visit our website to learn more: www.fly-nd.com. If you choose to make a contribution, you personally make a difference in the lives of aviation students. The endowed scholarship is an opportunity to leave your footprint on the industry in perpetuity. Whether it is a financial contribution or the generous contribution of your time and efforts, I thank you. 

I have hope for students, as well as forward progress of the aviation community. The future is theirs, led by a guiding hand from us. Whether it is programs like the Career Expo or the Chromebooks and notebooks scattered on my kitchen table, the future remains strong and I’m excited for what is to come. 

By Joshua Simmers

Photo credits Ashley Sabin

I would have never thought my wife and I could be surprised. And yet, before we decided whether or not we wanted a third child, our youngest (I repeat, youngest) was on her way. Those of you who are not pilots are missing the point: what am I going to do for a fifth seatbelt?

In Need of a Solution

Before we were married, I was a kayaker and she a hiker: we both packed light. We both loved – no, more than loved – were addicted to traveling: we’re compatible. Both of our dads and grandpas, as well as my grandmother, were pilots: we’re an aviation family. As we grew our way from the Cessna 150 to the 172 and then out of the 182RG, our young family needed an option. With daycare bills, I initially made do with an Aeronca Champion (Champ), but I was raised with aviation being a family activity and wanted that for my children. So, I used the Champ occasionally as my “motorcycle in the sky” while I searched for an option until five-point car seats quit debilitating our style. 

We live in western North Dakota, so we had specific criteria for our next plane. It had to be good for unimproved strips, and it better have enough power for short strips. It needed to have a useful load: we are both shy of 6 feet tall and our children are high on the growth charts. Occasionally getting to the city is a must, but more often short, fun destinations and camping trips were the goal. 

About the time we realized my wife was carrying the completion of our family of three, my dad fulfilled his dream of buying a Cessna 195. That radial engine on that long body is hardly fit for minors to look at, and it flies as cool as it looks. Naturally, we found ourselves at EAA AirVenture, as you are never too old to let your dad buy gas, and camped in the middle of dozens of Cessna 195 “Business Liners.” They had radial engines of every color, including chrome, lined up row after gleaming row. 

A short distance away, I stole a forbidden glance at a North American Navion, pronounced “navy-on” and often written NAvion, and the dilemma began. 

Now, you may be wondering why I did not consider six seaters. To bend the assumptions, the Cessna 180 has that little third seat bench you can put in the baggage area, but that’s a short term solution. Every other option that has a longer fuselage for a third row demands a larger powerplant or significantly sacrifices performance. In addition to looking utilitarian (i.e., just not as cool), any six seater with the performance I wanted was out of my price range and anything in my price range didn’t offer the performance I wanted. Is this not the quintessential dilemma in aviation? Some readers will wonder why I didn’t consider the Rangemaster, a descendent of the Navion. The Rangemaster simply doesn’t look as cool once the Navion has taken your fancy. 

Ford vs Ferrari...

Watching the Cessna 195 keep my dad on his toes was a little intimidating to me. While I had some dual time in a Piper J3, Aeronca Champ, Cessna 180, Aviat Husky, Cessna 195, and oodles of tailwheel time in a UH-60 Blackhawk, I was lacking the confidence and familiarity to fairly consider the 195 at the time. As other writers have noted: either the Navion catches your eye or it simply doesn’t. My father is apathetic, at best, toward the Navion, but its high body and unique curved rolling canopy captured my attention. In many matters, I prefer form over function and was certainly planning on function over form for any five seater. But apparently I can have both, even if the Navion’s body may not personally attract you. See chart for a side by side comparison.

A couple of notes: compared to the 195 or most other aircraft, the Navion has a ton of modifications and engine options. Hence, the varied usable loads and airspeeds. Also, not all Navions are certified for five seats. 

The 195 is a visual representation of an aviation era; that radial engine is unmistakable, the windows and long body are from another time. I think it’s the most photogenic plane outside of the war bird community. The Navion, on the other hand, is more subtle in its representation. Its round and over-sized design also reflect the car designs of the time. It gives a strong nod to the WWII aircraft, as it is designed by the same engineers who made the P-51 Mustang. Much of production went to the U.S. Armed Services for training. When airborne, a Navion looks like a war bird. While a few of the 195’s were also used by the military, it’s only an anecdote to their story.

Some folks, my wife among them, have questioned whether or not my kids will get too squished in a Navion, which surfaces early memories of sleeping buckled in with my brother in the back of a Champ. They’re kids: squish ‘em for a few short years before the first leaves the nest. Honestly, both the 195 and the Navion offer a roomy bench seat in back.

Flying a Solution

The 195 comes to life and demands full attention to taxi, after which it seems to rumble into the sky with neither effort nor aggression. It’s a comfortable dream to fly, trims up nicely, and if it were not so exciting to sit in that iconic treasure, the rumbling of the radial engine would lull you to sleep. 

The Navion is rarin’ to go and get off the ground as soon as you push the throttle. As one passenger of mine exclaimed, “it’s like an elevator!” Originally manufactured with an adequate Continental O-470, the most popular engine now seems to be the IO-520 with 285 horsepower. This is what mine has, and if I am already climbing at 1200 feet per minute without effort, I can’t imagine what the IO-550 upgrade would feel like! In all my orientation on 90 degree Fahrenheit days, I never once used 600 feet of runway. 

Known as a stable platform, even in turbulence, a Navion feels smooth and quiet. It has a spring coupled system assisting coordinated turns, either making me better or lazier. For Cessna flyers, a power failure is almost a non-issue, as long as you have a place to land and can tune out your racing heartbeat. Without power, the Navion is a heavy object falling without much sense of any lift at all. Approach this emergency more like a helicopter: pitch for the earth to trade off excessive airspeed for essential lift to soften your landing. 

The biggest challenge in a Navion is slowing to 100 mph to extend gears and flaps and then descend slowly to the runway. On final, full flaps are like a full-brake and pitches every occupant forward to suddenly look at the intended point of landing, reminiscent of a carnival ride. I spend a lot of time flying low-wing aircraft, so I find Navion landings familiar. Because of the way they sink, one needs to keep adequate power ‘til roll out and remember the height of the fuselage. With landing gear engineered for unimproved strips, it makes every landing feel unfairly smooth. Sure, that gear is robust, but let’s not make it work any harder than it has to.

Flying the 195 is as familiar as any other Cessna, until landing. Every successful landing is a sheer joy and sense of accomplishment! Regular tail wheel flyers may find it less exciting. For non-tailwheel readers, I’ll just state the basic principle that one doesn’t land a tailwheel like you’re accustomed to, as it’s more like “flying” it gracefully onto the surface with perfect flying pitch and managed power. The 195 complicates this a tad with such a long tail and the pilot seated just at the center point to hardly notice pivoting. You are never done until you have come to a complete stop and this will, or should, keep every pilot not just attentive but on their toes until stopped. While the 195 has me determined not to have my tail in front of me, Navion’s were not designed with toe-brakes so you need a handbrake to do your job. That’s okay, we should all use our pedals and power smartly and not lazily rely on toe brakes. Using the handbrake requires very little transition, you’ll find it as soon as you look for it!

So, to make my short-story long, I work for a Fixed Base Operator (FBO) where I noticed a Navion in for annual maintenance. It looked cool and had three seatbelts in the back row. I tracked down the owner and asked if my wife and I could simply sit in it, so I could show her what we were considering. He was excited to talk about his Navion and noted he hadn’t been flying it. After I noticed a different Navion fitting our criteria fly off the market quicker than it came on, I decided to ask this local owner if he would consider selling. Shortly, terms were met. 

The biggest regret I have is that I had to make a choice. At the end of the day, I wanted to try the Navion; it meets 100 percent of my criteria and is within my price range. All of my interactions with Navion owners have been helpful and often jovial. They are a loyal bunch but I’ve not yet had the opportunity to meet many in person. Since we came to terms, I have been fixated on backcountry strips and even my kids are accustomed to watching Navion videos in lieu of bedtime stories. The “195ers,” as they call themselves, are a blast. They are a work-hard/play-hard group, also in love with their inanimate possession. Well, okay, it’s not fair to call an airplane inanimate. We all know planes move and many of us know their respective plane has a soul. Now I understand how people end up with more planes than they can fly. 

As you can tell, I waited to publish this article until after my purchase was complete; I’d have hated for you to get to my Navion before I did!

The ND Aviation Association needs your help. We are looking for volunteers to help with the inaugural Fly-ND Career Expo, held at the Fargo Air Museum. Originally planned for this October, it has been postponed until 2021. The event is the first of its kind in North Dakota with a mission to introduce and inspire high school senior high and college age students to the many careers available throughout the aviation industry. To learn more about the event please visit: www.fly-nd.com/Career-Expo.

We have separated the volunteer responsibilities into groups to make the most of your volunteer time. You can participate in as many as you’d like! Here are ways you can help…

Outreach and Exhibitor Committee: This committee will be responsible for reaching out to potential exhibitors. We have a great list developed of people who may want to attend however, we need help in reaching out to these people to encourage them to participate. Remember, there is no fee to have a booth, so it’s not hard sales! Most of this committee’s work will be done in the planning part of this event.

Onsite Logistics Committee: This committee will be responsible for helping coordinate onsite logistics at the event. Including, but not limited to, exhibitor set up, student attendees, and overall event setup. Most of this committee’s work will be done onsite at the event.

Scholarship Committee: This committee will be responsible for soliciting sponsorship dollars from potential donors. In addition, this committee will review scholarship applicants and select scholarship winners.

Finally, if you can’t help but would like to donate to the scholarship fund, please visit: www.fly-nd.com/Donate.

The North Dakota Aviation Association (NDAA) has several opportunities for involvement. Volunteers are needed to support the 

annual Fly-ND Conference (formerly the Upper Midwest Aviation Symposium), the Career Expo, or any of our active committees. 

In addition, if anyone is interested in serving on the NDAA Board of Directors, 

please reach out to Mike or Stacy in the NDAA Central Office at admin@fly-nd.com or call 701.223.3184 to learn more.

This year has been full of challenges in our private lives, professional lives, and in getting out to the airport. For many of us, flying is something we fell in love with at an early age. Then maybe we got married, raised a family, built our professional lives and it hit us- I haven’t flown since I was 19 years old. Maybe it’s time I start flying again! You went out to the airport and with some effort, you and your flight instructor got you and your skills back to a safe level which allowed you to enjoy flying once again.

If you remember, it took time to get you back up to speed. This included 8-10 hours of ground school and self study along with three or four hours of flight training. And if you were giving it all, you took to the skies once again at the Private Pilot level, building that confidence back with every flight. 

Unlike the 20 year break from long ago, this past year has grounded many of us for reasons I need not explain. 

I have been working with our colleagues at NASA and the Aviation Safety Reporting System (ASRS) program, reviewing reported flight proficiency issues. What we discovered should be of concern to all pilots. As you know, the NASA reporting system, or ASRS as it is now called, was designed to allow airmen to report non-regulatory events while operating in the National Airspace System. Report after report from professional and General Aviation pilots alike have been stating proficiency was a contributing factor for their report, reflecting a myriad of challenges found in the cockpit due to the COVID-19 shut down. 

So, if the professional pilots in the system who are active in a training program are reporting proficiency or skill issues, how has this shutdown been affecting the pilots who do not usually train in our system? Concerns have surfaced nationally, pointing towards a lack of proficient and sometimes borderline competent pilots. 

How do we fix this? During these times of lapse in maintaining our aviator skills, the importance of sitting down, refreshing our knowledge, and flight training to brush the dust off those skills should be our path to remaining safe in an aircraft. 

Nowadays, all we hear about is getting the face mask on and disinfecting wherever and whenever possible. Keeping your aircraft or rental aircraft disinfected can mean introducing chemicals to the aircraft interior that may be doing more bad than good. I recommend David Tulis’ recent article for AOPA regarding damage by disinfectant. 

Placard integrity is generally subject to exposure to sunlight, can become fragile due to age, and may be destroyed by the lightest touch, let alone being cleaned with disinfectant chemicals. Use care when disinfecting your aircraft with alcohol or similar based cleaning products. Be advised that any loss of placard data, no matter how small, may require the attention of an authorized mechanic to correct. Take a moment to review 14 CFR Part 91.9, regarding marking and placarding. 

As for you and your passengers, the U.S. Food and Drug Administration (FDA) has published a “Do Not Use List” that includes certain  hand sanitizers which have been determined unsafe for use. The FDA has determined that some hand sanitizers on the market contain methanol (also known as methyl alcohol) and other ingredients, which may be toxic when absorbed through the skin. They can cause symptoms such as nausea, vomiting, headaches, blurred vision, seizure, and even death. These products might be labeled as containing ethyl alcohol, but testing by the FDA has determined that they are contaminated with methanol. Methanol and many methanol–containing products are considered hazardous materials for transport purposes and are regulated for transport by aircraft. Under U.S. global Dangerous Goods Regulations, no one may offer, accept, or transport hazardous material not in accordance with applicable requirements. For your protection and the protection of those on your aircraft please take a moment to ask one very important question:

“Are you or your passengers carrying any form of liquid sanitizers in the aircraft?”

Keep in mind that some alcohol based hand sanitizers are very flammable, with flash points in the 70-plus degrees Fairenheit range, which is well below body temperature. This has resulted in occasions of a spark from a cigarette or even static electricity igniting the sanitizer while in use.

So brush up! Consider what you will need to attain proficiency and what you will need to be safe and clean in your aircraft. 

WINGS Proficiency Program is a great place to start! Join us today: www.faasafety.gov

Safety is a motivated action which requires attention, skill, and refreshment throughout time.

Fly Safe!

Jay M. Flowers, 

Aviation Safety, National FAASTeam ASI, Operations  |  (701) 226-6283  |  jay.m.flowers@faa.gov

By Matthew Remynse, A.A.E., President, Airport Association of North Dakota 

Earlier this year at the Upper Midwest Aviation Symposium (recently renamed the FLY-ND Conference) the Airport Association of North Dakota’s (AAND) members and officers discussed and set forth the 2021 legislative agenda. Additionally, the members authorized the AAND board to negotiate and enter into an agreement with Odney Inc. to assist the AAND with its legislative efforts.

The 2021 AAND legislative agenda includes the following:

Supporting the North Dakota Aeronautics Commission (NDAC) and their funding request

Introducing legislation that would allow commercial service airports to enter into contracts with Transportation Network Companies (TNC), such as Uber and Lyft

Supporting legislation that causes airport authorities to be eligible for infrastructure loan programs 

Monitoring any new legislation related to Operation Prairie Dog, which was approved in the 2019 Session

As with past sessions, supporting the NDAC will be a top priority for AAND. During the 2021 session, we’ll be backing the NDAC’s budget request and their appeal to receive carry-over spending authority for funds that were received during the 2019 session, but will not be granted until after July 2021. 

Another focus will be introducing legislation to allow commercial service airports the ability to enter into contracts with TNC. In the 2019 session, the AAND was unsuccessful in moving this bill forward, which is not surprising as it normally takes two or more sessions to get a bill through. With lessons learned, the AAND is going to try again in the 2021 session. The importance of this bill is that as TNC operations continue to grow in the state, our airports will start seeing less use of the paid parking lots, taxi services, and rental cars, which ultimately leads to less revenue for airports. As a way to re-collect some of the revenue and meet federal grant assurances, the AAND will introduce legislation to change North Dakota Century Code so commercial airports are able to enter into contracts with the TNC. 

Another focus will be supporting legislation that will allow airports to be eligible for a state operated infrastructure loan program. In the 2015 and 2017 sessions, the AAND provided testimony on legislation that would have allowed airports to be eligible to request low-interest loans through the Bank of North Dakota. However, the bill was modified to remove airports, as the focus at the time was on other types of infrastructure. During the 2019 session, the AAND did not pursue any loan program legislation as Operation Prairie Dog provided a lot of promise. Even with the potential funds provided by Operation Prairie Dog, the AAND feels there is a need to ensure airports are eligible for a loan program. At this time, there are several ideas for a loan program legislators are discussing. Once a direction is known, the AAND and Odney will work to assure airports are deemed eligible to participate in the program. 

A top focus for the AAND will be monitoring any potential changes to Operation Prairie Dog legislation. In the 2019 session, Operation Prairie Dog approved $20 million for airport infrastructure grants that were to be distributed through the NDAC’s grant program. The $20 million came from the oil and gas extraction tax formula that filled a set of funds or buckets. Unfortunately, the economic downturn has not allowed the buckets to fill as fast as hoped and the airport bucket has yet to start filling. Our vision is to not see any modifications to the formula and allow it to work before making any modifications in future sessions. 

To continue our efforts to interact with legislators, the AAND plans to host a legislative social and hopes to assist with the development of Aviation Day at the Capital. These are two great events that provide AAND members and the aviation community the ability to interact and promote our industry with legislators and executive branch members. However, with COVID-19 precautions in place, we are not quite sure how the logistics will play out for hosting these events. Just as in past years, the AAND expects that one or two bills affecting airports or aviation will require our testimony.

Through the hard of work of many, the AAND has been very successful in past sessions. This session should be no different, as the organization is well set up with seasoned lobbyists from Odney by our side and an established rapport with legislators. Most importantly, we have members that are ready and willing to participate if called upon. By this I mean, contacting legislators or testifying if possible. When we unify, our voice is stronger!

The AAND is looking toward another busy and successful legislative session. As we near the beginning of the session, there will be updates coming from the AAND board via email, as well as conference calls once the session begins. So, be on the lookout for those invites and communications. Lastly, the AAND would like to extend a thank you to all those that have reached out to their legislators or have given time to come to Bismarck to testify in the past. Without these efforts, we would not be as successful. So, let’s look forward to a new year and as always, remember to check the NOTAMs!     

Former NASA Astronaut, James Buchli, frequently returns as a speaker for University of North Dakota space studies students and faculty. (NASA archival photograph) 

By Penny Rafferty Hamilton, Ph.D. 

North Dakota has always propelled sky and space “stars” to stellar careers. Born in New Rockford, ND, James F. Buchli is an excellent example of accomplishments in aviation and aerospace. In 1963, as Buchli graduated from Fargo Central High School, KVLY broadcast the international news of Soviet Cosmonaut, Valentina Tereshkova, becoming the world’s first women in space. KQWB radio blasted out the Beach Boys, “Surfin’ U.S.A.” and The Cascades singing “Rhythm of the Rain.” 

That summer, Buchli left his beloved North Dakota for the U.S. Naval Academy. By 1967, he earned his Aeronautical Engineering degree and was commissioned as an officer in the United States Marine Corps. After some additional training, the Republic of Vietnam was his duty for a year as a Platoon Commander, then Executive Officer, and later Company Commander. Buchli is proof that North Dakota creates natural leaders. 

By 1969, he landed for Naval Flight Officer training, earning his gold wings. Following that, he was stationed at Marine Corps Air Stations and missions in support of Vietnam War operations. In 1977, the U.S. Naval Test Pilot School became his new duty assignment. Over the years, Buchli logged over 4,200 hours of flight time: 4,000 in jet aircraft, including combat in the F-4 Phantom II. Along the way, he earned significant military awards and a Master of Science in Aeronautical Engineering Systems. 

In 1979, Buchli was selected to become a NASA astronaut, becoming North Dakota’s first native-born astronaut. Now a full-fledged American “Space Star”, he is a veteran of four space flights and has orbited the earth 319 times, traveling 7.74 million miles in 20 days, ten hours, 25 minutes and 32 seconds. His space missions included STS-51-C flying on the Space Shuttle Discovery. In 1985, he launched on STS-61-A with the Space Shuttle Challenger. In 1989, STS-29, he flew on Discovery. In 1991, he was again on the Discovery mission STS-48, which provided critical data for future NASA missions. He served in the NASA Astronaut Office as Manager of Space Station Systems Operations and later was promoted to Deputy Chief. 

In 1992, Colonel Buchli retired from the Marine Corps and NASA, but continued his contributions to our space efforts with several leadership positions at Boeing Defense and Space Group. In 2019, North Dakota’s James Buchli was inducted into the United States Astronaut Hall of Fame. 

Quoted in a February 3, 2019, Valley News Live story about this most recent honor, Colonel Buchli said, “Being from North Dakota, that’s a hard one. You kind of go, ‘aw shucks’ and look at your feet. Being part of that group in my mind is humbling and very special. Whether or not I’ve done as much as others or could have done more, it doesn’t matter at this point...

“...What matters is along the way I’ve done my best to contribute to our space effort.”

Isn’t that just like someone from the great state of North Dakota? 

Author Note: Dr. Hamilton’s latest print and eBook, Inspiring Words For Sky and Space Women, is scheduled for November publication. Learn more at 

www.PennyHamilton.com