By Ron Lundquist 

There’s an old saying that goes something like this, “Learn from the mistakes of others; you won’t live long enough to make them all yourself.”

I’m not quite sure who said this first. Some say it was Oliver Wendell Holmes, others attribute it to First Lady Eleanor Roosevelt. I’ve even heard that the late great Bob Hoover used the phrase to remind us to learn from those who have had incidents or accidents, so we don’t repeat them. I think it’s solid advice. Aircraft accidents have been around since the Wright brothers, as they are an unfortunate consequence of aviation. It’s both what we learn from them and how we improve that makes these accidents not in vain. 

I’d like to highlight several accidents (most in the airline world) that helped in part change the way we do things, or have in some part dictated the equipment we are now used to. My goal is to bring awareness to the crash itself and how it helped change aviation. It may not have been the sole reason things changed, but they certainly helped. My intent is not to trivialize anyone’s misfortune. These all happened, were horrible, and people died. They did, however, help prevent future disasters by what we learned from human behavior and helped develop technology, which did the same. That being said, just because an accident happens and we require a change of some sort, there’s nothing that says the same exact event can’t happen again. 

So, let’s get started. On July 19, 1989, United Flight 232 had an uncontained failure of the #2 (tail) engine, which severed the lines of all three hydraulic systems, rendering the flight controls unresponsive. Controlling it with thrust from the #1 and #3 engines, the crippled aircraft made its way to Sioux City, IA, and crashed landed on closed runway 22. A few of the ways this accident contributed to aviation safety:

• It was a fine example of Crew Resource Management (CRM) and illustrates the need for crews to train for it. It’s still used today as a case study in CRM.
  
• It reinforced the need for emergency response plans. Sioux City Airport had been perfecting theirs for several years before the event, but it really pushed other airports to rewrite their own.
  
• Mechanically, it forced McDonald Douglas to rework the hydraulic systems in the DC-10 (and the MD-11.) Fuses were installed, to isolate sections of the hydraulic system if they were punctured, to prevent a total loss of fluid.
  
• A crack in the fan blades on the #2 engine was initially the culprit for the engine coming apart. After the crash, General Electric developed new inspection processes for these fan blades. They also started to use a higher temp and vacuum process for the titanium from which the blades were made.
  

For the next one, we go back to December 29, 1972, when Eastern Airlines Flight 401 crashed in the Florida everglades, while on approach to Miami, FL. The Lockheed 1011 had a burned-out light for one of the landing gear. While circling west of the airport, the autopilot became disengaged and the aircraft entered a slow descent. While all three crew members were focused on the light, no one was watching the airplane, which subsequently crashed. It helped coin the term Controlled Flight Into Terrain (CFIT). 

• This accident continues to send the message that someone has to fly the airplane at all times. This is a major component of CRM and continues to be highlighted in CRM training.
  
• Not in 1972 but today, Part 121 aircraft have Ground Proximity Warning Systems (GPWS). If the L-1011 would’ve been equipped with this, it’s quite possible the crew would’ve been alerted to the impending impact with the terrain and could have arrested the descent.
  
• The approach controller at Miami did see the L-1011 deviating from its altitude, but the type of radar he was using was ancient by today’s standards. The controller testified that his radar would indicate incorrect information for up to three sweeps, but instead of directly asking them about their altitude, he asked them, “How are things coming along?” After this, air traffic procedures were developed to aid flight crews, when marked deviations in altitude are noticed by the controller. It also kept the push going for development of more accurate and timely radar.
  
• While waiting for rescue after the crash, many of the flight attendants were trying to help passengers evacuate the aircraft but couldn’t see, as it was night and they did not have flashlights. A recommendation from the National Transportation Safety Board (NTSB) was to have flashlights at all flight attendant stations. Also, the shoulder harnesses from the rear facing flight attendant seats had been removed, as it wasn’t a requirement at that point. It is now.
  

September 25, 1978, a Boeing 727 operating as Pacific Southwest Airlines (PSA) Flight 182 crashed northeast of San Diego’s Lindbergh Field while on approach to runway 27, after colliding with a Cessna 172. There are many facets to this crash, but essentially the PSA jet was talking to San Diego tower and the 172 was talking to nearby Miramar approach control. Both aircraft were on roughly the same heading, with the 172 climbing and the 727 descending for landing. The PSA crew thought they had spotted the Cessna but then either lost it or had mistaken another airplane for the Cessna. Blame for the accident is still being argued, but it did yield some high profile recommendation from the NTSB,

• Air traffic procedures were extensively overhauled at San Diego and a terminal radar service area (TRSA) was installed at Lindbergh Field.
  
• Traffic Collision Avoidance System (TCAS) was recommended to be installed in all Part 121 aircraft. Had the 727 been TCAS equipped, it certainly could have alerted the crew to the Cessnas altitude and track.
  
• Sterile Cockpit: a requirement for pilots to refrain from any nonessential activities during critical phases of flight. This includes taxi, takeoff, landing, and while in flight below 10,000 feet. An off-duty PSA pilot was catching a ride to San Diego on the accident flight and was in casual conversation with the flight’s crew for much of the approach into San Diego. While this may not have been a cause, it certainly took the crew’s attention away from effectively scanning for the Cessna. This was yet another accident that would show the need for sterile cockpit procedures.
  

Korean Air Lines Flight 007 was shot down when it strayed into Russian airspace on September 1, 1983. The 747 was enroute from Anchorage, AK, to Seoul, Korea. It is believed that the aircraft’s autopilot was operating in ‘Heading’ mode versus ‘INS’ or Inertial Navigation System mode, which sent it on a slow diverging path that would cross over the Russian Kamchatka Peninsula. 

Until this time, the Global Positioning System (GPS) was controlled by the military. Long-range navigation in the civilian world was done with an INS, which is a device that uses accelerometers, gyroscopes and a computer to continuously calculate the position, orientation, and velocity of an object. It’s fairly accurate but does have limitations and doesn’t compare to GPS. 

• The Flight 007 event changed long range navigation in several ways. It forced a protocol that required long-range military radars to assist in managing civilian air traffic. Three years after the shootdown, the United States and Russia established a joint air traffic system that would aid in preventing future tragedies. 
  
• Two weeks after the tragedy, President Ronald Reagan announced the release of GPS technology to use in the civilian world. This fundamentally changed not only aviation but nearly every person’s life on the planet.
  

Pilots that have learned to fly in the last 30 years are no doubt very familiar with the term “microburst.” Before that, it was probably referred to as a downdraft, but the seriousness of them were really brought to light after Delta Airlines Flight 191, which crashed short of the runway at Dallas/Fort Worth International Airport (DFW) on August 2, 1985. The L-1011 had been skirting thunderstorms on their approach to the airport and were configured for landing, when they encountered a microburst they couldn’t out fly. 

• After the investigation, the NTSB recommended that onboard windshear detection equipment become required on all airliners and were by the mid 1990’s.
  
• Low Level Windshear Alert Systems (LLWAS), a series of censors stationed around the airport to detect wind direction and velocity, were installed at DFW but were very basic in their ability. They could only detect changes close to the ground, not up in the air 1000 feet, where Delta Flight 191 was. After the crash, updated versions of LLWAS were developed and continue to be improved today.
  
• Terminal Doppler Weather Radar (TDWR): TDWR has the ability to “see” turbulence, cloud rotation, etc. Almost every weatherman on television today has access to TDWR. The technology was in its infancy in 1985, but by 1994 was in service and now protects at least 46 high capacity airports (and cities) in the U.S. It’s worth mentioning that the last accident attributed to windshear was July 2, 1994. 
  

The last one wasn’t an accident and no one was hurt, but it could’ve been one of the biggest disasters at Chicago’s O’Hare International Airport. On July 23, 2006, an Atlas Air 747 had just landed, while a United 737 was departing on an intersecting runway. Too late to abort its take off, the United aircraft cleared the tail of the 747 by 35 feet. The incident was attributed to many things but ultimately blame was given to the tower controller, who did not monitor both aircraft with respect to them using intersecting runways.

• Runway Status Lights (RSL) had been in development for a few years, but after this incident, the number of towered airports that saw the implementation of RSL’s increased dramatically. They are used at busier airports, so depending on where you fly, you may or may not have seen one. It is important however to know what they mean if you do. RSL’s are fairly simple in their operation. The system communicates with Airport Surface Detection Equipment (ASDE) and warns runway users that a runway is occupied, either by another aircraft or ground vehicle. Red lights will illuminate, indicating to not cross a hold short line, a runway intersection or not to take off if you were on a line up and waiting for clearance. You will see more of these as airports become busier.
  

When we discuss accidents/incidents that contribute to safety and technology, these are just the tip of the iceberg. There are many more advances in aviation, whether in mechanical or human factors that have come from unfortunate events. Remember that rarely does any one thing cause a crash. It’s normally a chain of events, so the reasons for an event can vary from a few to many. I try to learn from every single one and become a better pilot from them. In no way am I second guessing crews, controllers, or investigators when highlighting what happened. I’m merely mentioning them in an effort to bring awareness. 

Blue skies and tailwinds!

By Ryan Thayer, Fargo Air Museum Executive Director/CEO 

The Fargo Air Museum is thrilled to share some local history right from our Collections Manager, Max Sabin from the archives!

The featured artifact is a U.S. Navy-issued flight log book that belonged to Fargo, ND, native Grant Herreid. Herried flew the Grumman F6F in the Pacific Theater during the closing days of World War II and kept track of all of his missions in this logbook. It was issued to him on April 7, 1945. Many of the missions he flew were Combat Air Patrols (CAPs) over Japanese-held territory. Although most are uneventful, several of his log entries note the spotting and/or destruction of Japanese aircraft in combat. The most interesting logbook entry comes on August 13, 1945, when his flight intercepted and destroyed two Japanese aircraft. In his logbook, Herreid mentions that the second kill was the “[...] last aircraft shot down during the war.” Although this is unfortunately untrue, it is still an incredible piece of World War II history, made even more special in the fact that a North Dakota native was seeing action that late in the war.

Grant Freeman Herreid was born May 14, 1917, in Fargo. In 1927, the family moved to Moorhead, MN, and Grant graduated from Moorhead High School in about 1935. He attended Moorhead State Teachers College for one year, and then attended and graduated from the University of North Dakota in Grand Forks, ND. Grant taught music in public schools in Twin Falls, ID. Following his discharge from the Navy after World War II, Grant and his wife Ruth made their home in Moorhead. After a brief time when Grant worked for a local bank, he joined the staff of Fargo Glass and Paint. He became their general manager, and worked there until his retirement in 1980. Grant served as a city alderman in Moorhead, from 1948 to 1949, and again from 1950 to 1951. He died on Sept. 14, 2004 at MeritCare Hospital South, in Fargo.

The Grumman F6F Hellcat was an American carrier-based fighter aircraft of World War II. Designed to replace the earlier F4F Wildcat and to counter the Japanese Mitsubishi A6M Zero, it was the United States Navy’s dominant fighter in the second half of the Pacific War. In gaining that role, it prevailed over its faster competitor, the Vought F4U Corsair, which initially had problems with visibility and carrier landings.

We are very thankful for all our sponsors, donors, friends, staff, our Board of Directors and the community. And a special thanks to the North Dakota Aeronautics Commission for grant support to allow us to continually expand our education programs! We could not have a special place like the Fargo Air Museum without your support. So on behalf of the staff at the Fargo Air Museum, thank you and include a stop at the Fargo Air Museum this summer!

 

By Jason O’Day, Forum News Service

Rodney Schaaf will be inducted into the state’s Aviation Hall of Fame after a lengthy career and years of community service.

Rodney Schaaf (right) and North Dakota Aviation Association’s FLY-ND Conference 2023 and Kyle Wanner, Executive Director, ND Aeronautics Commission (left)

The North Dakota Aviation Hall of Fame committee recently announced that Rodney Schaaf of Bowman, N.D. has been selected for induction into the state’s Aviation Hall of Fame on March 7. Rodney will join 47 other high flyers inducted before him.

Flying was a lifelong dream for this Western Edge wing master.

“It started in my childhood, when two of my neighbors’ farms launched the Weather Modification Program. They do hail suppression, cloud seeding and rain enhancement,” he said. “I’d always watch them go up and fight the storms and everything down in southwest North Dakota there and that kinda started everything, wished I could do it and just went from there. I know I can do it, and I did it.”

Schaaf, 72, in Hettinger, N.D. After graduating from Bowman High School in 1968, Rodney attended NDSU and joined the Reserve Officer Training Corps. Following his graduation in 1972, Rodney joined the Air Force and was assigned to pilot training where was named a Distinguished Pilot Graduate with a top 10 standing within the class.

“Nowadays I’m retired so I’ve got all the farm ground leased to a couple of neighbor kids. And I still help with fencing, moving cattle, cutting hay and stuff like that,” he said. “Sometimes I think I’m busier now than when I was flying.”

Rodney’s first military assignment sent him to the Grand Forks Air Base as a KC-135 flight crew member. Flying KC-135 missions involved completing in-flight refueling and passenger airlift operations worldwide, taking him from North Dakota to Alaska, Spain, England, Hawaii, Guam, Japan and South Korea. During his military service, Rodney achieved the rank of Captain. He was honorably discharged from the Air Force in 1978. The timing proved serendipitous, as Jimmy Carter signed the Airline Deregulation Act that year to foster greater competition and lower ticket prices.

“Everybody was hiring… Airlines were very restricted on what routes they could serve. So if Delta wanted to add another route, say Atlanta to Detroit, it had to go in front of the Civil Air Aeronautics Board at that time. And they would say no, Northwest already has that covered,” Schaaf explained. “So now, airlines could go wherever they wanted. There were a few congested areas like New York that required a certain number of slots or else you’d overload the air traffic system.”

Rodney was hired as a pilot for Delta Airlines in 1978 and continued a successful career through his retirement in 2004. In 2012, Rodney became the fourth pilot to complete the state’s Passport Program, where he flew to all 89 public-use airports in North Dakota. Rodney has also assisted many others in their completion of this achievement as he believes in the importance of the program and how it allows people to interact with the aviation community across the Roughrider State. He also continually advocates for youth aviation education and development.

Rodney was also appointed to serve on the Bowman County Airport Authority in 2007 and he acted as the chairman of the board for over a decade. In this role, he was the primary liaison between the Bowman Airport and the county, state, and federal agencies. This entailed the coordination of hail suppression, crop-dusting and medical flights. Rodney also goes out of his way to help incoming aviators with obtaining fuel, ground transportation, and to provide information about the local area.

As the chairman of the airport authority, Rodney was instrumental in the planning, design and construction of the new Bowman Regional Airport which was opened to the public in 2015. He volunteered countless hours consulting with contractors, engineers and government agencies to ensure that the new airport would be an exceptional facility for Bowman and neighboring communities.

He explained the prior airport runway was too short for use during the summertime, but that rebuilding was an eight year process with a lot of regulatory complications. As part of the Federal Aviation Administration’s Great Lakes Region, he had to compete with airports in four other states for grant funding.

“They determined that’s a wetland, and you mention wetland to the government? Well, the world’s gonna end. So we had to go through various options,” he said. “Then you go through the construction bidding process which takes time because with the FAA, they have so many restrictions. The main one is to buy American. You know, there’s almost nothing made in America anymore. So you’ve got to go through all the waiver processes. And then you got the Davis-Bacon wage system.”

The Davis-Bacon Act of 1931 requires federally funded projects to pay prevailing wages to contractors. Many conservatives and libertarians argue this was originally implemented as a way to price black workers out of the labor market; and that it continues to unfairly favor union companies, discourage small businesses from entering bids and artificially inflate construction bills to taxpayers.

Rodney has also been an active citizen and volunteer. He has helped as a Cub Scout leader and has taken young aviators on introductory flights. Rodney has also served as a Talbot Township Supervisor and Bowman County Zoning Officer.

Kyle Wanner is executive director at the North Dakota Aeronautics Commission. He said the aviation community is grateful for Schaaf’s contributions.

“The aviation Hall of Fame recognizes the Aviators who have made a difference in North Dakota… Recognizing their volunteerism, their passion for aviation, the work that they’ve done to make a difference in the lives of their community members and the lives of those who are involved in the aviation industry throughout the state is incredibly important,” Wanner said. “Rodney is very, very well deserving. The Bowman airport is really there because of all the time and effort he put in.”

 

Rodney was a U.S. Air Force Captain in the 1970s.

Rodney Schaaf was a Delta commercial airline pilot for 26 years. 

Reprinted with permission from The Dickinson Press.

After the long winter we had this year, I anticipate there may be many pilots with an itch to get back in the air. If you are looking for a reason to get in the air, consider participating in the North Dakota Airport Passport Program. To date we have had 97 individuals complete the program, by landing at all 89 public use airports in the state. Starting this summer, in addition to the paper book and stamps located at each airport, users can collect check-ins digitally using an app. This collaboration with Aircraft Owners and Pilots Association (AOPA) will make it even easier for pilots to collect check-ins. If you already have a book with stamps, don’t worry, we can combine the physical check-ins with those on the app. Check-ins with the AOPA app will be enabled VERY soon! 

How to participate

Download the AOPA app on your mobile device.

Open the Pilot Passport. 

Under the state programs tab, select North Dakota and opt-in to the North Dakota Airport Passport Program when it becomes available. 

Once that is completed, you can then start flying to airports, attending safety seminars, and visiting North Dakota’s aviation museums. When you have obtained the proper number of check-ins at airports, aviation museums, and safety seminars, the North Dakota Aeronautics Commission will award your prizes to you.

There is no deadline for completing the North Dakota Airport Passport Program, as long as the program remains in operation. Awards and recognition will be given at the annual Fly-ND Conference (formerly known as UMAS.)

Mike McHugh, Aviation Education Coordinator 

North Dakota Aeronautics Commission

701-328-9650 | mmchugh@nd.gov

Helicopter Association International (HAI) applauds the leadership of the University of North Dakota (UND) in rolling out the North Dakota Rotor Pathway Program.

The program provides aviation classes that incorporate vertical aviation to high school students by teaming up with industry members, high schools, post-secondary schools, and other stakeholders. The students earn college credits while still in high school and are offered mentoring, internships, and job interviews upon completing the college-level aviation program.

“The rollout of the North Dakota Rotor Pathway Program is a testament to the dedication, professionalism, and love of aviation found among aviation leaders in North Dakota. UND has consistently brought innovative solutions forward and once again steps up to tackle the issue of workforce development,” says HAI VP of Government Affairs Cade Clark. “UND is well known for the caliber of pilots it produces. I am excited to see the Pathway program introduced in North Dakota with such great partners.”

“Our state relies on aviation, especially for agricultural and emergency services. I am excited that North Dakota can stand up this program advancing opportunities for the next generation of pilots as well as growing the numbers of those pilots,” says Mike McHugh, Education Coordinator at North Dakota Aeronautics Commission. “I look forward to working with all our stakeholders in growing this program.”

“Our school is committed to providing the highest-quality training for our students,” says Wesley Van Dell, chief flight instructor, rotorcraft, flight operations, at UND. “We are excited to extend the opportunities in the helicopter industry to more students and show them that the future is very bright.”

Mark Schlaefli of Black Hills Aerial Adventures and Yellowstone Helicopters has stepped forward as an eager industry partner. “Part of our stated purpose as operators is to help develop the next generation of technicians and pilots who have an interest in vertical aviation. It is imperative that we as an industry help turn that interest into a passion. I was fortunate to have mentors throughout my journey, and we have a calling to give back and help a new generation of rotor pilots find their place in vertical aviation.”

Leslie Martin, associate professor, aviation, at UND, teaches the program at a local high school in Grand Forks. “Interacting with these young students with such passion is inspiring,” says Martin. “These students are excited to learn about how they can participate and succeed in vertical aviation. Their passion is genuine, and I have no doubts about their success. I am excited to bring the benefits of this program to them.”

The North Dakota Rotor Pathway Program builds on the success of the inaugural Rotor Pathway Program established in Utah, which serves as a national model for education and training programs that prepare students for STEM careers. “This type of program creates a win for everyone involved: students get the education they need for in-demand careers while industry creates a workforce development pipeline that enables it to grow. I applaud all stakeholders involved for being willing to step up and be part of a solution,” Clark says.

Congratulations to the Theodore Roosevelt Regional Airport, and the Watford City Municipal Airport!

Theodore Roosevelt Regional Airport in Dickinson, ND has been recognized as North Dakota’s “2022 Commercial Service Airport of the Year”. The airport hosted tours for schools throughout the state, allowing students from Kindergarten through High School to visit and see the world of aviation up close. The airport also worked to provide a wonderful experience for two families through the Make-A-Wish foundation, giving VIP treatment including a Fire Fighting water cannon salute on their departure.

In 2022, Dickinson completed a multi-year reconstruction and expansion of their new primary runway. The runway added 900 ft., bringing the total length to 7,300 ft. The project also included constructing a full-length parallel taxiway and installing a new ILS system to enhance safety on the airport. This project overall took 4 years to finish and allows much larger aircraft to operate at the airport.

Watford City Municipal Airport has also been recognized as North Dakota’s “2022 General Aviation Airport of the Year.” In 2022, Watford City completed a major renovation project, culminating approximately a decade of planning and hard work. Their runway underwent major reconstruction, and was shifted to a new location with a new expanded length of 6,550 ft. The project included a new lighting system, and a full-length parallel taxiway to greatly enhance safety. These enhancements now allow the community in the epicenter of Bakken to accommodate most large jets.

Watford City hosted an annual fly-in/drive-in, coordinated with other local community events. The airport also continually hosts weather modification and crop spraying to aid local farmers and protect agriculture.

The airports received these awards for excellence in community outreach, facility management, construction and beautification projects, and participation and hosting of special events. The awards were presented at the 2023 NDAA Fly-ND Conference awards banquet. Presenting the awards was Ryan Riesinger, President of the Airport Association of North Dakota and Kyle Wanner, Executive Director of the North Dakota Aeronautics Commission. Accepting the award for Dickinson was Channing Wagner, DIK Airport Operations & maintenance Manager and Laurie Kasian, DIK Airport Administrative Officer. Accepting the award for Watford City was Steve Reeves, Airport Authority Board Member and Luke Taylor, Airport Manager.

The Dickinson Theodore Roosevelt Regional Airport receives the 2022 Commercial Airport of the Year award during the North Dakota Aviation Association’s FLY-ND Conference awards banquet on March 7th, 2023. Pictured from left to right is Kyle Wanner (Executive Director, ND Aeronautics Commission), Channing Wagner (DIK Airport Operations & Maintenance Manager), Laurie Kasian (DIK Airport Administrative Officer), and Ryan Riesinger (President of the North Dakota Airport Association).

The Watford City Municipal Airport receives the 2022 General Aviation Airport of the Year award during the North Dakota Aviation Association’s FLY-ND Conference awards banquet on March 7th, 2023. Pictured from left to right is Kyle Wanner (Executive Director, ND Aeronautics Commission), Steve Reeves (Watford City Airport Authority Board Member), Luke Taylor (Watford City Airport Manager), and Ryan Riesinger (President of the North Dakota Airport Association).

The 68th North Dakota Legislative Assembly has concluded its biennial session, and I want to express my appreciation to everyone who participated in hearings or provided written testimony on aviation-related legislation. The biennial North Dakota Aeronautics Commission (NDAC) budget has been approved for the period of July 1, 2023 to June 30, 2025, which includes additional state funding availability for airport infrastructure enhancements and aviation education grant opportunities. The budget also continues support for the “Operation Prairie Dog” airport infrastructure fund, with the caveat that the state’s oil revenues must be sufficient during the upcoming biennium.

Our airport planning team is reviewing grant applications for airport projects, and their funding recommendations will be presented to the Aeronautics Commissioners at the Annual Airport Grant Meeting on June 15, 2023. This grant round provides an opportunity for the NDAC to allocate funds from the airport infrastructure fund established through the “Operation Prairie Dog” legislation, passed in 2019. This funding is critical for matching federal funds and implementing high-priority airport projects throughout the state.

With state funding levels determined for the next two years, additional attention is now needed at the federal level. The future of aviation in the United States depends on the passage of a long-term Federal Aviation Administration (FAA) Reauthorization bill that determines funding levels and operating authority for the FAA while addressing critical aviation issues. The last such bill was approved in 2018 and provided five years of funding for the FAA to operate through September 30, 2023. The 2018 FAA Reauthorization bill was praised for ending a period of multiple short-term extensions which provided uncertainty and instability for the aviation industry. We are hoping that Congress will prioritize the passing of a long-term FAA Reauthorization bill which will provide the FAA with the necessary resources that are required to maintain and modernize our aviation system.

The National Association of State Aviation Officials (NASAO) has been working with the states and national aviation industry groups to identify several priorities for FAA Reauthorization. These priorities include increasing investment in the Airport Improvement Program (AIP), modernizing the Non-Primary Entitlement (NPE) Program, and supporting a regulatory framework for advanced air mobility and unmanned aircraft systems (UAS). Additionally, it is essential to improve the timeliness of the FAA’s issuance of AIP grants, identify solutions to address the aviation workforce shortage, and ensure that air service opportunities are available to small communities.

As a member of NASAO, the NDAC has been advocating for the priorities that should be considered in FAA Reauthorization. Recently, I traveled to Washington D.C. to discuss these priorities with other state aviation directors, North Dakota’s congressional offices, and staff members from both the House and Senate subcommittees that are drafting language for FAA Reauthorization.

As the expiration date of the current FAA Reauthorization approaches, it is important that aviation users engage with their federal representatives and industry groups to advocate on behalf of their issues and priorities. By participating in these conversations, we can help shape policies and funding levels that promote safety, efficiency, and innovation in the aviation industry. Let’s take this opportunity to make a positive difference for the future of aviation.

Kyle Wanner, Director

North Dakota Aeronautics Commission

701-328-9650 | kcwanner@nd.gov

Hello to all of you once again! As always, I hope this edition of the North Dakota Aviation Quarterly finds you doing well. I’m excited to write today about a couple of happenings in the North Dakota Aviation Association (NDAA).

We are also very excited to announce the return of the NDAA Fly-ND Conference to Grand Forks in 2024! There has been a push over the past few years to bring the conference back to Grand Forks, and I’m excited that we’re able to do that! We’ve got a great group helping to put the conference together, with leadership from Ryan Riesinger, Beth Bjerke, Trevor Woods and each of their teams. We already have some very cool events in the works for the conference, so stay tuned for more information!

We’re also excited to announce the 2023 Fly-ND Summerfest, to be held in Bowman, ND, on June 17, 2023. This year’s recipient of the North Dakota Aviation Hall of Fame is Bowman local Rodney Schaff. To honor his induction, we are thrilled to bring this event to Bowman. This is also in conjunction with the Bowman Bottom Line Aviation Poker-Run and Fly-In. We have a number of events in store for this day, so stay tuned for those as well.

Take Care,

Justin Weninger, Chairman

North Dakota Aviation Association

chairman@fly-nd.com

Commercial Company Utilizes Vantis to Satisfy FAA Safety Requirements for Advanced UAS Operations

Leveraging Vantis, the state’s first-of-its-kind UAS network, uAvionix, an avionics company specializing in drones, received approval by the Federal Aviation Administration (FAA) to conduct beyond visual line-of-sight (BVLOS) small unmanned aircraft flights in North Dakota. uAvionix, with support from the Northern Plains UAS Test Site, demonstrated to the FAA that it established adequate risk mitigations to satisfy required safety standards for the specified BVLOS operation within the national airspace system.

North Dakota leads the way in bringing UAS to commercial sectors safely and economically with Vantis. This success adds to the foundation that Vantis has set for the next phase of operation this summer and the state continues to lead the way for autonomy and automation.

“This first-of-its-kind approval for our partners is a critical step that validates our state’s investment and years of work to bring UAS aircraft to commercial sectors in a safe and economic way.” said North Dakota Governor Burgum; “Other states are reaching out to us as a national leader in UAS.”

“We are incredibly proud to lead the way in North Dakota with our partners from Vantis and Thales”, said Christian Ramsey, uAvionix President. “Being able to demonstrate much of our ecosystem in approved BVLOS flight is a major milestone for our company, our partners, and the broader aviation ecosystem.”

The Northern Plains UAS Test Site, administering Vantis for the state of North Dakota, partnered with Thales USA to develop and implement Vantis, a UAS system that allows UAS pilots to command and control the UAS and remain well clear of other aircraft when flying beyond visual line of sight. Vantis consists of ground-based aviation infrastructure, like that used in traditional aviation, which significantly lowers the barrier of entry to BVLOS flights for multiple users.

“Vantis was designed to serve many drone operators across multiple sectors,” said Trevor Woods, Executive Director at the Northern Plains UAS Test Site. “This first approval is an important milestone for Vantis, as a blueprint for widespread commercial BVLOS enablement.”

“We thank the Federal Aviation Administration for acknowledging that our approach to BVLOS in North Dakota maintains the same safety standards that the agency expects for all users within the national airspace,” said Frank Matus, Director of ATC and Digital Aviation Solutions for the Americas at Thales USA, the state’s infrastructure partner for the Vantis network. “We continue to collaborate with FAA as regulations evolve to ensure that Vantis meets the needs of all stakeholders.”

About uAvionix 

uAvionix was founded with the mission of bringing safety solutions to the unmanned aviation industry in order to aid in the integration of Unmanned Aircraft Systems (UAS) into National Airspace Systems (NAS). uAvionix offers low SWaP TSO certified and uncertified avionics for General Aviation (GA), Airport Surface Vehicles and the UAS markets. The team consists of an unparalleled engineering and management team with a unique combination of experience within avionics, surveillance, airport services, UAS aircraft development, radio frequency (RF), and semiconductor industries.

About NPUASTS

The Northern Plains UAS Test Site is one of seven Federal Aviation Administration (FAA) unmanned aircraft system (UAS) test sites in the nation. The mission of the NPUASTS is to collaborate with FAA and industry partners to develop systems, rules, and procedures to safely integrate unmanned aircraft into the National Airspace System without negatively impacting existing general or commercial aviation. NPUASTS is administering Vantis. Visit NPUASTS.com for more information.

About Vantis

Vantis is North Dakota’s statewide unmanned aircraft system (UAS) beyond visual line of site (BVLOS) network, the first of its kind in the nation. Created by North Dakota with an initial investment in 2019, Vantis provides turnkey support to commercial and public UAS operators through infrastructure and regulatory approvals allowing applications and usability over a variety of industries. Visit VantisUAS.com for more information.

About Thales USA

A global technology leader, Thales platforms provide air traffic control (ATC) services across 40% of the globe’s airspace, making Thales the #1 air traffic management (ATM) provider in the world. The company provides solutions, services and products that help its customers – businesses, organizations and states – integrate the right mix of existing and new technologies to anticipate and address the demands of our evolving airspace system. In Vantis and North Dakota, Thales delivers an aviation-grade UAS integration capability designed specifically to complement manned aviation infrastructure while enhancing safety, integrity, interoperability within the airspace system.

By Joshua Simmers

I’ve never considered myself adventurous; like many people in aviation, I just want as much as I can get from my limited trips around the sun. Like all of us, I have my nuanced interests: I’ve always enjoyed sleeping in a tent and as I grew into adulthood, I started camping out of my kayak. It was natural to transfer this habit into my flying hobby. The compact and lightweight approach to my kayaking stuff and my wife’s hiking stuff transferred easily to the baggage compartment, making us the most flexible travelers you’ll ever meet. This article is intended to show you the fun and ease of it with relatively low investment. If you’re already in aviation, I hope by the end of this article you wonder why this would sound novel…

It’s Quiet. 

Besides the flexibility to land anywhere, anytime, and having the means to stop for the day, the best part of carrying the camping gear is finding a quiet place to rest. If you travel by car or shuttle, you end up at a fun hotel downtown, with lights, streets, and the accompanying restaurants. But when you land at a remote strip, chances are few people know about the destination and there isn’t a road commonly used to get to it (and food always tastes better when you’re camping anyway.) My favorite is Ryan Airfield (2MT1) near West Glacier, MT. The only noise you’ll hear is maybe another plane, which only draws everyone out to gawk and enjoy. 

The People. 

The second reason these places are quiet is also the second reason why I love flying and camping: the people. Every visit and every campfire has been with truly wonderful folks – and of all ages – adventuring and taking it all in. My parents, whose ages I won’t disclose, started doing this about five years ago (see tip No. 1: get a good air mattress.) Perhaps at your typical campground, people come in after dark bringing stereos, ATVs, and loud late fun. Aviators are not arriving at remote strips after dark and won’t exchange late night rowdiness for smooth morning flying.

Practical Gear Tips:

Your best investment is your air mattress. Find a lightweight model that is easy to blow up. There are some that deflate to a size smaller than a pop-can, and some larger than a shoe box. The little ones are insufficient for me and the big ones seem a waste of space with nothing gained over a quality hiker’s air mattress. Look for one that inflates to about 2-3 inches. We had double-mattresses and found out the singles work best. I like ALPS Mountaineering’s double insulated air mattresses. They’re shaped like a U to keep you centered and save on weight, as the bag acts as the inflation pump.

You’ve noted I prefer the insulated air mattress. Warmth is essential. If it is cool, you can lose a lot of heat to the ground; when it is warm, this mattress is still great. Similarly, as you’ll eventually find yourself in fun and remote destinations by water or mountains, layers are essential. I not only have numerous layers (including a lightweight rain jacket) for dressing, I also have a layered sleeping bag so I can use just the right amount of insulation.

Bring a light, soft, fleece stocking cap. If it is cold at night, it really helps you hold your warmth and aid sleep. 

Nothing takes the chill off and starts a perfect day like a cup of coffee. One must always choose their luxuries, and I wouldn’t blame you for making allowance for a small coffee grinder and French press. For those who know what good coffee I savor, please ignore the fact that I use Starbucks instant single serve powdered coffee packets when camping. Either way, a portable stove is essential.

We carry “a kitchen.” It’s a soft sided square bag with a zipper lid, holding the aforementioned stove, an aluminum pot and pan, a knife, a bottle/wine/can opener, reusable plastic plates and bowls to feed six, a tiny bottle of soap with a scrubby, and a single dish towel. My tin coffee cup works for a libation, as well as coffee.

Toilet paper.

I fly a low wing aircraft. We prefer folding chairs that sit low, so we sit under the shade of the wing. So far, we still have space and weight for two of these chairs (sorry to the kids – they can sit on a log.).

In a group our size, where we have two adults and children in different phases, we’ve also decided to carry multiple lightweight tents, instead of one large enough for the family. This offers us great long-term versatility, in addition to splitting up the family according to needs and bedtimes.

As far as pillows go, we make the kids deal with their little play pillows. They sit with them for comfort and napping during flight. I found an inflatable pillow that I really like by Nemo. I couldn’t ever find a travel pillow that sat right and now I can just inflate this one to my preference, although it took me a couple purchases to get it right.

We sprung for an Otterbox cooler. It doubles as a backpack and is airtight as well as watertight, so it won’t leak in the aircraft. It competes with the infamous soft-sided Yeti in all categories, has twice the interior capacity, and is the only one in that market made in the USA. It perfectly fits the mission.

I can’t find a solar charger that’s worth its price. But I don’t go camping to use electronics. An increasing number of remote strips offer power and if I charge my phone and iPad in flight, I ration my usage and don’t bother with a secondary battery.

While a fluffy towel and robe are great for hotels, I make do with a lightweight hand-towel and hope for enough privacy to finish air drying. The more you camp lightweight, the better you will note what you can do without. As a woman at a fly-in recently broadcasted from her shirt: “Tell me what you need and I’ll tell you how to get along without it.” The only non-negotiables in this hobby are avgas and lift.

A first aid/survival kit is something I won’t fly without. Dr. Justin Reisenauer gave a great presentation on this at the gathering formerly known as The Upper Midwest Aviation Symposium. Bandages, first aid tape, antiseptic, tweezers, salve, sunblock, water tablets, Benadryl, Imodium, duct tape, and a signal mirror are a start and should always be accessible in or while exiting the aircraft.

My headlamp is great. Also bring a knife and matches, ideally water resistant, in a dry container.

If you have a large aircraft or even just a NAvion without kids in the back seat, I recommend the Ooni portable pizza oven. I’ll stop discussion on this here rather than focusing on food for the entire remainder of the article.

Find one quality pair of hiking boots and maximize their use. Vasque makes an affordable waterproof ultra-comfy boot that is narrow for pedal control. Quality wool socks are underestimated and a great asset. I like to couple this with a lightweight pair of sandals to get out of my hiking shoes or to the shower. 

I love my hammock.

Other Practical Tips:

It doesn’t always work. While I haven’t gotten caught in the rain with soaking gear to pack in my baggage compartment, it’s only a matter of time. A while ago a buddy and I ended up camping behind a tree to avoid the lights of the airport facilities. We tired of listening to the adjacent highway and opted to fly to a new destination the next night only to hear a nearby carnival and street dance. Lessons learned: 

– No. 1: If not at a remote strip, consider proximity to highways and railroads

– No. 2: Sometimes, it just won’t be the best experience

– No. 3: I think sleeping with ear plugs in is no problem. Like I always tell my kids, the risk of trying something new is that it won’t work. The adventure is not knowing!

Sometimes the greatest surprises await like the time we got to swim in crystal clear springs in the Nevada Desert.

The best resource ever is The Recreational Aviation Foundation. Their website is second to none, with information about as complete as you can get, and is available to the public with the offer for you to donate. They offer a map online to help you find the right destinations and rely on local, grassroots efforts and strips. Second to that, many state airport directories let you know which airports allow camping. Check out Minnesota’s directory. Finally, you can always snoop and ask.

Since we are two adults and three kids in a NAvion, we look for destinations with water. We have the purification tablets to use fresh water, but most resources will let you know if there is potable water. We can make it a day with water in our useful load but basically have chosen to limit our camping to places with potable water.

Bring tea bags. They’re light and take almost no space. If you need a warm-up before bed or after a cool spell, you can get something delicious, warm, and caffeine free. TAZO makes a Glazed Lemon Loaf tea that tastes just like its name. How’d they figure out a sugar free calorie free dessert that warms me up?

In the morning, don’t be in a rush. While pilots love the morning air, the sunrise at any airport is about my favorite thing. Let the dew dry from your tent before packing it away, to save airing it out later, and enjoy that cup of coffee.

While I could fill every Quarterly with cooking ideas and tips, you can easily find easy hiking meals at the outdoors store or google ideas. Everything tastes better when camping. Rely on oatmeal, noodles, fresh peppers, and dried items you like to make simple dishes and don’t cook too close to your aircraft. Avoid leftovers, as it’s better to have a little less than you need and be content or eat some nuts or a power bar. Cheese is the easiest ingredient that can survive with little to no refrigeration and can add a lot of flavor and satisfaction to the meal or charcuterie board.

For those new to rugged camping in general, I offer some universal laws to those of us familiar with backcountry camping: 

–“Pack it in, pack it out.” I don’t even bring disposable plates, as it is not kosher to burn your garbage in these places. Think about what you’re bringing and how you will transport your used and empty packaging back out. I am not a big fan of wet wipes when camping with water on hand and the responsibility to pack out garbage.

–If bears are not in the area, other rodents are. Keep your food out of your tent and sealed and secured. We put ours back in the baggage compartment every night if the destination doesn’t have designated boxes for food storage. (Bear spray and other pressurized contents are not a significant issue at the altitudes we fly.)

–Airports have toilets, so I’ve never worried about where to dig a hole.

–Bring eco-friendly soap and if there is no designated space for dishes, clean your dishes and hands away from open water, water sources, and camping/sleeping areas.

–No souvenirs.

–If there is no campfire ring, then there is no campfire.

Your plane will work for this; AirVenture is a testament to this. I have seen Cirrus’ and Pilatus’ and Husky’s and all sorts of things on grass strips. Your aircraft doesn’t determine whether you can fly and camp, it only determines where. 

If you venture into mountain strips, fly your experience level. Start with simple places. Sparky Imeson’s Mountain Flying Bible is a great introductory resource. Instruction cannot be overvalued.

Destination Tips:

If camping isn’t your thing, Seely Lake (23S) offers lodges that look pretty sweet. If tenting isn’t your thing, Ryan Airfield offers no-frill cabins for donors only. Cavanaugh Bay (66S) and other places have resorts at the end of the fields. But I still love the feel of waking up next to my plane; it reminds me of waking up next to my dog.

There are great destinations closer than you’d think. We have flown and hiked to camp at Garrison Dam Recreational Airpark (37N) and the International Peace Garden (S28). Kulm (D03) is the happiest airport in North Dakota and on my list for camping.

I reiterate The RAF.org to find the best places. Ryan Airfield is their flagship, but they also tipped me off to West Yellowstone (KWYS) which offers a campground and bikes for pilots at no charge. Bozeman (BZN) even offers showers! The list is endless.

Cavanaugh Bay (66S) is the only place I’ve been that potentially surpasses Ryan Airfield. The strip is as smooth as a dream and you can swim if you can bear the water temperature. Make sure you refuel at Boundary County (65S ) - they have ice cream.

Speaking of ice cream, Ephraim/Gibraltar (aka Door County, WI, 3D2) has a shuttle car to ice cream and just put in campfire rings. Just north of them is Washington Island (2P2), which is gorgeous to fly into and quiet as can be. 

If the resources I mentioned are lacking, ask. Last summer, we held the Midwest NAvioneer convention at Poplar Grove (C77), a user-friendly privately-owned airport in Illinois. Lacking information, I asked and received permission to camp and woke up next to, not one, but a row of iconic NAvions gleaming in the morning sun! (There have been other times when I admit, I have not asked…) There are also several private strips around; there’s nothing wrong with asking the owner for permission. I find I meet good people wherever I go.

Let’s face it: you love flying, and you love aircraft, waking up under your wing is about the best way to start your day. See you out there!