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  • December 24, 2020 07:30 | Anonymous


    Photos Courtesy of North Dakota Air National Guard.

    The Fargo Air Museum recently received a MQ-1 Predator remotely piloted aircraft (RPA), which was originally a North Dakota Air National Guard (NDANG) aircraft, on loan from the National Museum of the U.S. Air Force (NMUSAF). The 119th Wing, known as the Happy Hooligans, operated the MQ-1 Predator from 2007 until 2018, when it was replaced with the MQ-9 Reaper. 

    You may have seen the MQ-1 Predator flying around town for training purposes in years past, but now you can see one up-close and personal. 

    The Fargo Air Museum was granted full civilian museum certification from the NMUSAF in December of 2018, which allows it to request loans of aerospace vehicles for display. The certification, coupled with the ongoing, positive relationship with the NDANG, makes this a very special addition to the museum. “We are very excited and thankful to the North Dakota Air Guard for its continuous support of the Fargo Air Museum,” said Ryan Thayer, Executive Director. “Having this aircraft on display will allow us the opportunity to educate the public on the role of RPAs and the 119th Wing’s mission. We look forward to continuing our partnership with the Happy Hooligans and are also actively working to assist with recruiting efforts.” 


    The MQ-1 Predator is operated by a crew, consisting of a pilot and a sensor operator, from a ground control station (GCS). The aircraft stands 7 feet tall, measures 27 feet in length and has a wingspan of 48 feet 7 inches. Although equipped with surveillance technology for the primary purpose of reconnaissance, the Predator can also be armed for light attack in warzones. To protect the legal rights of U.S. citizens, surveillance technology on U.S. Air Force RPAs is not used during training sorties over non Department of Defense controlled territory.

    The Fargo Air Museum was founded with the nonprofit mission of promoting aviation through education, preservation and restoration. Located on 19th Ave N, just east of Interstate-29, the Fargo Air Museum is home to aircraft of all eras. Visit www.fargoairmuseum.org for additional information. 

    The North Dakota Air National Guard is a trained and highly motivated force of about 1,100 Citizen-Airmen executing world class MQ-9 precision attack and reconnaissance, kinetic and non-kinetic target intelligence production, and expeditionary support capabilities for the nation and state.

  • December 20, 2020 07:30 | Anonymous


    By Jason Myrvik, Midland Door Solutions General Manager

    It’s a beautiful day for flying. The flight plan is filed and airplane checks are done. A push of a button and the hangar door will open to the airfield. 

    That’s how it should happen. But, without regular maintenance checks, there could be a headache ahead rather than blue skies.

    As with any moving piece of equipment, regular hangar door maintenance checks and services will prevent problems and the downtime and expense that come with them. After all, it’s much cheaper and faster to prevent a problem than to fix one. These tips will help do just that. 

    Take a wide-angle view. Before each use, look over the whole door for any damage. Ensure the hinges, rollers and structure all appear serviceable.

    Examine the movement mechanisms. On bi-fold doors, ensure the cables or straps track correctly over the drum before each use. Each month do a closer visual inspection of the cables or straps to look for frays, tears or breaks. Check the cable tension by pulling each away from the door while it’s closed, ensuring the straps are equally taut. Confirm, too, that the cables or straps hold the door in a straight, vertical position when it’s closed. If any adjustments are needed, be sure to do it while the door remains closed. For hydraulic doors, inspect the lines, hoses and cylinders for leaks, and repair anything that’s out of spec. 

    Grease and oil. Each year grease the door’s operating mechanism and lubricate the hinges. On hydraulic doors also check the oil reservoir before operation and, if it’s low, refill with hydraulic fluid. Also inspect the gearbox fluid level and drive chains for proper alignment. If the gearbox is low on lube, check that none of the seals are leaking, and then follow the manufacturer’s instructions for viscosity and quantity of gear lube. The drive chains should be lubricated every six months, if needed.

    Latch on to durability. If the door does not have automatic latches, make sure the manual ones fully disengage before opening. Some manufacturers simplify this maintenance point by using a single manual latch rather than two. No matter the number or style, ensure the latches remain tight against the door jamb, which will prevent potential injury or damage in strong winds.

    Look and listen. When opening and closing the door, watch the motor and brakes to ensure both are not over-working or dragging. Listen for anything that sounds different from the norm. If something sounds off, consult the owner’s manual or call the dealer or manufacturer.

    Put the brakes on. While closing the door, hit stop when it’s 4 or 5 feet from the ground and observe if it stops right away or coasts a few inches. Over time, the gearbox teeth can wear and cause the door to continue to move. If the door coasts 3 inches or more, a brake system will need to be maintained or added. 

    Keep it taut and tight. On bi-fold doors, look over the belts, sprockets, chains and chain links each month for damage, ensuring everything is properly aligned and tensioned. If it’s not, contact a dealer for service. For hydraulic doors, inspect the fittings on the hydraulic lines and hoses every three months to ensure they are tight. Also check the hydraulic pressure during operation. On both door styles, ensure receivers and remotes are undamaged.

    Don’t skimp on the opening. The limit switch, which controls where the door stops when opened or closed, may need to be reset occasionally if the door stops just shy of closing or doesn’t go up all of the way. Manufacturers typically provide adjustment instructions in operator’s manuals, but some manufacturers ensure it’s at the user’s fingertips, placing the instructions under the control box cover. If the limits are off, avoid slippage by ensuring that the control box sprocket screw is tight and the chain tension is correct. For added safety, use override switches that will stop the door from moving past its fully open point should the limit switch fail. 

    Check on safety. Look over the safety guards and shields every to ensure they are installed correctly over the operating system’s lifting drums, chains and sprockets as well as over the automatic latch components. If the door uses manual latches, test them by holding the switch while attempting to open the door; the door should not move. Also, ensure all safety decals are still in place and readable. 

    Keep an eye on it. Regularly clean the photo eyes and sensing edges, which detect objects in the door’s path, to ensure the door continues to open smoothly.

    Just like any other piece of equipment, repairs tend to be needed more frequently as a door ages. If repairs are needed every six to 12 months, it will be worthwhile and more cost-efficient to explore purchasing a new door. When that time comes, work with an experienced manufacturer that will manage the entire process, from carefully checking the building’s specs and providing a design and accurate estimate to engineering a safe, all-steel door to fit the opening. Their service should not end there but should continue through the installation and finish work as well as after-sale check-ins to address any concerns. 

    When choosing a new door, ask about maintenance-friendly options and modern conveniences, such as override systems, high wind-load ratings, automatic latches, brake systems, insulation and door liners, photo eyes, sensing edges, walk-through doors and windows and variable speed drive systems.

    Whether new or old, periodic checks will ensure the hangar door operates safely and efficiently for years to come. 


  • December 17, 2020 07:30 | Anonymous

    By Jakee Stoltz NPUAS Test Site

    In May 2019, North Dakota Governor Doug Burgum and the North Dakota Department of Commerce announced a $30 million dollar investment to be used to build out infrastructure to support Beyond Visual Line of Sight (BVLOS) operations of Unmanned Aircraft Systems (UAS) across North Dakota. The goal of a statewide BVLOS network is to enable UAS efficiencies for state agencies, local communities, and commercial sectors, including automated farming, utility inspections, and disaster response. The future of our statewide BVLOS network can be likened to common aviation infrastructures, such as navigational aids and runways which support manned aviation activities in North Dakota and across the country. Instead of each company deploying their own technology to support advanced UAS operations, North Dakota will deploy a common infrastructure that can be used by all UAS operators. Northern Plains UAS Test Site, headquartered in Grand Forks for the past seven years, has been chosen to manage the implementation of this network. 

    Immediately, Northern Plains UAS Test Site began working diligently with State and other partners, such as the North Dakota Department of Transportation and the MITRE Corporation, to plan the initial deployment of the system. The statewide BVLOS network will consist of technology to detect other aircraft and assist UAS pilots in avoiding them, technology to reliably command and control the unmanned aircraft at extended distances, and technology to monitor the entire system so as to ensure it is running at the intended performance levels. All these technologies must be robust, secure, and able to gain the necessary approvals from agencies like the Federal Aviation Administration and Federal Communications Commission. 

    The initial deployment of the system, called the Key Site, is beginning to take shape with the signing of several agreements with leading UAS companies. L3Harris Technologies and Thales USA have been selected to provide technology, such as radars and radios, and build out the initial Key Site infrastructure.  Volansi has been selected to provide an advanced UAS for network testing and use-case development. The Key Site location has also been chosen as the area surrounding Watford City and Williston, due to proximity to many potential use cases and existing state and local government infrastructure that can be leveraged for deployment. 

    The goal is to have an operational Key Site by the summer of 2021. At that time, UAS operators will be able to leverage the statewide BVLOS network to conduct advanced UAS operations that cannot be done today and that support their business needs. For example, the statewide BVLOS network might support an oil and gas company flying UAS with advanced sensors to inspect long distances of pipeline for integrity. Or the network might support law enforcement flying a UAS to quickly cover large areas to search for a missing person. Perhaps the network may even support the UAS being flown to deliver your packages. In all cases, the statewide BVLOS network will provide technology and support to enable these advanced operations safely in the North Dakota skies. 


    ---

    The FAA recently selected 26 schools across the United States to participate in the Unmanned Aircraft Systems Collegiate Training Initiative (UAS-CTI). This program recognizes institutions that prepare students for UAS careers and was launched in April 2020. Two North Dakota schools were selected:  Dakota College in Bottineau and the  University of North Dakota in Grand Forks.



  • December 13, 2020 07:30 | Anonymous


    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. 

  • December 10, 2020 07:30 | Anonymous


    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.


  • December 06, 2020 07:30 | Anonymous


    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.


  • December 03, 2020 07:30 | Anonymous

    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



  • November 26, 2020 07:30 | Anonymous

    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. 

  • November 22, 2020 07:30 | Anonymous

    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!


  • November 19, 2020 07:30 | Anonymous

    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.

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Bismarck, ND 58507

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