agairupdate.com Volume 28, Number 7 JULY 2010
Turbine Husky
inside this edition: Burning jet fuel in an Ag Husky? • Cutting drag on an ag-aircraft • Where did all the Stearmans go? • History, safety and Air Tractors in Ag-Cat country
Bill Lavender bill@agairupdate.com
What a pair! Rick Reed of Mattoon, Illinois and I remembering old times while at Farm Air’s Open House. Everyone knows that sometimes I like to use this editorial as my soapbox. One of my favorite topics is “Profit is not a fourletter word”. Knowing how much it cost to operate your aircraft is part of the profit attaining scheme. Using the rule of thumb that an aircraft needs to gross annually the amount it cost to purchase; or it takes $1,000 an hour to operate a turbine machine, could be setting yourself up for a very big financial mistake. The cold hard fact is revenue from your aircraft has to exceed the expenses to fly it. Sounds simple enough. However, anyone that operates an ag-flying service understands that the so-called simplicity just isn’t there. There are too many variables. Have you ever experienced a situation where before you had something, you didn’t realize all that you were missing until after you got it? I remember in the mid-1970s thinking: “Why do I need a radio system in my vehicles and aircraft?”. Dumb thinking, huh? Not really, because at the time I hadn’t experienced the efficiency and comfort of in-the-cockpit communications. Once it was implemented, I was amazed at how I had managed before the radios. The same holds true with data
from the cockpit
Data management management for your business. If you have not had accurate data related to your operating costs for one of the most expensive facets of your business, the aircraft, then you don’t know what you are missing! Data management will help you answer the questions... Do I trade? Do I sell outright? Do I keep flying my aircraft? There are worlds of other information that can be utilized from data management. For the sake of this editorial, I’m only referring to the aircraft ownership data. I’ll use myself as an example. I started flying a general aviation aircraft for AgAir Update travel in the mid-1990s, a Citabria. It didn’t take long for me to see I needed a faster machine; so I upgraded to a Glasair. Within a short six months, I realized how beneficial traveling in my own aircraft was, especially since virtually all my readers and clients were located on an airport. It made good business sense to have an IFR rating and an aircraft capable of flying IFR, so another aircraft change to the Beechcraft line. Next, I began thinking about how the company relied on my survival. Thus, the argument for two engines. You guessed it, another equipment change and this time to a twin. That aircraft
lasted my “needs” for about five years at which time I decided I wanted to go higher and faster. Once again, another equipment change and this time it was to a turbocharged, pressurized aircraft. Along comes the high cost of fuel, almost doubling in the three years I owned the high and fast aircraft. About the same time my son, Graham, came to work at the office wanting to fly more and become IFR proficient. Another equipment change and this time for a whole different set of reasons. I would be ratcheting down in the pecking order from a very sophisticated (and expensive to operate) aircraft to a much more simple and practical single engine machine. That decision, financially, was an easy one to make. Was it the right one? Of all the aircraft I’ve listed, as well as the seven different ag-planes I have owned, not once did I use computer software to determine the financial consequences of my decision. I am sure I lost money in the trading, selling and buying, if for no other reason than tax timing. Once you get a twin engine aircraft in See Editorial page 4
inside this issue Ag Airmail ........................................................................................................................................................ 6 Burning jet fuel in an Ag Husky? . .......................................................................................................................... 8 Industrial Aviation Services modifies Cessna 188 with Soloy Turbine pac ...........................................................11 First AT-502B retrofit seatbelt airbag installed in Canada....................................................................................13 Where did all the Stearmans go?..........................................................................................................................16 U.S. company disappointed by Air Force specification for Afghanistan light attack aircraft . ...............................18
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Cutting drag on an ag-aircraft .............................................................................................................................14
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EDITOR / PUBLISHER: Bill Lavender editor@agairupdate.com ASSISTANT TO THE EDITOR: Deborah Freeman aau@agairupdate.com ACCOUNTING: Sandy Lavender accounting@agairupdate.com ADVERTISING: Ernie Eggler ernie@agairupdate.com CLASSIFIED ADS: classifieds@agairupdate.com PRODUCTION: Deborah Freeman aau@agairupdate.com CIRCULATION: Brittni White subs@agairupdate.com IT SPECIALIST: Graham Lavender graham@agairupdate.com CONTRIBUTING WRITERS: Dennis Avery - cgfi@hughes.net Jim Gardner - jim@agairupdate.com Carlin Lawrence - carlin@agairupdate.com Alan McCracken - mccrackenalan@yahoo.com Robert McCurdy - robert@agairupdate.com Sam Miller - smiller@SLMmodels.com Tracy Thurman - thurmantracyt@yahoo.com LATIN AMERICAN REPS: Ernesto Franzen - ernesto@agairupdate.com Gina Hickmann - gina@agairupdate.com Walt Jazun - walt@agairupdate.com Pat Kornegay - svd@xanadu2.net Virginia Marroni - mariamarroni@hotmail.com
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3rd annual aviation industry conference week - July 2010 .................................................................................11
GE Aviation names service centers ......................................................................................................................24
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Calendar of events ...................................................................................................................................... 4
History, safety and Air Tractors in Ag-Cat country ...............................................................................................20
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On the cover... Burning jet fuel in an Ag Husky? See story page 8.
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calendar of events July 2010 July 29-30, 2010 New Zealand AAA Conference Palmerston Nth, New Zealand www.nzaaa.co.nz
August 2010 August 5-8, 2010 Expo Congreso Taller Aviación Agrícola Punta Del Este, Uruguay Tel: 011-598-2369-0013 infocongreso@anepa.org.uy www.anepa.org.uy
September 2010 September 23-24, 2010 CoAAA SAFE Fly-In La Junta Municipal Airport La Junta, CO Dolle M. Lehrkamp dolle@coagav.org 719.768.3367 www.coagav.org
October 2010 October 15-17, 2010 NAAA Fall Board Meeting Town and Country Resort San Diego, CA Peggy Knizner Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org www.agaviation.org October 27-28, 2010 HeliSphere and Aerial Emergency Response Crowne Plaza Mutiara Kuala Lumpur, Malaysia Tel: +44 1628 660400 Fax: +44 1628 660622 aknapp@tangentlink.com www.tangentlink.com October 28-30, 2010 (tentative) MEXICO-MAZATLAN Expo Congreso Aviacion Agricola Mazatlan, Mexico 01 55 55712072 57623705 fappaarmac@aviacionagricola.com.mx
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October 31- November 1, 2010 PNW Convention Red Lion Hotel at the Park Spokane, Washington www.pnwaaa.org
November 2010 November 2010 - TBA Aerial Fire Fighting Conference and Exhibition The Sheraton Istanbul Maslak Istanbul, Turkey GMcKenzie@tangentlink.com 44(0)1628 660400 Fax: 44(0)1628 660622 www.tangentlink.com November 8-10, 2010 CAAA Convention Embassy Suites Napa, CA Terry Gage caaa@psyber.com Tel: 916-645-9747 Fax: 916-645-9749 November 9-11, 2010 CoAAA Annual Convention & Trade Show Crowne Plaza Hotel Colorado Springs, CO Dolle M. Lehrkamp 719-768-3367 dolle@coagav.org www.coagav.org
December 2010 December 6-9, 2010 NAAA 44th Annual Convention & Exposition Savannah International Trade and Convention Center Savannah, GA Peggy Knizner Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org www.agaviation.org
January 2011 January 5-7, 2011 TxAAA Convention Hyatt Regency Hill Country San Antonio, TX Chris Shields 512-476-4405 www.taaa.org
January 9-11, 2011 ArAAA Convention Wyndham Riverfront Hotel North Little Rock, AR Ron Harrod 501-376-3233 rharrod@sbcglobal.net
February 2011 February 7-9, 2011 SEAF Convention TBA - South Carolina Linda Minton 772-465-0714 February 17-19, 2011 Canada AAA Conf. and Trade Show Winnipeg, Manitoba Canada www.canadianaerialapplicators.com February 21-23, 2011 NATA Convention Sandhills Convention Center North Platte, NE Judy McDowell 402-475-6282 Fax: 402-475-6282 nata@windstream.net
February 23-25, 2011 Tri-State Aerial Applicators Convention Jackpot Junction Morton MN Ambroz Stieren, Terry 952-226-5874 TAmbroz@aol.com Laurie Robbennolt 605-765-2707 sdaviation@gmail.com Cindy Schreiber-Beck 701-642-5777 cndrwht@702com.net
November 2011 November 8-10, 2011 CoAAA Annual Convention & Trade Show Crowne Plaza Hotel Colorado Springs, CO Dolle M. Lehrkamp 719-768-3367 dolle@coagav.org www.coagav.org
editorial from page 2 your blood, it’s next to impossible to get it out. Graham now has a little over 500 hours in our Bonanza and we both have the itch for the twin. I would like to think I am getting smarter in my old age. For a few hundred bucks, I asked AgAir Update’s contributing writer, Sam Miller of AircraftCostAnalysis, to review my situation. I knew Sam could tell me how much “real” extra money I would be spending to make another aircraft change. The data was very enlightening. Like I tell my children: learn from the mistakes I’ve made. You could do the same. Make the investment in an Aircraft Cost Analysis Excel Model before you make a change in aircraft ownership. It will be wise money spent. I am sure you’ll more than recoup it in savings. You can contact Sam through his web site at: www.aircraftcostanalysis.com. Don’t talk yourself out of doing this because you fear the time it takes to assimilate the data. If you are running your business correctly, the data will be
easily accessible. If it isn’t, then you have bookkeeping problems that need fixing. After spending a little time working the numbers, you will sleep well with your decision. The results will give you benchmarks to follow, whether it be a change in aircraft or setting application prices. Your efforts will be like a ship at sea with a full set of charts and working GPS! What did I do? The numbers say I can operate the twin for a few more dollars a year than the single. That’s a good trade off for safety and speed (not to mention ego satisfaction). This is possible, for the most part, due to depreciation and other tax issues. However, there is always a day of reckoning when it comes to taxes. I have decided I will die with a fully depreciated aircraft and let my heirs figure it out! Until next month, Blue Sky and Tailwinds...
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ag airmail pilot I’m looking for a working ag-pilot based in Kansas, (ideally who also flies a vintage bi-plane as a hobby) to potentially feature in a TV doc series, “America Revealed”. “America Revealed” is a 4-part series for PBS to be aired spring next year, which will examine how America works by looking at the patterns of life, infrastructure, historical development and human impact across four key areas; transport, manufacture, energy and food. The series will have a host, a major on-line presence and considerable ambition. The first film - The Great American Breadbasket - will look at how we produce and distribute the ingredients of our daily diet; it will also look at how US agriculture has undergone a massive industrialization process and what impacts that has had on the landscape and the people of rural America. One part of that story will be to look at the constant battle with infestation and disease that is waged annually from the air -hence the interest in aerial application. The reason for the vintage aircraft is to take a leisurely look at the landscape with our ag-pilot and allow our host to interview them while enjoying the ride and the unique perspective that a small aircraft gives. I know the vintage aircraft element is a long shot (though I haven’t yet given up hope) and I’d be interested to know if you might be able to help us find suitable candidates? Many thanks, Nic Young Series Director, America Revealed Lion TV, New York New York, NY nic.young@liontv.us Hello Nic; The guy in Kansas you want to talk with is Robert Grace of St. Francis. He is a long-time ag-operator aerial applicator, He was involved with a
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Stearman Fly-In (bi-plane) this past weekend that you just missed. I’m sure Robert can steer you in the right direction. I’ll publish your letter in our next printed edition of AAU. Maybe someone will contact you via email. Good luck, Bill Lavender / Publisher
message at office Tom Bryce a friend of Andy Montague called and had a couple of questions. He said that a friend of his had a meeting with a chemical company and they are concerned with the drift problem and are trying to get their chemical labeled. He was concerned when he heard that the company stated that the chemical application percentage by air was only 10% verses ground application and he felt that was incorrect. He wanted to get a more accurate percentage if you have one. Mr. Bryce’s phone number is 407467-3747 and his email is spraybird@ aol.com. Tom Bryce Apopka, FL Hello Tom; Heading out of town, but got this email from the office. Actually, the percentages for ground vs air vary greatly with both the product being used and the crop, plus where applied. You might could somehow come up with a percentage based on one of those factors, but I doubt it could reflect all, since there are so many variables. AgAir Update does not have that kind of data and I don’t know who would. It simply is not cut and dried info. For example, on rice, most is done by air. Same with typical cotton treatments, but not all. When you factor in the chemical, then of course products like 2,4-D are probably applied more by ground, while Headline on corn and soybeans would be more by air. The same for pre-plant applications, like a Treflan-like product, would be more by ground, particularly if the product needs to be harrowed in.
So, to argue the chemical rep’s statement, would depend on product, crop and location, and that’s not considering other possible factors like cost of application. He could be right, but he could easily be wrong. I don’t believe someone can simply say a percentage unless they are very specific. You could try NAAA, but for the above reasons, I don’t believe the data you are looking for will be available.— Bill
no Garrett I was reading in AgAir Update and noticed that you did not want Garrett engines. I operate two geared Thrushes and a C188 and am considering a Garrett engine. Now you have me wondering about the Garrett engine. Could someone please fill me in about the Garrett engines. Thank you, Jim Peters Manitoba, Canada Hello Jim; Where did you read in AAU that “you did not want Garrett engines”? I guess anything is possible, but I don’t think I would have said that. —Bill (no reply)
news from France At this time we are very busy spraying by helicopter over vineyards in Champagne (France). By your way or readers, do you know the best height to spray over vineyards and crops for fungicide applications? We are using a Bell 47 and Hughes 300 with 7.6-meter booms and 32 airmixed nozzles. Thank you, Christophe Druart Champagne, France druart.christophe@oprange.fr Hello Christophe; Give me a few days to ask around. I’m traveling now. In the meantime, please post this to AAU’s forum, maybe you’ll get a quicker and better answer. —Bill
magnetos Hello Bill, how are you? I heard TCM is not supporting its line of double magnetos. Can you please confirm this? If really the double magnetos will be orphans, the situation for Braves 375 and Ipanemas will be very serious. It is impossible to replace the magnetos for single ones without replacing the crankcase, accessory case and intermediate gears and modifying the crankshaft. I hope the gossip is wrong! Best regards, Carlos Retamosa Mercedes, Uruguay Reta; What you heard is not a rumor, but truth. However, I don’t think you will have long term worries, as there are several companies wanting to take over the production of the dual magneto. Here is a link to an article that explains it. I couldn’t find anything about this on the TCM web site. The site doesn’t even have an email link. —Bill http://www.generalaviationnews. com/?p=21539
video What is the bi-plane with the top gull wing? Its about two minutes and seven seconds into the YouTube video. http://www.youtube.com/ watch?v=aQ7skNcDUnw&playnext_ from=TL&videos=24ierTavYAM Paul Kruse Colfax, IL The aircraft in question is a prototype “Air Tractor” test flown December 10, 1953 in Yakima, Washington by Central Aircraft, developed in five months’ time in cooperation with Seattle-based Lamson Aircraft Company. It had a 450 hp R-985 engine. It never made it to the commercial market and was not related in any way to today’s Air Tractor in Olney, Texas. No, I’m not brilliant! And, I didn’t sleep in a Holiday Inn Express last night!
I read page 104 of Mabry Anderson’s book, “Low and Slow - An insider’s history of agricultural aviation” for this info. The book can be ordered from AgAir Update’s web site for a meager $10, including shipping.—Bill
Int’l Crop Duster’s Day Hey Bill, thanks for your continued support of International Crop Duster’s Day. I agree with you, we should find a day, after the seasons are over, that might offer folks time to gather and hangar fly and celebrate. May 27th was chosen for the county to recognize because commissioner’s court was meeting and my request for a proclamation was to be considered at that time (and issued). With your help, we can pick a day and go forward. Your input is appreciated. I have begun to add members to the society and receive letters of encouragement, which I really appreciate. I contribute this response to your support. Your membership certificate will be sent to you very soon. Sincerely, Old Duster (Bob) Wheat Anahuac, TX oldduster@aol.com Hi ya Bob, Appreciate the kind comments. No need to rush to select a day. We can both think more about it and decide from a few choices. I really don’t think we’ll have Latin American ag-pilots coming to an event in the U.S., but no need to paint yourself in a corner and limit your options by picking a date during our winter when they would be working. Also south Florida, south Texas, Arizona and southern California operators would be too. I suppose dates somewhere around November or March would be appropriate. Now days it’s hard to pick any date, since many operations are finding almost year round work and then there are the U.S. state trade shows to consider, starting in October and ending in February., as well as spray clinics in the spring. A tap dance for sure. I received earlier this week my “Charter Member” certificate to the International Crop Dusters Society. Many thanks! —Bill
invite We, Bluestem Aerial Sprayers, LLC, have finally completed our new facility here at the Pawhuska Municipal Airport! We would like to invite you to our Open House on Friday, May 21, 2010. Our friends, Carlin and Sandra Lawrence, (Wing and a Prayer) are planning to come. They will spend the night after our event. We would be happy for you and your AgAir Update team to join us for this fun evening. If you would like to come, we would be happy to get you hotel rooms, if needed. Just let us know, so we can make arrangements for your room. We look forward to hearing from you. Sincerely, Liz Mitchell Bluestem Aerial Sprayers, LLC Cushing, OK Hello Liz; Thank you so much for the invite. However, I must take a rain check, as I have a conflict of dates for that weekend. My aircraft will be at Central Florida Ag Aero (AT-502 simulator folks) in Orlando, Florida and I won’t be able to attend your Open House. However, I would welcome any photos of the attendees, particularly those involved in ag-aviation and some overview photos of the facility. Please give my regards to all that attend. I especially regret not being able to visit with Sandra and Carlin.—Bill
first plane My wife bought me my first airplane for $800.00, a T-Craft BC-12D. Bet you can’t do that now! Mahlon McCormick LaPorta, Texas Darn good wife! Probably come closer to finding the aircraft for $800 than a woman to buy it! —Bill
AOPA reports I was reading AOPA’s E edition and was pleased to see how they picked up your article on the AT-802 oil dispersant op’. Great article! Good PR points for AAU and the ag flying world. That’s really cool. I wonder how many AOPA readers will soon become loyal AAU fans! Terrific writing and reporting. http://www.aopa.org/aircraft/ articles/2010/100603oilspill.html?WT. mc_id=100604epilot&WT.mc_ sect=gan Take care and stay safe! Tracy Thurman Somerton, AZ Hello Tracy; Yes, we kind of “planted the idea” for AOPA by advising them of the article and giving them reprint permissions. It is good exposure, all in all, although I doubt it’ll directly benefit AAU in any way since AOPA members don’t typically buy ag-aircraft and related services/products. However, it is good exposure for the industry and that’s why we did it—Bill
nice article Just read the article on the AT-802 operations in the Gulf and thought I’d say, “hi”. Life has been interesting this year with two close calls for going west. Gale and Jackie Johnson Alba, Texas Hello Gale; Take your time, be careful. Whatever you are doing never warrants going West...—Bill
oil spills When I first heard of the Gulf oil spill, I remembered our work in 1983 and again in 1993 in Arizona and Texas in pattern checking of aircraft dispensing oil spill dispersals (AgAir Update, Sept, 1993). I was hoping that Ag planes were being used in on-shore and near off-shore operations. This disaster might well be an eye-opener for the industry in other coastal areas surrounding the USA (and elsewhere) to be ready and able to assist when needed. Lawrence Roth Stillwater, OK Hello Larry; I should have researched my archives! I didn’t remember publishing the article in 1993 (obviously my memory is not as good as yours). I’ll look for it!—Bill
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Burning jet fuel in an Ag Husky?
The Turbine Husky spraying, lays out an even swath.
AAU conducts an evaluation flight in the Turbine Husky by Bill Lavender MCMINNVILLE, OR —You have heard the cliche, “I love the smell of jet fuel in the mornings”, a takeoff from the movie, Apocalypse Now. How would you feel if the smell of jet fuel in the morning was coming from your Cessna AgHusky as the hopper was being loaded with over 220 gallons? Ecstatic? That’s exactly how Van Patton feels when he’s working Industrial Aviation Services’ Turbine Husky. With over 200 revenue producing tach hours logged, Van will tell you flying the Turbine Husky is about as good as it gets. You may have heard rumors about this C-188 Ag Husky that had its engine converted to a Rolls Royce 250 C20S turboprop. You may have even seen the YouTube video of its maiden flight. Now, the Turbine Husky is a reality, one-time STC certified, proving itself everyday over west Oregon crops. Maybe you even wondered, why have a turbine engine on an aircraft with only 52 gallons of fuel and a hopper limitation of 285 gallons? There are reasons, good ones.
Industrial Aviation Services, Inc. owned and operated by Jerry Harchenko and his son Terry, have been in business for 40 years. The Harchenkos operate two Hiller 12Es with the Soloy turbine conversion, a piston Hiller 12E stored away for backup, two Cessna A188B Ag Trucks, and now one Turbine Ag Husky. For a backup, they also have a Cessna A188A Ag Wagon, the original airplane the business started with. Jerry and Terry felt they needed speed, better load capacity and a more quiet aircraft with their familiar Cessna 188s. Their natural inclination was to upgrade from the piston engine to a 420 SHP Rolls Royce 250 C20S turbine, de-rated to 310 SHP at 74 pounds of torque. The deration is a red line on the torque gauge. Both Hiller 12Es utilize the Rolls Royce 250 C20B, so the Harchenkos were intimately familiar with the engine. The three-blade, 95-inch prop and Rolls Royce engine create only 68 db while working, comparable to a dishwasher that is heard at 55-70 db. The Harchenkos were friends with
Joe Soloy and the people at Soloy for many years. The obvious solution was to contact Soloy for assistance with the engine conversion. Terry knew about a conversion Soloy had once tested on a C-185 and they had decided against continuing the program, but continued with the Cessna 206 and 207. He reasoned that attaining the firewall to the Turbine-Pac mount, which had been used on the Cessna 185, the conversion would be straightforward. He reverseengineered the mount and started the conversion in October 2006. As Terry had expected, the conversion wasn’t too difficult (except for the extensive FAA paperwork involved). The Turbine Husky made its first flight December 4, 2008. Later, on September 28, 2009, it received its one-time STC certification that allowed Industrial Aviation Services to put it to work. The cost of the conversion is dependent on many factors. Typically, a suitable airframe will cost about $70,000. The choice of engines, be it new, OH’d or used, can range from
about $180,000 to $265,000. A midlife engine should cost approximately $110,000-$140,000. At this time, Soloy does not offer the Turbine-Pac conversion for the Ag Husky. That could change. The recommended TBO for the Rolls Royce 250 C20S is 3,500 hours. A midtime, normal HSI will cost about $32,000, while a normal overhaul is approximately $86,000. That equates to $33 an hour engine operational cost. In flight fuel burn is a sipping 28-30 GPH or less, while burning 9.8 GPH on the ground. “Depending on fuel prices, I figure we are saving over $8.00 an hour on fuel costs compared to the piston Ag Husky,” says Terry. The Turbine Husky has met and exceeded all expectations of Industrial Aviation Services. “Under the worst scenario, the Turbine Husky is about $140 an hour more productive than its piston engine counterpart,” says Terry. “We typically see a 50% increase in productivity with it and in our area that equates to approximately $1,000 an hour or better. We treat at least 40 or
Why is this aircraft so sexy up front? The Rolls Royce compressor and gas producer (N1) section of the turbine rotate at 51,000 RPM at 100% N1 and the power turbine (N2) at 33,000 RPM. A forward propeller gearbox reduces the 6,016 RPM from the Rolls Royce PTO gearshaft to 1,810 RPM for the propeller. The gearbox interfaces with the engine and mount creating the nose up look.
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The Turbine Husky naked of its cowling, exposing the Rolls Royce engine, gearbox and mount. This installation includes the first ever use of the Soloy gearbox auxiliary power takeoff pad with a hydraulic pump that in this case drives the aircraft’s spray system.
so different crops, ranging from minor crops like blueberries to Christmas trees. With an average field size of less than 50 acres, we need the maneuverability of the Turbine Husky. Usually, one or two loads with the Turbine Husky will complete the job. In many cases, the next job will be a different mix on a different crop. The Turbine Husky gives us flexibility and with its loaded, ferrying airspeed of 150 MPH, it doesn’t take long to turn out the acres,” Terry concludes. By now, I had heard enough good things about the Turbine Husky. I was eager to find out for myself. Evaluation time! The weather had been a threat all week. This day, the sun was peeking out from the clouds, but the clearing brought with it strong winds, probably around 20 kts. At Industrial Aviation’s paved, narrow and short strip, the wind was blowing crossways. It was decided to make the flight from the McMinnville Airport, just a few miles away, to be more in-line with the wind. (McMinnville is home of the Spruce Goose and the Evergreen Aviation and Space Museum. It is well worth the time to visit. It is in a class of museums equal to that of the Smithsonian). Van talked me through the cockpit check out. Here I was, a stranger sitting in his summer’s income-making machine. Van handled it well. First he explained how the prop arrangement worked. Van instructed me to leave the prop full forward throughout the flight. The control rigging power lever is advanced forward to establish max propeller RPM at 1,810
RPM. You then advance the power lever to the desired torque. The governor system maintains the propeller at 1,810 RPM. For the Rolls Royce engine, each pound of torque equals 4.2 SHP; 74 X 4.2 = 310 SHP for takeoff and operating until the aircraft is light and going too fast. The pilot never touches the prop, (except to feather while loading) -- one less function to be concerned with. Ground idle is used strictly for ground operations and flight idle is introduced at takeoff. Van advised me against coming behind the throttle stop, unless I was exactly where I wanted to be over the runway. On it, in other words. Behind the throttle stop, the prop angle flattens and the aircraft would quit flying without an extreme nose-down effort. He told me to expect a fairly fast approach. With plenty of runway, the ground speed would bleed off quickly with the throttle behind the stop. He was right. Completing the cockpit checkout, Van demonstrated the hydraulic spray system’s on-off procedure, pointed out the fuel boost pump ran continuously, gave starting instructions and told me to go have fun. What an understatement. With 420 SHP horsepower available, the Turbine Husky’s certification limits the horsepower to 310 SHP, which made certification much easier by matching the brake horsepower of the piston engine. I won’t get into the dynamics and differences of shaft and brake horsepower, but my belief is 310 SHP puts more into the prop than an equal rated amount of brake horsepower. The proof
At first, sitting in the Turbine Husky appeared to put me lower than I would have liked, especially with its unique nose. This turned out not to be an issue with plenty of forward vision, even on landing. When was the last time you used a map to find a field!
was in the takeoff. I used to own and operate a C-188 and I can assure you, never did it leap off the ground like this machine in Oregon. There was a bit of a problem with the torque indicator sticking. Terry told me that operating the aircraft at the bottom of the yellow of the Turbine Outlet Temp (TOT) gauge was 74 pounds of torque. I never reached the bottom of the yellow, which is 738°C. I advanced the throttle until the TOT indicated 700°C and left it there until I started spraying with an empty load which is when I had to reduce power to control airspeed. My flight evaluation policy has always
been to first fly the aircraft empty. After I have a feel for how it will behave, I will return to the airstrip and start loading the aircraft if water is available. The last time I had flown a C-188 was in the early 1990s helping a friend for two weeks on a boll weevil contract. Before that was in 1975 and 1976, when I owned one. It had been awhile since I logged time in this type aircraft, which is very unfair to use the word “type”. The turbine engine changes everything. I didn’t find anything unusual flying the aircraft empty, so I returned to the airport for a load. Terry and Van loaded me with 200 gallons. Van works the aircraft with
There is not much difference in the cockpit layout than from a normal C-188; only a few added switches for the start sequence and an Electronics International fuel flow gauge that alerts the pilot when there is 20 gallons remaining.
July 2010
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(L-R) Owner Terry Harchenko and pilot Van Patton with the Turbine Husky at the McMinnville, Oregon airport.
40 Years of Turbine innovation. Interested in a Turbine C188? Call Soloy: 360-754-7000
crish@soloy.com www.Soloy.com Soloy Aviation Solutions 450 Pat Kennedy Way SW Olympia WA 98501
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220-230 gallons. Trust me when I say the aircraft can easily carry more. I found the Turbine Husky to be extremely smooth. In the cockpit, the wind noise is acceptable, but at 150 MPH you can hear the wind. It’s hard to say how quick the Turbine Husky took off with its load. There was a strong headwind and the outside air temperature was near 65°F, all helping with takeoff performance. To be honest, I don’t think there was much difference between empty and loaded, at least not noticeable on the 5,000-foot McMinnville runway. The strip at Industrial Aviation
The power quadrant is a Kawak (AgAir Systems) design used on their Garrett engine conversions. It operates very smoothly.
is 2,300-foot long and Van has no issues regarding takeoff distance. I believe this proves my theory about brake vs. shaft horsepower, with the same aircraft, pulling the same rated horsepower and only 150 pounds lighter due to the engine and prop conversion. If you have flown more than one or two different type ag-aircraft, you may have come across the phenomenon where the aircraft flies better loaded than empty. This is the case with the Turbine Husky and it is because of a forward shift of the center of gravity. I found it much more stable in the turns and across the field (at 150 MPH) with a load. Everyone that has flown a C-188 knows it is an excellent flying aircraft. Converting it to turbine power only enhances that characteristic. I wish I could better share the thrill of traveling to Oregon to fly the Turbine Husky. I’ve tried to relay its attributes in this article, but I am afraid I’m somewhat short of the adrenaline rush I experienced. For some operators, a Soloy conversion Ag-Truck or Husky would be the exact aircraft suited for their operation, like the Harchenkos at Industrial Aviation Services. For others, particularly those with long ferries and low volume, fuel quantity is going to be an issue, but Terry knows how it would be easy to solve by increasing fuel capacity. How well the aircraft’s aging monocot fuselage and spring gear can withstand 220 gallons and up at 140 - 150 MPH airspeeds is yet to be seen. I believe the pilot will be mostly responsible for that outcome. I’m excited that the ag-aviation industry has one more option in its arsenal of aircraft to get the job done. A big thanks to Jerry and Terry Harchenko for allowing me to fly their aircraft, to Van Patton for trusting me with the machine he’ll use to make a living this year and to Bill Clark at Regal Insurance for agreeing to place me as “Named Pilot” on the insurance policy!
Industrial Aviation Services modifies Cessna 188 with Soloy Turbine pac Industrial Aviation designed and manufactured the custom installation on its Turbine Husky and gained FAA approval in the restricted airworthiness category. The installation includes the first ever use of the Soloy gearbox auxiliary power takeoff pad with a hydraulic pump that in this case drives the aircraft’s agricultural system. Industrial Aviation Services built the Turboprop version of the Cessna 188 to study the suitability of small turbine powered fixed wing aircraft for agricultural aviation. The study will evaluate the long term effects of turbine operation on the aircraft’s productivity, operating costs and the effects, if any, on the suitability of existing support equipment. Soloy Aviation Solutions is a world-
renown engineering and manufacturing company that specializes in the design and development of major Supplemental Type Certificate modifications for the aviation community. The company was founded more than 40 years ago on the idea of bringing superior turbine engine technology and reliability to piston aircraft. Soloy has engineered, developed and manufactured hundreds of aviation products, including several industry-first major STC’s and patented aviation solutions. Soloy is on the cutting edge of aircraft design innovation for the enhancement of performance, safety and efficiency in fixed wing and helicopter aviation.
3rd Annual Aviation Industry Conference Week - July 2010 Palmerston North Convention Centre, July 26-30. Registration is now open for the Aviation Industry Conference Week 2010. For more information contact bob.feasey@ aia.org.nz or call 04 472 2707 We have negotiated special accommodation rates for our members starting from just $80/night at the Kingsgate Hotel, Palmerston North. The 2009 trade exhibition was a resounding success and it will be bigger
and better next year. Don’t miss out on this opportunity to showcase your organisation to the rest of the aviation industry. We are already being approached by companies wanting to sponsor the Aviation Industry Conference Week 2010. Don’t miss out on getting the sponsorship event that you want. For more information contact bob.feasey@aia.org.nz or call 04 472 2707
July 2010
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It’s Practically
mystery photo
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I have attached a photo of what was, arguably, the world’s greatest agricultural aircraft; the Australian Transavia PL-12. “The World Center of Ag Aviation” Distributors - New Thrush, Cessna, Satloc, Weatherly So whether it’s ag-craft sales, services, parts or insurance We are Big enough to serve you Anywhere - Anytime - PromPtly Small enough to need and appreciate your business
Wombat-Landers was supreme in the area of producing an elegant, dare I say, pretty agricultural aircraft. “If it looks right, it will fly right!”. Ah well...Lester Mason and I enjoyed chucking mine around the skies back in the mid-1990s. Submitted by Mike Feeney / New Zeland /mikefeeney@actrix.co.nz Editor’s Note: I missed an opportunity to fly this aircraft in the mid-1990s while in Australia. But, my long time friend, Frank
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Kimmel of Mississippi did fly it. I guess he took a wrong turn somewhere!
First AT-502B retrofit seatbelt airbag installed in Canada YORKTON, CAN —Yorkton Aircraft Service Ltd. is very excited to congratulate Brian & Mark Kinniburgh of Fox Coulee Aviation in Drumheller Alberta on the installation of their AmSafe® SeatBelt Airbag in their 1999 Air Tractor 502B. Fox Coulee is the first AgAviation company in Canada to install the Air Tractor retrofit kit. Seatbelt airbags are now standard equipment in new Air Tractors. The STC for
retrofits on older model AT401, 402, 502 and 602 aircraft was finalized in late 2009. Brian Kinniburgh commented, “We are excited to have this new safety enhancement in our aircraft. We strive to be a progressive company and pilot safety is our number one priority.” The install was done on May 6th at Fox Coulee’s facility in Drumheller. Yorkton Aircraft supplied the install team of Neal Poersch and Tom Kindjerski. Richard Heitzman, Technical Sales Manager for AmSafe®, flew in from San Antonio Texas to oversee this install. The kit was installed by the two-man YAS team in
about four hours. While in Drumheller, Richard conducted an AmSafe training session. “We watched some of the videos on the testing of these kits,” says Brian. “After witnessing the crash test dummies post impact condition I was definitely convinced that this restraint is a worthwhile investment. These bags should be in every ag aviation cockpit.” “I’m pleased Air Tractor has made AmSafe® seatbelt airbags standard equipment in all new aircraft. And now being able to install them in older models is a big safety advancement for our industry,” states Brian. This particular installation has an interesting story. Brian’s son Mark, who flies an Ag Truck in their operation, actually purchased the SeatBelt Air Bag Kit for his father at the CAAA Auction in February. “I knew Air Tractor was supplying a kit at the auction and I had made my mind up that I was buying it for dad,” explains Mark. Now Brian says he wishes there was a kit approved for installation in Ag Trucks. “For sure we would install one!” Richard of AmSafe
was part of this conversation and he has taken the word back to his company that these seatbelt air bags are needed and wanted for other models of ag planes. Brian smiles and says, “I have three cats at home and they have nine lives each. I only have one. Installing this equipment just makes sense. For anyone in Canada that is interested in these bags Yorkton Aircraft Service is an Authorized AmSafe® distributor and the know their stuff.” To learn more about this technology contact Yorkton Aircraft. To look at a video demonstration on this equipment visit www.yorktonaircraft.com.
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Cutting drag on an ag-aircraft by Bill Lavender Reducing drag on an ag-aircraft is like getting free horsepower. Instead of parasite drag, early aircraft design was focused primarily on useful load, wide, even swaths and safety. To increase the carrying capability of an aircraft, common practice was to add horsepower. During the Stearman era, stock 220 HP radial engines were sometimes upgraded to 600 HP or even 1,200 HP (The 1,200 HP R-1820 version of the Stearman was called the Emair MA-1 Diablo, built by Murray Air in Harlingen, TX). The same practice has been true over the years - adding relatively cheap horsepower to proven airframe designs. The most prominent example is the introduction of the turbine engine to ag-aircraft in the late 1970s. When the turbine engine conversion came along, an additional benefit was realized with the “pointy nose” cowling design. Not only did the turbine engine provide more horsepower to the propeller, it decreased the total drag of the aircraft. The difference in drag can best be described
as the difference between pushing a 4’ X 8’ piece of plywood vs a pencil through the air. There have been many other aerodynamic improvements on today’s ag-planes; like streamline booms and airfoil-like empennages. However, an overall reduction in drag has not been
accomplished. Due to the nature of an ag-plane’s design, there’s not much room for improvement. Earlier this year, Air Tractor undertook a series of tests to evaluate how a fiberglass gate box fairing would perform. The airflow in this area is critical; it affects the spray swath and
Quinn Aviation’s AT-802 with the fiberglass gate box fairing fitted to a Transland 10” gate box. The aircraft’s application pattern was being evaluated at Earl’s Flying Service in Steele, Missouri by Dr. Dennis Gardisser. Frost Flying Service in Marianna, Arkansas modified the gate box fairing with pressure scoops that help to keep dry materials from entering. Earl’s Flying Service modified the spray pump inlet to the side of the gate box instead of the standard front configuration.
aerodynamics of the aircraft. The idea came from a similar fairing that was fitted to the State Department’s AT802 aircraft used in Colombia for drug eradication. Air Tractor modified a gate box fairing, like the ones used on the State Department’s aircraft, to fit a Transland 10” hydraulic gate box installation on an AT-802. The fairing encased the gate box and the plumbing associated with it. The fairing’s design allows it to remain mounted to the aircraft for both wet and dry applications. It is standard equipment for the AT-1002. In January 2010, Air Tractor decided to conduct basic flight evaluations to analyze the effect, if any, toward the reduction of drag. The test aircraft was powered by a PT6A-65AG engine with a 115” diameter prop. The test aircraft had 250-gallon wing fuel tanks. For the flight test, the aircraft was fueled to full. The hopper and rinse tank were both empty. The airplane was flown to a pressure altitude of 8,000 feet. The engine torque was set to nominal values of 2000 ft-lbs, 2,500 ft-lbs, 3,000 ft-lbs
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and 3,500 ft-lbs. At each power setting the airplane was allowed to accelerate up to and stabilize at a cruising airspeed in smooth air on a constant heading at a level altitude. The fuel flow (in GPH), OAT, ITT, Ng and the indicated airspeed (MPH) were all recorded. Following the test data collection, a timed glide from a pressure altitude of 8,000 feet to 4,000 feet on reciprocal headings (east and west) was conducted with the propeller feathered at an IAS of 115 MPH. Following the flight test, the fairing was removed, the airplane refueled to full and the flight test was conducted again. (The fairing is easily removed with Camlocs and t-pins.) During the second test, all factors from the first test were duplicated. The fuel flow versus indicated airspeed was graphically plotted for both configurations.
Earlier this year, Kevin Carpenter of Quinn Aviation in Jonesboro, Arkansas took delivery of a new AT-802 that was the test aircraft outfitted with a gate box fairing. Kevin reported the AT-802 is about 7 MPH faster than the company’s other AT-802. At the same IAS as the other AT-802, also with a PT6A65AG engine, the fuel consumption is approximately 10 GPH less. At the time, he had not flown the aircraft without the fairing. These numbers do not agree with the Air Tractor factory tests, probably
Fuel flow at various airspeeds
Without Fairing Fuel Flow (gph)
Note how the over center linkage is faired.
of descent of 1,098 ft/min without the gate box fairing, while with the fairing the rate of descent was 1,069 ft/min, a difference of 29 ft/min. The test pilot noted the aircraft was appreciably smoother in flight with the gate box fairing. Essentially, a gate box is a blunt object in the airstream of the aircraft creating turbulence that can be felt in the pilot’s control stick. It was deducted the smoothness was due to the increased laminar airflow over the airplane aft of the gate box.
because the comparison is for two different aircraft. Dr. Dennis Gardisser commented the aircraft needed little change to its spray and dry systems that were set up like a typical AT-802 before the application clinic tests. Gardisser believes the area behind the gate box is cleaned up by the fairing creating a little more prop wash effect. A gate box fairing kit is available only for the AT-802. It comes in a split configuration. The installation will require a small amount of fitting for each aircraft. If the gate box fairing proves itself with fuel savings, a minimum of 3 GPH could result in more than 1,500 gallons a year for many operators. At that rate, eventually the fairing would pay for itself and since it does not “wear out”, it would be an item that makes the operator money in fuel cost savings, while enhancing the application pattern and the pilot’s comfort. Time will tell if gate box fairings are in the future for all ag-planes.
With Fairing
IAS (mph)
Air Conditioning
The graph indicates
EnvironmEntally SafE ag-aircraft air conditioning SyStEmS
fuel flow at increasing airspeeds. Beginning with about a 3-MPH increase to gradually increasing to almost 5-MPH at the higher fuel flow setting with the fairing.
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The conclusions made from the test indicated a typical working speed of 155 MPH will require a fuel flow of approximately 72 GPH in an airplane not equipped with the gate box fairing. When the same airplane is equipped with the gate box fairing, the fuel flow for the same airspeed is 68 GPH. A timed glide from 8,000 feet to 4,000 feet resulted in an average rate
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Where did all the Stearmans go? by Bob Wheat In the early 1920s, the U.S. military furnished several Curtis Jenny airplanes and pilots to investigate the possibility of using aircraft to apply dust to cotton crops. Tests were begun and almost immediately the planes proved to be a valuable asset to the agricultural industry. The military pilots soon found that they could quickly and accurately apply insecticides to infested fields of bollworms and other pests, saving the crops from devastation and utter destruction. This radical new experiment paved the way for the agricultural aviation industry. Soon, Delta opened its huge dusting business and others quickly followed. Agriculture flying was on its way to becoming a big business in helping farmers produce crops to feed the hungry citizens of the world.
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Early airplanes such as the Jenny, Travel-Airs, Cubs and a few others dominated the skies. Progress was quick to invade the new industry. The public fell in love with the romantic, daring duster pilots, their leather jackets with scarves flying in the slipstream, who risked life and limb, flying so low and slow under the high-line wires, skidding around trees, flying out of fields and pastures. Many early pilots lost their lives while proving their daring feats. Safety was not one of the priorities back in those days. Progress, meanwhile, continued to improve the industry drastically. Following the World War II, the military began releasing thousands of Lloyd Stearman’s classic design, the PT-13 and PT-17 Boeing Stearman Kadet. Upon its release as a surplus military aircraft, thousands were sold to the public for
Grandpa Kenneth in his Stearman in Hollis, Oklahoma. Circa late 1970s. Submitted by Ryan Coomes as little as $50 each. Many fledging exservice pilots and operators bought them up as many as 100 at a time. During their flight to their respective operations, should one quit in flight and make a forced landing, it was usually cheaper to buy another one, rather than dismantle the airplane and haul it out. During this time, the Stearman proved to be one of the industry’s best airplanes, due to its well-built landing gear, its biplane design, welded tube fuselage, load capacity and dependable 220 HP engine. Then a short few years later, the
military released thousands of the Pratt & Whitney dependable 450 HP radial engines. This proved to be a major advancement in the capabilities of the Stearman. Operators increased their hauling capacity from 90 gallons of spray with the 220 HP engine to 150 gallons or more, or 1200 lbs or more of dry materials with the powerful R-985 Pratt & Whitney. In the 1950s, the winds of change began to blow in the industry. A radical new design of an agricultural airplane came from Texas A&M University in College Station. This new design,
developed expressly for agricultural use, had a single, low wing design affording the pilot a better view. New safety features were incorporated in the aircraft as well. The creative engineer behind this design was Leland Snow. His design positioned the cockpit immediately behind the engine with the hopper behind the pilot. Unfortunately, a few pilots found the engine in the cockpit after a crash, prompting Mr. Snow to produced a new design, the famous D-model Snow with the hopper between the cockpit and engine. Not long after the introduction of the Snow aircraft, agriculture aviation began to see even more designs in ag-planes, like the Grumman-produced Ag-Cat. The venerable old Stearman began to lose its dominance in the skies of ag-aviation. As these purpose built ag-planes became more numerous, the military began releasing thousands of the Pratt & Whitney 600 HP radial engines, the R-1340. These engines were cheap, some sold for as little as $50, too, if you bought six at a time. Operators immediately found the refitting of this engine to the Stearman made it be a greater workhorse the price of the
engines rose very quickly. It was long before NASA got into the ag-aviation game and began to study new dispersal equipment for the new breed of planes. I was invited in the 1970s to visit the NASA facility in Langley, Virginia to offer suggestions on new spreader designs. That visit made a real impression on me of the in-depth study NASA then had committed to agaircraft dispersal equipment. About the same time, while attending an NAAA convention in Las Vegas, everyone marveled at a new turbine engine installation, the Soloy TurbinePac. This engine weighed about 250 lbs and produced an incredible 400 SHP. I immediately wanted two for my Cessna 337, but upon finding the price of $100,000 each, installed, remarked, “no way.” Too costly! However, I turned to my business partner and remarked, “That, my friend, is the future of ag plane power”. I remember hearing operators say, “I’ll never have one of those things on any of my airplanes.” It wasn’t long before turbines began to show up on AgCats, Thrushes and Air Tractors. It seemed that very shortly afterwards of the turbine evolution, P&W R-985 and R-1340 parts began to become
scarce, expensive and overhauls costly. As operators began to realize they could fly 4,000, 6,000 and up to 8,000 hours before an overhaul, the turbines became made sense and became a standard engine for their aircraft. This engine helped to spell the demise of the dependable, workhorse Stearman. Boy, I’d loved to have flown a Stearman equipped with Ruletto wings and a P&W turbine engine. From $50 Stearmans to an unbelievable cost of $1,000,000+ for a fully outfitted turbine-powered, satelliteequipped, air-conditioned, ag aircraft, surely they have now reached their limits. Or, have they? Again, the U.S. military may have the technology to, in the future (if not already) create drastic changes throughout our industry. Will the ag-pilot find himself sitting in front of a computer in a comfortable leather chair in an air conditioned office, grasping joysticks in both hands and directing the flight path of an unmanned ag-plane? Instead of asking, “Where have all the Stearmans gone”, will someone ask, “Where have all the ag-pilots gone?”
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July 2010
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U.S. company disappointed by Air Force specification for Afghanistan light attack aircraft Olney, TX –Air Tractor, Inc., the number one manufacturer of agricultural and fire fighting aircraft in the world, expressed disappointment with the latest Air Force decision to tailor their Afghan Light Attack requirement toward small acrobatic trainer aircraft. Air Tractor recently adapted its versatile AT-802U to include ISR capability, equipping it with sophisticated sensor devices combined with modern weapons systems in hopes of winning this contract and aiding the U.S. effort in Afghanistan. Leland Snow, founder and president of Air Tractor stated, “The Air Force has decided to choose a small trainer rather than to hold a real competition for a light attack aircraft for the Afghan Air Corps. Our U.S. made Air Tractor is about onethird the cost of the competition, carries four times the payload, and can stay on station four times longer. That should be simple math for the Air Force.” Analysis of State Department narcotic crop eradication costs, as well as operational costs for firefighting and agricultural
AT-802U roles show lower cost to operate and maintain the Air Tractor due to its design simplicity. The latest Air Force requirement completely disqualifies the U.S. made Air Tractor, which is much more durable and simple to operate, and is much better suited to the dirt landing strips specified in the RFP for the Afghan Air Corps. The Air Force Request for Proposal specifies a high tech, complex ejection seat aircraft with small wheels on
retractable landing gear, which is unsuited for landing on rough dirt landing strips found in Afghanistan. Taken as a whole, these Air Force requirements seem to define a foreign built-excessively complex aircraft. As currently written, this virtually ensures that it will win any fly-off. The Air Tractor with its agricultural aviation heritage was designed to fly from farm fields. This is what they do every day. It carries more than an
8,000-pound payload. It can fly 150 miles to a forward troop position, stay on station for eight hours, and fly back to base, all with internal fuel in selfsealing fuel tanks. It can carry more than 2900 rounds of .50-caliber ammo and has recently fired the GAU-19/A guns that mount on each wing. Air Tractor, Inc. is an employeeowned small business located in Olney, Texas. In business since 1974, the company has manufactured and sold more than 2,500 Air Tractor airplanes ranging in size from 6,000 pounds to 20,000 pounds gross weight. For more information, see www.airtractor.com or visit the Air Tractor AT-802U at the Farnborough Air show in July 2010. For more information about the Air Tractor AT-802U, contact Leland Snow, President or Lee Jackson, AT802U Design Engineer at Air Tractor, Inc. Telephone: 940-564-5616. Email: info@802u.com
Chip Kemper, President
Air TrAcTor SAleS & Service
Your Northwest Air Tractor Dealer 800-736-7654 Fax 208-745-6672 Office 208-745-7654
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NAAA/BASF agricultural aviation scholarship takes flight Up to $7,500 in training money available, deadline to apply Aug. 31 by Jay Calleja WASHINGTON, D.C.— NAAA has finalized terms and conditions of the NAAA/BASF Agricultural Aviation Scholarship Program, and is now accepting nominations from Member Operators on behalf of interested applicants. The Association will award one scholarship valued at $5,000 each year and could award a second scholarship valued at $2,500 depending on the pool of applicants. The deadline to apply is Aug. 31, 2010. NAAA will recognize the winner, or winners, of the first Agricultural Aviation Scholarship in December at its 44th Annual Convention & Exposition in Savannah, Ga. The goal of the Agricultural Aviation Scholarship is to strengthen the aerial application industry by helping NAAA
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Operators bring new pilots into the profession.
Each applicant must be sponsored by an NAAA Operator, and scholarship recipients must use the proceeds for flight training or agricultural coursework at a university, college, community college or other institution of higher learning. The Agricultural Aviation Scholarship is funded by an educational grant
provided by BASF and administered by NAAA. Former NAAA President Doug Chanay announced that NAAA and BASF had agreed to establish a scholarship at the 2009 Convention. The general parameters were known at the time—scholarship recipients had to be sponsored by an NAAA Operator and use the proceeds for flight training or agricultural coursework—but NAAA’s Membership Committee still needed to determine the exact criteria. After a great deal of discussion, the committee came up with two parts to the application, one for the candidate applying for the scholarship proceeds and another for the NAAA Operator/ Sponsor to complete. Every applicant will be required to submit: • A letter of recommendation from the NAAA Operator sponsoring the applicant. • An essay of 250 words or less written by the applicant explaining why he or she is deserving of an NAAA/BASF Agricultural Aviation Scholarship. • A one-page résumé or list of activities detailing all agricultural and aviation experiences, education and training.
“The contribution from BASF means a great deal to the National Agricultural Aviation Association, but it is going to mean even more to the industry,” NAAA Executive Director Andrew Moore said. “This scholarship will help sustain the aerial application industry by bringing in new pilots while also enhancing education and professionalism.” To learn more about the NAAA/BASF Agricultural Aviation Scholarship, review the application instructions or print the application, visit NAAA’s Web site at www.agaviation.org/agavscholarship.htm or www.agaviation.org/scholarshipform. pdf. Please call NAAA at (202) 546-5722 if you need clarification about any of the requirements. NAAA represents 1,600 members in 46 states. NAAA member operator/pilots are licensed as commercial applicatoroperators that use aircraft to enhance food, fiber and bio-fuel production, protect forestry and control healththreatening pests.
July 2010
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Spreading The Wings of Insurance Protection to Ag Aircraft Owners and Pilots
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Meiji Seika Kaisha, Ltd and BASF sign worldwide, exclusive insecticide co-development agreement • Agreement grants BASF worldwide, exclusive license to develop and commercialize a new insecticide compound outside of Japan, Taiwan and South Korea • New class of chemistry and mode of action against aphids, whiteflies and certain scales, mealy bugs, and leaf hoppers • Market launch expected in 2014 in Japan, 2015 in the U.S., the EU and South America • Favorable environmental profile LIMBURGERHOF, Germany—BASF announced the signing of an agreement with Meiji Seika Kaisha, Ltd. (“Meiji Seika”) for the co-development of an exciting new insecticide for the control of piercing and sucking insects, code named ME5343. Under the terms of the agreement, Meiji Seika granted a worldwide, exclusive license (except
Japan, Taiwan and South Korea, where Meiji Seika will hold the exclusive license) to BASF to develop and commercialize the new insecticide. Further details of the agreement were not disclosed.
Representing both a new class of chemistry and a new mode of action, the insecticide was discovered in a research collaboration between Meiji Seika and The Kitasato Institute.
July 2010
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The compound shows significant efficacy for the control of aphids, whiteflies and certain scales, mealy bugs and leaf hoppers, including those that have developed resistance to other insecticides. This new insecticide is expected to be launched in the Japanese market in 2014 and other markets in 2015. It has potential use applications in vegetables, fruit, vine, row crops, and ornamentals, and has shown to be effective as a foliar, seed, and soil applied treatment. “This agreement combines BASF’s global market strength with Meiji Seika’s innovation skills, delivering an important and exciting new insecticide innovation to growers around the world,” said Markus Heldt, President of BASF Crop Protection division. This new compound has been evaluated in research trials and is considered a high performance insecticide that ranks low in toxicity to beneficial arthropods, including pollinators, and is an ideal candidate for use in insect resistance management programs, according to researchers at both companies. While significant research on the development of this compound is
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planned, early results have been promising. Other features of the compound include low toxicity to the environment, non-target organisms, including other arthropods, and mammals. With global regulatory requirements increasing, the compound is expected to meet evolving regulatory standards that may further restrict or force existing compounds off the market. Meiji Seika will submit the new compound for regulatory approval in Japan in 2012. BASF will submit for regulatory approval in the U.S., Brazil, and EU in 2013, with commercial launch planned for 2015. For more information contact: Elise Kissling Tel: +49-621-60 27450 Fax: + 49 621-60 6627450 E-mail: elise.kissling@basf.co
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July 2010
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Ag aviation loses Donald Wayne Chester Roberts Supply Company Goodman Overhauled Aircraft Engines, Propellers 661 Pearce St. • Collinsville, TX 76233 Tel: 903-429-6805 Fax: 903-429-6047 crs5r@aol.com Pratt & Whitney and Curtiss Wright Engines and Parts Carburetors - Magnetos - Alternators - Accessories Overhauled engines in stock
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by Bill Lavender Last year while visiting Ag-Flight, Inc. in Bainbridge, GA., Graham and I met Donald Wayne Goodman of Goodman Flying Service. Donald Wayne was an operator in Chase, Louisiana. I didn’t recall having met Donald Wayne before, but all indications pointed towards Donald Wayne being an upstanding member of our industry. As it turned out, Donald Wayne had donated an AT-301 for Ag-Flight to use in its ag-pilot school. During the short visit with Ag-Flight, we also had the opportunity to meet Donald Wayne’s son, who was training to be an ag-pilot. See the November 2009 edition of AgAir Update. I was lucky enough to get Donald Wayne, his son and Billy Howell in front of the camera. On Monday, May 31st, Donald Wayne succumbed to injuries sustained in a race car accident two days earlier. Just that
quick. We (ag-pilots) fly for thousands of hours, under power lines, between trees, low to the ground and then out of the blue God brings you home doing something completely unrelated. We have lost others in similar instances - car and motorcycle wrecks, aerobatics, etc. It doesn’t seem right. You can be extremely careful in this profession, mitigating risks; you can take care of yourself, eat right, exercise and visit your doctor. However, you can’t stop the fickle hand of fate. There is no truer cliche: “When it’s your time to go, it’s your time to go.” I didn’t know Donald Wayne Goodman as well as I would have liked. The short time I had with him was good. I have been told he was a strong financial supporter of both LAAA and NAAA. I know he will be missed by his family and friends. My thoughts are with them.
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Past NAAA president Roy Weaver Wood dies Past NAAA and NCAAA president, Roy Weaver Wood, Sr., 79, passed away Monday, June 7, 2010. He lived in Raeford, North Carolina. He had served in the U.S. Air Force as a first lieutenant flying fighter jets. Upon discharge, he started Wood Spraying Service. In the 1980s, he was featured on national TV’s “PM Magazine” as an ag-pilot. Mr. Wood served as president (1982) of the National Agricultural Aviation Association (NAAA), as well as its treasurer, and represented the North Carolina Agricultural Aviation Association (NCAAA) as its NAAA director for many years. He was instrumental in the formation of the NCAAA, where he served as its president for three terms, as well as serving on various committees for the organization.
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money talk
Is your aircraft producing a profit? The survival of an aircraft operator depends on knowing total costs and revenues necessary to produce a profit. Many operators are not profitable. If an operation is losing money, what must be changed to produce a profit? Financial planning determines the future as an aircraft operator. The entrepreneur that purchases an aircraft and develops his financial plan “on-the-fly� will probably suffer significant consequences. The successful entrepreneur will formulate several financial scenarios for each aircraft using a financial model to produce an after-tax cash flow that can be analyzed using Net Present Value (NPV). This requires an investment of time and effort, but you don’t have to be a rocket scientist. There are many ways to charge for aviation services: $/Statute Mile, $/ Nautical Mile, $/Take Off, $/Landing, $/Day, $/Elapsed Time, $/Flying Hour, $/seat, $/Trip, $/excursion, $ for
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positioning, $/Statute Mile or Nautical Mile for deadhead, $/acre, $/pound, $ for excess ferry distance, $ charge for small patches, $ charge for spot treatment, $/load, plus special charges for fuel surcharge, type terrain, weather, day, night, etc. The type operation determines the conventional method of billing but no matter what billing method is used; revenues must exceed expenses to produce a profit. Since total operating costs are usually expressed as an average $/hour cost, know the conversion factor from your billing method to average $/hour revenue. The fixed costs required to compete in the aircraft industry are significant. Aircraft, insurance, personnel, finance cost, depreciation and support facilities represent a large investment. These entry costs are known but will vary with each aircraft so it is necessary to financially analyze the fixed costs of each aircraft. The variable operating costs of each
aircraft must also be analyzed. Generally, newer equipment has lower maintenance costs than older equipment and this should be recognized in the variable analyses of each aircraft. Combining the fixed and variable costs determines the total hourly operating cost. The biggest factor influencing total hourly operating cost is the annual hourly utilization. Spreading the annual fixed costs over more flight hours reduces the total hourly operating cost. Theoretically, each aircraft has a different total hourly operating cost and therefore a different price the operator must charge in order to produce the same percentage profit per operating hour. Practically speaking, each aircraft model has an hourly charge rate determined by the marketplace. Assuming you collect the hourly charge rate determined by the marketplace your financial plan should answer two questions. 1) What annual hourly utilization is required to break
even on each aircraft? 2) What annual hourly utilization is required to produce the return on investment you desire for each aircraft? After answering these two questions, you have a financial plan showing the annual utilization required to break even and to produce the return on investment you desire at the market hourly rate. Is your aircraft producing a profit? What must you change to be more profitable? Calculating the profitability of the cash flow produced from an aircraft investment is time consuming. AircraftCostAnalysis performs these essential investment calculations while saving you time and effort. Details and sample reports are available at www. AircraftCostAnalysis.com.
USDA announces additional funding to respond to expected grasshopper outbreaks in western states WASHINGTON, DC—Agriculture Secretary Tom Vilsack announced the availability of emergency funding to conduct suppression treatments that will protect up to four million acres of rangeland in some western states potentially impacted by expected grasshopper outbreaks this year. “USDA is closely monitoring the grasshopper situation, and is ready with both mitigation efforts and loss assistance programs to help communities impacted by this year’s potential outbreak,” said Vilsack. “The funding announced today will help us act quickly in states with economically significant outbreak levels and enhance our coordinated efforts with other federal agencies, state departments of agriculture, county and local agencies and private landowners to protect western rangeland.” The nearly $11 million in funding is being made available through USDA’s Animal and Plant Health Inspection Service (APHIS) Grasshopper and
Mormon Cricket Suppression Program, and will be used primarily for the application of aerial and ground insecticide treatments in response to requests for assistance in outbreak areas. APHIS will use the funds in areas identified by ongoing APHIS surveys as facing economically significant outbreaks. Although the Grasshopper and Mormon Cricket Suppression Program covers rangeland and not cropland, some treatments conducted on federal rangeland help to protect both rangeland forage and cropland adjacent to the treated areas. The goal of the program is to suppress grasshopper and/or Mormon cricket populations during outbreak years, not to eradicate grasshoppers, which are native species and an important part of the rangeland ecosystem. As part of this effort, APHIS will continue working very closely with other federal agencies; state, county and local governments; private ranchers and the public in responding to
grasshopper outbreaks of economic significance on rangeland. In addition to the Grasshopper and Mormon Cricket Suppression Program, APHIS is continuing to conduct surveys in 17 western states, and is providing technical assistance, and conducting education and outreach to cooperators at all levels. Additionally, USDA is prepared to provide assistance to farmers and ranchers who might be impacted by grasshopper outbreaks this year. The Farm Service Agency has programs that offer assistance to farmers suffering an eligible and documented loss due to grasshopper infestations: the Noninsurable Crop Assistance Program and the Emergency Assistance for Livestock, Honey Bees, and Farm-Raised Fish Program. Finally, the Federal Crop Insurance Program, administered by the Risk Management Agency, provides insurance products that address loss due to grasshoppers. Surveys conducted by APHIS at the end of summer 2009 revealed very high
numbers of adult grasshoppers in many western states, indicating that a large number of eggs may have been laid. As a result, APHIS is expecting potentially heavy grasshopper outbreaks this year in a number of western states beginning in early June and lasting throughout the summer. If the spring is relatively warm with little rainfall, conditions could be favorable for egg hatching and grasshopper survival. However, relatively cool and wet weather could limit the potential for outbreaks. The states that could see the heaviest outbreaks are Montana, Nebraska, North Dakota, South Dakota and Wyoming. States with less severe outbreaks could include Idaho, Nevada and Utah. More information about the 2010 grasshopper forecast, APHIS’ response plans, and the Grasshopper and Mormon Cricket Suppression Program is available online at www.aphis.usda.gov/newsroom/ hot_issues/grasshopper/index.shtml.
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wing and a prayer
The gospel of peace and the shield of faith “Have your feet fitted with the readiness that comes from the gospel of peace. In addition to all this, take up the shield
of faith, with which you can extinguish all the flaming arrows of the evil one” (Ephesians 6:15-16). Paul wrote this letter
to the Ephesian church while he was in a house in Rome, being guarded by a Roman soldier. Paul knew how important it was for Roman Soldiers to use every piece of armor and weapons for their protection and defense to defeat their enemies. Paul uses the mental image of a Roman soldier to impress upon Christians how important it is to arm themselves with God’s spiritual armor and weapons to defeat Satan and his demonic forces. With Jesus Christ as their Leader and the spiritual weapons of God, Christians are the most powerful force that’s ever walked on this earth. But if Christians try to fight their spiritual battles without God’s spiritual armor and weapons they will be vulnerable to Satan’s attacks. Christians are to be
strong in the Lord and in His mighty power (Ephesians 6:10)—not in their own strength. Every person is born spiritually dead and at war with God and His Laws. The only solution for this problem is for a person to put their faith in Jesus Christ as their Lord and Savior. The gospel of peace is the same thing as the gospel of Jesus Christ; it’s sometimes called the gospel of God. The gospel of peace is the good news that a person can have peace with God through faith in Jesus Christ. Paul wrote, “Since we have been justified through faith, we have peace with God through our Lord Jesus Christ (Romans 5:1). Christians who understand that God is on their side in every walk of life will have the spiritual strength and courage
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to step out in faith and be a witness for God and Jesus Christ—even in the worst of circumstances. Christians who understand what Jesus Christ has done for them on the Cross know that nothing can happen to them unless it is allowed by God. “And we know that in all things God works for the good of those who love Him, who have been called according to His purpose” (Romans 8:28). Having believed in Jesus Christ, every Christian is marked with God’s seal, the Holy Spirit. The Holy Spirit is God’s guarantee that He will take His people into His heaven when Christians leave their earthly body (Ephesians 1:13-14). That doesn’t mean a Christian can live any way they want to, God demands that Christians grow in spiritual strength. Peter said, “Grow in the grace and knowledge of our Lord and Savior Jesus Christ” (2 Peter 3:18). Only Christians who become spiritually strong will have the ability to live their life to please God. Christians who are unwilling to make the effort and commitment to become spiritually strong will struggle with their sinful flesh, the evil world systems, and Satan. These spiritually lazy and weak Christians are too concerned about their fleshly desires, worldly power, social importance,
personal pleasure, and worldly riches. These spiritually out of shape Christians have not prepared themselves for godly living or witnessing to unbelievers—which they almost never do! Because of their disobedience God rarely uses these lazy Christians for His purposes (Read 1 Corinthians 9:24-27). The Greek word used for shield is “thureon” which means it is the large shield which was about four feet high and two and a half feet wide. This large shield could be used to protect a large group of soldiers by placing their shields together in front and over the top of their unit. Without these large shield soldiers in the front lines had no way of protecting themselves for the arrows of the enemy. And Christians who do not live by faith will find themselves struggling against all sorts of evil and lustful temptations that Satan throws at them. The shield of faith is God’s armor against the flaming arrows of temptations that come from Satan (Ephesians 6:16). This world is controlled by Satan (1 John 5:19), and Satan uses his demonically controlled people and worldly systems to throw arrows of temptations at Christians. Satan tempted Eve by telling her that God was keeping her from something
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that is good to look at, will be pleasing to her flesh, and give her worldly wisdom (Genesis 3:1-7). Satan is still using those same tactics against Christians today— Satan knows that a Christian’s sinful flesh is never satisfied! Only those Christians who take up God’s protective armor and use God’s spiritual weapons will be able to withstand these flaming arrows of temptations. A partial list of these temptations are sexual immorality, greed, materialism, pride, anger, impatience, envy, seeking fame or glory, and lusts for political or social power. Everyone that is born of God can overcome these worldly
temptations. “This is the victory that has overcome the world, even our faith” (1 John 5:4-5). “Whatever is not of faith is sin… Without faith it is impossible to please God” (Romans 14:23, Hebrews 11:6). Eve sinned because she didn’t trust what God said, and believed Satan. Satan is still tempting God’s people, telling them that it’s okay for them to live an immoral, arrogant, greedy and dishonest life, and to satisfy their sinful flesh—Satan says that’s where the real fulfillment of life is. Satan is prowling around like a roaring lion, seeking someone to devour (1 Peter 5:8). But if Christians will get their priorities straight, stay self-controlled and alert, and take up God’s shield of faith they can deflect Satan’s arrows of temptations. Christians show how strong their faith in God is when they live their life to please God. Christians are to clothe themselves with the Lord Jesus Christ, and not even think about how to gratify the desires of their sinful flesh (Romans 13:14). “The obedient Christian will live by faith” (Galatians 3:11). There is amazing spiritual power in living by faith. Hebrews 11 tells us about the amazing things God did through men and women who faithfully committed their lives to Him.
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Robert A. McCurdy, Chief Pilot / Flight Instructor Flying Tiger Aviation, LLC, ramtaildragger@aol.com
in my opinion
Spraying in a crosswind This is a subject that I really did not think was necessary to write about, because I honestly thought all ag pilots knew this. And the subject is spraying in a cross wind. Recently I had a student doing my turbine transition course, who had had a few seasons in an AT-301. As we zipped across the field he very smoothly put my Turbo Thrush into a slip and turned on the spray. Initially I did not say anything, but when I realized he was going to fly all the way across the field like that, I took control of the airplane, pulled up to about 300’ agl, and ask him why he was flying like that in unbalanced flight. His response was, that’s the way he always Run &that’s July the way he was taught. did Jan it and He was not the first one to fly like that. I had one other pilot from this country who wanted to spray like that and I also
had two others from Africa who flew like that. In all four cases, I had a very difficult time in getting them to stop flying in a slip and let the airplane crab into the wind. Bad habit patterns are hard to break. When we returned and had our postflight brief, I explained that when you spray in a crosswind in uncoordinated, unbalanced flight, you are slinging all of the material out to one side and you will terribly streak the field and if you are fertilizing a rice or wheat field, in a few days, it will tell on you. You have just left your signature on a very bad job. Of course the same thing applies if you are spraying Roundup, Paraquat, Stam, or 2-4D, your signature is also on that job, and it will not be pretty. In a cross wind that is within the
parameters of the label for the product you are applying, “crab” the airplane. Technically speaking, you will decrease the swath width, but only very slightly, and of course you can set you GPS for a shorter swath, but you probably won’t even need to do that. In My Opinion, the only time you should “slip” or cross-control an ag plane, unless you are flying an Australian Fletcher, is when on final approach and landing in a crosswind on pavement, and you had better do it then. Otherwise your airplane will be hunting a ditch! One other thing to keep in mind is that your airspeed indicator will not be accurate when flying in a slip, but then, if you’re like me, you rarely ever even look at your airspeed indicator anyway. And so, be safe, have fun, and make money.
Let the engines tell the story
From Safety to Efficiency to Proficiency Robert A. McCurdy Turbine Transition Instructor Ramtaildragger@aol.com 318-649-1007 318-680-9149 Flying Tiger Aviation
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EPA drafts NPDES pesticide general permit On June 4, 2010, the U.S. Environmental Protection Agency (EPA) will be publishing in the Federal Register the availability of a draft National Pollutant Discharge Elimination System (NPDES) pesticide general permit (PGP) for point source discharges from the application of pesticides to waters of the United States. This action is in response to a decision by the U.S. 6th Circuit Court of Appeals in National Cotton Council, et al. v. EPA thatclarified that NPDES permits are required for certain discharges from the application of pesticides. EPA is seeking comment for 45 days (through July 19, 2010) on the draft PGP and plans to issue the final PGP in December 2010. During the public comment period EPA will hold three public meetings (Albuquerque,
Boise, and Boston), a public hearing (Washington, D.C.), and a webcast to provide an overview of the PGP requirements and the basis for those requirements, and to answer questions about the draft permit and how the public can best assist EPA in the public comment process. The webcast will be broadcast on June 17, 2010, from 1:00 p.m. to 3:00 p.m. Eastern Time (ET). For information on how to register and attend the webcast, see EPA’s website at www.epa.gov/ npdes/training. More information on the NPDES requirements for discharges from pesticide applications is available at www.epa.gov/npdes/pesticides. Copies of the draft PGP, PGP fact sheet, and Federal Register notice can be downloaded from that site. [A pre-
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publication draft of the Federal Register notice is now available.] Details on how to provide public comment on the draft permit are provided in the Federal Register notice and, beginning on June 4, also at www.regulations.gov for docket number EPA-HQ-OW-2010-0257. EPA distributes its Pesticide Program Updates to external stakeholders and citizens who have expressed an interest in pesticide activities and decisions. This update service is part of EPA’s continuing effort to improve public access to Federal pesticide information. For general questions on pesticides
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ntsb reports NTSB Identification: *CEN10CA185* Date: April 02, 2010 Location: Malden, MO Aircraft: AIR TRACTOR AT-301 Injuries: 1 Minor. The pilot reported that the airplane encountered a downdraft after completing an aerial application pass.
While climbing away from the field, the airplane’s right wing impacted a tree and the pilot performed an off-field landing instead of returning to the departure airport. The main landing gear collapsed during the landing in a rough field. A post-impact fire ensued on the right wing after the airplane came to rest.
The airplane was substantially damaged. The pilot reported that there were no pre-impact mechanical malfunctions or failures that would have precluded normal operation of the airplane. NTSB Identification: *ERA10WA252* Date: April 27, 2010 Location: Resende, Brazil Aircraft: AIR TRACTOR AT802 Injuries: 2 Fatal. On April 27, 2010 an Air Tractor AT-802 operated in Rio de Janeiro, was destroyed following an in-flight loss of control and impact with terrain at Resende Airport, Resende, Brazil. The pilot and one passenger were killed. NTSB Identification: *CEN10LA250* Date: May 16, 2010 Location: Rushville, NE Aircraft: AYRES CORP S2R Injuries: 1 Fatal. On May 16, 2010, about 1445
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mountain daylight time, an Ayres Corporation S2R airplane was substantially damaged following impact with a power line and terrain near Rushville, Nebraska. The pilot was fatally injured. The aerial application flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 137. Visual meteorological conditions prevailed at the time of the accident. A witness observed the airplane flying and applying chemicals in a southern direction when it hit a power line, turned sideways and then turned upside down and impacted the ground. Examination of the airplane showed wrinkling in the fuselage, crush damage to the horizontal stabilizer, spar damage to both wings, and firewall damage. NTSB Identification: *WPR10LA247* Date: May 18, 2010 Location: Glenn, CA Aircraft: AYRES S2R Injuries: 1 Uninjured. On May 18, 2010, at 1630 Pacific daylight time, an Ayers Corporation S-2R, N29254, experienced a loss of engine power while maneuvering to spray a field and struck power poles while attempting a forced landing near Glenn,
California. The pilot was not injured; the airplane sustained substantial damage to the fuselage. Visual meteorological conditions prevailed for the local area flight, and no flight plan had been filed. According to the pilot, smoke started to emanate from the engine compartment and then the engine “rolled down.” He attempted to land on the adjacent road; however, the airplane landed hard, bounced off the pavement, and hit a power pole. The airplane turned sideways and slid into a ditch. The landing gear was sheared off.
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NTSB Identification: *CEN10CA262* Date: May 20, 2010 Location: D’Hanis, TX Aircraft: AIR TRACTOR INC AT-301 Injuries: 1 Uninjured. While departing from his home field for an aerial application flight, the airplane was not able to get airborne and collided with several fences at the end of the runway. The pilot realized he had left the flaps in the up position. Both wings sustained substantial rearward crushing. The pilot and operator reported no deficiencies with the airplane prior to the accident.
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hands-on flying
Tracy Thurman thurmantracyt@yahoo.com
Flying the 660 Thrush The boss called with orders to report to the Kansas office ASAP. Wheat acres were piling up faster than the weather would allow them to be worked off. I would not be taking the Air Tractor 402 this time, but would instead be strapping myself into the 660 Thrush. Having logged the majority of my time in the venerable Air Tractor, I was eager to fly a Thrush, especially the 660. I will have to admit, that it wasn’t exactly love at first sight. To me, the Thrush lacked the sleek and slender profile that I was accustomed to in the Air Tractor. I was excited at the opportunity to fly an airplane that exceeded in size and power anything I had previously flown. This particular airplane is outfitted with a PT6-65AG engine. It has 400 square
feet of wing area and a gross takeoff weight of 14,200 pounds. Though they might be considered cousins, there are many differences between the Air Tractor and the Thrush. The first thing any pilot will notice is the sprawling cockpit, much larger than the AT-602 and absolutely cavernous compared to the AT-402. There’s plenty of room without banging your elbows or knocking your knees. Larry Smith, the boss and owner of the 660 Thrush stood on the wing and gave me the cockpit tour. His statement was, “You fly an Air Tractor with your hands; you fly a Thrush with your feet.” Sounded like good advice and I marked it in bold letters on my mental chalk board. My first takeoff with 650 gallons was an experience in “takeoff anxiety”. I
knew the Thrush would require more runway. I fought the urge to push the stick forward as I roared down the runway. Pushing the stick forward prematurely on a Thrush will only increase drag and make your arm tired. Let the aircraft fly off and it will get you in the air just as solid and gracefully as any flying machine ever could. After a few flight hours, the Thrush and I weren’t quite on first name basis but were at least on good speaking terms. I still had the tendency to revert to old habits and techniques used flying the AT-402. I finally decided to sit back and listen to what the airplane was trying to tell me. Once I did that, it wasn’t long before I fell into synch with it and picked up the rhythm of flying it the way it needed to be flown.
The Thrush is an airplane that requires a bit more lead from the pilot. Flying an airplane that size requires more attention to energy management. There were times when I found myself off swath simply because I intervened with what the airplane was doing. The Thrush does its best work when you let it have its head. Allow the airplane’s momentum and kinetic energy to work for you and it turns out to be an easy plane to fly. In comparison, the Air Tractor tends to be a more hands-on flyer; it is more responsive and agile and where the Thrush likes to be left alone, the Air Tractor enjoys more of a team effort. The larger wings and control surfaces seemingly provide more stability for the Thrush. The tradeoff is the responsiveness and maneuverability;
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some of the main attributes of the Air Tractor. The most frequent argument I hear regarding the two airplanes is flaps. Some say the Air Tractor must be full flaps in every turn where the Thrush requires none. That is not necessarily true in my experience. In either example, the pilot has to give the airplane what it needs to fly it to its potential. The Thrush seems to turn best with a slightly nose high, elliptical turn, riding on that extra wing area with guidance from the rudder, whereas the Air Tractor turns a bit flatter and snaps around on its ailerons with light rudder use. I used flaps less in the Thrush, but I still used them. The company’s AT-602 is also outfitted with a -65 engine. It drinks the fuel, but I found the Thrush being a little heavier and less streamlined, uses a more. I was burning about 80 GPH initially loaded, then reducing the throttle to about 72-75 GPH as the load got lighter with the 660. I was never was short of power or lift, even when full and in a high density altitude environment. The 660 Thrush is certainly an easy landing airplane. It settles in like it wants to be there, I never had a feeling that
the Thrush would drop out in the flare even when approaching slow to land short. Wheel landings are solid and deceleration is smooth. It will three-point like a Champ, almost literally.
I’ve been asked “which one is better?” I don’t believe that one is better than the other. They each require their own techniques and have their own personalities. I believe that it depends on pilot preference in what he likes in handling qualities. Both aircraft are load haulers and moneymakers. It’s whatever you get used to that makes the difference. Flying different airplanes, operating in different environments and expanding ones experience is something that makes for a better pilot. I know; I benefited from my 40 or so hours in the 660 and I’m looking forward to the next time I fly it.
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Iowa AAA holds spray clinic in Newton by Ron Deck / Sky Tractor Supply NEWTON, IA —Iowa operators met on June 8 and 9 at Newton, Iowa for an Operation Safe Spray Clinic hosted by the IAAA. Kyle Rich, along with his wife Melody, Joel Meyer and Quentin Childs, the IAAA Executive Director, did an excellent job of organizing the event. Steve Cortum of Crop Production Services provided assistance in food preparation for the event. In attendance were OP-SAFE analysts Dr. Dennis Gardisser, Dr. Richard Whitney and
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John Garr. Wes and Jay Sharpe set up the IAAA booth. Wes and Jay also market Application Management, a software program for aerial applicators. Visiting with the operators were Ron Deck, Sky Tractor Supply of Hillsboro, North Dakota and Pam and Jim Jeffries of Airworks from Jackson, Mississippi. The FAA and the Iowa Department of Agriculture were represented. Each gave the operators a presentation at lunch time. Several chemical companies, including BASF, Syngenta, Bayer, FMC and CPS contributed
toward the spray clinic and gave presentations during the lunch hour on both days. The excellent facilities were provided by Johnson Aviation, the Newton FBO. Ethan Nasalroad, the Airport Manager, went out of his way to make sure everyone was taken care of with parking, fuel and tables where needed. Approximately 18 different aircraft were evaluated for pattern and swath accuracy, many going through more than twice and some three times. The first
morning the aircraft were on the ground because of rain and reduced visibility. In the afternoon, the weather cleared and the aircraft started to arrive. On the 9th, the weather was picture perfect with the wind rising later in the afternoon. Approximately 30 aircraft were originally scheduled. Some couldn’t make it due to weather, while others actually had work to do staying home to get their spraying done. Too bad, because they missed an excellent fly-in pattern test. Maybe next year?
SDAA and MET towers by Bryan Hauschild, SDAAA President Howdy my fellow aviators. I am anxious to start flying again this year especially after completing some MEL proficiency training. I won’t “preach to the choir” other than to say please be sure your proficient before spraying your first field this year.
House Bill 1155 is the newest news in politics that affect our industry. Representative Jason Frerichs of Wilmot authored a bill that originally required a database of anemometer towers (MET).
Aerial applicators including myself testified before the House Commerce Committee on our safety concerns. We could not represent SDAA since we would have then been considered a lobby. I showed a short PowerPoint of MET tower photos taken from the air from the pilots perspective and encouraged the committee members that the MET towers also be marked for aerial applicators and lit for night aviation operations. The wind lobby was successful in removing GPS coordinances, the web based data, lighting and limiting the painting. What we ended up with is painting the top third, marker balls on the outside guy wires, marker sleeves on all guy wires and contrasting vegetation at each anchor point. With that compromised wording in the revised bill it passed the Committee with a vote of 13-0. It passed the House 67-0, the Senate Commerce Committee 7-0 and finally the Senate 34-0. It now has been signed by the Governor and I believe it takes affect July 1st. Existing MET towers have until July 1st 2011 to comply. Source: SDAA Newsletter
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Farm Air changes hands and relocates
by Bill Lavender It is rare that an Air Tractor dealership changes hands. It can’t be done without an approval from Air Tractor, Inc. This requirement became all too apparent to Bill Taylor of Farm Air in Fairfield Illinois. Bill was starting to think about retiring from the business he formed in 1976. Shortly after forming Farm Air, Bill saw a need for Air Tractors in the Midwest, and approached Air Tractor about becoming a dealer. Over thirty successful years
later, Bill decided it was time to sell Farm Air with its Air Tractor dealership intact. Bill’s long time pilot, Mark Vaughn, had been with Farm Air for 33 years and did not want to buy the company. He simply wanted to keep flying for it. He had started working for Farm Air while in high school, loading planes to pay for flight time. With Mark wanting to keep his role as a pilot, Bill didn’t have a management succession to take over the company. He wanted to preserve Farm
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Air, which meant finding a new owner that could meet both Air Tractor’s and his approval. Harley Curless formed Curless Flying Service in 1977. The company’s first ag-plane was a Pawnee. From there, the company progressed to Ag-Cats and an Ag-Truck until 1983 when it bought its first AT-301 from Farm Air. Numerous Air Tractors later, Curless Flying Service now operates an impressive fleet of agaircraft, which includes an AT-301 and, of course, a Pawnee. Harley had always bought his Air Tractors from Bill at Farm Air. This resulted in Harley becoming
a longtime, faithful customer and friend. When Bill began thinking about retirement, Curless Flying Service was a natural consideration. This possibility had even been discussed on a few occasions in previous years. Bill went to Air Tractor proposing his retirement and the selling of Farm Air to Harley. In March 2009, Air Tractor announced the ownership transition of Farm Air would include the Air Tractor dealership. Bill and Harley had a busy schedule ahead of them; putting everything into place for Farm Air, Inc. to be operational
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Mr. Hubert Cripe was given an honorary ride in the AT-504. Mr. Cripe served in World War II as a B-24 Liberator pilot. He was shot down over Berlin, Germany and spent 14 months in a POW camp. With that big smile, he obviously enjoyed his flight. “It was my honor to have Mr. Cripe ride and fly in the AT-504,” Harley said. “We are allowed to live in the greatest nation on earth because of all the veterans who risked it all for our freedom. I’m proud to be an America.
with its new owner by January 2010. Harley began his expansion plans for Farm Air immediately after the announcement. This meant moving the company from Fairfield, Illinois to Astoria, Illinois, about 200 miles north. One of the first things he did was begin construction on a new hangar to accommodate maintenance and an expansive parts inventory. The 150’ X 120’ hangar, with its 76-foot Schweiss hydraulic arm door was completed in March 2010. Included in the hangar is a 30’ X 120’ office and parts department. New for Farm Air will be an onsite full maintenance shop (excluding heavy engine maintenance). Three FAA licensed mechanics have been hired, with Donny Haley as the lead mechanic and Julian Taylor assisting. Each have been Air Tractor certified to rebuild wings, conduct eddy current inspections and replace wing spar caps. Farm Air is also a certified AmSafe installer for Air Tractor airbags. Further expansion of Farm Air included increasing the parts department’s inventory. Todd Henderson, an FAA licensed mechanice was hired as Farm Air’s parts manager. Todd came to Farm Air with a parts department background from working with John Deere and Jet Air. Farm Air customers have access to parts 24/7. After hours, Todd has the Farm Air phone forwarded to his cell so that he can respond to an AOG need. Farm Air, like its sister company Curless Flying Service, doesn’t have any one “key” employee. The two companies reflect the dedication of thirty employees during the busy spraying season and at least twelve during the off-season. “Our business is a group effort and members of our staff are very much appreciated,” says Harley. “That group effort starts at home. “Every day of the year our employees are committed to the support of each other and the customers of Farm Air and Curless Flying Service. I have had especially great support and understanding from my wife, Kay, for so many years that I cannot begin to express my gratitude for her commitment and dedication to the industry and me. It is also very humbling for Mr. Leland Snow and Air Tractor to select me to represent the company as a dealer.” Although Curless Flying Service and Farm Air are two separate companies, they overlap each other in several ways. Both are based at the Curless Flying Service 3,400-foot sod airstrip. Farm Air
Harley Curless in his new office with his oldest of seven grandchildren, nine-year old Kody Wickert.
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will operate an AT-502 in Fairfield with Mark flying it. Curless Flying Service will continue to serve its customers, mostly flying from Astoria, with Harley’s son, Joe, managing the flight operations. Bob Blickenstaff assists Joe managing a varied fleet of ag-aircraft. Another base is located in McLean, Illinois with Jack Holland acting as its office manager. Even though Mark Drath is one of Curless Flying Service’s AT-802 pilots, he is also an FAA licensed mechanic and when possible assists in the Farm Air shop. “I’ve always enjoyed being an Air
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Tractor owner and pilot since I bought my first one from Bill in 1983. Before that, in 1980, I bought my first Ag-Cat from Mike Lee of Earl’s Flying Service in Steele, Missouri. It’s amazing how fate can take a turn. Thirty years later, I sold an AT-802, to Mike Lee,” recounts Harley. “Mike was my first outside sale of an Air Tractor. Farm Air has bought a new AT-502 to position in Fairfield for Mark to fly that will be for sale as a used aircraft. Curless Flying Service bought a new AT-504 that will be based in Astoria. It was the first AT-504 to be delivered in the U.S. We plan to use it in our spraying
Changes in the making, as Bill Taylor (left) passes on the Farm Air tradition to Joe (right) and Harley Curless (center) at the Astoria strip during Open House. operations and for mentoring new pilots.” Before Farm Air’s Open House, Harley had already flown several spraying missions with the AT-504, mostly five GPA fungicide applications on potatoes. With a full 216-gallon load of fuel and 450 gallons of spray, Harley reported the AT-504 performed very much like an AT-502 flying the same airspeeds and handling similarly using the same power settings. He commented Air Tractor had added assist handles for easing entry into the cockpit. He particularly like the adjustable, rotating grip spray handle, like that found on early model aircraft and the excellent visibility from the cockpit. “The only thing negative I can find about the AT-504 is the lack of space under the pilot’s seat and that’s not much of a problem. I’m sure some operators will figure a way to put things next to them in the copilot’s seat when it is not occupied.” Much of the credit for Farm Air’s smooth transition goes to its previous owner, Bill Taylor. “The new hangar here
in Astoria wasn’t ready in time to move the parts to when the sale of Farm Air was complete. Harley and I worked through that, with parts being shipped from Fairfield and the Air Tractor factory in Olney to customers, until we got moved. I would like to keep the Farm Air name going and I know Harley and his people are very capable of doing this. I plan to “hang around” in Fairfield when I’m not practicing my new pastime, golf. Most likely I’ll be attending some of the trade shows with Harley, like I did this year and last, to introduce him to people I know. I guess you could say I’m kind of a consultant for Farm Air,” explains Bill. Like anything worthwhile, it has been a challenging year since Air Tractor’s approval and completion of opening the doors for business at Farm Air at the Curless airport in Astoria, Illinois. The 30-year plus tradition of Farm Air will continue with enhancements that will benefit Midwest operators, as well as others throughout the country.
About 130 people visited Farm Air’s Open House luncheon and spray clinic Wednesday, June 9. Fried catfish and butterflied pork chops were served. Several people had the thrill to take a ride in the new AT-504, flown by Curless Flying Service pilot, Mark Drath. Scott B. conducted Operation Safe aircraft pattern testing.
spreading the facts
about STFs We are each aware of the need to get out the “Good” word about pesticides and aerial applications. But it appears we are preaching to the choir, ourselves! Although, much progress is being made with the school programs teaching kids about ag aviation. Unfortunately, the vast majority of the American population is urban. Therefore many probably aren’t getting our message. Most ag applicators simply do not have the time or expertise to address civic clubs and preach on-the-stump about our industry. But there is a way to make a difference. At AAU we have developed an idea that each of us can participate in with little or no effort and yet make an impact on Americans nationwide. Every newspaper is always looking for newsworthy and interesting information they can publish with minimum effort, i.e. no reporter or research costs. Submissions with reprint permission always generate interest. With the “Spreading The Facts” section in AAU, you can copy and mail, email or fax to your newspaper positive information everybody else needs to know that we already know! It will be reprinted in multiple newspapers educating the public with “Spreading The Facts” about ag aviation and pesticides. • Photocopy/cut and paste it • Mail, email or fax it to newspaper. Put newspaper’s fax number in machine’s speed dial, email address in “recipients”. • Educate the public! Reprint permission given by AgAir Update - an international agricultural aviation publication
Reprint permission given by AgAir Update - an international agricultural aviation publication
Overheated White House campaigns by Dennis T. Avery CHURCHVILLE, VA—It was only a matter of time before First Lady Michelle Obama sprang to the wall of the White House Organic Garden and demanded more organic food—a heartfelt campaign fully as sincere as her husband’s ongoing demand that the affluent countries fight off man-made global warming by taxing away most of their energy. However, both the First Lady’s and the President’s campaigns share the same problem: Both are based on politically-correct illusions. Mrs. Obama’s moment came when she invited fifth-grade students to join her at 1600 Pennsylvania Avenue and share an early harvest from the White House Organic Garden. The menu: brown rice, baked chicken and fresh snapped peas. We’re sure it was delicious. Mrs. Obama understandably touted the freshness of the peas—and nothing’s fresher or more local than vegetables picked from a backyard garden. Unfortunately, Mrs. Obama would have us believe that modern farming’s food is less healthful and nutritious than food grown the old-fashioned, organic way. But, then, why do Africans today, eating all-organic diets, still expire 30 years younger than their Western counterparts? Why no age adjusted increase in cancer rates, except among smokers? Could it be that the health of the First World’s offspring is enhanced, not only by modern vaccines and pharmaceuticals, but by food abundance that is protected by the same life-saving principles of
chemistry applied to fending off such natural pests as potato blight, bacterial wilt, leafhoppers, and aphids? Marion Burros of The New York Times sneered about a critical letter to Mrs. Obama from the Mid-America Croplife Association, defending chemicals, that “the group euphemistically called ‘crop protection products.’” Apparently Ms. Burros hasn’t spent much time with a hoe in her hand, watching the Colorado potato beetles gnaw the leaves off her potato plants and spider mites sucking the juices from her beans and raspberries. The very heart of organic farming is a refusal to use industrial fertilizer. But without nitrogen fertilizer, the planet would immediately suffer the worst famine in all history, with half of humanity dying within a year or so. We don’t have enough manure to fertilize enough food organically. Famine is a harsh recipe coming from the First Lady of a rich country. Similarly, the President has said on global warming, “The science is beyond dispute and the facts are clear. Sea levels are rising. Coastlines are shrinking. We’ve seen record drought, spreading famine and storms that are growing stronger with each passing hurricane season.” Fortunately for the world, not a single one of those claims is accurate. • Sea levels have risen only six inches per century for the past 300 years—and they stopped rising in 2003. • Any discussion of record drought
should include the two century-long droughts that struck California in the 9th and 14th centuries. We’ve had nothing recent to match them. • Antarctic sea ice extent has been record-large in recent years. • The British Navy logged twice as many major, landfalling hurricanes per decade in the Caribbean during the Little Ice Age as were recorded during the “warming” of 1950-2000. • We’ve had no “spreading famine” during the Modern Warming, just a doubling of world food prices as more corn and rapeseed were diverted from food to biofuels. The global climate computer models, incredibly, have been programmed without any knowledge of the Medieval Warming, the Roman Warming and 500 previous global warmings that have arrived as part of the warming/cooling cycle every 1,500 years—thanks to the sun, cosmic rays, and low, wet clouds that deflect solar heat back into outer space. The White House should double check its realities. DENNIS T. AVERY is an environmental economist, and a senior fellow for the Hudson Institute in Washington, DC. He was formerly a senior analyst for the Department of State. He is coauthor, with S. Fred Singer, of Unstoppable Global Warming Every 1500 Hundred Years, Readers may write him at PO Box 202, Churchville, VA 24421 or email to cgfi@hughes.net
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Drift label language proposal by Perry Hofer The EPA received more than 30,000 comments many considered unique (not a form letter). Most responses were against the proposed language. It is always important the EPA here these concerns directly from us. Comments from applicators were very important in
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Court of Appeals decision, this is moving forward. The EPA does not appear to be addressing the word NEAR in this process. Without defining NEAR a dry drainage ditch or maybe a mud puddle could fall under this requirement. Without the definition of NEAR most ag applications would be involved in this permit process. Most states are developing permits for Aquatic, Mosquito and Forestry work. This seems good but remember that citizen action lawsuits are allowed and paid for by the Clean Water Act. Without a definition of NEAR action could be taken against an applicator claiming the application was NEAR (undefined by EPA) water. Some in Congress are trying to address this legislatively, but this will be difficult at this time. The NAAA and other organizations are continuing to work on this issue. There is a saying, “there are those who make things happen, those who watch things happen and those who wonder what happened”. Your membership, support and involvement in the NAAA, SDAA and responses to these issues help to make things happen. Source: SDAA Newsletter
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domestic advertiser index A.E.R.O. (APS).........................................3D Aero Engines, Inc................................17D AeroFlow, Inc.......................................12D Ag Air Turbines, Inc............................21D Ag Sync...................................................1D Agrinautics.......................................... 23D AgriSmart Information Systems........2D Air Care Systems............................... 23D Air Repair.............................................18D Air South Insurance............................21D Air Tech Coatings Inc. ..................... 26D Airplane Services Inc. . .................... 28D Allianz Aviation Managers LLC.......14D Application Management.................21D ASI Jet Center........................................7D Auger Dan’s Trucks............................13D BASF.........................................................5D Blue Stripe Distributing.......................6D Central Florida Ag Aero................... 22D Chester Roberts Supply Co................8D Compton’s Flying Service..................11D CP Products Co., Inc...........................10D Crowley Ridge Aviation.....................16D Curtis Dyna-Fog Ltd...........................15D Davidon Inc..........................................27D Davidson Solid Rock Ins....................12D Electrode Aviation..............................14D Electronics International Inc.............13D Falcon Insurance Agency, Inc. ..........4D Farm Air Inc........................................ 25D Flight Grip, LLC.....................................2D Garrco Products, Inc..........................24D Hardy Aviation Ins Inc. ....................19D Joe Vaughn Spraying Inc. ................14D Kimmel Insurance Agency..................3D Lane Aviation.............................. 9D, 28D Mid Continent.....................................15D NAA Museum..................................... 20D NorthStar Aviation.............................19D OctaFlex................................................19D Omnistar, Inc. ....................................27D P2 Inc. Aviation Technology.............18D PARMA....................................................6D Prime Turbines ....................................6D Professional Insurance.......................11D PropWorks Propeller Systems, Inc.....4D RT Turbines Inc......................................8D R-S Sales............................................... 22D Robert McCurdy.................................15D S & T Aircraft Accessories, Inc...........7D Sanag.....................................................17D Serv-Aero Engineering, Inc.................9D Smyrna Air Center................................2D Southeastern Aircraft Sales............. 20D Southwest Airmotive............................9D Tennessee Aircraft Co Inc.................16D Texoma Turbines, Inc............................9D Turbines, Inc...........................................4D Valley Air Crafts..................................17D Zee Systems Inc.................................. 23D
July 2010
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History, safety and Air Tractors in Ag-Cat country by Bill Lavender WOODLAND, CA —Aerial applications in California can be challenging. Approximately 98% of the 500,000 acres of rice in northern California are planted by air within a month. Ralph Holsclaw, of Growers Air Service, has been meeting that challenge for
most of his life. Ralph started in the ag-aviation business in 1959 working for Watts Agricultural Aviation, the company he now owns. Ralph returned to Woodland in 1964 and with the help of the GI bill attained his Commercial Pilot’s and A&P licenses. He then attended San Jose State College and
Ralph Holsclaw of Growers Air Service relaxes in his office surrounded by trophies from hunting trips and aviation memorabilia.
graduated with degrees in business and industrial management. Growers Air Service has a long 75-year history in ag-aviation. The company evolved from the formation of H.H. Weggers Airplane Seeding and Dusting Company in 1935. Milton and Vern Watts of Watts Ag Aviation bought Weggers in 1947. Subsequently, in 1954, Vern Watts was killed flying a Stearman in the only fatal ag-aviation accident in the company’s history. Watts Ag Aviation was bought by Bob Peyton and Rod Grant in 1967. The two operated the company until 1977 when Ralph bought it. Five years later, Ralph bought Medlock Dusters, combining it with Watts Ag Aviation forming Growers Air Service. There are several good reasons why Growers Air Service is a successful business. Originally working Stearmans, Grower’s Air Service has progressed from as many as six Super B 600 Ag-Cats to three AT-502B Air Tractors and two Ag-Cats. One of the Ag-Cats is equipped with an R-1340 engine used for dusting and the other with a PT6A-20. Growers Air Service was once a diehard, radial engine powered Ag-Cat operator, but now is a devoted, turbine powered Air Tractor operator. This is in an area where the Ag-Cat is king over the rice fields. Interestingly enough, seven Air Tractors (of which three are Growers Air Service’s) and approximately 65 Ag-Cats work in northern California. “People thought I was crazy when I bought three AT-502s in 1997. I was tired of overhauling seven or eight R-1340s a year. When we had two R-1340 engine failures in one day, it prompted me to convert to turbine
engines. Our tach hours went from 4,500 hours a year to 3,000 covering the same number of acres. “The two best things that has happened to this industry were the turbine engine and GPS. We use Satloc units and they have replaced 14 ground employees and eliminated six trucks used for flagging.
In ag-aviation, safety is literally no accident. Growers Air Service’s safety record would be the envy of any company. With only one fatality in over 75 years, only three accidents that resulted in injury and very few drift claims filed against a Growers Air Service pilot, the hard work to insure this record has paid off. The key is a policy that Watts Ag Aviation had and Ralph adopted; no pilot flies to the field with a load of herbicide without a ground man monitoring each pass. Usually that ground person is either Ralph or his ground operations manager, Steve Armstrong. “Steve and I take full responsibility for the spray job. We take the stress of making critical drift and safety decisions from the pilot by calling his next pass. We don’t use aircraft smokers. Instead, we burn tires, often one at each end of fields that can be as long as a mile with
Two Ag-Cat customers’ aircraft in front of the maintenance hangar at Growers Air Service. The company serves about 20 ag-aircraft that are mostly Ag-Cats.
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Ralph Holsclaw and Steve Armstrong pause in front of the AT-502 line up. Steve has been with Growers Air Service for 27 years.
two different wind directions. If there is a drift, it will be Steve’s or my fault. “We check for irrigation systems, wires, obstructions and make sure no one is in the field, whether it be planters, harvesters or onlookers,” states Ralph. Flying over 3,000 hours a year, often grossing over a million dollars in a peak two-month period and with more than 200,000 hours and 43 years without an injurious accident, there are several factors that explain how Growers Air Service can do this and still make a profit. “Our people are the key to the success
of Growers Air Service. It’s not about Ralph Holsclaw. It’s about good, hard working people that are appreciated, paid well with most of them being with us for over 15 years. “Our chief pilot has been with us for over 30 years. Our loader truck drivers are well-trained and been with us on average for ten years. We have five drivers and they are employed year round. They assist our two full time A&P mechanics in the shop in the off season. There are four full-time pilots and one standby pilot, all very experienced. When we talk about a certain aircraft,
Growers Air Service outfitted its trucks with stainless steel tanks thirty years ago. The tanks are still in use today, albeit on newer trucks powered by Caterpillar diesel engines with 750-gallon fuel and 1,000-gallon water tanks. The tanks have been “dressed up” with a grinder to give them a pattern look. The dry bucket has a payload of 3,500 pounds. The standard size front tires are replaced with oversized tires to handle the extra load on the front.
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Placing an Ag-Cat in the Smithsonian
Medlock Field was founded by Harold Medlock in 1967. Ralph’s respect for Mr. Medlock led him to keep the name and the landscaping. Yolo County recognizes the 160-acre private airport as part of the county infrastructure, an important asset for ag-operations.
Rhonda Rayn has worked with Growers Air Service for 28 years as office manager.
it is identified by its pilot’s name,” said Ralph. Additionally, each morning a pilot briefing is held examining every field scheduled to be treated that day. It doesn’t matter how many times the pilot has flown the field, a discussion about it is still held. Growers Air Service never uses ditch water to mix their chemicals. The pH of ditch water can vary and possibly be contaminated, while the well water used in loads has a known pH. The three Air Tractors have AmSafe airbags installed. Ralph says it is a good investment
because safety is a good investment. VGs are also on the Air Tractors. “Makes the runway 500-600 feet longer,” according to Ralph. With the Sacramento skyline on the horizon, Growers Air Service is operating virtually in the back door of state regulators. Every effort is made to comply with the labor intense paperwork required by the state. A Notice of Intent (NOI) has to be filed before the application with a 24 to 48-hour waiting period. All applications must have a California Pesticide Control Advisor’s
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Growers Air Service employees rebuilt a 1963 G-164 Super Ag-Cat, N332Y, serial number 207 and donated the aircraft to the Smithsonian Museum. Today, it is on display in the Boeing Aviation Hangar at the Steven F. Udvar-Hazy Center of the Smithsonian. Originally, the Heidrick Ag History Center in Woodland, California contacted Growers Air Service about restoring an ag-plane for display. The Center is a collection of antique farm equipment. Upon completion, it turned out the aircraft was too big for the space available at the Center. Ralph Holsclaw had visited the Smithsonian museum on several occasions and couldn’t recall seeing an ag-plane on display. He contacted the NAAA to see about the possibility of donating the AgCat. In turn, the NAAA contacted the Smithsonian that just happened to be looking for an agricultural aircraft, perfect timing. In August 2005, Growers Air Service delivered the fully restored AgCat to the Smithsonian. Its condition is comparable to a brand new AgCat fresh off the assembly line. During its 12,778 flight hours lifetime, the hopper had been upgraded to 300 gallons and its engine replaced with a 600 horsepower R-1340 radial engine. It was put on display for the public March 2008.
(PCA) recommendation. After the job is completed, a Notice of Completion (NOC) is sent to the grower. Drift concerns have outgrown just liquid applications to include seeding. There used to be only one or two varieties of rice planted by air. Now, there are five or six varieties and the application of one variety cannot “drift” on to the planting of another variety. Safety, regulation compliance, good employees and equipment are all components to a profitable business. However, without a workable pricing structure none of these key components would work as they should. “Our customers are paying for more than a pilot. They get a handson application,” describes Ralph. The company is rewarded for its exceptional service by 90% of its accounts paying within 30 days. This year, Growers Air Service was under extreme pressure during the rice planting season, as were all northern California ag-operators. Due to an unusually wet spring with a four-inch rain accumulation (one inch is normal), 23,000 acres of rice that Growers Air normally plants needed to be planted in a month. Application rates of fertilizer are 300-350 pounds. Intermixed with the numerous 160-acre average size rice
fields are a variety of other sensitive crops; tomatoes, the only shade-grown asparagus farm in the U.S., onions, hay, wheat, alfalfa, field and sweet corn, English walnuts and almonds. Most Sacramento Valley growers raise four or five crops. The Valley is a desert with little rainfall in the summer. The water resources of the snowcapped Sierra Mountains are as good as money in the bank. Cool nights as low as 55°F rapidly become hot days of 100°F with humidity levels around 20-25%. This means applications must start very early in the day, stopping when the daytime temperature reaches the mid-70s°F. Irrigation canals bring water from the Sacramento River that flows into the Sacramento Delta and eventually ends up in the San Francisco Bay. Drift cannot be allowed. Operators in northern California have many challenges. It takes the discipline of a Ralph Holsclaw and the dedication of Growers Air Service employees to make a “crop dusting” company work here. When a company has been in business as long as Growers Air Service, maintains an exemplary safety record and has longterm employees, then somebody is doing something right.
July 2010
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GE Aviation names service centers Cascade Aircraft Conversions named authorized service center for GE’s M601 and H80 engines EVENDALE, OH —GE Aviation has named Cascade Aircraft Conversions as an Authorized Service Center for the M601 and H80 engines. As part of the agreement, Cascade Aircraft Conversions will offer
comprehensive line maintenance, removals and re-installations of engines and LRUs and engine spares for the M601 and H80 engine families. GE Aviation will provide Cascade Aircraft Conversions with comprehensive material support and training. “Cascade Aircraft Conversions has a deep knowledge of the M601 engines with more than 50 installed conversions currently operating in the agricultural
aviation segment,” said Paul Theofan, president and managing executive of GE Aviation Czech s.r.o., a wholly owned subsidiary of GE Aviation. “This knowledge is well suited to Cascade’s new role as an Authorized Service Center for M601 and H80 engines.”
Cascade Aircraf t Conversions holds supplemental type cer tificates for the M601E-11 and M601D-11 engines on the Thrush aircraft and the Air Tractor 300, 400 and 500 series aircraft.
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The benefits for M601 engine conversions on the aircraft compared to existing piston engines include lower acquisition and maintenance costs with no nozzles, no hot section inspections and no engine teardown required in a wire strike event. The M601 engine also offers improved hot and high performance. Cascade Aircraft Conversions is a diverse, multi-faceted total aircraft rebuild and refurbishing company in addition to its aircraft conversion offerings. Located in Washington State, Cascade has been serving the
agricultural aviation industry nationally and internationally for more than 35 years. Certification testing continues on the 800 shaft horsepower H80 engine, which is scheduled to enter service on the Thrush 510 later this year. The H80 engine combines the elegant, robust design of the M601 engine with GE’s 3-D aerodynamic design techniques and advanced materials and will power business and general aviation, utility and agriculture aircraft. The new turboprop engine is a more powerful, fuel-efficient, durable engine compared with the M601 engine with no calendar limit and no hot section inspection. The H80 engine will also feature an extended service life of 3,600 flight-hours and 6,600 cycles between overhauls, significantly enhanced hot-day takeoff performance and high-altitude cruise speeds. The H80 will provide the option of a single or dual acting governor, allowing customers to select their propeller.
Winnipeg River Aircraft becomes authorized service center for GE’s M601 and H80 engines EVENDALE, OH—GE Aviation has named Winnipeg River Aircraft as an Authorized Service Center for the M601 and H80 engines. As part of the agreement, Winnipeg River Aircraft will offer comprehensive line maintenance, removals and reinstallations of engines and LRUs and engine spares for the M601 and H80 engine families. GE Aviation will provide Winnipeg River Aircraft with comprehensive material support and training.
“Winnipeg River Aircraft has been providing engine maintenance and support for M601 engines since 2000,” said Paul Theofan, president and managing executive of GE Aviation’s Business and General Aviation Turboprops. “This experience was the reason GE selected the facility to be an Authorized Service Center for M601 and H80 engines.” Winnipeg River Aircraft is a full service aircraft maintenance facility near Pine Falls, Manitoba, Canada. With 17 years experience and three licensed mechanics on staff, Winnipeg River Aircraft offers a full range of commercial and private light aircraft maintenance. The company specializes in deHavilland DHC-3 Otter airplanes and single-engine Cessna float and wheel/ski equipped aircraft. It also performs sheet metal repair, welding, and airframe overhaul and modifications. Winnipeg River Aircraft has a 2,800 ft. grass airstrip and a heated 60’ by 70’ hangar for regular scheduled maintenance as well as non-scheduled jobs, such as aircraft salvage and rebuild, major overhauls and refurbishing. Certification testing continues on the 800 shaft horsepower H80 engine, which is scheduled to enter service on
the Thrush 510 later this year. The H80 engine combines the elegant, robust design of the M601 engine with GE’s 3-D aerodynamic design techniques and advanced materials and will power business and general aviation, utility and agriculture aircraft. The new turboprop engine is a more powerful, fuel-efficient, durable engine than the M601 with no calendar limit and no hot section inspection. The H80 engine will also feature an extended service life of 3,600 flight-hours and 6,600 cycles between overhauls, significantly enhanced hot-day takeoff performance and high-altitude cruise speeds. The H80 will provide the option of a single or dual acting governor, allowing customers to select their propeller. GE Aviation, an operating unit of GE (NYSE: GE), is a world-leading provider of jet and turboprop engines, components and integrated systems for commercial, military, business and general aviation aircraft. GE Aviation has a global service network to support these offerings. For more information, visit us at www. ge.com/aviation.
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featured classified ads
600 Gal. Reconditioned Aluminum Tank. Ideal for Jet Fuel, AV Gas, Chemicals & Etc. $1,250.00 For more tanks & vehicles go to www.ranchers-supplyco.com Sales 719-336-9416. Ask for John
1984 M-18A,TTAF:5042, 514 SMOH by Factory, 939 SNEW Prop, 750 gal. Hopper, A/C, Servo’s, Wag, Crophawk. 870-572-9011, www.southdeltaaviation.com
1992 Thrush 510 PT6-41- , 0 HSI, 4750 SMOH, new vane ring, shadin fuel flow, Satloc M3, Sprayer with CPs new annual. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net.
1989 Thrush 510, -34AG, N3098C, 12K TTAF, “0” SHOT, CK-AG-41 kit just installed, fresh annual, A/C, Satloc, CPs, $165,000 OBO. Call 870-572-9011, www.southdeltaaviation.com
2009 510 Thrush S2R-T34, SN 510-312, N5298H. Brand new aircraft with new Pratt & Whitney PT6A-34AG turboprop engine. $769,850 Contact ASI Jet Center Aircraft Sales. 952-941-6255 or info@asijet.com, www.asijet-ag.com
PZL Dromader M18A, several units, great shape, from 1989 to 1991 year models, around 1000 hours TSN, mainly fire fighting. Contact for prices: info@airtractoreurope.com, +34667102184
Highlight your ag aircraft for sale with a
FEATURED CLASSIFIED AD
1976 G-164B, PT6-20, 9700 TTAF, raised wing, 350 gal., LiteStar II, A/C, tall tail, new side panels, Call 870-572-9011, www.southdeltaaviation.com
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Toll Free Tel: 888-987-2250 • Tel: 478-987-2250 classifieds@agairupdate.com • www.agairupdate.com
classified ads ag-cat B model vertical and rudder, horizontal and elevator, canopy and turtle deck, 1 inch gear, axles and wheels, tw spring and fork, engine mount and bolts, dish pan, mag cores, alternator and regulator, throttle quadrant, good fuselage with hopper and ss belly and lots of other 6oo B parts. Jim Terry 337-578-4086 coteaujim@hughes.net ( 0 7 - 1 0 )
G164-C Model King Cat, firewall forward conversion includes R1820-71 engine and Hamilton Standard propeller Model 33D50-119. Engine mount cowling, oil cooler and plumbing, instrument panel also included. For more details contact Matt at Avag Inc. 530-882-4286 (0 7-10)
2008 AT-502B-34, 650 hrs TTAF&E, M3 Satloc w/flow control, elect br. gr adj, smoker, SS pumps and booms, CPs, breckenridge spreader. $700,000 Frost Flying Inc. 870-295-6213 A t f n
1996 AT-502B, N6160G, 7116 TTAF&E, “0” SHOT, fresh annual, M3, wingman, CPs $365,000, Call 870-572-9011, www.southdeltaaviation.com A 01-11
20 -B model Ag-Cat for lease, with or without pilot. Working now, available immediately. Call David at 870-550-1664 or email davidmyhand@ipa.net (0 7-10) 1973 Ag Cat 450 A Model, rollover at end of airstrip. Total air time on Covington overhauled engine is 32 hours. Call 712-7994789 , 712-579-2736 or email tpandco@fmctc.com (07-10)
1979 G164-C, N8341K 509 SHOT on -34AG, Frakes Inlet,500 gal. hopper, Satloc, Fresh Paint, Metalized Wings, $275K needs to move, make offer. 870-572-9011, www.southdeltaaviation.com A 01-10
1979 AT-301 301-0225 N88785 AFTT 6037, Engine Pratt & Whitney 1340 536 SMOH, Prop 23D40 Hydromatic w/Albatross Blades 4500 SOH, LiteStar II GPS, $110,000.00 O.B.O. Doran Rogers 509-635-1212 cascade@completebbs.com t f n
air tractor 1976 G-164B, PT6-20, 9700 TTAF, raised wing, 350 gal., LiteStar II, A/C, tall tail, new side panels, CALL Call 870-5729011, www.southdeltaaviation.com A 01-11 A+450 300 gal DAF GAAC Combo, 585 E&P, Mint $95 A+600 350 gal DAF TL combo 0-AF/E/P $139K A+600 Tower/Writer 1200-SMOH AF&E&P $49K B-TPE-1: 350 gal DAF TL comb, 0-HSI engine, w/3000 RC’s, Fresh annual $259K SB+TPE331-1: 400 gal DAF TL Comb, 482 HSI 5000 RCs, all SBPlus mods plus air & load hog, new paint & anual, Heavy duty $279K AmAg 870-886-2418 (2489F) agcat@bscn.com t f n 1972 Ag-Cat Model A, R-1340, 100 hrs. since Covington overhaul. 100 hrs. Hamilton Standard Prop. Wing extensions, 335 gallon tank, Automatic Flagman, SS booms, oil filter conversion. Contact: 956-239-2511 (0 7-10)
AT 301, 7490TTAF, 460 since O/H E&P. 126 gal fuel, smoker, satloc, crop hawk, 1165 hr. since new lower spar caps replaced, clean no known fert. $70,000. Ph. 361-872-2306 (Cell) 361-920-2305 (07-10) 1987 AT 301 N7312R TT 5373.3 hrs, engine TT SMOH 1020.8 hrs, prop AG 100 w/138.7 hrs smoh. AC, flow controller, windshield washer, smoker, 64 CP nozzles, spreader,SS spray valve, new battery, annual May 2010. $69,500 Call HM 843-586-9422 or Cell 843-454-6206 (0 7-10) 2008 AT-802A-67AG, Approx. 1000TTAE, 10” Hyd Gate w/Del Norte Controller, Wingman, Bottom Fuel, Hopper Rinse, Smoker, GPS dash, Ram Air, Del Norte w/ Flow Control, Shadin, Lane Fan w/ Elec. Brake. Available Nov. 2010 870-338-1504 (07-10) 1992 Air Tractor 502A PT6-45R 1175 HP 5780 TTAF Engine light overhaul 2009 2647 since prop overhaul, M3 Satloc 08, Fresh annual working now, $375,000 Call 509-337-6553 (07-10)
1993 AT 402, PT6A-15AG ,” 0.0” SHI, Zee Air Conditioner, Del-Norte 325g-Gps, Load Hawg, Bottom Fuel Load, New Smoker, Flow Control, New Wind Shield Washer, Aluminum Boom, 49 Cp Nozzles, Cool Seat, Annual 03-11. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. tfn Save money. Buy used. Parting out several Air Tractor 402, 502, 602, and 802, Thrush and , Ag Cats. Call Chad Stuart. Airplane Services, Inc. 850-380-6091 (07-10) 1988 AT-401-0692 8095.0 TTAF 113.0 SMOH (Covington). Prop 351.0 TSOH. M3, VG’s, Flagger, Smoker, CP nozzles, Large fuel, Lane brake, SS booms, Fresh Annual $150,000 Call Wendel @ North Star Aviation Inc. KS 620-356-4528 or wlambert@pld.com
AT-401B: Power and payload at the right price. The economical 400-gallon capacity AT-401B carries a piston-engine price tag and all the reliability, durability, safety features and ease of flying that made Air Tractor the industry leader. Step up to a highly productive, low maintenance piston engine ag plane for a price that makes solid business sense. For qualified buyers, Wells Fargo has attractive and flexible terms available. See your Air Tractor dealer soon.
AT-502B: Improved performance equals improved profit potential. With plenty of power and a big, 500-gallon payload Air Tractor’s AT-502B is designed to please both pilot and operator. The AT-502B’s Pratt & Whitney PT6A-34AG turbine engine delivers efficient, high-end performance for shorter ferry times and fewer takeoffs and landings. Since 1987, AT502s – with their legendary reliability and versatility – have set the standard as one of the industry’s most popular ag planes. And, with Wells Fargo’s attractive financing options, you can own one. Talk to your Air Tractor dealer soon.
Classified Advertising Order Form
July 2010
Use this form to submit your classified ad. Please print carefully, using one (1) letter, punctuation mark or space per box. Send the form along with payment information. aau@agairupdate.com or Fax to 888-382-6951 or 478-987-1836
• Classified Ad Rates: $40.00 USD for AAU Subscribers, $45.00 for Non-Subscribers, 250 characters (minimum, including spaces and punctuation), $5.00 USD each additional 50 characters. Pricing includes placement on AAU Online in real-time (upon receipt of payment) • Classified Ad Photo Rates: Additional $20.00 USD • Bold Ads: Additional $10.00 USD. • Blind Ads: Additional $25.00 USD. • Logos: Additional $65.00 per column inch. • eEdition: New classifieds are included in eEdition one time FREE, additional weeks are $10.00 each.
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q Visa q MasterCard Credit Card No. ___________________________________________________________ Exp. Date _______________________ Security Code* ________________________ Signature ____________________________________________________________________________ * 3 digit number found on the back of your credit card. It’s located after the printed card number.
AgAir Update, P.O. Box 850 • Perry, GA USA 31069 • Tel 478-987-2250 • Fax 478-987-1836 • classifieds@agairupdate.com July 2010
27
2006 AT-401B, 124 TTAF, 124 SMOH, 3 blade prop, Comm & Transponder, like new $340,500.00 1998 AT-802A, 6,050 TTAF&E, -65AG, fresh hot & annual, wingman, M3, well maintained $650,000.00 Lane Aviation 281-342-5451 or FAX 281-232-5401. t f n
cessna
Cessna 337, several units, very low flight hours, perfect state, extremely careful maintenance, fully equipped, long range tanks, fully IFR, contact for prices and specs. info@ airtractoreurope.com, +34667102184 07-10
dromader
AT-602: Raise the bar for productivity. You’ll reduce your overhead and increase profit margins when you scale a multi-plane operation down to a single-plane operation. The Air Tractor AT-602 can make that a very practical choice. Its big 630-gallon payload moves you up to economical, high volume production with one plane; reducing loads, saving time and cutting operating expenses compared with two smaller planes. For 5-gallon work on center-pivot circles the AT-602 is the ideal solution. Find out all the advantages of the AT-602. Visit your Air Tractor dealer. 1988 AT402A 401-0702 N1008Q Airframe T.T. 4862.7 Engine PT6A-21 258.4 Hrs. S.H.S.I. 12,178.2 Hrs. T.T. 258.4 since new factory firewall forward kit with eng.instruments and main gear & hardwareHarbour Air, Cockpit Heater, M3 Satloc, Smoker, Turn Windows $355,500.00 Southeastern Aircraft Sales 800-441-2964 or mail@southeasternaircraft.com tfn
1982 AG-HUSKY 2656.7 TT A/F and Engine, 578.2 SMOH engine, 568.3 SPOH, big 3 blades prop, new AG-NAV Guia, new A/C, new King com and transponder, SS drop booms, Annual in January, good strong running hard worker. AVAILABLE NOW. $ 122,000 616-681-2676 rotornut@hotmail.com ( 07-10)
AT-802: Power that creates profits. An 800-gallon hopper, up to 190 mph ferry speeds, and greater working capacity than any other ag airplane on the market - what else is on your wish list? With the AT-802 you’ll ferry faster, stay on the spray site longer and do bigger jobs all in one load. That’s a major advantage that only Air Tractor can offer you. Talk to your Air Tractor dealer about the AT-802. 2010 Slots Available Call New AT-802A, -67, 10” hydraulic gate, white or yellow paint Call New AT-602 -60, Call New AT-502B -34 Call Frost Flying Inc. 870-295-6213 t f n
1953 Cessna 170 B Great Buy, Great Condition! 0400 3551TT Bendix King KA 134 audio, PS PM501 intercom, new apollo GX 65 COM/GPS, fresh mags, 6 HRS since April annual. $38,500 Contact Dustin Deines - PREFERRED AG. AVIATION, Owner Telephone: 620-272-1234 . 620-271-7366 (07-10)
1979 Ayres 500 Garrett -6 Conversion, engine fresh IRAN, prop fresh OH, new fabric on tail, new paint, Satloc, air conditioner, will be ready end of March. Call Eugene 979532-1718, 979-533-1720 Day or night A 4 - 11
1999 PZL M18B Dromader-1700 TT AF, engine 700 hr, very clean, NDH, Satloc, air-conditioner, sprayer, CP’s, VG’s, auto flagger Mid-Continent Aircraft Hayti, Mo. 800-325-0885 t f n
CESSNA AG WAGON, TTAF 4490, IO-520D Custom Airmotive TSOE 117.5, SPOH 117.5. All new oil lines, powder coated engine mount, all new hyd. spray system and hoses, extensive annual, Crophawk, smoker, CP nozzles, Satloc 99.5. Great condition. $85,000. Will consider trade on good clean Super Cub. Call 580-347-2449 or 580-637-2300 (07-10) PZL Dromader M18A, several units, good shape, from 1989 to 1991 year models, around 1000 hours TSN. Ready for immediate export. Contact for prices: info@ airtractoreurope.com, +34667102184. 0 7-10
1994 Ayres 510 Garrett -6 Conversion, 7800 TT, good paint and well maintained aircraft. Satloc, Air Conditioner, Rinse system, Smoker, Stainless Steel Spray Systems, Electric Brakes, Landing lights & Strobe. Call Eugene 979-532-1718, 979-533-1720 Day or night 0 4 -11 1996 Ayres PT6-45, 510 gallon, air, 228 fuel, Satloc, recent spar cap replaced, smoker, flagger, crop hawk, spray system. Make offer. Mid-Continent Aircraft Corp. 800-325-0885 www. midcont.net t f n
1976 Cessna 180F 5391 TT, 1367 SFRM, 468 SPOH (2007), KX 125 nav/com, PM 6000 4 pl. intercom, 300 ADF, 359ATransponder, 75 gal fuel, stainless screw kit, steps & handles, recovered seats, useful load 1006, July Annual, Transponder and Altimeter test due 8-10 $63,000 Call Chip or Henry at 478-788-3491 www.loweaviation.com ( 07-10)
Piper airframe parts, continental and Lycoming engine parts and a few spray system parts, new surplus, big discounts! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com tfn
thrush 1975 Thrush 400 gal -34 10670TT, 600 SPOH plus 4 blades ram air inlet, wing ext. New fabric last year fresh hot section, & annual, wings removed and repaired, electric pump brake, AgNav. Silver 229-220-6343 $230,000 (07-10)
1973 Cessna Ag Truck, 6205 TTAF, 31 SMOH IO-520D, 31 SPOH, Satloc Lite II, recent paint, glass, VAR crank, CALL Call 870-572-9011, www.southdeltaaviation.com A 01-11
1976 S2R-T34 400 gal Thrush. TTAF 14,042, TTE 15,947. Load hawg, air cond, weath-aero fan, SATLOC, metal tail, fresh annual (eddy current good, 1600 since wing o/h), new tires, booms, breck spreader, good paint. $225,000 obo. 662-745-2616 (0 7-10)
Cessna airframe parts, Continental and Lycoming engine parts, and a few spray system parts, new surplus, big discounts! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330-6980280. Check stock at www.preferredairparts.com t f n
Scott & xPM Tailwheel Parts, Continental, Lycoming, Transland, hardware Champion & Citabria, Mcfarlane, Ag fiberglass And A Lot More. hAvINg TroubLE fINdNg ThoSE dIffICuLT PArTS!!! Let our staff find that hard to Locate part for you. Airport Road #14 • Thomas, OK 73669
www.jcAviATiOn.com • email address: jcaviation@pldi.net
1969 S2RW601/400 (751 SHP) Hatfield Walter Conversion - 9465 TT - 2175 S factory OH eng. - 400 gal hopper, Lane Fan and elec brake, SS booms, ext wings, lights, 29” tires, Servos, Serv Aero Turtleback, Satloc M3 GPS. $225,000 JAS 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com. t f n
The 550 Thrush offers new sturdy hopper and innovative large hopper door to improve access when loading dry chemicals, while providing a 550 gallon capacity. Fuel economy, low acquisition cost and proven performance makes the 550 Thrush a great option for operators. The 550 Thrush offers a choice of power plants, allowing you to tailor the aircraft to meet the demands of your particular operating environment. www.thrushaircraft.com
SPECIALISTS IN CESSNA 188
800-542-8565 • 580-661-3591 (OK) • 580-661-3783 (FAX)
The 660 Thrush with its innovative wing design and 54 foot wing span and over 400 square foot wing area ensures unmatched stability and control during Ag maneuvers. The combination of a solid airframe and powerful engine creates an airplane that outperforms the competition. Thrush is known for their structural durability and excellent performance under extreme conditions. www.thrushaircraft.com
1989 Thrush 510, -34AG, N3098C, 12K TTAF, “0” SHOT, CK-AG41 kit just installed, fresh annual, A/C, Satloc, CPs, $165,000 OBO. Call 870-572-9011, www.southdeltaaviation.com A01-11
ExTENSIvE INvENTory of ThE foLLowINg AIrCrAfT Cessna 180-185-188, PiPer Brave & Pawnee, CitaBria, DromaDer aero CommanDer Lark & Darter
agairupdate.com
1983 DC Thrush Walter 601E-11 29,000 HR spar caps, no ad’s, VG’s, winglets, 80’ swath, Satloc M-3, CP’s, electric brake, SS spray valve, Crophawk, smoker, ac/heater, fuel flow, single pt fuel, strobes, wingman, spreader, intercom, paint 09 $310,000 912-384-6466 (0 7-10)
piper
J & C ENTERPRISES AVIATION INC. 800-542-8565
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2009 510 Thrush S2R-T34, SN 510-312, N5298H. Brand new aircraft with new Pratt & Whitney PT6A-34AG turboprop engine. $769,850 Contact ASI Jet Center Aircraft Sales. 952941-6255 or info@asijet.com, www.asijet-ag.com A 11-10
1984 M-18A,TTAF:5042, 514 SMOH by Factory, 939 SNEW Prop, 750 gal. Hopper, A/C, Servo’s, Wag, Crophawk. 870572-9011, www.southdeltaaviation.com A 0 1 -11
AT-401s several units 2006 and 2007 year models. Less than 200 hours TT. Like new. 3-blade prop. Contact for prices: info@airtractoreurope.com, +34667102184. tfn Large inventory or Air Tractor Parts. Surplus to our needs. Call for list. Air Repair, Inc. Phone. 662-846-0228 Fax. 662843-0811 sales@airrepairinc.com tfn
96 M-18A 6500TTAF, 640SMOH eng,DC3 prop 1300SMOH $110,000; 2000 M-18B 4700TTAF, 100SMOH eng, 1065 SNEW prop, $150,000 Both Feb Annual, Wing AD insp due Nov 2010, both currently working 830-334-3373 (07-10)
Diner Club
1992 Thrush 510 PT6-41- , 0 HSI, 4750 SMOH, new vane ring, shadin fuel flow, Satloc M3, Sprayer with CPs new annual. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. Atfn 1990 Ayres 510 High Time Airframe, 15,000 hrs. Mid-time -6 Garrett engine. Good clean well maintained aircraft, Satloc, air conditioning, smoker, SS spray, electric brake, ready to work. Call Eugene 979-532-1718, 979-533-1720 Day or night A 4-11
2004 710 THRUSH W/ 844 TT / 2231 S.new PT6A-67 ENG & 68 S. H.S.I 70 nozzles, Lane Fan & Brake, Satloc M3, Air / Heat, fuel flowmeter, D.G. attitude indicator, smoker, flagger, crophawk, Garmin radio/GPS. JOHNSTON AIRCRAFT SERVICE, INC. 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www,johnstonaircraft.com t f n Large inventory of Thrush parts surplus to our needs. Call for list. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-8430811 sales@airrepairinc.com t f n
Unlimited Racer project: 85% complete Yak11, 3350 turbo compound with many spare parts including engine. Call with best offer. For pictures and details call Frost Flying Inc. 870-295-6213 t f n
engines The 510 Thrush has sent the standard in Ag Aviation for dependability. With rugged construction, simplified system and low maintenance, the 510 Thrush is the aircraft any operator can depend upon. Low maintenance, maximum loads, superior pattern makes the 510 Thrush a profit machine. All Thrush Aircraft models provide superb visibility, light control forces, and unmatched speed and maneuverability. www.thrushaircraft.com For sale 3-600 hp Rockwell Thrushes, current annuals, always hangared, excellent condition, Call 306-861-0177. (07-10)
PT6A-20B S/N PCE22511. TT 7430.7, SOH 4214, 0 SHOT (Covington). Including new CT blades, New Segments, Rebuilt vane ring & burner can. Removed from AT-402 for upgrade. 507-525-3068 or 1-507-526-7264 (07-10) New PT6-34 ag engine in stock Call for price Frost Flying Inc. 870-295-6213 A tfn R1340 S3H1-G geared engine 90.0 TTSOH (Tulsa) $45,000. Ham Std 3D40 three blade propeller “0” TSOH $15,000. will sale both together $55,000 save $5,000 call Wendel North Star Aviation Inc. 620-356-4528 wlambert@pld.com GARRETT TPE331-1-101Z, 2050 TT, 825 SHSI, 3rd stage stator run out. $40,000, Contact: Kyle Scott 970-867-8414 (07-10)
weatherly Weatherly Headquarters - 1993,1994,1996 - In Stock. Also available 1974. Performance, low fuel burn. The ideal in-between airplane. Mid-Continent Aircraft, Hayti, MO, 800325-0885 www.midcont.net. t f n
PT6A-65AG Engine for sale. Only 2025 TT, 183 TSO. Ready for immediate delivery. Call Gary or Steve 210-924-5561. sales@dixieair.com (0 7-10) Garrett TPE-331-6-252m with 1500 hrs, fresh hot section on CAM engine Call Eugene 979-532-1718, 979-533-1720 Day or night A 4 - 11
bell-hiller
1971 OH58C 7380.3TT, 5734.1TT C20C, 550SOH Comp, 0SOH fuel control, 804 left on MR blades, 250TT TR blades, 250 since 1200hr Trans, hyd spray, Isolair belly tank and boom, M3, Auto Cal, Com, 300K, Call 601-668-6200 for Specs (07-10)
miscellaneous aircraft
Universal Turbine Parts has serviceable PT6 engines for sale. 2 ea PT6A-20 TSO 0, 4010 2 ea PT6A-21 TSN 1767, 1767 5 ea PT6A-28 TSO 0, 0, 2098, 3268, 3791 PT6A-34 TSO 0 PT6A-34AG TSO 0 PT6A-41 TSO 4961 3 ea PT6A-42 TSN: 2986, 3124; TSO 0 2 ea PT6A-50 TSO 3137, 3869 PT6A-65 TSO 816 PT6A-67 TSO 5222 We also buy PT6 engines in all conditions. Please call Bill or Joel at 334-361-7853 or email bmershon@UTPparts.com t f n R1340 FWF Complete as removed from Thrush - 1014 S.O.H. Engine and 524 S.O/H AG100-2 Propeller. Very Good Condition $25,000.00 - Johnston Aircraft Service, Inc. 559686-1794, info@johnstonaircraft.com t f n Garrett TPE-331-10-511m, Part 135 engine with lots of time and cycles remaining Call Eugene 979-532-1718, 979-5331720 Day or night A4-11PT6A Engines: Deal Direct with ATS to buy, sell, lease or exchange ~ view our current inventory at www.PT6A.Aero (FAA C.R.S. TQZR133K) t f n
1988 A36 Bonanza. 3,683 TT, 493 SMOH on 300 hp IO-550 (STC for 2,000 hr TBO). All ADs up to date and complied with, NDH, KFC200 autopilot w/ flight director, Dual Garmin GNS430W (WAAS upgraded), panel mounted Garmin 696, XM weather and radio, stormscope, Garmin GMA340 audio panel, Garmin GTX 327 transponder, 6 place ICS with 2 panel power Bose headeset jacks, dual PTT switches, electric trim, factory air conditioning, JL Osborne tip tanks (20 gallons each, gross weight increase STC included), GAMIs, JPI EDM700, leather seats, executive writing table, Rosen visors, custom cover by Bruce’s Custom Covers. Maintenance done by Bob Ripley, an ABS advisor. $265,000 / trade for later model 58 Baron. 478-256-2048. See this aircraft at http://www.agairupdate.com/N4HF t f n
Cylinders For Sale – Overhauled complete assy’s with new pistons installed. Ready to install. R-985 $1250.00 each Two or more less 5%: R-1340 $1950.00 each Two or more less 5%: Outright price: includes all gaskets. Sun Air Parts. 661-257-7708 fax 661-257-7710 T F N TPE331-PC (2.5 Cores) the Lot..$5,000 TPE331-6-252M (Dmgd Core) Good Logs... $7,500 TPE331-2-201A 0-GSI/HSI 2700RCs....$115,000 R985 ANI (API), 792-SMOH....$10,500 R985-14B (Pickett) 0-SOH...$29,500 R1340-AN2 (Cov) 1115-SMOH...$19,000 .....also Radial and Turbine Accessories. AmAg 870-886-2418 (2489F) agcat@bscn.com t f n
Souther Field Aviation, Inc. Visit Our Website www.southerfield.com Phillips AV & Jet a FULL SERVICE FBO
WeathAero Fans • Auto Flagger • Transland • Agrinautics Pump and Valves Thrush Parts • Covington Radial & Turbine Engines • Compro Smokers WAG • SATLOC • AgNav Phone: 229-924-2813 Office Fax: 229-924-4356 e-mail: frankie@southerfield.com Parts Fax: 229-924-2066 e-mail: parts@southerfield.com Web: www.southerfield.com
Frankie Williams President Paul Pearson Maintenance Souther Field Aviation, Inc. 223 Airport Road, Americus, GA 31709
July 2010
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R-1340, zero time since overhaul by Covington $53,500.00 New PT6 -11, 15, 34, 60, 65, 67 outright or exchange call Lane Aviation 888-995-LANE 281-342-5451 or FAX 281-232-5401 t f n
TRANSLAND 10 vane sprder for 38” gate, new $8200 Agrinautics, root, Crophawk, Transland, others Lane Aviation 281-342-5451 or FA X 281-232-5401.t fn
FWF Turbine Conversion kit. TPE-331-1-151G w Super 1 Mod. 3509 SOH, 1890 Remaining, 410 SHOTS (Kelner Turbine). Harness, FCU, Starter/Generator, NTS, Inlet, Cowl and Propeller. LLC component cards and logs included. 478-718-8216 prodjets@yahoo.com (0 7-10)
Newberg Electrostatic Spraying LLC is the exclusive distributor for Spectrum Electrostatic Spray Systems. Do more acres with better performance. Call Ed Newberg 320-848-2745. Serving northern US and Canada. For southern US and other countries call Spectrum Corp. office 713-783-5771. (07-10)
JJETSET AIRMOTIVE has the following PT6 engines for sale, lease or Exchange. M.O.R.E ready to TBO 8000 hours. PT6A-11 TSO Zero PT6A-28 TSO Zero PT6A-34 TSO Zero PT6A-114A Zero time overhauled PT6A-41 TSO 974 Email preeves@jsamiami.com or Khris or Max at 305-8252001 or Email krod@jsamiami.com (07-10)
CP NOZZLES AND CHECK VALVES “The Drift fighters”. Plus they improve your spray pattern. Contact Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com t f n
Covington Turbine Engines Available. PT6A-20 2800 TSO PT6A-15AG 0 Time Since Covington Light Overhaul PT6A-34AG 1789 TSO PT6A-34AG 780 TSO PT6A-34AG 0 TSO PT6A-34AG 0 Time Since Covington Light Overhaul We are also interested in buying or exchanging for any core you may have regardless of condition.Contact: David Hamilton at 918-756-7862 or davidh@covingtonaircraft.com A t f n
ASC Rotary Atomizers - Why use old hydraulic nozzle technology? Rotary Atomizers are proven as the most accurate method to apply both low & high volume formulations. Made in USA. asc@dynafog.com, 317-896-2561 A 0 1 -11
Pratt & Whitney R-985 & R-1340 Overhauled Engines in stock. Props, carburetors, magnetos, alternators, & accessories for above engines. Call Chester Roberts Supply Company, Tel: 903429-6805 Fax: 903-429-6047 crs5r@aol.com A 04-11 JETSET AIRMOTIVE Buys and Sells all models of PT6 engines and has an extensive inventory of materials in various conditions. Call Paul at 682-738-3031 Email preeves@jsamiami. com or Khris or Max at 305-825-2001or Email krod@ jsamiami.com (07-10)
dispersal equipment Two 41 inch Breckenridge Spreaders. 13 vane. Used. $2500.00 each. Chad Stuart Airplane Services Inc. 850-3806091. (0 7-10) CP NOZZLES AND CHECK VALVES. Distribuidor en Argentina: ArAvia S.A. -Venado Tuerto (Sta Fe) T.E. 54-3462-433540 FAX: 438344 tfn 10” hydraulic Transland Gate assembly complete. $12,500 OBO George 409-656-5998 (07-10) ASC Rotary Atomizers - See www.dynafog.com/ascresults and April 2009 issue of AAU, A. McCracken. Made in USA. asc@ dynafog.com, 317-896-2561 A 0 1 -11 Stainless Steel Fabricators, Inc. ---Stainless spreaders and accessories new and used. We manufacture 12 vane,13 vanes and 10 vane spreaders. Call us at 800-736-3433 or 870-217-9232. (0 8 -10) ASC Rotary Atomizers - Consistent droplets, large flow openings, easy to mount without changing your existing pump, boom and flow control method. Made in USA. asc@dynafog. com, 317-896-2561 A 0 1 -11 Everything you need for fixed wing or helicopter JAS 559-6861794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www,johnstonaircraft.com t f n
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Transland and Agrinautics, overstock sale. Call Danny for listing 662-846-0228 Fax. 662-843-0811 sales@airrepairinc. com t f n
SprayTarget variable rate nozzles in stock. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com t f n Variable Rate OC and engine driven hydraulic spray control systems. Coming soon variable rate dry for standard gate and hydraulic flaps. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com t f n Dispersal Equipment: Weathaero Feathering Fans, Crophawks, Smokers, Flaggers, Nozzles, Transland, Breckenridge Spreaders, Airfoil Booms, Dry Breaks, Stocking All Aircraft Styles. Mid-Continent Aircraft, Hayti, MO, 800-3250885 www.midcont.net. tfn Agrinautics, Inc. Best spray pumps, valves, and strainers in the business! For service w/ a smile,call us at 435-586-1200. e-mail: agrinaut@cedarcity.net t f n
gps Two Ag Nav Guia Gold systems w/ antenna and light bar, hardly used in good shape. Contact Ted or Cameron for pricing at 575-763-4300 (07-10) TRACMAP GPS has great features, easy to use, large screen, racetrack guidance, usb key easy import of files, competitive pricing. Now available from Turbine Conversions call 616-837-9428 www.turbineconversions.com 0 7 - 1 0 Ag Nav GUIA Silver with light bar $8000 or best offer 435671-3455 (07-10) Intelliflow Flow Controls -in stock, now shipping! Sky Tractor Supply 1-800-437-5319 tfn Wanted: Trimble AgGps 23 Lightbar. Call Dave at 574-8624392 A tfn Hemisphere GPS systems in stock, Intellistar, M3, Intelliflow, and Litestar2. We did it again, leading Level 3 Service Center/ Dealer 2009. Why buy anywhere else, we’ve got what you need, and service after the sale! Call now 800-437-5319 Sky-Tractor Supply Company tfn Used Satlocs. Litestar 1 and II. Airstar. New M3s in stock Prompt repair service Compton Flying Service 888-336-3924 t f n
Satloc, Intelliflow Variable rate application. The Satloc Level III Service repair center. Mid-Continent aircraft Corp. Hayti, Mo 1-800-325-0885. t f n Satloc and Del Norte Air Repair Inc, is the worldwide leader in sales and sercece. Call Danny (sales) or Dallas (service) 662846-0228 Fax. 662-843-0811 sales@airrepairinc.com tfn Hemisphere GPS & Flow Control Dealer Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com. t f n Authorized AgNav Distributors. New and used systems. GIS Spray data services/conversion. Summit Helicopters Inc. Call Gary at 816-633-1519 or 816813-0442. summitGIS@earthlink.net (0 7-10)
parts For Sale: As removed Zee SZ45-002-1A Motor and condenser assembly. Removed to install factory air. $2000. Call Tommy, Matt or Bryan @ 870-295-6218 tfn 3 sets new heavy gear for S2R Thrush. $10,000 per set exchange for core. Many other S2R parts/components. Call or fax Bruce’s Flying Service, Inc. 229-725-4150, fax 229-725-5135. E-mail bruceandrews62@gmail.com. (07-10) Cleveland Wheels and Brakes. Buy used and save money. Air-Tractor, Thrush, Ag Cat. Chad Stuart Airplane Services Inc. 850-380-6091 (07-10) Loadhog hydraulic hopper lid system from AT-402. Excellent condition. $3,000. Airplane Services, Inc. Chad Stuart 850380-6091 (07-10) Used serviceable PT6 starter/generators. Wet or Dry spline. Guaranteed to work. $3,500 Chad Stuart. Airplane Services, Inc. 850-380-6091 (0 7-10) 1set serviceable S2R wings. Group 1 Wing. 196 gal. fuel/ wing extension yellow. Eddy Current inspected. Found no cracks. These wings were removed from a 600 Thrush. 9000 hrs. $40,000 Call or fax Bruce’s Flying Service, Inc. 229-725-4150, fax 229-725-5135. E-mail bruceandrews62@gmail.com. (0 7-10) Vacuum Meters ready to ship. Clean, accurate, closed system. Why pay 50,000 for a accurate system when you can do it for a fraction of the price and require no computers. Compton Flying Service 888-336-3924 tfn 1 set S2R wings, Group 5 Wing. 2000 year model. 6000hrs TT. New factory spar caps. 0 hours with new spar caps. 228 gal fuel. $80,000 unpainted exchanged or 485,000 painted to your specification and exchanged. Call or fax Bruce’s Flying Service, Inc. 229-725-4150, fax 229-725-5135. E-mail bruceandrews62@gmail.com. (0 7-10) Rebuilt Thrush 510 hopper with Jon Herr door. $8,000. Professional Fibreglass Repair. 530-735-6264 t f n Smoke Systems. Used In great condition. $250. Airplane Services, Inc. Chad Stuart 850-380-6091 (0 7-10) Air Tractor Parts New and Used (Associate dealer for Lane Aviation). FWF cowlings 402,502,602 many to chose from, removed for Factory and Cascade P-cowl conversions. New and used (Factory Rebuilt) Aileron, Flaps, Elevators, Rudders, Horz/Vert stabs in stock and ready to sale or trade. Call Wendel or Steve North Star Aviation 620-356-4528 wlambert@pld.com We have all fibreglass parts for Weatherly and Ag-Cat (A, B and Super B). Call for prices. Professional Fibreglass Repair. 530-735-6264 t f n For Sale, M18 wings, ailerons, flaps. 0 since new, propeller still in box, for sale or trade on people airplane. 573-2463216, 573-225-8019 (0 7-10) Retrofit Hopper Door for AT502 and AT602. Available Spring 2010. Professional Fibreglass Repair. 530-735-6264 t f n New 510 Thrush Hopper, Long Door, Dual Glass, Dual Latches, ready to be Installed. Call for Price 870-572-9011, www. southdeltaaviation.com A 01-11 Emco Wheaton/Buckeye Dry Break Couplers and adapters, Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com t f n GPS Antenna Mount, for specific ag aircraft, Performance and looks, slip stream design delivers peak signals. Contact Terry Barber 605-258-2743. (0 9 -10)
Thrush rebuilt extended wings with 40,000 hour approved Avenger spar cap kit installed, 192 gal fuel, new leading edge H.D. ribs and leading edge skins. Will paint your color(1). Johnston Aircraft Service, Inc. 559-686-1794, info@johnstonaircraft.com t f n Vacuum Meters ready to ship. Clean, accurate, closed system. Set of new Thrush Aircraft current production wings featuring the 29,000 hour life limit on low spar caps. Upper and lower 4340 Chrome-Molly steel spar caps with 114 gallon fuel tank on each wing, 0 SNEW. Contact Thrush Aircraft Spares Department 229-883-1440, rcarter@thrushaircraft.com Complete Thrush Factory Metal Tail W / Updates.Johnston Aircraft Service, Inc. 559-686-1794 / Email info@johnstonaircraft.com www.johnstonaircraft.com t f n Complete exhaust system for R1340 as removed from Thrush in good condition. Call 870-572-9013 t f n New Thrush -34, -60,-65 models. 600 HP, Your Thrush distributor. Portable Air conditioner Mid-Continent Aircraft Corp. Hayti, MO 800-325-0885. tfn Superbooms for Cessna, Piper, Thrush, Air Tractor and custom manufacture; THRUSH AILERON SERVOS-STC’d kits. TSA 800-642-5777 or tsa@702com.net (TFN) O/H’D Thrush 29” Landing Gear & We Can Repair / Rebuild Yours. Johnston Aircraft Service, Inc. 559-686-1794 / Email info@johnstonaircraft.com www.johnstonaircraft.com t f n PARTS, PARTS, PARTS. For all your ag aviation needs, please call Southeastern Aircraft Sales & Service 800-441-2964 Air Tractor Dealer tfn 8 Million new surplus parts for Cessna, Piper, and other aircraft; Continental and Lycoming engines; and a few spray system parts, big discounts. Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com t f n Accessories & Parts! 100’s of new and OHC accessories, parts for just about everything. Big discounts! Please have part numbers when contacting us. Preferred Airparts, 800433-0814 US/Canada; 330-698-0280. Check stock at www. preferredairparts.com t f n Jasco Alternator kits in stock. Air Repair, Inc. Phone. 662846-0228 Fax. 662-843-0811 sales@airrepairinc.com tfn PARTS, PARTS, PARTS... For all your ag aviation needs, please call Southeastern Aircraft Sales & Service (800) 441-2964 Air Tractor Dealer A TFN Cessna Ag Parts. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com t f n 10,000 P/N of Continental & Lycoming parts, 50% discount on most new! Please have part numbers when contacting us. Preferred Airparts, 800-433-0814 US/Canada; 330698-0280. Check stock at www.preferredairparts.com t f n Upgrade Your Existing Building with Schweiss Bi-Fold Doors & the NEW Hydraulic Bi-Fold Doors - Zero Headroom - New Lift Straps, Auto Latches, Remote Controls, Fast Delivery & Proper Installation Available / Bifold.com / 800-746-8273. Cessna: largest new and used 188 cessna inventory in u.s. call for quotes. Portugese and spanish ok. J&C Enterprises at 800-542-8565 Dromader: largest new and used inventory in the u.s. call us for quotes.J&C Enterprises at 800-542-8565 tfn Piper: we have many new parts for braves,pawnee, and super cubs. Call for Quote.J&C Enterprises at 800-542-8565 t f n World-one stop Ag aviation center, all parts and accessories for everything in Ag Aviation for 61 years. MidContinent Aircraft Hayti, Mo. 800-325-0885 tfn Cessna Parts - Engine, propellers, authorized service center. Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com. A tfn Cessna Authorized Parts Center: Prompt, World-Wide Parts Service, Engines, Bonaire 550 Conversions, Wings. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. t f n NEW! CP11TT/w-3 Tips & Shutoff in stock ready to ship today.1-800-437-5319 Sky-Tractor Supply Company t f n Thrush: have a used set of 29 inch axles, wheels, and brakes for turbine Thrush. Will split for spares or sell as set. Great for conversion. $2,000.00 ea. Or $3750.00 for pair.J&C Enterprises at 800-542-8565 tfn
July 2010
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Air Tractor:1996 502b set of 29” wheels, brakes, and axles. 13 hours t.t. will Sell as a set or as single spare. $2,000.00 ea. Or $3750.00 for pair. J&C Enterprises at 800-542-8565 t f n Thrush parts - Wings, props, tail feathers, batteries, tires - we have the inventory. Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@ johnstonaircraft.com web site: www.johnstonaircraft.com.tfn Air Tractor: ten inch set of wheels and brakes for 401. Would split for Spares. $1200.00 ea. Or $2200.00 for set. J&C Enterprises at 800-542-8565 tfn Dromader: two o/h and tagged stock propellers for sale. Almost new Dimensions with 8130. Will sale for $14,000.00 ea. Call J&C Enterprises at 800-542-8565 tfn Brave and Pawnee parts - engines, props, spar kits, fuel cells and foam kits, and much more. Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FAX 559-686-9360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com. t f n S & T Aircraft Accessories, Inc. specializes in the overhaul of Radial and Turbine engine accessories. We have most items in stock ready to ship for exchange. Give us a call @ 830-625-7923 or fax 830-625-4138. t f n Agrinautics, Automatic Flagman, Aero Engines, Arrow prop, Air Tractor (Associate dealer Queen Bee Air Specialties) CP Nozzles, Compro Smoker, Crophawk, Covington Aircraft Engine, Collins Air Conditioner, Cleveland, Chip Detector, Hot Stuff, Honda Engines, Johnson Sidewinder, Nieto Products, New and used aircraft, (large) Parts Inventory, Schweizer, Spraying Systems, Co., Superbugs, APH-4 Helmet, Simplex, Tires, Transland, WeathAero. Sky Tractor Supply 800-4375319, 701-436-5881. t f n
propellers Props for Sale: 2D30-6101A-18 OHC 23D40-7035A-12S OHC 22D40-6533A-12 OHC 23D40-6533A-18 Serviceable cond. 23D40-6533A-18 Serviceable cond. Call: PropWorks, Winnipeg, Canada Tel: 888-679-2965 email: propwork@mts.net
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Prop for Sale: New 4 Blade Hartzell Propeller for Garrett. Call for Details. 870-572-9011, www.southdeltaaviation.com A01-11 For Outright Sale: Overhauled 5-Blade Prop. Hartzell HC-B5MP3C. Fits AT-502A, AT-503, AT-602, AT-802, Thrush S-2R-T65 & S-2RHG-T65.’06 Hartzell Overhaul. TSN: 1379.5 (TSO:0). Call Steve or Gary 210-924-5561. sales@dixieair.com. ( 07-10) IA200/FA8452, NEW $4,500 2D30-6101A20, A/R. $3,500 2D30-6101A12, IRAN $9,500 2D30-6101A12, OHC $14,500 22D30-AG200-2, OHC $15,500 2D30-AG100-2, OHC, $11,500 22D40-AG200-2 OHC..$20,000 22D40-AG200-2, 190 SOH, /new blades... $21,500 HC-B3TN-3D/5M, OHC/+4NB’s. $19,500AmAg 870-886-2418 (2489F) agcat@bscn.com t f n Prop for sale Ham Std 3D40 three blade prop “0” TSOH $15,000. R1340 S3H1-G geared engine 90.0 TSOH (Tulsa) $45,000. will sale both for $55,000 save $5,000 call Wendel North Star Aviation Inc. 620-356-4528 wlambert@pld.com Hartzell 3 Blade and 5 blade Props, new & used $CALL Lane Aviation 888-995-LANE 281-342-5451 or FAX 281-232-5401 t f n .
finance/lease
Air Tractor Financing can put an Air Tractor in your hangar. For a limited time, Air Tractor is offering competitive financing options in the U.S. and Canada from Wells Fargo Equipment Finance. Fly now and take seven years to pay, 10 years to amortize and have a fixed interest rate for the life of the loan. Other attractive term periods are available, too. These financing options are available on both new and used Air Tractors purchased through Air Tractor dealers. See your Air Tractor dealer today!
vehicles 2 Loader Trucks for sale. Both all stainless steel, both all hydraulic, both have aircraft fueling systems and tanks. One running with 8000 lb hopper, $15,000. One not running 6000 lbs hopper $5,000. Call 870-222-4556 (07-10) 1984 Ford F700 diesel Allison automatic 12” mild steel folder 7000lb hopper 300 gal. fuel Honda pump. Call Auger Dan Office: 870-578-6133 Cell: 870-919-2317 A 0 7-1 0
HOTSTUFF AG AIRCRAFT CLEANER Call to order the # 1 Ag Aircraft cleaner in the country, Used by over 400 operators Coast to Coast. Blue Stripe Distributing 877-924-5025 A 12-10 Soft stop pump brake . No more sheared keys. Fast start engine system. cut starting heat and time. A must. MidContinent Aircraft Corp. Hayti, MO 800-325-0885. tfn Reduce Drift, Increase Deposition and Retention use Control™ For FREE SAMPLE go to www.GARRCO.com/ freesample Call 765-395-3441, mrfoam1@garrco.com t f n English to Spanish Technical Translations Former A&P and Ag-Pilot, Carlos Retamosa Specializing in translating: • Aviation technical manuals • Airworthiness Directives (ADs) • Service Bulletins (SBs) Contact 598-53-24376 retamosa@adinet.com.uy
Auger Truck for sale. 1995 FL70, all stainless steel hopper, bed and auger. folding System, hyd gate adjust, hyd fuel, air brakes, auto transmission and A/C. Scales. New Auger and PTO drive shafts and bearings last year. Two identical trucks, take your pick, but can only sell one. 40,000 OBO. 870-225-3698 (0 7-10) 2 to choose from! 1992 model of International 4700. DT466 diesel, a/c, standard transmission, PTO chain drive, well maintained, aluminum wheels, your choice for pipe and hopper. 640 stainless fuel with gasoline engine fuel pump. Call Auger Dan Office: 870-578-6133 Cell: 870-919-2317 A 07-10 1500 gal Jet A refueler; Nissan UD 3300 truck; epoxy lined steel tank: Liquid Control counter with predetermining counter (new 2003); single point and over the wing nozzles: automatic reel. Truck and pump work well; good rubber $15,900 Call 501-985-1484 AR location. tfn Auger Trucks For Sale (Trade-Ins) Also list of customer trucks. Call Auger Dan Office: 870-578-6133 Cell: 870-9192317 A 0 7-1 0 1993 Peterbilt folding BAG truck, built for Air Tractor 802. Loads 6,000 lbs, has fuel tank and reel. Great shape. Call Brandon 318-303-3147 (07-10)
miscellaneous Original DeSpain Pen and Ink cropduster printer’s proofs now available by artist Richard DeSpain. Several to choose from, reduced sale price, $1000 each. These are the originals that the signed and numbered prints are made from. Contact Richard DeSpain 501-573-3291 or r.despain@sbcglobal.net t f n
600 Gal. Reconditioned Aluminum Tank. Ideal for Jet Fuel, AV Gas, Chemicals & Etc. $1,250.00 For more tanks & vehicles go to www.ranchers-supplyco.com Sales 719-336-9416. Ask for John (0 7-10) HELMET with slide up visor $850. Deluxe Kevlar Helmet with ANR, Softskins, Oregon seals $1200. Sky Tractor Supply 1-800-437-5319 Atfn Schweiss Bifold Doors / Hangar Doors, T-Hangar Doors, Bottom Rolling Doors, with the New Lift Straps, Windows, for Airparks, Airports, Agriculture & FBO’s. We install - We Deliver / Bifold.com / 800-746-8273 . Load hog,with hyd. Installed in a 510 gallon hopper. Good shape. Both for $14,400.00 JOHNSON @ 218-437-6415. lindleycj@hotmail.com (0 7-10) www.AircraftCostAnalysis.com AG Operators can calculate your breakeven, % investment return, profit potential, and produce annual & monthly cash flows. Project your financials without spending hours of your time. All reports are produced automatically and accurately after you provide your cost inputs and gross application fees. Types of analyses performed include: Company/ Individual Ownership, Managed with/without Leaseback, Commercial Operation, Agricultural/Fire/Ambulance Operations, Joint Ownership, Fractional Ownership, and Charter/Rental. AG sales organizations can provide prospects with customized & professional ownership cost analysis. This program is a great sales aid and management tool. FREE sample reports. Click REQUEST INFORMATION on the website or call 281-419-7443
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One-Piece Hydraulic Bi-Fold Doors - Zero Headroom, New Lift Straps, All Sizes! Doors & Windows for FBO’s, T-Hangars, Fly-In Homes, and Airparks. We install - We Deliver, Any Size - Anywhere. Schweiss Bi-Fold Doors, Bifold.com / 800-7468273. SUPERBUGS A safe and economical way to speed up Mother nature! Dispose of hazardous waste in loading and spill areas, ponds and ditches. SUPERBUGS disposes of insecticides, Fungicides, herbicides, and petroleum products Such as waste oil, diesel fuel, gasoline, solvent or anything of organic nature. Blue Stripe Distributing Toll Free 877-924-5025 t f n Hangar Doors, T-Hangar Doors & Bottom Rolling Doors by Schweiss Bi-Fold Doors. Any Size Door, Walkdoor or Window. Works Great for FBO’s, Fly-In Homes, and Airparks. Delivery & Installation Available / Bifold.com / 800-746-8273. Schweiss Bi-Fold Doors & the NEW One-Piece Hydraulic BiFold Door - Zero Headroom, New Lift Straps, Auto Latches, Any Size Door, Custom Made for FBO’s, T-Hangars, Fly-In Homes, and Airparks. Delivered & Installed / Bifold.com / 800-746-8273. AFS Check Valves- Make the switch to AFS check valves, Find out what many operators already know, increased productivity, eliminate leaks and drips, long life, and no moe trying to find buckets!!! To help clean up your operation today call 800833-2013. www.aeroflow.com or Fax 574-862-4669. t f n Crop Duster Video - “The Crop Dusters - The Early Years 19211955”; the era of Stearmans and Cubs flying the fields will never be seen again. Available in VHS or DVD. Only $20.00, plus S&H. MC and Visa accepted. Call 478-987-2250 Fax 478-987-1836 Historical Video Productions. tfn
Beautiful 2.73 ac wooded lot in upscale Pine Ridge Equestrian Estates, located in Citrus County, Florida only five miles from Crystal River. Covenants, 27 miles of horse trails, community center, pool and golf course. Nicer homes and mini-ranchettes. Zoning allows up to three horses and stables permitted on lot with your house. Horse trail borders back end of lot that is 298’ wide and 400’ deep on 3620 Stirrup Drive, Beverly Hills, Florida (Google it!). Public water and septic sewer. Contact David A. Wiland with Realty Select, 352-563-5313, fax 888-834-9437 citruslevyland@gmail. com www.citruscountyland.com One-acre-square house lot for sale in new Plane Living Sky Park neighborhood with 2,000 s.f., all brick, covenants. Lot is one of 13 directly on new sod runway. Taxi out of your hangar, directly onto the runway. Located in Peach County, Georgia. Public water, septic sewer. paved streets, curb and gutter, street lights. Less than five miles west of I-75, Exit 142, approximately five miles to Fort Valley, GA and approximately 10 miles to Warner Robins, GA. Google It! South side of Hwy 96 at 50 Lane Rd., Fort Valley, Georgia 31030 (Google photo before development). Save thousands and buy from owner. $50,000 OBO, includes closing costs. 888.987.2250.
software PC SPRAY Dedicated Application Software, Version 3. Fullyfunctional program. Buy it once, use it forever! No annual fees. Technical support for the life of the product. Call or email for demo today. Sky Tractor Supply 1-800-437-5319. tfn
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insurance Wheels up. PIM Aviation Insurance is one of the oldest and most experienced ag aviation insurance providers in the industry. We provide access to creative negotiation and problem solving for all your risk management needs. Our passion to keep you flying is deeply rooted, resulting in knowledgeable recommendations and cost-sensitive pricing. For a free, no-obligation quote, call 800.826.4442 or visit us online at www.pimi.com. Proud member of NAAA. tfn The Right Aviation Insurance Broker makes all the difference in the world. A 35 year professional pilot and former Ag Insurance underwriter work together to give you the experience and knowledge to get you the right coverage for the least cost. We work for you, not the insurance companies. Jim Gardner and Rick Langley @ Insuramerica Aviation, Inc. 978-936-4000. 800-654-7892 ext 4108 or 4104. jgardner@ insuramerica.aero. rlangley@insuramerica.aero t f n INSURANCE from the Leading Ag Aviation Brokers. 61 Years Risk Management, Lowtime Pilot Coverage. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. t f n “Insurance from a name you can trust, at a price you can afford”, is what we do and it’s our motto. Hardy Aviation Insurance, Inc, is centrally located in Wichita Kansas and has been servicing the aerial application market for years now. RANDY HARDY established Hardy Aviation Insurance in 1995 with aerial application as his main focus. Prompt courteous service from a staff dedicated and knowledgable includes ANGIE BANZ and RITA ETHRIDGE, both of whom have years of experience servicing the aerial application business. Give us a try, you might be suprised. Call 1 800 721-6733 or fax us at 316-945-2330. Get an online quote from our web site at www.hardyaviationins.com or e-mail us at hardy@hardyaviationins.com. t f n DOUG DAVIDSON, aircraft owner and commercial pilot, has served the unique insurance needs of the agricultural aviation community since 1982. He founded Davidson Solid Rock Ins. in 1995 on Christian principles, honesty, integrity, and the commitment to provide insurance products as solid as our name! One call is all it takes to shop all available markets for your specialized aviation insurance needs. We welcome the opportunity to talk with you at 800-358-8079. Or visit our website at www.dsrockin.com .t fn
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services A&P licensed Regional Service Rep with experience on PT6A AG engines. Perform customer contact, field service, troubleshooting, engine change, minor engine repairs. Based in central U.S. Domestic travel. Dallas Airmotive. See full listing at: http://www.bbaaviationero.com/?q=node/56 07-10 !!Attention Thrush Owners!! North Star Aviation Inc is now the new STC holder of the Thrush Reinforce Leading Edge Skins. If you are getting ready to rebuild your Thrush wings due to AD09-26-11 or tired of bird strikes and ugly leading edges!! Now is the time to install North Star Aviations new Thrush heavy duty reinforced leading edge skins fully STC’d SA03518AT no Field approval required. For more Info contact Wendel or Steve @ North Star Aviation Inc. 620-356-4528 wlambert@pld.com We rebuild and refinish any fibreglass part for Weatherly, Cessna, Piper and Ag-Cat (A, B and Super B,C and D). Call for prices. Professional Fibreglass Repair. 530-735-6264 t f n Stainless Steel Fabricators, Inc. --- Stainless spreaders and accessories new and used. We repair all models including Transland and Swathmaster. Call us at 800-736-3433 or 870-217-9232. (0 8 -10) Borescope and Videoscope Repair Services. Any brand or any model. Your one stop source for the best value visual inspection equipment since 1981. Check out our new products and rental units at www.Borescopesrus. com or call Borescopes-R-Us at 931-362-4009. (07-10) The NEW Hydraulic Bi-Fold Doors by Schweiss Bi-Fold Doors- Offering Zero Headroom with Auto Latches, Remote Controls, Walkdoors for FBO’s, T-Hangars, Fly-In Homes, and Airparks. Delivery & Installation Available / Bifold.com / 800-746-8273.
Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment. Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance. Call Jim Jeffries, A&P/IA, 985-507-9981, Nationwide service on your location. (tfn)
ENGINE MOUNTS AND TUBULAR STEEL COMPONENTS Repaired for Ag airplanes (landing gears, horizontal tails, fuselages, etc.); Some Components in stock for exchange. FAA approved Repair Station HE4R229M. Piper PA-25 Pawnee wing/fuselage attach kits to comply with AD. Kosola & Associates, Inc. Albany, Georgia Phone 229-435-4119; Fax 229888-5766 e-mail: kosola@att.net; website: kosola.com t f n
wanted to buy Wanted Perfect Ag Cat, 400 gallon, big fuel, super 600, 85 or later model. Phil 515-544-3746, (cell) 509-855-5925 ( 0 7-10) LOOKING FOR PIPER PAWNNE or CESSNA 188 PROJECT OR HIGH HOURS, To rebuilt in our repair Station. Call Fernado 54-2478481229or email marceaero@redsarmiento.com.ar (07-10) Wanted - 10” wheels to put on Helio Courier; axle size 1 1/2”; need brakes, bearings, discs, torque plates. No part numbers available-different planes used this. PN off Ayres Thrush-40-133 wheel; brakes-30-98A; disc-164-58F. Must be NEW or EXCELLENT. 731-784-4118 (0 7-10) EXHAUST Wanted: R-1340 and R-985 Exhaust Send Old Exhaust segments for exchange or Sell them! Call Daryl @ 940-902-0797 tfn Wanted to Buy Air Tractor AT-301 or AT-401, Ferriable Southeastern Aircraft Sales 800-441-2964 or mail@southeasternaircraft.com t f n
vacation rentals
Doctor’s Orders: A pilot’s vacation home with a pilot discount! St. George Island, Florida. Directly on private beach with expansive views of the Gulf of Mexico, three levels of covered furnished decks. Spacious open living/dining/kitchen area. Five bedrooms including two master suites and four baths, multiple TVs/DVDs/VCRs/wireless Internet. Occupancy 12, beds: three kings, four twins, one queen sleeper sofa. Underhouse concrete parking, 15’ x 30’ pool (heated for a fee), enclosed hot/cold outdoor shower, fish cleaning area, parkstyle grill. Paved 3339’ airport on island (F47) a quarter mile from the house. Ask for “pilot’s discount” Major discounts for Spring and Fall! Visit www.resortvacationproperties.com for photos, 877.272.8206. AgAir Update “Endorsed”. ( 07-10)
operations I would like to purchase an Aerial Spraying Business, fixed wing only. I would prefer a turbine operation but I will consider all options, a long history with a solid customer base is ideal along with chemical sales, complete records for my CPA’s review, and a current owner who can stay on board through the transition. I have 20yrs of successful experience and I am now seeking an ownership role. Thanks for your time and I look forward to visiting. timdonley99@yahoo.com (07-10)
schools Ag Pilot Training-PERSONALIZED INSTRUCTION Initial and Re-current. DGPS LIGHTBAR, Tailwheel, and Spin/Upset Recovery by Mentor,Randy Berry, 40 Yr CFI and Active Ag Pilot. See our web site at: www.eaglevistas.com. EAGLE VISTAS LLC PH 772-285-5506 (07-10) Tailwheel endorsements and time building in south Texas for aspiring ag-pilots. C-170 available for training and rental with discounts for block time. Contact Clyde at 956-202-2094 or mrclyde_2003@hotmail.com. t f n Learn To Fly Ag In Sunny Brazil!!! Eight flight hours dual DGPS equipped (C170) plus 23 hours solo in EMBRAER 300 HP Ipanema (Similar To Brave 300HP) or CESSNA 188 AG TRUCK. 100 hours ground school (chemicals, crops, calibration DGPS, etc.) - Instructors are English/Spanish/ Portuguese Spoken. Only $6,500.00 USD - Contact aasd@piq.com.br phone/fax 55 51 3723 7000 in Cachoeira Do SuL, state of RIO GRANDE DO SUL - BRAZIL www.aviacaoagricola.com.br tfn Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Only $45 888-987-2250. Fax: 888-382-6951.
seat wanted Seat Wanted. Desired work: Any area. TT 12,000 plus, Ag Time 1050, Lic. in GA & LA. My Ag time: AT-400, G164-1 S2R, and S2RT. Member GAAA & NAAA Call 678-779-4726 or haleellis@bellsouth.net (0 7-10) AT-301 and 400 Brave. Available for summer run. Preferably with pilot. Call Jeff @806-632-2995 or 806-667-3408 (07-10) First Ag Seat wanted-Mentor needed. I am looking for my first ag seat with a mentor that is willing to teach me the business. I’ve been flying professionally since 1992 with 7800+ hours, 6000+ turbine, and 100 tailwheel. I just attended Ag-Flight, Inc for my ag pilot training. (Super Cub, Pawnee, Ag-Cat) I live in AZ, so I’m looking for something seasonal, but willing to consider all options. 623-505-8328 (07-10) Seat Wanted: Experienced herbicide, insecticide, fungicide. 1550 Total Time: 800 Ag; Licensed ND, will license to your state. Comm/Multi/IFR. Call: Dean North Carolina 704-660-9849 or dnja@live.com ( 0 7 - 1 0 ) Pilot looking for a seat, 30,000 plus Total Time, 4,500 plus Tailwheel, Vast fixed wing experience, many types, new or old, large or small, heavy or light, turbine or recip, round or flat, Flying Tigers Ag Av grad, Florida Certified, will test anywhere, NDH, Have trailer, will travel Call 863-651-2917 or email: eric@chaletsuzanne.com (07-10) 2009 and 2005 AT 502Bs M3’s with Inteliflow with experienced pilots looking for work from June through August. Licensed in Illinois, Iowa, Nebraska, Oklahoma, Kansas. Call Adam 318-669-8785 or Steve 318-282-3208 Will license in your state if needed. (0 7-10) Ag Pilot Seeking Seat. Available Immediately. Licensed in NJ. Will license in any state. Willing to relocate. TT 5000+ hrs; Turbine 3000+ hrs;. ATP, CFI CFII MEI AGI,. Flying Tiger Aviation Graduate - Basic Ag and Turbine Transition - May 2010. Hard working & dedicated. Licensed in OR as well as NJ Reference: Robert A. McCurdy - Agricultural Aviation Specialist/Chief Flight Instructor - Flying Tiger Aviation - 318680-9149 Contact: Frank Booth 254-722-3223 or email: frankbooth3@me.com (07-10) Cessna 300 or Thrush 600 for lease during insecticide/ fungicide season. Satloc, experienced. Neb/TX license, insured, Wayne 806-781-7476. (07-10)
Ag Pilot seat wanted. Fixed wing CFI, CFI-I, MEI. Rotary Wing CFI, CFI-I. 1,400 hours total time. Ag Flight graduate. Trained in AT-301 and Pawnee. Available immediately. Will relocate as needed. Contact Keith at (775)292-0493 or kjorge2002@ yahoo.com (07-10)
help wanted AG or fire suppression experienced AT-802 Standardization Pilot for Colombian operations in Bogotá. Minimum requirements: 2000 fixed wing hours; 1000 flt hours AG or fire suppression; 500 flt hours providing turbine instruction or check pilot; FAA CFII or military equivalent and Class II Medical; Must speak to ACTFL Intermediate Low or IRL Level 1 Spanish proficiency. Background check required. E-mail resume to:EASTResume@ginl.state.gov. An Equal Opportunity Employer (07-10) Wanted Full time AP/IA mechanic located in SE Texas. Maintain nine company ag planes, airframe maintenance, engine work sent out. Must have turbine ag plane experience. Current AP/IA retiring after 43 years with company. Accepting written applications only send to Send to Mechanic C/O AgAir Update. PO Box 850, Perry, GA 31069. or Fax to 888-382-6951. blindads@agairupdate.com ( 0 7 - 1 0 ) Immediate Opening - IA/AP Director of Maintenance. Industryleading firm has an immediate position available. Turbines, round engines, agricultural aircraft maintenance. Highly successful company. Join our team, we have decades of experience. Send resume, and pay requirements. 800-4375319 skytractor@rrv.net t f n Wanted: Spanish speaking aircraft mechanic. A&P not necessary, will help with getting A&P license. Agricultural Aircraft & Turbine experience a plus. Contact: andy@ southdeltaaviation.com A 0 1 -11 Wanted: A&P Mechanic, Ag plane experience a plus, Turbine exp. a plus, good pay/benefits. Send resume/salary requirements to: andy@southdeltaaviation.com A 0 1 -11 Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Only $45 888-987-2250. Fax: 888-382-6951.
international advertiser index Acorn Welding......................................... 17 Ag - Nav, Inc. ............................................3 Ag-Flight, Inc............................................ 35 Air Tractor Inc.............................................5 Airforce Turbine Service........................ 17 American AgViation............................... 30 Auto-Cal, Inc............................................ 15 Cascade Aircraft Conversions............. 24 Collins Aircraft Dynamics, Inc............. 15 Covington Aircraft Engines..................36 Desser Tire & Rubber Co...................... 13 Dyna Nav Systems, Inc. ....................... 19 Frost Flying............................................... 31 GE Aviation - Walter Engines............... 24 Gulf Coast Ag Aircraft SS.....................32 Hemisphere GPS..................................... 23 Isolair ....................................................... 13 J & C Enterprises, Inc............................ 28 Johnston Aircraft Service, Inc..............30 Lane Aviation, Inc................................... 30 Laviasa...................................................... 12 Machida Borescopes.............................. 25 Micron Sprayers Limited.......................25 Mid - Continent Aircraft Corp............. 12 Orsmond Aerial Spray Pty. Ltd............ 14 Perkins Technologies.............................. 11 Preferred Airparts................................... 34 Queen Bee Air Specialties.................... 18 Schweiss Bi-fold Doors .........................29 Simplex...................................................... 14 Sky Tractor Supply Co.....................18, 32 Soloy Aviation Solutions........................ 10 South Delta Aviation.............................. 29 Southeastern Aircraft............................. 34 Souther Field Aviation, Inc....................29 Spectrum Electrostatic Sprayers, Inc..20 Sun Air Parts............................................ 11 Thrush Aircraft Inc.................................. 16 Transland ................................................ 21 Tulsa Aircraft Engines............................ 25 Turbine Conversions Limited................ 11
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Universal Turbine Parts Div..................22
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Repair Station No. CP2R750K
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P&WC Distributor and Designated Overhaul Facility
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EASA-145-4356
Dependable Engines. Affordable Prices. For more than a quarter of a century, Covington Aircraft has been providing professional pilots with the highest level of radial and turbine engine overhaul and repair. Today, the Covington reputation is world-renowned for its quality, advanced technology and skilled technicians. So whether you need service in the field, engine repairs, a major overhaul or the affordable Light Overhaul, or even an engine exchange, choose the name that’s trusted by more professional pilots than any other – Covington. Available Engine Services • PT6A, R-985, and R-1340 Engine Overhaul • PT6A/Radial Engine Troubleshooting & Repair • Hot Section Inspection • Power Section Module Repairs • Overhaul Level Repairs • Periodic Engine Inspections • Fly In Facility For All Your Engine Needs • Rental Engines Available (PT6A) RADIAL DIVISION (R1340/R985) (918) 756-8320 Hwy 75 & Airport Rd. • P.O. Box 1344 • Okmulgee, OK 74447 TURBINE DIVISION (PT6A) (918) 756-7862 201 East Airport Road, P O Box 1336 , Okmulgee , Ok 74447
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