October 2012 - Edition in English

agairupdate.com October 2012

Puerto Rico vacation or vocation

Event marks another key milestone on road to final 510G certification The FAA had issued TIA for the new Thrush 510G.

Jay Blanke of Jay’s Flying Service in Puerto Rico.

Crop dusters, cows and rifles

In southeast Texas flying the venerable old 450 P&W Stearmans.

The CallAir A-9 and B-1

The Call Aircraft Company (CallAir) was established in 1939 by Reuel Call in Afton, Wyoming .

Spreads More Fertilizer Than a Political Rally.

Productivity and profitability are the name of the game. And nothing gives you both like Thrush—the world’s most powerful ag planes. They’re exceptionally built to carry maximum loads while delivering superior spray patterns. And because each aircraft is constructed with pilots in mind, your flying is easier, your job more successful, and your investment more secure. When you’re in a Thrush, you’re getting the job done.

No matter how big that job may be.

Get the straight story on what’s happening at Thrush Aircraft. Visit us online or call Eric Rojek at 229.789.0437.

Something new is going on here. www.thrushaircraft.com A-2

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AgNav

October 2012

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keep turning… this issue Volume 30 Number 10 | OCTOBER 2012

10 Puerto Rico vacation or vocation?

RiceTec Inc., a world leading rice seed company, invited Blanke to La Parguera, Puerto Rico.

13 17 Crop dusters, cows and rifles 23 The CallAir A-9 and B-1 26 A conversation with Dick Reade

Event marks another key milestone on road to final 510G certification The FAA issues TIA for the new Thrush 510G.

In southeast Texas flying the venerable old 450 P&W Stearmans.

The Call Aircraft Company (CallAir) was established in 1939

by Reuel Call in Afton, Wyoming.

A unique opportunity for AgAir Update

28

P&WC Aftermarket Focus: speed and keeping operating costs low

6 Calendar of Events 7 From the Cockpit 8 AgAir Mail 29 AAU Marketplace 30 The Hopper 32 Classifieds On the cover and on this page: Jay Blanke and Jay’s Flying Service’s AT-400 on the RiceTec load pad in La Parguera, Puerto Rico. The culture of the Caribbean Island favors relaxed living and short pants.

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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 - pat@svatx.com Virginia Marroni - mariamarroni@hotmail.com © Copyright 2012 AgAir Update retains all rights for reproduction of any material submitted, to include but not limited to articles, photographs, emails and bulletin board posts. All material remain the copyright of AgAir Update. No part of this publication may be reproduced, in part or whole, without the written consent of the publisher. Editorial published do not necessary reflect the views of the publisher. Content within AgAir Update is believed to be true and accurate and the publisher does not assume responsibility for any errors or omissions. Unsolicited editorial manuscripts and photos are welcomed and encouraged. We cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Advertising deadline is 12 noon, on the 1st of the month preceding the month of publication.

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calendar of events October 12-14, 2012 NAAA Fall Board Meeting Louisville, KY Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org

October 30-31, 2012 FlAAA Operation SAFE TBA Florida Linda Minton 772-465-0714 lindadale1@msn.com

October 16-17, 2012 MiAAA Conference & PAASS University Quality Inn & Conf.

Center East Lansing, MI Polly McKillop 248-760-0732 miagaviation@yahoo.com

November 4-6, 2012 PNW AAA Convention Coeur D’Alene Resort Coeur D’Alene, ID Tara Lea Brown 509-989-9098 info@pnwaaa.org www.pnwaaa.org

October 18-20, 2012 IV Expo Congreso Aviación Agrícola Paradise Village Nuevo Vallarta, Nayarit, Mexico 5571 2072 and 5762 3705 fappaarmac@aviacionagricola. com.mx www.aviacionagricola.com.mx

November 6-8, 2012 Mid State Ag Aviation Conference Isle Casino Hotel Bettendorf, IA Don Younglove 815-538-7717 rrfightservice@yahoo.com www.agaviation.com

October 19-21, 2012 NAA HOF Golf Tournament Whispering Woods Conf. Ctr. Olive Branch, MS Lou Stokes 870-792-7474 October 22-24, 2012 KsAAA Annual Convention Hilton Garden Inn Manhattan, KS Angie Banz 316-617-5680 kaaa@ksagaviation.org October 25, 2012 OkAAA Fly-In Covington Aircraft Okmulgee, OK Sandy Wells 405-341-3548 oaaa@sbcglobal.net October 26-27, 2012 Dorr Field Pilot’s Reunion Dorr Field Cleveland, MS 803-413-7392 dorrgerrilogan@yahoo.com

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November 6-8, 2012 CoAAA Annual Convention & Trade Show Crowne Plaza Hotel Colorado Springs, CO Jenn Jones 970-522-1941 www.coagav.org

December 3-6, 2012 NAAA Annual Convention and Exposition Weston Hotel Savannah International Trade & Convention Center Savannah, GA Tel: 202-546-5722 information@agaviation.org www.agaviation.org January 2-4, 2013 TxAAA Convention Hyatt Regency Hill Country San Antonio, TX Chris Shields 512-476-4405 January 9-10, 2013 MoAAA Convention Drury Lodge Cape Girardeau, MO Bruce Benthien 573-624-7556 cropdust@yrless.net January 9-11, 2013 LaAAA Convention L’Auberge du Lac Resort & Casino Lake Charles, LA Ed Krielow 337-230-9952 www.laaaonline.org

November 7-8, 2012 FlAAA Operation SAFE Belle Glade, FL Linda Minton 772-971-9980

January 13-15, 2013 ArAAA 51st Annual Convention Wyndham Riverfront Hotel North Little Rock, AR Ron Harrod 501-376-3233 rharrod@scbglobal.net

November 12-14, 2012 CaAAA 63rd Annual Convention Hyatt Regency Monterey, CA Tel: 916-645-9747 Fax: 916-645-9749 www.caaa.net

January 14, 2013 AzAAA PAASS program Custom Farm Service Casa Granda, AZ 602-258-9234

November 30, 2012 AgAir Update Open House KPXE Perry-Houston County Airport Perry, GA agairupdate.com

January 17-19, 2013 MsAAA Convention IP Casino Resort Spa Biloxi, MS Vicki Morgan 662-229-7836 vickiwmorgan@msaaa.com www.msaaa.com

January 21-23, 2013 OkAAA Convention Sheraton Hotel/Reed Conference Center Midwest City, OK 405-341-3548 oaaa@sbcglobal.net www.okaaa.org January 28-29, 2013 AMAA Convention Heritage Inn Great Falls, MT montanaaerialapplicators.org February 4-6, 2013 SEAF Convention The Hyatt Regency Jacksonville Riverfront Jacksonville, FL Linda Minton 772-971-9980 lindadale1@msn.com February 6-8, 2013 NCAAA Convention Embassy Suites Cary, NC www.ncagaviation.com February 15-17, 2013 NAAA Spring Board Meeting Hilton Alexandria Old Town Alexandria, VA Peggy Knizner Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org February 18-20, 2013 NATA Convention Younes Conference Center Kearney, NE Judy McDowell nata@windstream.net February 20-22, 2013 Tri-State Convention Sioux Falls Convention Center Terry Stieren 952-226-5874 tambroz@aol.com

Bill Lavender bill@agairupdate.com

from the cockpit

In remembrance of Robert “Bob” Odegaard It is with sadness that I begin this editorial and its dedication to the late Robert “Bob” Odegaard. Friday, September 7, Bob met his fate in his beloved Super Corsair, Race 74, while preparing for the next day’s air show in Valley City, North Dakota. At this writing, I am not sure of the cause and details of the accident. I am sure the aviation world has lost one of its legendary pilots.

I did not “officially” meet Bob until May of this year. I had known of him through his contributions and successes in aviation, particularly in the War Bird and Reno Air Race world.

We had casually met during a convention in North Dakota in the years past. When I really came to know Bob was when Toby McPherson selected him to be my check pilot for soloing Toby’s “Boomer” P-51D Mustang (See AAU July 2012).

Bob, Toby, myself and a couple of other North Dakota aviation buffs had dinner the night before the check out. We talked about all things aviation, particularly

the P-51. With so much fame and prominence surrounding this man, it was hard to come to the realization of how humble and “normal” Bob was during dinner.

Normal is no where near the appropriate word for Bob Odegaard when speaking aviation. All you have to do is Google “Odegaard Mustang”, or “Race 74”, and you will learn of an extraordinary pilot.

In the brief time I knew Bob, I came to appreciate his soft spoken nature. During our check flight’s pre and post briefings, he quietly went into great detail about things I needed to know about the P-51. His love for the aircraft was evident.

I know I am a better pilot for knowing Bob Odegaard and I am sure others who knew him are as well. I close this editorial with great respect for the man and dedicate it to Robert “Bob” Odegaard, an aviator’s aviator.

Keep turning...

October 2012

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agair mail P-51 Mustang

renewal I am 81, almost 82, and retired now, not by choice. I still like to hear what is happening in the business.

John Dyrdahl Shelby, MT

Hi Bill, congratulations!

Hello John; Retiring from ag-flying has to be one of the hardest things for an ag-pilot to do. In a sense, I was fortunate in that I slowly retired, flying less and less over about four years. Even now, I always look up when I hear an ag-plane and think about how it was for 27 years in one of those cockpits. I imagine your time flying ag was even longer.

Hopefully, reading AgAir Update will keep those memories fresh for you. —Bill

I hope you write more about, for our satisfaction.-

I think that for a pilot like you, to fly a Mustang “solo” is a very, very grateful experience.-

Best regards Carlos “Reta” Retamosa Mercedes, Uruguay Hola Reta Very good to here from you. Yes, the P51 solo was the logbook entry of a lifetime! Sadly, the check pilot, Bob Odegaard was killed Friday

A model Ag Cat

Sir, first of all, I am not an aerial applicator, however, I originally learned to fly from a couple of old time “crop duster” pilots and wanted to share a photo I have of my uncle on an A-model Ag-Cat, I believe it has the Jacobs engine on it in this photo and was taken in Washington, Louisiana (I couldn’t tell you what year it was). Due to the lack of spraying the occurs in my area of southwest Ontario, Canada, I have flown mostly in the vintage warbird (T-6 and Stearman) and airshow world, but my heart is in ag! Please keep up the great work with your publication (my subscription was renewed earlier today), as it is a great way of keeping informed with an industry I hope to yet become part of.

I also wanted to mention that I appreciate the information regarding aircraft technical items and also with pilot training and accident issues. Even though our specific worlds differ, many of the observations and ideas to remedy or mitigate the risk of these common problems are very relevant.

I have taken many of the comments from AgAir Update and applied them to my flying.

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Anyway, sorry for the long-winded note, but to all the real “crop dusters” out there, blue sky, calm winds and keep up the great work that you do!

Sincerely, Greg Burnard

P. S. —The T-6 I fly has an R-1340 on it that came from an Air Tractor (still has the yellow nose case). So, does that count at all for any “ag” time? (lol)—Greg

Hi ya Greg, Absolutely! You are well on your way to ag flying if you are flying a T-6 with an Air Tractor engine!

Thanks for the photo. I am sure an old timer from Louisiana will recognize it and hopefully send us a comment.

Good luck with your flying and maybe one day you’ll write to me you have completed your first ag-flying season. —Bill

in his Super Corsair preparing for an air show. I missed seeing you in Rosario last month.—Bill

good work Keep up the good work and I’ll see y’all in Savannah.

Joe Coppick Middleton, ID Dear Joe Thanks for the kudo. Since you are going to be at NAAA in Savannah, plan an extra day and attend AgAir Update’s Open House and Hangar Party, Friday November 30! —Bill

Chocks

pilot needed Hello, I am looking for any pilots that may have worked for Dallah, in Egypt during the 1981-1984 period. Please contact me at ptall47@hotmail.com.

Thanks, Peter Allomes Egypt Peter, I’ve published your request, being as unusual as it is, coming from across the “pond”. Good luck. —Bill

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Puerto Rico vacation or vocation

by Bill Lavender Ag flying is hard work. It is often done in a hot climate and is endured for most of the long daylight hours of a summer day. Even so, ag pilots love their work – most of the time – regardless of where they are.

However, when an American pilot based in the American heartland away from romantic ocean sunsets is offered an opportunity to fly rice on a Caribbean Island, the urge is too great to resist. This is exactly what happened to Hannibal, Missouri, operator Jay Blanke two seasons ago.

RiceTec Inc., a world leading rice seed company, invited Blanke to treat its rice fields in La Parguera, Puerto Rico.

Accepting this assignment would make Blanke’s company, Jay’s Flying Service, the only ag operator in the U.S. territory.

U.S. to fly on a boll weevil eradication program over the next five years under the guidance of Gene McCormick, who is based in Alabama.

Blanke took a break from ag flying in 2003 to return to his former career in telecommunications. This took him to the Middle East where he flew drones for Boeing Co. For seven years, he worked in telecommunications and flew a season for an Arkansas operator, all the while saving his money to start his own flying service. With the help of Sylvia and Gene McCormick, Blanke bought an AT400 from them and formed Jay’s Flying Service in Hannibal.

Jay’s Flying Service’s main crop in Hannibal is corn. With the recent addition of corn fungicide applications, ag flying in central Missouri has flourished.

Blanke first started flying in 1997. He attended a U.S. ag school and, shortly after graduation, took a job flying a Piper Brave in Cameroon, Africa. After a short time in Africa, Blanke returned to the

A windsock stands idle on the edge of a RiceTec field to help Blanke monitor the wind speed.

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One day Blake received a phone call asking if he knew of an ag operator who would go to Puerto Rico, during the U.S. winter months to treat the company’s 500-600 acres of seed rice. He said he did.

RiceTec produces nearly 100 percent of the hybrid rice seed planted in the U.S. Over the past 20 years, the company has developed the male and female rice seeds used to grow hybrid rice seeds in Puerto Rico. The rice Blanke would be treating would be very unique and require more aerial applications than typical rice work.

aerial applicators based in the U.S. An additional regulation is that all aerial spraying must cease when the wind reaches six mpa. Windsocks are strategically placed at RiceTec fields to help monitor the wind speed and direction.

Blanke uses an M3 Hemisphere GPS unit for guidance. Flight Plan Online interfaces nicely with Google mapping in Puerto Rico. CP11 nozzles are used for all liquid work that can range from a typical five GPA to as much as 15 GPA. To achieve the higher volume, the boom pressure is increased and the swath cut in half.

RiceTec employees during their midmorning break at the La Parguera station. Jay Blanke is next to last on the right, while Marycarmen Matias is the lady third from Jay’s right.

Jaime Suarez is second from the far left of the group.

Even though Puerto Rico is a U.S. territory, it is very much its own Latin American country. Many people speak English, but the primary language is Spanish, as is the culture – Latin American mixed with Caribbean. One of Blanke’s greatest hurdles was acquiring liability insurance for the operation. Even when that was done, it was considerably more expensive than the same type insurance in the U.S.

The last ag operation in Puerto Rico closed its doors about eight years ago. Puerto Rico once had extensive sugar cane acreage that required aerial spraying. However, as the cost of labor to raise sugar cane increased, more growers moved to nearby Dominican Republic and other Caribbean Islands. This brought an end to the aerial-application business in the territory.

Jay’s Flying Service has to follow the same FAA, EPA, USDA and other rules and regulations that are imposed on

For the last two seasons, Blanke has been flying off a 3,000-foot sod strip with a dogleg. Last year, RiceTec poured a concrete load pad and this year built a concrete runway for the 2012-13 season.

The season in Puerto Rico starts midSeptember and is going full speed by November with the work slowing down and ending in March.

Flying starts with herbicide burn down using glyphosate. Timing is critical, since applications are made after planting and before emergence of the rice. The planting is staggered to allow for a staggered harvest that begins in January and ends in March. This optimizes the grain bins that are available for storage.

Extensive cleaning of the harvest

It may be difficult to see from this picture, but wild cotton grows along the fence line, a reminder of many years ago when cotton was planted in Puerto Rico.

Iguanas and crystal clear water are all part of the laid back lifestyle of Puerto Rico (Rich Port).

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equipment and storage bins has to be done each time a different variety of seed is harvested. There can be no more than one contaminant seed per 10,000 seeds.

A fix for the ever-rubbing boom clamp: a piece of tire inner tube.

Usually, three applications of dry urea fertilizer are made during the growing season, along with three to four herbicide, insecticide (stink bug) and/or fungicide applications. Due to the high value of the rice seed crop, no expenses are spared.

Some of RiceTec’s rice acreage is “ratooned,” or two harvests with one planting in one year. Puerto Rico’s moderate climate is conducive to this practice. This increases the overall spraying of 500-600 acres of rice to more acres being flown.

Ag flying five or six months in Puerto Rico while there could be snow falling in Missouri may be considered a Caribbean vacation. Sure, it is work, but Jay Blanke will tell you it is a completely different definition of work with beautiful views from the cockpit of his AT-400 and the comforting climate.

RiceTec RiceTec (www.ricetec.com) has had a rice seed growing station in Puerto Rico for more than 20 years. It has 12 full-time employees and adds an additional 30 during the growing season. Station manager Jaime Suarez and research scientist Mariacarmen Matias are very pleased with the addition of Jay’s Flying Service.

“Before Jay came, RiceTec only planted about 250 acres of rice for seed production. Now, with the airplane, we have expanded to over 500 acres and plan to double that number in the future,” Suarez said. “We were using high-clearance sprayers. It would take us several days to spray acres that the airplane can do in a few minutes. It is much more efficient.”

“Approximately 15 percent of our station’s work is dedicated to developing new strains of male and female rice seeds.

We ship these seeds to the U.S. to be planted together and, from those plantings, we harvest a hybrid seed that has far greater yield than a regular rice seed,” Matias explained.

“For instance, should something happen during planting that affected the germination; one germinated RiceTec hybrid seed per square foot is capable of yielding 4,000 pounds of rice per acre. A normal planting is 15 seeds per square foot.”

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October 2012

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Event marks another key milestone on road to final 510G certification Albany, GA – Thrush Aircraft announced that the Federal Aviation Administration had issued Type Inspection Authorization (TIA) for the new Thrush 510G. This authorization allows final FAA flight-testing to begin, and is typically the last primary step prior to full aircraft certification.

worked very hard to reach. The 510G is simply an outstanding aircraft, and we’re looking forward to getting final FAA flight testing underway, and to getting aircraft certification in hand, so our customers can begin to experience what a terrific workhorse this airplane is going to be.”

The flight tests are expected to take place over two days this month, and the data collected will be combined with other technical information and analysis already submitted in order to pave the way for final type certification.

The Thrush 510G is powered by the new GE H80 turbine engine, and is the first production aircraft to utilize the

“This is a major milestone for our 510G program” said Payne Hughes, president of Thrush Aircraft, “and one we’ve

highly anticipated new power plant.

The new 510G has been to topic of two recent major editorial features by wellknown industry publications, and the company has received several deposits for deliveries as soon as certification is received. The 510G will be available in both single and dual cockpit configurations.

Based upon the legendary Thrush 510 airframe, the new Thrush 510G will

The Thrush 510G is powered by the new GE H80 turbine engine and is the first production aircraft to utilize the highly anticipated new power plant.

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Moving closer to certification – Two new Thrush 510G’s, in single and dual-cockpit configuration, fly formation near the company’s factory in Albany, Georgia.

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have a hopper capacity of 510 gallons and a gross weight of 10,500 pounds. With GE’s new H80 engine up front, the 510G is expected to bring a new level of performance to agricultural operations – from enhanced hot and high performance, to higher cruise speeds and increased fuel efficiency over other aircraft in the category.

corrosion prevention – all designed to maximize pilot safety, reduce maintenance and enhance aircraft productivity.

about Thrush Aircraft Company

Headquartered in Albany, Georgia, Thrush Aircraft manufactures a full range of aerial application aircraft used in agriculture, forestry and fire fighting roles worldwide. Founded in 2003, Thrush is well-known for building the most durable aircraft in the aerial application industry, as well as the best flying – from both pilot and operator perspectives.

All Thrush models provide superb visibility, light control response, and a high degree of maneuverability GE Aviation and speed, along with superior efficiency and low direct operating costs. Today there are more than 2,000 Thrush aircraft operating in some 80 countries around GE H80 Series engines are built to last with advanced materials the world. and a robust turboprop design. Combining the latest technologies

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The new GE H-80 turbine engine

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The H80 turbine engine is built by GE Aviation, an operating unit of General Electric. The H80 combines the robust design of GE’s highly regarded M601 engine family, with 3-D aerodynamic design techniques and advanced materials to create a more powerful, fuel-efficient, durable engine compared with the original M601. In addition, the H80 requires with no recurrent fuel nozzle inspections and no hot section inspection. The H80 engine will also feature an extended service life of 3,600 flight-hours or 6,600 cycles between overhauls.

There are more than 1,600 GE M601 engines in service today, in business and general aviation, and these engines have accumulated a more than 17 million flight hours to date.

Crop dusters, cows and rifles

by Bob Wheat Back in the mid 1960s, I had a two-plane operation in southeast Texas flying the venerable old 450 P&Ws Stearmans. Our primary work was rice, soybeans and fall pastures.

In 1967 our rice season was very busy, for in the two counties we flew there was approximately 150,000 acres of rice, divided between three crop dusting services. This made for a very busy and profitable endeavor for operators and pilots.

That particular day, our schedule was packed tight, most work being fertilizing the newly emerging rice. My other pilot and I had an early morning job of applying twenty tons of fertilizer to this particular field. Getting started early with the flag boys in position, I loaded the Stearman

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with 1600 pounds of fertilizer and took off with the first load from a grass strip owned by one of the area farmers.

The strip was about one-half mile from the field, which was located in a very sparsely populated area. Only one farm house was near the rice field, which we occasionally had to fly near to service the field. We never had any problems with the occupants because they knew we did everything possible to avoid their homes.

Finally, the front door opened and out came the rancher, still carrying his rifle.

However, on this particular morning, this small farmer/rancher (not the one we were working for) was behind his

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house feeding the few cows he owned.

As I flew by him, as far away as possible, when suddenly a loud bang shook the Stearman.

Looking around the plane for oil or bird feathers, and being heavily loaded, I turned away from the field not knowing what to expect. As I continued my turn away, I looked up at my right upper wing to see the front flying wire was hanging down, broken!

I had never had a flying wire break, so I didn’t know if the remaining wire would break due to stress on the wing or hold until I made it back to the landing strip.

Making gentle turns, I nursed the crippled Stearman back to the strip, finally easing down on the grass strip and rolling to a stop. Looking around for our other airplane, I saw it in the distance headed for the airstrip.

I shut down the engine and crawled out of the cockpit to study the situation. In a few minutes, the other plane landed,

rolled up and the pilot shut down his engine.

Jumping from his cockpit, he ran to me cursing a blue streak. “That B----just shot at me, he screamed. As we discussed the situation, I noted to him that I had broken a flying wire. Looking closely, we saw that it apparently had been broken by a bullet. The bullet had hit the wire just below the nut that held it tight in the fitting.

Getting on the two-way radio, I asked my secretary to call the local constable and ask him to meet me at the landing strip.

Wasn’t long before the constable arrived. We pointed out the damage to my airplane and my pilot explained how he watched the rancher take a pot shot at him.

The constable and I got in his vehicle and headed to the farm house. Stopping at the gate in the front yard, the constable called out for the fellow to come out so we could talk.

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The front door of the house opened just a few inches and the fellow yelled out, “I’m not coming out as long as that crazy pilot is there. He’ll hurt me”. The constable asked me to go to the vehicle until he could get the fellow out of the house. I did as requested and the constable continued to call the man out.

Finally, the front door opened and out came the rancher, still carrying his rifle.

The constable approached the man suggesting he put down his gun. After several minutes of a stand-off, the fellow placed the rifle on the ground, which was quickly retrieved by the constable.

After a stern discussion of state and federal laws against shooting at airplanes, and the consequences that would (or could) follow, the constable motioned for me to join them.

As I asked the fellow why, after years of airplanes flying near his home to work the fields, why all of a sudden he decide to shoot as us? The rancher replied. “I

decided the noises from those propellers was causing my cows to miscarry”.

When we asked him how many calves he figured he had lost, he said he didn’t rightly know.

The constable asked me if I wanted to press charges? I thought it over and asked the fellow if I didn’t file on him would he never shoot at us or any airplane again? I promised him I would call him the next time we had any flying operations near his home.

“Well,” he pondered for a moment, “Naw, guess I won’t shoot again”. The constable offered his observations stating, “I’ll just hold on to this rifle for a while, until the season is over, then we’ll see about giving it back to you.”

Luckily, the Stearman wing suffered no major damage to the flying wire fittings on the spar and was repaired shortly and back in flying condition.

Many years after that episode occurred, I ran into the old gentleman at a civic meeting.

He walked up to me, looked me squarely in the eye and said, “caused any more cows to miscarry?” and roared out laughing. We shook hands again and he apologized to me admitting his stupid error in judgment.

However, times change and now more articles are appearing about some crop duster being fired upon. Some folks don’t realize how much damage, injury or death a bullet can cause when fired at an airplane.

“OK, grumbled the fellow. You’re not mad at me are you,?” Looking at me as he stuck out his hand.

“No” I said, “we are all lucky today, let’s just not be enemies, too.”

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good food good music good times In the spirit of the NAAA convention in Savannah, GA and good Southern hospitality, AgAir Update is hosting an Open House and Hangar Party Friday, November 30th, 2012.

Enjoy Southern bar-b-que and ag-pilot fellowship before the NAAA convention.

Live music, great food, ag-aircraft display and demos, along with good ol’ Southern hospitality.

Participating aircraft and demos include:

• Air Tractor, Inc. • Fire Boss

• Eagle Vistas • Thrush Aircraft, Inc. (demos between noon and 5:00)

RSVP before November 21 @ agairupdate.com

• Fly-in to the KPXE (Perry-Houston County Airport) and taxi up to the AgAir Update hangar.

• Drive-in to Perry, GA (on Interstate 75, 90 miles south of Atlanta) and park at the AgAir Update hangar.

• Motorhome space available (no power).

• Host hotel: Hampton Inn, 478-987-7681 use code “AgAir” Transportation to hotels provided.

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environmental views

Dennis T. Avery, Environmental Economist cgfi@hughes.net

Where’s the case for organic foods?

CHURCHVILLE, VA — Stanford University has just published a new study on organic foods—reporting that its physicians and nutritionists found no evidence that organic foods are more nutritious. There was great surprise some quarters and statements such as “a $25 billion a year industry and no one told us it made no difference?”

My son, Alex Avery, had already written an excellent book in 2006 titled The Truth About Organic Foods (available at Amazon and other booksellers). Alex had likewise reviewed the broad range

of organic/nutrition studies and found no organic advantage—but the Stanford label has naturally attracted more attention.

Stanford’s [study] points up how little is yet known about the benefits of organics and the harms done by widespread pesticide use.”

The Los Angeles Times ignored Alex— and pooh-poohs Stanford too. Their September 5 editorial said: “We doubt that the folks at Whole Foods are trembling in their Birkenstocks. We’re not aware of too many people who thought otherwise— it doesn’t make a lot of sense to assume the application of pesticides would have much impact on a fruit’s vitamin content.

But that doesn’t mean it isn’t safer to eat.

The LA Times is wrong on that, too. The University of California’s own Bruce Ames won the National Medal of Science from President Clinton in 1998. He invented the Ames Test for cancer risks in our food back in the 1970s. He found that half of all synthetic pesticides caused cancer in rats at high doses. The Greens applauded and gave him the Tyler Prize, the “Environmental Nobel.”

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Then, however, Ames started testing the cancer risks in the natural compounds that Mother Nature herself inserted in the food—to discourage pests. Half of the natural food compounds also caused cancer in rats at high doses! Ames published “Dietary Pesticides (99.99% natural)” in the Proceedings of the National Academies of Science clear in 1977. Ames concluded that eating organic foods reduces your dietary cancer risk by just one ten-thousandth of a percent!

The Ames paper didn’t faze the organic movement however. We, the people, apparently wanted to believe that the synthetic chemicals were dangerous and that “natural” was better in all things— despite “natural” rats in grain, Salmonella bacteria in food, and tuberculosis in milk.

In fact, many buyers don’t know that organic farmers use as much pesticide as conventional farmers. “Organic” pesticides aren’t much different than nonorganic—they all kill pests, not people.

We also wanted to believe that we could protect our families by paying extra for

our fruits and vegetables! Unfortunately, the world of 2050 will need perhaps three times as much food and organic farmers produce about half as much per acre as conventional farmers. The combination makes organic farming a long-term threat to the world’s wildlife.

The L. A. Times’ editorial also seems to indict chemical fertilizers. But if it makes no sense to believe spraying pesticides on plants will change their vitamin content, why believe that adding more of the most important plant food to the soil will make the plant unsafe? The nitrogen that fertilizer companies take from the air is the same N that makes up 78 percent of the air we breathe. The plants can’t tell the difference between clover N and N from a bag of ammonia crystals. They have to wait for the soil to break down the N in both cases. Nevertheless, “no inorganic nitrogen” is the most basic tenet of organic farming. No reputable study supports this fear of nitrogen taken from the air.

genes. When Spanish explorers brought tomatoes and potatoes back from the New World, Europeans people refused to eat them. The Duchy of Burgundy outlawed potatoes because the tubers were said to look like the lumpen hands and feet of lepers! Are the arguments for organic food today based on any better science? The Stanford study seems to say they aren’t.

Source: Bravata et al. “Are Organic Foods Safer or Healthier than Conventional Alternatives: a Systematic Review,” Annals of Internal Medicine, September 4, 2012: 348-366.

Dennis T. Avery, a senior fellow for the Hudson Institute in Washington, D.C., is an environmental economist. He was formerly a senior analyst for the Department of State. He is co-author, with S. Fred Singer, of Unstoppable Global Warming Every 1500 Years. Readers may write to him at PO Box 202 Churchville, VA 2442; email to cgfi@mgwnet.com. Visit our website at www. cgfi.org

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insights

Understanding the role of NAAA board members When the National Agricultural Aviation Association (NAAA) holds its fall board meeting in Louisville, Ky., later this month, almost 100 members from across the country will gather to discuss a wide range of association business and address issues of vital importance to agricultural aviation. NAAA’s robust board is one of the association’s hidden strengths.

Being an NAAA Board of Director can be one of the most challenging, rewarding and impacting ways to serve our industry. NAAA’s board is made up of 51 directors from the agricultural aviation industry and allied companies that support the industry, in addition to a dozens of other members who are appointed to serve on various committees.

The governing body of NAAA is made up of four officers, one representative of each of the 35 state/regional ag aviation associations, seven Allied Industry division representatives, and five NAAA past presidents. The 14 standing NAAA committees that advise the board on specific issues consist of the above board members and other members invited by the president to serve on specific committees because of their expertise in those areas.

Both the WNAAA and NAAREF boards, with all their committees, meet in conjunction with the NAAA Board of Directors meeting, as does the NAAA/Syngenta Leadership Training Program. More than 120 individuals currently volunteer their time and effort to support the aerial application industry in this way, mostly on their own dime. Board members travel three times per year to attend board meetings, which take place over the course of several days. They are held in October, December and February.

All NAAA board and committee meetings are open to NAAA members. If you’ve never attended an NAAA board meeting, you may not realize the breadth of activities NAAA and its sister organizations, the WNAAA and NAAREF, are engaged in on the industry’s behalf. To shed some light on that, here is an overview of NAAA’s committee structure.

Allied Industry Committee: The Allied Industry Committee encompasses multiple divisions, which include, but are not limited to, the following areas: Airframe, Application

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Technologies, Chemical, Dealer/Parts, Insurance, Propulsion and Support.

The committee brings issues and activities which are of concern to those industries associated with and in support of agricultural aviation to the NAAA board’s attention. It also works with the Convention Committee to assure that NAAA’s annual trade show and convention will be of maximum benefit to the aerial application industry.

Awards Committee: Solicits nominations for industry award recipients given to those in the industry for exemplary service in advancing aerial application, reviews those nominations and selects award recipients.

Budget & Finance Committee: Oversight of all budgetary and financial concerns for NAAA. This Committee makes an annual review of NAAA’s budget and submits their review and recommendations to the Board of Directors for final approval.

Communications & Public Relations Committee: Oversight of Agricultural Aviation magazine, the NAAA eNewsletter and AgAviation.org, the official NAAA website. The committee is also involved in the development of all NAAA educational programs and has the responsibility to develop and monitor programs which are designed to enhance the public image of the aerial application industry.

Constitution and Bylaws Committee: Responsible for reviewing and studying all recommendations or actions which may result in the amendment of the NAAA Constitution or Bylaws.

Convention Committee: Responsible for planning and conducting NAAA’s annual convention. Committee members decide the theme of each year’s convention, evaluate possible locations for the convention, suggest educational and speaker content and review contracts between NAAA and host hotels and convention centers.

Executive Committee: The Executive Committee of NAAA includes the NAAA President, Vice President, Secretary, Treasurer, WNAAA President, NAAA Immediate Past President and NAAA Immediate Past Treasurer. The Executive

Committee may act in the place of the Board of Directors when authority is designated by the board or in emergency matters where executive committee action is temporary and subject to subsequent approval by the Board at its next meeting. Executive Committee members also serve on the Budget and Finance Committee.

Government Relations Committee: This committee develops and presents to the NAAA board for approval government affairs initiatives and priorities to be acted upon by staff and outside counsel or representatives. Evaluating the Association’s position on federal legislation and regulatory activities and encouraging NAAA members to become active participants in the legislative and regulatory process has been vital to NAAA’s legislative and regulatory success. The Committee also develops measures to strengthen the industry’s presence with federal legislators and regulators such as growing the Association’s political action committee—AgAv PAC. Insurance Committee: Reviews the insurance needs of the industry and develops programs to provide various types of insurance coverage for NAAA members. The Insurance Committee also provides articles for Agricultural Aviation.

Long Range Planning Committee: Studies the aerial application industry to determine what issues, activities, and actions are impacting the industry. Committee members then evaluate and determine program activity in the areas of philosophy, goals and long term objectives for the association.

Safety and Federal Aviation Regulations Committee: Focuses on issues of aviation safety or regulatory initiatives which may affect the agricultural aviation industry. The committee maintains a close working relationship with aviation regulatory agencies, including the FAA. Committee members also are tasked with developing programs and policies as needed to enhance the safety of aerial application.

That’s a brief look at NAAA’s committees. Policies developed by the committees must then be presented for discussion and possible approval by the NAAA board. The full board meeting is held in the afternoon of the second day of the board meeting.

A consistent feeling among board members is that serving on the board has given them a greater awareness of what’s happening in our industry, particularly on a national level. Dana Ness, a former NAAA Treasurer and current board representative for the Association of Montana Aerial Applicators, said, “Before I started attending board meetings I didn’t realize what was happening on the national scene. Once I got active I saw that I had been missing out on a lot of what the association has to offer. That gave me the impetus to become even more active and involved.”

Service on NAAA’s board is a win-win-win situation. It’s good for the individual member, it’s good for NAAA and it’s good for agricultural aviation.

Membership Committee: Responsible for maintaining a strong viable NAAA membership. In keeping with that goal, the committee reviews membership materials and works with the staff to review NAAA’s programs and activities to ensure that they are appropriate to meet member needs and attract new members.

We get it.

Museum Committee: Tasked with assuring that the heritage of the agricultural aviation industry is maintained and the public has the opportunity to access aerial application industry information and historical mementos. The committee works closely with the National Agricultural Aviation Museum in Jackson, Mississippi.

You’re used to flying solo. But everyone knows you can’t do it alone.

And neither can NAAA.

Nominating Committee: This committee presents a slate of nominees for the offices of President, Vice President, Secretary, and Treasurer to the Board of Directors. The board members then vote to determine who will be elected to those positions.

Research & Technology Committee: The R&T Committee addresses issues affecting the use and application of crop protection products. The committee monitors the actions of the EPA and other regulatory agencies with oversight of aerial application and considers technologies that will be in the interest of safe, efficient aerial application of crop protection products. The committee also works with industry, government, and research and educational entities on issues of interest to the development of aerial application industry technologies.

Membership matters.

Join NAAA in its efforts to preserve and protect agricultural aviation and your way of life. Call (202) 546-5722 or visit www.agaviation.org to join the cause.

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Tidwell re-elected to state plant board George Tidwell, Tidwell Flying Service, was re-elected chairman of the Arkansas State Plant Board on September 10, 2012 We appreciate all the time, resources and energy George gives for the Arkansas Agricultural Aviation Association (AAAA), the ag aviation industry as

well as for the agricultural industry of Arkansas.

It makes you wonder, how many volunteer hours has he given over the years?

George has served as the AAAA representative on the ASPB for 24 years.

Before 1988 he served on the Arkansas Department of Aeronautics Commission.

George is to be congratulated for a job well done as the board begins its new term.

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You are in my space!

by Daniel L. Petersen Supervisory Aviation Safety Inspector, Operations Flight Standards District Office One of the most common public complaints that we receive at the Lincoln Flight Standards District Office is about low flying ag planes. These types of complaints are frustrating for the operator, for the investigating inspector, and for the complainant, but regardless we have a duty to investigate them.

The very nature of your business requires low flying and you can legally do so in accordance with FAR § 137.49 if not in a congested area. FAR § 137.49 states, “Notwithstanding part 91 of this chapter, during the actual dispensing operation, including approaches, departures, and turnarounds reasonably necessary

for the operation, an aircraft may be operated over other than congested areas below 500 feet above the surface and closer than 500 feet to persons, vessels, vehicles, and structures, if the operations are conducted without creating a hazard to persons or property on the surface.”

Note the rule does not say anything about flying enroute to the field (ferrying).

When ferrying, a pilot is required to

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follow FAR § 91.119. To summarize FAR § 91.119, a pilot cannot fly below an altitude that, in the event of an engine failure, would allow a pilot to make an emergency landing without undue hazards to persons or property on the surface.

In congested areas, a pilot cannot fly below an altitude of 1000 feet above the highest obstacle within a horizontal

radius of 2,000 feet of the aircraft.

Congested areas sometimes can be difficult to define, but they, are the very least, any city, town, settlement, or any open assembly of persons. For a long time there has been a misinterpretation by some that the yellow highlighted areas on the Sectional Chart are congested areas. They are, but not because of the yellow highlight. The yellow highlighted area only describes the lighted shape of

a city or town at night. Any town means any town, incorporated or not. The rule further states that in non-congested areas you cannot fly below 500 feet above the surface except for over open water or sparsely populated areas or closer than 500 feet to any person, vessel, vehicle, or structure. It would be pretty difficult in Nebraska to operate lower than 500 feet above the surface and not conflict with the closer than 500 feet portion of the rule. The rule does not state that the structure or vehicle has to be occupied. Of course there is the exception to this rule and that is when necessary for takeoff or landing. The best bet is to not fly lower than 500 feet above the surface when ferrying.

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The primary focus for investigating low flying complaints is to determine if there was a violation to any rule. For the most part, we discover that the Ag pilot did nothing wrong and we determined that no violation occurred. Most low flying complaints, in reality, are because the complainant does not like airplane noise or feels their privacy has been compromised. Those of us in aviation who like airplanes sometimes have a hard time understanding anyone who does not like aviation, but unfortunately, there are many.

Let’s try to view it from their perspective. Have you ever had anyone who stood too close to you in line or when you were having a conversation? If so, you know it is an irritation and you feel that they are in your space. This is analogous to flying very close to someone’s home. This is how they feel when an aircraft, especially a loud one, flies very near someone’s home disrupting their peace and quiet or whatever they are doing. I remember 20 or so years ago when I owned an AT-6 with a Pratt and Whitney 1340 for an engine. I was young and I was practicing touch and goes at the Beatrice Airport in the early afternoon. The Unicom operator radioed me to inform me that someone called and complained about the noise and that he was trying to sleep. I felt that he should be out of bed and I continued to practice. Was I legal to do that? Sure I was, but I didn’t do aviation any favors. All I accomplished was to probably make someone an enemy of the airport and an aviation foe. I should have left and practiced at Crete or Fairbury where there are few homes around the airport.

For obvious reasons the aerial applicator provides a great service to farmers and to consumers of the food that they provide. For all of us, who do not want additional regulations or threats to aviation, we have to help ourselves by trying to mitigate these types of complaints. How do we do this? First and foremost is to abide by the regulations. You can also have the landowner contact all of his neighbors to alert them that spraying will happen and near their land and when it will occur.

We have found that when someone is aware of what is going on and not surprised they usually don’t complain. We used to have quite a few complaints in the Plattsmouth area. The aerial applicators there have started putting advertisements in the local paper alerting the community about their operation. Since then complaints have dropped dramatically. Try to avoid flying directly over somebody’s home when making approaches, departures, or turnarounds if feasible. Basically, be considerate and try to be a good neighbor. These suggestions will not stop all complaints but they will at least reduce them.

I know some of what I suggested takes time and time is money. Since there are more and more people living out in the country who didn’t grow up there and do not understand your business, we have to do our part in lessening these complaints.

The people who complain also vote and do contact their representatives who then contact us. A lot of taxpayer dollars are spent investigating these complaints and a lot of heartburn for both the complainant and applicator. As I said before, the results usually prove that no violations occurred, although not always, and the complainant was just upset that an airplane was in their space. For the most part, they are not appeased when we explain the 137 rule to them and what occurred was legal.

I believe that we do share a common goal and that is safety. So please fly high when ferrying and at least consider what I said to help all of us in reducing low flying complaints.

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October 2012

B-9

Jim Gardner Jim.Gardner@jagardner.com www.jagardner.com 678-983-4482

the anatomy of

aviation insurance

Claims: The importance of keeping records Consider the following adaptation of an actual incident several years ago: The pilot of a turbine helicopter wasn’t paying close enough attention to his fuel management.

He ran out of fuel trying to make it back to the owners heliport on the return leg with his owner. While no one was hurt, there was considerable damage

to the helicopter as well as third party property damage at the emergency landing site. The owner blamed the pilot for the accident and dismissed him

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almost immediately. Needless to say they departed company on less than good speaking terms. Now the owner is faced with the task of filing and processing the insurance claim, but he has a problem— incomplete records.

Every claims adjuster is obligated to collect information on the pilot, aircraft,

and operation as part of the accident investigation. He is required to ascertain that the operation was within the scope and provisions of the policy prior to authorizing payment for repairs or a third party claim. Pilot records such as a copy of the pilot’s FAA license, medical certificate, certificate or record of last required proficiency check or recurrent training, a current and signed pilot history form, and even pertinent pages from the pilot’s logbook are part of the data collection. If there becomes a question as to whether the accident or incident was an insurable occurrence or some vital part of the insurance policy has not been complied with, the insurance company will issue a “reservations of rights” letter. This is not a claims denial, but merely gives notice to the claimant that there may be the potential that the claim could be partially or wholly denied based on the evidence once the investigations is complete.

In the above situation the fired pilot refused to cooperate with the adjuster’s inquiry or complete any documentation needed for the claims processing. Now the owner faced an additional and avoidable delay in processing the claim while he reconstructed the necessary records and information.

Accident/Claims reporting checklist • Secure necessary first aid for any injured parties.

• Notify local authorities, police, fire, medical, etc. as necessary. Be sure to file a police report in case of theft or vandalism (refer to contact list) • Secure the aircraft. Take necessary precautions to protect the aircraft or property from further damage.

• Notify the insurance company as soon as possible.

(Refer to your contact list for Broker/Agent name and number as well as the claims reporting number for the insurance company). Be prepared to provide: • The time, date, exact location, and description of the occurrence.

• Names and contact information of any injured persons, witnesses, local authorities or others with information concerning the loss.

• Status of anyone injured.

• Status of damaged aircraft or property.

• Do not make any oral or written statements to anyone other than law enforcement or the FAA without insurance company permission. Do not admit fault or liability.

• Cooperate with the insurance company in their investigation. Provide information, assist with witnesses, and help obtain information and evidence as requested.

• Allow the insurance company to inspect the damaged property prior to repair or disposal.

• File a Proof of Loss within the time period specified in your policy • Be sure to read your specific policy and comply with all of its provisions and requirements regarding claims investigation and settlement.

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Most owners and operators keep originals or duplicates of aircraft maintenance records such as maintenance and engine logbooks, aircraft registration, airworthiness certificates, and other documentation of on board equipment and systems in a file or safe at their office. It is prudent that an owner/operator check pertinent pilot information at the hiring interview and at least once a year as proof the pilot meets the minimum standards set forth in his insuring agreement. How hard would it be to make copies and keep pilot records in the same place as the maintenance records? In addition, forwarding the pilot and training records to you insurance broker in a timely manner will provide an additional back up. If this owner had done that,

Hardy_AgAirUpdate_38Pg_Color_07_HardyAvIns_AgAirUpdate_38Pg_02 12/12/11 11:30 AM

he may have found the claims process to be far less painful and time consuming.

Why not go a step further? Why not develop an emergency response checklist complete with a key personnel contact list and a copy of the insurance policy to keep on the aircraft as well as the office? Depending on the severity, an accident can create confusion and chaos. In addition it is not certain who may have to respond to the accident. Unless it is written down, they may not know what to do and who to call to report the incident.

Accidents happen far too often to even the best operators. It doesn’t matter whether you are a fixed or rotor wing operator, the principles are the same. Everyone involved in your flight Pageoperations should know what to do in the aftermath of an accident. Having good, complete records, documentation and an emergency checklist with contact numbers in a safe and accessible place as well as in the aircraft will sooth a lot of headaches as well as make the claims process go much smoother.

For more information about claims reporting, visit our website at www.jagardner.com/claims. For your convenience a common sense checklist is provided below.

About the author: Jim Gardner is a retired U. S. Air Force officer, a former professional airline pilot, and an aviation insurance broker with The James A Gardner Company, out of Marietta, GA

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agairupdate.com

twenty years ago

PZL Air Tractor leaves the factory 2012 Editor’s Note: It is amazing how things have changed in the last 20 years. Please forgive the lack of pictures. Twenty years ago, the photos were not digital and we simply don’t have access to them any longer. Besides, you wouldn’t recognize the guilty ones in the article. The exception is the single photo with me taxing in from the cross country flight from Texas to Georgia.

Bill Lavender taxis the AT-401A Air Tractor, (the Pezetel proto-type) after ferrying the aircraft from the Air Tractor factory in Olney, Texas to Americus, Georgia.

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October 2012

B-13

Winter 1992

by Bill Lavender PERRY, GA. - It is not often I receive a call from Chuck Stone. His son, Rick, usually handles the advertising at Southeastern Aircraft Sales and Service.

So I knew something was up when I was told Mr. Chuck was on the phone.

“Bill,” the voice on the other end of the line said. “How would you like to go to the Air Tractor factory in Olney and pick-up our AT-401A?” An AT-401A? What was that? The AT401A is the prototype PZL-powered Air Tractor Leland Snow had been working on for several months. The aircraft is an AT-401 airframe with a 400-gallon hopper, metal tail aileron servos.

Southeastern Aircraft Sales and Service, an Air Tractor dealer, would be taking delivery of the AT-401A and operating it for a period of time. Afterwards, Air Tractor and Southeastern will evaluate the aircraft and decide if the AT-401A should become a production model aircraft for ag operators.

“Sure, Mr. Chuck. I’d love to make the trip. When and how do we do it,” I asked. It was between Thanksgiving and Christmas at the time. Mr. Chuck wasn’t in a big hurry. We both agreed on extra good VFR weather. By the time all things were lined up, it was the first week of January. The weather still did not look promising even up to the last minute. Then Thursday morning the unexpected happened and a good weather window opened from Friday until Saturday noon. In a hustle, I packed an over night bag and bought tickets to Wichita Falls. Thursday night, I spent the evening at the Sheraton in Wichita Falls, looking over sectionals for the next day’s flight eastbound.

Marilynn Ickert, at Air Tractor, had arranged for my pick-up Friday morning. I was at the factory ready for departure by eight a.m. Sam Cook assured me everything was in order with the AT-401A; full of fuel, oil and had been flown the day before making sure everything was A-OK for the flight to Georgia. Mr. Chuck had asked I go

only as far as Americus, Georgia. He would be delivering an Air Tractor close enough that he could take the AT-401A back on his return to Fort Pierce.

By 10:30 a.m. we had the PZL ready to leave. It was uncomfortably cold, in the 30s°F, with wind blowing from the northwest. As for best laid plans, I did not get out at the expected eight a.m. departure time. I had figured on a nine-hour flight for the 1,000 mile trip.

I wanted to do it in one day without any night time. I couldn’t remember the last time I had flown at night, and with a new engine, low-time in an Air Tractor and not proficient at night landings, I felt too many factors would be working against me.

There was no sense in making any mistakes with this flight. This AT-401A was the only one in existence. Many months of hard work had gone into the design and installation of the PZL engine on to the Air Tractor airframe.

I was not going to be the one to call Mr. Chuck or Mr. Leland and break the news

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agairupdate.com

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they would have to start all over due to misjudgment on my part, assuming I could make the phone call.

It was going to be tight at best to get to Georgia before dark. It was already 10:30 a.m. and I was only now strapping on the seat belt and shoulder harness.

That darn engine must be the most coldnatured radial built. The carburetor does not have an accelerator pump. The mixture is not really a mixture, but an on-and-off valve. So don’t reach down and think you are leaning the engine, you just may shut her down!

the aircraft again to be sure that low oil temp was our only problem, as well as trying to find the correct amount of tape to leave over the oil cooler inlet scoop.

An oil cooler inlet shutter door could have eliminated all of these incidentals and I would probably have left at 8 a.m.

back of my mind. He had an engine failure directly over Sheppard Airforce Base, just as he was leaving the factory with his Air Tractor several years ago.

He had to land uninvited and got an M-16 welcome. Not something I wanted to do.

Straight to 36 inches and full rpm on take-off; the Air Tractor factory was the place for anything to go wrong. Ken Edmonson’s experience was still in the

I set the power at 30 inches and 2050 rpm on the PZL engine. Everything looked good as I climbed to 3,500 feet.

Heading basically east, I stayed level at

Sam and I had the worst time getting the engine to idle that cold morning. Of course, I tried to crank it first and that may not have helped matters. You prime the engine with the primer, slightly cracking the throttle and pump the primer like crazy when she fires up. I am sure you can imagine what it is like trying to keep any radial running with a primer and not giving in to the urge to pump the throttle. I must have over done something wrong.

When I did get it to run, I couldn’t get it to idle below 1,100 rpm. Every time I eased the throttle back for a slower idle the PZL would die.

When I cycled the prop to get warm oil into the prop hub, I couldn’t get the prop to cycle forward, leaving the blades in high pitch, aggravating the idling problem. Finally, I turned it over to Sam. He didn’t have any better luck. Sam and I ended up shutting down the engine, manually rotating the blades of the prop to low pitch and taping off the oil cooler inlet scoop completely before we successfully warmed the engine to operating temps.

Now, Sam had to test fly

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October 2012

B-15

3,500 feet until I was past Dallas-Fort Worth airport, then climbed to 9,500. I never moved the throttle. The manifold pressure reading fell to 25 inches at the ferry altitude. The Air Tractor was indicating 125 mph. There was nothing to complain about. The engine didn’t vibrate enough to matter. Just a slight bumping, more often with less force than a normal R-1340. All the gauges said we were doing just fine.

The first stop was in Magnolia, Arkansas. I had plans to check the fuel and oil consumption. I had already flown over two hours. The FBO began filling the aircraft when his fuel pump gave up at 58 gallons. Now I couldn’t calculate the fuel consumption. As for the oil burned, it wasn’t what I would have liked to have seen. I bought a case of quarts at the FBO and put about half of it into the oil tank. Not real sure how much fuel I was using, I

continued eastbound guessing I could make another two hours. Dark was only around the corner. It was getting to be mid-afternoon. It wasn’t looking good for completing the flight before dark.

The next fuel stop was in Starkville, Mississippi. Here I took on 85 gallons of gas. I had logged about four and half hours. This worked out to just over 30 gallons an hour. I had not leaned the PZL because it has an altitude compensating carburetor.

I believe the engine would burn in the high 30 gpa range at 30 inches and 2050 rpm while working.

I now had poured the three quarts of oil Sam Cook had given me at the factory, along with the case I bought in Arkansas, into the oil tank. That was working out to a gallon of oil an hour. I suppose if I had ferried the PZL with the oil temperature in the medium range and the oil had been 120 grade instead of 100, the engine may have used less. It must have been going out the exhaust, as there was little on the airframe and only a small amount on the windshield.

The last leg of the flight was uneventful, except for one instance. I had been watching the oil temperature pretty close.

I wasn’t able to climb over 5,500 feet after the last fuel stop due to over temping of the engine. In order to keep the oil temp inside of limits, I went into a gradual decent from 5,500 feet. The temp would not settle down, forcing me to get lower, so I decided to locate an airport and remove some more tape from around the oil cooler scoop.

While descending through 3,000 feet I heard a bang or bump. Looking around in what was only a micro-

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agairupdate.com

second, I realized the engine indicted no rpm. But it sure was running good.

Then I noticed the tach drive cable was laying on the plane’s dashboard. When I landed to remove some tape, I installed the drive back into the rear of the tach.

Not very exciting, uh? Suits me.

in the hopper, it probably is a solid 400-gallon airplane. The metal tail and aileron servos make the airplane fly with ease. It takes a little getting used to if you are accustom to a heavier flying plane, but the more you turn it the better it flies. No complaints.

With the sun below the horizon, I make it to Americus with just enough light to see. The next day I went to the airport and flew the PZL Air Tractor just for the fun of it. The pressure of navigating was no longer a factor. The Americus airport was like home to me and it provided a relaxed place to make spray runs up and down the runway.

As for the PZL installation, the only thing I could find to complain about was the lack of an oil cooler shutter door and that may not be a problem

in summer. Based on other operators’ testimonies, the PZL-3S engine is a good engine. The main problem does seem to be the oil consumption. Everyone has his preferences and I believe you will see more of these engines in the future.

It will be interesting to see how they work out.

The AT-401A flys great. Just like any Air Tractor does. It turns good and has plenty of speed. The AT-401A had no problem indicating 140+ MPH set at 30 inches and 2050 rpm. Although I did not put any water

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B-17

question and answer

FAA’s Aerospace Medical Certification Division

Question: Does the FAA have an approved list of medicines that pilots may take, specifically ARICEPT®? I take it as a preventive measure since I have a family history of Alzheimer’s disease.

disqualifying. There are medications that are absolutely unacceptable, such as narcotic pain medications, but there is no list of medications. ARICEPT® is an unacceptable medication as is the medical condition Alzheimer’s.

Answer:

Question:

When the FAA considers a medication as being acceptable for medical certification it first of all considers whether the medical condition that the medication is being used for is not

At my last physical, my doctor expressed concern about my high blood pressure reading of 150/90. He told me to exercise more and reduce the amount of salt in my diet. Is this something I need

to discuss with my aviation medical examiner (AME) immediately, or can it wait for my next exam?

Answer: Part 61.53 clearly states that if an airman develops a known disqualifying medical condition, or uses a known disqualifying medication or treatment, he/she must not fly. Our AMEs are instructed that if an airman comes into their office for an FAA examination and a solitary blood pressure reading is greater than or equal

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to 155/95 they may not issue a medical certificate. At a minimum, you should notify the FAA at your very next medical examination. High blood pressure is a disqualifying medical condition, but you can be granted medical certification, and in this particular condition without an authorization for Special Issuance [waiver]. This is because high blood pressure (hypertension) can be treated and most antihypertensive medications are acceptable for flying.

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It has a side effect of causing one to fall asleep without warning. It is an unacceptable medication. Once your physician removes you from the drug,

The FAA would like to see what being off the medication does to your medical condition. You should likely be off the medication several months before you attempt to gain back your medical certificate. You may need to start a new medication that will delay the recertification. The FAA will require a detailed note as to when the medication was discontinued and how the medical condition is currently behaving.

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B-19

Robert A. McCurdy, Chief Pilot / Flight Instructor Flying Tiger Aviation, LLC, RobertMcCurdy@agairupdate.com

in my opinion

Bulletproof II A couple of months ago, in the In My Opinion column, I wrote about students who may think they are “bulletproof.” In that original bulletproof article, I listed a few of the indications, in my opinion, of traits that indicate a pilot may picture themselves as being bulletproof. However, I omitted one very important sign.

A few years ago, I had a turbine transition student who was fair; not real bad, maybe average or maybe even slightly below average. Recently, a young man who loaded for this pilot mention to me some things that gave me cause for concern. As the loader told me, the pilot returned from a sortie and bragged that he was so heavy on take-off that he went through the top of a tree on the end of his airstrip. I asked the loader, “What was the pilot carrying?” To which he replied, “Potash.”

The point I want to make is this rookie pilot may have seemed to think it was cool to have a close brush with an accident. In my opinion, this may be another strong indication of a “bulletproof”

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B-20

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pilot; bragging about close calls in an overloaded airplane and fast turns. As mentioned in my earlier IMO column, in my first season I thought I was bulletproof. My “crispy critter” arms and legs will attest to the fact that I definitely was not bulletproof.

The AT-402 he was flying was filled to the brim, which if I remember correctly, potash weighs approximately 77-80 lbs. per cubic foot, and that adds up to around 4,000 lbs. His loader also told me he was full of fuel. This airplane was assuredly overloaded. Furthermore, the pilot had made a downwind takeoff...

This business is inherently dangerous to begin with and we at Flying Tiger Aviation can teach safety until it is coming out the exhaust stacks, but there is not much you can do with stupidity and an egotistical, hard-headed, lack of common sense, bulletproof pilot.

Be safe, have fun, make money and use common sense.

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October 2012

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AgAir Update eEdition poll results Do you use a BatteryMinder-type desulfation battery charger that reverses and eliminates sulfation while extending battery life and use?

• What are you talking about?—Oklahoma • They pay for themselves over and over again. I could not live without one.—Minnesota • Never heard of it—Nebraska • Never heard of one!—Pennsylvania • Nothing more troubling and expensive than weak batteries!— Arkansas

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Do you typically send an aircraft out of your normal operating territory to help another operators?

Occasionally over the past three decades we have operated outside our normal territory and when we did we took great care to learn from the operator we were working for, all the do’s and do not’s of the area and the area’s way of doing business.

Respect to the industry through professional, honest, flying is a must to keep our industry healthy and the regulators at bay!— Illinois

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AmSafe seatbelt airbags ready for Thrush aircraft On July 17th 2012 Thrush Aircraft and AmSafe, Inc completed the first two factory installations of the AmSafe Seatbelt Airbag system for the Thrush S2R aircraft. The development program to create a custom seatbelt airbag system for Thrush started in 2009 and received STC / PMA certification on the 28th of March 2012. Richard Heitzman, Sales Manager for AmSafe and an A&P mechanic, with Luther Herndon, FAA A&P IA for Thrush, completed the two installations with ease.

The new dual airbag, twin inertia reel system is a five point harness which includes a new crotch strap attached to the seat structure. The airbag system is designed to protect occupants from impact with glare shields, instrument panels, and control yokes. The AmSafe Seatbelt Airbag looks and operates like a standard seatbelt. Along with preventing head, neck and torso trauma, this improved safety system prevents submarining, which refers to the tendency of the seat occupant of slipping under the lap belt restraint in high G force impacts.

The airbag system is designed to Over 80% of General Aviation aircraft come standard equipped with AmSafe Seatbelt Airbags.

protect occupants from impact.

Thrush Aircraft will soon be installing this system on the S2R aircraft as standard equipment. Along with new production aircraft, this system can be retrofitted onto earlier Thrush aircraft.

In service since 2001, nearly 80% of new general aviation aircraft have the AmSafe Seatbelt Airbag system installed as standard equipment.

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Designed to protect occupants from impact with glare shields, instrument panels, and control yokes.

You can have the same protection on your Thrush S2R ag aircraft.

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Thrush Aircraft Inc Jody Bays - jbays@thrushaircraft.com 229-789-0439 AmSafe Inc Richard Heitzman - rheitzman@amsafe.com 830-822-8068

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used in agriculture, forestry and fire fighting roles worldwide.

Founded in 2003, Thrush is well-known for building the most durable aircraft in the aerial application industry, as well as the best flying – from both pilot and operator perspectives.

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Today there are more than 2,200 Thrush aircraft operating in some 80 countries around the world.

AmSafe is the world’s leading provider of safety restraint products for the aerospace, defense, specialty and vehicle industries. We have made great strides with our engineered textile solutions and we manufacture unique products such as the seatbelt airbag, an RPG net protection system, airframe barrier nets, lightweight cargo nets and restraints, and of course, the product we are most known for – the aviation passenger seatbelt. We are also the first and only company to have a seatbelt airbag system installed worldwide on both commercial and general aviation aircraft.

Please feel free to contact Thrush Aircraft Inc Jody Baysjbays@thrushaircraft.com – 229-789-0439 or AmSafe Inc Richard Heitzman at rheitzman@amsafe.com for further information.

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October 2012

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You cannot satisfy your spiritual emptiness with worldly pleasures and possessions The apostle Paul wrote, “For the creation was subjected to emptiness, not willingly, but because of God who subjected it in hope” (Romans 8:20). When Adam disobeyed God he died spiritually and lost his communion and fellowship with God.

   

This left a spiritual emptiness within Adam’s life; he was no longer the complete and perfect man that God created. Adam tried to fill that spiritual emptiness by covering himself up with fig leaves, but it didn’t work—he was still spiritually empty. Every human born into

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this world, with the exception of Jesus Christ, inherited Adam’s sinful nature and spiritual emptiness! (Romans 5:12-21). Deep within a human there is that desire to become that complete and perfect person that Adam was before he sinned against God. This spiritual emptiness within humanity is demonstrated from our early childhood. One of the first words out a baby’s mouth is, “Mine.” As we grow older we try to fill this emptiness with earthly possessions and power. This is not all bad, but it does demonstrate a longing for something to make our life complete.

complete satisfaction. Do not misunderstand me; the Bible teaches that God blesses hard work, being conservative and saving for the future. Worldly wealth is not a sin if your wealth is earned honestly and used properly (2 Thessalonians 3:5-13, 1 Timothy 6:1719). But if your mind is totally occupied with worldly possessions and worldly pleasures there can be hazardous consequences (1 Timothy 6:6-10). Jesus said you can’t serve God and money (Luke 16:13). God promises to take care of our worldly needs if we will put Him first in our life (Matthew 6:33).

Some people try to fill their spiritual emptiness with sports, intellect, social significance, power, political positions and worldly religions. In the business world we try to fill our spiritual emptiness with our job positions and money. This carries over to how much property, planes, cars, homes and other worldly things we gather up trying to fill that spiritual emptiness within us. You might not know that you are trying to fill a spiritual emptiness, but you should recognize that material possessions, worldly pleasures, worldly power positions, and worldly religious activities never bring

Jesus and His disciples were at Jacob’s well, and Jesus’ disciples went into town to buy food, but Jesus stayed at the well. A woman came to the well to draw water and Jesus asked her for a drink of water. The woman said, “You are a Jew and I am a Samaritan woman, why are you asking me for a drink because Jews don’t associate with Samaritans?” (John 4:9). Jesus said, “If you knew the gift of God, and who it is who says to you, ‘Give Me a drink,’ you would have asked Him, and He would have given you living water” (John 4:10). Jesus is introducing this woman to the spiritual realm of life. The woman doesn’t

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October 2012

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understand and says, “You have nothing to draw with and the well is deep. Where can You get this living water?” Jesus answered, “Everyone who drinks of this water will be thirsty again, but whoever drinks the water I give them will never thirst. The water I give them will become in them a spring of water welling up to eternal life.” Jesus is talking about the emptiness of worldly things and the fulfillment of a relationship with Him. This woman has had five husbands and now is living with a man; she has failed to satisfy her fleshly desires. Jesus is telling her that there is nothing of the material and worldly realm that can satisfy that spiritual emptiness within her. There are billions of people on this earth like this woman; they are trying to fill a spiritual emptiness with worldly possessions, pleasures, social positions, power positions etc.—but they will never succeed! The emptiness in their life is a God created emptiness and only God can fill that emptiness. Only a living faith in Jesus Christ can satisfy your spiritual emptiness! Jesus said, “I am the

bread of life. He who comes to Me shall never hunger, and he who believes in Me shall never thirst (John 6:35).

Satan has deceived humanity into thinking we can find satisfaction in material possessions, pleasures, power positions, and religious activity. We usually have in our mind the worldly things or activities that will bring ultimate satisfaction to us. But no matter what worldly experiences you have in your mind—if you drink of that water— you will thirst again! A person needs to write that over every ambition for their life! What is it you want to be? What is your passionate goal for life? Real living is—and you write down what you think real living is. Get to the top of the ladder of success, get that power position, get that land, house, car, plane, boat, etc., achieve the goal that you have in your mind, and you will discover that fulfilling your earthly passions have not satisfied you—that emptiness is still there! The things of this world will not satisfy that deep spiritual thirst within your soul.

Earthly desires and passions are never

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totally fulfilling and satisfying. Drink of them—but you will thirst again!

Hollywood stars and wealthy people have the toys, glamour and power, and yet they are never satisfied! Why? Because they are still thirsting for something to fill their spiritual emptiness! Many people try to fill their spiritual emptiness with fun and games, greed, drugs, alcohol, and immoral sexual activities—but they will thirst again. Nothing of this worldly realm will satisfy that longing for God within the soul of humanity. Jesus said, “Let anyone who is thirsty come to Me and drink” (John 7:37). Jesus is talking about that deep spiritual thirst within humanity for a meaningful relationship with God. A living faith in Jesus Christ as Lord and Savior will satisfy that deep spiritual emptiness within your soul, give you the spiritual power to live a life pleasing to God on this earth, and give you God’s righteousness so you can enter into God’s heaven for all eternity (2 Corinthians 5:17-21). You will have perfect peace if your mind is fixed on God (Isaiah 26:3).

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Out on a limb It was one of those big, old dead snags we all curse at and wonder why they are still there; an old tree that long ago took its last breath and shed its last leaf.

It blended in with the green foliage behind it, though the living trees were a couple hundred yards beyond where it stood; a ghost tree for lack of any better definition.

I knew where it was, I’d seen it a hundred times, yet I flew right through the top of

it! I smashed the beautiful Super B Ag Cat that I was flying through wrist-sized branches that pummeled the old bird nose to tail. She shuttered and vibrated, bucking through the crash. Thankfully we flew through and climbed upward, twigs and shattered pieces of kindling falling away in the wake.

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October 2012

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As soon as it happened, I knew what I had done. Training and conditioning took over; I remember a feeling of determination immediately following the impact. I ensured that I still had flying speed and the engine was running.

There was no fuel, fluids, or smoke spewing out from anywhere that I could see.

Fortunately it happened close to home. I pointed the wounded airplane toward the runway and flew it on, not making any

prop or power changes until I was over the air strip. I don’t recall feeling angry or distraught until after I landed and shut the airplane down. I walked around and took in all the damage; my heart fell as low as it’s ever been. I was fortunate the aircraft made it back to the hangar, but that was not my feeling at the time.

Anger and self loathing, a shotgun blast of emotions overcame me as I stepped away from the stricken bird that had carried me safely for hundreds of hours over thousands of acres.

I have a relationship with the airplane I fly and on that day I betrayed that relationship as well as the trust and confidence that my boss and the other pilots had in my abilities. They relied on me and expected a much higher level of performance than what I had just delivered. Seeing the airplane take a spot in the back corner of the hangar; dented, banged up and bent was a sight I had hoped to never see.

I’ve relived that incident several times

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a day since it happened. I recall a flash to my right that caused me to look away. I don’t know what it was. It could have been one of the large white birds that leap from the rice fields or a glint of the sun off the water that flowed alongside the field I was flying. Whatever it was, I allowed myself to be distracted long enough to lose situational awareness and nearly destroy an airplane and myself, not to mention a career that I love.

I think back now and know I had become complacent and perhaps a bit overzealous, maybe a little over confident.

The season had moved along incredibly well. The flying was phenomenal and the work was good. The farmers were happy and as we were on the last page of the last chapter of the season I was getting eager to pump out the loads and get home to all my other projects while the day was still young.

I let my guard down and took the situation for granted. In essence, I just simply failed to fly the airplane in a safe, conscientious and professional manner and that’s all it takes to fly through the top of a dead tree.

There is an old axiom… “When you tell your troubles to others remember that half of them don’t care and the other half are glad you have them.” I know there is a bundle of truth in that saying and like every other ag-pilot in the world, it is never easy to discuss openly an incident where we are anything less than perfect. I’ve made some errors in my time and my armor carries the tarnish of those mistakes, a gouge like this one is hard to overcome. I relay this story because I talk a lot about accidents and avoidance in my “Hands on flying” articles. I hope other pilots will read this and take away a little information, if just enough to keep them from doing the same thing.

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Ag flying is a way of life that we all enjoy; however, the consequences for overlooking the hazards are severe. A bent airplane is only a step away from a broken body. I had a big plate of humble pie served hot and fresh that day and I don’t think I’ll ever get used to the taste. Perhaps it’s best that I just learn to like it.

Keep your head in the game and fly safe!

October 2012

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ntsb reports NTSB Identification: *CEN12WA523* Date: July 16, 2012 Location: San Rafael, Spain Aircraft: AIR TRACTOR AT802 Injuries: 1 Uninjured.

On July 16, 2012, about 1430 coordinated universal time, an Air Tractor AT-802 airplane performed a forced landing following a loss of engine power near San Rafael, Ibiza, Spain. The pilot, was not injured. The airplane sustained minor damage. The flight had departed the Ibiza Airport (LEIB), Ibiza, Spain, and was destined for the Palma de Mallorca Airport (LESB), Mallorca, Spain.

NTSB Identification: *CEN12LA497* Date: July 30, 2012 Location: Big Springs, NE Aircraft: Schweizer G-164B Injuries: 1 Uninjured.

A Grumman Schweizer G-164B agricultural airplane experienced a loss of engine power during cruise flight near Big Springs, Nebraska. The pilot was not injured during the forced landing and the airplane was substantially damaged.

The pilot reported to the Federal Aviation Administration inspector that he was returning from an aerial application flight, when the engine lost power. The

pilot conducted a forced landing to a corn field and the airplane came to rest inverted. The pilot added that the fuel tanks were about three-quarters full.

The airplane was recovered for further examination.

NTSB Identification: *CEN12LA500* Date: August 01, 2012 Location: Newellton, LA Aircraft: AIR TRACTOR INC AT-502B Injuries: 1 Uninjured.

On August 1, 2012, at 1430 central daylight time, an Air Tractor AT-502B sustained substantial damage during an

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attempted takeoff from Kifer Airport (LS83), Newellton, Louisiana. The pilot was not injured. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight was originating at the time of the accident.

engine power during takeoff from a field near Holcomb, Kansas. The pilot received minor injuries. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight was originating at the time of the accident.

The pilot reported that the airplane was unable to get airborne and it departed the end of runway 24 (2,750 feet by 75 feet, asphalt). The airplane struck a road embankment and continued rolling about 600 feet into a cotton field. The pilot noted that the engine seemed to be operating normally, and there did not seem to be any mechanical issues during the accident takeoff.

NTSB Identification: *CEN12LA521* Date: August 06, 2012 Location: Ulysses, KS Aircraft: Ayres Corporation S2R-T34 Injuries: 1 Uninjured.

On August 6, 2012, about 1025 central daylight time, an Ayres Corporation S2R-T34 descended and impacted terrain near Ulysses, Kansas. The pilot was uninjured. The airplane sustained substantial damage to its fuselage and wings. Day visual flight rules (VFR) conditions prevailed for the flight, which did not operate on a VFR flight plan. The local flight originated from the Lakin Airport, near Lakin, Kansas, about 1015.

NTSB Identification: *CEN12LA514* Date: August 03, 2012 Location: Holcomb, KS Aircraft: Weatherly Aviation 620B Injuries: 1 Minor.

On August 3, 2012, about 0919 central daylight time, a Weatherly 620B sustained substantial damage when it impacted the ground following a loss of

At 0954, the recorded weather at the Garden City Regional Airport, near Garden City, Kansas, was: Wind 180

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NTSB Identification: *CEN12CA542* Date: August 07, 2012 Location: Harvey, ND Aircraft: PIPER PA-36-285 Injuries: 1 Uninjured.

Prior to takeoff on the aerial application flight the pilot loaded applicant and fuel which, as reported by the pilot, put the airplane slightly over maximum gross weight. In addition, he checked the automated report for the nearest airplane weather facility, which reported wind from the north at four knots. The pilot departed the private strip, a 2,600 foot long turf and asphalt runway, to the south towards a river. While on takeoff roll, with a tailwind, the airplane was rotated for takeoff at the “normal” rotation point. The airplane climbed to about three feet then settled back to the runway. With a quarter of the runway remaining, the pilot continued

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October 2012

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the takeoff, increased flaps, and verified the throttle and propeller controls were full forward. The pilot again rotated the airplane and was able to climb about four feet when the airplane again settled back to the ground. The pilot then dumped the application load and tried to maintain control of the airplane. The airplane flew a short distance to the opposite river bank, impacted terrain, and slid on its belly.

The pilot reported in preflight checks, the airplane had adequate oil and the fuel was sumped of any water. In addition, the pilot reported normal engine instrumentation prior to takeoff roll.

NTSB Identification: *WPR12LA347* Date: August 07, 2012 Location: Deer Island, OR Aircraft: HILLER UH-12D Injuries: 1 Minor.

On August 7, 2012, about 0715 Pacific daylight time, a Hiller UH-12D turbine helicopter landed hard in a clear-cut forest area on Deer Island, Oregon. The pilot received minor injuries, and the helicopter sustained substantial damage to the fuselage, main rotor blades,

B L UE S T R I P E D IS T R IB U T I N G B-34

transmission, and tail boom, which separated during the accident sequence.

Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight departed from a heliport on private property about 0715, on the morning of the accident.

The pilot reported that he started spraying a herbicide about 0625, and had made six runs with 100 gallons of the herbicide before refueling. He stopped to refuel with 35 gallons of Jet A fuel, and took off about 0715, with the seventh load of the day. He was making a right turn for the next pass when he felt the helicopter shudder. The pilot stated that the helicopter did not “feel right,” and shortly thereafter, he heard a loud “bang!” The helicopter began to shake and he had little to no flight control. The pilot stated that the helicopter was about 45 feet above ground level (agl), and the helicopter was skidding to the right.

After the helicopter touched down, it rolled onto it’s right side; the pilot shut down the engine, and turned off the battery master switch.

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NTSB Identification: *CEN12CA546* Date: August 14, 2012 Location: Hanley Falls, MN Aircraft: AIR TRACTOR INC AT-502 Injuries: 1 Minor.

The pilot was conducting an agricultural application pass at the time of the accident. He was flying near a set of power line support poles on the edge of the field in order to establish a global positioning system (GPS) reference line for subsequent application passes.

He was looking to the left to maintain clearance to the support poles when he observed guy wires in his flight path. He immediately pulled up and rolled to the right; however, the left wing struck a guy wire. The airplane impacted the ground inverted. The pilot stated that there were no failures or malfunctions associated with the airplane prior to the accident.

He noted that making the guy wires more visible and greater awareness on his part might have prevented the accident.

NTSB Identification: *WPR12LA356* Date: August 14, 2012 Location: Royal City, WA

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Aircraft: ROCKWELL S2R Injuries: 1 Uninjured.

On August 14, 2012, about 0620 Pacific daylight time, a Rockwell International S-2R collided with a ditch during an off-airport forced landing following a loss of engine power during an aerial application flight near Royal City, Washington. The pilot was not injured.

The airplane was substantially damaged as a result of a post impact fire. The local flight originated from a private airstrip about two minutes prior to the accident.

In a telephone interview with the National Transportation Safety Board investigator-in-charge (IIC), the pilot reported that just after taking off with 325 gallons of liquid fungicide, he detected a rough running engine. The pilot stated that not being able to maintain altitude and in order to clear a set of wires in front of him, he dumped the load, cleared the wires, and then attempted to land on a paved road. Subsequent to touching down the airplane veered off of the road and into a ditch, where it caught fire and was consumed.

The wreckage was recovered to a secured storage facility for further investigation.

NTSB Identification: *CEN12LA544* Date: August 15, 2012 Location: Kaplan, LA Aircraft: Schweizer G-164B Injuries: 1 Serious.

On August 15, 2012, about 1115 central daylight time, the pilot of a Schweizer G-164B struck a power line, made a forced landing in an adjacent field, and nosed over near Kaplan, Louisiana.

The pilot, the sole occupant on board, was seriously injured. The airplane was substantially damaged. Visual meteorological conditions (VMC) prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Kaplan approximately 1100.

Preliminary information indicates the pilot was conducting an aerial application when the airplane struck a power line.

The pilot made a forced landing in a nearby field and the airplane nosed over.

NTSB Identification: *WPR12LA371* Date: August 27, 2012 Location: Escalon, CA Aircraft: Arrow Falcon Exporters OH58 Injuries: 1 Serious.

On August 27, 2012, at 0803 Pacific daylight time, an Arrow Falcon Exporters Inc OH-58C crashed in an almond orchard shortly after takeoff near Escalon, California. The commercial pilot was seriously injured, and the helicopter was substantially damaged.

Visual meteorological conditions prevailed, and a flight plan had not been filed.

The pilot was conducting the first aerial application of the day, and had flown a 30-minute flight from his base to the almond orchard. The helicopter was loaded with application product from a mixing truck located near the almond orchard being sprayed. The mixing truck driver stated that the helicopter took off, and as it was departing, it rolled hard to the right and impacted terrain. There was no post accident fire.

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NTSB Identification: *CEN12LA622* Date: September 06, 2012 Location: Lamar, MO Aircraft: PIPER PA-25-235 Injuries: 1 Uninjured.

On September 6, 2012, approximately 1700 central daylight time, a Piper PA-25-235 was substantially damaged during a forced landing near Lamar, Missouri. The commercial pilot was not injured. The airplane was owned and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 137 without a flight plan.

Visual meteorological conditions prevailed at

the time of the accident. The aerial application flight departed Lamar Municipal Airport (KLLU), Lamar, Missouri, approximately 1640.

In a statement provided to the responding Federal Aviation Administration inspector, the pilot reported that while spreading seed, the engine lost power. The pilot performed a forced landing to the field below. During the ground roll, the airplane struck a fence resulting in substantial damage to the propeller, the left main landing gear, and left wing spar.

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The CallAir A-9 and B-1

by Mike Feeney The Call Aircraft Company (CallAir) was established in 1939 by Reuel Call at Afton, Wyoming, to build a touring aircraft that he had designed. WWII intervened and they carried out repair contracts for the duration. After the war they did produce several hundred of the “A” series, a tidy low-wing cabin aircraft, but realized that they would be unable to compete with the likes of Piper and Cessna so focused on the agricultural aircraft market.

In 1954 they designed the A-4, one of the USA’s early purpose-built spray aircraft. Whilst a moderately successful type, the company ran into financial problems and was sold to InterMountain Manufacturing (IMCO).

The photograph below is of a CallAir A-2. I think that the “A” series of cabin aircraft used the 125 or 135 bhp Continental engine. Already evident is the non-cantilever strut-braced wing configuration that became so familiar on the A-9 and the Piper PA-25 Pawnee.

The A-4 and A-7 were improved and reengined to become the A-9 using the now classic and most sensible configuration

for an ag. aircraft...low-wing with a tractor engine, then the spray tank and the cockpit raised and to the rear.

Production of the A-9 commenced in 1963 with 25 being imported into Australia by the distributor, Aerial Agriculture of Bankstown, NSW. The A-9 has a steel-tube fuselage covered by metal panels forward and dacron fabric to the rear. The wings have wooden main-spars with alloy ribs with dacron covering. The cockpit has a roll-over cage and wire-cutters are fitted to the undercarriage legs and the windscreen. The fibreglass spray tank holds 170 US gallons.

Basic specs are: • Engine: 235 bhp Lycoming O-540. (later variants used the 300 bhp injected IO-540).

• Wingspan: 35 ft. Wing area: 182 square foot. Length: 24 ft.

• Empty weight: About 1,700 lb. Max. weight: 3,000 lb.

• Cruise speed with load: At 75% power, about 90 knots when fitted with rotary atomizers or nozzles.

Whilst I sprayed extensively in the very similar PA-25 Pawnee, I never used the A-9 on ag. work. I did many hours glider towing in the A-9 out of Gawler, near Adelaide. We also used a Pawnee and I did not notice any performance difference between them. Both would tow a two-seat K-13 to 2,000 feet and get back onto the ground in about five minutes. I really liked the A-9. It was lively and responsive and comfortable to sit in for a few hours of towing on a busy day.

The B-1 story is of interest to us in New Zealand because it was disliked by many pilots. The B-1 was essentially a scaled up A-9. It was considerably larger (wingspan 44 ft. 8 in. Length 30 ft.) and much heavier aircraft with a hopper capacity nearly double that of the A-9. They fitted the 400 bhp opposed eight-cylinder Lycoming IO720 which was, before fixes were made, a horrible engine as we discovered with our earlier Fletcher FU-24-950 models which suffered many engine problems and complete failures. Of the 36 B-1s produced, eight came to New Zealand; ZK-CRA to ZK-CRD plus CRI, CRJ, CRU, and CRV. I never flew one and I know for sure that some pilots were most reluctant to fly them on aerial topdressing operations.

I was unable to find any reliable weight data for the B-1 other than a payload

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figure of 1,500 lbs which does not sound correct for such a large spray tank/ hopper size. I recall carting nearly 1,300 lbs of spray-mix in the 235 bhp Pawnee from a good airstrip. My guess is that the B-1 had an empty weight of about 3,000 lbs. Add the pilot (180 lb) and fuel for 1.5 hours (200 lbs) plus a load of 2,000 lbs of fertiliser and we get 5,380 lbs. That is about the same as a 400 bhp FU-24 or a DHC-2 Beaver.

I did hear that the B-1 was a ‘groundlover’ on take-off and had poor climb performance. I also heard that its undercarriage was not up to the large numbers of take-offs from our often rough airstrips. I hazily recall hearing, or reading, something about the engine cowl shape creating adverse aerodynamic effects at high power...down-forces which did not help matters as airspeed increased. I can’t find any written reference to this effect, but it has stuck in my memory over many decades.

from reasonably good airstrips and probably did a good job of that.

In the CallAir Museum, which is colocated with the Afton Civic Centre, I saw a yellow B-1A hanging from the ceiling.

It has a 450 bhp Pratt & Whitney R-985 radial fitted and a three-blade propeller.

To my eye it looks a lot nicer than the version with the flat-eight IO-720.

My own feeling is that some NZ operators tried to operate the aircraft with

excessive payloads which did not suit, relative to overseas practice, our short airstrips. As I study this photograph I note the long and wide upper fuselage and engine cowling. In the flying attitude it does present a large surface area which could well have generated a considerable down force. I wonder also about the ‘deck’ angle the B-1 sits at in the threepoint attitude. The undercarriage is quite short which results in an angle-of-attack several degrees less than that required to generate max. lift at the take-off end of

But the fact is that the B-1 was principally designed for aerial spraying operations

more CallAir

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Hi Mike, Thanks for some interesting reading. I’d like to add a little to the Callair story as I was directly involved with the introduction of the type to New Zealand. Alf Coleman decided to add a airframe section to his successful engine overhaul company at Hamilton. In 1966 he asked Chips Robinson, Jim Fisher and myself (all at the time being at De Havilland in Wellington) to join him in a new hangar next to the Aero Engine Services Ltd shop at Hamilton airport. Alf already had the Mooney agency but our first big job was the Callair B1. Seven came in with the IO-720 and we had one with the R985. It was a good idea but very poorly implemented and although it did look right it could not stand up to the pace or needs of Kiwi applicators. The landing gear was the worst part with the need for constant repairs ruining it’s productivity.

Luckily for us Alf purchased the rights to the Victa Airtourer which is another story altogether.

Keep up the good work, I really enjoy reading your stories.

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Best regards, Nick Parkinson

the airstrip. And, unlike say an FU-24, at high weight it is not possible to rotate a taildragger to a high AoA thus requiring a higher airspeed to be attained for a clean lift-off. On short NZ airstrips I can visualise the problem, particularly as ground effect was suddenly removed as one fell off the end of the strip into clear space. Also, as the aircraft began to roll after loading, the undercarriage would tend to spread, further reducing the AoA. One wonders whether vortex generators on the top cowl may have improved matters. Certainly the B-1A, with its uncowled P&W R-985 radial breaking up the airflow, would not have had that down-force problem; in my estimation.

Several of the NZ B-1s suffered accidents.

My searches showed the following NZ reported accidents. I can’t vouch for the accuracy of the following and details are very sparse as the NZ TAIC are not willing, without a compelling reason and/or money changing hands, to provide historical accident information.

On the Flight Safety Foundation’s www.flightsafety.org Aviation Safety Network’s database, I found 17 accidents involving the CallAir B-1. Of these only three were in the USA, one of which was a fatal. All the remainder listed occurred in New Zealand. So it may be fairly said that the type’s operational

A-5 Here is a mono wing aircraft, the A-5 Callair from the late 1950s. The pilot and hopper were positioned side-by-side with the pilot on the left. The aircraft was powered by 180 HP Lycoming engine. This aircraft may have been owned by a Georgia operator in the early 1960s.

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record under our operational conditions was dismal indeed. I have to wonder just how much homework was done by those operators who purchased the B-1 with the Lycoming IO-720 engine? It is somewhat of a mystery to me as the involved operators were experienced men and no fools.

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A conversation with Dick Reade Part 2 Last month, AgAir Update published Part One of our interview with Mr. Dick Reade. The following is the conclusion to the interview: AAU: Let me touch a little bit on the NAAA. Were you, in fact, the first president of NAAA? Mr. Reade: Yes, I was the first president of NAAA. We were at a meeting in Washington DC, all belonging to the National Aviation Trades Association and had become very active in that association. We wanted our own separate division of NATA and they didn’t want that to happen. So, sitting in DC, A.T. Morgan and myself, we started our own association.

AAU: Since then, you were inducted into the National Ag Aviation Hall of Fame in Jackson Mississippi?

Mr. Reade: Yes sir, that is correct.

AAU: The Ag-Cat was one of the more popular ag planes produced. It went through some transitionary periods and

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AAU: Over the years, you have had many accomplishments.

What are some of the accomplishments that you are the most proud of?

Mr. Reade: Getting together and forming the NAAA for the benefit of the industry has to be the top of my list. We can’t go at it alone and the NAAA has helped our industry develop into what it is today.

AAU: You are on the Board of Directors for the National Agricultural Aviation Museum in Jackson, Mississippi. Tell us about that.

Apply yourself, work hard, be safe and you will have a future in this business.—Dick Reade Mr. Reade: When we first acquired the museum in Jackson, we were appointed to a committee. Jim Maxwell, myself and Vern Truett. James is gone now and has been replaced with Drew Keahey. The museum included forestry work and other forms of agriculture. We were in charge of the agricultural aviation portion.

AAU: What are some of the major changes and advancements you have seen in our industry?

Mr. Reade: The first thing that comes to mind and one of the most important is going from the radial to turbine engine. Our productivity has increased. The second and just as important is the National Agricultural Aviation Association’s handling of the legislative problems that directly affect us. The third is the continued evolvement of sophistication in the industry.

The advent of electronics instead of ground flagmen, for example, has been very advantageous.

AAU: In the last five or more years, the industry has taken an upswing. What is your outlook?

Mr. Reade: Near future, with high commodity prices and new chemicals adapted to aviation, a continued rise in ag aviation.

More automation in the airplane is on the horizon, as well.

AAU: If you could communicate one message the new generation of ag-pilots, what would it be?

Mr. Reade: Apply yourself, work hard, be safe and you will have a future in this business.

That concludes AgAir Update’s interview with Mr. Dick Reade of Mid-Continent Aircraft in Hayti, Missouri. Watch the full interview video on agairupdate.com

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P&WC aftermarket focus: speed and keeping operating costs low DALLAS, TEXAS--- MRO Americas - By organizing its operations around customers’ needs and their locations, Pratt & Whitney Canada (P&WC) has built a unique global aftermarket service capability that responds 24/7 virtually anywhere in the world, according to Raffaele Virgili, vice-president, customer service, speaking here today at a business aviation MRO session MRO Americas 2012. Pratt & Whitney Canada is a United Technologies Corp. (NYSE:UTX) company.

“Pratt & Whitney Canada’s customer service network counts more than 2200 people located around the world and thousands more from our network of designated overhaul and repair facilities,” said Virgili, “all with the singular purpose of keeping our customers in the business of flying.”

He noted that P&WC has 11 repair and overhaul facilities, 18 Designated Overhaul Facility locations, 5 Parts Distribution Centres, 200 Mobile Repair Teams and in collaboration with FlightSafety International, 12 customer training locations all strategically located around the globe. This is in addition to

the company’s CFirst customer contact centre which handles 120,000 customer contacts every year. If rapid response is Virgili’s first priority, then saving money for his customers is his second.

“We see ourselves as our customers’ business partner,” he said, “so it’s only natural for us to want to help them keep their operating costs down.” He noted that the company has introduced specialized maintenance programs for high-time engines increasing both their life and reliability. P&WC has developed best maintenance practices and routinely shares these practices with customers through an outreach program that includes customer webcasts.

“Customers consistently tell us that when it comes to their aircraft engines they want peace of mind,” said Virgili. “And they find just that in our Eagle Service(TM) Plan, which offers worry free maintenance on a pay-by-hour basis. We have more than 1500 operators and their engines from around the world participating in the program.”

about Pratt & Whitney Canada Founded in 1928, and a global leader in aerospace, Pratt & Whitney Canada (P&WC) is shaping the future of business aviation with dependable, high-technology engines. Every second, a P&WC-powered aircraft takes off or lands somewhere in the world. P&WC’s engines, with close to 600 million hours in the air, are the industry benchmark for innovative design, dispatch reliability, operating economics and easy maintenance.

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There are currently more than 49,000 P&WC engines in service on more than 28,000 aircraft operated by some 10,200 operators in 200 countries. The most extensive support network in the industry, which includes more than 30 company-owned and designated service facilities, supports this global fleet.

P&WC has been taking front-line services to the next level with its Customer First Centre (CFirst). CFirst brings together a multidisciplinary and multilingual support team to resolve issues so that customers can return to service quickly. CFirst handles more than 120,000 contacts every year Based in Longueuil, Quebec (Canada), P&WC is a United Technologies Corp. company (NYSE:UTX). UTC is a diversified company providing high-technology products and services to the global aerospace and building industries.

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CFAA Central Florida Ag Aero, LLC www.CentralFloridaAgAero.com 866-673-8607 • 407-482-2266 • contact@centralfloridaaero.com

Allied

BrightPortal Resources, LLC Tim Cowsert tcowsert@sbcglobal.net 2003 Avenue G • Danbury, TX 77534 www.brightportalresources.com 979/270-1655

Productions, Inc Queen

C at s

N999QC 500 gal “SC-Plus” TPE331-6 Deluxe* .... $595,000 N997QC 400 gal “SB-Plus” TPE331-1 Deluxe* .... $495,000 N936QC 360 gal “SA-Plus” TPE331-1 Deluxe* .... $395,000

is now offering

* CAM’d Executive Engine, New 106” Prop

N995QC 350 gal “B-R1340” Complete/Deluxe** $245,000 N992QC 300 gal “A+R985” Complete/Deluxe** (F.I.,H3Prop) $215,000 **0-SMOH Covington Engine/OHC Hydramatic Prop

Jigged Frames — Fully Warranted More Versatility, Safety and STOL Performance Less Debt, Maintenance and Depreciation Costs P.O. Box 482, Municipal Airport, Walnut Ridge, AR 72476 USA Tel: 870-886-2418 • agcat@bscn.com • Fax: 870-886-2489

Close Calls

Lessons To Live By

Hi-Tek Rotor Nozzle

DAVIDON, INC Makers of Quality Products

Manufacturers for Hi-Tek Nozzle, Tri-Set Nozzle and DRP-955 Drift Retardant and Penetrator.

5660 Calhoun Rd. Unadilla, GA 31091 Tel: 229-645-3605 • Fax: 229-645-3880

A-30

agairupdate.com

Starring Bob Hoover and Wayne Handley

$19.95

plus $5.00 S&H

Call or Fax your order TODAY!!!

Tel: 478-987-2250 Fax: 478-987-1836 Visa/MasterCard

EXHAUST REPAIR SPECIALISTS  P&W R-1340 & R-985 Exhaust Systems in Stock  Complete Overhaul  Exchanges Available

Retrofit 502/602 Hopper Door now available for installation.

Shop: Fax:

530-735-6264 530-735-6265

Retrofitted for the 301 & 401!

For customer service

800-544-5694

422 Monte Vista • Woodland, CA 95695 www.jhpfr.com • e-mail: jon@jhpfr.com

 Replacing & Repairing: • Beaded Ends • Burnout Ends • Cylinder Ends • Clips - Heavy-Duty

Daryl Evans Cell

940-902-0797 Office & Fax 979-732-9449

evans.daryl@sbcglobal.net PO Box 266 • 1042 Jennifer Ln. Columbus, TX 78934

The WeATh-Aero Full FeAThering cockpiT conTrollAble WindmillS

629 US Hwy 87 Kress, TX Tel: 806-684-2732 Fax: 806-684-2735 JVSI@jvsi.com

“Still” the preferred method for powering the spray pump

Available Now! “Guide to Flying South America” Only $15.00 “My One Hundred Loves” Only $17.95 Or order both at $27.95 and Save Add $5.00 S&H MasterCard/Visa Call or Fax your order TODAY!!!

478-987-2250 Voice • 478-987-1836 Fax

Variable Pitch - Full Feathering.

No pump brake required!

High strength composite blades.

Measured drag comparisons show that drag is cut in half from current fixed pitch fans in braked position.

Weath-aero Controllable Windmill division

Serv-Aero engineering, inc.

37 Mortensen Ave, Salinas, CA 93905

Orders: 831-422-7866 Fax: 831-422-8232 caturbineman@aol.com

From Safety to Efficiency to Proficiency Robert A. McCurdy Turbine Transition Instructor Ramtaildragger@aol.com 318-649-1007 318-680-9149 Flying Tiger Aviation

USAg Recycling, Inc. Specializing in recycling plastic agricultural containers.

For more Information or to Schedule a Pick-Up Call Us.

800-654-3145 We are the Environmentally Responsible solution to your agricultural container management problems. www.USAgRecycling.com

October 2012

A-31

THE HOPPER • THE HOPPER • THE HOPPER • THE HOPPER • THE HOPPER

ELECTRODE AVIATION

Let the engines tell the story

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

ag-cat

1974 A model Ag Cat, 1100 TSMOH eng. on Covington overhaul, 7200 TTAF, Satloc litestar gps, Hershey wing tips, Oil filter stc, Crophawk, Weathaero, Aileron Servo’s, 25” Transland gate, Digital tachometer, Single point fuel, automatic flagman, B model canopy, 300 gal. hopper, strobe lights, New paint and fabric on top wings, ANR power for helmet. Call Phil Leonard, 970-529-3255 (10-12)

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 (10-12)

2012 AT-802A, PT6-65 AG, 300 Total Time, 10” Transland Hydraulic Gate, Bantam/Flow, 380 Fuel, Garmin Com, Garmin Transponder, Hatfield Single Point Fuel, CP11TT’s, Fresh Annual, $1,205,000.

Farm Air Inc. 877-715-8476. farmair@ mymctc.net tfn

PRICE REDUCED! 1967 G-164A Ag-Cat 10,000TT, 525 SMOHE, 650 SMOHP, AG -NAV2, smoker, flagger, B model canopy, Davidon Tri-Set’s, spreader included. Fresh Annual 5/3/12 $69,900 Please email george@cropjet.com or Call 208-358-1802 (10-12)

1995 AT-502B-34. 8945 TT,A&E, 430 SHSI, 1250 SPOH. Wing done 1250 hrs ago, 10 hrs on main gear. 170 fuel. 2009 paint.

Bantam with Flow Control, drop booms, CP-11’s, AFS check valves, spreader and cart, single point fuel, smoker, rinse, air, electric brake, load hog. Clean airplane. $460,000/offer. 641-485-9112. (10-12)

J & C Enterprises Aviation Inc. has the remnants of one A-model Cat with 4 decent wing cores and a center section. Can send pictures. Call Sid or Jerry 800-542-8565 or emial jcaviation@pldi.net At fn 1984 AgCat Super B N3628D; 10844 TT; 11138 SNEW; 382 SHSI; VFR; 2012 Paint; 1 Seat; Great Super B AgCat. 10,844 TT, 382 SHOT by Pro-Turbines, 211 SIRAN power section, New Paint... $295,000. For more information call Darryl or Bill 870-572-9011 (10-12) Order your Turbine Ag Cat Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N

1978 B-MODEL AG-CAT. N-6827K, 7398 TTSN, 0 SMOH, Tulsa, 0 SMOHP Ham Stand 12D40-403. 90 Hrs since Hershey Rebuild.

Has not sprayed since rebuild. Smoker, flagger, bottom load fuel. Satloc M-3 with flow control. Electric fan clutch. Like New! $190,000. Call 701-786-2065. (10-12) Ag Cats: B600 (AN2), 350 gal TLand, 1114 SMOHE, Fresh repair, M-3, $155KB450 GAAC, 1046 SMOHE, Fresh repair, $129K-- SB+TPE331-1, 400 gal TLand, 2900 SGBI/970 SHSI. $215K-- B TPE331-1.

350 gal TLand, 1975-SHSI & GBI, AgNav, $285K. C182B 3300TTA 100 SMOHE&P $75K or trade for Cat. AmAg 870-8862418 (2489F) agcat@bscn.com tfn 1971 GRUMMAN AG CAT-450- Motor de 450HP y helice recorridos con todas las horas. Alas extendidas Planeador excepcional Smoker- 3 tanques de combustible Equipo aplicador completo Instrumental recorrido Email: contactoc@ mercadodeaviones.com or call 54-9-2477309594 (10-12)

1984 400 Gal B-Model with PT6-15 Mills Conversion, 13509 TTAF, 10549 TTE, 0 SHOT, New prop, new paint, new fabric, tall tail, raised wings, long range fuel, Hersey wing tips, new tires, A/C and heat, $350,000. Call Airplane Services Inc. 850675-1252 or 850-380-6091 tfn

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agairupdate.com

1990 AT 502-34 Airframe 7,683hrs, Engine 3,300hrs. The engine has a fresh overhaul with 600hr warranty or two years. The Airframe has been 99% refurbed. Wings done and everything. Entirely too much to list. Touchscreen M3,Wingman,Dual single point fuel and load. cp nozzles, breckridge spreader. This plane has the time life of a new one. $575,000 Call Chris at 662-515-8391 (10-12)

2003 AT-802A, N805DG, PT6A-67AG, TT: 2929.1, - Single point fuel, M3 Satloc, Fast start, Factory air conditioning, Smoker, GMA340 audio panel, 2) SL40 com, GTX327 transponder. For more information call Darryl or Bill 870-572-9011 (10-12)

1999 AT-802 5062 TTAE PT6-67AG ,10 HYD Gate, Loadhog, Smoker, SarLoc M3,Pulse lights, Single pt fuel, Lane fan, FastStart, Ramair, Crophawk, CPO9, NEW Transland spreader , S hadin F u el F low. $780,000 OBO 662-843-3990 (10-12) Air Tractor 402 for more information and price call Darryl or Bill 870-5729011 (10-12)

air tractor

1991 AT-401 Walter Cascade Convertion TTAF 4305 SMOH 325hr(3000hr TBO) Avia Prop Spar Due @ 7700hrs Satloc Intellastar Intella flow Varie Rate Nozzle Smoker Hopper Rinse TSLM VR Avionics engine monitor system Lane electric brake Single point fuel New Exhaust 3piece Windshield VHf/FM/UHF Radios Clean Northern Aircraft for more info call Shaun @ 403-223-8245 email shaun@ kinniburghspray.com (10-12)

1999 AT 602-45. Airframe-5,297hrs, Engine Gas Generator 2,500 hrs, Power Section 11,000hrs.Engine has been well maintained. R am Air, Bantom, Wingman,Flow Control,Dual Single Point Fuel and Load. CP nozzles and breckridge spreader. Comm Radio and Mode C Transponder, Glass Artificial Horizon.

Loaded. $550,000. Contact Chris at 662515-8391 (10-12)

2002 AT-602 8160 TTAF, 11,500 TT on PT6-45, 250 TT SHOT, Eings done in 2010, new Gear 2011, Satloc M-3 w/ Flow control, wingman, Lane Brake and fan, Single point fuel, A/C and Heat, CP nozzles, fuel flow, FAst Start, and smoker.

Solid and well kept. $420,000 obo. Call 662-398-7833 or 662-719-2200 (10-12)

Major airframe repair and rebuilds for all models of AgCats. We will build your dream AgCat from the ground up. Closest thing to a new AgCat out there. Call Hershey Flying Service at 308-368-5556 and ask for a quote.

(01-13)

Order your B Model Ag Cat Pen and Ink Drawing From our DeSpain Collection today for $60. plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N

1998 AT-502B C-GJBC -34AG Total time since new 3422, No damage history.

Drop boom, CP’s, Right boom shutoff, Single point fuel, Smoker, Flagger, Satloc M3, VG’s, Lane electric brake, Cabin heat, A/C170 gal fuel, Excellent cond. $595,000 Avail Sept/12 email dave@ jonair.com or call 204-870-2828 ( 10-12)

2005 AT 802-65. A&E 6,312hrs. Loaded.

Ram Air, Dual single point fuel and load, Wingman, M3, Flow Control, CP Nozzles, Swathmaster spreader. Very well maintained. Paint is about a 5. $750,000 Call Chris at 662-515-8391 (10-12) 2001 AT-602 PT6A-60AG, 4110 TTAF&E, 1296 on prop SIRAN, 260 on fuel control unit SOH, No damage history, Drop booms w/CP’s, single point fuel, smoker, Satloc M-3 w/flow Control, Lane Electric Brake, Shadin fuel flow, Fast Start unit, Wingman, Rinse tank, right and left side load, com radio, good solid airplane, $700,000 . Call 501-516-5874 (10-12)

2004 AT-802.PT6A-65 extensive annual 4,133 TTE@AF new I star Satloc GPS, Hyd gate, new CT blades, wingman, side load fuel, full radio stack,New Ram Air inlet system,smoker 0SPOH, CP nozzles, Lane pump and flow control $825,000.

C all B rent 870 -236 -3165 (10 -12)

1997 AT-602-45, 10,723 TTA , HOBBS 380, ENGINE 1053 SIRAN, 380 SINCE HOT AT HOBBS 217.2; NEW SPR AY PUMP AND LANE ELECTRIC BR AKE MAY 2012, HYDRAULIC GATE WITH SWATHMASTER SPREADER, SATLOC M-3, WINGMAN WITH NEW POWER PACK MAY 2012, HEAT/AIR, CP NOZZLES, SHADIN FUEL FLOW, SINGLE POINT FUEL, FAST START, SMOKER. ANNUAL DUE 2-2013. For more information call Darryl or Bill 870-572-9011 (10-12)

2006 AT-602, S/n 602-1146, TT 2071.0, PT-A-60AG, SS boom, cp nozzles, dual side loaderm Single point fuel, 6 blade Lane fan, Heavy duty electric brake, smoker, Satloc M3, flow control, A/C, heater, New paint, Brackett air filter kit. $825,000 For more information call Darryl or Bill 870-572-9011 (10-12)

2004 AT-802, 4000 TT, -65, M3, smoker, elec brake, 10” hydraulic gate, fresh annual, fresh HSI. $750,000 Frost Flying Inc. 870-295-6213 TFN 1980 AT- 301 8960TT Super 6 engine, 902 TT hydromatic prop Tall Tail, all metal control surfaces, aileron servos, Satloc lite, fresh annual with sale, $115,000 559-686-7401 or email valleyaircraft@clearwire.net (04-13)

AT-401B: Power and payload at the right price. Step up to a highly productive, low maintenance piston engine ag plane for a price that makes solid business sense. The economical 400-gallon capacity AT-401B has a piston-engine price tag, plus all the reliability, durability, safety features and flying ease that make Air Tractor the industry leader. For qualified buyers, Wells Fargo has attractive and flexible terms available. Call your Air Tractor dealer. TFN

Like new AT-301,$180,000, available for immeidate sale, TT: 7400 hrs. Engine SMOH: 48 hrs., Wings Done, New Paint, VG’s, A/C, Tall Metal Tail, M3 email tmiles@ritternet. com or call 870-972-1125 (10-12)

2012 Air Tractors, All Models, Fall Deliveries $CALL$ 2013 Air Tractors , Reserve Your Position Lane Aviation 888-995-LANE 281-3425451 or FAX: 281-232-5401. tfn

1991 AT-402 N4551L 402-807 -27 1004 hrs SMOH-Covington. prop 805 SOH, Airframe 6835 Since New, All AD’s and SB complied with, AT Ram Air, Single point fuel, Bleed air heat, AT AC, 3 Piece windshield w Wiper, repainted and re skinned 2005, AFS CV’s, Lane Electric fan, Trimble Trim Flight 3, Smoker, Night Lights,Garmin SL-40, GTX 327 Transcoder w encoder, AT Radio Stack, Raven Flow meter. MVP-50P engine monitor. $495,000 For more info email dave@agriflite.com or call 574-5361901 (02-13)

Order your Turbine AT-402 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

2012 Slots Available Call Frost Flying Inc. 870-295-6213 tfn

Order your AT-602 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

2008 AT-602, 1360 TTAF&E, -60, jumpseat, Wingman, M3 Satloc w/Flow control, CP flat fan nozzles, elec brake gr. adj., Hatfield fueling systme w/286 tanks, Transland spreader, hydraulic clamshell fire gate w/ all extra panels and spacer not on aircraft, available October 1, 2012 $942,000 Frost Flying Inc. 870-295-6213 TFN Air Tractor 2006 802A.PT65. 3750TTAF/E N950HC Available mid August. 2012 Bantam Satloc. No damage history.

Excellent Maintenance. 380 gallon fuel. $860,000 Call 229-838-6733 (10-12) 1995 AT-502, 3200 TTAF&E, -34, smoker, side load fuel, rinse tank, Wingman, 170 fuel, Crophawk, drop booms, elec brake gr. adj, air, heat, M3. $595,000 Frost Flying Inc. 870-295-6213 TFN 2008 AT-602 Ser # 1156 PT6-60, 2,300 TTAFE, Satloc Intellistar with flow control, load hog, Heat & Air, Shadin, CP 09 nozzle’s, smoker, single point fuel, Available Oct. $865,000 Call 870-9304555 Cory Johnson (10-12)

2002 Air Tractor AT-802A -65, 4153TT. single place, 308 gallon fuel. See @ queenbeeair.com TFN

2012 AIR TRACTOR AT-502B, PT6A34AG , Nuevo, para entrega en Noviembre de 2012. Equipado con freno eléctrico y abanico variable “Lane”, sistema de riego de dos pulgadas con 44 boquillas, aire condicionado, horizonte artifical, radio comunicador Garmin, n $815,000.00 Sun Valley Dusting, 956399-5323, Fax 956-399-2320 tfn

Order your AT-802 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

Order your AT-401 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

AT-504: Learn and earn. With sideby-side cockpit seating and 485-gallon capacity, the AT-504 is a great way to train new ag pilots and earn while they learn. Powered by the Pratt & Whitney PT6A-34AG turbine engine, you’ll get working speeds and performance like the tried and true AT-502B. And when the training day is done, you’ll see that it was productive workday, too. Wells Fargo financing for qualified buyers is available; just visit with your Air Tractor dealer. 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 tfn

2008 AT-602-60, TT 1340.4. Jump seat, 286 Big Fuel, Hatfield Fueling System, CP FlatFan Nozzle, Transland Spreader, Flow Control, Satloc M-3 w/touchscreen & Te l a f l o w a n d W i n g m a n . P R I C E REDUCED $900,000. Serious Inquires only. Deposit Acceptable to hold. Ready for delivery. Call 870-945-1383 (10-12)

Order your AT-502 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

Large inventory or Air Tractor Parts.

Surplus to our needs. Call for list. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-8430811 sales@airrepairinc.com tfn

Order your AT-802 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

1993 AT-402 TT 8066.2, PT6A-15AG TT 7825.9, SHOT 543.7. HC-B3TN-3D TT 7605.6, SOH 1093.1, SIRAN 83.1, Has 9800 hour spar caps installed at TTA of 7323.5 by Air Tractor. Next replacement due @ TTA of 17,123.5 (in 9,057.3 hours) 5 blade fan, Electric brake, Aluminum booms, Satloc M3 with small screen Flow control, Harbour air conditioner, Single point fuel. Annual inspection due: 3-1-13 For more info call Darryl or Bill 870-572-9011 (10-12)

1997 AT-802A, PT6A-65AG, Annual due: 4-1-2013. Spar cap replacement due at TTA of 8000.0 (in 1294.6 hours), Prop overhauled 11-8-10 with factory new blades, All new landing gear installed at 6115.5 (589.9 hours ago), A/C, Heater, CP nozzles, Swathmaster spreader, “GPS” instrument panel, Intellistar GPS, Intelliflow flow control, 38” gate, Wingman Ram air inlet, Fast Start, Offset engine mount Garmin SL40. Darryl 870-572-9011 (10-12)

AT-402B: Go turbo. The AT-402B, with the time-proven Pratt & Whitney PT6A15AG turbine engine, offers impressive climb rates and overall performance. The AT-402B’s light handling characteristics help reduce pilot fatigue – while delivering the payload, speed and productivity that helps create profits. Visit your Air Tractor dealer and learn how Wells Fargo’s financing options for qualified buyers make owning an Air Tractor more affordable than you might think. TFN

AT-802: Capacity that creates profits. An 800-gallon hopper, zippy 190 mph ferry speeds, and greater working capacity than any other ag aircraft on the market - the AT-802 is simply a hoss. With the AT-802 you’ll ferry faster, spray more fields and do bigger jobs all in one load. That’s production that only Air Tractor can offer you. Visit with your Air Tractor dealer about the AT-802. And ask about special Air Tractor financing now available from Wells Fargo for qualified buyers. T F N

October 2012

A-33

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

2011 AT-802, 1100 TTAF&E, -65, smoker, Wingman, 10” hydraulic gate, fresh annual, fresh HSI. $1,195,000; 2010 AT-802, 1100 TT, 400 TT Engine, -67, smoker, elec brake gr. adj, load hog, 10” hydraulic gate, fresh annual, fresh HSI. $1,210,000 Frost Flying Inc. 870-295-6213 TFN

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

cessna 1974 Cessna Ag Truck. Call for details and pricing 662-803-5102.

(10-12)

AT-502B: More performance; more profit potential. With Air Tractor’s AT-502B there’s plenty of power and a big, 500gallon payload to please both pilot and operator. The Pratt & Whitney PT6A34AG turbine engine delivers efficient and effective performance that shortens ferry times and reduces takeoffs and landings.

Since 1987 the AT-502 series has set the standard as the industry’s most popular ag plane. You can own one with attractive financing options from Wells Fargo. Talk to your Air Tractor dealer.

TFN

AT-602: Trim your overhead. You’ll reduce costs and increase profit margins when you scale a multi-plane operation down to a single-plane operation. Air Tractor’s AT-602 makes it an easy choice. The big 630-gallon payload moves you up to high volume production, reduces loads, saves time and helps trim operating expenses compared with two smaller planes. The AT-602 is the ideal solution for 5-gallon work on center-pivot circles. Step it up with an AT-602. Visit your Air Tractor dealer.

TFN

1978 Ag Husky For sale. Good flying aircraft. For information call 801-2099672 (10-12) 1975 CESSNA AG TRUCK, 3500 TT, 300 SMOH, NEW CRANKSHAFT, BANTAM, SL 40. Mid Continent Aircraft Corp Hayti, MO 573-359-0500 (TFN) WE have the largest NEW inventory of Cessna 188 AG Truck & Ag Wagon parts in the USA. Parting out many other air crafts as well. J & C Enterprises Aviatiion INC 800-542-8565 or Email Sid or Jerry at jcaviation@pldi.net At fn

J ohnston A ircrAft s ervice SUPPORTING AG AVIATION SINCE 1947!!!

THRUSH / PIPER BRAVE / PAWNEE / CESSNA AG / AG-CAT / AIR TRACTOR • AIRCRAFT SALES / SERVICE / PARTS / MODIFICATIONS JAS Sells and Installs Cascade Walter Conversions and Pressure Cowls

AUTHORIZED THRUSH PARTS DISTRIBUTOR AND SERVICE CENTER We stock rebuilt Thrush wings

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; 330-698-0280. Check stock at www.preferredairparts.com tfn

1971 CESSNA A188B, N4445Q; 12345 TT; 1 SMOH; VFR; 1 Seat; 12,345 TT A/F, 1.7 SMOH IO-550 D, 3 blade Hartzell, Air Conditioning, Aluminum Booms, CP Nozzles.

For more information including pricing call Darryl or Bill 870-572-9011 (10-12).

1979 Cessna Turbo 206, 3,741 Horas desde nuevo, 850 horas desde motor remanufacturado, Intercooler “Riley”, Robertson STOL, Interior nuevo de cuero, Radios “King”, con inspección anual reciente. $197,000 Sun Valley Dusting, 956-399-5323, Fax 956-399-2320 tfn J & C enterprises Aviation Inc. Wants to buy your Cessna aircraft, New & Used part of any kind. Call Jerry 800-542-8565 or email jcaviation@pldi.net Atfn Will trade nice 1972 Super Viking for flying Ag Truck or Pawnee. Will consider projects. Call Jerry at J & C Enterprises Aviation, Inc. 1-800-542-8565 At fn

dromader

Cascade Thrush Walter Conversion featuring the Pressure Cowl.

We RepaiR / modiFy / ThRush and bRave Wings and conTRol suRFaces soluTions FoR The ThRush spaR cap ad CENTURY (60,000 HR LIFE) & FACTORY SPAR CAP insTallaTion / sales.

Brave 4,100 Hour Kit Installation and Sales.

Thrush Fuel Capacity Increase.

Thrush Landing Gear Repair and Rebuild.

Distributor / Rebuilder of Emco Wheaton Dry Break Equipment.

Distributor / Dealer for All Ag Equipment.

Parts & Services Catalog Available.

We completely rebuild/repair/modify Thrush and Brave aircraft!!

Distributor for APS “Bla ck Steel®” Brake discs and linings

Order your M18 Dromader Pen and Ink Drawing from our DeSpain Collection today for only $60. plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

Order your Flying Dromader Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Call 478-987-2250 or order online at agairupdate.com TFN

piper

We Rebuild and RecoveR ThRush and ag caT Tail FeaTheRs We stock Thrush units 24 HR. PHONES: 559-686-1794 or 686-2161 FAX: 559-686-9360 P.O. Box 1457, Tulare, CA 93275 Se Habla Español info@johnstonaircraft.com • parts@johnstonaircraft.com

www.johnstonaircraft.com

A-34

agairupdate.com

Order your Piper Pawnee Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S &H. Call 478-987-2250 or order online at agairupdate.com TFN

J & C Enterprises avaition Inc. Wants to buy your Piper, Pawnee or Brave aircraft.

We are also looking for parts inventory, or derelect aircraft as well call Jerry at 800-542-8565 or email jcaviation@pldi. net At fn

1989 THRUSH S2R-T34 N61378; 6245 TT; 7196 SNEW; 0 SHSI; VFR; 1 Seat; ‘94 Thrush. 6244 TT A/F, “0” SHOT, 216 SIRAN Prop, 216 SIRAN power section, Alum Booms, CP’s, 4 blade Lane, M3, Flow, $410,000. For more information call Darryl or Bill 870-572-9011 (10-12)

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; 330-698-0280. Check stock at www.preferredairparts.com tfn 1982 Piper PA-18-150 Super Cub, 500 horas desde nuevo!!, Tela nueva, pintura nueva, micas nuevas, recién inspecionado, GPS, Comm, Transponder. El PA-18 más nuevo y bonito en el mercado, $135,000 Sun Valley Dusting, 956-399-5323, Fax 956-399-2320 tfn

thrush

Thrush S2R aircraft.

Lifetime Spar (60,000 Hr) without inspections.

STC recertifies aircraft for 10,500# gross weight instead of 6,000# gross weight.

It is economical and easy to install.

Call Eugene For Details at 979-533-1720

1974 Geared Thrush, Factory metal tail(AD complied), spring tail gear, extended wings, ser vos, wing root fairings, cool seat, Satloc Bantam w/ flow control, Neal stainless pump, Lane electric brake, Davidon booms and clamps, AFS check valves, cold air intake, 29in Cleveland wheels/brakes, Oil preheater. This is a VERY clean airplane that is currently working. Serious inquiries only.

Call for price 806-202-2360 (10-12) Thrush 510-34 for more information and price call Darryl or Bill 870-5729011 (10-12)

1998 - 510 Thrush, T-34AG, 7200 hrs (TT), M3 Satloc, Intelliflow, New Paint, Panels & Stainless Fasteners (Jan 2012), Smoker, SP Fuel, Load Hawg, CP’s, Drop Booms, Swathmaster, Fresh Annual (Sept 12).$425,000 Call 870-672-2089 (10-12)

Gulf Coast aG airCraft sales & serviCe

The “Century” Wing Spar is now in HERE! FIRST KITS NOW IN STOCK Call today to purchase your kit!!!

Garrett TPE-331-10-511M 1 engine available with lots of time and cycles remaining. Call for info.

Used Thrush Parts for Sale

Several sets of late model wings • Metal Thrush tails • Many other items

CALL EUGENE DAY OR NIGHT

979-532-1718 • 979-533-1720

Turbine Thrush PT6A-20 N4190X, very good aircraft, complete with spare -20 (3000 SMOH, 1100 SHOT) $275,000, for more information Email norm@skynorth. com, or call 306-536-5055 (10-12) 1995 S2R G6 Thrush 4170 TT 0 Since Cam, M3 Satloc, fresh annual, single pt fuel. Call 605-350-4536 (10-12)

2001 Thrush SN G10-167 29000hr wing, Great cycle life remaining 6600tt, 2100 since gearbox, 700 since hot, compressor/ new combustor, new first stage blades, Turbo Maxx inlet, Fast start, SS battery box STC, VGs, M3, New Intelliflow, Weath Aero fan, FF cp and swivels, Smoker, Com, Transponder, Zee air/heat, Chadin, New tail wheel and yoke, Spreader, Good paint, Annual due May 2013, working now $400k 601-668-6200 (10-12)

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 t f n

2012 Thrush 510P with a PT6A-34AG engine available NOW! 175 hrs TT, Bantam, Hopper rinse, Smoker, Night working lights, electric fan brake, and more! ASI JET AG Division is an authorized Thrush Dealer for North America! We specialize in NEW and Used aircraft sales.

Give us a call! 952-941-6255 (01-13)

1994 S2R 510-45, 6800 TTAF Fast Start, Load Hog, CPs, M3 W/flow control. Fresh Paint and annual. Asking $360,000 Call 870-479-3737 or 870-370-0511 (10-12)

October 2012

A-35

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

1974 PA-36-300 TTAF 3020 SMOHE 440 SPOH 128- 3 blade prop Satloc Litestar II, Micronair flow meter Lane electric Brake Smoker new booms cp nozzles VG’s VHF and FM Radios Spar Caps are with the sale but not yet installed.Call Shaun 403-2238245 or email shaun@kinniburghspray. com (10-12)

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

WORLD WIDE U.S. Dealer New/Used Ag Thrush, 34-510, 550-60, 660-67. *FINANCING AVAILABLE* Mid-Continent Aircraft, Hayti, MO 573-359-0500. 800325-0885 http://www.midcont.net t fn

1983 DC Thrush TT 16000, Walter 601E-11, 29,000 hour wing, no AD’s, Satloc M3, Crophawk, fuel flow, a/c, heat, intercom, audio panel, vhf and business com radios, new tires and brakes, strobes, ss booms, cp nozzles, electric pump brake, single point fuel, wingman, spreader,vg’s, winglets. $325,000. 912384-6466 or 912-592-5334. (10-12) JUST AVAILABLE – 2012 PT6-34 Ag 510 Thrush, FTO only. Mid Continent Aircraft Corp Hayti, MO 573-359-0500 TFN

N752WC 2010 J.A.S. REMANUFACTURED WALTER CONVERSION THRUSH Factory Hot and High Remanufactured Engine, Cascade Conversion, 510 Gal. Hopper, Stainless Steel Booms, CP Nozzles, 3” Left Side Load, 40,000 Hr. Avenger Spar Cap Kit, 192 Gal. Fuel, Vortex Generators, Wing Root Fairings, Aileron Servos, Bottom Load Fuel, A/C, New Intellistar GPS with Intelliflow Flow Control,Garmin COM Radio, All lights, New Side Panels with Stainless Steel Fasteners, New Custom Paint, 559686-1794 info@johnstonaircraft.com t fn

J & C ENTERPRISES AVIATION INC.

800-542-8565 SPECIALISTS IN CESSNA 188

The 550 Thrush of fers 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 TFN

Order your Radial Thrush Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S &H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN FAA repair station for all ag equipment.

Thrush spar replacement, annuals. MidContinent Aircraft Corp. Hayti, MO 800325-0885 tfn

Order your 510 Thrush Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N 1996 Thrush S2R-6, 4250 TT, 500 TT Since hot Section, 1000 hrs since gearbox. $375,000. Call 229-886-8592 (10-12)

Order your Dual Cockpit Thrush Pen and Ink Drawing from our DeSpain Collection today for only $60. plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N

weatherly

EXTENSIVE INVENTORY OF THE FOLLOWING AIRCRAFT

1973 Weatherly, Call for details and pricing 662-803-5102.

(10-12)

Cessna 180-185-188, PiPer Brave & Pawnee, CitaBria, DromaDer, aero CommanDer Lark & Darter, sCott & XPm taiLwheeL Parts, ContinentaL, LyComing, ChamPion, mCFarLane, anD a Lot more.

HAVING TROUBLE FINDING THOSE DIFFICULT PARTS?

LET OUR STAFF FIND THAT PART FOR YOU.

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 tfn

Aircraft Hardware

Order your Weatherly Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S &H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N

bell - hiller

Your Authorized Transland Dealer WE BUY SALVAGE & NEW PARTS INVENTORIES

Order your Thrush 660 Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N Order your Bell 206 Helicopter Pen and Ink Drawing from our DeSpain Collection today for only $60. plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN

misc. aircraft

Se Habla Español Airport Road #14 • Thomas, OK 73669

800-542-8565 • 580-661-3591 (OK) • 580-661-3783 (FAX) www.JCAVIATION.com • email address: jcaviation@pldi.net

A-36

agairupdate.com

Diner Club

New 2012 Thrush 510P with a PT6A-34AG engine available for 2012 Deliveries still available. ASI JET AG Division is an authorized Thrush Dealer for North America! We specialize in NEW and Used aircraft sales.

Give us a call! 952-941-6255 01-13

1966 Cherokee 160, maroon and white, engine 1223 SMOH, prop 1698 SMOH, ACTT 2632, Apollo GX60 GPS, VOR, 2 navs and comms. $25,000 Frost Flying Inc. 870-295-6213 TFN

2008 BEECHCRAFT BARON G58, 1,000 Horas desde Nuevo! Equipado con la sistema Garmin 1000, con radar, trafico, nexrad, etc. Aire condicionado, certificado de aeronavigabilidad de exportación. Este avión se encuentra en condición de nuevo. $895,000 Sun Valley Dusting, 956-3995323, Fax 956-399-2320 tfn Br and New Ag plane for s ale with Lycoming IO-540-K1J5 Straight off the assembly-line. http://www.planair.com. br/en/projeto.php Contact me with any questions. Caio Villares email caio. villares@agroair.com or call 1-305-3957814 (10-12) 1962 Mooney M20C, 5300 TT, 1100 SMOH, Garmin 650, Garmin 327, Garmin 340,SL40, 560, King 89B, manual gear, $60,000.00 318-722-3501 (10-12)

engines TPE331-8-402S for sale. 365 hours SMOH and 276 Cycles. Excellent component times. For more information Email: peter@ norris.aero or call 614-128-74263 (10-12) 4-SALE..Two complete Pratt PT6A-20 run out engines with 350 since hot section and a LOT of cycles remaining... Call Dave 561-241-6111 (10-12) PT6-65AG, 3800 Total Time, O-SHOT, Power Section O-SLOH. $460,000. Engine in crate - Ready to ship. Farm Air Inc. 877715-8476. farmair@mymctc.net t f n

B1-A Callair Manufacturing Rights.

Available now is the type certificate, drawings, jigs, tooling, aircraft parts, and property associated with this 300 gal Pratt and Whitney 985 powered sprayer. Start your own aircraft company or expand your line. Call for details.

Airplane Services Inc. 850-675-1252, 850-380-7268, 850-380-6091. tfn

Engine Overhaul Services specializes in Pratt & Whitney Canada PT6A series Engine Overhaul & Repair. EOS is an FAA/ EASA authorized independent overhaul facility. Contact us at 305-888-4596 or Email: eos@pt6engine.com (10-12) PT6-67AG engine outright sale, also PT6114A disassembled wip@wipaire.com 612-867-6160 01-13 R985-AN14B 792-SMOH (API) $10,500 R985-AN14B 1045 SMOH (Cov) $15,500 R1340-AN2 1114 SMOH (Cov) $23,500 AmAg 870-886-2418 (2489F) agcat@ bscn.com t f n 2 TPE 331-6 engines for sale with 625 since factory overhaul email anacondads@aol. com Call 561-241-6111 (10-12)

Order your Stearman Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com TFN Unlimited Racer Project: 85% complete Yak 11, 3350 turbo compound with many spare parts including engine. Call with best offer. Will also consider trade. For pictures and details tfn

Engine for Sale (3) PT6-67—Overhauled & Mid Life; (1) PT6-65—Overhauled; (3) PT6-45—Mid Life.

For more information contact

Eric Hein 262-673-7163 erich@mts.aero Midwest Turbine Service www.mts.aero Order your Clipped J3 Cub Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Ask about our Gift wrap option.Call 478-987-2250 or order online at agairupdate.com

Engine for Sale: (3) PT6-67... Overhauled & Mid Life; (1) PT6-65... Overhauled; (3) PT6-45... Mid Life. For more information contact Eric Hein @ 262-673-7163 or email erich@mts.aero Midwest Turbine Service, www.mts.aero (10-12) Geared 1340 Tulsa engine for sell only 95 hours since Major. Continental 220 radial engine core. Call Hershey Flying Service 308-368-5556 (01-13)

Order your In-Formation Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S &H. Ask about our Gift wrap option. Call 478-987-2250 or order online at agairupdate.com T F N

Plan for the

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. 661257-7708 fax 661-257-7710 TFN

new Air Tractor in your future.

YOUR #1 AIR TRACTOR DISTRIBUTOR IN SALES AND SERVICE AIRCRAFT 2012 AIR TRACTORS, ALL MODELS, FALL DELIVERIES.......................................................... $CALL$ 2013 AIR TRACTORS , RESERVE YOUR POSITION NOW ......................................................... $CALL$ ENGINES R-1340, ZERO TIME SINCE OVERHAUL BY COVINGTON .............................................. $61,000 NEW PT6 -11, 15, 34, 60, 65, 67 OUTRIGHT OR EXCHANGE ........................................ $CALL$ PROPELLERS HARTZELL 3 BLADE AND 5 BLADED PROPS – New And Used ...................................... $CALL$ DISPERSAL EQUIPMENT TRANSLAND 10 VAIN SPREADER FOR 38” GATE, NEW ................................................... $9,400 AGRINAUTICS, ROOT, CROPHAWK, TRANSLAND, OTHERS .......................................... $CALL$

Lane Aviation, Inc. “Specializing in Turbine and Piston Air Tractors”

888-995-5263

281-342-5451 TEL • 281-232-5401 FAX e-mail: glane@laneav.com • www.laneav.com P.O. Box 432 • Rosenberg, Texas 77471

October 2012

A-37

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

Pr at t & W hitney R-985 & R-13 4 0 Overhauled Engines in stock. Props, carburetors, magnetos, alternators, & accessories for above engines. Call Chester Rober ts Supply Company, Collinsville, TX Tel: 903-429-6805 Fax: 903-429-6047 crs5r@aol.com (10-12)

Available Immediately! PT6A-67AG This engine has recently been removed from and Airtractor 802 and is ready for sale. This engine has been maintained in accordance with Pratt & Whitney standards and is in great condition. (TSO: 1054.2 CSO: 1266) All information is available for review by contacting Grant Wallace at Wipaire. Please call 651-4146828 (10-12)

J & C Enterprises Aviation Inc. has the largest selection of Lycoming and Continental engine cores in stock. Over 100 to choose from. Call Sid or Jerry for your parts or engines needs. 800-5428565 or email jcaviation@pldi.net Atfn

Pratt and Whitney overhauled 1340 cylinders call Terry at 870-536-1348 or David at 870-550-1664 (10-12) PT6A-28 TSO 0 PT6A-34 TSO 0 PT6A-114A TSO 0 PT6A-135 TSO 527 PT6A-135A TSO 236 PT6A-41 TSO 3556 Phone: 817-354-2002 Email preeves@jsamiami.com Email krod@jsamiami.com

R-1340, Zero Time Since Overhaul By Covington $61,000.00 NEW PT6 -11, 15, 34, 60, 65, 67 Outright Or Exchange $CALL$ Lane Aviation 888-995-LANE 281-3425451 or FAX 281-232-5401 TFN Cilindros en venta- Completos con pistones nuevos.Listo para instalar.

R-985. $1250,00 el par o 5% descuento por cantidad.R-1340 $1950,00 el par o 5% descuento por cantidad.Precio sin recambio: incluye todas las juntas.Sun Air Parts tel. 661-257-7708. Fax 661-2577708. tfn

(10-12)

Garrett TPE-331-10-511M 2 engines available with lots of time and cycles remaining. Call for info. 979-532-1718, 979-533-1720 Day or night A4-13 Covington Turbine Engines Available.

PT6A-34AG 50 TSN PT6A-34AG 1789 TSO SOLD PT6A-34AG 780 TSO SOLD PT6A 2800 TSO SOLD PT6A-15AG 0 Time Since Covington Light Overhaul PT6A-34AG 0 TSO PT6A-34AG 0 Time Since Covington Light Overhaul. Contact us for New Engine prices. We are interested in buying or exchanging for any core you may have regardless of condition.

Contact: David Hamilton at 918-7567862 or davidh@covingtonaircraft.com

Universal Turbine Parts 13 ea PT6A-27/28 TSO 0, 0, 197, 892, 1256, 1458, 1525, 1620, 2243, 2663, 3482, 3515, 3602 2 ea PT6A-36 TSO 0, 0 3 ea PT6A-34 TSO 0, 0, 0, 1 ea PT6A-34AG TSO 0 2 ea PT6A-41 TSO 0, 0 1 ea PT6A-42 TSO 0 1 ea PT6A-65 TSO 4537 We also buy PT6 engines in all conditions.

Please call Bill or Joel at 334-361-7853 or email bmershon@UTPparts.com or jplake@UTPparts.com TFN

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; 330-698-0280. Check stock at www.preferredairparts.com tfn FOR SALE: PT6-15AG TTSN 3980, “0” time since light overhaul by Timken Aerospace,Prop Gov,Prop Overspeed gov,Starter Gen. fuel pump.$235,000.00.

Cascade Aircraft Conversion 509-6351212 cascade@completebbs.com ( 08-13)

dispersal equip (2)Swathmastersfor38inchgate,callforprice.

870-684-2203 or 870-930-6556 (10-12) (2) Breckenridge 13 vanes spreaders, built 2008, great cond., $5,500 each call 870684-2203 or 870-930-6556 (10-12) 41” Transland 10 Vane Spreader 20250 like new. NO Fertilizer, sold A/C list $7000 asking $5000. Call 863-467-7777 (10-12)

Stainless Steel Fabricators, Inc.-- Speaders and Accessories. Satisfying customers co a s t to co a s t fo r ove r 30 ye ar s .

Manufacturer of originally 10 vane, 12 vane & “the 13 vane” spreaders plus many more. Repairs on all makes and models including Transland and Swathmaster. Call us for all of your spreader needs 800-7363433 or 870-217-9232 (10-12)

Transland clam shell hydraulic firegate box, Hydraulic motor panel and spacers included. New, never used. $30,000 OBO. Steven at 870-945-1383 (10-12) CP NOZZLES AND CHECK VALVES. Distribuidor en Argentina: ArAvia S.A. - Venado Tuerto (Sta Fe) T.E. 54-3462433540 - FAX: 438344 tfn D is p e r s a l Eq u i p m e n t : We ath ae ro Feathering Fans, Crophawks, Smokers, F l a g g e r s , N o z z l e s , Tr a n s l a n d , Breckenridge Spreaders, Airfoil Booms, Dry Breaks, Load Hawgs All Aircraft Styles. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net. t f n EVERYTHING YOU NEED FOR FIXED WING OR HELICOPTER JAS 559-686179 4, FA X 559 - 6 86 - 936 0, e - m ail: info@johnstonaircraft.com web site: www,johnstonaircraft.com t f n ASC Rotary Atomizers - Why use old hydraulic nozzle technology? Rotary Atomizers are proven a s the most accurate method to apply both low & high volume formulations. Made in USA. asc@dynafog.com, 317-896-2561 A01-13 CP N OZ ZLE S AN D CH ECK VALVE S “The Drift fighters”. Plus they improve your spray pattern. Contact Johnston Aircraft Service, Inc. 24 hr. Tel 559-6861794, FAX 559-686-9360, e-mail: info@ johnstonaircraft.com tfn

Souther Field Aviation, Inc.

FOR ALL YOUR MAINTENANCE & PARTS NEEDS Export Experts Authorized Turbine Brave Conversion • Transland • Covington Engines • Ag Nav • Turbine Conversions • Single Point Fueling

• Agrinautics Pumps & Valves • Wag • Cascade Conversions • TracMap

AUTHORIZED THRUSH PARTS DISTRIBUTOR AND SERVICE CENTER

And So Much More…

Frankie Williams - President—frankie@southerfield.com Paul Pearson - Parts & Maintenance—parts@southerfield.com Stephanie Williams - Exports—stephanie@southerfield.com

223 Airport Road, Americus, GA 31709 Phone: 229-924-2813 Fax: 229-924-4356 www.southerfield.com

STATE OFFICE OF THE GEORGIA AGRICULTURAL AVIATION ASSOCIATION A-38

agairupdate.com

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. Now STC’d for all 400 and 500 series Air Tractors.

(10-12) Transland and Agrinautics authorized distributor – Call us with your needs. Sid or Jerry @ J & C Enterprises 1-800-5428565 or e-mail jcaviation@pldi.net At fn A SC Rotar y Atomizers - See w w w. dynafog.com/ascresults and April 2009 issue of AAU, A. McCracken. Made in USA. asc@dynafog.com, 317-896-2561 A01-13

Satloc Warranty repair and service. New Bantums and Intelliflow systems in stock.

New Litestar II and G4s ready to ship.

Compton Flying Service Ralph or Pete 888-336-3924 or 580-217-1914 -- 1912 We do GOOD work. tfn Satloc, Intelliflow The leading edge Satloc Level III Service repair center.

Mid-Continent Aircraft Corp. Hayti, Mo 800-325-0885. tfn Satloc G4, M3, and Bantam. Air Repair inc, is the worldwide leader in sales and service. Call Danny (sales) or Dallas (service) 662-846-0228 Fax. 662-8430811 sales@airrepairinc.com tfn

Transland and Agrinautics, overstock sale.

Call Danny for listing 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com tfn

Hemisphere GPS systems in stock, Bantam, G4, Intellistar, M3, Intelliflow, and Litestar2. We did it again, leading Level 3 Service Center/Dealer 2011. 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

TRANSLAND 10 vane spreader for 38” gate, new $9,400.00 AGRINAUTICS, RO OT, CRO PH AW K , T R A N S L A N D, OTHERS $CALL$ Lane Aviation 281-3425451 or FAX 281-232-5401. 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. 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 tfn

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 01-13

gps Intelliflow Flow Controls -in stock, now shipping! Sky Tractor 800-437-5319 tfn

Superbooms for Cessna, Piper, Thrush, Air Tractor and custom manufacture; THRUSH AILERON SERVOS-STC’d kits. TSA 800642-5777 or tsa@702com.net (TFN) GPS Antenna Mount, for specific ag aircraft, Performance and looks, slip stream design delivers peak signals. Contact Terry Barber 605-258-2743.

(10-12) New Piper tailwheel springs. Call Hershey Flying Service 308-368-5556 (01-13) Cessna Authorized Parts Center: Prompt, World-Wide Par ts Service, Engines, Bonaire 550 Conversions, Wings.MidContinent Aircraft, Hayti, MO, 800-3250885 www.midcont.net. tfn

Used Load Hawg in excellent condition out of AT-602, $9250. For More information call 337-789-3529 or email lakeairser@ aol.com (10-12) 25 inch Breckinridge Spreader. $1500.

Call Chad Stuart. Airplane Services Inc. 850-380-6091. tfn

PARTS, PARTS, PARTS. For all your ag aviation needs, please call Southeastern Aircraft Sales & Service 800-441-2964 Air Tractor Dealer tfn Um par de asas estendida 95% completa do Thrush S2R. A pair of extended wings 95% complete Thrush S2R. Brazil. garciaviagricola@ uol.com.br / 16 36274879 (tfn)

Call Bruce’s Flying Service for all of your Thrush parts needs! 229-725-4150, fax 229-725-5135. E-mail bruceandrews62@ gmail.com.

09-13 Remember J & C Enterprises Aviation Inc. Is a Transland, Black Steel Brake and McFarlane dealer. We have a large amount of these brands inventory in stock as well as Cleveland. GE Lighting, Cessna, Piper etc. give us a call for all your parts needs at 800-542-8565 or email us at jcaviation@ pldi.net Atfn LOAD HAWG-The modern, efficient, safe, perfect way to improve your solids application. Mid-Continent Aircraft Corp.

Hayti, MO 800-325-0885 TFN

parts

O/H’D THRUSH 29” LANDING GEAR & WE CAN REPAIR / REBUILD YOURS. JOHNSTON AIRCRAFT SERVICE, INC. 559686-1794 / Email info@johnstonaircraft. com www.johnstonaircraft.com tfn

Accessories & Parts! 100’s of new and OHC accessories, parts for just about everything. Big discounts! Please have par t numbers when contacting us.

Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com tfn

Pressure Cowls for all PT6 Air Tractor and Thrush. Reduce ITT 35 to 70 degrees.

Reduce fuel consumption. Save on Hot Section Inspections. Easy access to fuel nozzle & air filter. Reduce NG 1 to 3%. Make your -15 perform like a -34. ELIMINATE ONGOING AIR FILTER PURCHASES! Now taking deposits and scheduling deliveries for mid-late 2011 and early 2012. Please contact Cascade Aircraft Conversions at 509-635-1212 or tom@cascadeaircraftconversions.com .

(08-13) 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

Trade with members of NAAA

1996 AT-502B 7989 Hrs. T.T., -34AG Eng., 1997 Hrs. Light O/H, 0 Hrs. H.S. I. New Spar Caps/Refurbished Airframe, $595,000 2011 AT-504 1144 Hrs. T.T.,-34AG Eng. 0 Hrs. H.S. I. $725,000 2012 AT-502B -34 AG Available December

800-441-2964 Ask for Rick or Chuck Stone F O B Fort Pierce, FL

AIRCRAFT SALES & SERVICE

Office: 772-461-8924 • Fax: 772-461-9050 • mail@southeasternaircraft.com • www.southeasternaircraft.com October 2012 A-39

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

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; 330-698-0280. Check stock at www. preferredairparts.com tfn Serviceable S2R wings, Engine Mount Ayers 45-60 Series, short extension wing tip assy, seat assy, strut assy, left engine exhaust stack, control sticks, steps, splice blocks, throttle quadrants, control quadrants, and MANY various other parts.

For more information call Bruce’s Flying Service 229-725-4150, fax 229-7255135. E-mail bruceandrews62@gmail. com.

(09-13)

We have all fibreglass parts for Weatherly and Ag-Cat (A, B and Super B). Call for prices. Professional Fibreglass Repair.

530-735-6264 tfn 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 Steve @ North Star Aviation 620-356-4528 srice@pld.com tfn Spend your time doing what you do best “SPRAYING” and let us find those parts for you. Part numbers are really important. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi.net Atfn Large inventory of Thrush parts surplus to our needs. Call for list. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-843-0811 sales@airrepairinc.com tfn

Cascade Aircraft Conversions Barrier Filter System for the Soloy Turbine Converted Bell 47/Hiller 12 Helicopters.

See decreased TOT by up to 38 degrees C. Pull full torque at lower TOT temps, burn less fuel, extend the life of critical turbine parts. Contact Cascade Aircraft Conversions at 509-635-1212 or tom@ cascadeaircraftconversions.com . ( 08-13) Replacement parts. New and used for all Ag Cat models. Also carry New Piper tailwheel springs and Transland Dealer. Call Hershey Flying Service 308-368-5556 (01-13) J & C Enterprises Aviation Inc ha s purchased a large new inventory of Citabria GCBC part in late 1977-79 rnge.

Lots of common everyday parts. Landing gear, wheels 7 brakes, engine parts etc. call Jerry or Sid today 800-542-8565 or email jcaviaiton@pldi.net At fn 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 Accessories & Parts! 100’s of new and OHC accessories, parts for just about everything. Big discounts! Please have par t numbers when contacting us.

Preferred Airparts, 800-433-0814 US/ Canada; 330-698-0280. Check stock at www.preferredairparts.com tfn The mid-west Air tractor dealer, Farm Air Inc. has expanded its parts department.

Call Carrie or Randy for all your Air Tractor parts needs at 877-715-8476. tfn Agrinautics, Angel Flight Assistant, 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, Hemisphere GPS, Hot Stuff, Nieto Products, New and used aircraft, (large) Parts Inventory, ServAero, Spraying Systems, Co., Superbugs, SPH-4 Helmet, Simplex, Tires, Transland, WeathAero. Sky Tractor Supply 800437-5319, www.skytractor.com, email@ skytractor.com, 701-636-5881 (fax) TFN Cessna Par t s - Engine, propellers, authorized service center. Johnston Aircraft Service, Inc. 24 hr. Tel 559-6861794, FAX 559-686-9360, e-mail: info@ johnstonaircraft.com web site: www. johnstonaircraft.com tfn

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agairupdate.com

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; 330-698-0280. Check stock at www.preferredairparts.com 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 559-6869360, e-mail: info@johnstonaircraft.com web site: www.johnstonaircraft.com. t fn Angel Personal Flight Assistant - in stock, shipping today. Premium quality Bluetooth interface for the cockpit. Noise free cell phone use without fumbling for your phone. Caller ID, direct dial, redial, voice dial, download phonebook and call list entries, dial direct., Stream bluetooth music and control, E6B flight computer, Stopwatch, fuel and approach timer.

Large full color easy to read backlit screen, intuitive menus, automatic cut out with radio transmissions, ambient light sensor.

Sky Tractor Supply 1-800-437-5319 A tfn

Cessna Ag Parts. Air Repair, Inc. Phone.

662-846-0228 Fax. 662-843-0811 sales@ airrepairinc.com tfn Remember J & C Enterprises Aviation Inc. Is a Transland, Black Steel Brake and McFarlane dealer. We have a large amount of these brands inventory in stock as well as Cleveland.

GE Lighting, Cessna, Piper etc. give us a call for all your parts needs at 800-542-8565 or email us at jcaviation@pldi.net At fn Emco Wheaton/Buckeye Dr y Break Couplers and adapters, Johnston Aircraft Service, Inc. 24 hr. Tel 559-686-1794, FA X 559 - 686 -936 0, e - mail: info @ johnstonaircraft.com tfn

propellers For Outright Sale: Overhauled 5-Blade Prop. Hartzell HC-B5MP-3C. 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 210924-5561. sales@dixieair.com. (10-12) 2D30-6101A12, 0/IRAN $10,500 22D30-6533A12, OHC $15,500 12D40-AG100-4S. OHC $15,500 AmAg 870-886-2418 (2489F) agcat@ bscn.com Props for Sale: 2D30-6101A-18, 22D30-6533A-12 12D40-6101A-12, 12D40-AG100-2 22D40-6533A-12, 23D40-6533A-18 23D 4 0 -70 05A-12, Call PropWork s, Winnipeg, Canada Tel: 888-679-2965 email: propwork@mts.net 12-12 Hartzell 3 Blade and 5 blade Props, new & used $CALL Lane Aviation 888-995-LANE 281-342-5451 or FAX 281-232-5401. TFN

NEW! CP11TT/w-3 Tips & Shutoff in stock ready to ship today.1-800-437-5319 Sky-Tractor Supply Company tfn Retrofit Hopper Door for AT502 and AT602. Now available for fall and winter installation Professional Fibreglass Repair.

530-735-6264 tfn COMPLETE THRUSH FACTORY METAL TA I L W / U P D AT E S . J O H N S T O N AIRCRAFT SERVICE, INC. 559-686-1794 / Email info@johnstonaircraft.com www. johnstonaircraft.com tfn Jasco Alternator kits in stock. Air Repair, Inc. Phone. 662-846-0228 Fax. 662-8430811 sales@airrepairinc.com tfn J & C Enterprises Aviation Inc. still has one of the largest Cessna, and Piper Ag Aircraft inventories in the USA and has a huge inventory of Lighting and wheel and brake inventory. Let us be your total part provider. Call in your needs - Sid or Jerry 800-542-8565 or jcaviation@pldi. net Atfn

We build loader trucks to your specifications. Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/Stainless Steel Tube.

Been in loader truck business since 1980.

Call Pat Ballard Office:870-697-2004 Fax:870-697-3568 185 Hwy. 42 West , Hickory Ridge, AR. International Automatic Auger Trucks, flip over, big fuel,scales, ready to go.

Poorboy’s Flying Service. 870-932-8020 or 870-931-8485 (10-12) 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 $13,900 or Will consider trades for auto, truck, or aircraft Call 501-985-1484 AR location. tfn

finance/lease

J & C Enterprises has a Cessna 188 props in Stock Y.T. Also offer some STC’d propellers. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi.net Atfn

Air Repair Inc. is the source for the Fast Start Kit to get yours today call Air Repair, Inc. Phone. 662-846-0228 Fax. 662-8430811 sales@airrepairinc.com tfn J & C Enterprises Aviation Inc. has 29” wheel sets. We will accept your 10” wheel and brakes in exchange. Call Jerry or Sid 800-542-8565 or email jcaviation@pldi. net Atfn

1995 GMC TopKick, new Auger and pipe, all stainless, New bearings and bolts, IRAN Winter 2011 by Auger Dan. $45,000. For More information Call 870-945-1383 (10-12)

GE M601- E11 751 HP TURBOPROP Conversions for Air Tractor and Thrush.

Increased Reliability. No Hot Section Inspections. No Nozzles to Service.

Cascade Pressure Cowl – Standard Equipment with Lifetime Serviceable Air Filter System! 3,000 HR Engine TBO. Auto Start Systems. Lower Operating/ Maintenance Costs. Improved Safety.

Ease of Maintenance Access. Warranty: 1,000 Hr / 1,100 Cycles or 2 Years.

Now taking deposits and scheduling deliveries for mid-late 2011 and early 2012. Please contact Cascade Aircraft Conversions at 509-635-1212 or tom@ cascadeaircraftconversions.com . t f n 12D40-AG100-2 OHC $15,500 22D 4 0 - 6533A -12, 852-SO H (BEAUTIFUL) .$19,000 H C - B 3 T N - 3 D/5 M . O H C w/n e w - 4 Blades $22,000 AmAg 870-886-2418 (2489F) agcat@bscn.com

vehicles Auger Trucks For Sale (Trade-Ins) Also list of customer trucks. Call Auger Dan Office: 870578-6133 Cell: 870-919-2317 A 10-12

Air Tractor financing can put an Air Tractor in your hanger. Air Tractor offers 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! t f n

miscellaneous PC SPRAY Dedicated Application Software, Version 3. Fully-functional 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 t f n Crop Duster Video - “The Crop Dusters - The Early Years 1921-1955”; 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 478-9871836 Historical Video Productions. tfn Reduce Drift, Increase Deposition and Retention use Control™ FREE SAMPLE http://www.GARRCO.com/freesample Call 765-395-3441, mrfoam1@garrco.com t fn

FROST FLYING INC. Toy plastic model Air Tractor. 12” wingspan, removable stand. Great toy for the kids or desktop model. $15 + s/h order online at www.takeofftoys.com or e-mail trevoredwards@sw.rr.com tfn 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 tfn w w w. Aircr af tCost Analysis.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 af ter 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 t f n

Order your The AgOp Collage Pen and Ink Drawing from our DeSpain Collection today for only $60 plus S&H. Call 478-987-2250 or order online at agairupdate.com t f n Fight rodent infestation with Cascade’s i n n ov a t i ve a n d e x t r e m e l y s i m p l e solution, Mouse Pants! Hand crafted from the highest quality 2024-T3 aircraft aluminum (lighter and not as likely to carve up an operator like galvanized steel). Quick action Wing nut CAMLOC aircraft grade fasteners. Rubber trimmed to protect your aircraft’s finish and the flooring surface. Order your set of three for only $599.00 plus shipping and handling. Please contact Cascade Aircraft Conversions at 509-635-1212 or tom@ cascadeaircraftconversions.com (08-13) 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 Atfn HELMET with slide up visor $850. Deluxe Kevlar Helmet with ANR, Softskins, Oregon seals $1200. Sky Tractor Supply 1-800-437-5319 At fn J & C Enterprises Aviation Inc. Is always looking for all types of derelict aircraft, parts inventory, both new and used. We will buy small or a shop full. Contact Jerry Buster 800 -542-8565 or email jcaviation@pldi.net At fn

2012 Slots Available ..................................................................................... Call 2011 AT-802, 1100 TTAF&E, -65, smoker, Wingman, 10” hydraulic gate, fresh annual, fresh HSI. ......................................................................... $1,195,000 2010 AT-802, 1100 TT, 400 TT Engine, -67, smoker, elec brake gr. adj, load hog, 10” hydraulic gate, fresh annual, fresh HSI. .............................................. $1,210,000 2004 AT-802, 4000 TT, -65, M3, smoker, elec brake, 10” hydraulic gate, fresh annual, fresh HSI. ........................................................................................... $750,000 2008 AT-602, 1360 TTAF&E, -60, jumpseat, Wingman, M3 Satloc w/Flow control, CP flat fan nozzles, elec brake gr. adj., Hatfield fueling system w/286 tanks, Transland spreader, hydraulic clamshell fire gate w/all extra panels and spacer not on aircraft, available October 1, 2012 .................................................................... $942,000 1995 AT-502, 3200 TTAF&E, -34, smoker, side load fuel, rinse tank, Wingman, 170 fuel, Crophawk, drop booms, elec brake gr. adj, air, heat, M3. ................ $595,000 1966 Cherokee 160, maroon and white, engine 1223 SMOH, prop 1698 SMOH, ACTT 2632, Apollo GX60 GPS, VOR, 2 navs and comms.......................... $25,000 Unlimited Racer Project: 85% complete Yak 11, 3350 turbo compound with many spare parts including engine. Call with best offer. Will also consider trade. For pictures and details ........................................................................................... CALL

FOR ALL YOUR SPRAYING NEEDS:

Complete Air Tractor Parts And Accessories

WEATH-AERO FAN • HYDRAULIC

Dealer For Every Major Ag Aviation Parts and Supplies

ELECTRIC • VALVE

Large Selection of PT6 Accessories New Turbine Props and Blades 0 SMOH 1340 Younkin

FOR MORE INFO CONTACT:

S/S Pumps, Booms and Center Boom for Air Tractor

JIM GRAVES 233 SAFETY ROAD • HOUMA , LA 70363

985-868-1477 AUTOCALFLOW@AOL.COM

Jack Frost Frost Flying Inc Office 870-295-6213 Fax 870-295-6674 jrfrost47@hotmail.com

Weath-Aero

Compro

Target Spray Variable Rate Nozzles

Parts 870-295-6218 Fax 870-295-6237 frostparts@hotmail.com

Large inventory of PT6 and Air Tractor parts • Financing Available Call for Wingman installation For AgAv Parts & Accessories Call Tommy Allen

Needed IA and A&P mechanics October 2012 A-41

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

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. 478.987.2250. tfn HELMET with slide up visor $850. Deluxe Kevlar Helmet with ANR, Softskins, Oregon seals $1200. Sky Tractor Supply 1-800-437-5319 At f n

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 miniranchettes. 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. $59,000 O.B.O Contact Bill Lavender 478987-2250 bill@agairupdate.com tfn English to Spanish Technical Translations Fo r m e r A &P a n d Ag - Pi l o t, C a r l o s Retamosa Specializing in translating: • Aviation technical manuals • Airworthiness Directives (ADs) • Service Bulletins (SBs) 598-53-24376 retamosa@adinet.com.uy

insurance INSURANCE from the Leading Ag Aviation Brokers. 63 Years Risk Management, Lowtime Pilot Coverage. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net. tfn 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. tfn

“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 knowledgeable includes Angie Banz, Tim Wiebe, Dick Russell and Rita Ethridge, whom have years of experience servicing the aerial application business. Give us a try, you might be surprised. 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. tfn

services Cascade Conversion for Thrush and Air Tractor. Fuel Saving, Cooler running, more power available. Mid-Continent Aircraft Corp. Hayti, MO 800-325-0885 tfn

Turnair LLC,

Your vintage radiator and cooler source. In addition to aluminum coolers, evaporators and condensers with over 30-years experience. Certified for aluminum, stainless and magnesium welding.

Located in Beggs Ok. 918-267-2535 918-671-8802

Subscription Order Form Company _________________________________________ Name _______________________________________

!!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 tfn

Address ______________________________________________________________________________________ City ________________________________ State _______ Zip ____________ Country _______________________ Email _____________________________Phone # ___________________________Fax # ______________________ Comments: ____________________________________________________________________________________ _____________________________________________________________________________________________ q One-year subscription – $39.00 (USA and International) q Two-year subscription – $70.00 (USA and International) q One-year subscription with Airmail – $64.00 (Canada Only) q Two-year subscription with Airmail – $120.00 (Canada Only) q One-year subscription with Airmail – $84.00 (Other Countries) q Two-year subscription with Airmail – $160.00 (Other Countries) q One-year Latinamerica subscription – $20.00 (6-issues) q Two-year Latinamerica subscription – $35.00 (6-issues) We accept Visa, MasterCard and U.S. checks, no foreign checks, please. Any checks not affiliated with a U.S. bank will be returned. Additional fees apply for wire transfers.

q Additional copies!!! Only $19.95 a year!! Have additional AgAir Updates sent for your office/hangar for only $19.95 per issue/ per year. Yes! I would like ____ additional copies of AAU sent to me (must go to same address). q Credit Card users add Baker’s Dozen to automatically renew each year.

Credit Card Information: Name on Card _______________________________________________________________ Card # _________________________________________ Card Type: q Mastercard q VISA Exp. Date __________________________________ Security Code* ____________________

* The Security Code is a 3 digit number found on the back of your credit card. It’s located after the printed card number.

Signature ________________________________________ Date _____________________

PO Box 850 • Perry, GA USA 31069 • Tel 478-987-2250 • Fax 478-987-1836 • subs@agairupdate.com • www.agairupdate.com

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agairupdate.com

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.

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 Let us sell your Ag plane! Mid-Continent Aircraft Corp. 1601 Hwy 84 East Hayti, MO 63851 800-325-0885 tfn !!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 Steve @ North Star Aviation Inc. 620-356-4528 srice@pld. com tfn

wanted to buy Wanted to buy 2010 or newer AT-502-34 or Thrush 510-34 or H80. Fall delivery cash price. Please submitted responses to Wanted to Buy C/O AgAir Update, PO Box 850 Perry, GA 31069 or email blindads@ agairupdate.com subject: Wanted to buy. or fax to 478-987-1836 subject Wanted to buy.

(10-12) EXHAUST Wanted: R-1340 and R-985 Exhaust Send Old Exhaust segments for exchange or Sell them! Call Daryl @ 940-9020797 or evans.daryl@sbcglobal.net t f n Ag Aircraft Wanted: Immediate cash for Ag planes - All considered - Contact Darryl Riddell at 870-572-9011 (10-12)

Ag Pilots Needed for A sian Pacif ic Rim. Must have minimum 1000 hours Ag Experience. Salary and Expenses Negotiable. Please Email your Resume and Contact Information to: aginstructor705@ gmail.com (10-12) Midwest operation is looking for a chief pilot / manager. Late model 802’s. Season runs mid-April through first part of Oct. Appx. 400 hrs a year. Prefer candidate to relocate. Excellent equipment. For more info. email blindads@agairupdate.com subject: Midwest chief pilot, fax 478987-1836 subject chief Pilot, Chief Pilot C/O AgAir Update, PO Box 850 Perry Ga 31069 (10-12)

An extraordinary opportunity to own Kootenai Valley Flying Service., Inc., a well established, stable and exclusive North Idaho aerial and ground application business. This package includes a 1981 Air Tractor, ground sprayers, 3000’ grass runway and hangar, a 2760 sq ft home, 182+ acres and too many items and equipment to list. $1,225,000. Call Darlene or Joe at 800-669-3248 or email: darlene@pace-kerby.com (10-12)

Ag Pilot Needed. Full time ag pilot needed from March thru September.

Ag Experience and turbine time a must.

Contact Darin 719-767-5950 (10-12)

seat wanted

Immediate full time positions for entry level A&P mechanics. Please send resumes to North Star Aviation, Inc. Fax 620-3563864 or email srice@pld.com (08-13)

Pilot w/ 3000 Hours 2800 ag time 2600 turbine 12 Piston looking for seat. All ag time was in Arkansas rice & Iowa corn.

Lic. Tx, AR, KS, NB, Mo and IA, PASS cert.

Hard working and capable free to travel wherever the season takes me. Email Russom@K-State.edu or call 870-2152479 (10-12)

Immediate full time positions for entry level or experienced A&P/IA mechanics.

Please send resumes to A&P c/o AgAir Update Po Box 850 Perry GA 31069 or email blindads@agairupdate subject A&P or fax 478-987-1836 (10-12)

help wanted

PA

irparts

New Surplus Aircraft parts!

Discounts ranging from 25% to 85% off!

Cessna, Piper, and many others, fixed and rotor wing!

• • • • • • • •

Best Classified Buy In The Industry.

Read By More Ag Pilots Than Any Other Publication.

478-987-2250. Fax: 478-987-1836.

ASI Jet Sales............................................ 20A Auto-Cal, Inc........................................... 41A BrightPortal Resources......................... 30A Cascade Aircraft Conversions................ 9A Central Florida Ag Aero......................... 30A Collins Aircraft Dynamics, Inc............... 20A Covington Aircraft Engines................... 44A

Electrode Aviation................................. 31A FireBoss.................................................. 23A Flight Grip............................................... 30A Frost Flying............................................. 41A GE Aviation............................................. 16A

Isolair Inc.................................................12F J & C Enterprises, Inc............................. 36A Joe Vaughn Spraying............................. 31A Johnston Aircraft Service, Inc............... 34A Lane Aviation, Inc.................................. 37A Machida Borescopes............................. 15A Micron Sprayers Limited...................... 28A Mid - Continent Aircraft Corp............... 26A Orsmond Aerial Spray Pty. Ltd............. 35A Preferred Airparts................................. 43A Queen Bee Air Specialties.................... 12A Robert McCurdy..................................... 31A ServAero Engineering........................... 31A Sky Tractor Supply Co........................... 14A Southeastern Aircraft............................ 39A Souther Field Aviation, Inc.................... 38A Southwest Airmotive............................. 30A Spectrum Electrostatic Sprayers.......... 17A Sun Air Parts........................................... 31A Thrush Aircraft Inc................................... 2A TracMap NZ LTD.................................... 13A

www.preferredairparts.com

Transland ............................................... 18A

800-433-0814

NEW SALES HOURS

Tel. 330-698-0280 - Fax. 330-698-3164 sales2@preferredairparts.com

Call or check online for details!

Toll free, U.S. & Canada

We Buy Worldwide!

Hershey Flying Service.......................... 25A

Professional Fibreglass......................... 31A

Airframe parts Accessories and parts Dispersal system parts Wheels, brakes and parts Propellers, blades and parts Spark plugs, filters of all kinds Engine parts, piston and turbine Hardware: AN, MS, NAS

nline Free o ch! y Sear ventor

In

Apollo Spray Systems...................... 25, 27A

DynaNav................................................. 19A

New surplus aircraft parts in stock for:

Alaska part 137 operation for sale. Garrett powered thrush in good shape all dispersal equipment. Boom truck and 27 years of same owner history. Still have many of my original customers. Fish stocking ground transport tanks and oxygen set up. Lots of built in jobs for you to take over if you want. All or part.time for new adventure. $485,000. Call Doug 907-7462585 (10-12)

American AgViation............................... 30A

Gulf Coast Ag Aircraft SS....................... 35A

referred

operations

Air Tractor Inc........................................... 5A

Hemisphere GPS.................................... 21A

Chosen for value and service

Trace is buying 401 and 402 Air Tractors, any age, any engine. Prefer 2000 models and up. Also buying 301 and 302’s with tall tails and 350 gallon hoppers. Top price paid for clean straight airframes with logbooks intact. Prefer no damage. for more information call 214-674-4023 or email andy.biery@traceengines.com 10 -12

Airplane Services................................... 30A

Desser Tire & Rubber Co...................... 15A

Ag/Fertilizer/Mosquito Pilot Training utilizing Pawnee PA-25/260 Dual Cockpit, Dual & Solo Flight Time in Ag Plane. SATLOC BANTAM. See ad in this issue & check out our videos at: www.eaglevistas.com.

EAGLE VISTAS LLC 772-285-5506 0 2-13

IA and A&P mechanics needed. Call 870 -295- 6213 Salary depending on qualifications and experience tfn

Ag - Nav, Inc. ............................................ 3A

Davidon................................................... 30A

schools

Year-round helicopter pilot needed for the Southwest area. Night applications mainly. Turbine helicopter, Ag experience a must. Call Miles 928-580-9970 (10-12)

international advertiser index

7:15am to 8:00pm

EST.

Tulsa Aircraft Engines........................... 17A Turbine Conversions Limited............... 26A USAg Recycling....................................... 31A Universal Turbine Parts Div.................. 24A

Inventories of new parts for almost anything.

October 2012

A-43

Classifieds • Classifieds * Classifieds • Classifieds • Classifieds

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 tfn

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agairupdate.com