October 2020 - U.S. Edition in English

OCTOBER 2020

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Great Plains Spraying, Inc. Colby, KS

Thrush Launches Online Illustrated Parts Catalog...

Nobody is Going to Get Out of this Pandemic Unscathed

Australian Mapping App Aims to Cut Number of Wire Strikes

AGRICULTURE IS A TOUGH, CHALLENGING WAY OF LIFE. BUT LIKE YOU, WE’RE UP TO THE TASK.

WHEN THE WORLD DEMANDS MORE, AIR TRACTOR DELIVERS.

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Keep Turning… In This Issue Volume 38 Number 10 | October 2020 12 Great Plains Spraying, Inc. Colby, KS

P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 478-987-2250 FAX: 478-352-0025 aau@agairupdate.com • agairupdate.com

AgAir Update is a Marsayl Media Publication

18 Buying a TPE331 Powered Aircraft?

20 Thrush Launches Online Illustrated Parts Catalog

and Service Publication Libraries 22 A Hazy Mile 26 Australian Mapping App Aims to Cut Number

of Wire Strikes 27 Nobody is Going to Get Out of this Pandemic Unscathed

PUBLISHER: Bill Lavender - bill@agairupdate.com EDITOR: Graham Lavender - editor@agairupdate.com ACCOUNTING: Sandy Lavender - accounting@agairupdate.com ADMINISTRATION: Casey L. Armstrong - casey@agairupdate.com ADVERTISING: Ernie Eggler - ernie@agairupdate.com Melanie Woodley - melanie@agairupdate.com CLASSIFIED ADS: classifieds@agairupdate.com Melanie Woodley - melanie@agairupdate.com PRODUCTION: Deborah Freeman - aau@agairupdate.com CIRCULATION: subs@agairupdate.com Mary Jane Virden - maryjane@agairupdate.com CONTRIBUTING WRITERS: Dr. Rogério Ribeiro Cardozo - roger.cardozo@hotmail.com.br Juliana Torchetti Coppick - jutorchetti@yahoo.com.br Regina Farmer - regina.farmer@chem-man.com Carlin Lawrence - carlin@agairupdate.com Alan McCracken - mccrackenalan@yahoo.com Robert McCurdy - bluemaxs2rt@gmail.com Francisco Mendes - famjunior@gmail.com Stan Musick - stan@agairupdate.com Tracy Thurman - thurmantracyt@gmail.com Dr. Henrique Campos - henrique@sabri.com.br

Keep Turning… In Every Issue Monthly Columns and Sections 6

From the Cockpit | Bill Lavender

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Calendar of Events | See What’s Happening

10 AgAir Mail | Correspondence with the Industry 22 Hands on Flying | Tracy Thurman 27 Volo Per Veritas | Juliana Torchetti Coppick 30 Hopper | Browse the Marketplace 31 Classifieds | Get Serious About Selling

LATIN AMERICAN REPS: Noelia Burgeus - noeliburgues@gmail.com Ernesto Franzen - ernesto@agairupdate.com Guillermo Giordana - aravia@aravia.com.ar Gina Hickmann - gina@agairupdate.com Pat Kornegay - pat@svatx.com Ivan Parra - ivan@agairupdate.com Marcia Specht - marcia.specht@gmail.com © Copyright 2020 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.

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On the cover: Ken Bixenman sprays his corn field with Great Plains Spraying’s 1996 Thrush 510. Image by Grant Boyd.

On this page: Ken Bixenman overflies a field near his farm, a couple of miles west of Colby Municipal Airport (CBK)

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FROM THE COCKPIT

Bill Lavender bill@agairupdate.com

Impending Doomsday for the Drone Sprayer

In August a drone pilot had a near miss with Air Force One. How does that happen?

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The media world, as it relates to agriculture, is filled with articles about drones. It tires me to read about them, looking for anything that relates to aerial application. One consistent theme throughout is the drone manufacturers are behind the informational curve when it comes to aerial applications in general.

They live in an alternate reality and appear to refuse to believe they have an infinitely high mountain to climb before there’s any hope for success with aerial applications. And why, when there are so many more profitable avenues for drone uses to explore? I believe when they read about the huge number of acres in production worldwide and the amount of crop protection products applied, they become giddy.

In my opinion, and unfortunately for them, as Andrew Wilkow says, “We are right, they are wrong, this argument cannot be broken…”, standalone drone operations cannot succeed in aerial applications. I will be the first to admit, they appear to be the ideal fit for an established Part 137 operator with a client base in place. But, even that scenario can have holes punched right through it.

Here is the dilemma; drones cannot have a gross weight over 55 pounds, cannot be flown out of line of sight (VLOS) and have limited battery capacity, to name a few limitations. OK, one day some atomic battery will last longer, maybe. And one day, the FAA regulations may be changed to higher gross weights and applications made out of VLOS. That would be problematic, to say the least.

At the current state of regulations, subtract empty weight with a spray system from 55 pounds (25 kilos) and the load capacity of the drone is severely limited. With that comes another insurmountable problem, chemical label

requirements for total volume per acre/hectare of an application. It would take a “swarm” of drones to carry enough product to be effective for any size application. However, the line of sight obstacle will make even swarms unmanageable. Most agricultural fields are too large to see the edges and middle from one vantage point, requiring multiple repositioning during the application process, multiple battery changes and multiple loading (Two to three gallons each?).

Until the regs can be changed, the drone market could shift to spot applications. Possibly, the current Part 137 applicator could use that technique, except to date there is no published data that demonstrates a drone can make a labelmeeting application with minimum drift and an even spray pattern. An exception to that is the work of Dr. Dan Martin, a Research Engineer at the US Department of Agriculture’s Aerial Application Technology Research Unit in Texas (https://www. futurefarming.com/Machinery/Articles/2020/7/ How-to-avoid-drift-during-drone-spraying619622E/). Drone marketing photos prove the manufacturers don’t realize this, or why are they shooting themselves in the foot with a photo of a drone flying willy-nilly across a field with ultra fine droplets drifting to who knows where?

I’d like to see Part 137 operators incorporate drones into their services. Most likely, they won’t; at least not anytime soon. When the spot treatment is only a few acres, what grower is going to pay enough per application to justify a Part 137 operator to offer this service? $20 an acre? $50 an acre? It would be cost prohibitive for the grower and any less it would be for the applicator, too.

Fast forward to some point in the future. The FAA, from intense lobbying, changes the gross weight and line of sight rules. Now, the large

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drone can participate. Oops. Any idea how much a large enough drone to be effective would cost? At that point, there will be a huge argument for the “large enough” drone to follow the same rules for maintenance, airframe approvals and airspace use as FAA-certified manned aircraft, right? You would think so. Cost prohibitive with no economical drive to create a market. So far, there are plenty of highly skilled ag-pilots who absolutely love their jobs and are not going to retire from it willingly. By the time the large drone manufacturer meets equal FAA regulation requirements of manned aircraft, why would the drone cost any less? Maybe get by with a piston powered (electric) ag plane drone with only a 200-gallon hopper that will never be able to haul over 150 gallons, at best. To add to the cost, will the drone be able to calculate density altitude, wind and runway length and adjust the load accordingly? I’m sure that technology could be developed, but at what additional cost?

Earlier, I referred to tiring reading about drones in general.

In one article, the drone pilot lost his drone, Huh? How did that happen? In another article, an eagle attacked and “killed” the drone. Law enforcement is still looking for the eagle, ha! In another article, the drone pilot was hovering his drone outside a grain elevator when he got “distracted”. Seems he accidentally pressed a lever on the controller and the drone flew into the silo, hit something and crashed. It gets better. The owner of the silo allowed the pilot to retrieve his $400 drone that was destroyed. However, later the pilot was hit with a lawsuit by the land owner! I could go on about privacy issues and drones, but that is not the point of this editorial.

Then, in August a drone pilot had a near miss with Air Force One. How does that happen? Drones are constantly causing aerial firefighting missions to be shut down. It is a big problem.

Will these drone pilots be the same ones flying ag? An ag drone loaded with product gets lost? Or worse, has a malfunction with a full load falls on a school with children. There is simply too much responsibility that a manned aircraft’s pilot takes on, day in and day out, that requires decisions that a drone can’t make with today’s technologies. Maybe in the future, but don’t forget the ROI (Return on Investment). All these issues to make a drone work in agriculture flying will cost big bucks, basically eliminating its ROI. The business world is market driven. No profit, no market.

The drone world probably realizes this, but doesn’t know, or won’t apply this economic fact to aerial applications. It is a loselose proposition for them, chasing the wrong data. I wish them luck. Until such time the world makes a tectonic shift to drone applications (which it won’t), fly your manned aircraft as safely and profitably as possible; in that order.

Until next month, Keep Turning...

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CALENDAR OF EVENTS

agairupdate.com/calendar

Editor’s Note: Many state and regional conventions and events have canceled or postponed for the 2020/2021 event year. For an up-to-date list, updated daily, please visit agairupdate.com/calendar/ or scan this QR code into your smartphone.

Sept 28-November 10, 2020 CaAAA Online CE Sessions Terry Gage | 916-645-9747 terry.gage@caaa.net October 5-6, 2020 AMAA Operation SAFE Lewistown, MT Tim Shamblin Colleen Campbell 406-781-6461 eccampbell@yahoo.com October 8-10, 2020 NAAA Fall Board Meeting Crowne Plaza Knoxville Knoxville, TN Lindsay Barber Tel: 202-546-5722 information@agaviation.org October 22-25, 2020 VIII Expo Congresso de Aviación Agrícola 2020 Fiesta Americana Puerto Vallarta All Inclusive Spa, Puerto Vallarta, Jalisco, Mexico adriana.garduno@aviacionagricola.com.mx www.aviacionagricola.com.mx October 24-25, 2020 2020 Ag Aviation Golf Tournament Red Apple Inn & Country Club Heber Springs, AR katherine@araaa.org October 26-28 2020 KsAAA Convention Hyatt Regency Wichita, KS Rhonda McCurry |316-796-1180 kaaa@ksagaviation.org

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November 1-2, 2020 PNW Convention Coeur D’Alene Resort Coeur d’Alene, ID Tara Lea Brown | 509-989-9098 pnwaaa@gmail.com

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November 4-5, 2020— Mid-States Convention Bettendorf, IA Kevin Palmer airsprayinc@yahoo.com 309-253-2128

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December 7-10, 2020 NAAA’s Ag Aviation Expo Savannah Convention Center Savannah, GA Lindsay Barber Tel: 202-546-5722 information@agaviation.org January 5-6, 2021 — MoAAA Convention Cape Girardeau, MO Mike Hall 573-649-2587 aerialcropservices@sbcglobal.net

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January 6-8, 2021 TxAAA Convention—TBA Lorena Campos 512-476-2644 Lcampos@thetexascapitol.com January 9-11, 2021 ArAAA Convention Little Rock Marriott Little Rock, AR Katherine Holmstrom 501-503-3310 Katherine@araaa.org www.araaa.org January 11, 2021 AzAAA PAASS Meeting Custom Farm Service Stanfield, AZ 520-705-9692 barmstrong@agairusa.com www.azagav.org/ January 11-13, 2021 LaAAA Convention Golden Nugget Casino Lake Charles, LA Ed Krielow 337-230-9952 www.laaaonline.org

January 14-16, 2021 MsAAA Convention

February 8-9, 2021 NC AAA Convention

Beau Rivage Resort & Casino Biloxi, MS Vicki Morgan 662-299-7836 vickimorgan@msaaa.com msaaa.com

TBA Raleigh, NC Leslie Craft leslie@craftairservices.com 252-426-9676

January 18-19, 2021 NEAAA Convention Wyndham Gettysburg Gettysburg, PA Sandy Carter 609-820-7846 businessoffice@northeastaaa.org www.northeastaaa.org

February 12-13, 2021 NAAA Spring Board Meeting Hilton Old Town Alexandria Alexandria, VA Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org

January 19, 2021 OKAAA Convention and Trade Show Cimarron National Golf Club Guthrie, OK Sandy Wells 405-431-0381 sandy@okaaa.org January 24-26, 2021 AMAA Convention Great Falls, MT Colleen Campbell 406-781-6461 montanaaerialapplicators.org January 27-29, 2021 NM AAA Convention Inn of the Mountain Gods Resort & Casino Mescalero, NM Sue Steward 940-864-2456 www.nmagaviation.org February 2021— SEAF Convention Francis Marion Hotel Charleston, SC Linda Minton 772-465-0714 www.flagaviation.org

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February 14-16, 2021 NATA Convention Embassy Suites by Hilton Omaha La Vista Hotel & Conf. Center La Vista, NE Danea Pessel 402-761-2216 nata@windstream.net gonata.net February 18-20, 2021 Canada AAA Conference Delta Hotels Regina Regina, SK Canada Katherine Topolniski 780-413-0078 Katherine@managewise.ca February 22-24, 2021 Tri State Aerial Applicator Convention Alerus Center & Canad Inn Grand Forks, ND Terry Stieren 612-751-1187 tambroz@aol.com Andrea Goebel 605-690-3477 sdaviation@gmail.com Cindy Beck 701-899-3232 cindy@tri-stateaviation.com www.tristateaerialconvention.com

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AGAIR MAIL

aau@agairupdate.com

Yep, a dumb mistake. I should have proofed it better. I know exactly where Iowa, LA is, been there to visit.

Have a great holiday!—Bill

subject, especially in the excellent manner in which you did it. Great article! Keep up the great work. Fly well and Stay safe!

Tracy T. Thurman Visalia, CA

Sunrise My husband, Kevin Bradley, spraying rice in the Mississippi Delta (Inverness, MS) this morning, Sept 5, 2020. Just wanted to share with AAU. Feel free to share, post, etc if wanted. Thank you!

Jen Bradley Inverness, MS Good morning Jen Thank you for the photo. One of the “rewards” of ag-flying are those early morning flights while the air is still cool and calm. Few people in this world will experience such!

Take care and when you give Kevin a morning good-bye hug, ask him to be careful and hurry home safely. I’ve been to Inverness, MS many times and dined at Hometown!—Bill

Louisiana In talking with Ron Hollis, I found out that the O’Briens are from Iowa, LA. Not the state of Iowa. Bet lots of folks have commented on this. Iowa, LA is a small town on I-10, not very far from Lake Charles, where hurricane Laura came ashore. Thanks... really enjoy this updates.

Fletcher Sharp Plano, TX

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Visit Senator John Boozman visits with the Arkansas Agricultural Aviation Association in during his Ag Tour. Pictured L-R Doug Gibson, Katherine Holmstrom, Tommy Anderson, Senator Boozman, Dennie Stokes, Janet Miles, Stacy French and Matthew Woolard. Tommy Anderson took Senator Boozman for a demonstration flight. #senatorboozman #agaviation #publicrelations #arkansas — in Earle, Arkansas.

Howdy Juliana, I just finished reading your terrific article in the September issue of AgAir Update.

Great job!

Your description, “The limits of the pilot or the plane will not be shaped by the satisfaction of anyone (the boss, the customer or our ego).” is the absolute truth! As you know, we always get a lot of pressure from folks whose butt ain’t going to be in the cockpit, or in the hot seat when something goes wrong. I hope other pilots take that information on board and keep it handy.

I’m glad you addressed this particular

Correction Hey Bill, The nozzles shown in AgAir Update’s October 2020 edition’s article about ultra low sulfur Jet-A are actually the Delavan part which are utilized in both the PT6 and the TPE331. This is why I used them in the article. Actually, both have part numbers on them.

Thanks, Barry Martin Tennessee Aircraft Co Mt. Juliet, TN

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dependable equipment for aerial applicators

-Booms -Center Booms -Strainers -AG Gate boxes -Fire Gate boxes -Meterate -Pumps -Pump Mounts -Spreaders -Swathmasters -Valves -Wingman

www.translandllc.com agairupdate.com | A 11

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Great Plains Spraying, Inc. Colby, KS A 12 | agairupdate.com

by Grant Boyd

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olby, a small nondescript town in Northwestern Kansas is nestled smack dab in the middle of the High Plains. Touted as an “oasis” by the local tourism board, the supplied

moniker is accurate, as the region bears a variety of crops and has a strong agri-business presence. Top crops in the area are wheat, corn, milo and sunflowers, but livestock and dairy are also important mainstays.

Left: Great Plains Spraying’s 2012 510 Thrush, N3061N, in front of the company’s main hangar.

Right: The Bixenman family in front of their

Great Plains Spraying is the only Colby based agricultural aviation outfit and operates three 510 Thrush solely from Colby Municipal Airport (CBK). The three aircraft primarily spray in Thomas County, but also service the surrounding counties of Sherman, Cheyenne, Rawlins, Decatur, Sheridan, Gove, Logan and Wallace. Annually, they spray an average of about 120,000 acres, which consists of corn (40%), wheat (30%), pastureland and lots (15%), with the remainder coming from

beans, milo and sunflowers. Of this, roughly 30% is herbicide, 40% is fungicide, and the rest are insecticides.

Great Plains Spraying was started in 1976 by Ken Bixenman, who grew up about a half-hour from Colby in the Grinnell/Grainfield area. Being a third-generation farmer, agriculture runs deep in his family’s lineage and farming is something he continues to do when not spraying others’ land.

He and his brothers, Ron and Daryl, currently ➤

three 510 Thrush aircraft inside of Great Plains Spraying’s main hangar; (Left to Right) Colleen holding Jared and Sally’s daughter Nova, Ken, Julian, Jared, and Sally

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share equipment while tending to their own shared wheat and corn fields, as well as several small feedlots.

While growing up, Ken cultivated an early interest in all things related to airplanes. This brought upon the decision to attend Colby Community College for their aviation program, with a goal of heading back to the farm once he learned how to fly. Ken received his Private Pilots License his freshman year, followed by his Commercial rating; and then began instructing the following year, which soon morphed into a spraying job.

Ken opted not to finish his degree, as he enjoyed his early flying roles and was successful in them. One of these jobs was as a pilot for Midwest Sprayers, where he stayed on for three years. During his tenure, he purchased a 1967 230-horsepower Cessna Ag Wagon, in which he leased his flying services directly to the company.

In 1976, Ken was presented with the opportunity to purchase the company by its then owners Keith Andrews and Bill Henderson. After purchasing the business at only twenty-one years old, Ken changed the name from Midwest Sprayers to Great Plains Spraying.

This same year, Ken upgraded to a larger Cessna and in 1979 he transitioned to a Super Ag Cat A/600. He was up to two contracted pilots flying for Great Plains Spraying in the early 1980s and the company added its first Thrush to the fleet in 1982.

This aircraft was flown for several seasons and was replaced by a PZL Dromader that boasted a 750-gallon hopper. Ken purchased the aircraft in the spring of 1994, which Colleen, his wife of thirty-one years, notes was involved in an incident a couple of months later: “On July 11, 1994 the engine quit shortly after take off. Ken landed it in a muddy corn field just east of the airport where the wheels caught in the mud and flipped the plane over. Luckily the fuel did not start on fire. EMS personnel were able to extract him from the plane, stripped off his chemical-soaked clothes and transported him to the hospital that was not equipped to clean him up. They were hesitant to handle him because of their fear of chemical exposure and I personally had to give him a bath, so they could examine him. He had a mild concussion and no broken bones. The next day he ‘climbed back on the horse’ and went back to spraying.

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“Two years later, I toured the hospital and saw all the changes that had been made to accommodate any kind of contamination of a patient so they could be rinsed off before being treated. They had taken our advice on the post hospital stay questionnaire to heart and acted on it. We felt like it was important for our farming community where many farmers do their own spraying.”

The Dromader was rebuilt after the off airport landing and flew alongside another Dromader for many years, but both were ultimately replaced by turbine Thrush aircraft beginning in 2001.

Ken notes that, “The transition [from radial engines to turbine ones] was actually pretty smooth. The biggest change was that there was less maintenance, not so much the actual flying portion of it.” He goes on to say that another difference in the company’s new fleet was that “...you had to keep plenty of oil for radials, but maybe a quart a year goes into these turbines.”

Top: Ken runs up one of Great Plains Spraying’s three Thrush 510 aircraft.

Bottom Left: Cockpit of Great Plains Spraying’s 2012 Thrush 510

Along with a change in aircraft over the years, the business has seen many new faces with the Bixenman clan leading it throughout the decades.

Along with a change in aircraft over the years, the business has seen many new faces with the Bixenman clan leading it throughout the decades.

Currently involved with this family-owned and operated business are Ken along with Colleen, who has acted as secretary for the last several seasons after the company’s tenured assistant retired after more than two and a half decades.

Colleen is currently a student pilot and learning to fly in the family’s 1967 Cessna 150G whenever there is downtime from spraying.

The couple’s eldest son Jared (along with his wife Sally) and youngest son Julian are also involved in the business in several facets. Ken and Colleen have three more children, of whom daughters Erica and Jessica assisted with various company tasks while growing up and their middle son Jaydon, has worn many hats with the

Bottom Right: The Bixenman family inside of Great Plains Spraying’s main hangar; (Left to Right) Julian, Colleen, Ken, Jared, and Sally holding her and Jared’s daughter Nova

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business. Today, he manages their web presence.

Jared currently serves as a dedicated pilot alongside Ken but did not originally set out to have a career as a pilot, let alone an ag pilot. His original goal was to be an engineer. He attended Wichita State University after graduating from the local community college. Upon going to the Air Capital of the World, Jared already had his Private, Commercial, and Multi-Engine tickets, with his CFI rating being added shortly after arriving.

Even at this point, flying was still a “fall back� career, yet he began spraying the summer after he turned twenty.

The family had long sold all of their radial aircraft, so Ken purchased an Ag Wagon for his son to learn the ropes.

Two summers later, after graduating with an Aerospace Engineering degree with honors, Jared transitioned into Great Plains Spraying’s turbine aircraft and flying became his newly chosen career of choice.

He continued instructing and spraying, having now sprayed for eleven years, while also flying as an EMS pilot for a Wichita-based King Air operator and right seat on business jets in the Colby area. Instructing also made way for the opportunity to become a DPE (Designated Pilot Examiner), a capacity at which he serves in to this day and carries a full book of check rides for private instrument, and commercial applicants.

Julian, who has recently completed community college, is following a similar path that his brother did.

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Top: Ken Bixenman leading the way back to Colby Municipal Airport (CBK).

Bottom: View of the company’s 1996 Thrush 510’s foursetting CP nozzles

19’s effects on in-person classes (he plans on attending the university in the spring), he is set to complete his Commercial rating by the coming new year. He currently acts as the company’s main ground crew personnel and chemical mixer. The twenty-year-old is currently unsure whether he wants to pursue a career as an ag pilot, but his father is on standby for the possible need for a new entry level ag plane to call their hangar home.

The company’s headquarters building was built five years ago and has an open concept office plan and a formal dining area that is highlighted by a full-service kitchen where Sally, a professionally trained chef, makes meals for the family during spraying season.

Down the taxiway is the Great Plains Spraying’s old hangar, which houses various equipment and personal aircraft. Their chemical and equipment building is then a few spots over and immediately adjacent to the main hangar. This space comfortably holds their three 510 Thrushes, which vary from twenty-four to eight years old. All are powered by TPE331-10 engines.

Jared explains why Great Plains Spraying has chosen their fleet as it is. “We use this combination because of performance, reliability, fuel efficiency and (relatively) low initial investment and operational costs compared to other models.”

Each aircraft is equipped with a Satloc Bantam GPS guidance system, as well as the four-setting CP nozzles-allowing them to spray straight stream for herbicides and other orifice sizes for different products. None have hydraulic gates, but each has a dump gate, which the company doesn’t use much anymore, “We may apply dry products once every few years due to corn hybrids and other agricultural advancements,” says Ken. The company’s aircraft allow them to enjoy a standardization in terms of training and purchasing, while enjoying the benefits of modern, turbine aviating and increased acreage sprayed each year.

Maintenance is outsourced, with most tasks being completed in nearby Goodland, KS and engine work at CD Aviation Services in Joplin, MO. Wing Spar Airworthiness Directive Compliance on the company’s oldest plane was recently handled

by Hayes Aviation out of Akron, CO and N6133X (pictured on the cover) rolled out of the shop with a fresh white paint job, sporting blue and silver highlights.

By having three aircraft, father and son each fly their “own” plane, with Ken typically operating the 1996 model and Jared the 2012. “Ken and I [Jared] can usually keep up with our spraying schedule, but occasionally we will utilize contract pilots in our third aircraft when we are very busy.”

They note that there are two key periods of their season, in which there are typically runs on crops. These are when the company sprays wheat fungicide in May and spring corn in late July or early August. During these times, Great Plains Spraying typically leans upon contract pilots for assistance, most of whom Ken has either personally trained or who have worked some seasons already with the company.

While their season was beginning to wrap up in late August (began around early March) and final numbers were not yet in, Ken was estimating that in 2020 they sprayed about two-thirds the amount that they typically would have. Some of this variation, he says, comes from, “The corn price is not as good, so some are scaling back. Farmers are willing to deal with a little more stress with some of the uncertainty surrounding this year’s crop.”

That being said, the Great Plains Spraying has still been staying busy in 2020. Their continued work level is partly due to the region’s relatively new outcrop (last year or two) of wind turbines and the associated challenges. Ken states, “There is kind of a learning curve with how to work around these [500-foot or so] turbines. I typically am the one to work around these, to learn how to best do so and let the other guys get acreage in while I am applicating around them.” Other than this, he says, “Spraying here in the Plains I would say, is an aerial sprayer’s friendly space-due to the overall lack of obstructions.”

As far as the future comes for the company, the family plans on supporting their customers as they have for many years. Great Plains Spraying does not have visions of purchasing new aircraft for the fleet or adding a second base, which comes down to the Bixenman’s goal of focusing on the area where they have farmed for generations.

Jared notes that, “We are totally dedicated to the farmers of Northwest Kansas. We don’t spray as many acres as we can, so we can stay here in the region at all times and focus on our fellow farmers, who have all become our friends over the years.”

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Buying a TPE331 Powered Aircraft?

by Joe Price, CD Aviation Services

There are several reasons you may be in the market for a TPE331 powered aircraft. For those in the aerial application industry, there are things you need to know about the TPE331 engine. The majority of the market value of many TPE331 powered aircraft is the engine.

The benefits of the TPE331 are several. This includes low fuel burn, the relatively low cost of a hot section inspection, or an overhaul, are less than Pratt & Whitney and GE turboprop engines.

With the TPE331, the pilot has command of instant power, which in many circumstances can be a huge safety feature. The engine is very reliable and is supported by experienced shops. There is good parts support from the aftermarket and the TPE331 has a longer TBO than other engines.

However, there are certain issues with the TPE331 that need to be pointed out. The engine is easier to hot start than other gas turbine engines. To prevent “shaft bow”, it is required to pull the prop through after shutdown.

Maintenance manuals from the OEM are expensive. Also, there is a lack of support from the OEM When purchasing a TPE331 powered aircraft, or a TPE331 engine, pay attention to the TBO program the engine is currently on. There are a variety of TBO programs and changing from one TBO program to another that better suits your operation can be expensive. Ag-operators typically run AG CAM programs. However, if not already, the engine has to be put on an AG CAM program at next major maintenance event.

One of the most critical things to consider when buying any aircraft is proper maintenance documentation.

Without it, there may be severe A 18 | agairupdate.com

repercussions at your next maintenance event, particularly when it comes to the engine. The entire rotating group of the TPE331 engine now has life cycle limits. This includes the 1st and 2nd stage compressor impellers and the 1st, 2nd and 3rd stage turbine rotors. Even if you wish to operate as Part 137 on condition, the cycle limits apply. If you happen to be checked by the FAA and you are operating these components beyond their life limits your aircraft will be grounded.

The following is a list of the earliest models of the TPE331 Pre-Century engine. The OEM no longer supports these models with parts or technical publications. Parts are very hard to find and not many shops work on them.

Pre-Century Engines TPE331-25 TPE331-43 TPE331-47

Century Engines TPE331-1 TPE331-2 Other TPE331 engine models found on ag-aircraft are the following:

840 Class Engines TPE331-5 TPE331-6

-10 and -11 Series Engines TPE331-10 TPE331-11 The TPE331 engine uses a strain gauge to measure torque. It has less moving parts and better reliability. But, it is difficult to set up on an aircraft.

Other turboprop engines use a hydro mechanical gauge to measure torque.

The pros are an ease of initial setup on the aircraft. The cons are more moving

parts that wear, require replacement and are expensive.

Running a TPE331 engine on a CD Aviation Services test cell after overhaul.

The TPE331 uses an Exhaust Gas Temperature (EGT) gauge to measure heat. The EGT probe operates in a much cooler part of the engine resulting in better longevity. If an EGT probe change is necessary, it does not require engine disassembly. But, the EGT gauge is affected by ambient temperature.

This requires the operator to refer to a temperature chart to determine temp limits according to various ambient conditions Other turboprops use an Interstage Turbine Temperature gauge (ITT) and are not affected by ambient temperature.

This reduces pilot workload by allowing the same max temp through all ranges of ambient temperature. However, the ITT gauge’s probe is subject to hotter temps due to its location, therefore is subject to premature failure. Changing the ITT harness requires partial engine disassembly.

In summary, the TPE331 is a reliable and economical turbine engine to own and operate. When purchasing a TPE331 powered aircraft consult with an experienced and reputable TPE331 engine shop to insure that you are getting what you will be paying for.

They should be more than happy to help you with making an educated and informed purchasing decision.

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INTERNATIONAL

Thrush Launches Online Illustrated Parts Catalog and Service Publication Libraries

Agreement with ATP provides customers digital support worldwide, including online parts ordering – a first for the ag aviation industry.

(Albany, Georgia) Thrush Aircraft customers, Dealers, and Service Centers will now have online access to a new Illustrated Parts Catalog with online ordering capability – as well as digital libraries containing the very latest service manuals and regulatory information for their aircraft and its components – thanks to an exclusive agreement signed with ATP, a leading provider of information services and software solutions for the aviation industry. This new online ordering capability is a first for the agricultural aviation industry.

ATP’s proven cloud-based Aviation Hub™ platform will give Thrush customers, Dealers, and Service Centers access to online parts information, availability and electronic ordering.

It will also provide continuously updated servicerelated publications and technical and regulatory information for all Thrush aircraft and their components, including: Airframe, engine, prop, wheels, brakes, batteries, starters, heaters and air filters, to name a few.

“Our commitment to safety and operational integrity extends well beyond delivery of our aircraft” said Mark McDonald, chief executive officer of Thrush Aircraft. “It also includes ensuring our customers, Dealers, and Service Centers have easy access to the very latest information from technical and regulatory

perspectives, as well as the ability to keep their aircraft well maintained through access to rapid parts identification and availability. Our work with ATP ensures both” he continued, “and we’re proud to be leading the industry with this advanced level of support.”

The ATP Aviation Hub for Thrush customers is available anytime and anywhere on several platforms, including desktop, laptop and mobile devices. In addition to the Illustrated Parts Catalog and online ordering, a variety of service manuals and regulatory and technical publications packages are available. These will include a full Thrush Aircraft library bundle, individual bundles for the Thrush 510P, 510G and 710P, and a legacy bundle which includes all other Thrush Aircraft models from the very beginning of the company.

“The trusted and consistently current information available through our ATP Aviation Hub offers a rich set of technical and regulatory resources that are invaluable to keeping an aircraft airworthy and safe, while also simplifying information access and increasing productivity in everyday operations” said Rick Noble, chief executive officer of ATP. Continued Mr. Noble: “We’re excited to be adding Thrush customers to the thousands of aircraft maintenance professionals who already utilize our services, and it is a privilege to be supporting both agricultural aviation and the vital role it plays in the world.”

The Illustrated Parts Catalog and online ordering capability, along with the service and regulatory publications program, are subscription-based and available to Thrush customers through, the Thrush Aircraft website, or through ATP directly. To learn more, customers are invited to call their Thrush Dealer, or to contact Kevin Pierce, director of services at Thrush at (229) 317-8222 or to visit the new ATP access portal at thrushaircraft.com/ATP.

Thrush Aircraft has signed an exclusive agreement with ATP to give customers, Dealers, and Service Centers access to a new online Illustrated Parts Catalog with online ordering capability – as well as the very latest service manuals and regulatory information for their aircraft and its components A 20 | agairupdate.com

– through the ATP Aviation Hub™.

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Introducing a parts department that’s always open.

Ever needed to source a part number or its availability well after sunset? Or check compliance with the latest from the FAA before first flight of the day? Both can be a headache. That’s why we’ve teamed with ATP to introduce our new Illustrated Parts Catalog with online ordering – and created a new cloud-based online library of all technical, service and regulatory information for every key component on your Thrush. Both are constantly updated and available with just a few clicks on your computer. And, at any hour of the day.

For information about obtaining our new Illustrated Parts Catalog with online ordering capability, or our new online support library, please call your local Thrush Dealer, or Kevin Pierce at 229.317.8222.

Or visit us online at thrushaircraft.com/ATP.

Built for heroes.

agairupdate.com | A 21

INTERNATIONAL

HANDS ON FLYING

Tracy Thurman thurmantracyt@gmail.com

A Hazy Mile

Tracy Thurman navigates a 510 Thrush through the smoke in San Joaquin Valley, California.

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It’s another year in California, the late great Golden State. And once again, the place is burning down. This time the fires have multiplied like stray cats. Dozens of wildfires burning out of control. The destroyed acre count is the first thing in history to grow faster than the national debt calculator. It’s devastating. It’s heartbreaking. And it should never have happened.

The entire west coast is blanketed in a layer of smoke. Ash falls like snow in some places depending on where the upper air currents take it.

The west coast smoke storm is covering the sky as far as the Midwest and beyond. Talk about a drift claim!

I don’t doubt for a minute that many of those fires are intentionally set by nefarious individuals, homegrown terrorists bent on the destruction of our nation. Hanging is too good for people like that.

The San Joaquin Valley is suffocated. The smoke is as dense as the tule fog that exists out here in the winter and early spring. One more feather in the cap of 2020.

Flying has been tough. We had to shift to earlier flying because the visibility goes to zilch at night.

PCA’s are scrambling to get their work orders in early in the morning so we can fly them on in the afternoon. Our window of opportunity has gotten pretty narrow. When this disaster first started, there were a few of us who stayed out a little too long and found ourselves feeling our way back to the airport through a dark gray, claustrophobic atmosphere, straining our eyes and nerves. It’s surprising how many times we know better but do it anyway. “One more load…”

As a group, we pilots sat down in the office on a day when the smoke was too thick to fly. We discussed the current situation and offered up ideas and suggestions on how we would proceed.

What to do in the event we find ourselves in IMC conditions? We discussed alternative airports, even those fifty miles away. We discussed the possibility of climbing to the top. Possible off airport landing scenarios and fuel management.

All agreed maintaining radio contact is imperative.

The general consensus was to remain in the area we are familiar with. We all have extensive knowledge of the area where ➤

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we work. We know where the obstacles and landmarks are and how long it takes to fly from one point to another. Flying off to an unfamiliar area, would likely add another layer of problems and stress. That would be an absolute last result.

We set and saved runways on our SATLOCs including setting an A-B line on the home airport as we made our next takeoff roll. An A-B line saved as a job (Keypad, Mark, 1), can be brought up, (Keypad, Return, 1, Enter) and in a pinch can serve as a guide to the centerline of the runway. I know these procedures aren’t approved IFR navigation practices, but in a pinch they might be just what you need to get safely back on the deck. At times like that, that’s all that matters.

Setting absolute minimums for yourself and with those you work with is important. That way there’s no question when the established threshold is reached. There exists a hardlined set of parameters we’ve all discussed and agreed upon. It’s a safety pact sealed with a handshake. Everyone has access to the go/ no go light. If one pilot says knock it off, then we knock it off.

That way there isn’t any second guessing. I made a personal rule to be in the chocks by 7:30 P.M. That assures me that I won’t be taking that “one more load” which always seems to be the one that gets us in trouble.

The San Joaquin valley is notorious for its hazy atmosphere.

Even on good days, the air can be gray and smoggy. We’re used to it to some degree, but this year the smoke and haze has had very serious adverse effects. There are also possible toxic consequences to susceptible people that could mark them for life. I feel really bad for the children, old folks and those with lung conditions. Damn.

I learned my fog flying lesson several years ago. Like many of you… the hard way. The smoke is much like fog. At night, lights reflect off of it compounding the problem. During the day, the glare can be blinding. In an empty gray sky, your eyes can’t focus on anything, you can get a case of empty field myopia. I usually drive home with one heck of a headache. It’s best to keep your head and eyes moving and try not to focus or concentrate on the nothingness around you. You can’t burn your vision through it no matter how hard you try. Take my word for it.

Every year we hear of accidents where someone has flown into IMC conditions and didn’t come out the other side. Don’t do that. When the visibility drops, go land the airplane. Don’t question it. Don’t wait to see how bad it will get. Just park it.

“One more load…” can wait.

There’s a lot of ag flying going on out here in California right now. Cotton defoliation is stepping up on the porch and knocking on the door. We’ll go across every field twice, some three times. Hopefully the fires will be contained and extinguished soon.

Just one more thing; keep our courageous firefighters in your prayers. They’re fighting hell on earth and they can use all the help they can get.

Fly well and stay Safe!

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INTERNATIONAL

Australian Mapping App Aims to Cut Number of Wire Strikes

The “look up and live” app is a free app that uses geospatial mapping to mark the locations of power lines.

A 26 | agairupdate.com

Australian power company Essential Energy has sped up the launch of their new app, Look Up and Live, that will show overhead powerline locations in an effort to reduce a dramatic increase in powerline safety incidents over 2020.

The “look up and live” app is a free app that uses geospatial mapping to mark the locations of power lines and allows users to search specific locations using overlay maps that also incorporate third party mapping systems into its database.

“We’re hoping the new tool will help minimize contact with the network and reduce the risk of injury or death from electrocution, as well as damage to equipment and our electricity network,” Ms. Roche said.

After an earlier launch in that state, the app has already seen success in Queensland. It saw a 25% reduction in safety-related incidents and a 50% reduction of accidental contact with power lines since the Agricultural market launch. The company hopes to see similar results after the New South Wales-based launch of the app.

Powerline contacts are mostly attributed to farm equipment contact with overhead power lines but are also a big concern for aerial applicators.

“Wires were the most significant safety problem

faced by aerial application pilots. Roughly 30% of the industry’s wire strikes are because the pilot did not know the power line was there,” said Aerial Application Association of Australia (AAAA) chief executive officer Phil Hurst.

Most operators already have access to many of these maps; however, paper maps are quickly outdated as soon as a new wire is strung. With its sophisticated network of overlaying multiple map sources with the most up-to-date real-time information, this app aims to change that for agricultural operators, both on the ground and in the air.

Hurst said that the next move to improve safety needs to focus on lines and mark them in a physical form with items like a product created

by Hornsby, New South Wales-based Balmoral Engineering.

Their powerline marker is new to the market. It provides a valuable visual cue to both aviators and ground-based agricultural workers, using a marker that attaches to the line, adding a spinning red and white marker that is also fitted with reflectors, increasing the line’s visibility on the ground and in the air.

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INSIGHTS

National Agricultural Aviation Association

New 2020-21 PAASS Season Looks at Harmful Behaviors in Ag Aviation

by Scott Bretthauer, NAAA Director of Education and Safety

The 2020–2021 PAASS Program will be unique compared to previous programs— there will not be four separate modules, but rather a single program.

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The 2020 aerial application season has taken a heavy toll on our industry. At the time of this writing, we have suffered nine fatal accidents, the highest number of fatal accidents since 2016.

Several of these fatal accidents could have been prevented had the pilots modified risky behavior that resulted in them making poor decisions that resulted in their death. The 2020–2021 PAASS Program will look at why agricultural aviators develop such harmful behaviors, how to recognize the potential for these behaviors in pilots and other employees, and what can be done as an industry to reduce risky actions and the accidents caused by them. PAASS will focus on the psyche of individuals who make decisions that could endanger themselves, their careers and the professional reputation of the agricultural aviation industry.

The 2020–2021 PAASS Program will be unique compared to previous programs—there will not be four separate modules, but rather a single program. PAASS will still be four hours in length and focus on the three major goals of PAASS: to reduce agricultural aviation accidents, reduce drift incidents and augment operational security. The

important topics of airfield security and a review of the 2020 ag accidents will also be covered. The 2020–2021 PAASS Program will be presented as a single module focused primarily on the psychology behind risky behaviors. Risky behaviors can affect all aspects of the industry, and thus will be treated as a single overarching subject that aerial application operators, pilots and crew need to be mindful of and on the watch for to prevent aviation accidents, environmental breaches and security compromises.

PAASS has sought the expertise of a psychiatrist familiar with aviation to help delve into the psychiatry behind certain behaviors in people that might result in an accident, a drift incident, and compromise the professionalism of the agricultural aviation industry. Dr. Basil Spyropoulos is an aerospace psychiatrist who is also a private pilot.

He received his education at Southern Illinois University School of Medicine and has been in practice for over 20 years. Dr. Spyropoulos is certified by the American Board of Psychiatry and Neurology and specializes in both general and aerospace psychiatry. In addition, he is a member of the Airdocs Business Aviation Medical ➤

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The Federal Aviation Administration’s five hazardous attitudes will be used. These include antiauthority, impulsivity, invulnerability, macho and resignation.

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Support Team and a trustee of the board of directors of the Civil Aviation Medical Association.

Dr. Spyropoulos will help PAASS participants think about why people exhibit risky behavior despite knowing the potential consequences of this behavior. He will also help participants learn how to identify individuals who might behave in a hazardous manner in order to avoid bringing them into your business or assigning them roles in which they might cause harm. In addition to recognizing certain behaviors, the PAASS Program will provide insight into whether certain behaviors can be changed and if so, how.

To help guide the discussions, the Federal Aviation Administration’s five hazardous attitudes will be used. These include anti-authority, impulsivity, invulnerability, macho and resignation.

Attendees will learn how these attitudes impact the decisions made by people who exhibit them.

Pilots, especially agricultural pilots, have unique personality traits that impact how they see things and the decisions they make. Pilots tend to think in practical terms rather than philosophical terms. They would much rather solve problems than talk about them and modify their environment as opposed to their behavior.

They also tend to draw conclusions rapidly about both situations and people. These traits impact how they approach situations encountered while flying and can have an impact on how they view safety protocols.

Different biases that impact both decisions and reactions will also be discussed. Expectation bias, confirmation bias, continuation bias and automation bias all have the potential to result in an accident.

Numerous real-life agricultural aviation examples will be used to help frame the discussion with Dr. Spyropoulos. One such example is an operator/pilot who willingly flew a helicopter that had been deemed unairworthy for a variety of major issues. Despite also being his own mechanic, he failed to fix the issues which resulted in a fatal accident three days later. What traits and attitudes lead someone to fly an aircraft they know to be dangerous to operate?

Another example that will be discussed is what happens when operators purchase larger, turbinepowered aircraft. This upgrade might impact their decision-making when it comes to selecting work and the weather conditions under which they are willing to work in order to afford the

larger purchase, thus increasing the chances of a misapplication. This same internal pressure to get work done, also referred to as plan continuation bias, can result in accidents as well. Continuing to work despite fatigue or deteriorating weather conditions has caused many accidents.

Some individuals negatively impact the industry’s insurance costs by relying on their insurance to handle drift incidents instead of doing more to reduce drift itself. Understanding these conditions and people’s thought process might help in convincing individuals that meet this profile to find other ways to reduce drift such as using different nozzles and shortening the booms.

Sometimes the negative attitude can result in actions designed to cause harm directly, as was the case when two employee pilots intentionally accepted work orders they knew would result in drift incidents. This was done to make a new supervisor look bad in an attempt to get him fired.

What drives employees—pilots or otherwise—to behave this way? The PAASS presenters will discuss how to develop a hiring strategy to prevent bringing people into your operation who might act in a similar destructive manner.

PAASS has helped educate the industry numerous times over the years on how to turn safely. Some pilots continue to turn in an unsafe manner despite knowing the risks. Risky turns are extremely hazardous and have led to fatal wrecks on several occasions, including a number this 2020 season. Dr. Spyropoulos will help attendees understand why some individuals take these risks, and how we as an industry might be able to recognize and change this behavior.

As always in PAASS, ample time will be allowed during the entire program for attendee discussions and sharing of experiences involving issues and practices related to their own ag operations.

Identifying and mitigating risky behaviors can help augment operational security and reduce agricultural aviation accidents and drift incidents.

Attend the PAASS Program this season to make sure you are better equipped to evaluate yourself and your fellow agricultural pilots on why you sometimes behave the way you do, and how negative behavior can be changed to prevent accidents. Visit AgAviation.org and check the events calendar to find dates and locations of state and regional meetings offered either in person or remotely where you can catch the PAASS Program.

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agairupdate.com | B 5

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There is no “Why?”

by Bill Lavender

As the season winds down north of the Equator, operators have endured the on-going pandemic and for the most part, it has been and continues to be business as usual. However, that was not the case after Hurricane Laura landed on the Louisiana and Texas coast early Thursday morning, August 27. Hurricanes are nothing new for states on the Gulf Coast including Mississippi, Alabama and Florida. But, I’m referencing hurricanes.

In 2004, Joan and Zoren were kind enough to allow Pam and Jim Jeffries of Jeffries Airworks to take a few photos along with an article for AgAir Update about O’Brien Flying Service.

Joan and Zoren O’Brien of Iowa, Louisiana.

Thursday afternoon, I texted Dwayne O’Brien to check on any damage at O’Brien Flying Service in Iowa, Louisiana, just south of I-10 and Lake Charles. Category 4 Hurricane Laura made a direct hit to the area. Dwayne reported they came through fairly well, no injuries, aircraft intact along with the hangar, but losses with the trucks’ maintenance and storage facilities along with office damage and power outages. A tree fell on

B 6 | agairupdate.com

his parent’s house that nearly got the car in the garage. That was late Thursday afternoon.

Little did I know, or could have known, that at 10 a.m. Saturday morning, August 29, Dwayne would send me one of the most upsetting texts that I have ever received. “Found my parents dead this morning. Both gunshots.” Dwayne’s parents, Joan and Zoren O’Brien, are well-known in the industry. I could not comprehend what I was reading, so surreal.

By the following day, the Calcasieu Parrish sheriff’s office had arrested a person of interest that later was charged with double felony murder and held without bail. Unbelievably, this person, at one time, had been helped by Joan and Zoren.

“Fed, housed, employed and helped the guy. Dad even co-signed a damn truck for him,” was that day’s text from Dwayne.

That was the kind of couple the O’Briens were, married for over 58 years, whenever a person stopped by they were always welcomed into their home, offered something to drink and eat.

Anyone involved in the NAAA and the LAAA during the 1990s and early 2000s knew how very active Zoren and Joan were within the associations. Zoren served as NAAA’s president in 1995 and afterwards received the association’s Outstanding Service Award. Prior to his presidency, Zoren was awarded the president’s Falcon Club pin in 1993, became the NAAA treasurer in 1994. He was president of the Louisiana AAA for two years, as well as its NAAA director. In 2004, Zoren received the coveted Agrinaut Award from NAAA. After starting his agflying career in Texas and Mississippi in 1964, he founded O’Brien Flying Service in 1972.

Joan served as the WNAAA president in 2000-2001. Prior to Joan’s presidency, in 1992 she served as a WNAAA director for the next four years, then in 1996 became the WNAAA’s vice president before becoming the association’s president. She was also president of the Women’s Louisiana AAA for six years. As much part of O’Brien Flying Service as Zoren, the two worked together with Zoren spearheading the company and Joan as its office manager. ➤

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Zoren and Joan enjoying their years in retirement with a trip to the Arctic Circle in Alaska.

Zoren and Joan retired from O’Brien Flying Service with son, Dwayne, operating the company since 2004.

attended and participated at NAAA board meetings. This is where I meet the O’Briens. Zoren, being in rice country, operated radial-engine powered AgCats. While the industry was fast moving to turbine power, Zoren “stuck to his guns” and saw the radial engine Ag-Cats as the most profitable solution for the company at that time. I came short of begging Zoren to let me visit for an article. All points for a good story were there. “Well boy, you are more than welcome to come to Iowa and pay us a visit. But, you ain’t writing an article,” Zoren would say that on more than one occasion. I respected his decision, but I sure would have liked to have gotten the opportunity. It would have been a great story.

Many years later, in 2004, Joan and Zoren were kind enough to allow Pam and Jim Jeffries of Jeffries Airworks to take a few photos along with an article for AgAir Update about O’Brien Flying Service. I’m grateful to have published that article in the July 2004 edition of AgAir Update. More recently, Graham was able to drop-in on O’Brien Flying Service with Dwayne at the helm and an article was published in the May 2018 edition of AgAir Update.

Zoren and Joan O’Brien at O’Brien Flying Service’s office in Iowa, Louisiana. Zoren may be on the phone, but rest assured that he is listening to every word Joan has to say about the company’s financials. (AAU July 2004)

Zoren O’Brien believed in the economics of the radial powered Ag-Cat. It wasn’t until Dwayne

Over twenty-five years ago, AgAir Update was beginning to get a foothold in the industry. In that process, I

B 8 | agairupdate.com

took over the company did O’Brien Flying Service move to a fleet of several 502XP Air Tractors.

(AAU July 2004)

During her many years of service with the Louisiana AAA and the NAAA, Joan O’Brien was always present at their functions, serving more than just as an officer, but as a leader and always had something nice to say and offer a smile. (AAU July 2004)

There is no acceptable answer to the question, “Why?” There is no reasoning to any person’s thinking that could justify the taking of the lives of Joan and Zoren. Although they were in their retirement years, their legacies will continue. This evil person may have taken their lives, but he can’t take our memories, or the goodwill both Joan and Zoren gave to our industry and their community in Southern Louisiana; may they Rest in Peace.

The family has asked that in lieu of flowers donations be sent to the National Agricultural Aviation Research and Education Foundation (NAAREF).

In memory of Joan and Zoren O’Brien: NAAREF 1440 Duke Street Alexandria, VA 22314.

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LOW & SLOW

Mabry I. Anderson An Insider’s History of Agricultural Aviation

The Equipment and People — Chapter Two continued…

Cessna 170 with Art Whitaker wing tanks and ICD rotors

B 10 | agairupdate.com

The 1960s marked the beginning of a period in the history of agricultural aviation when events of great significance took place at a dizzying rate.

Major aircraft manufacturers, for the most part, began producing modem, “designed for the industry” aircraft in quantity. Only two major firms, which later would significantly contribute to the industry, were not producing aircraft. They were Cessna, located at Wichita, Kansas, and the smaller Callaire firm at Afton, Wyoming.

In a roundabout way, Callaire entered the agricultural aviation market in the early 1950s, when talented ag pilot Carl Young went to work for the company as a mechanic. Young prevailed upon the management to allow him to design and build an ag plane around the configuration of the famous Callaire personal airplane. It was said that no Callaire built during this period had been destroyed in a crash.

Young built a prototype, low w ­ inged monoplane, following the basic Callaire specifications, but to a considerably larger scale.

He installed a surplus Continental W670, 220 horsepower engine. For some obscure reason, Young decided to place the hopper/tank behind the pilot seating, giving the airplane a very

singular look. He also positioned the pilot just a few feet behind a firewall, a decidedly uncomfortable place.

Young’s funds ran out before the aircraft was finished and he migrated to Mississippi to work a cotton season as an aerial applicator. He was put to work by Mississippi Valley Aircraft Service at Clarksdale. As a favor to a good ag pilot, his new employer helped Young haul the unfinished plane from Wyoming to Mississippi where it was subsequently completed, featuring a tank/hopper installation made by Mississippi Valley Aircraft Service. The project progressed smoothly through Type Certificate testing by FAA engineering in Atlanta. The aircraft flew well and testing with small loads seemed satisfactory.

Then tragedy struck. On a beautiful afternoon with half of the local community watching, Young took off with 200 pounds of lime in the hopper and began experimental runs across the ramp to check dust flow and swath distribution.

On his second pass, he seemed to be flying dangerously slow and was not utilizing nearly enough power. In addition, he had his head down in the cockpit, evidently “fiddling” with the gate adjustment.

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When he reached the end of his run, every experienced pilot watching knew that he would never make it around his turn. At the top of the turn, the aircraft stalled completely, fell off on the wing and impacted the ground almost nose first, totally destroying the plane and killing Young instantly.

This event may have deterred Callaire from further participation in the ag aircraft field. Until the early 1960s, it showed no inclination toward building such an aircraft.

When Callaire did enter the ag aviation market, it was with the famous A-9, a low-wing monoplane powered with a Lycoming 0-540 engine. This fine machine caught on immediately with many operators and was, for its horsepower, a tremendous load carrier. With a wing span of 35 feet and a total wing area of 182 feet, it easily carried 1,200 pounds of dry material or 170 gallons of liquid.

Many of these aircraft are still flying today. Callaire is no longer on the scene, but the basic design is still produced in Mexico under the “Quail” name.

Clyde Cessna’s contributions to the aviation world can hardly be overestimated.

Anyone remotely familiar with early aviation history knows of the great aircraft that he produced. In the middle 1960s, the company bearing his name rather belatedly entered the ag aircraft field. When it did, it was with a vengeance.

Before it produced a “pure” ag aircraft, some Cessna business models were used extensively for ag work, notably the 180 series. Many of these models were equipped with belly tanks by private owners.

Cessna eventually produced one 180 series model specifically for combined business and ag work. The Ag Carryall, as it was called, had a removable belly tank and booms that permitted a quick switch from ag work to business flying. This aircraft saw extensive use in the Midwest wheat country, working thousands of acres with 2,4-D and parathion on green bugs. It also saw much action in early forest spraying.

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Modern Cessna being test flown for certification and sale.

introduced in the mid-l 960s, was Cessna’s first venture in producing an aircraft designed solely for agricultural aviation. From the beginning, it was popular with many operators. Cessna offered the AgWagon with two options: the Model 230 with a 230 horsepower Continental 0-470-R engine or the Model 300 which sported a 300 horsepower Continental I0-520D fuel injection power unit.

Both of these aircraft were extensively tested throughout the ag flying world. Cessna arranged tours where operators and pilots in every region could fly and evaluate the machines for themselves. Through the years, these aircraft have been refined and produced in great numbers.

Today Cessna is among the top producers of agricultural aircraft in the world.

Although technical progress was being made at an astonishing rate in the 1960s, the decade’s most significant event affecting agricultural aviation was the rapid development of state agricultural flying associations.

Ag Chemicals Under Fire Rachel Carson’s book Silent Spring entered the American scene in 1963, criticizing the use of agricultural chemicals. The resulting uproar caused agricultural aviation leaders to realize that unity was absolutely necessary. State agricultural aviation associations came into being in almost every state. Most of them were organized along the lines of existing organizations in California, Texas, Mississippi, and Arkansas. These early associations were effective at the state level, especially in political areas affecting the industry.

One agricultural aviation representative to the B 12 | agairupdate.com

National Aviation Trades Association was Richard Reade of Mid-Continent Aircraft at Hayti, Missouri.

For several years, Reade represented the ag flying industry on the NAT A board.

The NATA did an excellent job representing agricultural aviation, especially during the tenure of the articulate and talented Bob Monroe. But most agricultural aviation leaders began to feel that a strong organization devoted exclusively to agricultural aviation was needed.

Adversity evidenced the need for unity and organization. Agricultural aviation had become big business and the FAA was not happy with 5,000 aircraft and 2,000 operators flying all over the country licensed only with a “waiver” similar to the one issued aerobatic pilots at air shows! Ag aviation was being granted the right to “break the rules,” especially where low flying was concerned.

In addition, Carson’s Silent Spring had precipitated panic in certain easily panicked circles and, in fairness to FAA, pressure was being brought to enact legislation or rules and regulations that would “control” the ag flying industry. Many progressive operators even began to recognize the need for commonsense regulations, since the legal aspects of the “waiver” operation were extremely cloudy.

As a result, FAA began sending out questionnaires, touring heavily flown regions, and talking directly with operators. Finally a proposal appeared, designated as “Part 55,” dealing with agricultural flying. It consisted of dozens and dozens of mostly unworkable rules and regulations. Part 55 was presented to the industry and the fur began to fly!

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Methods for Reducing the Misuse of Alcohol and Psychoactive Substances in Civil Aviation

In the corporate environment, loss of productivity, accidents at work, justified or unjustified absences and other occurrences interfere in the development of the employee.

B 14 | agairupdate.com

Chemical dependence, a generic term for the pathological use of alcohol and other drugs, is today one of the most serious psychosocial problems of humanity. The excessive use of psychoactive substances results in harm in the general context of the individual’s life.

The main effects of alcohol occur in the central nervous system (CNS), where its depressive actions are similar to those of volatile anesthetics.

The effects of acute alcohol intoxication in humans are well known and influence slurred speech, lack of motor coordination, increased self-confidence and euphoria. The effect on mood varies from person to person. Some become more loving and contained, others not so much. At high levels of intoxication, mood tends to be unstable, with euphoria, melancholy, aggression or submission.

Alcoholic beverages are increasingly consumed and even extolled in commercials of major television networks, advertisements and billboards.

It is proven that most people who consume alcoholic beverages do not become alcoholics, but this possibility does exist.

In the corporate environment, loss of productivity, accidents at work, justified or unjustified absences and other occurrences interfere in the development of the employee.

The existence of the problem must be rigorously analyzed and solutions sought. The more employers are unaware of the problem of chemical dependency, the more they will deal with prejudice or neglect by failing to offer due assistance to workers with this disease.

In Brazil, in order to contribute to companies and educate employees, the National Civil Aviation Agency (ANAC) approved the (PPSP) Risk Prevention Program Associated with the Misuse of Psychoactive Substances in Civil Aviation. To comply with the Brazilian Civil Aviation Regulation

No. 120 (RBAC 120), it was developed with a view of improving the quality of life of all employees, based on the premise that the misuse of alcohol and other drugs are incompatible with a healthy life and cause losses of life.

Although there is an exception, the addict does not spontaneously seek help. Even acceptance can be manipulative; he “accepts” treatment, but only to please the company or the family. There are signs, although quite imperceptible, by the dependent to ask for help, which can be real.

However, only a well-trained team in the company will notice if the signs are true or manipulative.

Usually, there is a massive refusal of the individual to accept his dependence, whether it be alcohol or other drugs. Due to the nature of the disease, the patient does not feel sick.

The purpose of ANAC’s program is not to punish or discriminate against employees who use alcohol or drug addicts. Information obtained through consultations and exams are protected by virtue of professional secrecy, in addition to the doctor, all related professionals who have access to confidential files. Businesses and family can play a fundamental role in the transformation of the individual, enabling the prevention and treatment of this disease that today assumes an epidemiological character.

Along with PPSP, clinical psychology is one of the most well-known areas of the psychological scenario. The psychologist has the virtue of using words, looks, expressions, and even silence. Their ability is taking “out of the inside” the best you have to care for, strengthen, understand and relieve. Prevention and treatments are the most effective ways to fight drug addiction and redefine the individual.

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Agricultural / General Aviation / Autos Limited Estate Settlement Auction Gary Shumate Estate / SBF, Inc. Weldon, Arkansas Thursday October 29th, 2020 @ 10 a.m.

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REGINA’S PERSPECTIVE

Regina Farmer regina.farmer@chem-man.com

Chem-Man Growing with Technology DataSmart’s new conference room with social distancing seating; Owner Regina Farmer and Office Manager Amy Gooch.

B 16 | agairupdate.com

I often have people look at me curiously and say, “How did you get into this industry?” I usually smile and talk about my beginnings in software.

The truth is, if it were not for my parents, Chem-Man probably would have never been born.

I always loved technology when I was growing up whether it was a tape recorder, playing computer games at the Frosty Freeze or just playing “phone” with two tin cups and a string. My high school

teachers felt that I would be a great fit for the up and coming industry of computers, so I decided to try it.

When I first attended college (Arkansas State University) the degree was called Business with Data Processing, but has now been renamed to Computer Science. There were 12 computers in the whole college and we had to wait in line. After college, I worked for a small and then a large company. After working six years ➤

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for others, I decided to go out on my own and create Datasmart Software. My parents were nice enough to build me an office in their department store (rent free) and I built custom software for many companies. However, I saw the need for a bookkeeping program for my parents’ department store and I created one for them. Later a friend of mine who ran a ground rig company asked me to write a custom billing program for him. I transformed the billing program I wrote for my parents and Chem-Man was born.

currently in the testing stages of this product and plan to have it available soon.

I am so proud that our company has stood the test of time and growing with technology. We recently received a grant to increase the size of our conference room, so we could socially distance.

Since most everyone is currently working at home, it is pretty much me and Amy (office manager) at our new location. However, as my dad says about the virus…”This too will pass someday.” I am hoping sooner than later! Y’all be safe!

New dispatching tools to allow users to assign particular areas to designated applicators to enhance their workflow.

Throughout the years, our customers helped us enhance the program with their requests.

Things have come a long way since the old DOS days. When we moved to the new online format in 2014, we were able to expand our abilities to include mapping, GPS integration, scheduling, grower notifications, grower logins, inventory, billing, drift watch integration, multiple reports and much more!

My biggest goal with our software is to make sure we improve users’ workflow. I have been to many businesses where they are entering the same information at least six times! My goal is to bring that down to one. Although we have been steadily enhancing the program, there are several things that are currently in the works that I believe will greatly improve our users’ experience.

GPS APIs – An API (Application programming interface) is basically having multiple systems talk to each other. My goal is to get away from USB drives and have the applicators send and receive as much information as possible. This will come with an easy, interactive pilot screen.

New dispatching tools to allow users to assign particular areas to designated applicators to enhance their workflow.

Service Life release! This is a new online product that will provide the remaining life of the engine components and airframe parts. We are B 18 | agairupdate.com

Here a customer is using Chem-Man in his ag-plane that is integrated with his GPS unit. Photo credit Tim Letvin of Rubbert Aerial, Upham, ND

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MT-Propeller Receives STC for 5-Blade MTV-27 on Air Tractors

The MT-Propeller natural composite blades have no life limitation and are repairable in case of FOD damage.

MT-Propeller Entwicklung GmbH has received the FAA STC SA04526NY for the installation of the Quiet Fan Jet Natural Composite Propeller MTV-27-1-( )-C-F-R(P)-J/CFR300-82( ) on the Air Tractor AT-602, AT-802 and AT-802A powered by a Pratt & Whitney PT6A-65 or PT6A-67engine.

The installation is already certified by EASA STC 10072601.

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No propeller ADs TBO 4500 hours or 6 years, whatever comes first, for low maintenance costs.

No intermediate inspections on agriculture installation No intermediate inspections are needed between the TBO which requires the propeller removal Reduced cost for spare parts, like blades and lower overhaul costs, for the complete propeller assembly.

No rpm restriction for the complete operational range ROC improved by 8% (Aerial Surveillance Configuration)

The MT-Propeller natural composite blades have no life limitation and are repairable in case of FOD damage. They also provide vibration damping characteristics for an almost vibration free propeller operation and have bonded on nickel alloy leading edges for superior erosion protection of the blades.

MT-Propeller is the world leading natural B 20 | agairupdate.com

composite propeller manufacturer with 30 certified propeller models from 2-blade to the 7-blade hydraulically controlled variable pitch propeller, for engines producing up to 5000 hp, and 2-blade to 4-blade electrically controlled variable pitch propellers, for engines producing up to 350hp, as well as two blade fixed pitch propellers.

The high performance, lightweight and durable MT-Propellers can be used on aircraft with piston and turbine engines, as well as on airships, wind tunnels and hovercraft. MT-Propellers can be developed for nearly every aircraft type from motor gliders to regional airliners. Fulfilling the highest certification requirements they are also supplemental type certified on Part 25 aircraft.

MT-Propeller is holder of over 220 STCs worldwide and OEM supplier for more than 90% of the European Aircraft Industry as well as 30% of the US Aircraft Industry. More than 25,000 propeller systems with more than 80,000 blades are in service. 150 Million fleet hours are on MT-Propellers. A factory certified network of 62 service centers, provides best service and maintenance all over the world.

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IN MY OPINION

Robert McCurdy bluemaxs2rt@gmail.com “Ag-Pilot Instructor — Retired”

Leaving it on the Ground If your brain is overly occupied with anything, so much so that it encroaches on your focus and inhibits concentrating on wires, irrigation pivots, trees, the wind, etc., then maybe you should not be too quick to get back in the airplane.

B 22 | agairupdate.com

Politics is a subject that should not be included in my In My Opinion column (IMO). My IMO column is dedicated to safe ag flying according to my opinion, which I have developed from 40+ years in this industry If your brain is overly occupied with anything, so much so that it encroaches on your focus and inhibits concentrating on wires, irrigation pivots, trees, the wind, etc., then maybe you should not be too quick to get back in the airplane.

There is a huge segment of citizens who are going to vote a particular way regardless of the candidates qualifications. These voters are politely referred to as the “uninformed voters”. That name, incidentally, does not at all accurately describe this group. But the name itself does not matter. In reality, they could be called the “Blue group,” or “Tree Group,” or “Anything”, because for these people being uninformed is totally irrelevant and does not matter at all. They are going to vote exactly as dictated by the likes of a few self-appointed “reverend” that make a very comfortable living by stoking the fire of agitation.

We all mumble and grumble and repeat what we think we heard from the talking heads on cable TV or conservative talk radio, but you will not get this information from the mainstream media.

So how does this little dissertation apply to safe ag-flying? Until recently, I have been able to leave any controversial stuff on the ground when I climb up on the wing of my airplane. But the recent revelations about the rioters and other very uncool incidents in the good old USA, has got me boiling mad and terrified of those upper-echelon officials who are calling the shots for the security

and future of our country. When we combine the “uninformed” voters with those who are responsible for what amounts to civil unrest, it’s difficult for me now to leave all this stuff on the ground when it comes time to fly. God help us.

Editor’s Note: Robert wrote this article in September 2014. Although it is six years later, not much has changed.

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FERNÃO CAPELO

Dr. Rogério Ribeiro Cardozo roger.cardozo@hotmail.com.br

Importance of Proper Sleep

Sleep deprivation can have serious consequences for individuals who need to stay sharp while awake.

B 24 | agairupdate.com

It is known that agricultural aviation operations occur seasonally and regionally both in Brazil and worldwide. The ag-pilot is often also the owner and administrator of the company. Such a situation can end up causing excessive physical and psychological wear and tear. This can lead to levels of fatigue out of control and can cause incidents and accidents during such operations.

This article seeks to define and to invoke reflections by ag-operators looking beyond the maximization of this services, an increase in levels of situational awareness and consequently improve operational safety. The data presented were extracted from a class given by medical psychiatrist Captain Anderson Ravy Stolf of the Hospital da Aeronáutica de Canoas in Brazil.

Sleep is defined as the “natural state of physical and mental rest”, which is a period of reduced

level of consciousness. “Vigil” is also defined as the “state of consciousness complementary to sleep”, which would be the full manifestation of the state of alertness (sensory perception) and voluntary motor activity.

By definition, the circadian cycle is the “innate rhythms of the organism driven by the day / night cycle, social activities and the biological clock that works as a personal and exclusive brain pacemaker for each individual.” To complete the definition, it must explain homeostasis, which is the maintenance of static conditions of the individual’s internal environment; that is the balance of stable conditions.

Failure to observe such situations and conditions of balance can lead individuals to the condition of fatigue at increasing levels to become acute fatigue, cumulative fatigue, or

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and/or chronic fatigue. The table below compares the percentage of accidents per flight phase by the percentage time for each phase in an hour and a half flight operation.

It is observed that there is an abrupt increase in the percentage of accidents in the approach and landing phases, when a crew member shows signs of “relaxation of attention” most likely due to tiredness and because he is approaching the end of the mission. Such a situation in agricultural aviation may become more evident when compared to the situations mentioned at the beginning of this article; being operator/ pilot, circadian cycle and homeostasis.

Sleep Science seeks to increase things that can be done while awake, in addition to showing very clearly that sleep is not negotiable. Sleep deprivation can have serious consequences for individuals who need to stay sharp while awake. The sleep period is decreasing in the general population and at the same time there has been an increase in the number of domestic, work and traffic accidents.

The purpose of sleep is the recovery of the energy that was spent during the waking state, maintaining balance within the body (homeostasis), regulation of body temperature and appetite, maintenance of chemicals in the brain (neurotransmitters) that regulate the sleep/wake cycle and the consolidation of memory and learning.

Animal studies demonstrate the lack of sleep for more than 10 days is incompatible with life. Even in short periods of sleep deprivation, there are consequences such as psychiatric disorders, increased response time, decreased motor coordination and degradation of performing complex tasks.

In severe sleep deprivation, there may be micro-numbness (already observed during commercial aviation approaches) and an increase in cardiovascular risk conditions. Even after restoring normal sleep, the brain continues to be affected for weeks. Full recovery from sleep restriction can only occur after at least the third night of normal sleep.

Some strategies recommended to obtain a better quality of sleep that will improve the quality of life: Avoid the use of psychostimulants, rest in a quiet and low light environment with cool temperatures. In some cases, melatonin helps with the sleep cycle. However, dependence on a drug does not take the place of natural sleep.

Such practices bring benefits by providing adequate sleep that promotes rest for the body and mind. Other strategies that can also be used are taking naps, often called “Power Nap”, no longer than 40 minutes to avoid what is called sleep inertia defined as active intervals seeking environments with good lighting as well as the use of stimulants such as caffeine to stay awake. With napping, there will be well-used waking intervals, interspersed with periods of quality sleep, providing a better quality of life for the pilot and improving operational safety.

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Announcements from Minnesota

by Terry Stieren terrystieren29@gmail.com, MAAA

2021 CONVENTION The Tri-State Convention committee (following the recommendation of this year’s host state, North Dakota) has voted to postpone the 2021 Convention that was scheduled for February 2021 in Grand Forks, ND. The postponement was not a political decision, but rather a logistical one. With rules regarding public gatherings and social distancing changing on a daily basis, the committee recognized that while we could move forward and plan on the convention, it could be canceled at the last minute (without any input from the planners or attendees), leaving many applicators without any recertification/licensing options. In addition, we had a percentage of exhibitors and attendees who had already indicated their reluctance to attend because of family medical issues.

The 2021 convention has been re-scheduled to February 21-23, 2022 in Grand Forks, ND. The 2021 convention has been re-scheduled to February 21-23, 2022 in Grand Forks, ND. The MAAA will be moving forward with the MN Dept of Ag and the University of Minnesota to plan a webinar (likely in February or March) that will allow operators and pilots to recertify by attending a one-day webinar conference. Details and dates will be announced at a later date.

MET Towers Will Now Require Marking And Lighting!

The MAAA is very proud to announce that in accordance with the MAAA-sponsored legislation passed by the 2020 legislature, Met towers will now be required to be marked and lit! Notice of proposed tower erection must be given to the Commissioner of Transportation 30 days in advance of installation, and 30 days after removal. The towers’ locations will be searchable and downloadable (for GPS mapping) at this website: http://www.dot.state.mn.us/aero/meteorological-towers/ index.html If anyone has any questions, please feel free to contact me.

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ANNIVERSARY

Celebrating 75 Years in Agricultural Aviation.

PAST PRESENT FUTURE

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A WING AND A PRAYER

Carlin Lawrence carlin@agairupdate.com

The Sin of Seeking Our Own Glory

Our sinful nature loves to be admired! We want people to look up to us.

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“Even among the rulers many believed in Him, but because of the Pharisees they did not confess Him, lest they should be put out of the synagogue; for they loved the praise of men more than the praise of God” (John 12:42-43). Jesus was doing mighty miracles among these men, but it was still common for these religious leaders to seek the glory that comes from man rather than the glory that comes from God. “Whoever exalts himself will be humbled, and whoever humbles himself will be exalted” (Luke 14:11). The Bible consistently recommends humility over pride (Psalm 138:6, Philippians 2:3, and Proverbs 29:23). It’s usually best to leave “the praising of ourselves” to others.

It’s common among many political and religious leaders to toot their own horn and brag about their own accomplishments. Jesus said about seeking our own glory, “It is not good to eat much honey; so to seek one’s own glory is not glory” (Proverbs 25:27). “Whether you eat or drink, or whatever you do, do all to the glory of God” (1 Corinthians 10:31).

“Let another man praise you, and not your own mouth; “God forbid that I should boast except in the cross of our Lord Jesus Christ” (Galatians 6:14).

Speaking through Isaiah, God said, “I Am the Lord, that is My name; and My glory I will not give to another, nor My praise to carved images” (Isaiah 42:8). Peter and John were walking into the temple and a man who had been lame for his entire life called out to them, “Give me some money.” Peter said, “We don’t have any money, but what I do have I will freely give to you, in the name of Jesus Christ rise up and walk.” The man rose up and began to run around the temple

leaping and praising God (Acts 3:1-8). The crowd looked at Peter and John as if what they did was because of their great holiness, or that they had some kind of special powers that they were able to make this lame man walk.

Peter, recognizing that the people are looking upon them as though they were something special, immediately sought to turn the people away from himself and John, and to the worship of God. Peter said, “Men of Israel, why do you marvel at this?

Or why look so intently at us, as though by our own power or godliness we had made this man walk? The God of Abraham, Isaac, and Jacob, the God of our fathers, glorified His Servant Jesus” (Acts 3:9-13). It’s common today, especially in the sports and political world, for people to seek people’s praise and personal glory for their accomplishments. And we all need to remember that an angel of the Lord struck Herod because He didn’t give glory to God, and he was eaten by worms and died (Acts 14:21-23).

Paul told the man who was cripple from his birth to “stand up straight on your feet” and he leaped up and walked (Acts 14:8-10). When the people saw what Paul had done they said, “The gods have come down to us in the likeness of men!” When Paul and Barnabas heard this, they tore their clothes and said, “We are men with the same nature as you” (Acts 14:15). Paul wasn’t going to accept the praise and glory from the people for the work that God had done through him. One of the greatest dangers in the ministry is when God truly begins to use a person in a supernatural and marvelous way that they seek the glory for themselves instead of giving the glory to God.

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Taking the credit and glory for what God has done through us is an easy trap to fall into because we love for people to praise us for the good works we’ve done. Our sinful nature loves to be admired! We want people to look up to us; in fact, we want people to think that we’re more holy, righteous, and spiritual than we really are. Sometimes we put on spiritual airs, doing certain things that makes us appear to be spiritual.

Sometimes we’ll even develop a spiritual voice, a low and calm voice and say spiritual jargon, like, “O brother, God bless you.” We begin to hold our hands or stand in a so-called spiritual posture and give off the affectations of being a deeply spiritual person. But doing and saying things that draw attention to ourselves only draws attention to the individual, and not to the Lord.

If we want to be used by God in a powerful way, it’s important that we have no personal ambitions for greatness, no ambitions to be rich or famous, and no ambitions to be popular with this world.

If we want to be used by God in a powerful way, it’s important that we have no personal ambitions for greatness, no ambitions to be rich or famous, and no ambitions to be popular with this world. “A friend of the world becomes an enemy of God” (James 4:4). Paul said, “I beat my body and make it my slave so that after I have preached to others, I myself will not be disqualified for the prize…God forbid that I should glory except in the Cross of Jesus Christ” (1 Corinthians 9:27, Galatians 6:14). When people take the glory for themselves, they become unusable by God. “To God our Savior, Who alone is wise, be glory and majesty, dominion and power, both now and forever” (Jude 1:25).

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TWENTY YEARS AGO

Is There a 660 in Your Future?

by Bill Lavender

SOUTHEASTERN U.S. — Could there be an Ayres 660 Thrush in your future? Is it possible that you, like four other operators in the U.S., have decided that bigger is better? With all the hoopla of the Ayres 660 finally making its way to the ag aviation marketplace, four operators have made the decision to buy a 660 and so far, none are regretting it. AgAir Update visited with three

of these operators and conducted a telephone conversation with the fourth, asking questions about how they liked their investment thus far.

Ayres Corporation has dedicated an enormous amount of time and research to produce an excellent ag aircraft. In doing so, operators have only found minor issues that Ayres Corporation has been addressing.

(L-R) Stokes Flying Service, Dennie and Tracey Stokes; Henry’s Aerial Service, Eddie and Darrin Henry; Wil-Co Flying Service, Barry Wilson; Air Repair, Pete Jones; Tri-Rotor Spray & Chemical, Larry Smith and Danny Craig. Larry Smith pilots Ayres 660 Thrush over corn in Kansas.

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Stokes Flying Service Dennie Stokes has been operating Thrush aircraft since he started his flying service in 1981. Starting out with an R-1340powered Thrush, Dennie has operated just about every model Ayres Corporation has to offer with the PT6 engines. Presently, Stokes Flying Service operates three 510-gallon Thrush, one with a PT6A-34 engine and the other two with PT6A-45 engines. In May of this year, Mid-Continent Aircraft Sales delivered Stokes Flying Service an Ayres 660 with the PT6A-60 engine to add to the fleet. Another Ayres 660 was delivered in September and has the PT6A-65 engine.

Stokes Flying Service operates primarily from three locations, with two only a few miles apart. At the Parkin operation, the primary base, Stokes bases the 660 and a -45/510. From Dennie’s home in Earle, his son Tracey flies a -45/510. And, pilot Andy Davis works a -34/510 from Seypell, Arkansas. It’s too early to tell where the second 660 will be based, but most likely it will see service in Earle with Tracey at the controls.

Dennie is satisfied the 660 has a respectable swath of 75 feet for herbicide applications, 75-80 feet for insecticide and 72 feet for Roundup work. The swath for Roundup ➤

Stokes Flying Service has the modified step added to their 660.

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Stokes’ and Henry’s 660 has the thicker mesh engine air inlet screen, while the later versions of the 660 (Wil-Co’s pictured) are outfitted with a thinner mesh screen allowing for more air to enter the plenum.

Both Stokes’ and Henry’s mesh screens will be modified by the factory.

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Left: Henry’s Aerial’s 660 is outfitted with a full three-inch stainless steel spray system by Transland; all the way to the end of the booms. With 82 CP Nozzles, the system easily delivers 10 gallons per acre application rates at 150 mph.

Right: Darrin pointed out the removable belly skins were a good improvement for the Thrush, making it easier to clean out the aircraft around the header tank directly aft of the gatebox.

applications was pulled in three feet for an extra margin of comfort. The applications are typically flown at 140 mph using SATLOC GPS for guidance. Dennie’s 660 just had the latest SATLOC model with new screen technology and a 686 Pentium computer installed. Also, Dennie has installed a modified step that prevents the spray from accumulating on it.

Dennie says the elevator is about equal to the forces needed to move the elevator on a 510. However, Dennie says there is rarely a need to adjust either the elevator trim (in a turn) or the rudder trim once the aircraft is out of the takeoff mode.

The ailerons are extremely sensitive and well-balanced, with their design extending to the wing’s tip.

Dennie reported the PT6A-60 with its 1,050 shp has ample power for operating from Stokes Flying Service’s Earl and Parkin airstrips. Dennie hasn’t had any difficulty developing full power (red line on torque) on 100° F days. Typically, Dennie flies the 660 with 80 gallons of fuel per side from a 2,000-foot paved runway. 650-gallon loads are a piece of cake, an easy load for the 660. Stokes Flying Services’ second 660 has the PT6A-65 engine, 1,300 shp. Dennie explained there were some short farmer-furnished unimproved strips where he felt there would be a need for more power during takeoff.

How much more work from the 660 can an operator expect? At the time of this interview, Dennie had flown the 660 more than 265 hours, working both dry fertilizer on rice and various liquid applications. His definition of more productivity is the 660 stays right with the -45/510 Thrush, load for load, only the 660 is carrying an additional 1,000-pound payload, for a total of 3,800-4,000 pounds of urea. Additionally, when the 660 lands closely behind the 510, it will be loaded with its extra 1,000 pounds of fertilizer and depart down the runway ahead of the 510. Dennie attributes this to the new hopper B 32 | agairupdate.com

lid Ayres Corporation designed for the 660. It opens up wider, quicker with the two over-center latches and the ends are equal in size for a quick fill from Stokes Flying Service’s 12-inch auger.

Dennie figures the 660 is a solid 30% more productive than his -45/510s, since he is carrying 30% more material, load for load. As for the -34/510, Dennie says that during the course of the day, the 660 on longer ferries could “lap” the -34/510, getting in an extra one or two loads; an estimate of 30-35% more productivity with the 660.

Stokes Flying Service uses both the Transland 22007 deep throat spreader and the Breckenridge 12-vane spreader. Either one gives a good pattern for dry fertilizer. According to Dennie, the Breckenridge mounted on the 660 provides a little wider swath, while the Transland flies and handles the heavier volumes of fertilizer applications better. Stokes Flying Service has bought its own dry evaluating equipment from WRK and will be doing more pattern testing this fall.

Henry’s Aerial Service If there is one thing I found to be true, it was the consistency of the comments made by each of the new Ayres 660 Thrush operators. No one knew anything about what the other had told me, but in every case, the same numbers, ideas and comments were emerging.

In Brinkley, Arkansas I visited with father and son, Eddie and Darrin (the son) Henry of Henry’s Aerial Service. They traded-in their -34/510 Thrush to Pete Jones of Air Repair for their new Ayres 660 Thrush. They kept their -42/510 (850 shp). In the six weeks Henry’s Aerial has operated their 660, they have logged slightly more than 150 hours. “We put the 660 to work at the tail end of our rice season spreading ➤

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fertilizer. I like it,” simply put by Darrin. The 660 has been performing well for the Henrys. It is powered by the PT6A-60 engine. They have had no difficulty making power to easily depart from a 2,000-foot strip.

Darrin is assigned the 660, while Eddie flies the -42/510.

Darrin gives the new hopper lid high marks. He is equally satisfied with the way the aircraft handles in windy conditions.

Like Stokes Flying Service, the Henry’s 660 carries 1,000 pounds more fertilizer than the 510 Thrush, is fast to and from the field and quick when it comes to loading. Henry’s 660 will work from any strip their -42/510 will work from with an extra 1,000-pound payload.

Eddie commented, “The 660 flies a little differently than the 510. But, we’ve found it easy to get used to.” Dennie and Darrin both commented that the 660 easily carried 650 gallons.

The Henrys are using the Breckenridge spreader with a 65foot swath at 200 pounds per acre application rate. Cutting to the 100-pound rate extends the swath to 80 feet. Dry fertilizer is applied at 155 mph.

Five-gallon work is flown using a SATLOC with flow control and CP Nozzles at 75 feet, while herbicide work and ten-gallon work is applied using 70 feet for a swath width.

“We are really happy with the way the 660 handles, especially the aileron control. It is a safe aircraft that gives you plenty of pre-stall buffet before any kind of a stall occurs. And, our farmers really like the 660, actually thinking the aircraft is going slower. We guess it is an illusion from its size,” both Eddie and Darrin concluded.

The Henrys reported their 660 was burning about 75-80 gallons of fuel per hour with power settings ranging from 30 psi down to 23 psi while working the aircraft. Eddie and Darrin commented they would like to see a bottom fuel loading system become available for the 660. The Henrys also told me they were getting longer life from their K&N barrier air filter, changing the first one after 130 hours. They believe because the filter is recessed in the plenum it is coming in contact with less dirt.

Wil-Co Flying Service Leaving a pair of happy Thrush pilots, I traveled further south to De Witt, Arkansas to visit with Barry Wilson of Wil-Co Flying Service. Barry had just taken delivery the day before of his new 660 Thrush. Outfitted with a PT6A-65 engine, it is painted with Alumagrip in traditional Thrush yellow.

Wil-Co Flying Service operates two -34/510s and one -42/510 Thrush. It will be selling one of the -34/510s and replacing it with the 660 (see AAU Trader’s cover, September 2000). Because Wil-Co’s season was about to end, I wondered aloud why Barry would buy the 660 this time of the year.

“Bill, I was one of the first to express an interest in buying a 660 a few years ago. I’ve had to add an extra Thrush while waiting for the 660. I could have waited until spring, but Pete B 34 | agairupdate.com

This is the hopper lid on Wil-Co’s 660, the new one everyone is so excited about. AAU believes this would be a good modification for the 510.

Not one to put off projects, Barry plans to begin setting up his 660’s spray system and spreader (Transland’s 22007) this fall with Dr. Dennis Gardisser. The SATLOC unit needs to be installed and Barry is planning on returning the 660 to Air Repair for the installation.

Jones had this aircraft outfitted just the way I wanted it and the deal he made me was too good to turn down. I don’t know if I’ll need the extra horsepower of the -65, but if I do, I’ll have it. We work from several unimproved strips, and I simply have to be able to get off with a load,” Barry explained.

Most of Wil-Co’s work is wheat and rice. That means a lot of fertilizing. Barry feels the 660 will relieve the pressure on pilots to stay caught up during their busy season of May through July.

“When I was figuring on buying the 660, I was counting on a 20% increase of productivity. We have been operating our 510s 700-750 hours a season. A 600-hour season would be much better and that’s what I’m looking for from the 660.” Barry was delighted when I told him the Henrys and Dennie Stokes figured the 660 was more like a +30% increase in productivity over the 510.

Barry Wilson has been quite a success story. He flew for Double A Flying Service for six years, before he and his grower partner, Drew Counce, opened their own operation in De Witt six years ago. They have always operated the Ayres Thrush and are completely satisfied with the aircraft’s reliability and

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Air Repair, Inc. modifies its 660 customers’ aircraft with several mods, of which three are pictured above; (L-R) deflector plate for tail wheel spring, transparent leading edge tape for horizontal stabilizer and an assist handle attached outside the hopper aft of the firewall.

overall toughness. Barry has built up Wil-Co Flying Service to the level where it is working three Thrush ag craft a combined 2,000 plus hours a season. With the 660, some of the pressure will most assuredly be removed.

Air Repair After I left Wil-Co in Arkansas, a quick flight over the Mississippi River placed me at Pete Jones’ Air Repair in Cleveland, Mississippi. Air Repair delivers an Ayres 660 slightly modified. The wing is marked to easily find the fuel cap, an assist handle is installed to help with mounting the wing from the front, all the side panels are taped off with clear anti-chafe tape, the boom pressure gauge transducer is mounted inside the aircraft, protecting it from the elements, a start-flight counter is installed, all bolt heads, nuts, and rod end bearings are coated with Par-Al-Ketone, the aircraft is treated with Corrosion X, a deflector plate is mounted to the forward end of the tail wheel spring and a drain hole for rain water is drilled in the tail gear.

“These are small, but important items that we’ve found help keep our customers happy with their investment in a Thrush,” Pete explained. Pete has been a Thrush dealer since 1995 and usually delivers 6-10 new Thrush each year. Air Repair has one more 660 coming off the assembly line in 2000.

Tri-Rotor Spray and Chemical Upon arrival back at the office in Georgia, a call to Larry Smith of Tri-Rotor Spray & Chemical in Ulysses, Kansas was made. Larry has an agav operation that can meet just about any requirement that a grower would need. His company has a fleet of three turbine-powered ag planes that includes an Ayres 660 (sold to Tri-Rotor by Dave Johnston of Johnston Air Service in Tulare, CA), an Air Tractor AT-602 and an AT-302 powered by a Garrett TPE-331-1 (after removing the Lycoming 101 turbo prop engine). The Ayres 660 is powered by a PT6A65, while the AT-602 is powered by a PT6A-45 engine.

However, in addition to Larry’s three ag planes, his company also uses three Hiller helicopters, one turbine-powered and

two recip-powered. And, to compliment the six aircraft, Larry’s company uses two ground machines as well; a well-rounded company when it comes to meeting the spraying needs of its customers.

When I telephoned Larry, he had been busy spraying army worms in alfalfa, gravy work at the end of a good year. Pilot Danny Craig had already logged over 250 hours in the Ayres 660. Danny has told Larry that he really likes the stability of the 660. It flies like a Thrush and handles great on the ground or in windy conditions. Larry’s comment was Ayres Corporation had made a lot of good improvements to the Thrush line with the introduction of the 660.

Operating from 3000 MSL, with temperatures +90°F full loads any time of the day are the norm. In Kansas, the 660 typically flies over row crops planted under pivot systems with 1/2 mile runs covering 125-acre blocks. Currently, the 660 is in Plains, Texas working a boll weevil contract. In the winter, the 660 will work in Yuma, Arizona treating produce crops. The overall annual average application rate for Tri-Rotor is 4.46 gallons per acre, according to Larry’s calculations.

“The 660 is a money maker. It can be slowed in the turns allowing for a shorter turn radius and a quicker return to the field. And it’s very fast for ferrying, all adding up to a highproduction aircraft with its full hopper capability anytime, anywhere,” summarized Larry, with his opinion of the 660.

In Summary A 660-gallon ag aircraft has its own special niche. With a few modifications, a fleet of 660s have already been ordered

by Kelner Ayres Center in Thunder Bay, Canada for forestry work in the North woods. It has the capacity to work hard in the rice environment, fast ferrying from strip to field and back, while at the same time able to fly slow for tight, hard to get to jobs. The 660 is truly a versatile ag aircraft filling its flying role spraying row crops in Kansas, produce in Arizona and spreading fertilizer in the Delta, with forestry/fire missions on the horizon in Canada. It has been a long wait, but one that surely will have been worth it. agairupdate.com | B 35

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NTSB REPORTS Accident Synopses

NTSB Identification: WPR20CA153 Date: May 23, 2020 Location: Artois, CA Aircraft: Ayres S2R Injury: Minor During a telephone interview, the pilot reported that, as he was landing, the airplane started to drift into nearby power lines. He initiated a go around; however, the left wing caught the power lines. The airplane impacted the ground and tumbled several times before it came to rest inverted. The fuselage was substantially damaged.

The pilot reported that there were no mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

In a follow-up written statement, the pilot reported that during the landing on a dirt airstrip, the right-side brake failed due to a ruptured brake line. During the aborted landing, the airplane hit a power pole and wires.

During the initial interview and report of no mechanical failures or malfunctions with the airplane, the airplane was released to the owner and the brake system was not examined.

NTSB Identification: CEN20LA276 Date: July 12, 2020 Location: Keokuk, IA Aircraft: Rockwell S2R R1340 Injuries: None A Rockwell Thrush S2R was substantially damaged when it was involved in an accident near Keokuk, Iowa. The pilot was not injured. The airplane was being operated as a Title 14 Code of Federal Regulations (CFR) B 36 | agairupdate.com

Part 91 ferry flight.

The agricultural airplane had just completed major repairs in Missouri.

Part of the repairs included the removal and reinstallation of both wings. The intent of the flight was to ferry the airplane cross-country from Missouri to its home base in Vinton, Iowa, with a planned fuel stop in Keokuk, Iowa.

According to the pilot, he had topped off the airplane with 197 gallons of fuel prior to departure from Hayti. The pilot stated that after an uneventful enroute flight, he was flying about 1,500 -1,800 ft above ground level on a straight-in approach to runway 32 at Keokuk when there was an engine temperature surge and then a decrease. The engine stopped running and the pilot attempted restart procedures. The pilot assessed that he was not going to make it to the airport and decided to land the airplane in a field. During the landing, the airplane sustained substantial damage.

Examination of the airplane after the accident revealed that a fuel vent line in the right wing was creased across a structural beam. The creased fuel vent was not consistent with impact damage, and restricted air from entering the fuel tank. Further examination of the vent line revealed that the installation right wing’s vent line was not correct and the left wing’s vent was installed properly.

NTSB Identification: ANC20LA069 Date: July 14, 2020 Location: Birch Creek, AK Aircraft: Air Tractor AT-802 Injuries: None An Air Tractor AT802A airplane sustained substantial damage when it was involved in an accident near Birch

Creek, Alaska. The pilot was not injured.

The airplane was operated as a Title 14 Code of Federal Regulations Part 137 firefighting flight.

The purpose of the flight was to support wildland firefighting operations.

The airplane was equipped with Wipline 10000 amphibious floats in the Fire Boss configuration. Scoops could be manually deployed by a switch located on the control stick of the airplane that actuated an electrically driven hydraulic pump; when the switch was released the scoops would retract. Water was routed through the scoops located on each float to a hopper located in the aircraft.

In addition, the airplane was equipped with an asymmetric scoop warning system. In the event of an asymmetric scoop deployment, an audible warning “asymmetric scoop” would sound and a red warning light would illuminate on the instrument panel.

According to the pilot, on the 28th scoop of the day, he touched down on the surface of the water and deployed the scoops to begin filling the airplane’s hopper when the airplane veered hard to the right. In an effort to correct for the veer he released the scoop switch and applied left rudder to no avail. He retarded the throttle and applied reverse thrust as the airplane began to impact trees located on the lake’s shoreline. The airplane came to rest upright in a marshy area on the lake’s shoreline sustaining substantial damage to the right wing.

An initial on-scene examination of the airplane revealed no mechanical malfunction or anomaly with the airplane’s scoop system. Control continuity was established from the rudder pedals to the water rudders and air rudder. A detailed wreckage examination is pending.

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NTSB Identification: ERA20CA253

NTSB Identification: CEN20CA300

Date: July 15, 2020 Location: Washington, NC Aircraft: Air Tractor AT502 Injuries: None

Date: July 20, 2020 Location: Dickeyville, WI Aircraft: Robinson R44 Injuries: None

The pilot reported that after the completion of an aerial application flight, during the landing roll on a wet grass runway, the airplane slid off the left side of the runway, where the left wing subsequently impacted corn stalks, which “further drug the aircraft into the corn and ditch.” The fuselage, wings, and empennage sustained substantial damage. The pilot reported that there were no preimpact mechanical malfunctions or failures with the airplane.

The pilot reported that while performing an aerial application flight at low altitude, the helicopter impacted wires between two poles. He stated the wires were higher than he expected due to the change in terrain contours relative to the poles, and he did not see the wires until just before impact.

He then performed a precautionary landing to an adjacent waterway. The helicopter sustained substantial damage to the main rotor blades. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation.

NTSB Identification: CEN20LA294 Date: July 20, 2020 Location: Harlan, IA Aircraft: Rockwell S2R Injuries: None An Aero Commander S2R received substantial damage when it was involved in an accident near Harlan, Iowa. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot stated that during a spray pass he felt the airplane yaw abruptly left and remained in an uncontrollable left yaw for about 10-15 seconds and at times pitching uncontrollably downward.

The top 2/3 of the rudder had separated but remained attached. When the top portion of the rudder completely separated, the pilot regained control of the airplane and landed without further incident.

The separated portion of the rudder was not recovered. The top rudder hinge had fractured through and had brown colored features consistent with corrosion. The remaining portion of the rudder and stabilizer was retained for metallurgical examination.

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NTSB Identification: CEN20LA306 Date: July 25, 2020 Location: Grant, NE Aircraft: Air Tractor AT-502 Injuries: Fatal An Air Tractor AT-502B was substantially damaged when it was involved in an accident near Grant, Nebraska. The pilot was fatally injured.

The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 137 agricultural flight.

According to the airplane operator, the pilot was flying an aerial application flight at the time of the accident.

The track data downloaded from the airplane’s Satloc GPS guidance system showed most of the flight. At 1108, the airplane departed runway 33 at Grant Municipal Airport (GGF), Grant, Nebraska, and then flew southbound to the field to be sprayed. After arriving over the field, the pilot completed several orbits of the field before he began spraying the field using a series of east/ west flight paths.

According to the recovered track data, the pilot entered a climbing left turn after each spray pass, with the airplane routinely climbing 400-500 ft during a course reversal turn. The airplane’s average ground speed during the spray passes ranged between 155 and 165 mph, and the ground speed decreased to between 104 and 120 mph during each course reversal turn. At 1136:48, the final recorded track point showed the airplane climbing on a west heading near the end of a spray pass at the north edge of the field. The airplane’s final ground speed and altitude above ground level (agl) were 152 mph and 70 ft agl, respectively. According to a Satloc representative, the GPS guidance system had a 6 second delay between data acquisition and when the data was saved to non-volatile memory. The final position report was located about ¼ mile northeast of the accident site.

A pilot of another agricultural airplane was operating in a nearby field when the accident occurred. He reported that he and the accident pilot had maintained radio contact throughout their respective flights using a common traffic advisory frequency. The pilot reported that the accident airplane consistently climbed 450-500 ft agl during its course reversal turns following each spray pass. The pilot stated that the last time he saw the accident airplane it was flying westbound in a climb before it rolled right into a 90°-100° bank turn with a nose-high pitch angle of 10°-12° above the horizon. The pilot stated that the accident airplane was turning toward north as the nose of the airplane pitched down through the horizon, consistent with a Lazy Eight flight maneuver. The pilot stated that he lost visual contact with the accident airplane when he entered a left turn at the end of a spray pass. After completing several additional spray passes, the pilot was unable to contact the accident pilot over the radio and subsequently spotted the airplane wreckage in the cornfield as he was returning to GGF.

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The accident site was in a cornfield located about 8.7 miles south-southeast of GGF. According to a Federal Aviation Administration inspector and an Air Tractor accident investigator who responded to the accident site, the airplane impacted terrain in a nose down pitch attitude. The corn stalks immediately surrounding the accident site exhibited damage consistent with a 45° nose down flight path angle. There were no ground impacts or a discernable debris path preceding the wreckage.

The airplane was found upright with significant impact damage to the forward fuselage and the leading edge of both wings.

The fuselage was oriented on an eastsoutheast heading. The aft fuselage and empennage exhibited minor impactrelated damage. Both wing fuel tanks had ruptured during impact, and the odor of Jet-A fuel was present at the accident site. Flight control continuity could not be established due to damage; however, all observed separations were consistent with impact-related damage.

The flap actuator measured 2.125 inches and was consistent with a 20° flap extension at impact. The aileron drooping system was continuous from the flap torque tube to the aileron bellcrank support assembly. Both landing gear legs had separated from the fuselage during impact. The engine and the propeller were found buried about 3 ft below ground level. The postaccident examination did not reveal any anomalies that would have precluded normal airplane operation during the flight.

NTSB Identification: WPR20LA247 Date: July 30, 2020 Location: Holtville, CA Aircraft: BELL OH58A Injuries: Minor A Bell OH-58A helicopter sustained substantial damage when it was involved in an accident near Holtville, California.

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The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 137 agricultural flight.

The pilot stated that after his initial departure, he touched down to pick up his first load. After he completed dispersing two loads he returned back to the loader and added another load. He made a normal takeoff and completed three passes over the intended field.

As he approached wires, the pilot maneuvered the helicopter into a climb and prepared to make a fourth pass.

After completing a left turn back to the field, the engine experienced a total loss of power. He performed an autorotation and during the touchdown, the helicopter collided into haystacks.

NTSB Identification: WPR20LA246A Date: July 30, 2020 Location: Elgin, NV Aircraft: 2 Air Tractor AT-802s Injuries: 2 - Fatal Two Air Tractor AT-802A airplanes were destroyed when they were involved in an accident near Elgin, Nevada. The pilots of both airplanes were fatally injured. The airplanes were operated as public use firefighting flights.

The airplanes were functioning as single-engine airtankers (SEATs) for the Bureau of Land Management providing aerial firefighting services at the time of the accident. According to automatic dependent surveillance broadcast data (ADS-B) and witness statements, the airplanes departed Mesquite, Nevada as a flight of two about 1225 to deploy their third load of fire retardant that day. ADS-B data showed that AT-802A #1 was in lead and AT-802A #2 was in trail as they flew northeast towards a designated fire traffic area in a climb.

At 1252:47, the pilot of AT-802A #1 started a descent from 7,100 ft msl accompanied by a slight right turn to the north and then he turned west about 15 seconds later. AT-802A #2 followed

the movements of AT-802A #1 from about 1,500 ft behind him. About this time a lead airplane had begun to escort the flight of two SEATs to their intended drop area. At 1254:37, AT-802A #1 turned left to a southeast heading and descended from about 6,000 ft msl, with AT-802A #2 still about 1,500 ft in trail. AT-802A #2 began a turn to the southeast a few seconds later and descended from 6,100 ft msl, but when they leveled out, AT-802A #2 was about 500 ft in trail of and 100 ft below AT-802A #1. The data showed that the airplanes were in a descent about 400 ft above ground level when the ADS-B data ceased temporarily at 1955:23 for AT802A #1 and at 1955:28 for AT-802A #2. The data for AT-802A #1 resumed at 1255:38 and showed the airplane in a climb along a southeast heading.

The track for AT-802A #2 resumed at 1255:45 and showed the airplane in a climb on a similar heading about 70 ft in trail and 125 ft below AT-802A #1.

Video recorded by a ground witness captured both airplanes seconds before their collision, which showed AT-802A #1 descend to a low altitude, deploy fire retardant, and then immediately begin a shallow climb. The video showed AT-802A #2 following very close in trail of AT-802A #1 during this time.

AT-802A #2 then deployed fire retardant and began a rapid climb. Witnesses in nearby firefighting aircraft stated that they heard the pilot of AT-802A #2 announce over the radio that he had retardant on his windshield and was initiating a go-around. According to witnesses on the ground, as AT-802A #2 climbed, it suddenly began a left turn and collided with AT-802A #1.

Both airplanes then descended rapidly to the ground.

Postaccident examination of the accident site revealed that AT-802A #1 was mostly consumed by a postimpact fire. The wings and forward fuselage of AT-802A #2 came to rest about 315 ft beyond AT-802A #1 and did not burn. The tail section of AT-802A #2,

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was located about 450 ft northwest of the forward fuselage and was partially damaged by postimpact fire.

The wreckages were retained for further examination.

NTSB Identification: CEN20LA327 Date: August 3, 2020 Location: Alicia, AR Aircraft: Grumman G164 Injuries: Minor A Grumman G164 airplane was substantially damaged when it was involved in an accident near Alicia, Arkansas. The pilot suffered minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot stated that soon after takeoff from a private airstrip, a panel came loose on the right side of the airplane.

Due to difficulties controlling the airplane, the pilot made a forced landing into a flooded rice field, which damaged both wings and fuselage. The airplane will be examined after recovery.

NTSB Identification: CEN20LA330 Date: August 8, 2020 Location: Logan, IA Aircraft: Robinson R44 Injuries: Serious A Robinson R-44II helicopter sustained substantial damage when it was involved in an accident near Logan, Iowa. The pilot sustained serious injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot was assigned to spray a 380-acre cornfield. The pilot had just completed several spray runs and was turning to line up for another run, when he heard the engine emit a “pop� noise and the engine then accelerated. The pilot pulled pitch to slow the engine with no avail. The pilot reported he had control of the helicopter, but he did B 42 | agairupdate.com

not have control of the engine speed.

The pilot attempted to flare and land the helicopter; however, the helicopter impacted an area of rising terrain and came to rest on its right side.

The helicopter sustained substantial damage to the fuselage, the main rotor system, the tailboom, and the tail rotor system. The helicopter was recovered from the accident site for a future examination of the airframe and engine.

NTSB Identification: CEN20LA353 Date: August 20, 2020 Location: Inverness, MS Aircraft: AIR TRACTOR AT602 Injuries: None An Air Tractor 602 airplane was substantially damaged when it was involved in an accident near Inverness, Mississippi. The pilot was not injured.

The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

In a statement provided by the pilot, he was on short final to land at the private strip. He required more engine power to make the runway so he attempted to advance the power lever, but it would not move. The pilot made a forced landing in a field short of the runway and the airplane came to rest upright.

An initial examination of the power lever revealed that it was stuck near the idle position and could not be moved.

The airplane has been retained for further examination.

NTSB Identification: CEN20LA357 Date: August 21,2020 Location: Del, AR Aircraft: Air Tractor AT802 Injuries: Fatal An Air Tractor AT-802A was substantially damaged when it was involved in an accident near Del, Arkansas. The pilot was fatally injured.

The flight was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The flight was to apply a fungicide agent to the crop. An initial report from two witnesses, who saw the airplane during the flight, indicated that the airplane made a steep turn, before losing altitude. The responding Federal Aviation Administration inspector noted that the airplane impacted terrain in a nose down attitude. The front of the airplane was heavily damaged, the wings were accordioned crushed along the wingspan, and the engine was submerged in the ground.

The wreckage will be recovered to a secure location for a detailed examination.

NTSB Identification: CEN20LA364 Date: August 24, 2020 Location: Ogallala, NE Aircraft: Grumman G164 Injuries: None A Grumman G164B airplane sustained substantial damage when it was involved in an accident near Ogallala, Nebraska.

The pilot was uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

According to initial information, the airplane had flown earlier in the day and it was departing on a local flight. The engine lost power after takeoff during the climb. The pilot dumped the load of rye seed he was carrying, checked the magnetos, and made sure the fuel was on. He made an emergency landing in a cornfield about 1.85 miles from the airport. The surrounding terrain was flat. However, upon landing, the bottom wing impacted corn, which inverted the airplane. The pilot was uninjured during the crash and was wearing a 4-point harness and helmet.

The airframe and engine have been retained for further examination.

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VOLO PER VERITAS / FLYING FOR THE TRUTH Juliana Torchetti Coppick jutorchetti@yahoo.com.br

Nobody is Going to Get Out of this Pandemic Unscathed

Times are turbulent ... so fasten your seat belts and get ready

And as much as we in agricultural aviation can celebrate the fact that our sector is considered an essential service, we cannot ignore that we will be affected by the domino effect of this global crisis.

In the last few months I was impressed by the number of commercial and executive aviation pilots looking for me with different questions and the same purpose: to migrate to agricultural aviation! Times are turbulent ... so fasten your seat belts and get ready: a huge contingent of disillusioned pilots with their berimbelas are ready to put on their overalls and fly low in search of food for their families. It would be easy to just tell them: “welcome on board! ”. But the truth can sometimes be harder than a bad landing. Ladies and gentlemen pilots: “Agricultural aviation is not an emergency exit!”

I am not saying that our sector should be treated as an elite and closed club, but the truth is that many aviators may end up being disappointed when they join agricultural aviation just because they believe that this is a way of “breaking the branch” or “making a fast money”. Among the many responsibilities we have in our profession, informing people about what we do and how we do it is one of the most important tasks.

And are we aware of the best way to guide our fellow aviators in deciding whether or not to make this change in their careers? The way we are seen by the aeronautical society is still quite confusing and stigmatized.

I clearly remember that when I was an airline co-pilot and commented on the desire to one day become an agricultural pilot, many pilots said: “So are you going to be like those guys who fly in shorts and flip flops?” Or, “Oh yes, flying those planes that spray pesticides, right? I heard that

they earn well, but the service is dangerous.”

I do not condemn you for not having a full understanding of our craft. On the contrary, I feel a duty to help people to see us more truthfully; without myths or stigmas.

The messages I receive today are very similar.

They are usually aviators who have considerable experience in general and airline aviation with many hours of flight in large aircraft and, truth be told, most like airline aviation and plan to retire there. And, that is one of the red lights that I see in these conversations. After all, one thing is an aviator who, after some time in a certain activity, feels the genuine desire to become an agricultural pilot. Another thing is quite different when the pilot finds himself on unpaid leave (as is the case with many today) or unemployed and believes that agricultural aviation is a quick way to make money. The idea, besides being mistaken, is dangerous.

Of course, I believe that airline pilots can adapt to agricultural aviation and really feel fulfilled. I am living proof of that. With training, willingness to learn, discipline and time, I believe that almost any new trade can be learned. I am a fierce fighter for aviation and I am totally in favor of reaching out to those who are taking their first steps in their careers. I’ve seen many stories of people who overcame the scarcity of resources, the difficulties in learning a certain maneuver and even people who overcame the age barrier and today are happy and fulfilled in their careers. However, it is also our duty to guide aspiring agricultural pilots who establish themselves in this market that it takes time and patience.

I tend to be very impartial and truthful when responding to those who ask me what I think ➤ agairupdate.com | A 27

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of the idea. I speak of the flowers and thorns of our craft. The idea is by no means to discourage anyone, but just to make it clear that if the only reason to consider joining agricultural aviation is to make money quickly, it is better to look for another option. So a good idea is to ask, “If it weren’t for the airline aviation crisis, would you consider becoming an agricultural pilot?”. If so, great! But if the answer is “no”, then perhaps it is a case for reconsidering options.

It is also worth remembering this career change requires a financial investment and time. But most inexperienced pilots usually spend time working on the ground while waiting for the opportunity to fly the first crop. Some wait years, others get lucky and get an opportunity quickly. But it is not a career that is built quickly.

Surely the surplus of pilots on the market will impact us. For aircraft owners, there will be more labor supply and for pilots there will be more competition. But I really don’t think that’s the most relevant point of the question.

What matters most is that our profession still flies in the shadows of some stigmas (some terrible and others worthy of a fairy tale). I’ve heard

questions like: “Is it true that an agricultural pilot works only six months a year and earns around $300 thousand dollars?” I usually answer jokingly: “If it’s true or not I don’t know, but if you know where this job is, let me know!” As you may have noticed, not everyone sees us in a bad way. Some believe that we fly in shorts and flip-flops and earn millions! Jokes aside, I believe it is of paramount importance to clarify that agricultural aviation is a serious profession..

Some were born to fly high, others to fly low. And it should be a genuine choice, never a decision to just pay the bills. One thing is certain; current times have led us to different questions.

We ponder what is essential, review our values, become more aware of the use of the resources we have and reinvent ourselves. Therefore, let us be cordial and true to each other. After all, in times of faces covered with masks, a kind word is worth more than many smiles!

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1989 Super B Fat Cat, super 6 engine, 500 gallon, 11,166 TT, 1189 since hot, 188 IRAN, hydraulic spray system, air conditioning and heat, wing extensions, servos, night lights, E/I digital gauges. $250K out of annual or $280K with annual. 509-520-8267 1976 G164B Ag Cat, 8128K, Extended wings, Servos, Tall Tail, 1340 Covington, 40 hrs. since major overhaul

by Covington, 600 hr. TT since full ground up restoration, hydraulic prop, A/C, Stainless booms, Transland gate, 330 gallon hopper. Best offer! Call Bob at 402-367-2941 Brainard, NE

1977 Turbine Super-B Ag Cat, Make me an offer! Cash talks, and so do Lancair Propjets with anti-ice. Walter engine with 2180hrs on it, hot & high engine, hot section just over 500hrs ago, smoker, A/C, right boom shutoff, 400g hopper, bottom load fuel, Bantam/Intelliflow, annual current thru September, always hangared, flies periodically. $199k OBO 775-2171576

Your choice out of three 400 Gallon Super B Ag Cats. Only looking to sell one at the moment but all are well maintained and always hangared northern airplanes. They aren’t exactly alike though, so look at each photo for better details. All Garrett powered (2 have Super 1’s & one is a -1), 400 Gallon Hoppers, SS Booms, Swathmaster Spreaders, All Metal Wings, Cockpit Heat, Bottom Load Fuel, Automatic Flagman. These airplanes are all working, so the times are subject to change. $295K Message for more info, or call 541-969-2062.

Super1 B Model. Very clean B model with super 1. 335 hopper, 114 fuel, bottom load fuel, Smoker, cool seat, great A/C, radio, CP flat fans, SS booms, Transland pump with electric brake. $225,000 Call Jim at 715-252-6227

1977 Super A Ag Cat 600, Serial #1714, N6741Q, 7454 TTAF, 1738 SMOH Tulsa engine, 10,310 TT since mfr., all case numbers match, some newer cylinders, mags, carb., cam, still strong running & clean, refurbished by Hershey at 5715 TT, 330 gal. hopper, new skins, straight tail, all servos, wing tips. $65K 660-739-4509 Export Special! G164A S/N 1188, “Factory-Jigs” OHC fuselage, new 335 Hopper, 1” Gear, Ext’d Wings, 80-fuel, 24V w/Strobes, E-Servo, TWLock, TE Hybrid Combo, ready for 100-hr servicerun. YOUR R985/R1340 E&P, CofA’d 4 Ex, packed in YOUR container, fobWR, $75K. frank.kelley@ag-cat.com, 870886-2418/2489F, 759-1692 cell

1975 Grumman Ag Cat G164A, AFTT 5678, Engine & Prop TT 302. $100,000 Call Boyd at 406-388-4497 or 406-580-9909

1978 B Model 600. 7400 TT. 4 hrs SMOH 4hrs SPOH. Aircraft completely refurbished by Hershey Flying Service in 2004 @7302 TT. SATLOC M3. New 330 gal Hershey Hopper.

Aircraft is like new. $150,000. Will consider trade for low time B55 Baron or V35 Bonanza. 701-430-0215. Arvid

1962 Light Frame Ag Cat R-985, 11025 TT, 825 SMOH, Engine just installed after complete tear down and repair from Tulsa engines, SATLOC M3, Bottom Load Single Point Fuel System, 80 Gallon Fuel, 25” Transland Gate, New Transland 8 Vane Large Intake Spreader, Smoker, Flagger, Oil Filter Kit, SS Booms w/CP-09 Nozzles, Heavy Landing Gear, Locking Tailwheel,253 Hours on Tulsa Blower Overhaul,S.S. Belly, Early B- Model Wing Extensions, B- Model Canopy/Tail, Fuselage Strobe. $55,000 701-4001113

1976 Grumman Ag Cat G164A, TTAF 8689, Engine & Prop TT 0. $115,000 Call Boyd at 406-3884497 or 406-580-9909 (3) Super-6 FAT CATs! Hi Wings, Long Fuel, Metalized, 500+Gal 41” TL Deluxe Combos w/ C-Model Gear, T.S.T., FlyTips, Fully Servo’d, Fresh Annuals.

Retired owner will accept reasonable offers, consider Ag Cat Trade-Ins. AgCat Sales & Service since ‘71. 870-8862418/2489F, 759-1692Cell or frank. kelley@ag-cat.com Winter Completion: 2021 TURBO SB+ Mod’d QueenCat, 400 Gal, 120 fuel, Hi-Wings, T.S.T., Heavy G/S/W, TST, DAF TL-38 Combo, AgJet FWF w/NEW Prop (Your TPE331 Engine). ALL frameworks “fixture-perfect”. Buy smart, fly safe, do better work! $395K Outright.

AgCat Sales & Service since ‘71.

870-886-2418/2489F, 7591692Cell frank.kelley@ag-cat.com Better than new, perfectly configured, lovingly ground-up rebuilt 450 Ag Cat! 300 gal, 67 fuel, Ext’d, FlyTips, “B” Canopy/ Cockpit, TL-25 gate. EVERYTHING NEW OR OHC. $185 FIRM AND A BARGAIN! If you don’t want the finest 450 ever, don’t call. AgCat Sales & Service since 1971. 870886-2418/2489F, 759-1692 Cell, frank.kelley@ag-cat.com

agairupdate.com | A 31

CLASSIFIEDS BETTER than NEW (2) “Super-A+350 Gal HV TL Combo QUEEN CATS. Loads of options...TST, FlyTips, Servos, 80 fuel FSTW & Lock. Sero EVERYTHING. Buy smart, fly safe, do better work! Bank on 4-wings! Ag Cat Sales and Service since 1971. 870-2418/2489F frank.kelley@ ag-cat.com

Aircraft - Air Tractor AT-301

1980 AT-301 With Only 248 Hours Since Overhaul!

Nice 301 ready to go to work. Last annual in March.

TTAF 7400, Engine TTSN 9800, Has a SATLOC GPS system installed. Equipped with flow control. Only 50 hours since wing spars were replaced! About 6950 hours remaining until the next replacement. $87,500 Call 806-5950330 or email travis@flightmechanix. com 1986 AT-301, 600 hr R-1340, Bantam GPS, CP’s, smoker. Come get it “as is”.

For more information call 309-7594646 or email farmair@farmairinc.com

1991 AT-401, TTAF: 9712Hrs (Approx. 1000 hrs left on spar AD), Last Annual 3/2015, Geared Tulsa 1340 TSMOHE: 1710 hrs, 23D40 w/Albatross Blades: 2564Hrs (5 Year AD complied with 3/2015).

SATLOC Litestar 2, Crophawk 7, SS Booms, CP Nozzles, 4 Blade WeathAero Fan, VG’s, Digital Tach. $48,000 541-969-2062

1990 AT-401-G-1 AT-0765 Turbine Conversion, AFTT 5364, ENG TT7382, TSHI 245, TSGEARBOX IRAN 245 9118 HR left on factory wings, Prop 355 SMOH, turbine gear, single pt fuel, DynaNav, Autocal, two booms, CP11, Davidon HI Tek, Aeroflow check valves stainless pump, annual 3/18/20.

Motivated Seller, Please Make Offer!

605-423-2955

1999 AT-402B, 7922 TTAF, PT6A-15AG 8950 TTE, Covington Light OVH at 6500 engine hours.

SATLOC Bantam with G4 screen, flow control, A/C, heat, Garmin G5 attitude indicator, CP 11 nozzles, smoker, very little fertilizer, Transland 10 vane.

Overhauled FCU and fuel pump at 7322.0 TTAF, Wing spars were done at factory in June 2019. One owner, always hangared. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

2018 AT-402B, PT6-15AG, TTAE since new 1084, Wingman, CP09 Nozzles, Transland Spreader, Single Point Fuel, Lane Brake, Bantam GPS, No damage. $689,000 Call Steven at 870-945-1383

AT-400 AT-400, PT6A-15AG, Bantam GPS/ flow/G4 screen, CP’s, Zee Air/heat, fresh hot. For more information call 309-7594646 or email farmair@farmairinc.com

AT-401

1988 AT-401, 6700 TT, 945 TSMOH, 881 TSOH PROP, SATLOC Bantam w/ flow control, Lane Fan & Brake, Right Boom Shutoff, Smoker/ Flagger, Com Radio. Sold with fresh annual. Times will change as we are still working it. $99,500 701-818-7459 AT-401B- GE/Walter Turbine Conversion, AFTT 3804.8, GE/Walter M601-E11 TSOH 1262.0 ( 3000 TBO) Very Clean and well maintained Canadian aircraft. Call Cascade Aircraft Conversions for more details 1-509635-1212 AT-401B-GE/Walter Turbine Conversion, AFTT 4449.8, GE/Walter M601-E11 TSOH 1533.6 ( 3000 TBO) Very Clean and well maintained Canadian aircraft.

Call Cascade Aircraft Conversions for more details 1-509-635-1212

A 32 | agairupdate.com

1992 AT-401, P&W R1340-AN1, 600 HP, TSMOH 141 hrs. by Younkin(2012), TTAF 6400, no corrosion or damage history, Hamilton Standard Hyd. 22D40, TSOH 45 hrs., 38” Gate, 400 gal hopper, new seal w/Transland spreader, 5 blade Weath Aero fan pump, SATLOC Lite II, 36 CP03 nozzles, A/C. Price reduced to $120K Call Scott at 402-746-4078

AT-402

1999 AT-402A with PT6A11AG, 6843 TTSN, M3 SATLOC, Bottom load fuel, 475 hrs SN landing gear, VG’s, 210gal fuel, rinse tank, heat & A/C, very clean, great flying airplane.

The airplane will come with a fresh hot section and fresh annual. Price reduced to $285K Will consider a trade or partial trade on nice general aviation bush plane. Call or text Dusty Elkinton 417-321-0210 at Dusty’s Air Service Nevada, MO

1995 AT-402B -15AG, TTAF 7399.5, Engine TT 6928.0, Engine TSHSI 8.0, Prop TT 7399.5, Prop SMOH 2452.5, Shot Peened Prop, All SS Spray System, VG’s, AG Nav GPS (GUIA), AUTO CAL Flow Control, Single Point Fuel System, Newer style Factory A/C vents & Heat, 3 Piece Windshield, New style removable side doors, Extended Exhaust Stacks, Smoker, Flagger, SS Tailwheel, Shadin Fuel Flow, Night Lights, Storm Cutters, Factory Ram Air Inlet, Cool Start, 2 A/C Condensers, Radio Rack w/AM/FM/CD, UHF/VHF Business Band, 360 Channel COM, Garmin (347) Audio Panel. Price reduced to $350K OBO 620-525-6712

2014 AT-402B, Very well maintained, one owner 402 for sale. -15AG engine, 1060 TT, SATLOC G4, single point fuel, AM SAFE airbag, CP Nozzles, Smoker, Shadin Fuel Flow, new tires, 170 gal fuel tanks. No Fertilizer or Damage History. $650K 970-5221941

1991 AT-402 PT6A-34, 9747.9 TTAF, 487 SHOT, 487 Since starter/generator overhaul, 1989 since wing spars were replaced, new paint on fuselage and tail surfaces at last annual, SS camlocs installed at last annual, side load fuel, load hawg for hopper, 431.9 hours on all new landing gear, LED nose lights, AERO LED Nav lights. $325,000 Call Chad at 318-341-2008 2013 AT-402B, REF. 2499-19, Maturity iam 02/02/2020, Maturity ca 02/06/2020, Hartzell propeller total hours 1161.60 available hours 1844.40, Pratt & Whitney engine total hours 1161.60 available hours 1844.40, Micronair au 500 bar, GPS Hemisphere Bantam w/7”, Laser altimeter, Strobe navigation lights, US $630,000 Contact: Pelópidas Bernardi phone/whats: +1-954-278-0939

1991 AT-402A -34AG, TTAF 7800, TTE 8950, 1500 on new wing panels and gear, total rebuild, tubes are the only thing not replaced.

Last year engine received new input shaft, rear case, O/H. Accessories including governors, O/H exchange power section and another O/H FCU about 200hrs ago. New door hinges and latches, AmSafe, 602 A/C, spray pump, clutch, booms and boom hangers, black steel brakes, l7 light bar, Storm Shield, LED Nav lights and strobes, updated GCU charging system, and firewall fuel pressure gauge w/new SS firewall fuel filter this year. Hobbs is just over 7800. $425K Call Neal Aircraft at 806-8285892

AT-502

1996 AT-502B, TTAF 7896, Power Section TSOH 918.9, 2/2016 Light Overhaul Power Section by Covington, SHSI 599.4, 918.9 Since OH prop, 600 Since new gear, Wings done 7/1/2020, Single point fuel, VG’s, Smoker, Lane Brake, Stainless spray system, CP11 nozzles, Harbor A/C. $470K Call Neal Aircraft at 806-8285892

CLASSIFIEDS creativepro.com

2012 AT-502B w/-34AG, N20508, 4544 TTAF&E, 532 SHOT, SATLOC Bantam, New G4 Screen, Intelliflow, Wingman, Storm Shield, LED Strobes & Nose. $495K Call 870995-3633

1991/2011 AT-502 M601E-11 GE/Walter Johnson STC Conversion, TTAF 7851.7, Engine TT 6167.1, 261 TSHSI , Engine TSOH 1977.1 (3000HR TBO), Prop SMOH 1977.1, SATLOC Bantam W/G4 Screen & L7 Light Bar, Agrinautics Pump W/ Lane Electric Brake, Reabe Hopper Gauge With Pressure, Reabe Clear View Canopy, Amsafe Airbag Seat Belts, Vortex Generators, Single Point Fuel System, Electric A/C With Factory Vents, Electric Cockpit Heat, 3 Piece Windshield, New Style Removable Side Doors, , Electronics International MVP-50T With Fuel Flow & Fuel Tank Indicators, Work Lights, Johnson Ram Air Inlet With Barrier Filter, Aero-LED,s Landing Lights with Pulse, Radios With AM/FM/CD, VHF, H80 Turbine Blades Upgrade, Price $350K Motivated Seller!

Joe@Prairie-Air.Net 218-685-6594

1988 AT-502, N7319V, TTAF 14737, PT6A-27, TTE8161, New Paint with stainless steel Camloc fasteners in 2020 with extensive Annual and Hot Section Inspection. SATLOC G4 GPS. 4872 Hours remaining on wing spar caps. Aircraft has been well maintained and ready to go to work. $250,000 Call Steve at AgAir Aircraft 870-236-0146 or email steve. agairaircraft@gmail.com

Number one dealer worldwide in sales, service and price!

2012 AT-502B PT6-34, 3850 TTAE, Fast start, smoker, electric fan brake, Shadin fuel flow meter, hot section 500hrs ago, prop iran 1000hrs ago, PAR200 comm w/Bluetooth and ANR, Garmin G5, Nov. 19 annual.

SATLOC G4 w/flow control, Hydraulic Air Repair Inc. variable rate gate, Load hog hopper door and auger, Single point fuel, 3 inch load valve, VG’s, LED nose lights and strobes and navs, CP-09’s, Quick latch boom brackets, Transland spreader, Extended exhaust stacks, Reabe hopper and pressure gauge. Very clean with no damage history. $525K Aviation Services 662-658-4466 1997 AT-502B, 3800 TTSN, PT6A34, 0-since light OH from Covington.

Contact Farm Air Inc. at 877-715-8476

2008 AT-502B, New paint job in 2019, Total Time 5168, Last Annual 5-12020, Starter/Generator O/H, Fuel Pump O/H-O Hrs., Hot Section, Power Section, Propeller O/H with new blades 1,789.5 $430K 318450-1764

1990 AT-502, TT:6800, fresh OVH on Walters 6011-E, 5 blade Avia prop 1800 since new, SATLOC Bantam and flow control, CP nozzles, smoker, cool seat, cool air. This is a solid working airplane. $135K. Will trade for passenger plane. Motivated seller! I have quit and don’t need it any more. 918-223-5122

Storm Cutters Storm Shield Storm Tailwheels In stock for all models Air Tractor

Sealed Batteries

FAA - PMA Approved

All models Thrush and Air Tractor

Best brake prices in ag aviation for 502, 602, 802, Thrush 1997 AT-502B N5010J, TTAE 9723, PT6-34AG, 1538 SHOT, Gear box 7675, Landing gear & hopper 1860 SN, Starter/Gen 971SOH, New Batteries 5-18, 38” gate, 3”load, single point fuel, Bantam GPS, smoker, load hog, hopper rinse, CP09’s, crophawk, Storm cutter wire strike protection. $350K Negotiable 662-721-2510

Pumps - Valves - Parts

Kennedy Cell Sets In Stock

Call Danny or Pete

662-846-0228 1989 AT-502, PT6-15, SATLOC Bantam, VG’s, Fresh annual with sale. $199,000 Possible owner financing. Call Brian at 561-723-1911

Sales Service Parts Satloc Service 662-846-0228 662-846-0229 662-843-0803 662-846-0229 Pete Jones Fax 662-843-0811 Danny Lowery Dallas Bright sales@airrepairinc.com • www.airrepairinc.com

agairupdate.com | A 33

CLASSIFIEDS 2020 AT-502XP, FTO, 234 Fuel, SS Camlocs Lane Brake & Fan, MVP50. $1,060,500 Call Lane Aviation 888995-LANE / 281-342-5451 or FAX: 281-232-5401 1999 AT-502A, N166MM, Airframe TT 4750, Engine PT6-45A TT 31,210, SMOH 3659, Since Hot Section 727, Prop SMOH 847, A/C, cockpit heat, single point fuel, G4 Satloc with flow control, Lane fan and brake, booms with CP nozzles, all stainless plumbing, 10 inch Vondran hydraulic gate and hopper extension, 2 dry spreaders. New Paint Job! $500,000 Call David at 806-777-1892

2011 AT-502B, N677LA, TT 3699, Annual January 2020, Prop IRAN February 2018, No damage history, HSI May 2020 at 3679, Equipped with Wingman, Air Repair hydraulic gate system, hydraulic flaps, SATLOC G4 w/ flow control. $425,000 Call Pete at Air Repair 662-846-0228 airrepairinc.com

2012 AT-502, TTAE 4147 hrs., PT6-34 1569 hrs. since hot section

by Covington, 4 Blade Loadmaster 1032 since IRAN, No damage history, Air Repair hydraulic gate, Wingman, VG’s, CP11’s, single point fuel, heat and A/C, Lane fan and electric brake, SATLOC G4. Hot section prior to sale. $550K. Call David at Gary Flying Service 662-822-4534

2018 AT-502B S/N 502B-3131 TTSN 120.7 hours Equipped with PT6A-34AG engine, FAST engine monitoring system, three blade Hartzell propeller, heat and AC, GUIA Platinum GPS guidance system AgFlow controller, AU5000 Micronair (10), Lane Brake & Fan, MVP50, Reabe hopper and pressure gauge, EFD 1000 Evolution Flight, GTN650 Garmin GPS/COM, GTR225 Nav/ COM, GTX345 transponder, GMA350 audio control panel. $975K Call Mario Morales (506) 261-5023 mmorales@ forestprotectionlimited.com

A 34 | agairupdate.com

2018 AT-502B S/N 502B-3130 TTSN 122.4 hours Equipped with PT6A-34AG engine, FAST engine monitoring system, three blade Hartzell propeller, heat and AC, GUIA Platinum GPS guidance system AgFlow controller, AU5000 Micronair (10), , Lane Brake & Fan, MVP50, Reabe hopper and pressure gauge, EFD 1000 Evolution Flight, GTN650 Garmin GPS/COM, GTR225 Nav/ COM, GTX345 transponder, GMA350 audio control panel. $975K Call Mario Morales (506) 261-5023 mmorales@ forestprotectionlimited.com 2018 AT-502XP, -140AG, 1050 TTAE, Air Repair 5” Hydraulic System, Fresh Annual, New Paint by Air Tractor.

Aircraft Appears New! No Damage History! $870,000 Lane Aviation 281342-5451 or FAX 281-232-5401

1998 AT-502A, N205RM, HOBBS 9395, 460 Hrs. since factory new frame, PT6A-45R, P/S TT 24878, G/G 26647, 26 Since HSI, 26 hrs. since prop O/H, 7993 Hrs. remaining on wings, 210 fuel tank, Lane Brake, Transland Wingman, Factory A/C, CP11 Nozzles, Smoker, Crophawk, SATLOC Bantam W/G4 Screen, Updated upper instrument panel, Swathmaster spreader. $350K 979-234-2482

1992 AT-502, N1532B, TTAF 9792.3, PT6A-15AG TTE 11,407.01, 0.0 SHSI

by Prime Turbines. Annual inspection due 3/1/2020, SATLOC Bantam w/Flow Control, Wingman, Like New Hopper, New panels, paint and cam locks, Wings due at 17,798.9 hours, New Main Gear less than 200 hours, 164 gal fuel, Stainless Booms w/ CP-09-3E. For price call Darryl at South Delta Aviation - 479-935-4891 / 870995-1323 nights and weekends 2000 AT-502B, Bantam GPS, Flow, L7 Light Bar, Wingman, Com Radio, Transponder, Covington Hot Inspection, Farm Air annual. For more information call 309-759-4646 or email farmair@ farmairinc.com

Parting Out 1990 AT-502 -34 Engine & Prop. Call Mike at Valley Air Crafts 559.686-7401

AT-602

SNEAK PEAK...Coming up at public auction on October 29, 2020. 2006 AT-60260, 3500 hours TT (not a misprint 3500 hours TT), 70 hours on new gear, 10” hydraulic gate, Del Norte controller, Wingman, Smoker, SATLOC G3, last annual was 2016 by Frost. Also included in this estate is a 1965 V35 Bonanza and a 1943 J3 cub converted to 0-200 with full electrical. We will be posting more information on our website later this week at www.gradyauctions. com. I don’t have all logbooks for the bonanza and the J3, so can’t answer many questions about those airplanes, yet. Also 4 motorcycles and 5 collector cars at this auction.

2012 AT-602, N2061L, Tac reading 3686.6 hrs, TTAE 3686.6 hrs, annual inspection date - new at sale, no damage history. PT6A-60AG, SN PCE-RGO179, TT 3686.6 hrs, H.S.I. new, Starter Gen. 0 hrs SMOH. Hartzell HC-B5MP-3C, SN EVA3161, TT 3686.6 hours, SATLOC Bantam w/ G4 screen, comm radio, Transponder, Lane fan & brake, smoker, s/s T/W deflector, factory heat & air, drop booms, low time landing gear, 0 time FCU and HP fuel pump. Ready to Spray. $695K Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@southeasternaircraft.com 2016 AT-602 -65AG, 1950 TTAE, Good Condition, No Damage History, Fresh Annual and Hot Section. $895,000 Lane Aviation 281-3425451 or FAX 281-232-5401 Best Classified Buy In The Industry.

Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

Order your AT-602 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

2008 AT-602 -65B. Completely rebuilt in 2008.

5550 hr since rebuild.

Fresh annual. Flow Control.

Large size propeller N11276N5, 800 since new hub & blades, Bantam w/G4 screen. W/W. Heat/ factory a/c. Wash out system. Manual tail wheel lock.

New transponder. Garmin audio panel.

Comm radio. All mounted in radio box.

SS Fasteners. New paint on leading edges. Wingman. LED strobes and nose lights. Night flight package. Factory air intake. Off set engine mount. Aileron trim. All glass good. Price reduced to $375K For sale or lease. 501-5166156

AT-802

2016 AT-802A PT-65AG, N8011N, TTAE 3200 hours, Wingman, 7 1/2” Geared Manual Transland gate, CP 11’s w/AFS check valves, 308 fuel (mid fuel), single point fuel, G4 w/ flow control, Wingman, Smoker, Night Lights, Fresh Hot, Fresh Annual. $850K Call Al Patrick at 870-265-5011

2010 AT-802A, N6012E, PT6A-65AG ONLY 2300 TTSN, Fire Airplane well equipped and ready to go to work or would make a great low time Ag airplane. Red and white paint scheme painted in 2015. This aircraft’s been a fire airplane all its life with all ADs and Service Letters complied with. It is also very clean and has been well maintained. Equipped as follows: FRDS Gen 2 Fire Gate, 2-Garmin SL40 Comms, Garmin 796 GPS Map, PS Engineering Audio Panel, Garmin GTX 345 Transponder w/ ADSB IN & OUT. Aircraft will be sold with fresh Hot Section Inspection. $765,000 Call Steve at AgAir Aircraft 870-236-0146 or email steve.agairaircraft@gmail.com 2015 AT-802A, PT6A-65AG engine, plane available now with approx. 2000 TTSN, 308 fuel, MVP50T, S.P. fuel, G4/flow, hyd gate, wingman, CP’s, Covington hot. For more information call 309-759-4646 or email farmair@ farmairinc.com

CLASSIFIEDS

2009 AT-802A -65AG, 5100 TTAE, Midwestern Aircraft, NDH, fresh annual and hot section inspection. $695,000 Lane Aviation 281-342-5451 or FAX 281-232-5401 2004 AT-802 -67AG USFS/ DOI CARDED, -67AG Fresh Hot Section, TT3932, STOH 2205, Prop 73 SPOH, KY 196A, KY 196A, TDFM 136A, GTX-345 Transponder, Smoker, Hydromax Fire Gate USFS/DOI Carded Fresh Annual. $800K Call 575-7634300 or Email cameron@aerotechteam. com for further details.

2007 AT-802A, N4265D, PT6A-67AG, 5917 Hrs. TTAE, fresh HSI, 3320.6 Hrs. TSLO engine, SATLOC Bantam, radio pkg., smoker, electric fan brake, Fast Start, CP nozzles, new paint, glass & more. $625,000 Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@ southeasternaircraft.com

2019 AT-802 FireBoss Equipped as a FireBoss, Equipped with PT6A-67F engine, dual cockpit/full dual controls. Air Tractor FRDS fire gates, rear seat instruments and avionics, 380 gallon fuel, and a very unique paint scheme. Aircraft is additionally equipped as a FireBoss with amphibious floats, ground fill option, and a WipAire rear seat redundancy control package.

Available for immediate delivery. Mike at Valley Air Crafts 559-686-7401

2018 AT-802 -65, N810EB, 1145 TT Hrs, SATLOC G4/SATLOC Dry and Liquid Controller, Hatfield Fuel, Wingman, 7.5” Hydraulic gate. $1,175,000 For more information call Eric Blair 573-820-3446.

2010 AT-802 -67AG, N6000J, 4560 TTAF&E, -67AG 980 SHOT, Hemisphere GPS, Intelliflow, 10” Had Gate, Vondran Controller, Wingman, Fast Start, Storm Shield, Kawak, LED Strobes & Nose. $695K Call 870-995-3633

2007 AT-802A, Extensive Fresh Annual, N4170S, Last Annual Inspection: 4/20/2020, TTAF 5,060 hrs, Time Since Annual: 44Hrs, Avionics SATLOC 4, Engine -Pratt & Whitney, Model: PT6A-65AG, TTSN: 5,064, TTSLOH: 44 hrs, TT Since Annual: 44hrs, Propeller Hartzell S178. HCB5MP-3F. M11276NS, 44 Hrs SMOH. $850K Phone 520-220-6364 2006 AT-802A, PT6A-65AG, 7400 TTSN, Wingman, G4 with flow control, S.P fuel, com, CP’s. For pricing and more information call 309-759-4646 or email farmair@farmairinc.com

1997 AT-802AF PT667AG, TT 6677, -67AG w/ Fresh Hot Section 27960 SNEW, Prop 7591 SNEW, Hydromax Fire Gate, Fresh Annual, USFS/ DOI Carded, ADSB, BK KMA 24H, BK KY196, Garmin GTX 327, TDFM 136, Sky Connect AFF. $750K 575-763-4300 or cameron@aerotechteam.com

1999 AT-802A, N803DG, TTAF 8290.9, TTE 6420.1, 600 on new ignitors & O/H main fuel pump, 1025 since prop IRAN, extensive HOT complete - see photo for details. LED nose lights, Ag Pilot X GPS w/flow control, wingman, fast start, single point fuel, A/C. $525K Negotiable Call or text 662-721-2510 2020 AT-802A, FTO, -65AG, LOADED, BOTTOM LOAD FUEL. $1,478,000 Call Lane Aviation 281-342-5451

2019 AT-802, Equipped with PT6A-67F engine, dual cockpit/full dual controls. Air Tractor FRDS fire gates, rear seat instruments and avionics, 380 gallon fuel, and a very unique paint scheme.

Available for immediate delivery. Mike at Valley Air Crafts 559-686-7401

2011 AT-802A, TTAE 4005 hrs., Last hot 800 hrs. by Frost Flying, Prop IRAN at 1576, Wingman, VG’s, Comm radio, 250 since new gear, G4 with flow control, Single point fuel.

Updated! Call 806-828-5892

2001 AT-802 -67AG, TT 4990, Engine SMOH 1369 Fresh Hot Section, Prop 148 SNEW, TDFM 138, KY196A, KY 196A, Garmin 345 ADSB, Fresh Paint in 2019, Hatfield Fire Gate or available with 10” Transland and booms. $925K Call 575-763-4300 or email cameron@aerotechteam.com

AT-802 Single & Dual Cockpit. PT6A-67F Engine (1600hp), Full avionics and instrumentation.

Computerized FRDS Gen II Fire gate.

Aircraft with very low use and flight hours. Call or email: +34 667 102 184, sales@airtractoreurope.com

Fire Boss,, Single & Dual Cockpit. PT6A-67F Engine (1600hp), Full avionics and instrumentation.

Computerized FRDS Gen II Fire gate.

Aircraft with very low use and flight hours. Call or email: +34 667 102 184, sales@airtractoreurope.com 2005 AT-802A, 6975 TTSN, PT6A67AG, 6975 TTSN, 220 since Covington hot, 0-SIRAN prop, electric brake, smoker, CP’s, G-4 w/flow, Kawak, MVP50T, wingman, 10” gate, new wing spars, new hopper, Farm Air referb, Sept. 2018 annual, NO TRADES. 309-303-5161

Aircraft - Cessna 1982 Cessna T188C Husky, TTAF 6394.14 hrs, Engine TT 0 hrs, TSIO520-T1B, Continental factory rebuilt zero time engine, New exhaust, New hoses, New oil cooler, New Lord mounts, 0 hrs. SOH, Propeller and governor (Maxwell Aircraft) Annual inspection will be done Spring 2020. Equipment: SATLOC Intellistar GPS, Intelliflow flow control, right boom shut off, drop booms, hydraulic/manual spray system, Stainless hopper shut-off valve, smoker, flagger, electric tachometer, King KY-96A comm. radio/Bus Band ready/ANR/ LEMO jack, Vortex generators, Kevlar leading edges, 22x8.0 tires, pulsing LED nose lights. $130K 605-350-4536

1974 CESSNA AIRCRAFT 188 FOR SALE, Frame: 1974 Cessna Aircraft A188B, TTAF 6271.7 hrs., Engine: Continental Motors IO-520, TSMO 1344.4 hrs., Prop: Hartzell Propeller, TSOH 307.9 hrs., Spray Equipment: Hi-Tek Atomizers, Installed 2018, GPS: Bantam GPS and IF2 Flow Control, Installed 2018, $75,000 USD Contact Chris at 204-871-0950 - Apex Aviation - Manitoba, Canada

Cessna Ag Husky, TT 4910.0, annual 12/2019, TTE 877.8 since factory reman., Prop inspected and repaired 70 hrs. ago. Transponder, King Ky-96a radio, crop hawk, auto flow control, auto on/off, AgNav GPS, Horton leading edges, micro VGs, Breckinridge SS booms & hangers, CP nozzles, spare exhaust system & other parts. $125K 616-450-1170

1977 Cessna A188B Ag Truck, 3500 TTSN, 10 Since Major Overhaul, 3 bladed prop, SATLOC, fresh annual, delivery available. $95,000 Texas, Ron 806-662-5823

agairupdate.com | A 35

CLASSIFIEDS

Aircraft - Dromader

1973 A188B Ag Truck.

Annual accomplished July 2020. Workhorse airplane with stainless steel spray booms and stainless steel spreader. Has high time engine with good compression; needs paint, but is mechanically sound. Aircraft has no accident nor damage history, and all logbooks are available. VREF retail is over $56,000 Priced for quick sale at $48,000. Call 919-608-3231 Chris@ t3acftconsulting.com

1964 Cessna 310I, TT 5253, Continental IO-470U engines TSMOH LH 573 RH 249, McCauley props TSPOH LH 573 RH 670. Nice twin, true 6 seater & heavy hauler. It’s a clean northern airplane with no corrosion, new tires, new heater & fresh annual. Paint and interior are both prob a 5 out of 10. Basic radios. Would be interested in trade for Piper Cherokee 6, Saratoga, or Lance. $55,000 Call Tanner Sotvik at 701-520-0229 or 701-662-4416

1969 Cessna Ag-Wagon A188 (super clean) Registration: C-GZNI Serial #1880034 Location: Trois-Rivieres, QC, TTAF 5882 hr, Engine : Continental IO-520D Engine Time: 185hr/1200hr, Propeller: Hartzell 3 blades, Paint/overhaul: 2004 Equipment: VHF, Transponder/encoder, AgNav II, Spreader and spray kit. $89,000 USD Richard 819-380-3333

1972 Cessna 188 Ag Wagon, N21883, TT6350, 1740 SMOH, Prop165, stainless steel booms, SATLOC Lite 2, new leading edges, refurbished hopper, CP nozzles, owner flown since new. Good flying and fast!

Current annual with sale. Call Kevin at 785-386-8875

2011 Cessna T-206, 850 Hours Total Time Since New! G1000 with synthetic vision, ADSB, Factory Air, all options.

This airplane is like new. $495,000 Call Sun Valley Aviation, 956-421-4545

1976 Cessna A188B Ag Truck, CONT I0550, 3635.5 hrs TTAF, 864.5 hrs SMOH, 75 hrs SIRAN, 317.6 hrs on new McCauley 3-Blade Prop. Extensive annual in 2018. Recent annual in April, aircraft is ready to work. New landing gear, bolts, shims, breaks, rotors, bearings, tires, electrical components, etc. Equipped w/CP-11 Nozzles, spreader pan, DynaNav GPS. $125K 262-620-1010

1978 Cessna Ag Truck, 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready.

Price reduced to $112,000. Call Chad Stuart, Airplane Services 850-336-0552

A 36 | agairupdate.com

1968 Cessna Ag Wagon, S/N 188-0360, NDH. Always been a Clean Northern plane in excellent condition. TT 3607 -0-470R, 309 SMOH engine and prop, Super-Booms, SATLOC Lite, Smoker, Flagger. Great flying plane. A good plane to start that new pilot. 701-799-8629

1975 A188B Ag Truck, TT 9300, IO-720 400hp, Roberson STOHL, 3 Blade w/ 0.0 SPOH, Winglets, Ag Nav w/ Flow Control, Radio and Transponder, Smoker, Droop Booms w/ CP’s, Spreader, Fresh Annual. $135,000 Call Darryl or Bill at South Delta Aviation - 870-572-9011 days / 870-995-1323 nights and weekends Best Classified Buy In The Industry.

Read By More Ag Pilots Than Any Other Publication.

Classifieds Starting at $19.99 478-987-2250.

Fax: 478-352-0025.

1983 N983BG M-18 Dromader S/N 1Z011-12 , Airframe TT: 5800 (Times are approximate) Brand New Prop Installed: 910, Engine SMOH: 910 (Overhauled by Pacific Turbine Brisbane on June 2, 2015) SATLOC Bantam included (can put in any GPS you would prefer) Single Point Fuel/Hatfield Fueling System, 192 Gallon Fuel, Harbour Air Conditioning, Cockpit Heat, Electronics International MVP-50 Engine Monitor, Complete Turbine Conversion & Rebuild in 2015, Reabe Digital Hopper Quantity Gauge, Windshield Wiper, PAR200 Bluetooth Radio, Hydraulic System Removed, Cleveland Wheels & Brakes, Springs in Gear, Electric Flaps, 3rd Rudder Hinge, Servos, Electric Rudder Trim, Tailwheel Extension, VG’s, Kawak Throttle Quadrant. Ready for work!

Make us an offer! Trades considered! All specifications are subject to verification upon inspection by buyer. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor.

Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952941-6255 for more information!

1995 Dromader, REF. 200501-19, Engine 0 hours from factory. Brakes.

Several new and used parts. Engine with 20 hours, it is necessary to check and replace the cylinders. 20/25 cylinders, rings. Original and other adapted spraying equipment. Fire gate and original sower. $250,000 Spare Parts $50,000 Contact: Pelópidas Bernardi phone/whats: +1-954-278 0939

1980 PZL Radial Dromader’s Available Immediately! Four aircraft to choose from with an extensive parts inventory available! LOW TIME AIRCRAFT! Times vary between 1300 and 3000 hours total on the airframes and 100 and 840 SMOH on the engines. 224 gallon fuel (one has 188 gal). All have AgNav GPS with flow control, North American direct drive starters and Hydraulic pumps. Currently Canadian registered. Please contact us for more details! ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

PRICE REDUCED! 1985 TURBINE M18A DROMADER -11,Turbine Dromader M18A Airframe TT: 3140 Engine Honeywell TPE331 -11U: 3910 SMOH 7000TBO Propeller Hartzell 5 blade 310 hours Since NEW (Times are Approximates) Options: AG NAV Guia Spray GPS, 192 Gallon Fuel, Air Conditioning, Cockpit Heat, Electronics International digital gauges, Vortex Generators, Kawak Throttle Quadrant, Smoker, booms, Artificial Horizon, Comm, and More! $299,950 Four additional low time Radial Dromader’s and a large inventory of spare parts are also available, ask for more info! ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, ASI Jet Sales at 952-941-6255 for more information!

Aircraft - Piper

1969 Piper Pawnee PA25260 C Model w/Hutch metal wings. N4385Y. Fully restored by the leading Pawnee authority Aerial Banners, Inc. 0.0 SMOH Lycoming O-540-G1A5, new: Hartzell const spd prop, Stits fabric/paint, batt, tires, wheel bearings, nuts/bolts, glass, exhaust, alternator, starter, mags, regulator, gauges, cables, fuel bladder, STC Solutions permanent wing attach STC SA01154AT, brakes, rotors, all new Ag equipment. This aircraft was completely disassembled.

The frame was inspected & overhauled in our factory jig. 25 years of Pawnee experience. Can be set up for banner/ glider towing. $99K 954-893-0099 or email milo@aerialbanners.com

1966 Pawnee PA-25-235, N4494Y, S/N 4161, Tach and TT 2739.4, Lycoming O-540-B2B5 SMOH 433.2, Prop TT 2739.4, Annual completed 6/24/20, New spray pump and electric brake 6/24/20, SS Booms, M3 GPS w/key pad, screen not touch screen. $85,000 Ready For Immediate Sale!

See spec sheet for details. Email Aaron at aaron@advantageagair.us

CLASSIFIEDS

1981 Piper PA-36-375 Turbine Brave, PT6A-20 662 SMOH, 232 SHS, Prop TSO 542, TTAF 5722, 2382 remaining on wing spar, fresh annual, new SATLOC Bantam w/ IntelliFlow, Lane adjustable fan & brake, smoker, CP check valve nozzles, Nav/ Strobe Instrument/Landing and taxi lights. Very clean, great flying, great transition airplane. $310K OBO For more information call 318-339-4747 or email lowgoflyers@gmail.com

1977 PA-36-300, 4880.6hrs TTAF, 388.5hrs SMOH, 303hrs prop SNEW, 139.3hrs SNEW Lycoming cylinder kit all 6 cyl. new starter in 2020. Hartzell 86 inch prop, 24 volt system, a very clean airframe, no rust or corrosion. 1753hrs left on spars, Johnston leading edge kit, VGS, Lee wing tips, strobes, Lane pump fan brake, L/R side load, L/R steps, super booms w/CP flat fans, spreader, SATLOC Bantam GPS, Crophawk-7, comm radio, flagger and smoker. 701 290-4735

1969 Piper Pawnee PA-25235 (250HP), Upgraded engine, droop tips, and leading edge lift STC (fill it up and fly it! - 150 gallons). SATLOC M3, Agrinautics pump, Electric Lane brake, Lane Fan, CP-03s. New fabric/ paint in 2015, 682 since IRAN by Poplar Grove. Complete Logs, always hangared, northern airplane. Will not disappoint! Price reduced to $67,000 Scott 765-418-3933

1974 Piper Brave PA 36-400 IO-720 (400 HP) 3975 TT, 1875 SMOH, Wing Spar AD Complete, SATLOC Litestar III, Dyna Nav Flow Control, Superbooms with Davidon Rotary Atomizers. Price reduced to $110,000 or make reasonable offer.

Call 701-400-1113

1974 Piper Pawnee D PA25-235, Lycoming 0-540, TT 2403, SMOH TT 295, SPOH TT 46, Aeronautics electric brake pump, spreader. Very good airplane! $72,000 OBO Call Jared Horne at 334-740-4609

Low time1979 Piper Brave 400, 3426TT, Eng304 SMOH, Bantam w/Intelliflow, smoker,270gallon hopper, fan brake, SS booms, aero flow check valves,CP11 nozzles, egt/cht, external jump, dual side load, good paint, excellent interior, good seat, spray on/off switch and flaps on stick. Great flying fuel efficient plane for smaller jobs! One of the nicest well equipped Braves with low hours! $125K Arnold 806-435-0599 arnoldterhune@ yahoo.com

For sale 1965 Piper Pawnee, 1565TT, 0-540 110SMOH by Bolduc Aviation, new muffler, alternator, starter, oil lines, bungees, tail spring, seat. AFS check valves with CP nozzles. No fertilizer. $78,000 218779-1678

1975 Piper Pawnee PA25-235 D Model, TTAE 4092.29, SMOH 144.5 by Gann Aviation, Lycoming 0-540 B2C5 engine, Fresh Annual, Agrinautics pump, Weathaero Fan, Dropped airfoil SS beams, CP check body & Tips w/J tubes. All Ads complied with SATLOC Lite 2, owner/operator always hangared. $90K Call Jamie at 256-557-2882 1982 Piper Super Cub. Lowest time Piper built Cub on the planet, 650 hours TTSN. Stits Fabric, beautiful paint, Com Radio, L3 Lynx transponder with ADSB in-out with touchscreen weather, traffic. $150,000 Call Sun Valley Aviation 956-421-4545

•

“Hard Cased” cutter blades

•

Spacer blocks stabilize blade during strike

•

Adel clamps for trailing brake line

•

Inexpensive insurance against a wire strike

NOW

CERT FOR IFIED AIR T ALL MOD RACTOR ELS THE U IN BOTH .S. CANA AND DA

LANE AVIATION, INC. ROSENBERG, TX

“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

agairupdate.com | A 37

CLASSIFIEDS

Aircraft - Thrush

1978 Piper PA-36-375, N3801E, Lycoming IO720, 894 SMOH, Electric Fan Brake, SATLOC. Price reduced to $90K OBO. Call Larry at 760-427-2585

1976 PA 36 SUPER BRAVE 400 HP - 3965 Total Time, 66 since Overhaul engine, 66 since IRAN Prop, 4040 hours remaining on wing spar caps, 275 gal hopper, Agrinautics pump and fan, dropped streamlined booms with CP nozzles and check valves, 2” left side load, extended wings, 90 gal fuel with new fuel cells, crop hawk, automatic flagger, pistol grip, nav/strobe/instrument/landing/ taxi and night working lights, left entry step, good paint, tires and glass. Price reduced to $185K or OBO. Contact Johnston Aircraft Service at 559-6861794, info@johnstonaircraft.com or www.johnstonaircraft.com

1976 PA 36 Turbine Brave 550SHP - 6450TT, 3097 since P&W O/H PT6A-20A engine with 0 since HSI and A.D.2014-11-05 was performed, 0 SOH 3 Blade Hartzell Prop, 275 gallon hopper, JAS gate, Agrinautics pump, electric brake, dropped streamlined booms with CP nozzles, 2” left side load, improved hopper lid, JAS High Lift Wing Leading Edges, 90 gal fuel, CommRadio, Crophawk, electric turn and bank, clock, nav/strobe/instrument/landing and taxi lights, Del Norte GPS, pistol grip, left entry step, very good tires/glass and paint, 1739 hours remaining on wing spar caps. This aircraft was imported from Australia, and has just had an extensive annual inspection of the engine, prop, and airframe, along with a NEW Airworthiness Certificate. This aircraft is in very good condition! Need a very reasonably priced, nimble turbine that will get a lot done for small $$$? This is it!! $275,000! Or Best Reasonable Offer. Call 559-686-1794, Email info@johnstonaircraft.com or www.johnstonaircraft.com Get Serious About Selling 478-987-2250. Fax: 478-352-0025.

A 38 | agairupdate.com

1973 Thrush S2R, Geared 1340 23D40 TSMO 280 AFTT 8,400, SATLOC M3, AutoCal flow control, Transland spreader and speed ring included. Currently working in Iowa so hours will increase. Delivery negotiable. $115K For more information call or text 719-648-9924

2004 Thrush 550, TTAF 8093, with PT6-60AG 0 shot, 0 time fuel control, Bleed valve, and High pressure pump, 0 SMOH prop, Hyd. gate box, SATLOC G4, booms and spreader. Sale with fresh annual. $420,000 Call 979-257-6695

Excellent condition 2010 Thrush S2R-T34 with 2829.0 TT airframe and engine. Airframe S/N T34-311, engine S/N PCE-PH0523.

TSHSI with new CT Vane Ring - 424.1.

TSOH on Start/Gen - 424.1. Oil analysis performed on every annual and 100 hr insps. Fastback, 6’ hopper bottom extension, Hatfield single point fuel system with control boxes on left and right side of fuselage, Hemisphere Intellistar GPS and IntelliFlow, Turbine Conversions RAM Air Inlet, LED front lighting, Air Conditioning. ZERO Time overhauled prop with 3 NEW blades.

Aircraft in Annual Inspection currently.

Complete logbooks. $545K 402-6041874

1975 Thrush S2R, P&W R1340, N4954X, TTAF 6874, SATLOC LightStar 2, A/C, Tulsa Engine TTE 573, Prop 2D406101A-12, 500 hrs. on Prop, Smoker, Cool Seat, Extended Wing, $45,000 For sale or will trade for passenger plane. Motivated Seller! $45,000 918-223-5122

2012 Thrush S2R-T34, N986MM, TTAE:5100, PT6S-34AG, 400 hrs.

SHI, Hartzell 4 blade prop, 900 hrs.SNEW, Cascade, MVT-50 glass panel, Load Hawg, Bantam GPS, IntelliFlow, Leading Edge lights, Vortex generators, Smoker, Bottom load fuel.

Very clean aircraft, well maintained and no damage history. See spec sheet for more details. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net

1979 Thrush S2R-T34, PT6A -34AG, TSO 0.0, 4 Blade Propeller STC SA03439CH TSN: 247.2, Pitot type engine air intake with quick change filter STC SA4374NM. Extended engine mount, Vortex Generators, Strakes and delta wings, Wing tip extensions, Bantam GPS and intelliflow, 500 gal hopper, Load Hawg, Bottom L/R Fuel Loading, Current annual. $375,000. Turbines Inc. 812-8772587 www.turbinesinc.com

1977 Thrush S2R Turbine, 11,063 hours TTAF, Johnson Conversion and rebuild in 2007 (ME601E-11 with Avia Prop) Walters ME601E-11 engine with 3 hours Since IRAN (1560 SMOH)400 gallon Hopper, AG Pilot X GPS w/Flow Control (or SATLOC Bantam if you prefer) MVP-50 Engine display, Electric Fan Brake, Bottom load fuel, Smoker, A/C, Metal Tail, KAWAK Throttle quadrant, Fiberglass belly, Winglets, Nav lights, Polished Spinner. Fresh Thrush Service Center Annual! Primed and Repainted Engine cowl, leading edges, vertical stab, and winglets. Rebuilt the tailwheel and primed and painted. She’s very clean and ready to go! Bring offers and trades! $399,950 All specifications are subject to verification upon inspection by buyer. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

2016 Thrush 510G, Less than 2300 TT, Loaded with night work lights, NVG lighting, AgPilotX with flow, VG’s, hopper rinse, bottom load fuel, smoker, AFS 4 valve booms, Lane electric brake, Leading edge lights, A/C and heat, ASDB and Garmin radio, storm shield, Updated FCU, fuel system S/B complied with, new inner liner.

Price can be negotiable if booms, ASDB and AgPilotX are not needed. $600K 715-252-6227

1999 Thrush S2R-T34, N23034, AFTT 11,048 hrs., Current Annual, Avenger Wing Spar 38,391 hrs. remaining, Extensions and Winglets, PT6A-34AG TSO: 0.0, Four Blade Hartzell Propeller STC SA04302CH, HC-B4TN-3C/T10702NS TSN: 0.0, New Tires, New Brakes and Rotors, Zee A/C System w/Heat, Single Point Fueling System, Fuel Quantity Indicator, Refurbished Hopper with new gate box, New Booms. See spec sheet for details. Turbines Inc. 812-877-2587 www.turbinesinc.com

1996 Ayres S2R-T34, N2243J, TTAF 8929.6, PT6A-41 Engine Time 16,645, TTSHI 934.0, SATLOC G4 w/IntelliFlow, A/C & Heat, Bottom Load Fuel, Lane Electric Brake, Load Hawg, Cool Seat, Hopper Rinse Tank, SS Boom, Fuel Cap 192 Gallon.

See spec sheet for more details. MidContinent Aircraft, Hayti, MO, 800-3250885 www.midcont.net

1998 Ayres S2R-T15, TT 7101, P&W PT6A-15AG TSNEW 7101, TSHSI 30 hrs, Hartzell HC-B3TN-3D TSMOH 30 hrs. Century Wing Spars, 220 gal fuel, 400 gallon hopper, Zee Air Conditioning, CP09 Nozzles, SATLOC M3 GPS, Stainless Steel Booms. Last annual inspection November 2018. $330,000 Contact Stephanie Williams at 229-924-2813

CLASSIFIEDS

AIRCRAFT SALES • AIRCRAFT MAINTENANCE • AIRCRAFT PARTS Tel: 320.587.7615 info@asijet.com asijet.com

Alternators, Carburetors, Fuel Boost Pumps, Fuel Systems, Generators, Hydraulic Pumps, Magnetos, Propellers (Hamilton Standard & Hartzell), Prop Governors (Turbine & Radial), Reverse Current Relays, Starters, Starter Generators, Tach Generators, and Voltage Regulators.

Centrally located at KHCD airport in Hutchinson, Minnesota.

ASI Jet is an Authorized Thrush Aircraft Dealer and Service Center with over 30 years of experience. Specializing in New and Used Aircraft Sales, Heavy Airframe Maintenance and Installations, Wing Spar AD compliance, Parts support, and More! Give us a call, we are here to work for YOU!

2740 N Sheridan Road | Tulsa, OK 74115 Tel: 918-835-9924 | Fax: 918-835-3681 www.airacc.com

Another Successful Installation in

G U AT E M A L A 70+ INSTALLED

• • • •

• Strong “pull” through the turn with the load on board Shortened takeoff distance by 475 feet Considerably quieter on the ground (from outside) • Noticeably lighter rudder • Flights taken at 5,250 foot elevation Considerably quieter in the air (from outside) Smooth in flight

Additional increase of up to 233.6 Equivalent Shaft Horsepower | Up to 584 ft lbs increase in Thrust Shorter Takeoff Distance | Increased Climb Rate | Improves Aircraft Empty Weight CG MADE IN THE U.S.A. /AeroInnovationsllc | aeroinnovationsllc.com | 812.233.0384 | jim@aeroinnovationsllc.com | 7750 E SR 42 | Terre Haute, IN 47803

agairupdate.com | A 39

CLASSIFIEDS

If you want to prevent this, look into the new Storm Shield™ The Storm Shield™ is the latest advancement in bird/drone strike protection technology for general aviation. The Storm Shield™ is: • 8 Times Stronger than Factory (OEM) Air Tractor Windshield.

Impact tested at National Institute for Aviation Research (NIAR) lab at Wichita State University

SUPPLYING NEW HOSE ASSEMBLIES GENERAL AVIATION to JET TRANSPORT AIRCRAFT • • • •

Low, Med & High Pressure Rubber, Teflon Integral & Regular Fire Sleeve Fuel, Oil, Hydraulic, Pneumatic, Low Pressure Air & Vacuum Instrument Systems

• Scratch Resistant with Greater Clarity • Advancing Safety for the Aviation Industry • Available for all Air Tractor and Thrush models (Center Windshield)

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FAA approved repair station No. MU2RO18L

stormaeronautics.com • 3370 MN Road, David City, NE 68632 • 402-367-3213

800-247-8473 (800-AIR-TIRE) • 323-721-4900 sales@desser.com

IT’S ALL ABOUT AIR!

800-716-2550

PH: 509-635-1212 • FAX: 509-635-1477 info@cacaircraft.com

www.cascadeaircraftconversions.com ATTENTION: 850SHP STC FOR AT-502B AND THRUSH 510P Owners.

850SHP STC FWF kit for THRUSH 510P Proven Performance Increase

Pressure Cowls

all models of Air Tractor & Thrush • Reduce ITT • Reduce Fuel Consumption • Protect Your Investment - No FOD History

PT6A-41/42 850 SHP POWER UPgrade for AT502B and THRUSH 510P aircraft.

Complete bolt on FWF kit.

In Pressure Cowl testing, NG speed reduced 1-3%, ITT reduced up to 33° C, increase in available HP. Unmatched performance, excellent filtration, class leading ease of air filter and fuel nozzle maintenance. The Pressure Cowl comes with the 850SHP kits. Call Cascade now to improve performance. 1-800-716-2550

Johnston Aircraft Service David Johnston 559-686-1794

A 40 | agairupdate.com

DISTRIBUTOR NETWORK Mid-Continent Aircraft Corp.

Dennis Davis 800-325-0885

Orsmond Aerial Spray (PTY) Ltd. George Orsmond or Tom Bezuidenhout +27- (0)-58-303-5261

CLASSIFIEDS

FROST FLYING INC. PT6A-41 850 SHP Thrush.

N2249U, has been completely rebuilt from the spinner to the end of the rudder. We put the fuselage in our jig and replaced all the tubing from the cockpit back and upgraded to the later stronger longeron sizes. We installed all the factory beef up kits to the forward fuselage. We rebuilt the wings and installed new spar caps, rebuilt the factory metal tail, made new fuselage side panels and installed with crosspoint s.s. fasteners, we painted the aircraft with high solids Alumigrip polyurethane paint, we replaced windows, we installed a dropped stainless spray system we installed a cool seat with new covers and a Hooker harness, We installed the Cascade front end conversion kit with the 14” longer mount, we installed the MVP50T glass panel in the new upper center instrument panel, we installed a new Dyna Nav Vektor Max GPS, we installed a new KAWAK throttle quadrant, it has a radio and Harbour air conditioning, it has vortex generators, 192 gallon fuel capacity with bottom loading, it has nav/strobe/landing and taxi lights, and a 525 gal hopper. The engine is a King Air takeoff with approximately 4000 hours since P&W factory overhaul and 10 hours since hot section and test cell run. The High Performance 4 bladed Hartzell prop has 10 hours since new.

The aircraft is fast, hauls a full hopper load, gets off the ground quickly, turns extremely well, and is a delight to fly. It should out perform an AT-502XP. We have over $700,000 USD in the aircraft, and we are asking $650,000 USD with a $2500 allowance for spray nozzles. We will entertain reasonable offers. Call 559686-1794, Email info@johnstonaircraft. com or www.johnstonaircraft.com

1999 Thrush S2R-T34, SN G10-161, Frame off conversion. Like new.

TTAF 5,350. Engine PT6A -34AG. TSO 0.0. Century Wings with 115 gal fuel per side, extensions and winglets. New 4 Blade Propeller STC SA04302CH. New 510 gal Hopper.

New tires, brakes and rotors. ZEE AC with heat. Single point fueling system.

Fuel Quantity Indicator. Hopper quantity gauge. New pump and stainless steel booms. Heavy duty landing gear. Cool seat. New paint. Current annual.

Turbines Inc 812-877-2587 peg@ turbinesinc.com

1979 Thrush S2R-T34, TSN: 18,464.1, Annual 5/1/20, TTAF 22,209.6, Wing Spar Caps: 25,131.0 hrs. (2,921.4 hours remaining), Vortex Generators, Strakes and Delta Wings, Wing Tip Extensions, Tail: Fabric New July 2014, SATLOC Bantam GPS and Intelliflow, 500 Gal Hopper, Load Hawg, 198 Gal w/Bottom L/R Fuel Loading, Electric Fan Brake, Ground Adj. Spray System: Dropped CP Nozzles and Check Valves, Tail Wheel: Serv-Aero Engr Spring Type, 500 X 5 tire , Windows: New July 2013, A/C New September 2013. See spec sheet for details. $375K Turbines Inc. 812-877-2587 www.turbinesinc.com

www.frostflying.com

2018 Thrush S2R-T34, N5523H, TTAE 630, PT6A34AG, Hartzell 3 blade prop, Prop TT 508, Bantam GPS, IntelliFlow, Hatfield Auto Shut Off, Kawak Throttle Control, LED Leading Edge Lights, 228 Gallon Fuel, Smoker, Wingtip Nav and Strobe Lights. Annual complete 1/3/20. See spec sheet for more details. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net 2018 510G DC, Dual cockpit, single controls, 1070hours, 2.5 years 1400hours warranty remaining, Reabe gauge, working lights, Leading Edge lights, strobes, Vg’s, single point fuel, radio, Xponder, (not installed) G5, smoker, hopper rinse, 230 fuel, in annual now. Will trade towards larger plane. White with black stripes. No fertilizer. Has Verifly GPS and AFS coated 4 shutoff boom system. Can be sold with regular booms and a G4 or nothing. Negotiable. Pics added soon. $825,000. 361-903-8293

2020 Slots Available ............................................................Call 1989 Air Tractor 502 N10125, Aircraft: 502-0047, Approx TT - 13,630.7, Engine: PT6A-34AG, Approx TT 14,621.1, Satloc Bantam, Stainless Steel Spray Booms and Drop Boom Hangers, Spreader, Wingman, Smoker & AC. New Belly Skin along with many new panels, cam locks and paint in 2017. 24.2 Since Extensive Hot Section with overhauled CT Blades & Fuel Control.

5,768.7 Since Wing Spar Replacement .....................$235,000

Complete Air Tractor Parts And Accessories Dealer For Every Major Ag Aviation Parts and Supplies Large Selection of PT6 Accessories New Turbine Props and Blades S/S Pumps, Booms and Center Boom for Air Tractor Weath-Aero

Compro Target Spray Variable Rate Nozzles

1979 Thrush SR2-T34, N4010X, 25,019 TT, 1,025.2 Since HSI, 4,000 remaining on Spar Caps, IntelliStar GPS, New paint in 2017. Will consider trade for late model 502, 2014 or newer with low time. Chip light came on and willing to sacrifice for $200K First $200K takes it! 641-325-0261

Jack Frost jack@frostflying.com Frost Flying Inc Office 870-295-6213 Maintenance 870-295-3776 Fax 870-295-6674

Garrett Frost garrett@frostflying.com Parts 870-295-6218 Fax 870-295-6237 parts@frostflying.com

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

IA and A&P mechanics needed

agairupdate.com | A 41

CLASSIFIEDS

2015 Thrush 510G, 1130 hours TTAF (Times are approx.), 1130 Hours TTE - (415 hours Since Gearbox overhaul, Exhaust outlet AD and Service Bulletin compliance!) Propeller 415 SMOH Equipment: 510 Gallon Hopper, MVP-50T Glass panel color display, 228 gallon (useable) fuel capacity, 2 inch stainless steel spray system, 41 inch stainless steel gate box, 4340 chromemoly steel spar caps (60,000 hour life!)

Stainless steel bottom fuselage skins, Alodine Chromicoat L25 for corrosion resistance, Massive overturn structures, Quick detach fuselage skins, 28 – volt electrical system, 24 – volt battery, Wire deflector cable, Cockpit wire deflectors, SS rudder cables, Outside air temperature gauge, All metal Empennage, A/C/cabin heat, High flotation 29-in. tires, Cleveland dual caliper disc brakes, Wing root fairings, Windshield wiper and washer, Front Baggage compartment. Additional Options: SATLOC Bantam (Big Screen) with Intelliflow flow control, RCA-2600-3 Artificial horizon, Garmin 225 Comm radio, Hopper Rinse System, Single Point(bottom load) fuel, Electric fan brake Model 111F, Smoker, Vortex Generators, Leading edge LED lights. $699,950 All specifications are subject to verification upon inspection by buyer. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

1980 Thrush S2R-15DC (Converted to PT6A-34AG in 1988) TTAF: 15,960 (Approx.) Roughly 3000 remain on spars. Engine PT6A-34AG: 10 hours Since Extensive HOT (Installed New CT blades, Shroud segments, and Sealing ring. Installed Overhauled FCU, High Pressure Fuel Pump, CT vane Ring, Combustion liner, Large Exit Duct and Small Exit Duct. Fuel nozzles cleaned and flowed, and MORE!) Prop: 900 Since IRAN, Options: 500 gallon hopper, Satloc Bantam GPS with flow control, Load Hawg, hydraulic gate box, KAWAK Throttle quadrant, Smoker, Aluminum Booms with CP nozzles, LED Leading edge lights (New lenses), Windshield wiper/washer, AC, Rear observer’s Seat, VG’s, Metal Tail, New Stainless camlocks all around, and more!

Currently Undergoing Extensive airframe refurbishment from the Hopper to the tail!

Stripped, primed and painted frame from the cockpit back. including inside the front cockpit, rebuilding the rear cockpit, New all around windows, frames, and doors. Tinted front and rear cockpit side windows, refurbed horizontal stabilizer, Vertical, Rudder, and Elevators, rebuilt tail wheel assembly, and much more!

This one is a must see! Sold with fresh annual. $399,950 ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

2001 Thrush 660 -65, Airframe: Approx. 7030 hours TT, Engine/Propeller: PT6A - 65AG, Approx.

1135 SMOH, FCU 120 hrs. Since OH, 5-blade Hartzell 1135 SMOH. Equipment: SATLOC, Bantam GPS w/ Intelliflow, Comm radio, Bottom Load Fuel, Shadin fuel flow meter, Smoker, Load Hawg System, Lane Electric Fan Brake, Super Booms with CP nozzles, Right boom shutoff, Fast Start System, Landing lights, A/C, Cockpit fire Extinguisher. $599,950 ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor.

Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952941-6255 for more information!

1977 Thrush S2R, C-FXMG, Serial#2366R, Gross weight 6000 pounds, 1340 P&W engine, Engine overhaul by Aero Engines Los Angeles, TTE 50 hours, TT Prop 50 hours, TTAF 7778 hours. $120,000 Canadian funds. Call Ron at 306-861-0177

1998 Thrush S2R/400G -1 Super, Airframe: Approx.

4980 hours TT (Sold with factory Wing Spar cap kit installed) Engine: Garrett -1 (Super conversion) with 380 hours Since EXTENSIVE Hot Section (Arkansas Turbines) Propeller: Hartzell 3 blade 0 SMOH, Equipment: SATLOC Bantam GPS with Intelliflow, 400 Gallon Hopper, Large fuel (Approx. 190 Gallons), Single Point bottom load Fuel, Shadin Fuel Flow Meter, A/C, Smoker, Hopper Rinse, Vortex Generators, Five Blade Weath Aero fan, Aluminum Booms, Comm Radio, Dual Landing light, NAV / Strobe lights, Windshield wiper/washer, NEW Tinted windows installed, Mesh seat and MORE! Overhauled Ignitor box 6/17, $349,950 ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!

Motivated Seller! 2012 Thrush 510P S2R-T34, 1900 hours TTAF (Approx.)

Engine: Approx. 40 hours Since hot section 40 hours Light Overhaul by Dallas AirMotive. Propeller: Approx. 40 Hours SNEW - Hartzell 3 blade prop. Equipment: 510 Gallon Hopper, MVP-50T Glass panel color display, SATLOC Bantam GPS w/Flow control, Single point re-fuel , Vortex Generators, Smoker, Electric fan brake, LED leading edge lights, 228 gallon (useable) fuel capacity Zee Systems electric air conditioner/cabin heat. ASI JET is a Factory Authorized Thrush Dealer, Service center, and Parts distributor. Specializing in New and Used aircraft sales, ASI Jet Sales at 952-941-6255 for more information!

2013 Thrush S2R-H80, N3046N, TTAF 2700, Fresh annual, load hawg, VG’S, bottom fuel/dual load, IntelliFlow w/Smart pump, Leading Edge lights, SS booms, hopper rinse, Bantam, smoker, spreader w/kick plate, radio, CP’s, G4 IntelliFlow. Mid-Continent Aircraft 800-325-0885 midcont.net

A 42 | agairupdate.com

1997 Ayres S2R-G10, N773CC, AFTT 6500, Engine: 1813.0 SHOT/ CAM1813, Propeller O/H Conrad Maxwell on 4/5/12, Cool start system, Hatfield single point fueling, ATS-VG’s, AG-TIPS-MARBURGER, Kawak hydraulic system, SATLOC G4, Load hawg, Max weight 7900, Empty weight 4718, Useful load 3182. $420K Mid-Continent Aircraft, Hayti, MO, 800325-0885 www.midcont.net

Order your 510 Thrush Pen and Ink Drawing from our DeSpain Collection Call 478-987-2250

1995 Ayres S2R-G6 Thrush, N3160M, AFTT 11024, Bantam w/9” Screen and flow control, Stainless booms, Transland slim line spreader, Load Hawg, 2” load valve, Pump w/4 blade electric brake, 63 T-Jet check valves and CP09-3P nozzles.

Price reduced to $250K Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

Aircraft - Weatherly

1995 Weatherly 620B, 4855 TT, 300 SMOH, 1430 PROP, Tulsa Engine, M3 SATLOC, Right Boom Shutoff, VG’S, A200 ICom Radio, Smoker, May consider trades. $105,000 Call Monte at 406-8520067 or 406-232-6048

1993 Weatherly 620B, 5000 TT, 600 SMOH Covington, new wing brackets. 137 available. $105,000. Call 256-708-5966

1995 Weatherly 620B, TTAF 7344, Pratt & Whitney R985 TSOH 66 hrs, Hartzell HC-B3R30-4B 1661 TSOH, Crop Hawk Flow Meter, VG’s, CP’s, Lane pump fan and electric brake, Smoker, LED Landing Lights, 70 Amp Alternator. March 2020 Annual. $135,000 Call Stephanie Williams at Souther Field Aviation, Inc. 229-9242813

Aircraft - Other Super-Clean 4621 TT Northwest B450, (Trade-in on SuperC+ -10 TurboCat). 430-SMOHE&P. T.S.T. 12V, 80-fuel, DAF HyBrid Combo. AgCat Sales & Service since ‘71. 870-8862418/2489F, 759-16920 cell, frank. kelley@ag-cat.com

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skytractor.com 800-437-5319 16285 5th St. NE, Hillsboro. ND 58045 • 701-636-5880 • fax 701-636-5881 • skytractor@rrv.net Ag Cat Parts

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Engine - Turbine

1948 Taylorcraft N5265M, Ag Pilot/Tail Wheel Trainer, Model BC12D, Engine: A65-8F Continental (65 HP) Total SMOH 700, TT Airframe 1040, Annual 04/01/2020, AirStar 99 SATLOC, New spare exhaust system, VG Kit, Smooth running, beautiful flying aircraft. Always hangared. $15,000 Negotiable. Serious Inquires Only 320289-1601 2006 Beech G-36 Bonanza, 880 Hours since new, Garmin 1000/WAAS, Factory Air, Leather. This airplane is like new.

Price reduced to $475,000 Call Sun Valley Aviation, 956-421-4545 1995 Beech A-36 Bonanza, 2,800 Hours total time, 860 Hours since factory new engine, Garmin 750/650, GTX 345 (All new), King Auto Pilot with Alt Pre-Select, flight director, HSI, etc.

Active Traffic, ADSB in-out, Standby alternator and vacuum, factory air. Price reduced to $295,000 Call Sun Valley Aviation, 956-421-4545

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.

Helicopters

1976 Hiller UH 12 E4, N64741, 4 seats, good times remaining, Fresh annual 7/20, cargo hook wench, TT 4147.1, Engine 620 TT V0540, 2 auxiliary 20 USG fuel tanks, belly tank spray system with booms, M rotor blades-04, White with orange trim, has spray system: UH 12. tank, booms, pump. Hiller located near Mineral Wells, Texas. $89,000. Contact Carl for details at 979 219-9351 Get Serious About Selling 478-987-2250. Fax: 478-352-0025.

A 44 | agairupdate.com

Bell 206 Spray Helicopters For Sale or Lease! Bell 206 B’s or 206 L’s turnkey spray ready with Simplex System.

AgNav or SATLOC GPS systems. Ready for you to chose your paint colors. Good component times remaining. Fresh annual with sale. Brian 561-723-1911

2012 Robinson R66, Aircraft is currently ready to fly and setup for crop dusting with spray gear, ag avionics and hook. A great opportunity for a turnkey spray operation. Call 540219-2671

Engine - Piston R1340-AN2 Airmotive Overhaul, New Pistons, mags, harness, carb, with warranty outright/exchange. Call Chester Roberts Supply Co. at 903-429-6805 R1340 Engine Overhaul, New Pistons, New bearings, mags, ignition harness, carb, with warranty outright/exchange.

Chester Roberts Supply 903-429-6805 R985-AN1-14B Tulsa Overhaul, New Pistons, Bosch mags. Ignition harness, carb, with warranty outright/exchange.

Chester Roberts Supply 903-429-6805 0-Time Super 600 Geared Nose Engine For Sale (R-1340-59-5-600) Completely overhauled by Tulsa Aircraft in March 2020. Brass Magneto Gears, New Pistons and New Main Bearings, Mags, Carb and Flexport Box. $73,500 Outright. FOB California. Call Sun Air Parts 661-257-7708, Fax 661-2577710 or email info@sunairparts.com Pratt & Whitney Piston Engines, Parts and Accessories in stock. 0-Time R-985 / R-1340 / R-1830-92 & -94 / R-2000-7M2 / R2800CB engines ready to go. Complete stock of engine parts.

We stock complete OHC cylinder assys.

Ready to install. Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@sunairparts.com

Jetset Airmotive - PT6A-34 For Sale - PCE-RBO167, TTSN:5392.7, TCSN:6981, TSO:1394.5, CSO:1846 See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com PT6A-34 For Sale - Serial Number: PCE:56577, TSN:20869.5, TSO:3345.8, CSN:23005, CSO:4046.

See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com Jetset Airmotive - PT6A-34 For Sale - PCE-RB0131, TSN:7993.3, CSN:9117, TSO:4070.3, CSO:4872 See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com Walters 601E-11 OSIRAN, Engine 2250 TT, 1300 hrs sense factory overhaul. Complete with overhauled prop hub, and a set of blades, 99 in dia. $95,000 Memphis, TX. 940-585-6176 Jetset Airmotive - PT6A-34 For Sale - PCE-RBO219, TTSN:5125.8, TCSN:7303, TSO;1214.9, CSO:1614 See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@jsamiami.com PT6A-34 For Sale - Serial Number: PCE:50949, TSN:7778, TSO:2165, CSN:6895, CSO:1282, HSI:434.2.

See spec sheet for details. For pricing call Paul at 817-354-2002 or email preeves@jsamiami.com Jetset Airmotive - PT6A-28 For Sale Serial Number: PCE-52074, TSN:5901.9, CSN:6033, TSHSI:0, TSO:2375.9, CSO:2507 See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com Jetset Airmotive - PT6A-28 For Sale Serial Number: PCE-42579, TSN:15648.0, CSN:31446, TSHSI:42, TSO:1317.9, CSO:2537 See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com Zero TSO PT6A-34AG. Overhauled by EOS. Please call us at (561) 745-6150 for more infomation.

Pratt and Whitney overhauled 1340 cylinders, carburetor, Ag cat spreader call Terry at 870-536-1348 or David at 870-550-1664

Jetset Airmotive - PT6A-28 For Sale Serial Number: PCE-50440, TSN:8068.8, CSN:7168, TSHSI: 0, TSO:1021.8, CSO:687 See spec sheet for details. For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com

R-1340, Zero Time Since Overhaul By Covington, $67,500.00 Lane Aviation 888-995-LANE / 281-342-5451 or FAX 281-232-5401

PT6-15AG For Sale, Fresh gear box, overhaul, 0 since hot section. Call Bill Kingrey for cycle times and price. 979257-6695

PT6 Starter Generator #23046-28 OHC S&T, $3990, trade for 23046-007. Call 870-886-2418/2489F, 759-1692 Cell frank.kelley@ag-cat.com PT6-34AG, PCE-PH0187, TTSN 8131.1 hrs. TSLO 1259.0 hrs. TSHSI, Test cell and long term preservation 0.0 hrs. $195,000. Contact Rick Stone at Southeastern Aircraft Sales & Service 800-441-2964 or mail@ southeasternaircraft.com Turbo Cat Kit ready for installation this winter. Kit includes new firewall forward, Hartzell propeller, EI-MVP, custom built fiberglass cowlings and much more. We can supply a new PT6A-15AG or -34AG for a great price with the kit. Includes a “Fly Safe Transition Program” Contact ann@ turbineconversions.com for pricing and additional details.

PT6A-15AG, 7920 TT Engine. Good times remaining. 1925 since CT Blades.

Cycle Sheet available. $125,000. Call Darryl 479-935-4891 Complete Engine Package! TPE331-6 Engine, 537 Since Cam, CD Aviation Hartzell Propeller HC-B3TN-5M/ 537 Since New, Starter Generator 23047007, 25 Hours Since Overhaul, Beta Tube Included. $177,000 Call Lynn Johnson at 701-360-5966 or 701352-3700 PT6A-60AG, 6500 hours TT, Fresh Hot Section, O/H Fuel Control Unit, O/H Bleed Valve, O/H Starter Generator. $295,000 For more information call Bill Kingrey at 979-257-6695 (3) PT6A-34AG Engines For Sale, TSO’s 0.0 PT6A-45R TSO 1259.9. Visit our website for spec sheets. Or call or email Jay Streb at 812-877-2587, jay@ turbinesinc.com

Equipment - Booms Tsla Center Boom 59105 (AT401-402) $1200. Please call Peg at Sky Tractor 1-800-437-5319 For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@ turbineconversions.com SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus; Tri-State Aviation, ND 800642-5777 or tsa@tri-stateaviation.com www.tri-stateaviation.com

Equipment - Nozzles Used Apollo spray system for Robinson R22 Helicopter. Very little use. $15,000 Call Don 830-275-1127

CLASSIFIEDS New Zanoni Equipment Atomizers in stock and ready to ship at Turbine Conversions, Ltd. High quality, all stainless steel, tested, proven and US operators are loving these atomizers.

Contact Mark@turbineconversions.com for more info turbineconversions.com Used Spectrum Electrostatic spray system complete with boos & nozzles for 402 or 502. $20,000 Call Don 830-275-1127 CP09-3P nozzles (59) $50 each, CP04 Poly Check valve (68) $26 each, CP02 SS check valve (76) $80 each, CP09-3E (67) $80 each, 7” SS drops (30) $5.50 each. Please call Peg at Sky Tractor 1-800-437-5319 AU3000 MICRONAIR (7) Available for sale with accessories. New Condition $800 Plus Shipping or we accept offers.

Pictures Available. Contact Global Aviation LLC 816-447-2226. www. globalaviation.global 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.

Equipment - Parts AT-802 Hatfield Fire Gate - New Production ready to ship! Original Hydraulic Clam Shell Design, STC, BLM & IATB Approved. Proven reliable design, currently fighting fires in North & South America. Built tough, lighter weight and affordable pricing available options. Other aircraft models available - STC on All models of AT, Thrush and M18 Dromader with short lead time. www.turbineconversions.com Contact ann@turbineconversions.com We have an overstock of the large Lane Fan, 111FLT offering special below list pricing to reduce stock. Call Transland at 940-687-1100 or email sales@ translandllc.com for more information.

Equipment - Pumps 502B spray pump Agrinautics 38” Gate Strut Assembly and complete bottom installation ready to go (Electric brake) second 502B spray pump with all bottom installations (electric motor for fam feather) see pictures of both pumps.

Note: they are used pumps. You have to pick it up. $3,900 870-930-5729

Equipment - Spreaders 25” Stainless Steel Spreader, Like new, 9 Vanes for low volume applications. $1,500 Call Bill at 863-467-4000 Used Swathmaster spreader for 25” gate. $2,500. Call Don 830-275-1127

New Swathmaster Stainless Steel Spreader (steel 304) for Air Tractor gate box, 38 inches. Ready for use $5,500.

Call 954-278-0939 or email wwt. pba@gmail.com (2)Transland SS 22274 38” to 25” gate box adapters & 21966 Gate Boxes. $2500 Eachor $4000 for both plus shipping. Call 620-525-6712 Transland SS Swathmaster 38in.

Special 54495 (5in. Throat) w/wing extension 254 in. wide, Spreader Quick Attach 23505, Brackets for 402B & homemade cart, (NEW 52916) Stainless Low Volume Gate Door. Like new, used once on spike contract, would be great for cover crop work. $12,500 OBO plus shipping. Call 620525-6712.

TRANSLAND SS SWATHMASTER 25in, has brackets for 402B, Spreader Quick attach 23507, comes w/2 more center sections & 4 wings. $3000 OBO plus shipping. 620-525-6712 New SWATHMASTER Stainless Steel Spreader (steel 308) for CESSNA 188 gate box, 25 inches. Ready for use. $4,000. Also available NEW SWATHMASTER’S for THRUSH, AIR TRACTOR, PIPER, etc. Ask for price.

Call 954-278-0939 or email wwt. pba@gmail.com 25 Inch Gate Swathmaster Spreader Price reduced to $2,500 Call Colton at 804-387-3825 Transland 10 vane spreader for 38” gate, new, $9,900; Lane Aviation 281342-5451 or FAX 281-232-5401

GPS - AgPilotX Complete AgPilotX System (as removed) NVG Light bar, Hub, Flow Control, Flow Meter, Ipad Mount, Ipad, Wiring. $11,000 Call 208-697-2759 Helicopter light bar now available with the new iPad based guidance system AgPilotX. Entire system with helicopter light bar is 13 lbs. Call Anthony Fay with Insero for details 480-285-4367

Your new Air Tractor is ready!

YOUR #1 AIR TRACTOR DISTRIBUTOR IN SALES AND SERVICE AIRCRAFT 2020 AIR TRACTORS , RESERVE YOUR POSITION NOW ................................................. $CALL$ 2018 AT-502XP, -140AG, 1050 TTAF&E, AIR REPAIR 5” HYDRAULIC SYSTEM, FRESH ANNUAL, NEW PAINT BY AIR TRACTOR - AIRCRAFT APPEARS NEW, NDH ..................................$870,000 2016 AT-602, -65AG, 1950 TTAF&E, GOOD CONDITION, NDH, FRESH ANNUAL AND HOT SECTION AND ANNUAL .................................................................................................$895,000 2009 AT-802A, -65AG, 5100 TTAF&E, MIDWESTERN AIRCRAFT, NDH, FRESH ANNUAL AND HOT SECTION INSPECTION ...........................................................................................$695,000 ENGINES R-1340, ZERO TIME SINCE OVERHAUL BY COVINGTON ...............................................$67,500 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 VANE SPREADER FOR 38” GATE, NEW ....................................................$9,900 AGRINAUTICS, ROOT, CROPHAWK, TRANSLAND, OTHERS ............................................ $CALL$

GPS - DynaNav Like new factory reconditioned DynaFlight-AirAg-Pro system complete with new wiring harness, new GNSS Antenna and new display. Only the processor box is reconditioned, Special Price: $8,900 Call 604-465-0009

GPS - SATLOC 2 Year Old SATLOC G4 GPS System for sale, like new. Also have various used GPS systems. AG PILOTX DEALER. $13,000 Call Tanner J. Sotvik at DEVILS LAKE AERO SERVICE 701520-0229 or 701-662-4416

LANE AVIATION, INC. ROSENBERG, TX

“Flying Excellence Since 1945”

888-995-5263

281-342-5451 TEL • 281-232-5401 FAX e-mail: logan@laneav.com • www.laneav.com P.O. Box 432 • Rosenberg, Texas 77471 agairupdate.com | A 45

CLASSIFIEDS Two used SATLOC IntelliStar systems with cables, large touchscreen, and lightbar. There is only one lightbar and cable between the two systems and there is no antenna and only one cable, but any SATLOC antenna will do. This is a used system that is in very good condition. Everything has been tested and is in good working order. Get G4 capabilities for less than half the cost.

Asking $6,500 Shipped. Call Isaac at 559-790-9511 Used SATLOC M3 as removed for upgrade. $2,000 Don 830-275-1127 (2) SATLOC G4 GPS w/IntelliFlow. $14,000 each. Call Ed at 361-9477891 or 361-387-9090

Help Wanted Helicopter Loader wanted for Aerial Operator in SW. Must have CDL. Call 866-627-8292 or email Trirotoraz@ gmail.com North Dakota aviation operation looking for an Experienced and “PASSIONATE” A&P/IA and pilot to fly/maintain/rebuild turbine Thrush and North American AT6 aircraft. Flying season runs from June through August. TPE-331 and sheet metal experience preferred. If you do not love aviation, and enjoy maintaining and flying airplanes, please do not apply.

Email resume and references to Luke at luke@ltenterprisesnd.com Established Intermountain Operator, looking to fill 2 Seats. Seeking experienced team players who desire a career position, not just a seat. Ideal candidate will be proficient at operating turbine powered, agricultural aircraft, and willing/able to do so in varied terrain, as well as elevations. Company offers up to a 10 Month Flying Season, Industry Leading Wages, Well Maintained Aircraft, and Support Staff that are second to none. Current fleet consists of TPE 331-10 powered Dromaders, a S2R 510 Thrush, and is growing to include other aircraft/airframes…502, 802, or time in existing airframes is preferred. If interested, please respond… if you are a beginning or low time ag pilot, this opportunity is not for you.

US Commercial Fixed Wing Flight Credentials. operations@valleyairllc.com Helicopter Pilot - Position available spraying in South Texas. April thru November. Room and Board provided with excellent pay. Call Cameron Hendrickson at 815-739-6813 or 815384-5151 Experienced turbine pilot wanted for Midwest crop season in June-August.

Primary work is in IL and WI. Please e-mail resume, references, and qualifications to diggerdougsservices@ gmail.com or call Doug Gust at 262620-1010.

A 46 | agairupdate.com

Level 1 or 2 relief pilot needed to service 1-3 aircraft for the upcoming summer.

Call 970-571-0871 Wanted - Loader/Driver for Helicopter Spray Operation, A&P would be helpful.

Could work into pilot position. Call 641821-0015 Full service FBO serving West Central MN, is looking to add an Experienced A/P Mechanic. Prairie Air Inc. is located in Elbow Lake MN which is in the heart of MN’s best agricultural & resort areas. Elbow Lake offers small town living at its best, while located conveniently to several metropolitan areas. Pay DOE Full benefits available including profit sharing. Requirements: Must be a US citizen and high school diploma or equivalent. Must be able to read, write and understand the English language. Have a current FAA Airframe and Powerplant Certificate.

Must have minimum Five (5) years recent experience working full time as an aircraft mechanic. Must provide own quality set of tools. Must have leadership skills. Working Knowledge of computer usage to include Microsoft Windows based programs. Call 218-685-6594 Looking for Ag & King Air Simulator Instructors. Instructors are 1099 contractors. Work is on a per student basis. 1-3 day courses and paid by the day. Work one on one with the students.

Classroom and simulator instruction.

Days are 9-5 with no weekends.

Lodging fees are covered for instructors that travel in to our location to teach.

Flight instructor certificate not needed.

Looking for someone who has an Ag pilot background/experience. Turbine experience is a must. Could be active or retired. Must have an interest in teaching and passing on their knowledge to others in the industry. Email resume and references to blindads@agairupdate.com Subject: ID#2710 Looking for the right pilot. Wilbur-Ellis is looking for a Bell 47 Pilot with row crop spray experience to work in King City California. King City is located in the south end of the Salinas Valley, 150 miles south of San Francisco, 60 miles south east of Monterey. I have a full-time position available for the right applicant. You must be stable and accident/violation free. WilburEllis has excellent benefits, including company provided transportation. The season runs from the middle of March through the middle of November. The work is difficult and challenging but rewarding. Pilots are expected to be in the office in the afternoon to prepare for the following days work. This is a full time position for an experienced Bell 47 pilot with row crop experience. If this is something you are interested in, please send me a resume. Mark Plaskett 831-594-2430mplaskett@wilburellis. com

Need a couple of batch truck drivers for a helicopter spray crew. Must have at least a class B cdl license with hazmat.

Good driving record. Will be traveling a lot. We pay salary, pre diem, and commission. Contact Danny at 662453-9406 for details

Operator looking for AT-502 pilot.

Multiple locations - Minnesota, North Dakota and South Dakota. Email resume and references to jim@agrimaxllc.com

Kindersley Air-Spray Ltd. requires 4 Professional Agricultural Turbine Spray Pilots to pilot Turbine Thrush 510s for the 2020 Spray Season. Anticipated Start Date: May 10, 2020, thru September 7th, 2020. Education: Commercial Pilots License, Pesticide Applicators License. Applicants must: have a minimum 1500 hours of agricultural spray experience of which 1000 hours must be on a Turbine Thrush or Air-tractor, up to date medical, be proficient in speaking, reading and writing English, be capable of operating Satloc GPS systems or the equivalence, perform basic maintenance and servicing on aircraft, maintain journey logs following Transport Canada guidelines, have a clean flight record, be insurable through our insurance company. Wage/ Salary: $60.00/hr to $70/hr based on 40hr/week. Benefits: Benefits package available, Workers Compensation provided, possibility of a seasonal bonus.

E-mail resumes including references to advanced.aviation@sasktel.net Only successful applicants meeting all requirements will be contacted.

Kindersley Air-Spray Ltd. Box 2005 Kindersley Sask. S0l 1S0 Office: 306463-4600

Ground Crew/Loader member wanted for a diversified Colorado based ag aviation company. Searching for a capable person that is a team player. Please email references to patrick@aeroseat. com or call 970-522-1941

Canadian Turbine Pilot Wanted Kinniburgh Spray Service LTD, based in Taber, AB is a proactive organization with 67 years of service, requires a Professional Agriculture Aerial Applicators to fly our Air Tractors 502/602/802. Job duties: Fly fixed wing Turbine Air Tractor safely and efficiently.

Work with customers and ground crew in a professional manner. Be available when conditions are optimum. Perform elementary maintenance and servicing of aircraft and maintain journey logs following Transport Canada guidelines.

Certificates Required: Canadian Commercial pilot’s license, Alberta and Saskatchewan Aerial Pesticide, Applicator License, Valid Category One Medical license. Skills Required: Min 2500 Hrs Ag Turbine of which 1000 hrs must be turbine Air Tractor, Proficient in speaking, reading and writing English, Capable of operating Satloc GPS systems, Clean Flight Record, Insurable through our insurance provider.

Wages/Salary: $60/Hr based on 40hr/ week, overtime with remuneration.

Wages based on acres sprayed, acres sprayed in season depend upon weather and farm economy. Workers compensation provided. Benefits and relocation expenses provided. Email resume including references to info@ kinniburghspray.com. Only successful applicants will be contacted.

California Crop Duster - Long term pilot job. Call 209-948-9345

Wanted: Level 1 or Level 2 SEAT Fire Pilots, Good Pay, Workers Comp, Travel Time, Early Fire Season. Call George Mitchell at M&M Air Service 409656-5998 / 409-794-2352 or email mmairgeorge@msn.com Looking for an experienced UH-1 helicopter mechanic. Ag experience preferred but not required. We have a large operation. 3+ ships to maintain.

All the spray machines are UH1-B’s.

No depot level maintenance. Only intermediate and phase maintenance is done in house. You will be required to oversee and direct maintenance operations and complete all associated paperwork for the helicopters. Please send resumes to TIGERJONES204@ YAHOO.COM Opening for full time A&P mechanic/ director of maintenance in Northern California. IA is preferred and experience with PT6 engine is preferred, but not required. Aircraft: Turbine Ag-Cats and Radial Ag-Cats. Benefits are: profit sharing, matching 401k, health insurance, dental, vacation, sick leave, and holiday pay. Willing to help with relocation cost. Contact Alex at 530882-4286 Immediate Midwest position open for an Aerial Helicopter Ag Pilot. Family business seeking experienced Bell 47 pilot for upcoming 2019 season. Ag spraying experience preferred. Great opportunity for the right person. rbauer2965@gmail. com or 815-383-9378 Help Wanted - Ground Crew position & Mix Truck Operator for helicopter crew.

CDL a plus. We will help get CDL. Full time & part time position. Must be willing to travel May thru October. Low time pilots wanted. Guaranteed flight time. For more information contact Caleb Harvey at (706) 577-4220 or email caleb@bsairinc.com.

Large midwest aerial application business looking for A&P and IA mechanics. Must have Air Tractor and PT6A experience. Starting salary is 7080K if qualified. Must supply a resume and three references. Send resume and references to blindads@agairupdate. com, Subject: ID#2234 or fax to 478352-0025

CLASSIFIEDS

MICR

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V O R T E X G E N E R ATO R S

• Reduced Turning Time • Shorter Takeoff Rolls • Improved Aileron Authority • Lower Stall Speed (800) 677-2370 Vortex Generator Technology

4000 Airport Road, Suite D Anacortes, Washington 98221 (360) 293-8082 FAX (360) 293-5499 www.microaero.com micro@microaero.com

Micro VG Kits Available for: Thrush: S2R, S2R-T11, S2R-T15, S2R-T34, S2RHG-T34, S2R-T45, S2R-T65, S2RHG-T65, S2R-R1340, S2R-R1820, S2R-R3S, S2R-G1, S2R-G5, S2R-G6, S2R-G10, S2R-H80 (510G) Air Tractor: AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-401A, AT-401B, AT-402, AT-402A, AT-402B, AT-501, AT-502, AT-502A, AT-502B, AT-504 Cessna Models: 188B, A188B, T188C Dromader : PZL M18, M18A, M18B Piper Brave: PA-36-285, PA-36-300, PA-36-375 Weatherly: 201, 201A, 201B, 201C, 620, 620A, 620B

Souther Field Aviation, Inc. FOR ALL YOUR MAINTENANCE & PARTS NEEDS

AUTHORIZED THRUSH SALES AND SERVICE CENTER AND PARTS DISTRIBUTOR

Export Experts Authorized Turbine Brave Conversion HIGH PERFORMANCE STARTS WITH THE RIGHT PARTS APS has designed a high quality brake disc that has established itself as the benchmark among aircraft brake discs. A true blend of strength and durability.

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APSBRAKES.COM

• Transland • Agrinautics Pumps & Valves • Covington Engines • Wag • Ag Nav • Cascade Conversions • Turbine Conversions • TracMap • Single Point Fueling And So Much More…

Stephanie Williams - President stephanie@southerfield.com John Lott - Parts & Maintenance john@southerfield.com www.southerfield.com

223 Frankie Williams Road, Americus, GA 31709 Phone: 229-924-2813 Toll Free 866-924-2813 Fax: 229-924-4356

STATE OFFICE OF THE GEORGIA AGRICULTURAL AVIATION ASSOCIATION

agairupdate.com | A 47

CLASSIFIEDS Oklahoma Based Ag Helicopter Company in need of an Agricultural Pilot, permanent position, March through October. Bell Jet Ranger, Robinson R-44, SATLOC G4. Send Resume to elyhelicopters@yahoo.com Looking for agriculture pilot with S2R-T34 experience in seeding, fertilizing and spraying to work in Guyana, South America. For more information email hr@aslgy.com or call 592-222-1234 ext. 239/226 Due to expansion opportunities we are looking for experienced 502 and 802 pilots. Must have knowledge of the latest GPS units. This is a full time turbine position in the Upper Midwest.

Historically from May to October. We spray a large variety of row crops. Mostly fungicides, insecticides and micro nutrients no herbicide work. We also do dry fertilizer and cover crops. We are looking for team players willing to grow with us. A pilot with a strong work ethic is desired. Please reply with a resume to Agpilot502802@gmail.com Looking for experienced AT-802 and turbine Thrush pilots for the season 2019-2021. Must have experience in fire fighting on Air tractor 802 or Thrush. The pilots will be based in Cyprus for 6 months contract per year.

Please send your resume to: aviators@ hotmail.gr attention to Mr. Nicolas Full time, year around position, A&P required, IA a plus. Busy shop servicing Air Tractor, King Air and light jets.

Location in NW Iowa. Top pay for right individual. Come to the Iowa Great Lakes! 712-262-0070 Looking for banner pilot and loader for spray operation. Possible advancement to our spray operation. Housing provided. Call Bob at 410-251-6224 IA and A&P mechanics needed. Call 870-295-6213 Salary depending on qualifications and experience.

Miscellaneous PRAETOR FLYING HELMETS IMPROVED DESIGN! BEST VALUE FOR THE MONEY! Use your own headset, Lightweight (under 1kg without your headset!) Carbon fiber aramid shell, Impact absorbing liner, Hard coated PC visor. www.praetorflyinghelmets.com +972 58778 5377 Portable containment tarp for loading, like new - used 1 time. 15’x50’. $2500 or best offer. 785-263-3037 Used 250 AMP Wet Spline Starter Generator. $3500 Call Chad Stuart at Airplane Services, Inc. 850-380-6091 Ag Cat tail spring A1590-1 $1200.

Please call Peg at Sky Tractor 1-800437-5319

A 48 | agairupdate.com

Christmas Trump Shirt - Short and Long Sleeve. Youth small through 4XL. Contact Storm Aeronautics at 402367-3213 or send email to parts@ stormaeronatuics.com to place an order.

Trump Coffee Mugs ($12) and Kozzies ($4). “Keeping Ag Aviation Great”.

Three different designs featuring an Ag Cat, Air Tractor, and Thrush. Contact Storm Aeronautics at 402-3673212 or send an email to parts@ stormaeronautics to place an order Trump Shirts “Keeping Ag Aviation Great”. Three different designs featuring an Ag Cat, Air Tractor and Thrush.

Colors are Gray, Black, and Red. Sizes Range from Youth medium through 4XL. Shirts cost $25. Contact Storm Aeronautics at 402-367-3213 or send email to parts@stormaeronatuics.com to place an order.

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

Operations For Sale or Wanted For Sale - Aerial Ag Spraying Business in the heartland of Saskatchewan irrigation region. Turn key operation with or without airplanes. Saskatchewan government announced 500,000 acre, 4-billion dollar irrigation expansion over the next 10 years. Emails only to rolandjenson@hotmail.com AGRICULTURAL OPERATION FOR SALE in sunny BRAZIL: 20 years of operation, customers, 04 IPANEMA EMBRAER 201/A AIRCRAFT, 01 CESSNA 188 AG TRUCK, trucks, equipments, spreaders, booms, hangar, 20 acres private runway, 3 homes for up to 10 people, etc. The nicest place to operate and make money in BRAZIL. Fly soybean, rice, corn, forest etc. The area worked can be improved with work hard. Call 954-278-0939 or email wwt. pba@gmail.com

Parts - Airframe Titanium Full Swivel Tail Wheel Now approved and available for S2R 660 Thrush - full swivel tailwheel with Titanium Tail Spring. Durable, long life span, lighter weight option for Thrush owners. Contact ann@ turbineconvesions.com for information and to reserve your production slot for this winter.turbineconversions.com Ag Cat Factory Frameworks, All 4130 weld assys “fixture” per­fect, ready to install, Also, upgrades, hoppers, long fuel, hi-wings, struts/wires, canopy’s, components, special hardware and much more. AgCat Sales & Service since 1971. 870-886-2418/2489F, 7591692 Cell, frank.kelley@ag-cat.com

Reinforced Thrush Leading Edges - Send your leading edges to us and we will reinforce them with durable custom extruded aluminum reinforcements. Available directly from Turbine Conversions,Ltd ann@ turbineconversions.com or contact our favorite Thrush dealer for more information.turbineconversions.com Cascade inlet and cowling for AT-602. $12,000 Call Chad Stuart at Airplane Services, Inc. 850-380-6091 Thrush Viper 1200 (R1820) conversion kit parts; Serv-Aero Engineering 13000 Series Kit; R.H. B-17 collector ring configuration; new, never installed: engine mounts (3), dish pans (3), heat muffs (3), air filter housings; fluid lines, fittings; pre-oiler pump/motor, collector ring plus segment spares also, new main landing gears with 27” spindles; new lower forward fuselage repair weldment; Selling whole package only; $9K Can text pictures on request. Bring a truck. $9,000 Robert Perry at cell: 831-320-8727

Smokers/Driftfinders - Minimize your off target drift risk. FAA/PMA’d and STC’d for installation on most Agricultural aircraft. 44 years in business and over 6,200 units in service. For more information Please call Compro Aviation, Inc. 785-899-2294 or visit us on the web at www.comproaviation.com Fresh refurbished AT-402 hopper with lid. $7,500 Call 620-285-5609 REBUILT 29” THRUSH LANDING GEAR IN STOCK & we can REPAIR / REBUILD yours to LIKE NEW STATUS. Johnston Aircraft Service, INC. 559-686-1794 / Email parts@johnstonaircraft.com / www. johnstonaircraft.com Tools for reaming attach bolts Wing Main (Centerwing to Outboard wing) attachment joints for Dromader M-18 per repair service bulletin #e/02.170/2000 Available for rent.

Contact Ann at Turbine Conversions 616-837-9428 or email ann@ turbineconversions.com

For Sale: Solid Diffuser for Air Tractor, already tested and endorsed, highest quality, produced with stainless steel plate and rivet, uniform distribution.

Manufactured by PBA Aviation. $5,500 Contact Pelopidas Bernardi fone/whats: +1-954-278-0939

Upper Left Wing Less Wing Tip, Fuselage Frame, 3-1in. Landing Gears, 2 Struts For Wings, New Leading Edge For Aileron, 1 Fuel Tank, Elevators.

541-571-3017

B-Model Ag Cat Wings. Long range fuel.

Good paint. $10k each, $35k for the set. Call Chad Stuart, Airplane Services, Inc. 850-380-6091

Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer.

Cascade Aircraft Conversions. 509-6351212. info@cacaircraft.com

1960 Piper Comanche Wings Complete with Gear, Paint Fair, No Hail damage.

Also have fuselage. $9,000 Call Tanner J. Sotvik at DEVILS LAKE AERO SERVICE 701-520-0229 or 701-6624416 Super “B” Ag-Cat Wings, fresh paint, metalized, big fuel. $50,000 Call Bill Kingrey at TURBINE YELLOWJACKET PARTNERS LLC. 979-257-6695 AT-402 airframe sandblasted, primed and painted. Comes with belly skin and Turtle deck. Also includes tail spring and tires. Includes tail but needs left elevator. $35,000 Call Bill Kingrey at TURBINE YELLOWJACKET PARTNERS LLC. 979-257-6695 Front seat for a Citabria 7 series and a Maule tail wheel, tire size 8x3.00x4 single arm in fair condition with good bearings and race. Both for $175 Call Don at 402-841-5144 or email flyagrp@cableone.net Brand new windshield for an AT-400 or AT-301. $350 Call Colton at 804387-3825 Rudder and Elevator off of an AT-301 for sale. $1,000 Call Mike for details at 352-494-3978.

Parts - Engine

-34 Cascade Inlet System. Firewall FWD for S2R Thrush. $35,000 Call Bruce’s Flying Service at 229-7254150 Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor. Special introductory pricing orders received by January 31, 2020. Contact Mark@ turbineconversions.com for more info.

Parts - Other Collins Dynamics A/C unit for a Thrush, new inbox, $4999 OBO Call 337-2247803 for details.

2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B. Call Cascade Aircraft Conversions for more details 1-509-635-1212 Cockpit adjustable flow control kit.

Manual control or GPS variable rate ready. Integrates into existing hydraulic systems. More info at Kawak Aviation Technologies 541-385-5051 www. kawakaviation.com

CLASSIFIEDS

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Box 125 Portage la Prairie, MB R1N 3B2 P: 204-870-2828 | F: 204-857-7408 sales@portageaircraft.ca | www.portageaircraft.ca

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Southeastern Aircraft Sales

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Trade with members of NAAA

2007 Air Tractor AT802A N4265D PT6A-67AG 5917 Hrs. TTAE, fresh HSI, Satloc Bantam, radio pkg., smoker, electric fan brake, Fast Start, CP nozzles, new paint, glass & more ............................................................$625,000 PT6A-34AG S/N PCE-PH0187 TTSN 8131.1 Hrs. TSLO 1259.0 Hrs. TSHSI, test cell and long term preservation 0.0 Hrs. .................................................................................................................................................... $195,000

2020 Air Tractors all models available

reserve your spot today

800-441-2964

AIRCRAFT SALES & SERVICE agairupdate.com | A 49

Office: 772-461-8924 • Fax: 772-461-9050 • mail@southeasternaircraft.com • www.southeasternaircraft.com

CLASSIFIEDS Thrush S2R STC battery retrofit kit.

300% longer battery service life. 200% faster starts. Battery replacement cost 25% of original. For more information call Kawak Aviation Technologies at 541-385-5051 or kawakaviation.com

Position Wanted Completed seat 1,2, & 3 courses including hazmat courses. Looking for Aerial Fire sponsorship and long lasting relationship with company. Please call or text Hale 678-779-4726

Propellers 12D40-6101-12 Propeller, Overhauled with 8130 Form. For more info call Chester Roberts Supply 903-429-6805 Hamilton Standard Propeller 23D40 with 6511-12S Blades Overhauled Completely includes 8130-3 form. For more information call Chester Roberts Supply Co. at 903-429-6805 Hamilton Standard 22D40 Hydromatic Propeller 6533 blades overhauled complete with distributor valve and prop, Governor. For more info call Chester Roberts Supply 903-429-6805 23D40 with New Blades 6511A-9 installed. Completely Overhauled Propeller. With 8130-3 form. For more information call Chester Roberts Supply Co. at 903-429-6805 QUALITY Propellers For Sale 33D50-6601A18 OHC........$29K 23D40-6601A19 OHO........$28K 22D40-6533A12 OHO........$25K 22D40AG200-2 418-SOH..$22K 12D4DAG100-4S 375-SOH.$19K 12D40AG100-2 828-SOH...$18K 2D30AG100-2 OHC............$23K HCB3TN-5M/T10282N+4. Call AmAg, 870-886-2418/2489F frank.kelley@ ag-cat.com Hartzell Prop HC-B3T10-3D, Blades T10282N +4, Prop Assy, Buckhead, Spinner, OSTMOH Prop. $28,000 Call Bruce’s Flying Service 229-725-4150 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 at 210-9245561 or email sales@dixieair.com Used 5 Blade Hartzell HC-B5MP-3C, 572 hrs since overhaul $15,000 Chad Stuart, Airplane Services 850-380-6091

Seat Wanted Pilot Looking for seat for the 2021 season. Bell 206, Bell407, AS350, H500, Bell 47. High time, Bell Factory School, Euro-Copter Factory School.

53 years old, single, no accidents no violations. Steve at 901-378-6724

A 50 | agairupdate.com

I’m looking to put my self and or myself and my plane to work this winter. I have well maintained Lycoming powered Cessna Ag wagon that’s ready to go.

I have experience in everything from Pawnee’s to 802’s doin herbicide, fungicide, row crop as well as fruits and vegetables, as well as timber and rice experience. Clean insurance records, no insurance drift claims or accidents ever. Available from November until mid March. Agpilot1984@yahoo.com 252-214-3509 Looking for Winter 2020 Seat or a Commitment to 2021 Season. Currently working at a great operation. Folks here are great and I would need time to make sure I leave them in a good situation.

This has been a great stop for my career, just really need a more steady seat with more acres. I am licensed and insured for Herbicide. Also CFI etc. Actively but confidentially searching for a good fit for us. Team player, long days and nights no problem. Easy to get along with etc. Relocation not an issue; only time constraint is helping my current outfit replace me. Please respond to the email listed Agpilot2020@gmail.com and we can discuss your needs and my qualifications/references to see if we’re a good fit. Cheers Pilot/A&P Please read the attached resume. I am a pilot with an A&P looking to break into the Ag field.

10,000+ total time 500 hrs AgNav experience. 600+ Turbine, 100+ tailwheel. Previous check airman.

Willing to visit your operation to see if it’s a good fit for possible relocation.

Email nathanrdunkley@gmail.com or call 801-696-5720 Pilot Available For 2021 - Licensed in LA, AR & MS. Looking for 2021 seat preferably around Northeast LA, Southeast AR or in the area but will entertain other locations. For more info please send text or leave voicemail if no answer at 318-376-6993.

Looking for long term seat in the US. I have an interesting combination of Aviation Engineering, Flight Training and Flight Experience, both Rotary Wing and Fixed Wing. Currently flying Thrush 510, Robinson 44, Robinson 66 and King Air C90. Experience in liquid application, aerial seeding and aerial fertilization. I am also URT (Upset Recovery Training) and aerobatics flight instructor giving instruction for more than 80 pilots already including AG pilots on how to recover airplanes form upset attitudes. Pilot Licenses: ATP, IFR Helicopter, CFI, TT Rotary Wing 1,500 hours. Resume and references are attached. For more information email cerionidiego@gmail.com Experienced turbine pilot looking for a seat for the 2020 season and beyond.

5000+ hours ag time. Experience flying Air Tractor and Thrush. 318-669-5351.

From 188 to 802 and everything in between, 5000hr Ag. Zero accidents or drifts. Wanting full time position that’s worth relocating for 5-10+ years. For more info, feel free to send me an email at aerialprofessional@gmail.com Seat Wanted - 4000 hours TT, 2000 hours in Thrush 510, 500 hours in an AT-802. Call Gary at 806-685-3463.

Agricultural pilot seeks long-term position in Midwest or other states. Corn run is fine. A definite team player. Looking for a professional operation with well maintained equipment. Willing to relocate to any state. 7,800 hours AG time, most in 500 gallon turbines: row crop, tree crop, and some herbicide. Thank you for your consideration. Please email all inquiries to 1spraypilot724@gmail.com

Vehicles Loader truck for sale - Chevrolet Cat motor, automatic, new loading system, flip over, stainless steel tube, mild steal bed, scales, bottom load fuel, 870931-8485

Truck & Fire Retardant Tanker For Sale. Asking $10,000 for the pair or make an offer. Located at Fort Stockton, TX Airport KFST. Call Cameron Towne 409 781-5511 or email camchevyt@aol.com

I’m a first year ag pilot looking for a 2020 Seat and beyond. I have 220 tailwheel hrs., 20 AT-301 hrs., 45 ag hrs. I went to Eagle Vistas’s Ag Aviation school and hold a commercial pilot license. I am willing to relocate and invest myself in your operation. If your interested or want more information call Reed at 806-736-0567 or email me at reedakoehn@gmail.com Thanks!

Fertilizer Loader Truck - F350 fertilizer loader truck, steel bin and 10” tube.

Cab rusted but dependable $5000 Call Dave at 509-520-8267

Previous owner/operator available short term or possibly long term for a good turbine Air Tractor operation. Extensive history of subcontract work around the country. Highly productive and efficient.

No accidents or violations. Quality applications of liquid and dry work.

SATLOC, flowcontrol, and shape file work since 1995. 8000 TT, 6500 ag, 3500 turbine. 701-541-0102 leave message.

1984 GMC Black Tank Truck, 4 compartment units for fuel in tank with pumps.

Formerly Texaco engine 454, five speed transmission, 2 speed axle. $2,700. Buyer pick up item after sale. 979 219-9351

Ag Pilot Seeking a Seat . 1093 TT, 779 Ag, 85 Turbine. Herbicide Experience.

Extensive Farming Background. A&P Mechanic with Ag Aircraft Experience.

PAASS attendance. Resume with References Available. Please Email javiation@icloud.com Pilot Looking For Heli Seat - Bell 212, UH, Rangers, 500s, 133, 137, 135 AG. OAS Cardable, Extensive experience with mosquito Vector control. 40 years of ag pilot experience. Andy at 850-686-2020 South African pilot, 56 year old, experienced on radial and turbine engines.

Holder of South African commercial license, single and multi engine, IF and Ag ratings. AG Aircraft types PA 25, PA36, G164B, Air Tractor 301/401/402 B, Thrush 510 S2R-34T. Willing to relocate anywhere in the US or Canada, kindly email: craighhamman4@gmail.com

Training Riggin Flight Service, flight school offering private, commercial, instrument, Ag, multi-engine, tailwheel, etc.

We tailor our courses to meet your needs. www.RigginFlightService.com (605)256-9774.

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:870697-3568 185 Hwy. 42 West, Hickory Ridge, AR

Wanted to Buy I am looking for a Swathmaster for 802A, for 10” gate with 10ft wings.

Call 979-234-2482 Wanted to Buy - All models of Cessna 206, does not need to have an engine.

If you have one sitting in your back field turn it into cash by emailing ann@ turbineconversions.com Wanted: Have cash for Late Model, Low Time Air Tractor 402 and 502. Must be priced at wholesale. Call Darryl at South Delta Aviation - 479-935-4891 / 870995-1323 nights and weekends.

International Advertising Index Aero Innovations......................... 39A Ag Air Aircraft............................ 31A Ag-Nav, Inc.................................. 3A Agrinautics................................. 43A Air Repair, Inc............................ 33A Air Tractor Inc.............................. 2A Aircraft Accessories of OK........... 39A Airplane Services........................ 30A American AgViation.................... 30A ASI Jet Sales, LLC...................... 39A Aviation Hose Shop..................... 24A Aviation Products Systems........... 47A Cascade Aircraft Conversions ...... 40A CD Aviation Services................... 19A Covington Aircraft....................... 52A Desser Tire and Rubber Co. .. 19, 40A Dyna Nav Systems, Inc. ............... 5A Electrode................................... 30A Flight Grip, LLC.......................... 30A Frost Flying................................ 41A Government Sales....................... 30A Insero........................................ 51A Isolair, Inc.................................. 43A Jetset Airmotive Co., Inc............. 30A Johnston Aircraft Service............. 29A Kawak Aviation Technologies....... 29A Lane Aviation Inc.................. 37, 45A Micro AeroDynamics .................. 47A Micron Sprayers Limited.............. 23A Mid - Continent Aircraft Corp....... 23A Portage Aircraft Specialties ......... 49A Pratt & Whitney Canada.............. 25A Preferred Airparts....................... 49A Professional Fibreglass................ 30A Prop Works................................ 24A SATLOC....................................... 9A ServAero.................................... 31A Sky Tractor LLC.......................... 43A Southeastern Aircraft Sales.......... 49A Souther Field Aviation, Inc.......... 47A Standard Aero.............................. 7A Storm Aeronautics...................... 40A Thrush Aircraft........................... 21A TracPlus.................................... 19A Transland .................................. 11A Turbine Conversions LTD............. 23A Turbines, Inc.............................. 28A

Pratt & Whitney Canada Distributor and Designated Overhaul Facility (DDOF)

Specializing in the Maintenance and Overhaul of the PT6A, R985 & R-1340 Engines

www.covingtonaircraft.com Ph. (918) 756-8320

Se Habla Espanol • FAA Repair Station No. CP2R750K