AgAir Update July 2024

LIME APPLICATIONS IN

LEADING EDGE

TECHNOLOGIES | | BLOWIN’ IN THE WIND

LAND USE: ARE MOST CROPS JUST USED TO FEED LIVESTOCK? VOLUME 42,

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FROM THE COCKPIT

Bill Lavender . bill@agairupdate.com

Remembering Mr. Leland

As you may know, Air Tractor is celebrating its 50th year manufacturing agricultural aircraft. That is an impressive milestone for any company. It seems like an unusual influx of 50-year celebrations in ag aviation this year, including myself.

Air Tractor began this journey not as “Air Tractor” but as Snow Aeronautical Company, named after its founder Leland Snow. This was in the late 1950s, moving from south Texas to Olney, Texas. He then sold the company to Rockwell-Standard. The Snow S-2A and S-2B became the Thrush, and over 500 of the Snow-designed aircraft were produced. When Rockwell moved the company in 1970 to Albany, Georgia, Mr. Leland resigned and formed Air Tractor in Olney. From that point on, history was made as Air Tractor started its path to become today’s most popular ag plane.

While Mr. Leland was building the first models of AT-300 series Air Tractors in the mid-1970s, I was starting my ag aviation career in a 235 Pawnee in Dawson, Georgia. In the winter of 1980, I upgraded from a 600 hp, B-model Ag-Cat to a more productive turbine-powered ag plane. The choices at the time were a 400-gallon Turbine Thrush or possibly an Air Tractor. I knew that I wanted the reliable P&W PT6A engine; however, at the time, that was not available on the Air Tractor. The decision was made for me: a new Turbine Thrush with the newly introduced PT6A-11AG engine, serial number 1.

Mr. Leland and I became good friends, but understandably, it was not until after I got AgAir Update up and running with national coverage. Since then, Air Tractor and Mr. Leland have always supported the publication, for which I owe much gratitude.

I remember after many interviews, on one occasion, he explained to me how pricing worked. He told me that if

you raise your prices (rates, in my case) a small amount each year in line with ever-present inflation, your customer/client will rarely object. Those that did usually were about to leave you anyway. But, if you did not raise your prices/rates annually and allowed several years to pass, you would have to raise them dramatically. He said this could easily lead to losing that account—excellent and accurate advice.

On another occasion, Mr. Leland called me at my office. A bit surprised to receive his call, I answered the phone. “Bill, this is Leland. I want to talk to you about your pictures in AgAir Update. ” I could not begin to imagine where this conversation was headed. Of course, I said sure, let’s talk.

Mr. Leland said, “I have noticed in the photos you have taken of my aircraft that the prop appears to be stopped while in flight.” Where was he going with this, I asked myself. “I believe it would be better if you could publish these pictures with the prop turning,” he explained. Gee, I had not thought about this. It was an easy enough request to comply with, and I gladly did!

Then there was the time he took me for a drive in his 1996 Lincoln Continental. I recall this very well because it was precisely the same color and model car my parents had at the time. Should I mention that Mr. Leland and my father were born in the same year, 1930? Such a coincidence.

During this drive, Mr. Leland explained to me that this model car would tell him the miles per gallon of gas it could achieve. He would do his best to increase those miles per gallon by altering his driving techniques. This drive had nothing to do with ag aviation except maybe

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highlight his innate desire to be as efficient as possible, something that carried over into his aircraft designs.

It has been 12 years since the passing of Leland Snow. It doesn’t seem like long ago, but that is what happens as you age; time passes quickly. He passed while jogging at 80 years of age. Mr. Leland questioned me about my jogging not too long before his passing. I told him my average time/speed. “Bill, that really is a good rate.” Of course, I was only 50-something at the time.

He never told me his minutes per mile. I often think of him these days when I walk at a reasonable pace. Eighty is not that far off!

Until next month, Keep Turning…

CALENDAR OF EVENTS

September 30 - October 4, 2024

2024 Operation S.A.F.E.

Analyst Training

Delta State University Cleveland, MS

Dr. Dennis Gardisser dgardisser@icloud.com 501-676-1762

October 10-12, 2024

NAAA & NAAREF Oct. 2024 Board Meetings

DoubleTree Chattanooga Chattanooga, TN

Lauren Henretty Lhenretty@agaviation.org 202-546-5722

October 16-17, 2024

Michigan AAA Fall Meeting

AgroLiquid Building 3055 W M-21 St Johns, MI 48879

Tim Swanson flyingfarmertim@hotmail.com 989-292-1362

October 21-23, 2024

Kansas AAA Convention

Drury Broadway Inn Wichita, KS

Rhonda McCurry kaaa@ksagaviation.org 316-650-6857

October 28-30, 2024

California AAA Convention

Embassy Suites, Napa Valley Napa, CA

Terry Gage terry.gage@caaa.net 916-645-9747

November 04-05, 2024

Pacific NW AAA Convention

The Coeur D’Alene Resort 115 S 2nd St Coeur D’Alene, ID 83814

Tara Lea Brown pnwaaa@gmail.com 509-989-9098

November 18-21, 2024

2024 Ag Aviation Expo Fort Worth Convention Center Fort Worth, TX

Lauren Henretty Lhenretty@agaviation.org 202-546-5722

December 10-12, 2024

Mid-States Ag Aviation Conference Isle of Capri/Quad Cities Convention Center Bettendorf, IA

Quintin Childs 515-229-1856

qchilds@insmgmtgrp.com

January 03-05, 2025

Arkansas AAA Convention Oaklawn Racing Casino Resort Hot Springs, AR

Katherine Holmstrom katherine@araaa.org 870-830-2308

January 06-08, 2025

Louisiana AAA Conference

TBA

Kim Brown laagaviation@outlook.com 225-436-3199

January 08-10, 2025

Texas AAA Convention

TBA Chris Shields cshields@thetexascapitol.com 512-476-2644

January 14, 2025

Arizona AAA PAASS Program

Custom Farm Service of Arizona Stanfield, AZ

Brittany Armstrong barmstrong@agairusa.com 520-705-9692

January 15, 2025

Ohio AAA Meeting

TBA Brian Gibbs

gibbsaerospray@gmail.com 419-332-1724

January 15-16, 2025

Missouri AAA Convention Drury Hotel

Cape Girardeau, MO Eric Blair ericb802@yahoo.com 573-283-5590

January 16-18, 2025

Mississippi AAA Convention Beau Rivage Resort & Casino Biloxi, MS Vicki Morgan vickimorgan@msaaa.com 662-455-0070

January 19-21, 2025

Oklahoma AAA Convention Embassy Suites Norman, OK

Sandy Wells sandy@okaaa.org 405-431-0381

January 22-24, 2025

New Mexico AAA Convention Inn at the Mountain Gods Mescalero, NM Seaver Tate seavtate@gmail.com 575-799-2504

AGAV PICS

A gaggle of Air Tractors in South America.

- Photo by @@tudonvelado on IG

Cover crop action in the Thrush.

- Photo by @ejs.photography_ on IG

An Air Tractor spraying cotton in South Africa.

- Photo by @agaviationafrica on IG

Cockpit crop view.

- Photo by @jkcoop_ on IG

An unusual sight as an Autogyro conducts a spray run.

- Photo by @elaaviation on IG

An R66 prepares to take off on the corn run.

- Photo by @parkerwilliams on IG

Doing a little faster than 55 on the corn run in Indiana.

- Photo by @tomojonesfoto on IG

Sunset with the Air Tractor.

- Photo by @adre_le_roux on IG

Head on with an Air Tractor in Moree, New South Wales, Australia.

- Photo by @dust.n.diesel on IG

Taking off in Indiana.

- Photo by @jo_jo_richard on IG

Lifting off in the Thrush in South America.

- Photo by @tudonvelado on IG

Spraying canola in Colfax, Washington.

- Photo by @timgreyphoto on IG

LIME APPLICATIONS IN

In New Zealand, aerial lime spreading ensures even distribution, particularly over the country’s diverse topography. This method optimizes the surface area contact between lime particles and soil, enhancing the effectiveness of the neutralization process. By improving soil structure and pH, lime application fosters healthier plant growth, enhances nutrient uptake, and promotes sustainable farming practices across the varied landscapes of New Zealand.

Story by Graham Lavender; Photos by Jimbo Burgess

The science of soil chemistry and agronomy underpins the practice of lime spreading, offering a beacon of hope and optimism for enhanced plant growth. The pivotal role of lime application is to regulate soil pH, a key factor that profoundly impacts plant growth and nutrient availability. In New Zealand, especially in high rainfall areas, soils often turn acidic due to the leaching of

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basic ions like calcium and magnesium. This acidity can impede plant growth by restricting the availability of vital nutrients such as nitrogen, phosphorus, and potassium, and by escalating the solubility of toxic elements like aluminum and manganese.

Lime, primarily composed of calcium carbonate (CaCO3), neutralizes soil acidity through a chemical reaction that increases soil pH. When lime is applied to the soil through aerial spreading, it is first broken down into calcium ions (Ca²⁺) and carbonate ions (CO₃²⁻). These ions are then dispersed evenly over the soil surface, ensuring maximum contact

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Jim Burgess

with the soil particles. The carbonate ions react with hydrogen ions (H⁺) in the soil, forming water (H₂O) and carbon dioxide (CO₂), thus reducing soil acidity. This process, known as aerial topdressing, is a highly efficient and precise method of lime application.

One of the key advantages of lime spreading by air is the substantial time savings it offers to farmers. New Zealand's diverse and often challenging terrain can make ground-based lime application a laborious and timeconsuming task. Aerial topdressing, on the other hand, allows for swift coverage of large areas, significantly reducing the time and

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labor costs associated with traditional methods. This efficiency empowers farmers to allocate their resources to other crucial aspects of farm management, ultimately leading to a boost in productivity and profitability. Furthermore, the ability to swiftly apply lime during optimal conditions ensures that the soil receives the necessary treatment in a timely manner, thereby enhancing crop yields and pasture growth.

Furthermore, the speed and flexibility of aerial lime spreading make it an ideal solution during peak farming seasons, providing a sense of relief and confidence to farmers. Weather conditions can change rapidly in New Zealand, and the ability to quickly apply lime during optimal weather windows

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can significantly affect soil treatment efficacy. This agility helps farmers maintain their schedules and avoid delays that could impact crop and pasture health.

Aerial lime spreading in New Zealand not only presents a pragmatic and beneficial approach to soil management but also underscores our collective responsibility towards the environment. The method's economic benefits, such as time and cost savings, are complemented by its environmental advantages. These include precise application and enhanced soil health, making aerial topdressing an attractive option for farmers. Moreover, the logistical hurdles posed by New Zealand's diverse terrain are effectively overcome through this method, ensuring that all agricultural land can receive the necessary treatments. As the agricultural

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sector continues to progress, aerial lime spreading emerges as a valuable tool for augmenting productivity and sustainability in New Zealand's farming practices.

One such Lime pilot is Jimbo Burgess, who is responsible for the pictures in this article. Burgess was raised in New Zealand in a small town of about 1,000. His dad was an Air Force mechanic, and Jimbo always had aspirations of being an ag pilot. While driving past the aero club one day, he decided to book a discovery flight, which led to his extensive career in aviation. Burgess began on the ground, loading airplanes in 2004 with Precision Aviation. After about a year, he began survey flights for the company. After the company closed, Burgess continued the survey work, which involved low-level flying using lightbars in the PAC750. After a short hiatus, Burgess went to work with Aeroworks flying the Cresco, powered by the PT6A-34AG. During the New Zealand off-season, he traveled to Canada and did contract work in China with the 510G Thrush. Jimbo works on the South Island, contract flying and taking great photographs.

NAAA INSIGHTS

Fly Safe! Safety Reminders for the Busy Flying Season

NAAA’s sister organization, the National Agricultural Aviation Research & Education Foundation (NAAREF), sends important safety alerts called Fly Safe messages to ag pilots every other Monday in April and May, and every Monday in June, July, and August. Additional safety reminders are issued whenever aviation activity warrants them. This is another invaluable service provided by the two organizations that have resulted in accident and drift incident trends declining over the past quarter of a century. Fly Safe messages are shared with NAAA members and non-members—specifically, all operators and pilots with a valid email address on file with the National Agricultural Aviation Association (NAAA).

If you are a Part 137 operator or ag pilot who has not been getting the Fly Safe messages, please contact NAAA’s Scott Bretthauer at (202) 546-5722 or sbretthauer@ agaviation.org to be added to the recipient list.

Below are a few safety reminders to keep in mind this summer.

Prioritize Avoiding Wires & Obstructions

Wire strikes caused 28% of the ag aviation accidents in 2023 and eight pilots lost their lives last year after hitting a wire. Throughout your 2024 season, no matter how busy you get, do not allow anything to take your focus off wires and other obstacles in the fields you treat. Before applying to fields you’ve treated for years, resist the temptation to rush your reconnaissance efforts. Instead of assuming nothing has changed in those fields, you must start with the assumption there has been a change until a thorough reconnaissance proves otherwise. It’s best to conduct a minimum of two complete orbits around the field in opposite directions. Background and light conditions impact your ability to

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Thirty-five years after the first great historical account of the industry—Mabry Anderson’s Low & Slow: An Insider’s History of Agricultural Aviation—comes a new, updated account of aerial application’s history from the National Agricultural Aviation Association: Agriculture’s Air Force: 100 Years of Aerial Application

Based on a collective history of the agricultural aviation industry sourced from Agricultural Aviation magazine, AgAir Update, Low & Slow and other materials, Agriculture’s Air Force chronicles the agricultural aviation industry’s growth from its infancy in 1921 through the boom times after World War II, and on to today’s modern era of high-tech aerial application.

Whether you are an aviation enthusiast, have an appreciation for agriculture or are simply awed by the aerial ballet of these low-flying aviators, pull up a seat and tag along with Agriculture’s Air Force! (Available in hardback.)

identify obstructions, so making the orbits in different directions changes how you view the site and provides a greater opportunity to see hidden structures.

Obstructions have always been hazardous to low-altitude pilots’ health, and the number of telecommunications towers, GPS differential signal towers, meteorological evaluation towers, wind turbines and other obstructions erected in agricultural regions has increased significantly over the past several years, which increases the risk to ag pilots. Read the Spring 2024 Agricultural Aviation magazine article titled “Turns, Wires, and Nozzles – A Synopsis of the 2023-2024 PAASS Program” for an in-depth review on avoiding wires and obstructions. Learn more by attending the Flying in the Wire & Obstruction Environment Course before the Ag Aviation Expo on Saturday, Nov. 16, in Fort Worth, Texas. Register online at AgAviation.org/ convention. This event will be offered free of charge for those who register in advance.

Don’t Fly Aggressively in an Effort to Get More Work Done

During the busy part of the season, a backlog of work and demanding customers put intense pressure on aerial applicators to push themselves to constantly maximize productivity. This frequently leads pilots to fly as fast as possible, which can eventually lead to flying and turning aggressively, increasing the risk of a stall spin or another type of accident. Flying fast and turning hard puts extra

stress on both you and your aircraft. If you’re not gaining any extra acres, is the extra stress worth it? PAASS is not suggesting you fly your aircraft so slow that you’re at risk of stalling. But if you back off from flying as fast as the aircraft will go and instead fly it at a safe but more reasonable speed, you might see a positive impact on your daily work output. Reducing stress on yourself increases overall safety because you’re better rested and more focused on flying.

Avoid Potential Mid-Air Collisions by Considering Ferrying at 1,000’ & Equipping with ADS-B

PAASS has consistently reminded aerial applicators to “ferry above five (hundred) and stay alive” to reduce the chances of a mid-air collision. However, if turbinepowered ag airplanes are commonly turning at altitudes greater than 500 feet, does this recommendation adequately protect against collisions between ferrying and turning aircraft? Think about how high you go in your ag turns and how high other ag pilots working in your area go in their turns. You may likely realize that ferrying at 500 feet doesn’t provide the safety margin you thought it did. Ferrying closer to 1,000 feet will provide more clearance from aircraft making ag turns.

To further reduce your chances of being in a mid-air collision, consider equipping your ag aircraft with ADS-B In. It will allow you to know where other ADS-B

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equipped aircraft are, as well as provide those aircraft with your location. It can be set to provide audible warnings when another aircraft enters a user-set range, meaning it doesn’t need to be continuously monitored. Communicating on the radio with other ag pilots working in the area can also reduce the risk of a mid-air collision.

New Ag Pilots Should Focus on Safety, Not Productivity

The lack of experience with new ag pilots can put them at a higher risk of having an accident. However, poor mentorship can also significantly increase those risks. New ag pilots need a great deal of training, and it’s their mentor’s job to educate them in a safe manner. New pilots may have many hours in other types of aircraft, but that doesn’t mean their ag flying training should be sped up. How much of that previous flying time was spent flying in the wire environment or working the long days required in ag? If you intend to mentor a new pilot into ag aviation, be ready to devote the time and resources to do it properly, continuously monitor their progress and be available whenever they have questions or concerns.

Sending an inexperienced ag pilot out of their normal area where they are used to flying compounds the danger of a lack of experience in ag flying with the risk of working in unfamiliar territory. New ag pilots need fields specifically selected for them based on their current skills and comfort level. This is not likely to occur when they’re sent out of state during a period of intense spraying activity.

It is sometimes insinuated that inexperienced pilots are at fault for many of the ag accidents. But if these pilots are being turned loose in aircraft that they’re not ready for, to do jobs they’re not prepared to spray yet, whose fault really is it? For the inexperienced ag pilots reading this – when your mentor says you’re not ready yet for a bigger aircraft or a field with wires or other obstacles, listen to them. If you’re in doubt of your abilities to move to a higher performing aircraft or new locale, express those concerns. Mentors, ensure pilots are ready and proven to fly faster and larger aircraft and proven to perform in a new environment.

Funding for NAAREF services and programs, such as PAASS, the Fly Safe campaign and Operation S.A.F.E., comes from NAAA and other donors willing to invest in the future of agricultural aviation; make a donation at AgAviation.org/education/naaref/.

We invite you to join the cause of preserving and protecting the aerial application industry, your livelihood, and your life by joining NAAA if you aren’t a member already. Call (202) 546-5722 or visit AgAviation.org/membership to join online.

NAAA Board Establishes UAAS Committee for All Mediums

Ensuring Safety, Efficacy, and Compliance in Aerial Applications

The National Agricultural Aviation Association (NAAA) Board of Directors recently voted to establish an Uncrewed Aerial Application System (UAAS) Committee to advise the Association on uncrewed aircraft systems (UAS) – or drone – issues. The decision to establish the committee is to ensure the low-altitude airspace is safe for crewed and uncrewed aircraft as the number of UAS in low-altitude airspace grows. The Committee will also advise the NAAA on ways to ensure aerial application regulatory compliance, efficacy and environmental professionalism is achieved throughout crewed and uncrewed aerial application mediums. These goals are shared by both manned/uncrewed aerial application operations and established, licensed drone operations.

According to the FAA, drones are the fastest-growing segment of aviation in the United States. There are nearly 864,000 drones registered with the FAA and over 330,000 certified Remote Pilots and the numbers are projected to continue growing.

“The purpose of the UAAS Committee is to reach the crewed or legacy ag aircraft operations and operators of the new UAS technology on the imperative issues of airspace safety, environmental professionalism, regulatory compliance and aerial application efficacy—issues of mutual interest to both forms of aerial application,” said Andrew Moore, chief executive officer of NAAA. The formation of the UAAS Committee will be balanced

between crewed and uncrewed NAAA members and all policies proposed will go to the board for final approval. Committee members are required to be NAAA members, and the committee members will be selected by the NAAA President each year.

UAAS Committee members will recommend to the NAAA Board public policy proposals to enhance the safety of the airspace shared by crewed and uncrewed application aircraft, and also provide input facilitating the development and regulatory use of atmospheric models forecasting the movement of applied materials from both crewed and uncrewed aircraft application systems. The Environmental Protection Agency (EPA) has determined the necessity of such models to analyze the atmospheric movement of registered pesticides applied by UAS, just as it currently does for crewed aerial applications and ground and airblast applications via the AgDRIFT atmospheric model.

UAAS Committee members will also recommend to the NAAA Board and its related foundation—the National Agricultural Aviation Research and Education Foundation (NAAREF)—educational curriculum focused on professionalism, regulatory compliance, aviation safety, application efficacy, and environmental stewardship for the uncrewed aerial application systems community. This curriculum will be considered by NAAA and NAAREF at educational events, the annual NAAA Ag Aviation Expo, and within NAAA and NAAREF publications and virtual mediums, ensuring the highest standards in the industry.

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Delta State Graduates 2nd Class of Ag Pilots

The second class of students from the Commercial Aviation Department at Delta State University to graduate with an Agricultural Aviation Operations Career Pathway Certification were recognized during a ceremony on May 24 in the DSU airport hangar at the Cleveland Municipal Airport. Completion of the program allows graduates to be hired by an aerial applicator business without incurring increased insurance costs, removing one of the largest hurdles for new ag pilots.

The program is the result of DSU’s collaboration with area ag pilots, the Cleveland Airport Board, Blues Air, and many others. The program is 100% funded by the U.S. Department of Education. Sen. Cindy Hyde-Smith, R-Miss., was instrumental in getting the program off the ground and was present at the ceremony to congratulate the graduates.

“It is a great day to be in the Delta,” she said. “I am so excited about this ag pilot program we have here at Delta State University. To see it come together and to be graduating students today is a huge accomplishment.”

Program graduate Anthony Duffin of Glen Alan said, “I’ve wanted to be an ag pilot since I was a kid.” He said that he particularly enjoyed flying the Air Tractor 802 that students train in. “It’s a beast of a plane.” Duffin will be flying an earlier model Air Tractor, the 502, as he begins work for an aerial application company in Louisiana this summer.

Justin Parkey of Charleston also received his certification, saying, “I was training at Blues Air when the program came out, so I tried to get a slot as soon as I could.” When asked what comes next, he said, “I will be working around Charleston flying Ag Cats for Chris Henke at SRB Aerial Applicators.”

Ike Brunetti of Brunetti Flying Service in Shelby has been instrumental in organizing the program and has been a mentor for the new pilots and their instructors as the program has developed. He said, “These 11 young men will fill needs in our industry. We are so proud to have Senator Hyde-Smith here as

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United States Senator Cindy Hyde-Smith, R-Miss. congratulates the second class of pilots to graduate from Delta State University as certified ag pilots.

our guest speaker. This program exists because of her passion. She started this ten years ago, and it has taken a tremendous amount of effort from the community and the university to create this much-needed program.”

Phillip Krasner, owner of Blues Air, said, “The students go through the basic ag course while they’re working on their commercial pilot license, then they go to an Air tractor simulator. After that, they move on to Advanced Turbine Training which takes them through AT-802 training and completes the program.”

The Agricultural Aviation Operations Career Pathway Certification attests to a student successfully completing hazmat training, FAA instrument flight certification, FAA commercial certification, tailwheel endorsement and a minimum of 100 hours, 25 hours of which consisting of light bar training in a Citabria, 25 hours of light bar aerial application In an AG Wagon (C-188) and ten-hour typerating and aerial application in an Air Tractor 802.

Hyde-Smith said, “Mississippi is agriculture, through and through. It’s our number one industry. But for the two percent of us that feed the other 98 percent of the country, ag pilots are very important. We could not do it without them.”

Colonel Brad MacNealy, Interim Chair of Delta State’s Commercial Aviation Department said, “We are proud of the 11 men who just completed our second cohort. With a growing population, a shortage of pilots, and aging aerial agricultural applicators, the need for newly trained ag pilots is critical. There’s a huge shortage of training opportunities in the world, and we have the premier aerial

applicator course right here at Delta State. We have been able to bring this program to Cleveland, Mississippi, and make this a one-stop shop with a huge impact.”

Students receiving certification are:

Mason Anderson, Cleveland

Carson Blair, Sidon

Cruse Corso, Taylor

Anthony Duffin, Glen Alan

Curt Dungan, Charleston

Aden Easter, Sumner

Anderson Gentry, Courtland

John Reece Jackson, Isola

Allen Jernigan, Leland

Justin Parkey, Charleston

Blake Rykard, Cleveland

For more information about the Agricultural Aviation Operations Career Pathway and other Commercial Aviation programs at Delta State University, visit https://www.deltastate.edu/college-of-business/ commercial-aviation/.

Anthony Duffin (center) of Glen Alan is congratulated by Col. Brad MacNealy, Interim Chair of the Commercial Aviation Department (left) and Dr. Tomeka Harbin, Interim Dean of the College of Business and Aviation.

Blowin’ in the Wind

by Ted Delange

It seems that every time a new forecast comes out, the weather seems to be taking a long walk down the wrong road. Record-breaking temperatures, rainfall, tornadoes, flooding, massive thunderstorms, and staggering drought—there doesn’t appear to be any relief in sight. Coupled with that are new meteorological terms I haven’t heard before, like heat domes, atmospheric rivers, topical plume, Pineapple Express, etc.

More than any other factor, aerial application is dependent on the weather. Sometimes, Mother Nature seems asleep at the wheel or has a nasty mean streak when it comes to helping farmers combat the latest infestation.

Some good news: aerial applicators can always choose to fly in weather suitable for the specific requirements of the job or park the aircraft when the weather is out of limits and wait until things settle down. While it’s challenging to choose to shut down with a lineup of anxious farmers standing in line at the airstrip, hoping to be the next one to get your aerial application services before their crops are toast, don’t press the capricious gods of nature. It seldom pays dividends and, more often than not, will get you into hot water.

“ To paraphrase the famous line from Shakespeare’s Hamlet, to go, or not to go, that is the question. ”

To paraphrase the famous line from Shakespeare’s Hamlet, to go or not to go, that is the question. In the past, it was a matter of looking at the windsock to gauge whether the trip would be safe and effective. That is, if a windsock was present. When I started in the industry decades ago, a lot of flying was done off municipal roads with the attendant lack of weather services.

Today’s aerial applicators have a chest full of new tools, like sophisticated and affordable mobile weather stations that help quantify the decision to fly. Coupled with widespread access to the Internet, you have readily accessible and upto-date weather information whenever needed.

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on page 44)

“ ... no matter how much you prepare, the skies are ready with challenges that can sneak up on you and spoil a perfectly wonderful day... ”

To those unfamiliar with aerial application, the public notion is of daredevil pilots staging a free and entertaining airshow. Nothing could be further from reality. Compared to the early pioneering cropdusters who spawned a new industry, today’s operators and pilots are better trained, equipped, and managed than ever before.

However, no matter how much you prepare, the skies are ready with challenges that can sneak up on you and spoil a perfectly wonderful day. It is one thing to deal with an issue while you are thousands of feet above ground. It’s a different kettle of fish when you’re skimming over crops at a dozen feet. Here are a few reminders to help keep your guard up.

It is hard to cope with something you can’t see directly, and first and foremost on my list of Mother Nature’s poisoned gifts is the phenomenon of low-level wind shear. It can be a real bummer like its big brother, clear air turbulence. Ask any experienced ag pilot if they’ve ever been bit by wind shear, and you’ll add another story to the next hangar talk session.

The problem with wind shear, a.k.a. steep wind gradient, occurs when a headwind rapidly changes to a tailwind, causing a dramatic decrease in airspeed and performance. This can happen when you’re pulling up into a dramatically increasing tailwind. If severe enough, the perception you get with such a rapid decrease in airspeed is that you’ve just had an engine failure.

No problem if the terrain ahead of you is flat. It’s not so good when you’ve got a powerline, hill or some other obstruction you need to clear. Double that when you have a full load aboard.

Avoidance is the key. Even if it’s lightly gusting on the ground, be on the lookout for a strong wind shear aloft. It’s better to be safe than sorry. Thunderstorms, frontal weather, temperature inversions, or tall trees or buildings can cause localized wind shear.

Although we are taught about wind shear in our commercial ground school, it doesn’t sink in until the phenomena have nipped you. My first and most memorable experience was in a Cessna 188, applying fungicide about 25 miles from my home base. There was a light headwind on takeoff, but on the way to the field, I noticed it was getting bumpier and bumpier as I climbed. At any rate, I could see the field well in advance and decided to enter directly on the first spray run.

All went well until I pulled up at the far end of the field. Luckily, there was only a line of small trees to avoid as I had the awful sinking sensation of mushing during the pull-up, with the airspeed unwinding like a broken spring. Turning back to the field for the next run wasn’t going to happen until I got the AgTruck out of the nearstall condition I found myself in. Only by gently lowering the nose to get out of the wind shear around 300 feet was I able to get back to a fully flyable condition.

I also recall that it took a couple of miles to achieve that goal of doing a 180 to line up with the next swath, all the while feeling like I was trying to balance precariously on a beach ball, trying somehow to maintain stability where any sudden movement could lead to a nose-dive. Or, in the case of the AgTruck, use gentle movements on the stick to avoid a stall and unwanted contact with terra firma.

There is no shortage of events that could lead to a day you’d rather avoid: inversions, mechanical and thermal turbulence, flight into rising ground. The list goes on and on. But when considering whether to go or not to go, remind yourself that it is best to be prudent when faced with a risky situation rather than charging full steam ahead.

Keep the math simple. One of your primary goals is to have the same number of landings as takeoffs so you can avoid becoming an unwanted and preventable statistic.

Air Tractor’s Gene Williams Remembered

Gene Williams, the man who set the standards for Air Tractor customer service throughout his career, passed away May 7 in Wichita Falls, Texas. He was 82.

“Gene was a very smart and perceptive man. He understood human behavior and how to get things done while always remaining a down-to-earth guy from rural Texas. We were lucky that he chose Air Tractor to share his talents with,” says Jim Hirsch, Air Tractor president.

Williams officially retired from Air Tractor in 2007, after 20 years of service at the agricultural aircraft manufacturer, but continued mentoring Jeff Dobbs, who followed in his footsteps as Customer Service Manager. Dobbs says, “Gene practically wrote the book on Air Tractor customer care.”

“Gene spent a lot of time working on an invaluable document called the Air Tractor Customer Service Manual. He recognized that because they were out of production, there were old Tractor AT-300s, 301s, 400s,

and 400As remained in service. But very few people remained at Air Tractor who were familiar with these airplanes. In Gene’s words, ‘The answers to customers’ questions are all found in Air Tractor drawings, engineering reports, and service letters. The research necessary to find these answers can be very timeconsuming unless one already knows the answers.’ Gene collected and preserved that knowledge and passed it along to us. It was this type of foresight that I am grateful for,” Dobbs adds.

Dobbs recalls that Gene was an outstanding mentor who always had a word of encouragement during difficult times.

“Gene was unlike anyone I have ever met. He had a special gift for reading people, an uncanny way with words, and a common-sense approach to problem solving that you just don’t come across very often,” Dobbs says. “I consider it a real honor to be in the role

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Gene Williams, 1997

of Customer Service Manager here at Air Tractor. It is because of people like Leland Snow, the first unofficial Customer Service Manager, and later Gene Williams, who paved the way for the success we have today.”

Gene Williams was born December 8th in Wichita Falls on the day the US entered World War II. He grew up in Wichita and Young counties.

He served proudly in the U.S. Marine Corps, but his proudest achievements were his children and grandchildren. He is survived by son, Wade Williams (Loving, Texas), and three daughters—Tracie Moore (Graham, Texas), Desi Vicars (Holliday, Texas), and April Palmer (Houma, Louisiana)— eight grandchildren:

Carl Moore (Joshua, Texas), Michael Moore (Graham, Texas), Yves Andress (Spokane, Washington), Thomas Williams (Houston, Texas), Rona Williams (Houston, Texas), Hunter Dalton (Wichita Falls, Texas), Hadley Vicars (Holliday, Texas), and Layton Gober (Holliday, Texas); and one great-grandson, Owen Dalton (Wichita Falls), along with numerous nieces and nephews in California, Boston, Kentucky, and Texas.

During his 82 years Gene made many friends and he and maintained those friendships with delight. His family notes that so many of his friends were part of the agricultural aviation industry. “Gene will be missed, but never forgotten. He made sure of it by leaving his mark on the very fabric that makes Air Tractor special,” Hirsch said.

Jeff Dobbs (L) with Gene Williams (R).

Gene Williams (left) with Dona Jorden of Lane Aviation, 2005.

CRAYMER’S COUNSEL

Robert Craymer | robertc@covingtonaircraft.com

Clean Air

Engine maintenance is crucial for optimal performance. An engine thrives on three things: clean oil, clean fuel, and clean air. While we filter and monitor the oil and fuel, the air requires more attention. Engine washing, when the engine needs cleaner air, can work wonders in maintaining its health and efficiency.

A clean engine is a happy engine. Pratt & Whitney Canada’s maintenance manual provides insight into types of engine washes, guidelines for washing and why they are important. However, the maintenance manual does not explicitly tell us when to wash. How often do you wash your PT6 engine?

It is time to discuss the types of engine washes that you should be doing and my thoughts on how often you might do each type. If you have sat through an engine discussion, washing almost always comes up as a topic of conversation. The maintenance manual defines three internal types of washes: Desalinization, Power Recovery and Turbine. I also remind folks to pay attention to the external engine wash. Not only does it give you a chance to look your engine over, but it also provides an opportunity to make sure you have cables and components lubricated. Not cleaning these components and caring for their proper lubrication can lead to premature wear and failure. You want to be looking for early signs of corrosion as well. The earlier you catch corrosion, the better. I have had several discussions lately troubleshooting worn or parts being affected by the operating conditions (corrosive environment).

All internal engine washes are performed while the engine is running. This process provides two additional things to watch out for: first, ensure that you do not overheat your starter/generator and allow for proper cooling between motoring cycles. The second concern is the potential to siphon the oil from the oil tank and flood the accessory gearbox, which is more common in large PT6 engines. An

indicator of this is oil coming out of the inlet case. When washing a large PT6 engine, we aim to do as few motoring cycles as possible.

Begin your internal washes by engaging your starter. When the Ng is between 10% to 25%, the water or cleaning fluid is injected into the engine at a rate of 2 to 3 gal/minute. Make sure to read your maintenance manual to see the complete washing instructions. All internal

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LEFT: Clogged drain

BELOW: Corrosion on disk

Prop Strike

Proudly supporting operators of:

engine washes are performed while the engine is turning. Let’s define the wash so you can make the best choice as to what type of wash you need.

The first internal wash is the desalinization wash. This wash is performed to remove salts, deposits and light dirt. This wash is performed with drinking-quality water, provided minimum standards are met. People who live in areas with a high mineral content in the water should use demineralized water. Desalinization wash can be a daily or weekly wash, depending on the atmosphere in which you fly. We talk about salt air, pollution, dust, and sand, but what about corrosive products delivered with ag aircraft? Can these materials make it through the air filtration? I suggest checking the cleanliness of your compressor during your 100-hour inspection. This check will let you know if you need to increase the frequency of your desalinization (plain water) washes. If you are doing a lot of fertilizer, run some water through your engine. Some chemicals quickly cause corrosion on and in the engine when not taken care of.

The second internal wash is the performance recovery wash. Pratt & Whitney Canada recommends this level of washing if there is a noticeable difference in engine performance. If you are doing regular desalinization washes and the compressor still shows signs of dirt/ salt/chemicals, add a performance recovery wash to your regular schedule. This wash is like the desalination wash with the addition of a cleaning solution. Important note: ONLY use approved chemicals in the cleaning solution. Several options are available, listed in the engine maintenance manual, along with the proper mix ratios. Don’t put non-approved chemicals in, as this could cause even more damage than not washing.

The final internal wash is the compressor turbine desalinization wash, which is another wash that is a rinse. This wash sprays clean water directly on the compressor turbine blades. A tool is required to perform the compressor turbine desalinization wash. A water rinse of the turbine is recommended when doing a performance recovery wash as the final step. This wash removes residue from the CT blades and limits the opportunity for sulphidation to attack blade coating and parent material. You need to perform this wash if you notice dirt or other things “sticking” to your compressor turbine (CT) blades. The blades are inspected at each nozzle interval via borescope, so you will watch how they are

doing. If anyone has had to replace CT blades, then you know just how valuable this small amount of preventative maintenance can be.

I encourage everyone to wash their engines based on what they see in and on them. Some customers wash daily, some weekly or every 100 hours. It is all based on condition. Make sure you reference the manual for all the proper steps. Make sure all the drains are open and draining. Make sure to disconnect the air system going to the fuel control from the engine. People should wash before the work day, giving you the best opportunity to dry the engine after the wash - an important step in the process. Cleanliness can make a world of difference not only in the performance of your engine but also in providing an opportunity to save you money as a preventative step.

Robert Craymer has worked on PT6A engines and PT6A-powered aircraft for the past three decades, including the last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and is an instructor of PT6A Maintenance and Familiarization courses for both pilots and mechanics. Robert has been elected to the NAAA board as the Allied-Propulsion Board Member.

Robert can be reached at robertc@covingtonaircraft.com or 662-910-9899. Visit us at covingtonaircraft.com.

Contaminated inlet screen

Michelle Miller | michelle@thefarmbabe.com

Land Use: Are Most Crops Just Used to Feed Livestock?

It takes a lot of food to feed livestock. There is also a lot of land for crops around the world. Animal rights activists sometimes try to convince you that one of the reasons we shouldn’t raise livestock for meat is because it’s inefficient and that most land that’s producing crops is used to feed livestock. They will also claim that this land could be used to produce a lot more food to feed people instead of animals. So, would it be better to use land and resources to produce things to feed people instead of feeding livestock?

We need to look at whether most crops are used to feed livestock and what type of land is used. So, first off, are most crops used to feed livestock? No! Only 13 percent of global animal feed consists of grain crops. In the United States, this number drops to 7 percent.

86% of global livestock feed intake consists of feed that is not edible to humans. This includes byproducts like grains distillers, soybean meal, citrus pulp, almond hulls,

and much more. Forty percent of ingredients used in animal feeds are direct byproducts of other industries. If we look solely at beef cattle in the United States, just 7 percent of their lifetime feed intake is grain that would otherwise be edible to humans.

For every 0.6 kg of human-edible protein that cattle consume, they produce 1 kg of human-edible protein in the form of beef. This is convincing evidence that cattle are highly efficient at converting things we can’t eat into something we can.

There are two types of land: arable land and marginal land. Arable land can grow crops, while marginal land is unsuitable for growing anything. Thirty-three percent of agricultural land is arable, which means there is a lot of land unsuitable for growing crops. One of the best uses for this land (since it can’t be used to grow human-

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edible food) is to allow livestock to graze. Livestock are excellent at converting byproducts and inedible products into something we can eat.

It’s claimed that it sacrifices 12 pounds to 20 pounds of feed (human edible and inedible) to produce one pound of beef. This myth also isn’t true. It doesn’t take 5 pounds of grain to produce 1 pound of beef. The 2.5 pounds of grain cattle consume couldn’t be shifted to a human diet.

For example, let’s compare the nutrition from common crops with the nutrition from beef. For one pound of steak and one pound of soybeans, steak has more than twice the amount of protein than soybeans. A serving of steak also has 84% of the recommended vitamin B12 intake and 57% of the recommended zinc intake. Soybeans don’t contain any vitamin B12 or zinc.

Livestock also provide critical essential nutrients. Food from animal sources contributes 18% of global calorie consumption and 25% of global protein consumption. Animal proteins also provide essential micronutrients, including vitamin A, vitamin B-12, riboflavin, calcium, iron and zinc, all of which can be difficult to obtain from plantsource foods alone.

We all know that animal proteins are a great source of protein, but not all proteins are created equal. Only animal proteins provide all of the essential amino acids (protein building blocks) that a person needs for optimal health.

People who consume animal proteins have been shown to have a higher net protein balance and greater protein synthesis than those who consume an equal amount of plant-based proteins.

One last thing to consider is how livestock benefits the land. Using practices like rotational grazing, livestock can help sequester carbon and improve soil health. Livestock also promotes biodiversity and the abundance of plants. Animals like goats and sheep can be used to “clean up” brush and overgrown areas, which is essential in fire prevention.

While some of the diet fed to livestock could be converted to products to feed humans, we’d miss out on essential nutrients. Livestock are also efficient at converting land that can’t be used to grow anything edible to humans into protein that we can eat. Using a small amount of land that could be used to produce food for people is a small price to pay for all of the nutritional and environmental benefits that we get from livestock.

Let’s not forget we get more than just food from animal agriculture; we use thousands of products daily! From lotions and soaps to textiles and leather, renewable energy, life-saving pharmaceuticals and more… animal agriculture has a beautiful sustainability story to share that helps divert waste and non-arable land into products we use every day.

TWENTY YEARS AGO

Stories from AgAirUpdate Featured 20 Years Ago

Aircair Takes on Thrush Aircraft Dealership

by Bill Lavender

MOREE, NSW AUSTRALIA — It had been four years since my last trip Down Under. Typically, I try to visit Australasia and New Zealand at least once every three years, and sometimes more often. This year, with the help of Julie Black and Fred Nolan of Aircair, I was able to visit three operations before exhibiting at the Aerial Agricultural Association of Australia’s annual convention on the Gold Coast (eastern coastline of Australia, south of Brisbane). This article is part one of a three-part series of that journey.

Departing from my office in Perry, Georgia Saturday afternoon, traveling through Atlanta, Los Angeles, Sydney, then arriving at my destination, Moree, New South Wales Australia; it was a long trip requiring 40 hours and two days (crossed the International Date Line), and that was the quickest as I could get there. Fred met me at the Moree Airport, 8.00p Monday night. Finally, I had arrived. I was exhausted. The next day promised to be the beginning of a busy week, meeting people and learning more about ag-aviation in Australia.

During my first trip to Australia, more than a decade ago, I also visited Fred Nolan, but at that time things were different. Fred was the General Manager and Chief Pilot or Gwydir Air, a very large ag operation with more than 18 Turbo Thrush aircraft, as well as a distributor for the Ayres Thrush, Transland, Micronair, Gippsland Aeronautics ag aircraft, Satloc GPS, CP Products, Omnistar and Ag Tips. The company flew more than two million acres annually, with the majority flown by night.

Now, all that has changed. The Gwydir Air that I visited 10 years ago is no longer in business. The

company went into receivership over a year ago and its various components split into separate, private companies. Because of the split, Fred an employee of 27 years, now hangs his hat at one-time competitor, Aircair Aviation.

Fred’s addition to Aircair in September 2003 brought to the company an expanded cotton client base, as well as sales dealerships for the Thrush, Dromader M18 and the Gippsland GA200 ag aircraft. Other well-known agaviation product lines such as Transland, CP Products, Satloc GPS systems, Micronair, Spectrum Electrostatic Systems, Fugro Omnistar and Ag Tip Winglets to mention a few, where also transferred.

Stan Robinson ex-Chief Engineer at Gwydir also joined Fred at Aircair heading up the new Thrush Product and Technical Support role as did Bob Knight, Senior Operations Co-Ordinator who now assists the company’s aerial ag operation.

Just a part of the Aircair crew; Fred Nolan, David and Julie Black with St. George, Queensland operators Jason Speedie and Peter Mooney; and David Warburton of Aircair.

Aircair is a very large aerial operation in its own right, most likely the largest of all of the operations in Australia, operating 12 aircraft made up of nine AT502s, along with a PT6A-34 Thrush, a Cessna C-188 and a Cessna C-182. The fleet size and make up is now being reviewed in line with more favorable climatic and seasonal conditions.

Sue Warburton is the Managing Director of Aircair, a familyorientated company who together with her husband, Pat Warburton, founded the company in 1980. David Black is Chief Pilot of Aircair Aviation Moree, while his wife, Julie (Warburton) Black is head of public relations for the company. Public relations would include handling the media. Hopefully, I wasn’t too much of a challenge for Julie, with her aptly arranging meetings and complex travel plans for me. She did an excellent job, not a flaw anywhere.

It is interesting that before the formation of Aircair in 1980, Pat was the General Manager and Chief

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Pilot for Gwydir Airspray, where Fred flew with him and Sue at the very beginning of the large scale cotton development in Northern NSW. Now events have come full circle and Fred has joined the Aircair team to help plan and consolidate Aircair as the company positions itself for a more diversified future.

Aircair’s main base is in Moree northern NSW with operations in Narrabri, Goondiwindi and a new base in Arthurton, South Australia. The expansion into South Australia was for geographical diversification, helping to ease the strain of a four-year drought that has besieged most of east-central and southeastern parts of Australia. With some rain in January of this year, weather modeling suggests that the drought (El Nino) might come to an end. The South Australia operation is primarily a winter cereal crop region. This allows aircraft that normally work at the New South Wales’s bases on cotton in the summer, to be able to travel south for the winter work generating cash flow and higher aircraft and personnel utilization.

During the summer, mid-December to mid-February, due to hot and arid conditions, 70% of Aircair’s applications on cotton are conducted at night. Better conditions exist at night environmentally and it gives the operation a longer duty shift to get through the work. It’s during this busy time that Aircair ops are basically 24/7. Pilots sleep during the middle of the day, while maintenance crews work on the aircraft and ground crew prepare for the late afternoon, nighttime and early morning applications.

Typical operations are flown at application rates of 30-50 liters per hectare (3-5 gallons/acre). However, Aircair has been experimenting with the Spectrum Electrostatic Spray System mounted on the C-188 last year, with a new system to be installed on a turbine aircraft for 2004/5 season. The evaluations are ongoing, including tests that were conducted in conjunction with Queensland University.

Successful applications have been made with herbicides, insecticides and desiccates on cotton and grain sorghum at rates of 10L/H (one gal/ac).

Fred says several operators in Australia have experienced very positive results, with four electrostatic systems sold to date. Additional R&D projects are planned with the Spectrum ES system over the next 12 months to look at potential for band spraying of chemicals, high efficiency low volume application and drift measuring assessments. However, Australian operators are having some of the same problems that U.S. operators are facing, and that is being able to meet label requirements.

Hopefully, once enough data is collected, the chemical companies will apply to have their labels modified to include an electrostatic application statement. Fred claims it has demonstrated to be a very useful tool offering a very effective and economic way to spray, with equivalent application safety. Importantly, it promises to meet the main objectives of the BMPs (Best Management Programs) developed for the Australian cotton industry.

Aircair’s new Satloc GPS dealership is an important asset giving the company the opportunity to work closely with

Although quiet now, this area is bustling with activity 24 hours a day, seven days a week during the spray season.

An overview of Aircair’s maintenance shop in Moree, NSW Australia.

Satloc’s new systems and technology development. Sales of M3 and the new Litestar II series systems have been strong into both Australia and New Zealand.

This summer (Southern Hemisphere), Satloc and Aircair will look at emerging variable rate liquid applications, following a three-year experience level using this technology on solids applications in rice at Griffith NSW. Work to date has been with Satloc M3 and an Auto-Cal controller. Variable rate applications were made with urea fertilizer on wheat as well as urea and rice seeding. Greg Guyette, Director of Sales and Marketing at Satloc has been instrumental in assisting with the development of this technique in Australia.

Fred believes one of the exciting developments to come in the future of ag-aviation will be the advancement of variable rate technology (VRT), particularly for Pix and defoliant applications on cotton. This involves the direct injection (DI) of chemicals through a secondary boom, sub-pump and tank on board the aircraft. Aircair will be evaluating in the upcoming season liquid applications using the Satloc M3 and Satloc’s new Aerial ACE controller.

“You need a nice, steady learning curve with this technology, not moving too fast, but allowing yourself time to work the development. It’s about getting satellite or IR images into the plane, onto the crop and back into the office” explains Fred.

When it comes to maintenance, Aircair conducts scheduled 75, 150 and 300-hour inspections on its fleet under a company maintenance schedule. With its own eddy current equipment, Aircair inspects both Thrush and Air Tractor wings and is one of the few Australian aircraft maintenance shops approved to do both Air Tractor and Thrush wing spare

replacements. Graeme Wood who is Aircair Maintenance Chief Engineer, feels personally that aircraft handling may be a major contributor to the ultimate wing spar life issue. Each aircraft tells its own story, he feels.

With a history of successfully operating Air Tractors for over 20 years, Aircair has invested heavily to provide continued Thrush support to operators Down Under.

Fred has always been a Thrush pilot and believes strongly in the aircraft and is delighted that production has restarted with a new series of aircraft from Thrush Aircraft Inc, which will sell well throughout Australasia. A new series T34- 550 is being delivered to the Philippines as this edition goes to press. With a strong relationship with the major power plant manufacturers Pratt and Whitney, as well as Honeywell, the new Thrush series of ag aircraft are set to offer aerial operators the right options in a demanding business.

He pointed out that the TPE-331-10 powered, 510-gallon Thrush (S2R-G10) has been the Australian best seller in the 500-gallon class over the past 10 years and with new 440-gallon and 660-gallon aircraft now available, Thrush Aircraft are offering operators the right aircraft for Australian and New Zealand operators, at the right time. Now with a 550-gallon hopper being married to either the PT6-34 or –60, as well as the TPE331-10, the economics are even better.

Drought, low water storage capacity for irrigation and new government water sharing policies continue to affect rice and cotton operators, the prime activity area for Australian ag aviation. When the drought ends, and a favorable foreign exchange rate for the Australian dollar against the U.S. dollar, the pent-up demand for the Thrush aircraft should release with orders for new Thrush aircraft.

Now in a position to serve all Down Under operators, Aircair can deliver new Thrush aircraft and also offer complete product support to include parts and service.

(L) Stan Robinson and (R) David Clark discuss the annual inspection on an Aircair AT-502.

Julie Black is busy handling not only Public Relations, but also fields the many phone calls to Aircair.

Aircair welcomes you to its main office in Moree, New South Wales Australia.

LOW & SLOW

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

Chapter Two: The Equipment & People (cont.)

Wide-Scale Forest Programs

Mid-Continent was among the first to engage in widescale forest programs, operating budworm control units in Minnesota and New York, and later in the gigantic forest spraying program in New Brunswick. More will be said about these forest programs later. But it is well to note that Reade’s firm one year contracted for 50 Stearmans that helped make up the fleet of over 200 that went into the New Brunswick bush on this project.

Reade’s firm also operated in the cotton growing regions, particularly in Mississippi and was one of the first to use 450 horsepower P & W installations in that area. Although some 450’s had been used in Mississippi as early as 1946, a wholesale changeover did not occur until the early 1950’s with Reade’s units contributing strongly to this change.

Some of Mid-Continent’s early pilots became well-known and contributed greatly to the growth of the industry.

Richard Reade always had a preference for cats-whether they be large animals or ag aircraft. Pilot Al Honeywell (left) and his pet lion visit Reade to promote the Ag-Cat. Reade would probably be more comfortable in the cockpit.

Photo courtesy of Richard Reade

“ Mr. Grumman...wanted to call the plane the ‘Grasshopper,’ but I managed to talk him out of it. When I eulogized on the long line of Grumman fighters, most of them bearing the word cat as a part of their name, he gave in graciously and the plane was officially named the Ag-Cat... ”

They included Bill Mooneyhan, Bill Fennell, Eddie Hughes, Erv Ovick, and Cotton Holifield. Some of these men have passed on, while others continue flying.

Eventually Reade based his operation at Hayti, Missouri, where it is still located. As early as 1953, Reade realized that the industry’s future was predicated on establishing strength and good relations throughout the industry. He began taking an active part in the various associations that were developing. State and national associations will be covered in detail later. Reade was chairman of the membership committee of the National Aviation Trades Association’s ag flying division as far back as 1953. He also served on the association’s Board of Directors from 1964 to 1966.

One of Mid-Continent’s most noteworthy contributions to the industry came with the development of new aircraft. When Grumman introduced its famous AgCat line, Mid-Continent became its first distributor. Actually, Dick Reade gave this aircraft its famous and appropriate name.

“Mr. Grumman,” remarked Reade recently, “wanted to call the plane the ‘Grasshopper,’ but I managed to talk him out of it. When I eulogized on the long line of Grumman fighters, most of them bearing the word cat as a part of their name, he gave in graciously and the plane was officially named the Ag-Cat, reminiscent of the old Hellcat of World War II.”

Mid-Continent continued to expand in all directions. In addition to custom application and aircraft sales,

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it engaged in maintenance, aviation insurance, and the development and production of modem aircraft loading equipment. The company’s Planemate loading units were developed primarily to serve the rice growing areas and have become an industry standard.

Movie Star’s Stearman

A helicopter unit based in California is part of this farflung firm and company maintenance shops in Hayti still completely rebuild the trusty old Stearmans as a service to a nostalgic ag flying public. A few years back, Mid-Continent built a mint-condition Stearman for the late movie star Steve McQueen. It was something to see, hand-rubbed, completely refurbished from the metal work out with genuine leather trimmings and black walnut, hand-carved sticks!

Of all of Mid-Continent’s accomplishments, Reade is perhaps proudest of serving as the first president of the National Aviation Association in 1966 when he helped found it. He was also the recipient of the first Agrinaut A ward in 1968 and although he has received most of the ag aviation awards, he is still 100 percent active in his industry. “Old crop dusters never die,’ Reade philosophizes. “They don’t even fade away!”

Another post-World War II pioneer who contributed strongly to the industry was Robert G. “Bob” Ueding, who still operates Ueding Flying Service at Vincennes, Indiana.

Ueding was an Army primary flight instructor during the war at Fort Stockton, California, and later ferried for the old Ferry Command. After the war, he went to work “cold turkey” as a duster pilot for the legendary Henry “Pop” Elliott. Elliott was one of the original Huff-Daland dusters and in 1946 operated his own service at Cleveland, Mississippi. During the 1946 season Ueding flew Elliott’s beloved Travel-Airs and, after learning the ropes, went into business for himself in Vincennes.

Ueding worked mainly for local farmers and canning firms, and was one of the first to offer regular, dependable service to Indiana farmers. As business developed, he

expanded the size of his fleet and went about obtaining USDA contracts for large-scale grasshopper control work, timber spraying, fire ant control programs, and even boll weevil control programs in the Deep South.

The advent of the miracle material Mirex made controlling the imported fire ant practical and, for a number of seasons, Ueding’s planes and equipment were leaders in this field. They also worked the Canadian spruce budworm programs, beginning in 1953 and continuing into the 1960s.

In 1964 the firm procured and operated two helicopters. But after two years, Ueding returned to fixed-wing Stearmans. Until 1965, the company operated 450 horsepower Stearmans exclusively, but then added Piper Pawnees and later the Thrush line.

Ueding’s firm has a long and honorable history with a great sense of permanence. Such firms have added much to the stature and integrity of the business.

A relatively unsung man who did much to foster the industry was the late Hugh Wheelless, Sr., founder of Dothan Aviation at Dothan, Alabama. Hugh was a World War II pilot who entered the flying business directly after the War flying Stearmans.

Early in his career, he began specializing in government contract work, particularly fire ant control programs and wide-scale grasshopper work in the West. Hugh was a visionary who quickly recognized that single-engine Stearmans were limited in scope. He began purchasing multi -engined surplus war aircraft and converting them for use in agriculture. Huge tank/hoppers were installed and, for some time, Dothan Aviation had almost a monopoly on wide-scale work of this nature. Several B-17s wound up in the fleet and with Stearmans for the small jobs, Wheelless could and did contract for both large and small jobs.

The firm prospered until his untimely passing some years ago. His son, Hugh Wheelless, Jr., took over the business and ran it quite successfully until he divested himself of all of his aircraft holding to devote his full time to other commercial ventures.

Bob Ueding’s Stearmans on ramp at Vincennes,Indiana, mid-1950s.

The Wheelless firm contributed significantly to the expansion of the ag flying industry, particularly in multi -engine operation and imported fire ant control. Techniques developed by this firm in the fire ant eradication program were used with great efficiency until Mirex was banned by the EPA.

This was one of the industry’s most successful and meaningful programs and contributed enormously to the success and well-being of farming and rural communities in the Deep South. Like DDT, its banishment was built along unsound lines. The general public lost in the long run.

Given the opportunity, the average duster pilot is a traveling man. This penchant for wanting to see what is on the other side of the mountain moves him around. As a result, ag flying jobs in glamorous, out-ofthe-way places never go lacking for applicants.

In the Central American republics, particularly in Nicaragua and Guatemala, a huge build-up in farm acreage took place in the 1950s. This was especially true for cotton land in Nicaragua. The way was quickly paved for massive aerial application programs for insect control. Enterprising businessmen were quick to take advantage of the situation.

Nicaragua was, and still is, a land of contrasts. The cultivated and populated areas were literally chopped out of the jungle by hand. Timber-clad mountains taper off into incredibly fertile valleys and farmers began operating plantations of enormous size and scope.

The tropical climate, with a 12-month growing season and almost daily rain showers, is exactly what the land

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Bob Ueding (with goggles) still operates his ag aviation business in Indiana. After WW II he apprenticed under the legendary “Pop” Elliott, an original Huff-Daland duster.

needs to yield astounding amounts of produce, provided that the lush, unwanted vegetation and the overwhelming populations of damaging insects could be controlled. With no dormant season to reduce insect numbers, a constant struggle exists between planter and bugs. In the early 1950s the improved airplane service fought the battle of the bugs.

Sayasa Vanflober had acquired an impressive fleet of Stearmans and Piper PA-18s, all equipped for straight dusting. Liquid spraying had not been initiated in the region.

The Nicaraguan cotton growing season fit nicely into the working schedule of most U.S. pilots, beginning around September 15 or October I, when most stateside pilots were winding up their seasons. As a result, most pilots who traveled to Nicaragua hailed from traditional cotton country such as the Mississippi -Arkansas-Louisiana Delta, and Texas, clear into the Rio Grande Valley. Towns like Harlingen, Texas, became “staging areas” for these Central American operations and pilots would gather there and swoop down on Nicaragua as a group.

Several Mississippi pilots, including Lee Corviss, Chuck Thresto, and Sid Norwood regularly migrated to Central America wrapping up their work in the Delta area by October I.

“It was quite a set-up,” reminisces Lee Corviss. “The tremendous cotton fields were hacked out of the jungle by hand. It wasn’t all level land either. Lots of those big fields followed the contours of hills and mountains and some were so steep that flying them was a real problem. A supercub, or even a Stearman, just couldn’t work them in the conventional manner. The uphill climb was just too steep.

“We had to figure out ways to ‘racetrack’ lots of those fields and, during the course of that operation, a good many planes were wiped out and some really good pilots were injured or killed. Actually, it was pretty remarkable that we didn’t have more trouble. But when you are working that kind of country, most pilots learn to take extra special care of the old bird, so we got by pretty well after all.

“Satellite operations were scattered all over the country,” continued Corviss. More or less permanent strips were set up near the towns of Leone, Chinandega, and Rivas.

“Also, lots of the big farms had their own strips. One of the biggest problems we had was finding the strip we were to work from! Ferrying into these strips was pretty hairy, with nothing under you except mountains and jungle. I used to sit up there and wonder to myself just what I’d do if I had to put that old Stearman down in all of those trees when the next clearing might 20 miles away!”

Pilots, often accompanied by their wives, had relatively plush living arrangements in the towns, usually a spacious apartment. Labor was cheap and full-time cooks and maids were abundant and economical.

Very little outside entertainment was available, and sightseeing was about the only diversion for leisure time. However, the forests and waters teeming with wildlife and fish provided plenty to do for the sportsman types.

Corviss recalls accompanying hunters who were capturing live monkeys for shipment to medical research laboratories in the United States. “We didn’t catch any monkeys,” he says, “and I spent most of my time staying away from the snakes and alligators which were too plentiful for my taste!”

Photo courtesy of Robert Ueding

Leading Edge Aerial Technologies Leading the Technology in American-made Drones for Aerial Application

by Ernesto Franzen

William “Bill” Reynolds was born and bred in the mosquito control industry, as he says. With an academic background in computer science and marketing, Bill early on developed technologies to improve the efficiency of mosquito control as an employee of a company called ADAPCO, Inc., later becoming a business partner. Eventually, he sold his share in that company and in 2007 he started a company called Leading Edge, offering the mosquito control industry solutions in geospatial data management, analysis of droplet spectrum, GPS guidance systems, research equipment, ULV applications management and others.

In 2012, about when aerial application drones appeared in the market, Bill immediately saw their potential for mosquito control applications. He started experimenting with off-the-shelf drones, but very quickly became disappointed with their shortcomings.

So, in 2014, while still running Leading Edge, Bill started a second company, called Leading Edge Aerial Technologies (LEAT), to design and produce unmanned aerial systems (UAS) for mosquito control and agricultural applications, taking advantage of his many years of experience in the field..

Designed with Hands-on Experience

It took them three years to sell their first drone, a model called PV13 for its 13 pound payload, in 2017. This first production unit is in operation to this day. In the meantime LEAT was working directly with the FAA in order to become the first company in America to receive certification to perform UAS applications of products for mosquito control and agricultural and forestry pest management.

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PrecisionVision PV40X drone in flight with a liquid application system.

Bill Reynolds shows the Ground Control Station out of its protective case, right next to a PrecisionVision

fitted with a granular delivery system.

Yes, Leading Edge Aerial Technologies not only designs, manufactures and sells drones but also operates them, performing commercial applications for farmers and mosquito control agencies and taking advantage of this hands-on experience to improve the design of LEAT products. Bill believes that Leading Edge Aerial Technologies is the drone operator with the most acreage covered in the US so far. Presently, LEAT has seven drone pilots operating for customers; three in Florida, one in Arizona and three in California.

Right now, two UAS models are being offered by Leading Edge Aerial Technologies. The PrecisionVision 35X, or the PV35X, carries 25 pounds of product, either dry granular or liquids, while the PrecisionVision 40X, or PV40X, has a 40 pound capacity. Both PV35X and PV40X are similar designs, hexacopters with what LEAT calls Interchangeable Payload Systems, which are modular delivery systems that use different hoppers for granular

ABOVE: PV40X drones awaiting delivery to customers at the Leading Edge Aerial Technologies facility. The hard cases contain their Ground Control Stations. The ones with round lids have liquid spray systems installed.

products (like larvicides for mosquito control) and for liquids, which can be swapped in the field in about 10 minutes. Also, just like an ag plane, they use different booms for different applications. There is a boom with Micronair rotary atomizers for ultra low volume applications of adulticides in mosquito control and

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RIGHT: A PV40X drone dispersing granular material.

LEFT:

drone

another with TeeJet hydraulic nozzles for applications in volumes of up to 5 GPA.

As LEAT’s mother company Leading Edge works with droplet analysis, great care and a lot of testing was used in the design of the LEAT drones delivery systems, to ensure optimum product deposition. The dry granular system uses a rotary spreader that can produce a swath of up to 90 feet when applying larvicides. For adult mosquito control, a boom with two Micronair electric rotary atomizers is used, which can produce a swath of up to 500 feet, while for other liquid applications, a boom with TeeJet nozzles can spray a swath of up to 21 feet (23 feet in the PV40X). Of course, these are the maximum swaths; narrower swaths might be required depending on product characteristics and application needs and rates.

Another advantage of using a spray boom instead of placing the nozzles under the rotors as some makers do, is that the boom in LEAT drones was carefully placed to

(Continued on page 74)

ABOVE: Five sets of two batteries each are all that’s needed to keep a LEAT drone operating round the clock, along with a 9 KVa generator. They come in their own soft protective cases.

RIGHT: With this boom, PrecisionVision drones can spray liquids at rates up to 5 GPA.

RIGHT: PrecisionVision drones with a granular delivery system (left) and a liquid spray system, with motor arms and rotors folded. The round “knobs” are GPS antennas.

LEFT: A small van can carry all that’s needed for field operation of either PV35X or PV40X.

TOGETHER WE SOAR

RIGHT: For mosquito control adulticide applications at ultralow volumes, a boom with two Micronair electric rotary atomizers is used, producing swaths of up to 500 feet. Green cones are protective covers for the Micronairs when not in use.

LEFT: Bill shows the liquid spray boom for applications of up to 5 GPA, with conventional TeeJet nozzles.

avoid rotor vortices that in some situations can send the spray above the drone, covering it with chemicals and increasing drift potential - never a good thing.

Despite this, LEAT drones are built to be water-resistant, so they can be washed with a garden hose, except for the collision avoidance sensors, which require a more delicate cleaning procedure.

Leading Edge Aerial Technologies outsources the carbon fiber parts in their drones, like the motor arms, and their electric motors. These are professional grade electric motors rated for 2,200 hours of operation. Bill says LEAT drones never had an electric motor failure.

All the flight control hardware in LEAT drones is either made in the US or in countries in the US Department of State “blue list”, while their software is all written in-house by the Leading Edge Aerial Technologies team. Therefore, their drones can be used by government agencies, unlike drones made in what the US Department of State calls “countries of concern”.

ABOVE: Close up of the granular delivery system, with the rotary dispenser that will spread larvicide in a swath of up to 90 feet.

LEAT drones use a laser-based LIDAR system as their collision avoidance sensor, using radar only for their terrain following function, primarily to keep a constant height. That means LEAT drones can be safely operated near power lines, unlike other systems that use radar for

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collision avoidance and which are subject to interference from the intense energy of power lines. Besides that, LEAT drones stream “pilot view” video to its flight controller, the Ground Control Station. If the drone pilot decides the collision avoidance system is being “too bold”, he or she can take over control, fly the drone manually around the obstacle and then resume automatic flight.

The sturdy handheld Ground Control Station (GCS) is a dedicated piece of hardware, not a repurposed cell phone or tablet, and is made in the USA. The drone pilot can import/export polygons to be treated from any GIS (Geographic Information System) software through a memory card, or in a pinch, walk around the area using the built-in GPS in the GCS to plot the polygon points. The pilot can then select one of the flight patterns availablepolygon grid, a customizable path or even spot treatments - enter swath width, ground speed, flight height, heading and polygon entry and exit points, and the autonomous flight system takes it from there.

PrecisionVision drones are powered by a set of two batteries made by a USA-based company specially for Leading Edge Aerial Technologies. Bill Reynolds points out that thanks to recent advances in battery technology that have made them cheaper and more capable, only five sets of batteries and a 9 KVa generator are needed to keep a LEAT drone working around the clock. Unlike other drones that often return to swap batteries before finishing their loads, LEAT drones usually finish their loads before their batteries run out.

Drone-in-a-Crate

LEAT drones are sent to customers in a crate, fully assembled and ready to fly; all the operator has to do is to spread open its motor arms and rotors before the start of an operation. Despite the simplicity of this “dronein-a-crate” concept, as Bill calls it, Leading Edge Aerial Technologies will provide a three-day training course for the buyer of a new drone, so he can make the best out of his investment. This training course is also available for other interested parties, like new staff in an operation or the buyer of a second-hand unit.

Complementary, not Competitors

Bill Reynolds has a keen understanding of agricultural aerial applications; so much that he even made Leading Edge a member of NAAA, in order to join the aerial application community. Therefore, he knows that drones, even the larger ones being developed right now, cannot compete with ag planes in productivity, especially over large fields. But every operator now and then has to pass a prospective customer because the field is too small for an airplane to make a profit. Or worse, he faces the need to spray such a field in order to keep a valued customer satisfied. Often these fields are not only unprofitable for an airplane, but also downright dangerous, with power lines and obstacles all around.

Operating a drone as a complement to a conventional ag aircraft fleet solves this problem, and might even allow an operator to increase his or her customer base, adding clients who grow small crops while still making a profit. And judging by what Leading Edge Aerial Technologies technical salesperson Kelley Wittenberg says, this is exactly what some progressive operators are doing. According to Kelley, two thirds of LEATs drones are bought by operators already established under Part 137. Since the FAA requirements for a drone operator to operate under Part 137 are the same as for a conventional ag aircraft operator, it is easier to start if you are already certified. But if a LEAT customer is not yet Part 137 certified, LEAT will help out with the paperwork for it.

Agricultural drones will surely become more and more commonplace as new regulations and product labels are written for them. An established ag operator adding a drone to his or her fleet will be able to offer this service to their customers when required, instead of seeing them go to someone else. And buying an Americanmade drone like the ones made by Leading Edge Aerial Technologies will make the operator eligible for contracts with government agencies, besides protecting American jobs and our economy.

Leading Edge Aerial Technologies drone assembly facility.

MICRO V ORTEX G ENERATORS

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

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)

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

Mental Health Evaluation Criteria for Pilots Amended by FAA

The FAA has updated its protocol regarding mental health diagnoses for pilots, streamlining the review process for certain conditions. Now, pilots with a history of up to two mental health diagnoses no longer face automatic review by the FAA for any class of pilot certificate, provided they meet specific criteria.

Under the revised guidance to Aviation Medical Examiners (AMEs), termed “uncomplicated anxiety, depression, and related conditions,” significant changes have been implemented. Notably, the FAA’s involvement can be bypassed if the pilot meets certain conditions: they must have been off medication for two years, exhibit no concerning issues on a questionnaire, and the AME must have no reservations.

The questionnaire delves into critical mental health issues such as suicidal ideation, self-harm, hospitalization, or

court-ordered evaluations. It emphasizes the importance of thoroughness and conservatism in the AME’s assessment. The new guidance stipulates that if all items on the questionnaire receive negative responses, the AME may issue the certificate with notations in Block 60, indicating discussion of the history of relevant conditions, absence of positive responses, and lack of concerns. However, if any single item receives a positive response, the AME is mandated to defer further evaluation.

A WING AND A PRAYER

Carlin Lawrence | carlin@agairupdate.com

Jesus Christ Died For Sinners Like You And Me

“For when we were still without strength, in due time Christ died for the ungodly” (Romans 5:6). Humanity has no spiritual strength to resist the temptations of Satan, the temptations of this evil world, and the lusts of our sinful flesh. Humanity has no spiritual strength to please God, no spiritual strength to overcome death and hell, and no spiritual strength to live a godly life. We are all born spiritually dead (Romans 5:12) and powerless to approach God because our sins have separated us from God (Isaiah 59:1-2). We were dead in sins and trespasses, living like the sinful world, and fulfilling the lusts of our flesh (Ephesians 2:1-3). There is nothing within humanity that would cause God to love us. God’s love for humanity is based upon His choice to love us. Thinking that God loves you because of something within you is because you don’t understand the wickedness of your sinful flesh. Read Romans 3:9-19—it’s about you and me.

“For scarcely for a righteous man will one die; yet perhaps for a good man someone would even dare to die” (Romans 5:7). Sometimes men and women will give their life to save the life of a person with a good reputation or a child. But I doubt that anyone would give their life to save a convicted murderer and rapist. All of us are guilty of every sin in the universe in thought or action (James 2:10), and Jesus Christ went to the Cross and died for our sins so we could have eternal life in God’s Heaven if we will believe in Him as our Lord and Savior. Paul wrote, “For I know that in me (that is, in my flesh) nothing good dwells…This is a faithful saying and worthy of all acceptance, that Christ Jesus came into the world to save sinners, of whom I am chief” (Romans 7:18, 1 Timothy 1:15). Paul understood the wickedness of his sinful flesh. That is the kind of person Jesus Christ died on the Cross for— sinful and ungodly people like Paul, you, and me.

“But God demonstrates His own love toward us, in that while we were still sinners, Christ died for us” (Romans 5:8). Not understanding how much God hates sin has caused many people to mistakenly believe that there is something within them for God to love. But God even turned away from His only Son when our sins were placed on Him so He could die for our sins. Jesus said, “My God, My God, why have You forsaken Me?” (Matthew 27:46). God hates every evil motive, thought, word and action; and yet, He has reached out to sinful humanity and poured out His love in our hearts by the Holy Spirit (Romans 5:5). Without the power of the Holy Spirit we could never understand how glorious God’s love for us is (Ephesians 1:13-14).

Jesus Christ loved us when we were ungodly sinners, and His love will present Christians faultless before God with exceeding joy (Jude 1:24).

“Much more then, having now been justified by His blood, we shall be saved from wrath through Him” (Romans 5:9). The Bible warns of God’s impending wrath that’s coming upon this ungodly world and ungodly people. “God is jealous, and the Lord avenges; The Lord avenges and is furious. The Lord will take vengeance on His adversaries, and He reserves wrath for His enemies” (Nahum 1:2).

“The wrath of God is revealed from heaven against all ungodliness and unrighteousness of men” (Romans 1:18).

The only way to escape God’s wrath is to put your faith in Jesus Christ as your Lord and Savior. John wrote, “He who believes in the Son has everlasting life; and he who does not believe the Son shall not see life, but the wrath of God abides on him” (John 3:36).

“For if, while we were God’s enemies, we were reconciled to Him through the death of His Son, how much more, having been reconciled, shall we be saved through His life!” (Romans 5:10). The word “reconciled” means to bring

“ Thinking that God loves you because of something within you is because you don’t understand the wickedness of your sinful flesh... ”

two warring parties into a loving relationship with each other. When we were enemies of God, fighting against His laws and living a wretched and godless life, God brought us into fellowship with Him through our faith in Jesus Christ as our Lord and Savior. If the death of Jesus Christ brings us into fellowship with God, how much more the life of Jesus Christ working within Christians keeps us in fellowship with God! Paul said, “I have been crucified with Christ and I no longer live, but Christ lives in me. The life I now live in the body, I live by faith in the Son of God, who loved me and gave Himself for me” (Galatians 2:20). Living a Holy Spirit controlled life gives you the spiritual power to please God in your everyday life (Galatians 5:22-26).

“And not only so, but we also joy in God through our Lord Jesus Christ, by whom we have now received the atonement.” (Romans 5:11). The word “atonement” in the Old Testament meant to make an offering or sacrifice that temporally covered their sins, but these sin offerings and sacrifices didn’t do away with their sins. “For it is impossible for the blood of bulls and goats to take away sins” (Hebrews 10:4). In the New Testament the word “atonement” means our sins have been completely paid for by the death of Jesus Christ on the Cross (John 1:29), and Jesus Christ’s resurrection proves He has power over death (1 Corinthians 15:54-57, Revelation 1:18). Trusting in Jesus Christ as your Lord and Savior gives you God’s righteousness (2 Corinthians 5:21) and makes you a part of the body of Jesus Christ. Jesus said, “At that day you will know that I am in My Father, and you in Me, and I in you” (John 14:20). Becoming a part of the body of Jesus Christ is based totally upon your faith in Jesus Christ as your Lord and Savior. Give God a chance to prove His love for you, trust in Jesus Christ as your Lord and Savior , you won’t regret this choice!

NTSB REPORTS

Accident Synopses

Accident Number: CEN23LA346

Location: Halstad, Minnesota

Date: August 2, 2023

Aircraft: AIR TRACTOR INC AT-502

Injuries: None

Analysis

The pilot reported that after loading about 100 gallons of jet fuel and about 420 gallons of aerial spray product, he began a takeoff roll on the 2,506 ft asphalt runway. The pilot attempted to rotate the airplane with about 300 ft of runway remaining. Unable to climb out of ground effect, the pilot attempted to jettison the aerial spray product during and after takeoff. The airplane was airborne for about 200 yards before it settled into the soybean field. The airplane sustained substantial damage to the wings, empennage, and fuselage.

During an interview, the pilot stated that he took off with a tailwind with one notch of flaps and remembers over torquing the engine. He reported that he likely rotated too soon, was slow, and never got out of ground effect. The pilot reported, and a postaccident examination corroborated that, there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s attempt to rotate the airplane without sufficient airspeed which resulted in a lack of climb performance and impact with terrain. Contributing to the accident was the pilot’s decision to attempt the takeoff with a tailwind.

Accident Number: CEN23LA357

Location: Hartington, Nebraska

Date: August 8, 2023

Aircraft: Piper PA25

Injuries: None

Analysis

The pilot reported that while he maneuvered to apply agricultural product to a field, he did not perceive a higher slope of crops before making an application pass. The airplane’s landing gear became entangled in the crops and the pilot could not power the airplane free. The airplane impacted terrain and came to rest upright. Substantial damage was sustained to the airplane’s left wing and empennage. The pilot reported no mechanical malfunctions contributed to the accident.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s misperception of the surrounding elevation resulting in a collision with crops and terrain.

Accident Number: CEN23LA365

Location: Chillicothe, Missouri

Date: August 11, 2023

Aircraft: Cessna A188B

Injuries: None

Analysis

The pilot of a tailwheel equipped airplane reported that during the landing roll the tailwheel shimmied, and the airplane veered right of the runway centerline. He was able to maintain directional control and taxied to the loading area to prepare the airplane for the next agricultural application flight. He reported that this was the fourth landing of the day and there were no anomalies with the previous landings.

While taxiing the airplane to the runway for takeoff the pilot had to use left rudder and brake to keep the airplane going straight on the taxiway. During the takeoff roll the tailwheel began to shimmy again and the airplane veered to the right. The pilot reduced the engine power and applied brakes to abort the takeoff but was unable to maintain directional control of the airplane. The airplane exited the runway and ground looped in a grassy area adjacent to the runway. Substantial damage was noted to the tailwheel’s empennage supporting structure and the tailwheel exhibited deformation to the right.

Examination of the airplane revealed the tailwheel assembly was partially separated from the empennage supporting structure and all observed fractures were consistent with overload separation. It is likely that the tailwheel was damaged during a previous landing and that damage resulted in the shimmy during the previous landing and the pilot’s difficulty in maintaining control during the taxi and takeoff. An examination of the of the tailwheel assembly, tailwheel control, and rudder revealed no mechanical anomalies that would have precluded normal operations before the damage occurred. Given the difficulties taxiing for takeoff, the pilot should not have continued with the takeoff with a known anomaly.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s decision to operate the airplane with a known tailwheel anomaly, which resulted in a loss of directional control.

Accident Number: ERA23LA332

Location: Mifflinville, PA

Date: August 12, 2023

Aircraft: Bell 47G-5

Injuries: 1 Fatal

On August 12, 2023, about 0950 eastern daylight time, a Bell 47G-5 helicopter, N1503L, was destroyed when it was involved in accident near Mifflinville, Pennsylvania. The pilot was fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot’s brother, who was also a helicopter pilot, stated that on the day of the accident he was operating a truck with the chemicals in it, and the pilot was flying the aerial application helicopter. The pilot had already made about six application flights that morning, and he had just taken off from the truck with the seventh load. The truck was parked in a field about 2 miles away from the corn field that the pilot was spraying. After a few minutes, he heard sirens coming down the road and followed the ambulance in his truck. The ambulance drove to the accident site. As they were driving up to the accident site, he noticed powerlines down in the street and entangled with the helicopter’s skid, and the spraying boom in a tree by the road.

The accident site was located in the corn field about 20 yards from the road. The helicopter came to rest on its left side and a post-accident fire consumed the engine and fuel tanks. The tail rotor was found about 20 yards away from the main wreckage. The spray boom and one skid were found about 30 yards away in a tree.

Accident Number: CEN23LA377

Location: Great Bend, North Dakota

Date: August 15, 2023

Aircraft: AIR TRACTOR INC AT-502

Injuries: None

Analysis

The pilot reported that he had completed an aerial application with the airplane and was in a turn when the engine lost power. The pilot said he advanced the power lever to full but there was no engine response. The pilot attempted a forced landing on a nearby county road. The airplane landed hard on the road surface, bounced back in the air and floated some distance before settling back on the road. The airplane then veered off the road, went through a ditch, and came to rest in an adjacent farm field.

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The airplane sustained substantial damage to the left and right tubular clusters where the main landing gear attach.

The pilot later reported that, after reviewing speed and altitude data from one of the airplane’s track logs, his recollection of the event did not match what the data showed. He stated that, “The log shows no loss of airspeed that would indicate a loss of power before the initial impact with the ground.” He went on to state that he was no longer confident that his original recollection that there was a power loss was accurate and that this incident was likely caused by pilot error.

An examination of the airplane’s fuel control unit (FCU) and fuel pump showed black material in the vicinity of the Py orifice inlet. The manufacturer identified the material as soft debris similar to fluorocarbon and most likely from the packing (O-ring) used on the P3 air inlet fitting. The debris’ size and location did not completely obstruct the inlet and would have allowed for air passage into the FCU, hence not hindering its operability. A bench test of the fuel control unit and fuel pump showed the unit and pump performed normally.

No other preaccident failures or malfunctions with the airplane were found that would have precluded normal operations.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s hard landing on a road and subsequent loss of control, resulting in the airplane impacting a ditch.

Accident Number: CEN23LA374

Location: Bay Port, Michigan

Date: August 19, 2023

Aircraft: Cessna A188B

Injuries: 1 Minor

Analysis

The pilot reported that he was beginning his fourth agricultural application flight of the day and that the air temperature and wind speed had increased from previous flights that morning. He began the takeoff roll to the north on the soft, wet runway and noted that toward the end of the runway, the airplane entered “ground effect” and had difficulty climbing. He attempted a slight right turn to avoid trees on the northwest end of the runway and the airplane descended into a soybean field and impacted a drainage ditch. The airplane nosed over and tumbled multiple times which resulted in substantial damage to both wings, fuselage, and empennage. The pilot reported that there were no mechanical malfunctions with the airplane that would have precluded normal operation.

The nearest recorded weather observation reported the wind from 240° at 6 knots, which resulted in a left quartering tailwind for the takeoff.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s decision

to takeoff from a soft wet runway with a quartering tailwind which resulted in a lack of climb performance and impact with terrain.

Accident Number: CEN23LA375

Location: Rice, Minnesota

Date: August 21, 2023

Aircraft: SCHWEIZER AIRCRAFT CORP G-164B

Injuries: None

Analysis

The pilot reported that he performed a straight in landing to a private airstrip. He anticipated a crosswind from the east, so he made the approach with additional airspeed to have more controllability in the crosswind. He stated that he landed about two thirds of the way down the2,574 ft runway, reduced power, and reduced the propeller pitch to low. The tailwheel settled to the ground at a location on the runway where there was a break in the adjacent tree line. The pilot reported that the crosswind intensified at this point, and the airplane yawed to the left. The left main landing gear exited the paved portion of the runway. The pilot attempted to correct with rudder and brakes; however, the airplane continued off the runway and into a plowed field. The airplane nosed over and came to rest inverted in the field. The vertical stabilizer was substantially damaged. The pilot reported that there were no mechanical failures or malfunctions with the airplane that would have precluded normal operation. At the time of the accident, wind at an airport 12 nm northwest of the accident site was 090°at 8knots. The pilot was landing to the south.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain directional control during the landing roll with a left crosswind.

Accident Number: WPR23LA333

Location: Three Rocks, California

Date: August 31, 2023

Aircraft: AYRES CORPORATION S2R-T34

Injuries: None

Analysis

The pilot reported that the airplane’s hopper had been loaded with 300 gallons of water. During the takeoff roll, the airplane did not accelerate as expected so he initiated the emergency dump procedure to jettison the water. The airplane became airborne and the pilot maintained a high angle of attack to climb over trees near the end of the runway. The airplane subsequently experienced an aerodynamic stall, descended into an adjacent field, and impacted terrain. The left wing, right aileron, and elevator sustained substantial damage. The pilot said he suspected the airplane performance was affected by density altitude and he reported that there were no preaccident mechanical malfunctions or failures that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The airplane’s exceedance of the critical angle of attack, resulting in an aerodynamic stall and impact with terrain.

Accident Number: CEN23FA409

Location: Ardoch, ND

Date: September 12, 2023

Aircraft: Thrush Aircraft LLC S2R-T660

Injuries: 1 Fatal

On September 12, 2023, about 1400 central daylight time, a Thrush Aircraft LLC S2R-T660 airplane, N710TY, was substantially damaged during an accident near Ardoch, North Dakota. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 137 aerial-application flight.

The purpose of the flight was to spray a sunflower field. The flight departed from a private airstrip near Oslo, Minnesota, and the last known contact with the pilot was about 1345.

An onsite examination revealed that the airplane’s left wing impacted a guy wire that attached to a power line structure located on the west edge of the field being sprayed. Based on the wreckage distribution, the airplane was flying to the south when the left wing impacted the guy wire on the west side of the power line structure, as depicted in Figure 1

The 3/8-inch outside diameter guy wire normally attached to the pole crossarm near the top of the 73 ft tall pole. According to the power company, the guy wire was about 95 ft long and attached to the pole crossarm about 65 ft above ground level. The guy wire was anchored to the ground about 62 ft west of the pole. Examination of the guy wire, which had separated from the pole during impact, revealed damage about 82 ft from the ground anchor.

After the guy wire impact, the outboard 7 ft of the left wing and left aileron separated and were located south of the guy wire strike in an adjacent soybean field. The separated portion of the left wing exhibited evidence of a wire strike through the wing leading edge and along the forward spar, as shown in Figure 2

The airplane continued south about 0.3 miles before it impacted a cornfield on an eastsoutheast bearing. The airplane impacted the cornfield in a left wing down and nose down attitude. The main wreckage, as shown in Figure 3, was located about 155 ft on 101° from the initial ground impact. An impact crater was located about 50 ft east-southeast of the initial impact point. The engine, propeller, and main landing gear separated during impact.

Except for the previously discussed outboard 7 ft of left wing and left aileron, all structural components and flight control surfaces were located at the accident site. Examination of the airplane wreckage revealed no evidence of a preimpact malfunction that would have prevented its normal operation.

The airplane’s digital engine monitor, spray system computer, spray system display, and spray system light bar, along with the pilot’s Apple iPhone and his Apple iPad Mini, were shipped to the National Transportation Safety Board Vehicle Recorder Laboratory, Washington, DC, for additional examination and possible data extraction.

Accident Number: CEN23FA412

Location: New Rockford, ND

Date: September 19, 2023

Aircraft: AIR TRACTOR INC AT-502B

Injuries: 1 Fatal

On September 19, 2023, about 1232 central daylight time, an Air Tractor AT-502B airplane, N502NB, was substantially damaged when it was involved in an accident near New Rockford, North Dakota. The pilot was

(Continued on page 86)

Figure 1. Accident site overview (CEN23FA409)

Figure 2 (above right). Separated portion of left wing with guy wire damage (CEN23FA409)

Figure 3 (right). Main wreckage at accident site (CEN23FA409)

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

Four witnesses reported the airplane flew underneath powerlines while spraying a field of sunflowers. The witnesses observed the top of the vertical stabilizer sheared off by the powerlines, and the airplane continued to fly straight ahead westbound. About . mile west of the powerlines, the airplane made a left turning dive and subsequently impacted a cornfield.

The airplane came to rest inverted on a southerly heading about 10 ft from the initial impact point. Both wing leading edges were crushed aft. All airplane components were located except for a majority of the wire deflector cable and a 10 inch section of the top of the vertical stabilizer, which were not recovered.

Wire impact marks were observed about 18 inches below the top of the vertical stabilizer. The rudder separated from the vertical stabilizer and was found underneath the left wing.

The inflatable restraints (airbags) were deployed. No preimpact anomalies were observed with the flight control system. The three propeller blades exhibited rotational signatures.

The SATLOC and handheld Garmin GPS units were recovered for data download.

Accident Number: CEN24FA021

Location: Vidalia, LA

Date: October 24, 2023

Aircraft: AIR TRACTOR INC AT-502B

Injuries: 1 Fatal

On October 24, 2023, about 0915 central daylight time, a Air Tractor AT-502B airplane, N5180W, was substantially damaged when it was involved in an accident near Vidalia, Louisiana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 agricultural flight.

According to information collected by the Concordia County Sheriff’s Office, eyewitnesses observed the airplane apply seed to a nearby field and then flew to the east. The airplane entered a climbing right bank turn, collided with a power transmission wire, and descended into trees. Portions of the airplane were seen to fall from the airplane as it descended.

The accident site was located in a wooded area of Vidalia, Louisiana. Fraying of a transmission wire was observed to the east of the main wreckage. Two portions of the left wing’s leading edge were located between the wire strike and the main wreckage. The airplane remained relatively intact and displayed signatures consistent a nose low impact with terrain. All primary flight controls were accounted for at the accident site.

The airplane was retained for further examination.

Accident Number: CEN24LA029

Location: Abbeville, Louisiana

Date: October 28, 2023

Aircraft: Ag-Cat Corporation G-164B

Injuries: None

Analysis

The pilot was conducting an aerial application flight when the airplane impacted a power line during a turn at the completion of a spray pass. Following the collision, the pilot was able to fly the airplane back to the departure airstrip and land without further incident. The airplane sustained substantial damage to the lower right wing and upper right aileron during the wire strike.

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

Probable Cause and Findings

The pilot’s failure to maintain clearance from a power line during an aerial application flight.

Accident Number: WPR24LA030

Location: Firebaugh, CA

Date: November 4, 2023

Aircraft: Bell UH-1H

Injuries: None

On November 4, 2023, at 1200 Pacific standard time, a Bell UH-1H, N3053Q, was substantially damaged during startup near Firebaugh, California. The pilot was not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

According to the pilot, this was going to be his first flight in the helicopter in 2 weeks. He performed the preflight inspection and startup with no anomalies. As he was turning on the global positioning system and putting his helmet on, he began to see and smell smoke in the cockpit. He looked outside and noted smoke coming from the upper engine compartment. The pilot secured and shutdown the helicopter and called 911. The Fire Department extinguished the fire.

The helicopter sustained substantial damage to the upper engine compartment. The helicopter has been moved to a storage facility for further examination.

Accident Number: WPR24LA041

Location: Brawley, CA

Date: November 20, 2023

Aircraft: Bell OH-58A

Injuries: None

On November 20, 2023, about 2005 Pacific daylight savings time, a Bell OH-58A, N158TR, was substantially damaged when it was involved in an accident near Brawley, California. The pilot was not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 agricultural application flight.

The pilot stated that shortly after departure, there was a sudden power surge followed by an abnormal engine noise and vibration. Believing that an engine failure was imminent, he made a turn toward flat terrain near the departure area. The engine power decayed and the pilot “bled off some of the available rotor rpm” to maneuver over an embankment. About 5 ft above ground level, he applied forward cyclic to level the skids. The pilot estimated that the helicopter “fell through” from about 4-5 ft agl before it landed hard.

The main rotor hub assembly separated from the main rotor mast after the rotor blades struck the wire strike protection fixture. The helicopter was secured for further examination.

Accident Number: WPR24LA092

Location: Calexico, CA

Date: December 5, 2023

Aircraft: ROBINSON HELICOPTER COMPANY R44 II

Injuries: None

The NTSB is conducting a Class 4 investigation into this event. A preliminary report will not be issued but a final report will be released at the conclusion of the investigation.

Class 4 investigations:

• Seek to identify the cause of the accident.

• An investigator-in-charge leads the investigation. In some cases, the investigator-in-charge may travel to the scene of the accident, but class 4 investigations are generally all conducted remotely.

• Class 4 investigations are limited in scope and of the shortest duration. A final report will be made available to the public that identifies probable cause(s) following Board approval and within 6 months. The report only examines the actions and conditions directly relating to the accident, and the documented sequence of events and probable cause reached is simple and straightforward.

• The investigator-in-charge may work with industry stakeholders to develop solutions to safety issues identified during the investigation. Investigations that involve well known circumstances may be accompanied by a safety message that includes practical strategies to avoid potential future recurrence.

Accident Number: WPR24LA067

Location: El Centro, CA

Date: December 23, 2023

Aircraft: Bell 206B

Injuries: None

On December 23, 2023, about 2230 Pacific standard time, a Bell 206B, N111PM, was substantially damaged when it was involved in an accident near El Centro, California. The pilot was not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

The pilot reported that he departed from a flatbed truck with about 70 to 75 gallons of chemical onboard, and flew south for about 1 mile, about 100 ft above ground level. Suddenly, the helicopter began to make a loud noise and “vibrate badly.” The pilot stated that he didn’t know if he was losing rotor rpm and initiated an autorotation to a field.

Postaccident examination of the helicopter revealed that the KAflex coupling, and isolator mount were substantially damaged. The helicopter was recovered to a secure location for further examination.

Accident Number: WPR24LA070

Location: Stratford, CA

Date: January 10, 2024

Aircraft: AIR TRACTOR INC AT-502A

Injuries: None

On January 10, 2024, about 1010 Pacific standard time, an Air Tractor AT-502A, N6126U, was substantially damaged when it was involved in an accident near Stratford, California. There were no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 137 agricultural flight.

The pilot reported that during takeoff the airplane failed to develop full power. At approximately 200 feet the engine rolled back to near idle. The pilot’s attempt to vary power lever inputs did not affect engine power output. The pilot maneuvered the airplane between two

houses into a grove of small trees. The airplane sustained substantial damage to the wings and fuselage. The airplane has been secured for examination.

Accident Number: WPR24LA093

Location: Garey, CA

Date: February 23, 2024

Aircraft: Bell 47G-3B-1

Injuries: 1 Minor

On February 23, 2024, about 0740 Pacific standard time, a Bell 47G-3B-1, N2618W, was substantially damaged when it was involved in an accident near Garey, California. The pilot received minor injuries. The helicopter was operated as a Title 14 Code of Federal Regulations Part 137 aerial application flight.

According to the pilot, he was about 5 ft above ground level (agl) at an airspeed of 40 knots conducting an aerial application of fungicide on a field when he initiated a climb to clear a set of powerlines. As he increased power for the climb, he noticed the engine out/low rotor audible warning and the engine simultaneously lost RPM. As he passed over the powerlines, he performed an autorotation. During the autorotation the helicopter entered an uncommanded roll to the left. Despite his control inputs, the pilot was unable to arrest the roll, and the helicopter impacted terrain in a nose down left [roll] attitude.

The helicopter came to rest on its right ride in an open field. The tail boom was separated just behind the engine.

• Pratt & Whitney PT6A-140AG

• Firewall Forward Bolt

• AVIA 108” Propeller

• Boost Start System (w/external Power Port)

• MVP

The helicopter was recovered to a secure facility for further examination.

Accident Number: CEN24LA146

Location: Kaplan, LA

Date: April 2, 2024

Aircraft: Schweizer Aircraft Corporation G-164B

Injuries: None

On April 2, 2024, about 1310 central daylight time, a Schweizer G-164B airplane, N75099, was substantially damaged during an accident near Kaplan, Louisiana. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 137 aerialapplication flight.

The pilot reported that the flight departed a private airstrip with the engine torque at 50 lb-ft and the propeller speed at 2,200 rpm. After an uneventful takeoff, the pilot reduced engine torque to 40 lb-ft with the propeller speed at 2,000 rpm and continued north toward the field to be seeded with rice. About 1 mile from the intended field, the engine had a partial loss of engine power. The pilot was unable to increase/regain engine power to maintain altitude, which resulted in a forced landing in a nearby crawfish pond. The airplane came to rest inverted in the crawfish pond. The fuselage, upper wings, and the empennage were substantially damaged during the forced landing.

The wreckage was recovered and retained for a future examination.

• Cascade Pressure Cowl (quick change filter)

• Engine Mounts

• Wiring Harness and 19K-Lumen Pulsing Nose Lights

• Aerodynamic Mods (increased maneuvering/safety)

• Able to TRULY fly the 10500 lb. Certified weight.

AIRCRAFT – AG CAT

1980 Gulfstream American Corporation G164D 1980 Gulfstream American Corporation, Turbine Engine Powered, TTAF 19,291, Hartzell Propeller, 500 Gallon Hopper, Freon Air-Conditioning, PT6A-34AG S/N PCE-56731, Engine Total Time: 19,291.4, Engine Total Cycles: 18,446, Engine TSO: 5,362.3, Engine IRAN: 998.4, Engine TSHS: 299.0. $379,000.

Call Alan at 260-222-1555

1971 Grumman AgCat G-164A, s/n 847. TTAF 19551, Geared 1340 w/ only 190 hours since Covington tear down, inspection, and power section replacement. 24v alternator, chip detector, single point fuel, 330 gal hopper upgrade, new fabric tail, extended wings, Hershey wing tips, aileron spades, heavy-duty gear, new 29in tires, Cleveland wheels, and brakes, new battery, new seatbelts, strobe lights, stainless booms, cp nozzles, Satloc Lite GPS system, Lane electric fan brake, rh boom shut off, smoker flagger, also extra yellow tag cylinder ready to install, spare pump, stainless dry spreader. $49,000. Call 509-641-2079

1975 Grumman G164. P&W 985-15B, Time since overhaul 440, Banner Aircraft, Dual Comm, VOR, transponder ADS-B Hershey Wings, extended TW. Hook, Smoke, 500 Letters, all lines, grapples, lead poles & hardware. 80 Gal. Hopper intact if you want to convert. $49,000. Call Mike at 813-390-5402

Export Special: G164A+, Fresh AmAg repair w/factory-jigged frameworks, New 335-Hopper, Ext’d/Metal Wings,

80-fuel, 24V w/Strobes, E-Servo, TWL, Hybrid Combo. Ready for 1000 hr. service-run. Your certified R985/R1340 E&P installed. $85K includes CofAW4 Export flyaway, $90K in your container. Contact +1 (870) 886-2418

Ag Cat QueenCat - QueenCat In Progress - S/N 566B Super B+ Mods, ready for Garrett or P&W Turbine, 400-gal, 120fuel, hi wings, heavy struts & wires, T.S. Tail, Heavy Gear, TL DAF Combo. $290K (YOUR FWF).

Contact +1 (870) 886-2418

AIRCRAFT – AIR TRACTOR

2015 Air Tractor AT-502B, N3081V. Aircraft: 502B-3029 - Approx TT

2,706.3; Engine: PT6A-34AG - Approx TT 2,706.3; Propeller: Hartzell HC-B3TN-3D. Standard Equipment: 2” spray system, large streamlined booms, 2” bottom loading valve, 500-gallon fiberglass hopper, pump shut-off valve, 3-color polyurethane paint finish, 29X11 highflotation tires and wheels with dual 3-piston brakes, electrically operated high-lift flaps, 3-blade constant-speed reversing Hartzell propeller, 250 amp starter-generator, 170-gallon fuel tanks, strobe lights, turn windows, nose-mounted landing lights, attitude gyro, windshield washer & wiper and hopper rinse tank. Optional Equipment: Stainless Steel Cam Locks, Wingman, Bantam w/Flowcontrol, Smoker, Electric Brake Gr. Adj., GTR 205, GTX 335 & Hatfield Single Point Fuel. 0 Since Propeller Overhaul, 0 Since Starter Generator Overhaul, 0 Since HSI with CT Vane Overhaul, New Segments, Liner Overhaul, 0 Since Fresh Annual and Refurb done at Frost Flying Maintenance. $815K. Call Frost Flying at 870-295-6213

2001 AT-802A, TTAF 7550, PT6A-67AG TTE 4731, Time since overhaul 4141, TT since hot section 360, Red & White, at new style Ram Air, SATLOC G4 W/Flow Control, 10” Gate W/Vondron constant rate controller, Reabe Hopper Gauge, Lane Fan & Brake, CP-11TT Nozzles,

Fast Start, Kawak Throttle Quadrant, Bottom Load Fuel, Smoker, New King KY-196A COM, KING KLX-135A COM/GPS, Transponder W/ADS-B, Technisonic TFM138, New Storm Shield, New LT Front Window, Fresh Annual, Have owned since new. $750,000. Call John Pew at 520-705-0150 or email JPEW@AGAIRUSA.COM

2015 Air Tractor AT-602 N605TA TTAE 3477, 0 time since hot section, February annual, Quick Start, Smoker, Storm cutters, Ag Pilot X/flow control. CP 11 Nozzles, stainless steel booms, MVP50, Com Radio. Transponder. ADS-B out. $1,300,000 Open to trade up or down. Call: 1-325-338-4778

2015 Air Tractor AT-602 N602FA TTAE 3329, 0 time since hot section, February annual, Quick Start, Smoker, Storm cutters, Ag Pilot X/flow control. CP 11 Nozzles, stainless steel booms, Reabe Auto gate, MVP50, Com Radio. Transponder, ADS-B out. $1,300,000 Open to trade up or down. Call: 1-325-338-4778

2006 Air Tractor 502B Clean 2006 AT502B offered. TTAE 7251.7, PT6A-34AG, Time since overhaul 7151.7, Time since hot section 125, Hartzell HC-B3BN-3D Propeller, TTProp 7151.7, Prop since overhaul 300, Cascade Pressure cowl installed, AC and heat, Satloc G4 and flow control with L7 light bar, Lane fan and brake, 10 vane spreader, stainless CP09 nozzles, Garmin radio package (Nav xponder and audio panel. $575,000.

Call Charlie at Adams Flying Service, 318-235-0187

2004 AT-802A, PT-67AG, TTAE 9606, TSHS 700, Great shape, Hatfield fuel system on both sides, load system with Reabe hopper gauge on both sides, Reabe canopy, stainless steel AFS

nozzles, G4 with flow control, 7”gate, Amsafe belt, pulsating light, 10,000 hrs left on wings, over $600k into it in last 3 years. Fresh annual. $1,100,000. Call 605-924-6891

2008 Air Tractor 502B, S/N 2630, TTAE 5470, PT6-34AG, HSI completed by Covington at 4442.6 TT, Hartzell 3 Blade Prop, 216 Gallon Fuel, VG’s, Single Point Fuel, CP Nozzles, Smoker, Lane Electric Fan and Brake, Satloc Bantam with G4 Screen and G7 Lightbar, Garmin 660 GPS. $695,000

Call Rick at Neal Aircraft at 940-564-6822

1978 Air Tractor 301 - Bailey conversion 302 Air Tractor with Garrett TPE331-1. Engine is near hot section and wings are 70 hrs away from needing rebuilt. Total time is low 4380. The airframe is in excellent condition. Winglets, tinted side windows, Bantam GPS, reabe hopper gauge, AC, hopper rinse. Could convert back to 1340, or use STC to convert your 301 to turbine or rebuilt motor and wings and continue on. Parting this bird out is an option, too; I can keep the firewall forward. Paint is a solid 8. No corrosion, western KS plane, no dry fertilizer here. It’s not worth much.

Call to make an offer. Flying daily, so times will change. 1785-657-7400

1997 AT-401B Includes fresh annual. 0 IRAN prop, 0 IRAN engine (Covington), 0 Eddy Current insp. Complete logs since new. Only 16 401Bs currently registered in the U.S. $265K which includes $50,000+ of additional equipment and inventory. See spec sheet for all the details. Contact Bob 507-430-5114

Air Tractor AT-502XP - New AT502XP in stock! Stainless Steel Spray System, Com, Trans, ADSB, CP, Smoker, Night Lights, Electric Brake/

Fan. Ferry time only. Contact Farm Air at 877-715-8476

2009 AT-402B, N422RD, PT6A-34AG, Cascade Inlet, Smoker, Right-hand boom shutoff, Night work lights, Stainless spray system, AFTT and ETT is 30hrs. $1,075,000.

Call Neal Aircraft at 806-828-5892

1997 Air Tractor AT-602 - 60AG, N5045S, TTE 11,355.6, TSIRAN 2,277.0 by RT Turbines, TSHOT 998.8 by Geroge’s Aircraft, FCU installed in 2018 - 996.1 since installed, Hobbs 1355.6, Prop TT 11,355.6, TSIRN 998.8, TSOH 2,277.0, TTAF 11,355.6, Spars done at 6643.1 by Frost flying, Spars next due at ACTT 13,143.1 = 1787.5 hrs. left till replacement, New main gear in 2017 at Hobbs 9629.8, New engine mount in 2021 - no AD’s, Storm Shield in 2020, New turtle deck in 2023, New Kawak Throttle Quadrant in 2023, New Reabe Hopper Gauge in 2023, All new AC hose, conducer and dryer in 2022, Load Hawg, Hatfield fuel. $550,000.

Call Aaron at 870-253-8242

2017 AT-802A, P/W PT6-65AG, Est. 4600 hours, Recent significant engine work (logs on request) Vondran Hydraulic gate, Wingman, Smoker, Factory air and heat, Lane brake, 302 fuel with Hatfield system, CP-11 nozzles. FCU and highpressure fuel pump changed at 3100 hrs. $950,000 with fresh annual Contact 870-501-1136

1989 Air Tractor AT-502 - 050 - 34AG Hobbs 8766, TT 16,395, HSI@8536, overhauled FCU @8427, prop overhauled @6922. Wings due @17,821. Annual due 1-31-24. G4 with flow control, Air Repair Hydraulic Gate. Hydraulic spray valve, flaps, and wingman. New batteries 8-18-23. Kawak throttle quadrant, VG’s, A/C, pulsating wing lights, new T Boom 8-1-23. Comm radio, ADSB. $225,000 OBO. Text or call Brandon at 662-902-4688 or TJ at 662-836-7347

1995 Air Tractor 502B-0285 - N6097V, TTAF 10,557.9, Hobbs 0557.9, TTE 9846.5, Prop TSMOH 3209.2, Annual done in September of 2023 at 10,532 TT. Wing spars replaced in December of 2013 at 7486.6 TT, 6728.7 time left on 9800-hour spars.PT6-34AG, Hartzell Three Blade Prop, Kawak Throttle Quadrant, Hatfield Single point Fuel, Stainless Steel Spray System with CP Nozzles, Smoker, Storm Cutters, Reabe Transparent Cockpit Top, Air Conditioning, Cockpit Heater. $450,000.00.

Call Rick Turner at Neal Aircraft at 940-564-6822

2023 Air Tractor 802A - 1089 N609LM, PT6A-65AG, 1,000 TT, Stainless Steel Cam Locks, Smoker, 308 Gallon Fuel, Pulse Lights, Fast Start, Amphibious Float Prep, Hatfield Single Point Fuel, Avionics Package, 10” Hydraulic Vondran Gatebox, Falcon w/IF3 Flowcontrol.

Call Frost Flying at 870-295-6213 for the price

2018 Air Tractor 802A - 0768 N80393, PT6A-65AG, 3,500 TT, Stainless Steel

Cam Locks, Electric Brake Gr Adj, Smoker, Pulse Lights, Hatfield Single Point Fuel, Air Repair 10” Hydraulic Gate, G4 w/Flowcontrol, Kawak Throttle Quadrant, Wingman, Air Repair Tail Deflector, Trig ADS-B Out System.

Call Frost Flying at 870-295-6213 for the price

2024 Air Tractor 802A-67AG Available Now, In Stock. Factory Options Include: Garmin audio panel, radio, transponder, and Smoker.

Call Southeastern Aircraft Sales for details: 772-461-8924

2022 Air Tractor 802A - 0949 N11703, PT6A-65AG, 1,700 TT, Stainless Steel

Cam Locks, Electric Brake Gr Adj, Smoker, Pulse Lights, Single Point Fuel, 7 1/2” Hydraulic Gate w/Transland Controller, G4 w/Flowcontrol. Wingman, Tail Deflector, X-Flow System, 308 Gallon Fuel.

Call Frost Flying at 870-295-6213 for the price

2022 Air Tractor 802A - 0944 N347ER, PT6A-65AG, 2,600 TT, Stainless Steel

Cam Locks, Electric Brake Gr Adj, Smoker, Hatfield Single Point Fuel, 10” Hydraulic Vondran Gate, G4 w/ Flowcontrol, Wingman, X-Flow System, 308 Gallon Fuel. Comm Radio. Call Frost Flying at 870-295-6213 for the price

1994 Air Tractor 401 - TTAF 7275, R1340, 117 hrs SMOH Tulsa, Hamilton Standard Propeller 22-D40 Hydromatic, Prop TT 7275, Prop SOH 1179, Vortex generators, Drop boom, Ag Pilot X, Crop Hawk, Smoker, New Landing Gears 2022, Lane Electric Fan Brake, A/C. $250,000. Call Chuck at 320-760-0713

2022 AT-602, N602AF, TTAE 612, PT6-60AG, Hartzell 5 Blade Prop, 234 Gallon Fuel, MVP-50T Engine Monitoring, Kawak Engine Control Quadrant, Hatfield Single Point Fuel, Garmin Com and Transponder, Ag Pilot X with Flow Control, CP-09-3E Spray Nozzles, Smoker, Lane Electric Fan and Brake. See spec sheet for more details. $1,475,000. Call Rick at Neal Aircraft 940-564-6822

1989 AT-401, Cascade Turbine Conversion M601E-11 AFTT: 8,662.0 hrs Engine TT: 1,910.4 hrs shop revision completed by GE May 2023 all ADs and SBs complied with. Propeller: 1,881.5 hrs. Wing Spar Replaced December 2017 at 7,642.9 hrs AFTT. Gear Legs replaced in 2014 at 7,025.7 hrs IAW Air Tractor SL. 170 US Gallon fuel with Turbine Conversion Single Point Fuel System AgNav Platinum Guidance and Flow Control ReaBee Hopper Qty System 2 sets of booms ASC-A10 and CP09-3P. $475K. Call 306-786-3345

1994 AT-401, Cascade Turbine Conversion M601E-11 AFTT: 4,690.6 hrs Engine TT: 193.6 hrs Overhauled by GE

May 2023. Propeller: 193.6 hrs Wing Spar Modification completed March 2019 at 4,201.3 hrs AFTT 170 US Gallon fuel with Turbine Conversion Single Point Fuel System AgNav Platinum Guidance and Flow Control ReaBee Hopper Qty System 2 sets of booms ASC-A10 Atomizers and CP09-3P. $575K. Call 306-786-3345

1991 AT-401, TTAF 3162.5, P&W R1340, TTE 934.5, Hamilton Standard 3 Blade23D40-51, TTProp 507. Very low hours, well maintained, G4 Satloc Bantam, CP11 nozzles, Reabe Hopper Gauge, Vortex Generators, Garmen Comm, Smoker. $220,000 USD OBO. Contact Reed at 403-793-0949

1992 Air Tractor AT-502 - PT6-15 0SHOT, TTAE 11,752, SPOH 3165. November 2023 annual. Clean Northern plane. Well maintained. Has a SATLOC M3. $450,000. Contact Jim Knox at 218-289-1999 or email jim@agrimaxllc.com

1997 Air Tractor AT-502B - N5063N, PT6A-34AG, TTSN: 14,270.5, TTSHS: 26.2 (8/24/2023 @ 4209.3), HOBBS: 4270.5, Fresh Annual, TTSA: 44, SATLOC G4, Factory Air & Heat, Smoker, ADSB Out, Transponder, Com Radio, Laser Altimeter, Wingman, Side Load Fuel, Kawak Throttle, Reabe Hopper Gauge, A LOT OF TIME LEFT ON THE WINGS, Flown Regularly, Hangared when not in use. $425,000 Price negotiable. For more information, call Duston Bailey at 318-525-5880 or 318-722-0002

Air Tractor AT-802A - March Delivery! New AT-802A, PT6A-65AG, 308 fuel, MVP50, Kawak, radios, Falcon/ FlowControl. Contact Farm Air at 877-715-8476

1998 Air Tractor AT-402B - 34AG, 7618hrs TT airframe; 484hrs since hot section, willing to do pending sale. Hartzell 3-bladed prop 784hrs since OH. Brand new spars and fresh annual. SATLOC M3 with booms, pump, and electric brake. $675K.

Contact +1 (979) 543-5272

1999 AT-602, TTAF 11K, PT6A-65AG, 8886 TTSN, Covington upgrades, FCU 0-since overhaul, new PT blades, new engine mount, fresh spars, 216 fuel, S.P. fuel, Falcon GPS/IF3 flow, wingman, 7 ½” gate, com radio, AM Safe harness, new gear legs, more.

Contact Farm Air at 877-715-8476

Looking for all models of Air Tractor 400, 500 & 600 series aircraft to purchase. The newer, the better but will consider 2006 and newer.

Contact 616-837-9428

1986 AT-301 Airframe Only - Parting Out, Approximately 5700 TTSN. NO ENGINE. AT-301: Wings, Tail Feathers, Airframe, Firewall Foreword Less Engine/Prop, Gauges, Gear leg, Hopper, STD Gate Box, Booms, Boom Hangars, Pump, Valve & Plumbing, etc., Flaps, and Ailerons. Contact Farm Air at 877-715-8476

Late model, low time, 2018 AT-602. 3600hrs Total Time. G4, center point fuel, AFS check valves, CP flat fans. $869K. Call 979-541-78

1980 Cessna T188C - N9998J, TTAF 6270, Continental T510-520-T, H.P. 310, TMOH 1476, McCauley 3-blade propeller, 1476 TT SIRAN, COMP. Check 1-78, 2-79-3-79, 4-79-5-79,6-78, Installed New Load Engine Mounts, New Mitchell Tachometer, Smoker, VG’s, New 22X8-6

PLY LH & RH Main Tires, New LH Brake Disc, Hydraulic Manual Spray System w/ Boom. Very clean aircraft. No known damage. Annual 5/16/24 by Butterfly Aviation.

Call Mid-Continent at 800-325-0885

1967 Cessna 188 Ag Wagon - 230. 2,900 TTAF, 300SMOH/SPOH. Paint, windows 7 yrs old, Satloc Bantam/ Intelliflow/L7 lightbar/G4 screen, WeathAero fan, chem pump, Superbooms, CP-11 nozzles all added in 2020. Have a like-new spreader. New tires, tubes, brakes, lines, cylinders rebuilt. New tailwheel rim. Continental 0-470-R has high comp. pistons. Makes about 245 hp. New float plane engine mount, overhauled starter less than 20 hrs. Rebuilt carburetor less than 50 hrs. Knisley exhaust. Left-hand side loader. This airplane needs nothing. Put it to work. A/D’s current. Annual good through July ‘24. $110,000. Call Brian at 507-848-4755

1980 Cessna T188C AgHusky - Really nice 1980 T188C AgHusky. Used it to get my 137 and was just looked at by the FAA. Feel free to call with any questions. Spreader and Booms, newer SATLOC Litestar, not fancy but really reliable and ready to work. I worked it 3 days ago. Asking $120,000 OBO. Call 801-410-9256

1976 Cessna A188B AgTruck for Sale. N4881Q Clean Midwest Aircraft!! Complete log books and history; AD’s Current all up to date; Fresh Annual as of 6/2022 Always Hangared and well maintained. AFTT: 8648.0 hours | PropTT: 1802.6 hours w/ 787.8 since prop overhaul | EngTT: 1194.0 hours on Remanufactured engine. Excellent Compressions. Engine: IO-550-D. Fuel: 52-gal Fuel Usable. Fuel Burn: 15gpa | Hopper Size: 220 Gal. Cruise speed:

120 mph. VG kit installed for better STOL capabilities. The Aircraft interior and exterior are in great condition. Additional Photos available. Spray Equipment: Satloc II, Automatic flagman, Lightbar. $135,000. Call 701-567-2069

1971 Cessna 188. October 2023 annual. ACTT 3885, 0 SMOH IO 540, 0 SPOH. Clean northern plane well maintained. Air conditioning, Satloc 99, Agrinautics spray pump, lane Break. $210,000. Call Jim Knox 218-289-1999 or email jim@agrimaxllc.com

1974 Cessna 188B, N888BT, SIN 0001782T, Engine IO-520-D11B SIN 1031405, McCauley Prop #D2A34C98 SIN 961474, TTAF 5194.0, Engine TSMOH 1069.8, Prop TSPOH 1263.5. Engine: Factory overhauled on 10/16/15, Comp last annual 60/69/62/62/64/61 over 80, Mag sent off in 2022 for 500-hour inspection, Has Airwolf remote oil filter, Starter drive OH in 2019, Starter OH in 2020. Airframe: All Leading Edge skins were replaced in 2023 due to dents, along with a couple of top skins, and the top of RT Airlerium wings were repainted to match. Wings reinstalled with all new hardware. Installed all new Mich lunging gear attached bolts and saddles. Has Trig comm radio, Hydraulic spray pump, 8.50 x 10 tires, Satloc 99 GPS, New side windows in 2022, New tailwheel assembly in 2014, Engine mount was removed and refurbished in 2022 due to surface rust, New left bladder in 2014, new right bladder in 2016. Prop: Overhauled in 2014, Flushed in 2016 due to new engine, Govenor OH in 2016. $125,000.

Text Aaron Peterson at 870-253-8242 or email aaron@advantageagair.us

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

reduced to $102,000.

Call Reggie Odom at 850-336-0554

Cessna 185, N185HR, Model: A185F, TTAE: 475 original hours. Comes with fresh annual. Make offer. Located in Springfield, Colorado. $575K.

Contact Neal Aircraft at 806-828-5892

AIRCRAFT – PIPER

1965 Piper Pawnee PA-25-260, TTAF 7632.9, Lycoming 0-540-G1A51388.7 time since overhaul, Hartzell HC-C2YK1BF 332.6 time since overhaul, hutch metal wing, wing struts, and new fabric on all tail surfaces, flaps, aerons, and fuselage in 2015. Stored in hangar. New tires and brakes. The plane is in good condition and ready to spray. $76,500. Call 910-385-8427

1976 Piper PA-25-235, TTAF 6067.0, Lycoming 132C5 TTE 9335.48, TSMOH 540.0, Propeller TT 4306.0, Satloc Lite Star 3, Boom, CP3 Nozzles. Call Mid-Continent 800-325-0885

2022 Laviasa PA-25-235 PuelcheBrand new 2022 Laviasa PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540-B2C5. 1A200/FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank.

Call +54 (346) 246-3488

1982 Piper Super Cub. Lowest time Piper built Cub on the planet, 650 hours TTSN, 0 SMOH, Stits Fabric, beautiful paint, Com Radio, L3 Lynx transponder with ADSB in-out with touchscreen weather, traffic. Call Clyde at 956-202-2094

AIRCRAFT – CESSNA

1972 Aero Commander S2R, N954DM Serial #1683R, TT in service: 13585.1 hrs. Major Airframe Overhaul at 13125.0 hrs., Garrett TPE-331-5-252 Serial #P-22117, TSO 5723.7 (HSI Preformed at 5196/Gearbox Inspection at 5264)

Time Remaining on Wings 4156.0 hrs., Hartzell Propeller HC-B4TN-5NL, Time Since IRAN 62 hrs. This aircraft is above average for the year and model. It has been maintained and serviced by authorized facilities IAW FAA and Factory Airworthiness Directives and Service Bulletins. Equipped with the following: AgNav GPS Guia Platnum w/ Flow Control, Hopper Rinse System / 525 Gallon Hopper, Electric Fan and Spray Pump Brake, Vortex Generators / AFS Nozzles and Check Valve / Aluminum Booms, Harbour STC A/C, Hooker Shoulder Harness, Comm Radio/ADSB, Anti Collision Wing Lights, Smoker, Strobes, Bleed air Heat.

Call Dirk at 334-797-7727 for more information

2024 Thrush 710P - For sale 2024 fresh off the assembly line 710P, PT6A-65AG, 5-blade propeller, all standard options, including single-point fuel system, and a smoker system. This airplane is ready to cover some big acres. It can be sold as equipped, or we can get you a quote and equip it with all your requested options. Call North Star Aviation today at 620-356-4528

2024 Thrush 510P2+ - For sale 2024 fresh off the assembly line 510P2+ dual cockpit, PT6A-140AG, 4 blade propeller, all standard options, dualcockpit upgrade (includes hopper rinse & rear seat), and a smoker system are already installed. This airplane is ready to cover some acres; it can be sold as equipped, or we can get you a quote and equip it with all your requested options.

Call North Star Aviation today at 620-356-4528

1977 Thrush Turbine - Cascade conversion M601E-11 AFTT 6,038 TSMOH 1,400, SB& AD’s completed 08/2023 prop 0 since overhaul 2023, Fuel 192 gal, Hatfield fuel loading system. Air conditioning, GPS Satloc G4 with Intelliflow, Reabe hopper gauge, two sets of booms with atomizers, annual with or without sale. $449,000.

Call Roland Jenson at 306-860-8172

2023 Thrush 510P2 - TT120, Smoker, Leading Edge Lights, Micro VGs, Falcon GPS, Intelliflow, Sideload fuel, Garmin GTX 327, Garmin GMA 340, Garmin GTR 225.

Call Mid-Continent at 800-325-0885

1989 Thrush S2R-T34, Single Cockpit, N3097K, Serial number T34-115, 17,000 TTAF/engine, OH Prop 5/22, 12-9-2016 Century Wing Spars installed, 9/10/18 Micro Vortex, Generators, 2020 Paint, Load Hawg, Engine work done by R.T Turbines at 14,799.3 hours, 2020 R.T. Turbines new V-ring, blades. $350K. Call 229-220-6343 or email croomaviation@gmail.com

1994 Thrush S2R-T45, Dual Cockpit -45, SN T45-006, TTAF 10,500, TTE 14,270, Fresh Hot, New V-ring segment repaired ext. duct by RT Turbine, Prop OH, Load Hawg, A/C and Heat new, Ag Nav Platinum, Annual Jan. 1, 2023, CP Nozzles. $700,000. Call 229-220-6343

2009 Thrush S2HG-T65, 550 with -60. TTAE 7010.8, Time since hot section

469.8, Hartzell Propeller HC-B5MP-3CProp TT 7010.8, Time since overhaul 5.1. Very well-equipped aircraft, including Amsafe restraints and ADSB. This aircraft is currently going through annual, and ready to go shortly. The tail is also being painted to match factory paint. $740,000. Call 605-350-4536

1994 Thrush S2R-G6 510 Super 6Annual January 2024, Current Hobbs 6700, Spar caps replaced at Hobbs 5636. Big butterfly installed. Options include SATLOC G4 with flow control (not pictured or installed), A/C and heater, VG’s, Right boom shutoff, Airfoil booms, Garmin Comm, Single point fuel, 228-gallon tanks, fast start, Transland pump and electric brake, Four battery conversion - new batteries installed

July 2023, New tail spring and head installed at annual. Engine: Garrett TPE331-6-511M Super 6 built by CD Aviation in January 2024, installed in February 2024, 25 hrs SMOH, 25 hrs since CAM, 25 hrs since Hot Section. Prop: 3 blade Hartzell HC-B3TN-SE 775 hrs TSOH. CLEAN AIRCRAFT, WELL EQUIPPED AND READY TO WORK! $575K. Contact Jody Perkins at Adcock Flying Service 360-632-5198 for email Jodycperkins@yahoo.com

1992 Thrush Ayres S2R-G6, Airframe, N3105U - No Prop, No Engine - TTAF 6937, MVP-50 Glass Panel, Vortex Generators, 24 Volt Freon Air Conditioner, Aileron Servo, Reabe Hopper Level Indicator, Fabric Tail, Wings - Century Spar Caps 60,000 hrs. life.

Call Mid-Continent at 800-325-0885

1974 Ayers S2R, TTAF 11874.4, Time Since Overhaul 5378, TT Since Hot Section 1262.9, Hartzell Propeller HC-B3TN-5E, TT Prop 3458.2, Prop Time Since Overhaul 0.1, New Fabric Tail, New Long Turtle Deck, Bantom SATLOC and L7 Lightbar, New 485 Gallon Hopper Installed 4 years ago. $300K Call Kyle at 530-682-6421

1977 Thrush S2R Radial, TTAF 7500, Engine: P&W 1340-2, 384 SMOH, Prop: 23D40/384 hr., Spring Tail Wheel, 20 inch main wheels, LightStar 5 GPS, 2-12V Dry cell battery, Full retractable lights and turn lights on tips. $50,000 OBO. Call 760-996-2028 or 760-996-2032

2004 S2R - 60AG 550 gal Thrush, TTAF 6431.7, TTE 6131.7, Time since O/H

1134, TSHS 797, Hartzell HC-B5MP-3C Propeller, TT Prop 1631.4, TT since Prop O/H 1522, Satloc Batam, Fuel flow meter, A/C & Heat, 1230 hrs. since O/H power section, Log books available for inspection. $580,000. Call Jamey at 870-697-2744

2004 Thrush 550, TTAF 8093, with PT645R 0 SHOT, O/H Bleed Valves, 0 SMOH Prop, Hydraulic Gate Box, SATLOC G4, Booms and Spreader. Sale with fresh annual. $510,000. Call 979-257-6695

1974 Rockwell International S-2R for Sale. N4224X Fabric Tail Feathers!!

Complete log books and history; Last Annual: 6/2022 Always Hangared AFTT: 10,527.1hrs. PropTT: 4935.9 hrs. EngTT: 2287hrs TS: 742 TTO: 43 TC: 1685 FC:2207. Spar AD: 2,421.1hr left. Engine AD: Due. Engine: Walters M601E11. Fuel: 192-gal Fuel Capacity. Fuel Burn: 50 gpa. Horsepower: 600hp Tank size: 500Gal. Cruise speed: 125 mph. VG kit installed for better STOL capabilities. The Aircraft interior and exterior are in good condition. Additional Photos available. Avionics: Satloc M3 Flow Control. Aircraft Extra Info: Single point Fuel, A/C, wing extension, Turtledeck. $180,000. Call 701-567-2069

1979 S2R-T34-014, C-GMQB

Fuselage Configuration Dual Cockpit / 400 Gallon hopper. Airframe Hours 4389. Engine Serial Number PT6-34AG PCE-56683. Engine TTSN 4389 hrs / 6047 cycles. Engine 4000 hr TSO 1068 hours-Vector Aerospace. Engine Time Since HSI 643.3 hours. Propeller HCB3TN-3C TSO 532 hours. Max Take-off weight TCCA LSTC - 9120 lbs. Basic

Empty Weight 4572 lbs. Comm 1 Garmin SL40. Comm 2 Garmin SL40 Audio Panel Garmin GMA340. Attitude Indicator RCA2600-3-Digital. Transponder / ADS-B L3 NGT-9000D SBAS. Navigation GPS Garmin Aera 796 Heading Indicator RCA15EK- Electric ME406 ELT 453-6603. Engine Instruments Analog - UMA Tri Gauge Cascade Cowls complied with. Kawak

Engine Controls complied with. Serv Aero Tailwheel Assy complied with ATS Vortex Generators complied with Tail Surfaces Fabric. Dual Batteries Gill Complied With. Additional Options: Servo Tabs, Cleveland Wheels and Brakes, SB-AG-34 Wing Attach Beef Up, SB-AG-23 Steel Reinforcement Web Doubler Kit SS2R-FF-002, AG-29, Big Butterfly and Lower Splice Plate Kit. Contact Paul at 506-654-6834

1996 Ayres Corporation S2R-G6, S/N G6-144 N2239V, TT: 6314.6, TTE: 11,990, HSI: 2153, Prop TT: 2332, Factory Spars installed at TT: 5,202, Options include: SATLOC G4/IntelliFlow, Smoker, AC and heater, VG.s, Winglets, Right boom shut-off, King 96 Comm, Hatfield SPF, Cool Start, SS Booms, CP-11 nozzles, AFS check valves, Agrinautics pump w/ electric brake, Shadin fuel flow, Landing light, Hopper rinse tank, Nav lights with strobes and four new batteries. Aircraft will need an annual inspection. $432K. North Star Aviation is the First Lift Aviation Dealer. Call 620-356-4528

1991 Thrush S2R-T34, N672EH, 11,349 TTAF, PT6A -42 engine, TSO 3583.6, Load Master 4-blade propeller, Power Pressure Cowling with Quick Change Power Filter System, GPS SATLOC M3, Flow Control, Intelliflow, Spray Pump, Booms, Winglets, New Paint. Call Turbines, Inc at 812-877-2587

AIRCRAFT – OTHER

1951 DeHavilland Chipmunk, 340 hours since a ground-up restoration, 1900 SMOH (340 since top) on a 210 HP Lycoming IO-360, 3-blade Hartzell prop, Pitts Cowling. Beautiful airplane. $85,000.00.

Contact Chad Stuart at Airplane Services, Inc. 850-380-6091

1938 Boeing A75N1(PT17), N54284, TTAF 6080.7, R985-AN-14B, TTE 520.4, Annual 6/2021, Garmin SL-40COM, Garmin GTX 327 TXP, PS Engineering PM-1200, Installed Oilmatic Pre-oiler, Installed Airwolf remote oil filter, Smoker, Speed ring, total fuel 56 gallons, Redline brakes, Garmin GDL 82 ADSB-OUT. Calll Mid-Continent 800-325-0885

2022 Laviasa PA-25-235 Puelche - Brand new. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540-B2C5. 1A200/FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank.

Contact 54 (346) 246-3488

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.

Contact +1 (850) 380-6091

AIRCRAFT – HELICOPTER

Bell 206B and 206L models for sale or lease, spray-ready.

Call Hunter Parker at 561-723-3592 or Brian Parker at 561-723-1911

ENGINE - PISTON

GE/Walter M601E-11 - 1986 Walter M601E-11 Engine. Damaged in a prop strike. Selling as is. $9500. Call 6441-316-9114

Pratt & Whitney R-985 & R-1340 Engines in stock. All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin. Call 661-257-7708

Pratt & Whitney R-985 & R-1340 Cylinder

Assemblies - R-985 & R-1340 Complete OHC Cylinder Assemblies OHC in stock, all with new pistons installed and all gaskets and seals to install. We also stock new and overhauled magnetos, OHC carbs, starters fuel pumps, etc. Top overhaul tool kits $250 each. Call 661-257-7708

Pratt & Whitney R1340 - R1340 Engine Overhaul - New pistons, new bearings, mags, ignition harness, carb, with warranty outright/exchange. Call Chester Roberts Supply Company at 903-429-6805

Pratt & Whitney R985-AN1-14B - R985AN1-14B Tulsa Overhaul, New pistons, Bosch mags, ignition harness, carb with warranty outright/exchange. For more information call Chester Roberts Supply Company at 903-429-6805

ENGINE - TURBINE

Honeywell/Garrett TPE331-10-511MTPE331-10-511M For immediate sale. S/N: P-36452C, TSN: 13,155.9, TSCAM: 5606.1, TSHSI: 90.9, TSGBI: 90.9, CSN: 21,919, CSCAM: 1788, CSHSI: 28.0. TS Level II Prop strike inspection: 0.0. Fresh out of Level II prop strike inspection. Surplus to needs. Engine is sitting at TAE(Ag Air turbines), crated, turn-key, ready to ship. $325,000. Contact: Pete Brawn, Ph. 541-7405062(No Texts). Email: peteairways@ gmail.com

Pratt & Whitney PT6A-34. PT6A-34 PCE57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. Contact 817-354-2002

Honeywell/Garrett TPE331-6 (Super conversion STC to -511B) SN: P-27069C. Engine has only 372.2 hours Since MAJOR Overhaul!! And only 4830 hours TT Since NEW! - LOW cycles (status sheet below for download). The following work was just completed at TAE Aerospace: 0 Hours Since - Level 3 Prop strike inspection. 0 Hours Since - Hot section Inspection and Gear box inspection. 0 hours Since - Super conversion with Bigfoot Mod completed. 0 Hours SinceOverhauled FCU/Prop Governor/ Fuel pump installation. Ready to go NOW! Asking $399,000 USD and will consider offers and trades of aircraft and engines! ORRRR...if you have a clean Thrush airframe to sell that would be just begging for this motor, let me know! ASI JET Specializes in Aircraft Sales, Maintenance, and Parts Support.

Call ASI Jet Sales at 320-587-7615 for more information! *All specifications are subject to verification upon inspection by buyer.

Pratt & Whitney PT6A-34. PT6A-34 PCE57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. Call for pricing at 817-354-2002

EQUIPMENT - DISPERSAL

Air Tractor 802A Ram Air Offset Inlet Kit - Complete Air Tractor AT-802A Ram Air Offset Inlet kit. Ferry time only.

List price new: $38,493 Sales price: $25,000.

Call Neal Aircraft at 806-828-5892

Transland 10” Hydraulic Gate - Used 10” Hydraulic Gate. List price new: $37,765 Sales Price: $17,500. Call Neal Aircraft at 806-828-5892

Sorenson spray tank made for a Piper Super Cub, 80-gallon tank, fiberglass, and stored inside. $500. Call Don Kothe at +1 (308) 692-3315. Please do not email.

Stainless Steel Booms, Pumps & Nozzles - For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@turbineconversions.com or call +1 (616) 837-9428

Zanoni Equipment Atomizers - New

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

Contact 616-837-9428

Kawak Cockpit Adjustable Flow Control - Cockpit adjustable flow control kit. Manual control or GPS variable rate ready. Integrates into existing hydraulic systems.

Contact +1 (541) 385-5051

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.

Contact 616-837-9428

Transland 10 vane spreader for 38” gate, new, $13,000. Contact 281-342-5451

Transland Spreader, 25” Slimline in fair condition. $750. Contact +1 (478) 494-3757

Fire Gate Hatfield Hydraulic Drop Door, USFS / BLM approved, Fits Thrush, Dromader, can be adapted to Air Tractor 502 or 802, excellent condition, with streamlined fairings, all controls included. $5,000 Any reasonable offer accepted! Needs to go! S.E.A.T. program is expanding. Pilot/contractor training available. Call +1 (530) 345-9919

Ag Cat - Various Ag Cat Spares available. Please contact us for the price at spares@orsmondaviation.co.za or +27 58 303 5261 or visit our website at https://orsmondaviation.co.za/

Spray Equipment - New without warranty spray equipment for all Air Tractor models, including pumps, booms, and nozzles.

Contact 817-456-5450

SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus. Contact +1 (701) 642-5777

(2)Transland SS 22274 38” to 25” gate box adapters & 21966 Gate Boxes. $2500 Each or $4000 for both plus shipping. Contact 620-525-6712

Miscellaneous Items For Sale - 50 brass T-Jet nozzles complete with swirl plates $250. Transland gate box for hopper SS good condition, 25 inch $500. Cal Max Helmet large, very good, complete w/ face plates. Wired for headset. $500. One alternator, new, 100 amp, adapter for P&W engines, electrical parts for night spraying $600. Contact Al at 208-569-3407

EQUIPMENT - GPS

GPS Trac Map, Ag Nav, Satloc - 3Complete Trac Map Flight 3 systems (lightbar, head unit, cables, antenna etc.) $3,500.00 USD. Miscellaneous Trac Map Flight 3 Parts - Light Bars, Cables, Wireless Dongles. Satloc - Light bar and cable. Ag Nav - Ag Flow 1 Screens (6 total). Screen and mounting brackets only. $500.00 USD. Make me an offer on it all or willing to part out separate.. Call 306-786-3345

AgPilotX - 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

Wanted: SATLOC Bantams, G4 Units & Flow Controllers.

Call Mike at Orsmond Aerial Spray (Pty) Ltd +27 58 303 5261 or email mikep@ orsmondaviation.co.za

EQUIPMENT - PARTS

Cessna Engine Cowlings - 2 Engine Cowlings for C188. 2 lowers, one

upper. One of the lower cowlings was purchased new in the 1970s after a minor mishap. They decided to repair the bent cowling and keep using it, so the new cowling was never installed. Looking for a good home for them. Make an offer if you are still using a C-188 and need them. They are taking up space!

Call Daniel Flying Service at 214-6744023 Tivoli, Texas

Thrush Top Hat Header Tank

Modification - Thrush H-80 STC SA04485CH Top Hat Header Tank

Modification. STC solves issues with FCU and extends the factory recommended replacement of the auxiliary fuel pump from 500 hours to 3,500 hours. Currently have 4 spots open for early 2024 delivery. Contact your favorite Thrush dealer at +1 (616) 837-9428 or Ann@ turbineconversions.com for more details.

Tools for reaming attach bolts wing main (Center wing to outboard wing) Attachment joints for Dromader M-18 per repair service bulletin #e/02.170/2000 Available for rent. Contact ann@turbineconversions.com or 616-837-9428

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. Call 616-837-9428

Wanted: P&W Engine Parts - Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps. Call Sun Air Parts at +1 (661) 257-7708

Kawak Thrush Battery Retrofit KitThrush S2R STC battery retrofit kit. 300% longer battery service life. 200% faster starts. Battery replacement costs 25% of the original.

Contact +1 (541) 385-5051

Air Tractor & Thrush Boost PumpsNew and overhauled Air Tractor and Thrush boost pumps in stock. Delco A4949 motor with 400 GPH AN4101 fuel pump attached. Outright and exchange. We supply these direct to both factories.

Call Sun Air Parts at +1 (661) 257-7708

R-985 & R-1340 Engine Parts - Complete stock of all P&W R-985 & R-1340 engine parts. Also P&W tools, Top OH tool kits, Time Rite kits, engine mounts,

Champion & Tempest spark plugs, parts books, OH and maintenance manuals, Mags, carbs, starters, fuel pumps boost pumps. Also, R-1830, R-200, R-2800 engines and parts.

Call Sun Air Parts at +1 (661) 257-7708

Ag Cat Frameworks, All Models, 4130 weld assys, fixture perfect, ready to install. Struts, wires, hoppers, long fuel, high-wings, dispersal equipment, hardware, all upgrades, components, and spares.

Call +1 (870) 886-2418

AV-KOR1 Helmets Available Now! The AV-KOR1 helmet is made out of a fiberglass composite, utilizing Koroyd and an anti-microbial comfort liner making it the lightest aviation helmet on the market. Features Fire Retardant trim and a FIDLOCK buckle system. Works with any aftermarket in-helmet communications devices. North Star Aviation is the First Lift Aviation Dealer. Contact North Star Aviation at 620-356-4528

Leaf Spring Conversion Kit PA25CTS 1109.21 - A-K-009 Leaf Spring Conversion Kit PA25 - CTS 1109.21 - Speed increase, large service life, and minimum maintenance. Kit includes spring, brackets, installation hardware, and certs. Made by Lavia SA, manufacturer of the PA-25 Puelche. Email aravia@aravia.com.ar or call +54 (346) 246-3488

Transland Pump Mount.

Call Billy Maxwell at Transland +1 (940) 687-1100

Transland Aluminum Boom ClampsLarge & Small.

Contact Billy Maxwell at Transland 940-687-1100

Transland 4” Delrin Hopper Vents. Call Billy Maxwell at Transland 940687-1100 or email sales@translandllc. com for more information

Transland Grip Steps for AT aircraft. Call Billy Maxwell at Transland 940687-1100 or email sales@translandllc. com for more information

Brushless Motor Airframe Fuel Pump

- New Brushless Motor Airframe Fuel Pump - STC kits for PT6 Air Tractor and THRUSH aircraft. Long lasting, solid state, with fail safes. Call 509-635-1212

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. Contact Cascade Aircraft Conversions for more details 1-509-635-1212

Radial Mounts/Rings - Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer. Call 509-635-1212

Pratt & Whitney PT6A-140AG 867SHP STC Kit for THRUSH 510P & 510G Aircraft - Complete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHP-certified upgrade STC kit for your THRUSH 510 aircraft. Contact 509-635-1212

AT-502 sheet metal. Some new, some used, all airworthy. Mostly fwd. lower fuselage. $500 for all OBO. Will box and ship for materials and labor. Contact 530-345-9919

Ayres Thrush ‘Hoerner’ wing tips. Left and right, no damage. $500 for the pair Call Gary at 530-345-9919 garyhendricksonn3n@gmail.com

EQUIPMENT - SUPPORT

Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor.

Contact 616-837-9428

3” load, mix tank, fully contained and lockable, air compressor and storage complete and ready to go.

Call Farm Air at 877-715-8476

Portable Load Pad - Like new portable load pad suitable for an 802. Very little use.

Call Farm Air at 877-715-8476

HELP WANTED

Entry Level Pilot - Kroeplin Air is seeking a motivated individual to join our team as an entry-level agricultural pilot. As a beginner ag pilot, you will work closely with experienced pilots and agronomists to learn the skills necessary to safely and effectively apply agricultural inputs from the air. This is an exciting opportunity for someone with a passion for aviation and agriculture to start a rewarding career in the agricultural industry. Email resumes to drew@ kroeplinaviation.com

Full-Time and Seasonal Pilots NeededGrowing multi-location Kansas operation seeking full-time and

seasonal pilots. Herbicide experience is a huge plus. Benefits and guaranteed salary for the right candidates/full-time positions.

Email blindads@agairupdate.com, Subject: ID#2757

IA AP Mechanic Needed - Northern California operation is looking for a full-time mechanic to set up shop. Ag cats, Thrushes, Air Tractors, and a few GA airplanes in the off-season. Ag experience is preferred but not required; salary depends on experience. We can help with relocation costs. Please call for more information. Come live in beautiful California and work on airplanes, a dream come true! Contact Rick at 530-438-2141

R66 Helicopter and Pilot WantedWestern operation looking for an R66 helicopter and pilot. Long-term contract. All inquiries must include a resume or list of total times.

Email blindads@agairupdate.com

Subject: ID#3900

AT-802 & Thrush Pilots NeededLarnaca, Cyprus operation looking for AT-802 & Thrush pilots.

Please email references and resume to Nicolas at aviators@hotmail.gr

Alternate Application Division Manager - Alternate Application Division Manager - Nebraskaland Aviation is seeking an individual to assist with our vision, creation, and management of a new alternative application division inside of our company. This job is listed on our website at Careers | Nebraskaland Aviation | NE, KS | Ag Aviation, Fertilizer, Chemicals. Use of this equipment will include imagery services, as well as, but not limited to, herbicide, fungicide, biological, and nutritional product applications to row crops and rangeland. This new division will consist of aerial equipment such as rotary drones that are common today, larger unmanned fixed-wing aircraft that are coming to market, and all new technologies that will eventually become available. This division will also include ground applications to be made with UTV and ATV equipment, as well as autonomous ground sprayers and all other new technologies that will be coming to market. Our vision is to create the most technologically advanced and most capable alternate application division in the United States with the purpose of meeting the everchanging needs of our customers.

Email resume and references to Tye at tye.marquardt@nebav.com

Experienced Pilot Needed - Lakeland Aviation, Inc. Corcoran, CA, is looking for an experienced pilot. Average annual pay $200K+, 90% of work is 1 mile runs -1/2 section fields with few to no obstacles. Mostly newer airplanes, excellent maintenance, and crew. Home every night/day - we do work nights in the summer. Health Insurance, 401K, paid vacation. Fly 500-700 hours per year. Please submit a resume with references to Reid Potter (559) 289-4649 or rpotter@lakelandaviation.net or Chris Nolta (530) 517-1253 or cnagpilot@comcast.net

AT-602 Pilot Wanted in MongoliaThomas Air LLC Mongolia is looking for an experienced fixed-wing turbine pilot for forestry flying in Mongolia. From the end of May through September for 3-4 months. Lots of adventure and bush piloting spray jobs in different locations. Throughout the summer. Contact info: burenkh@gmail.com, mobile number +976-8888-1369

Pilot - California, Central Valley Operation looking to hire fixed wing, and Helicopter Pilots. Turbine Trushes, Air Tractor 802’s, Huey’s, and Bell 206’s. Night Flying is prefered. Please Call Debbie Burgos at 559-816-7244

A&P IA Needed - Established FBO with over 40+ years of experience looking for an A&P IA to manage the location. $80K annual base salary with 15% annual profit sharing. Must have experience in Turbine maintenance, strong character, the ability to mentor and manage people, and a driven person willing to grow with the company. Call Cleo at 208-293-7848

Experienced Turbine Pilot - Seeking experienced turbine pilots in the Midwest for the upcoming season and beyond (Air Tractor and/or Thrush). June through August mainly, but possibly a couple of weeks of work in the Spring.

Email resume or total times to blindads@agairupdate.com Subject: ID#2754

AT-802 Timber pilot needed for rotation mid-January through mid-May. AT-802 Corn run pilot needed from mid-June to mid-August. Minimum experience - 500 hours 802 time or high-time 502 or 602 pilot.

Email resume to cropdoctoral@hotmail.com or call/text 870-510-6882

Tabula – Eastern United States Regional Aviation Business Development Team Member: Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Southern Eastern United States region to focus on our AirVision System. This position will be based out of our Melbourne, Florida location. About the role: The Business Development Team is responsible for maintaining our existing sales, growing new business, and technically supporting our products within the Agriculture, Mosquito, Forestry, Horticulture, Fire and Utility industries. We are seeking someone with experience in the Agriculture Aviation Sector. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k.

To apply, please send your CV and cover letter to recruitment@tabula.live

2 Professional Turbine Ag Pilots for the 2024 spray season. Operating Thrush 510P aircraft from May 15, 2024 to October 15, 2024. Job duties include providing aerial application on fields primarily in Saskatchewan and possibly other provinces. Must be insurable on Thrush 510P aircraft, and capable of operating a Satloc GPS system or able to learn it. Must be able to speak, read, and write proficient English. Accidentfree flight record is preferred. Housing and vehicle can be provided if needed. Wage is $50/hour, 40 hours/week. Performance-based bonus is offered. Workers compensation provided. Call Justin Farr at Farr Air Inc. 306-861-6675 or 306-848-1044. Call Justin Farr at Farr Air Inc. 306-8616675 or 306-848-1044

Looking to Hire a Long-Term, Experienced AT-502B Pilot - Wellestablished company in California looking to hire a long-term experienced AT-502B Pilot. Insecticide, Fungicide, Seed & Fertilizer. Crops include Orchards, Rice, Vegetables & Row Crops. E-mail resume and references to blindads@agairupdate.com Subject ID#2095

Full-time Pilot position North Dakota - Looking for an experienced pilot to fly AT-502/602. The season runs from mid-May through September. The main application is fungicide/insecticide;

herbicide experience is preferred. The position may include some travel during the season.

Call or email for details. 701-339-8799 gravesen.chad@gmail.com

Level 1 Seat Pilot - Looking for a level 1 seat pilot for 2024 and beyond for an exclusive use contract.

Contact Patrick Mertens at 970-571-0871

Mechanic Wanted - FAA maintenance facility is seeking a skilled mechanic to join the maintenance team at an industry-leading aviation center. Qualified candidates must have Airframe & Powerplant Certificate with at least five years of experience working in Ag Aviation. Must be able to stand, stoop, squat, or kneel for eight or more hours on concrete, lift up to 65 lbs., follow inspection checklists, and fix discrepancies. Self-motivated individuals should be able to see the end goal at the early stages for the maintenance process and be a team player. Competitive pay, 100% employer-paid health insurance with vision and dental options, 401k, paid holidays, vacation, and sick time. Interested parties should return a completed application with a current resume.

Contact Joe Risner – Director of Maintenance for more information. 800-325-0885

Pilot Needed in North Dakota: A 2018 AT-502XP pilot is needed to cover up to 122,000 acres. Experience is needed. Travel required.

Call for details. +1 (701) 321-0767

Helicopter A&P mechanic - Jones Aviation is looking for a full time, experienced helicopter A & P mechanic. We are located in northern California. Maintenance will be performed on site. Experience with UH-1H would be preferred. We would be willing to help with relocation costs. Needs to be a team player but not afraid to lead. Overtime might be required during seasonal times of year.

Contact Chris (530)321-1253

A&P, A&P/IA - FAA Part 137 Operator, looking for new A&P’s and experienced A&P’s. Air Tractors & Bell Helicopters. “Aircraft Type” experience not as important as: Conscientious, organized, willing to learn, get things done, team players. Will perform/participate in Scheduled/Unscheduled Maintenance & Inspections. Maintain support equipment/shop. Full time/Year Round.

$23-$32 hr DOE. Some Benefits & Vacation. US Citizen or Valid Work Visa. Send Resume: DOM@trirotorllc.com

Ag & King Air Simulator Instructors: 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 who travel to our location to teach. Flight instructor certificate is 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. Please include a resume when inquiring. Email blindads@ agairupdate.com Subject: ID#153

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

Full-time mechanic needed, A&P or IA preferred, though we will consider previous experience and facilitating training in the future. 60% new aircraft with annuals and routine maintenance filling in the rest of the workload. Steady work all year, full insurance and retirement benefits, clean and modern facilities. Competitive pay depending on experience. Please email resumes to logan@laneav.com

Experienced Pilot/Manager - North Dakota aviation operation looking for an Experienced pilot/manager to co-manage FBO, Airport, and Aerial spraying operation. 802 and Turbine Thrush. Season runs mid-June through September. Potential opportunity to partner/purchase operation in the near future. Start putting your time and efforts into your building your own operation!! FBO and Airport management provide steady income streams to help make it through the slow seasons.

Email resume and references to luke@ltenterprisesnd.com

Marketing Assistant Job - Lift Aviation is looking for a motivated person to assist with brand marketing and sales initiatives in conjunction with trade shows, brand building, and sales generation. Previous experience in marketing/sales is preferred. This position requires an excellent work

ethic. The candidate will aid in sales, marketing, and tradeshow initiatives. Overall objective – Assist in all facets of sales/marketing. Competitive Wage Health / Dental / Optical Insurance PTO Paid holidays 401k Job Type: Full-time, Onsite Only, Hourly Pay, Travel possible Email resume and references to Todd Lentz at todd@liftaviationusa.com

Experienced Engine & Component Technicians Needed - TAE Aerospace is a global aerospace company, servicing commercial and defense customers worldwide. We create value for customers through innovative thinking, premium quality products, and services in aerospace engineering, manufacturing, turbine engine, and component MRO. Located across the globe, our maintenance facilities in Australia and in America are the leading provider of quality general aviation, aerial agricultural, turboprop engine, and component maintenance. Right now, we are looking for experienced Engine and Component Technicians to join our teams in Adelaide, South Australia, and Scottsdale, Arizona. If you have proven TPE331, PT6A or GE H80 experience or have worked in a similar role, and looking for your next challenge – we want you! Find out more about joining our team.

Email: Hr-support@taeaerospace.com phone: +61(0)881500200 or visit: www.taeaerospace.com

Helicopter Spray Pilot - B&S Air Inc. is looking for an experienced Helicopter Spray Pilot for the 2023 season. 1000 Hours of Turbine Spray time on forestry work is required. Work will be guaranteed from April-November of 2023, with the possibility of a longterm seat.

Please contact Chase Gibson directly at 228-860-2375 to discuss the seat. https://www.bandsairinc.com/

Mix Truck Driver/Helicopter Loader

- QUALIFICATIONS: Class A or B CDL required with tanker and hazmat endorsements. Experience in related field is helpful; clean driving record, must pass regular drug and alcohol screenings; must be willing to travel and work outside in the elements, and some heavy lifting may be required. Immediate permanent relocation is not necessary. JOB DESCRIPTION: Our company provides agricultural services for many types of customers throughout the US South and Midwest. This job offers workers a chance to travel and interact with many different

types of leaders in the forestry industry. This is a great opportunity to advance with our company or to meet other persons in the industry that may help to further your career. This job will require you to be on the road from March-end of October with off time November-February. Our helicopter crews often work long hours and 7 day work weeks. Duties include: Driving mix truck from one spray location to the next with the help of the crew leader for navigation and filling the helicopter with chemicals. Necessary training will be provided to complete these tasks. Stays at hotel required while working out of town or at company owned apartment when working near our office. Ideal candidate will be willing to work hard with a positive attitude, work long hours and work as a team to help make the crew productive.

PLEASE CONTACT CHASE GIBSON DIRECTLY at 228-860-2375 or email resume to chase@bsairinc.com

Tabula – Regional Aviation Business Development Team Members for the Canadian Market: Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Canadian Market to focus on our AirVision System. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k. To apply, please send your CV and cover letter to recruitment@tabula.live

Tabula – Regional Aviation Business Development Team Members for the Southern Central United States: Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Southern Central United States region to focus on our AirVision System. We are seeking someone with experience in the Agriculture Aviation Sector. About the role:The Business Development Team is responsible for maintaining our existing sales, growing new business, and technically supporting our products within the Agriculture, Forestry, Horticulture and Utility industries. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that

will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k. To apply, please send your CV and cover letter to recruitment@tabula.live

Pilots Wanted - Looking for a few good pilots to fly 400-turbine Air Tractors. Willing to help with the turbine transition for the corn run. Perfect opportunity for a piston pilot. Call or text Craig at 815-499-4704

Long-Term Experienced AT-402 Pilot - Well established company in Ohio looking for a long-term experienced AT402 pilot - 2023 and beyond. Housing is available. Fungicide, insecticide, fertilizer, seeding work on corn, beans, wheat, and some vegetables. Send resume to chadniese@embarqmail.com Call Chad at 419-235-4182

POSITION WANTED

Pilot Arizona - Pilot Available now. Any state or country. 58 good condition. Recent time on 510P. Licensed in Kansas, Colorado. E mail pawneeguy@hotmail.com

Plane & Pilot Available - Plane & Pilot available from July to August for 4-6 weeks. 510 Thrush. Experienced owner/ operator. Quality work. Shapefile proficient. Email contact information and operation location to blindads@agairupdate.com

Subject: ID#3384

Looking for 2024 Seat and Beyond Georgia: Looking for a 2024 seat and beyond. Willing to travel. Total time 20,200. Turbine time 18,471. Total Ag time 1,255. Licensed in Georgia. Completed NAFA in January 2024. Call Hale Ellis for more details at 678-779-4726

Pilot Louisiana: I am looking for a break in seat. I have 506 TT and 360 tailwheel. I have 7 years of chemical experience from spraying with ground rigs, buying chemicals, talking to consultants and running a crew spraying and spreading. I have a commercial and 2nd class medical with the appropriate pesticide licenses. Call Morris at 318-439-8914

Experienced AG Pilot looking for Seat Georgia: Experienced AG Pilot looking for Seat, 7500TT, 4300AG, flown all Air Tractors models and Thrush planes. Resume available on request. Contact IFlyag66@gmail.com

Subcontract for Corn Run South Dakota - Experienced pilot with AT-5, 6, or 802 SATLOC/flow control, extensive SHP time. Contact 701-541-0102

Experienced Tail Wheel Looking for Seat Utah - Experienced Tail Wheel. Most of my time has been in Turbine and Radial Ag Aircraft. Currently flying corporate and have a flexible schedule. Have a clean and safe record. Looking for ferry or contract flying opportunities. Located in Salt Lake City. Call Ty at 801-232-5777

Helicopter Pilot Turbine/Piston

Tennessee - Helicopter pilot turbine/ piston 7000+ flight hours looking for opportunity. Willing to work as a loader and hangar to earn a seat. Hardworking and committed to delivering highquality results. Reliable and dedicated with an excellent safety record and work ethic. Available on short notice. I appreciate your time. Looking forward to hearing from you. Steve Reach out via call, text or 901-586-7322 or email at Stbrown77@gmail.com

Looking for Ag Pilot or Ground Crewman Position - Mature and teachable Ag Pilot, seeking to learn from other professionals. Either as an Ag Pilot or a ground crewman. Extensive farm and aviation maintenance background. Four seasons loading and Ag pilot experience. Flight time is as follows, 1240 TT, 645 Ag, 40 Turbine. A&P mechanic. Thank you. Please email AgAir41@outlook.com

AK Bush Pilot Looking for AG Pilot Slot, Alaska - 25 yrs AK bush. Central America Missionary pilot. 7500 TT, 1250 DHC3, 250 DHC3T. Train me so I can spray for you.

See resume for details or email Will at whframingconsultant2@gmail.com

Looking for Long-Term Seat in the US Cordoba - 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

CREATIVE SOLUTIONS

ADVERTISING AND PROMOTIONS:

DESIGN & MARKETING SERVICES:

Graphic Design, Web Development, Ad Creation, Media Marketing, Digital Marketing

CUSTOM PRINTING: Printing

and references are attached. For more information email

Looking for a Seat Missouri: Experienced Loader, CFI - Working on my second year loading now. Trained with Eagle Vistas over the winter on AG with John Becker. Some Ag-Cat and Pawnee time, 25 hours ag, 850 total, 150 tailwheel. I have my CFI, multi, and instrument. Looking for a seat in a plane, willing to load for the right company. Contact Joseph Dittrich at +1 (417) 763-7675

OPERATIONS FOR SALE

Tulsa Riverside Airport Private Hangar United States:

Open to the Public: 11am-2pm Fri June 28. Nominal Opening Bid: $375,000

Auction Starts: 10:00 AM EDT Monday, July 15, 2024

Auction Ends: 12:00 PM EDT Wednesday, July 17, 2024 Bid online at auctionnetwork.com

Buyer’s premium may apply OK Broker: Phil Heiliger, Lic. No. 129912 Williamsauction.com 800-801-8003

Ag business for sale in Texas: Located on the city airport, 3900 ft paved runway, two big drive-thru hangars, 502B Air Tractor, forklift, and loading equipment. Crops are dry land and irrigated and also brush and pear. There is very little traffic at the airport. We can stay and help if needed. The business was started in the early 70s, and we have owned it for over 35 years. Business is well established. Will not owner finance. Only serious inquiries. Must include contact information.

Email inquiries to blindads@ agairupdate.com Subject: ID#486

PROPELLERS

Hartzell HC-B3TN-3D\T10282NS+4

- Hartzell Propeller - HC-B3TN-3D\ T10282NS+4, 45 hours since new. $67,500.

Call James at 320-296-7673

12D40-6101-12 Propeller, Overhauled with 8130 Form. Call +1 (903) 429-6805

Hamilton Standard Propeller 23D40 with 6511-12S Blades Overhauled Completely. Includes 8130-3 form.

Call +1 (903) 429-6805

Hamilton Standard 22D40 Hydromatic Propeller 6533 blades overhauled complete with distributor valve and prop, Governor.

Call +1 (903) 429-6805

Hamilton Standard 23D40 Propeller with new blades 6511A-9 installed. Completely overhauled with 8130-3 form. Call +1 (903) 429-6805

QUALITY Propellers For Sale

33D50-6601A18 OHC

$31,500 23D40-6601A18 OHO $29,500 22D40-6533A12 OHO. $26,500 12D40-AG100-4S 375-SOH $21,000 12D40-AG100-2 828-SOH $19,000 HC-B3TN-5M 106 OHC $27,000

Call +1 (870) 886-2418

Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment. Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance.

Call Jim Jeffries, A&P/IA, 985-507-9981, Nationwide service on your location

Hamilton Standard 12D40-Ag100. As removed. $13,500.

Contact Chad Stuart at Airplane Services, Inc. at 850-380-6091

TRAINING

Riggin Flight Service, flight school offering private, commercial, instrument, Ag, multi-engine, tailwheel, etc. We tailor our courses to meet your needs.

Call+1 (605) 256-9774

VEHICLES

We build loader trucks to your specifications. Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/Stainless Steel Tube. Been in loader truck business since 1980.

Call Pat Ballard Office: 870-697-2004

Fax: 870-697-3568

185 Hwy. 42 West, Hickory Ridge, AR

Ford 800 - 1995 Ford 800 Helicopter Load Truck, F-800, 2000 gl fresh water tank, 160 gl mix tank, newer Honda 5 vain high volume mix pump, 100+/gl av gas tank, three lock boxes for material. $50,000.

Call Cameron at 707-738-8262

International 4300 - 2002 International 4300 DT466 automatic, 267,000 miles. Good rubber all around. Ballard loading system with new auger. 700 gal fuel with Honda relift & fuel filter system. Hopper cap 10000# with wash-out system. Very good truck. Priced to sell. $48,500 OBO.

Call Jamey at 870-697-2744

1994 International 4900, 466 Diesel, 6 sp trans, 235,000 mi, was worked from ground or includes new loading platform for fly-on-top loading, all in perfect cond, 1500 water, 300 mix, 60 chem, 2 DOT app. Fuel 110 tanks with 2 pumps, meter and Avia fuel filter, new Honda mix/load pump, newer Honda chem suction pump, 2 lg storage boxes, DOT Highway ready to work a new season. $21,500.

Call 910 876-2519 or email bell47 soloy@gmail.com

International Truck - 2018 International - Cummins engine, automatic, $26,000 without box.

Call Mid-Continent at 800-325-0885

When it comes to PT6A Service & Support, there’s unmatched strength in the

POWER OF ONE.

For more than 50 years, Covington has remained true to the power of one. We are one family. Servicing engines from one manufacturer. With one guiding commitment: To build our company one relationship, and one engine, at a time. And, as the one and only family-owned Pratt & Whitney Canada factory-designated overhaul facility, no one knows the PT6A better, nor delivers more uncompromising support. All with a level of trust and compassion you simply won’t find anywhere else. Call or visit us today. It would be our privilege to put the power of one to work for you.