Ag Air Update - June 2024

A Legacy Takes Flight

the First

Commemorating Air Tractor Delivery

Some days, conditions are ideal. Time disappears. Flying comes easy. Those days come along more often when you’re in an Air Tractor. It’s good to be the hero.

With 36 years of experience, we have perfected the art of guidance for aerial application. But that does not mean we won’t keep innovating and improving. The new Ag-Nav Platinum Lite takes our industry leading technology and combines it with our more economical Guia 153 hardware. Paired with our OLED Transparent Lightbar, and Flow Control, you get the most advanced and cost effect guidance system on the market. The Ag-Nav OLED Lightbar displays all the information of our classic lightbars plus new more information, such as, Flow Rate, Aircraft Heading, Individual Booms On Indicators, Tank Level and more!

PLATINUM LITE OLED LIGHTBAR

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FROM THE COCKPIT

Bill Lavender . bill@agairupdate.com

Can Someone Safely Ingest a Sulfonylurea Chemical?

How many of us are familiar with the term sulfonylurea? It is the chemical name for a family of pesticides, primarily herbicides (SUs). There are over 20 aerial labels for sulfonylurea herbicides. There are many, many more chemical labels with sulfonylurea as a primary ingredient; too many to mention in this editorial. The label generally carries the code word “CAUTION,” meaning that it is basically non-toxic to humans if properly handled.

Would it surprise you to learn that sulfonylureas are found in many medicines for human treatments? Evidently, certain pesticides are not all harmful to warm-blooded animals, including us—even when consumed! This is amazing, and I imagine it would be earth-shattering for those with chemophobia.

SUs are a class of organic compounds used in agriculture and medicine. SUs are the most widely used herbicide. I found this to be true when I searched for more information as it relates to medicine. The reason being that SUs interfere with plant biosynthesis of certain amino acids. It comes in many chemical formulations. These are broad-spectrum herbicides that kill (there is “that” word) plant weeds or pests by inhibiting the enzyme acetolactate synthase. In the 1960s, more than one kilogram per hectare (0.89 lb/acre) of crop protection chemicals were typically applied, while SUs allowed as little as 1% as much material to achieve the same effect (per Wikipedia).

SUs role in medicine is equally important as applied to the treatment of type 2 diabetes. It is widely used as an anti-diabetic drug for managing diabetes mellitus type 2. This is accomplished by increasing the secretion of insulin from the pancreas. However, SUs are ineffective when it comes to the treatment

of type 1 diabetes. There is at least one drawback to SUs in diabetes treatment. It can induce hypoglycemia (low blood sugar) as a result of excesses in insulin production and release. Other drawbacks are weight gain, stomach upset, headache, and hypersensitivity. It appears that SUs work better for weed control than diabetes control.

SUs work to inhibit acetolactate synthase (ALS), the enzyme common to the biosynthesis of amino acids. But for all the good SUs are, there is a rapid evolution of resistance to these herbicides in some plants. According to PubMed, an official government website, this is mainly due to SUs having a single mode of action and long residual activity.

The gist of this editorial is of all the negative hoopla about pesticides, particularly herbicides. I found it a bit ironic that a key agricultural herbicide has an important role in medicine. I have not researched to substantiate this assumption, which could also be true for many other pesticides.

I tire easily of defending pesticides, mainly because this world could not exist in the way it is today without them. Ignorance is bliss, so it has been said. Those who live in such an ill-informed way, I don’t mind; just don’t impose your ignorant beliefs on the rest of us!

Until next month, Keep Turning…

CALENDAR OF EVENTS

agairupdate.com. calendar

May 27, 2024

International Crop Duster’s Day

United States

June 04, 2024

Iowa Operation S.A.F.E.

Newton Municipal Airport - Earl Johnson Field 2901 Rusty Wallace Dr Newton, IA 202-546-5722

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 Convention AgroLiquide Building 3055 W M-21

St Johns, MI

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 512-476-264

January 13, 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

February 3-5, 2025

Southeast Aero Cultural Fair (SEAF)

TBA

Ashley Houston aehouston81@gmail.com 270-293-3843

February 11-13, 2025

Tri-State Aerial Applicators Convention

Alerus Center Grand Forks, ND Cindy Schreiber Beck cindy@tri-stateaviation.com 701-899-3232

February 17-20, 2025

Canadian AAA Conference

Bonaventure Montreal Montreal, Canada

Shara Tardif ed@canadianaerialapplicators. com 780-413-0078

February 20-22, 2025

NAAA & NAAREF February Board Meetings

Bonaventure Montreal Montreal, Canada

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

AGAV PICS

A Thrush completes a run at Pista De Aviation La Flora in Guatemala.

- Photo by @aviacio_agricola_guatemalteca on IG

Ready to go in the cockpit of the AT-502.

- Photo by @jo_jo_richard on IG

Westwind Airspray’s 802 basking in the Australian sunrise.

- Photo by @westwindairspray on IG

Low and fast in the Thrush in Winamac, Indiana.

- Photo by @tomjonesfoto on IG

Staring down the boom of the Air Tractor in Guatemala.

- Photo by @aviacion_agricola_guatemalteca on IG

Banking out in the AT-802 in Arkansas. - Photo by @deltaplanespotter on IG

An Air Enterprises Ag Cat on a spray run.

- Photo by @ejs.photography on IG

Looking down the business end ready to launch.

- Photo by @pachuaaviacaoagricola on IG

An AT-502B ready to taxi at Aeroporto De Porangatu in Brazil.

- Photo by @cleversonjrfotos on IG

A Thrush in South America.

- Photo by @jacobo_fotografia on IG

An Air tractor prepping to land in Guatemala.

- Photo by @jacobo__fotografia

On the corn run in South America.

- Photo by @asasdoagro_ms on IG

A Legacy Takes Flight

the First

Commemorating Air Tractor Delivery

Even after half a century and more than 4,000 airplanes delivered, each Air Tractor delivery is still a special moment for everyone involved in the manufacturing process. But nothing compares to Air Tractor serial number one, delivered in the early spring of 1974, to Burke Flying Service in Rio Hondo, Texas.

Olney, Texas –

Jason Wilcox is the son of Mike Wilcox, one of the owners of Burke Flying Service. Jason was just two years old when the first Air Tractor arrived at his father’s ag spraying operation 50 years ago. But even as a toddler, Jason understood the new airplane was a big deal.

“Dad loved that airplane,” Wilcox remembers. “These planes are so beautiful. From what they accomplished

from the start, to where they are now. It’s just an amazing bird… just beautiful to look at. I remember the airplane coming in. It was white and green. It’s jawdropping when you see it, especially in person.”

That first Air Tractor was conceived by Leland Snow in the early 1970s. It was to be Snow’s most advanced ag

(Continued on page 14)

Mike Wilcox makes a water drop on corn field fire.

plane, with a powerful radial engine, aerodynamically sleek airframe, and a large capacity hopper. In March of 1970, in a tiny one-room rented office in Wichita Falls, Texas, Snow began designing what would become the AT-300. Alone, he worked 10-hour days, six days a week, for the next two years on the production drawings, the engineering reports, and plans for the prototype construction, which began in July of 1972.

Before his passing in 2011, Snow recalled the first Air Tractor delivery in his memoir Putting Dreams To Flight. “My good friend, Jeff Burke, and his partner, Mike Wilcox, were both from Rio Hondo, Texas, and together they owned an operation called Burke Flying Service. I had known Jeff and worked with him for a long time. He had helped with the construction of the first S-2 airplanes and had also bought several of them during the early days. In view of this association,

he wanted to have the original Air Tractor, and I was delighted to have him as my first customer.”

Construction of the airplane would take place in the Olney armory building. Assembly of the fuselage frame and wing construction began in January 1973. On September 27th, the AT-300 was test flown. The first Air Tractor sale couldn’t come soon enough. Snow wrote, “Even though money was running a little low, we were still shooting for early March 1974 to make deliveries, and it appeared as though we were going to succeed… By this time, I was down to around $5,000.”

Jeff and Mike took delivery just in time, handing over a check for the very first purchase of an Air Tractor airplane. “So, we made it…although it was very

(Continued on page 16)

The LS AT-300 after a test flight.

The AT-300, serial 0001 takes to the air.

close.” Snow observed. “We did all this with only four employees and me, and we did it for $175,000. I’m very proud of the accomplishment – I had walked into an empty building in mid-July of 1972, and in March of ’74, we delivered the first airplane,” Snow wrote.

Air Tractor spent the rest of 1974 building and delivering six more aircraft. By the end of the year, they had delivered a total of seven airplanes — and the rest, as they say, is history.

However, after Jeff and Mike had taken their airplane to West Texas to a higher elevation than the near sea-level condition in Rio Hondo, the airplane’s performance

was not quite as strong. So, Mike brought the airplane back to Olney in December of 1974. Together with his employee, Francisco, he helped convert the first Air Tractor to a Pratt & Whitney R-1340 engine.

“Mike test-flew the airplane – which was designated as the AT-301 – and we got it certificated with a minimum of difficulties,” Snow recalled in the memoir.

In the early 1980s, Wilcox purchased Burke’s share of the business and continued operations under the name of Farm Services, Inc. Mike bought the last 6 of the 11

(Continued on page 18)

Air Tractor 1 flies a pass over the runway in front of the home airport hangar.

Jeff Burke Sr. with Tractor 1 in March 1974.

An aerial view of Air Tractors 1-6 at the factory.

NEW RG-220 BATTERIES DESIGNED FOR THE MOST DEMANDING APPLICATIONS

We love the RG-220. We like that the battery box is clean; it’s a cleaner, friendlier installation without corrosion treatment and preventative maintenance. The mechanic appreciates it and for us it reduces our maintenance costs. There are more amps available for faster, cooler starts.”

For Air Tractor Models AT-402, AT-402A, AT-402B, AT-502, AT-502A, AT-502B, AT-504, AT-602, AT-802 & AT-802A

STC SA01090DE provides for the installation of Concorde RG-220 batteries in Air Tractors.

The TSO-C173a authorized RG-220 was specifically designed to start PT6 turbine engines. It is built with the same components and features that are proven to optimize current output, maximize capacity and sustain turbine engine power requirements. The RG-220 is dependable season after season.

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total Air Tractor airplanes. All of them were an integral part of Jason Wilcox’s youth. “Dad would put me up in the cockpit with him, and he’d take me flying from time to time, or he’d tell me to get in and move it, but that’s a pretty intimidating thing when you hear that big motor ramp up,” the younger Wilcox says.

Jason Wilcox remembers how his father took immense pride in his planes. “Everyone that Dad got, he put a new number on it, and his Air Tractors continued all the way to the turbine, which was his last Air Tractor. He didn’t put a number on that one, but it was number 11, and that was his baby. From the AT-300 with no air conditioner, to the turbine Air Tractor, the Cadillac of planes, it was quite a run.”

Wilcox also remembered how the community responded to seeing ag airplanes in action in the early days. Not all were fans, but people would watch from their front yards, or even pull over on the highway for a better look. His dad sometimes showed off, releasing columns of smoke for the onlookers. “He had fun with it,” Jason recalls.

At the time, the Lower Rio Grande Valley boasted 10 to 15 aerial applicators. Over the years, some retired, some gave up due to shrinking profit margins, and others simply left the farming industry. “Back in the day, aerial applicators would fly eight or nine months of

the year. As years passed, the work slowly transitioned into a little bit less and less,” Jason said.

Farm Services, Inc. sprayed whatever needed to be applied, says Jason, such as mosquito applications, cotton defoliation, and more. “Dad did a lot of frostflying, too. If a newer growth had a freeze coming, he’d fly over and kind of buzz the crops and try to knock some of that frost off.” If need be, the elder Wilcox would even venture into firefighting. “He would dump the water on grass fires and pastures from time to time. The thing about those ag pilots is, they were willing to do just about anything to help somebody. It didn’t matter what, where or when it was. That’s what they did.” Mike Wilcox eventually wound-down his spraying operations and retired in 2000.

Mike Wilcox passed away in October 2019, two months shy of his 80th birthday. He flew for more than 40 years. Jason Wilcox said he is proud to have witnessed this era in aviation history. “Who would have thought that it would evolve into where it is today? It blows me away to think about it,” Jason says.

Air Tractor is celebrating its 50th anniversary throughout the year, sharing stories and pictures tracing a half-century of people, events, innovation, and milestones.

Agricultural Engine Program

TECI has 5 ea. Honeywell TPE331-10-511M turboprop engines in agricultural configuration available for sale or exchange. Below are the details and configuration of the engines. Price is valid until December 31, 2024. Lead time to apply.

$298,000 Outright

Engine will have a fresh 5,000 Ag CAM inspection per SB 72-0180 Rev. 42 table 13, see Note 1. This inspection incorporates a current hot section inspection, gearbox inspection, compressor refurbishment, periodics and full recompensation test including vibration analysis.

Cycle Limited Items

First Turbine Wheel Assy Minimum 5,000 cycles remain

2nd Stage Turbine Wheel Minimum 3,000 cycles remain

3rd Stage Turbine Wheel Minimum 3,000 cycles remain

Seal Plate Assembly Minimum 5,000 cycles remain

1st Stage Impeller Minimum 5,000 cycles remain

2nd Stage Impeller Minimum 5,000 cycles remain

Prop

Prop

Torque

Accessory

Covington Aircraft Engines Adds Greg Stewart to PT6A Sales Management Team

Okmulgee, OK – This month, Greg Stewart joined the Covington Aircraft Engines sales team as Sales Manager, supporting sales for the company’s highly-regarded PT6A overhaul, maintenance, and repair services.

Stewart attended College of the Ozarks, earning a Bachelor’s Degree in Aviation Science and an Airframe & Powerplant License. After graduation, he joined Cessna Aircraft, working on prototype aircraft in the company’s experimental section and serving as a Customer Service Engineer. He later became a part of Kansas Aviation, which was later rebranded as VSE Aviation, where he worked as a Field Service Manager and Warranty Engineer. VSE is a Covington vender for PT6A accessories, which exposed Stewart to Covington’s legendary levels of service and introduced the company to Mister Stewart’s background and capabilities.

“Greg brings a passion for aviation that began in his High School years and has continued ever since. His depth of experience and customer relationships are unmatched, and both are an excellent fit with our culture of customer service here at Covington” said Aaron Abbott, president of Covington Aircraft Engines. We are very proud to now have him as a part of our team.”

About Covington Aircraft Engines

Headquartered in Okmulgee, Oklahoma, Covington Aircraft Engines specializes in Pratt & Whitney PT6A turbine engines, with a full suite of supporting services and inventory. As the only privately-held U.S.owned Pratt & Whitney factory Designated Overhaul Facility (DOF), Covington provides warranty and parts support, technical advice, and maintenance services to corporate, agricultural, and humanitarian aircraft customers worldwide.

Covington’s singular focus on the PT6A is unique in the industry and has given the company an unmatched depth of knowledge and technical expertise on the proven engine. With a multi-million-dollar parts inventory, a fleet of PT6A rental engines, state-of-theart test cell capabilities, and 24-hour rapid response mobile repair teams, Covington is well positioned and capable to reach and assist virtually any PT6A customer worldwide.

As a faith-based company, Covington supports missionary and humanitarian efforts around the world both personally and financially, with a percentage of the company’s profits going to assist missionaries and humanitarian work each year.

Greg Stewart

Peter Spyres, CA Ag Pilot, Passes

Peter Joseph Spyres was born in Woodland, California, on October 5, 1954, to Max Douglas Spyres and Nancy Kathryn Kalfsbeek Spyres. He lived his entire life in Arbuckle, California. Pete was a gifted and talented individual with a smile and personality many will miss.

He earned an A&P and his pilot’s license at Sac City College. Pete built everything from Harleys to Hardys. After the death of his grandfather, Asa Kalfsbeek, he began farming rice with his family, later transitioning to growing almonds as part of his retirement plan.

His love of flying was life-long, and his skill legendary. He enjoyed his 40-year career as an AG Pilot, flying both planes and helicopters, being in the sky and close to God. He lived by a simple

prayer: “Please start, please run. Pete wants to have fun.” His final flight ended on Tuesday, April 9, 2024, in a Modoc County rice field.

Pete married Crickett Garrison on April 20, 1977. They were married for 20 years and had three wonderful children: Barry Spyres (Kristen), Jada Spyres {Zack) and Jilda Spyres. Poppa Pete also leaves six grandchildren: Haven Spyres Wright, Cash, Asa Ortiz, Elliott, Lola, and Tillie Spyres.

Pete is survived by his sister, Daurice Myres, and brother, Blaine Spyres, as well as

nephews, Knute and Ted Myers, and his niece, Brittany Lima. He was preceded in death by his parents and brother, Nathan Spyres.

His family would like to extend their gratitude to his girlfriend and RV traveling partner, Joanna Tabarez, for her attentiveness and companionship.

TOGETHER WE SOAR

NAAA Participates in Ag Day at Washington Mall

Moore provided Deputy Admin. Thomson with a photo and article showing an ag pilot’s difficulty seeing unmarked towers while flying.

The National Agricultural Aviation Association (NAAA) successfully met with policymakers and regulators at Ag on the Mall in early May on the National Mall in Washington, D.C. The Association of Equipment Manufacturers (AEM) organized the event, “The Future of Food & Farming,” which celebrated America’s equipment manufacturers, farmers, ranchers, and farm service providers like aerial applicators and how we all work together to produce more with less environmental impact.

NAAA representatives made the most of the threeday event, speaking with federal policymakers, regulators, media members, and everyday citizens who stopped to check out a Bell Jet Ranger helicopter on display, thanks to Allen Chorman & Sons, Inc. in Milton, Delaware.

Along with NAAA, AEM sent pre-event media advisories to local and national agricultural media outlets, many congressional offices, and regulatory agencies, such as the Environmental Protection Agency (EPA), the U.S. Department of Agriculture (USDA), and the Federal Aviation Administration (FAA).

Moore, with NAAA President Ray Newcomb and NAAA Secretary Joel Meyer, addressed several groups of EPA staffers and agency leaders, including Rod Snyder, EPA’s Senior Agriculture Advisor to the Administrator; Ed Messina, Director of EPA’s Office of Pesticide Programs; Jake Li, Deputy Assistant Administrator of the Office of Chemical Safety and Pollution Prevention; Venus Welch-White, EPA’s Senior Advisor for Agriculture

(Continued on page 26)

NAAA Secretary Joel Meyer, NAAA President Ray Newcomb, NAAA CEO Andrew Moore and Guardian’s Matt Beckwith pictured with (FAA) Deputy Administrator Kathryn Thomson.

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.)

and Bruno Pigott, Principal Deputy Assistant Administrator’s Office of Water.

“Attending Ag on the Mall was an important service on behalf of NAAA and our nation’s aerial applicators because many people are not always sufficiently or accurately informed about the industry and our crucial importance to food, fiber and bioenergy production. The event allowed us to discuss important agriculture and aviation policies affecting our industry with

multiple congressional leaders and regulatory agency staff,” stated NAAA President Ray Newomb.

NAAA also educated various congressional leaders about the importance of aerial application, including Rep. Glenn “GT” Thompson (R-PA), Chairman of the House Committee on Agriculture and Congressman John Rose (R-TN).

(Continued on page 28)

NAAA leadership spoke to EPA’s Office of Agriculture and Office of Pesticide Programs teams multiple times throughout the event.

Below left: Moore pictured with Jake Li, Deputy Assistant Administrator of the Office of Chemical Safety and Pollution Prevention.

Below right: NAAA’s Moore, Newcomb and Meyer pictured with Rep. Glenn “GT” Thompson (R-PA), Chairman of the House Agriculture Committee.

NAAA’s Newcomb and Moore pictured with Ed Messina, Director of EPA’s Office of Pesticide Programs.

Moore, pictured with Rep. John Rose (R-TN), points out the benefits of aerial applications using a rotorcraft.

MICRO V ORTEX G ENERATORS

Thrush: S2R, S2R-T11, S2R-T15, S2R-T34, S2RHG-T34, S2R-T45, S2R-T65, S2RHG-T65, S2R-R1340, S2R-R1820, S2R-R3S, S2R-G1, S2R-G5, S2R-G6, S2R-G10, S2R-H80 (510G)

Air Tractor: AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-401A, AT-401B, AT-402, AT-402A, AT-402B, AT-501, AT-502, AT-502A, AT-502B, AT-504

Cessna Models: 188B, A188B, T188C

Dromader : PZL M18, M18A, M18B

Piper Brave: PA-36-285, PA-36-300, PA-36-375

(360) 293-8082 FAX (360) 293-5499 www.microaero.com micro@microaero.com

Weatherly: 201, 201A, 201B, 201C, 620, 620A, 620B

Ag on the Mall was also a favorable event for NAAA leadership to meet with other association leaders, including Zippy Duvall, President of the American Farm Bureau Federation, Alexandra Dunn, the new President and CEO of CropLife America and Daren Coppock, President & CEO of the Agricultural Retailers Association.

A mix of curiosity and bona fide interest attracted too many passersby to count, but having a Bell Jet Ranger helicopter from Allen Chorman & Sons, on display with spray booms was enough to get scores of onlookers passing by to ask questions and take pictures by the helicopter. Again, thank you to Jeff Chorman, of Allen Chorman & Sons, Inc., his staff, and Glenn Martin of Helicopter Applicators Inc. in Gettysburg, PA, for supplying the truck and trailer for transporting and exhibiting the helicopter.

NAAA enjoyed spending three very productive days taking advantage of the opportunity to educate policymakers and the public about the importance of agricultural aviation.

President Newcomb and Secretary Meyer were outstanding spokespersons in interactions with the media and policymakers. They were also extremely welcoming to anybody who stopped to check out the helicopter display, including more than one hundred interested children and school groups who toured the event.

Thank you to the Association of Equipment Manufacturers who organized this fantastic event.

Strength in Numbers: Join NAAA

NAAA’s Meyer, Newcomb and Moore pictured with Alexandra Dunn, President & CEO of CropLife America.

NAAA’s Meyer, Newcomb and Moore pictured with Zippy Duvall, President of the American Farm Bureau Federation.

Future generations of ag pilots loved sitting in the cockpit and learning about aerial application.

If you aren’t a member, the most effective way to address the range of critical issues facing your business is by joining NAAA. The payoff far exceeds what you will spend in dues in the form of effective advocacy, national representation, education, and safety programs, and the personal connections you will make as you participate in association activities.

To join, call (202) 546-5722 or visit AgAviation.org/membership.

NAAA Advises Safe Operation Of Drones

Give Way to Low-Flying Agricultural Aircraft This Season

As the U.S. agriculture industry enters the upcoming growing season, the National Agricultural Aviation Association (NAAA) is asking all uncrewed aircraft system (UAS) operators (or drones) to be mindful of low-altitude crewed (or manned) agricultural aircraft operations. Agricultural aviators treat 127 million acres of cropland in the United States each year in addition to pastureland, rangeland and forestry that help farmers increase productivity and protect their crops.

UAS are not allowed above 400 feet without a waiver from the Federal Aviation Administration (FAA), and manned agricultural aircraft fly as low as 10 feet off the ground when making an application, meaning they share this low-altitude airspace with drones.

“With the growing number of uncrewed aircraft operations over the last few years, it is critical for their operators to be aware of low-flying, manned agricultural aircraft,” said Andrew Moore, chief executive officer of NAAA. “It is extremely difficult, if not impossible, for manned aircraft to see a drone while conducting cropenhancing and other aerial applications 10 feet off the ground at speeds as fast as 140 mph. We encourage professional and hobbyist UAS operators to keep this in mind, equip UAS with detect and avoid technology and give right-of-way to manned or crewed ag aircraft to ensure a safe 2024 growing season.”

While aerial applications are already underway in many parts of the country, operations nationwide will peak during the summer months. In a survey conducted by NAAA near the end of the 2023 agricultural aviation season, 11% of manned aerial application operators reported that either they or a pilot flying for them encountered a drone while operating an ag aircraft last year.

NAAA has and will continue to work to educate uncrewed aircraft users and the public about how to use drones safely, especially in agricultural areas. NAAA urges drone operators to do everything they can to avoid manned ag aircraft conducting important low-altitude work. NAAA recommends that uncrewed aircraft operators:

• Give the right of way to a manned aircraft. It’s the law.

• Equip drones with visible strobe lights, highly visible markings and tracking technology, like an ADS-B In system.

• Be certified and well-trained in operating an uncrewed aircraft.

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• Contact local agricultural aviation operations before flying by consulting the Find An Aerial Applicator database at AgAviation.org.

• Land your uncrewed aircraft immediately when a low-flying aircraft is nearby.

• Carry uncrewed aircraft liability insurance.

The FAA also reminds UAS users to keep safety in mind during their annual Drone Safety Day on Saturday, April 27. According to the FAA, “Drones are the fastest-growing segment of aviation in the U.S. As of October, there are nearly 864,000 drones registered with the FAA, and over 330,000 certified Remote Pilots. These numbers are projected to continue to grow.”

Small UAS can be virtually invisible—and potentially lethal—to agricultural aviators, air ambulance helicopters, law enforcement and other low-flying manned aircraft operating in the same airspace. In a test conducted by the Colorado Agricultural Aviation Association and other stakeholders, including manned and uncrewed aircraft organizations, and the state of Colorado, no pilot operating a manned aircraft could continuously visually track a 28-inch-wide UAS when flying at regular speeds. While they might be spotted for a second, UAS are not constantly visible to pilots, meaning it is up to the drone operator to avoid a collision.

When birds hit an ag aircraft, they can break through its windshield, causing deadly accidents. A study conducted by the Alliance for System Safety of UAS through Research Excellence (ASSURE) showed UAS collisions with aircraft cause more damage than a bird strike of comparable size would, due partially to uncrewed aircraft’s dense motors and batteries, as opposed to a bird made mostly of water, feathers, hollow bones and sinew.

The public depends on the continued safe, affordable and abundant supply of food, fiber and bioenergy and America’s agricultural aviators are busy working in the skies to help farmers produce their crops. Ag aircraft are also flying at low altitudes to combat fires and conduct public health applications to eradicate disease-carrying mosquitoes and other deadly pests. If you’re going to fly an uncrewed aircraft system, please be responsible and do everything you can to avoid crewed/manned agricultural aircraft. Learn more at AgAviation.org/uavsafetycampaign and Knowbeforeyoufly.org

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Andy Christian Passes

Andy was born December 24, 1971, in Richmond, TX, to Mary and David Christian, Sr., and passed away peacefully with his beloved wife and son at his side on April 18, 2024, after a hard-fought battle with prostate cancer. He was a devoted husband, father, and friend whose kindness and generosity touched the lives of all who knew him. He was a pilot for Garrett Flying Service in Danbury, where he was employed for over 30 years. He had a successful hay business and raised cattle in his spare time.

Andy’s life was enriched when he found his soulmate in Melanie Ramos, whom he married on December 4, 1999. Together, they built a home filled with warmth, laughter, and love. Andy’s love for his son, Drew, was immeasurable. He took immense pride in watching him grow; his love and support knew no bounds. His life was a testament to his many talents and passions. His love for the outdoors was so profound that he pursued careers as an underwater welder and a pilot, always seeking to defy gravity. His dedication and hard work earned him the respect of colleagues and clients, culminating in a Lifetime Achievement award as Pilot of the Year from TAAA-Texas Agricultural Aviation Association in January. He was also a proud member of the AOPAAirline Owners and Pilot’s Association and the Knights of Columbus - Danbury Council 9817.

RCIA program. He never missed an opportunity to be outside, living life to the fullest.

Andy lived a life with a serving heart. He faithfully served God, his community, and many others. He donated countless hours to help feed America through the Share the Harvest Program, an organization started by his mentor Jacko Garrett, a major supplier to the Houston Food Bank, and distributes around 10 to 11 million servings of rice annually. His faith was very important to him, and he converted to Catholicism after he married Melanie. As soon as Andy became a member of St. Anthony’s, he joined the Knights of Columbus, where he proudly served and felt honored to be a member. He was a Eucharistic minister and testified to others interested in joining the Catholic faith through the

Andy was preceded in death by his father, David Christian, Sr., and mother-in-law, Marta Ramos. He is survived by his wife, Melanie Ramos Christian of Danbury; son, David Andrew “Drew” Christian III of Danbury; mother, Mary Christian of Rosharon; his sisters, Kelly (Luke) Atchison and Leigh Jones; his sister-in-laws Mandy Ramos and Melissa (Gilbert) Romero; and many nieces and nephews. His family also included his mentor and father figure, Bob Garrett, and Will Garrett, his lifelong friend and coworker, who was like a brother to him.

Even though Andy was taken from this earth early, he lived his life, each day and each moment, to the fullest. He will be deeply missed by his family, friends, and all who had the privilege of knowing him. Though he may be gone, his spirit will live on in the countless lives he touched and the memories he created. May he rest in peace, knowing that many loved and cherished him.

Andy Christian (L) accepts the Pilot of the Year Award from Paul Bruton (R) during the TAAA Convention.

Phil McQuary Passes

He was born on January 4, 1952, in Calhoun City, Mississippi, to John and Eddie Ruth McQuary. He grew up in Leland, MS, with his younger sister, Bonita. A 1970 graduate of Leland High School, Phillip was not only a student but a faithful member of the Leland High School marching band. Soon after high school, Phillip joined the United States Navy, pursuing a career in aviation mechanics.

After a 4-year enlistment, he returned home to Leland. His military aviation experience sparked further interest, sending him to Oklahoma’s Spartan School of Aeronautics. Shortly after his continued education, he returned to MS once again to put his new skills to work with Browns Aero, then to Eagle Flying, where he built time flying under instruction, becoming an aerial applicator with 23,491 hours of flight to date.

This shift from mechanic to pilot was a pivotal time in his life; he not only met his future partners, Richard Mathews and Clarence Edwards, and later grew a family business, current day Lake Washington Flying Service, but also made plans to marry his wife Connie Marlene Parker McQuary in 1978. Phillip and Connie spent the last 46 years of their lives raising their two children and enjoying their four grandchildren. Emily Ann Nobile of Greenwood, Ms, her two children Coleman Scott Cooper and Parker Browning Nobile. Christopher Phillip McQuary and wife Kelly McQuary of Glen Allen, their two children Laiken Kinley McQuary and Carter Vaughn Gamble.

enjoyed hunting, fishing, and all the outdoors had to offer, both alone and with family and friends.

Phillip was a Lake Washington First Baptist Church member in Glen Allen, Ms. He served his community when he felt led to do so. He mentored young men and women who would listen, often changing tires and sharing his home-grown vegetables with the community. He was also a member of the Issaquena Hunting Club and other hunting spots, where he

He decorated his home with the trophy deer and could recall the date of each kill, pairing it with the wild story of the hunt. Those that knew Phillip, knew he was never short on words (some colorful), but always gave an honest answer or opinion. He never met a stranger and always made time to support those around him when they were in need. He was a faithful friend, partner, husband, and father. Phillip loved his family and always provided for them by any means necessary, both physically and emotionally. He was the cornerstone of his family, always leading and teaching his family to do the same.

CONGRATULATIONS TO THE 2024 CANADIAN AERIAL APPLICATORS ASSOCIATION AWARD WINNERS!

PILOT OF THE YEAR

Fran de Kock

Presented to an active CAAA individual member* who is a pilot with more than 5 years experience and has demonstrated dedication and professionalism throughout their career as an agricultural or forestry pilot.

ACE AWARD

Markus Seitter

Presented to a pilot with five years or less experience who demonstrated great tenacity and willingness to accept “any position around the hangar that may lead to a flying job”, in their quest to become a professional Ag-Pilot.

GEORGE ESAU MEMORIAL AWARD (FORMERLY THE JUMPSEAT AWARD)

SOPFIM

For an individual, group, or allied member who through personal effort and dedication has made a substantial contribution to the agricultural or forestry aviation industry and the CAAA.

MVP AWARD

Pam Seeley

For a non-flying individual support staff person of a CAAA member who demonstrates an outstanding

contribution to the teamwork approach of an aerial application operation in Canada.

DIAMOND AWARD

Portage Aircraft Specialties

Presented to a single sponsor who provides the most significant support during the year through the CAAA Partnership Package.

KUGLER Fertilizers are formulated to the highest quality, making them ideal for aerial application. With KUGLER QUALITY, you don’t have plugging problems. When you apply KUGLER QUALITY Fertilizers, you maximize your airtime.

When foliar applying high quality Kugler Fertilizers, you also don’t have to worry about rust or corrosion on the plane or ground equipment.

This season, make the change to high quality Kugler Fertilizers. We make it. We sell it. And nobody can match our ease of aerial application –Think Local. Think Kugler.

Protect the Environment with Low-Volume Spraying

Less Product on the Ground and in the Air

by Alan McCracken

Every hunter knows the importance of the right weapon and the need for suitable ammunition, which differ significantly whether hunting pigeons or wild boar. The same logic applies to achieving the best results with the application of agrochemicals: it is necessary to adjust the droplet size and the product concentration to match the target.

On numerous occasions, on multiple crops using low volumes, my clients have obtained superior pest and disease control using less active ingredients combined with ideal droplet size and oils/adjuvants to protect the droplet size. With low volume application, it is common to obtain a deposit of 100% more chemicals on the crop than with high volume, which raises the question -where did the product disappear to? The answer should concern everyone who thinks about the environment as a product is lost due to “run-off” with large droplets and water evaporation, resulting in offtarget drift.

All my professional life has been devoted to obtaining the best results possible with agricultural chemicals, with the only objective being to deliver the product to the target. For those who do not know me, I have worked in over 100 countries and am familiar with practically all commercial crops. I can state that ALL chemical products are more effective when applied to the crop using the minimum water possible. From an application technology standpoint, no crops need a spray volume of more than 1.0 GPA. The only instances when it is necessary to use higher volumes are to apply high volumes of foliar fertilizer-type products.

Technical agronomists frequently publish information that can only be described as absurd, stating that it is physically impossible to obtain adequate coverage per acre using low volumes. Additionally, it’s important to clarify that ground area is only relevant when applying

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pre-emergent herbicides. In all other instances, the products must be applied to the crops with a minimum or NONE reaching the ground.

Suggestions:

• Mosquito control using aircraft and drones equipped with rotary atomizers to apply pure products with volumes as low as 2.5 fl. ozs per acre to control adults in flight.

• Locust control in many countries for over 50 years using [ULV] ultra-low volume applications of 1 quart/acre or less under high temperatures and low humidities.

• Cotton Boll Weevil: It has practically been eliminated in the USA through the use of ULV, Ultra Low Volume application of only 1 quart or less per acre, using pure chemicals or products diluted with oil.

• Control of spruce budworm on trees 60ft tall or more using 1 quart per acre.

• Aerial applicators in Argentina/Brazil have successfully used low volumes of 0.3-1.0 GPA for 50 years on multiple crops, including wheat, cotton, citrus, corn, peanuts, potatoes, and soybeans.

• Today, a fleet of over 2,500 ag aircraft operates in Brazil, with over 2000 equipped with rotary atomizers for the application of insecticides and fungicides at spray volumes under 1.0 GPA.

• Each year, an increasing number of large farms in Brazil are moving away from ground applications

to obtain consistently better applications with aircraft applying low volumes and to eliminate ground compaction and productivity loss due to crop damage.

Advantages of Low Volumes Include:

• Free from evaporation problems, high temperatures, and low humidity is no longer an issue.

• Reduction in spray drift since droplets do NOT evaporate.

• Better coverage and crop penetration with more uniform smaller droplets.

• Improved control of pests/diseases, with rapid knockdown of pests.

• Can normally increase the interval between sprays, with a reduction of 1-2 applications per crop cycle.

• Higher productivity as a consequence of better control of pests and diseases.

• The aircraft sprays more acres per hour in ideal conditions with wind.

When applied in low volumes, herbicides such as glyphosate work faster and produce fewer resistant plants. Thanks to its high product density of 1.25 and low volatility, glyphosate also produces less drift. Numerous clients have proven that the best way to minimize drift with glyphosate

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ULV Deposit

High Volume Deposit

is to use low volumes with a maximum of 1 GPA and NOT high volumes.

Key steps to success:

1. Correct installation and calibration of suitable equipment that will produce a controlled and more uniform droplet spectrum.

2. Apply the products undiluted or with the lowest volume, which is technically possible, using as little water as possible.

3. Add suitable oils/adjuvants to protect against evaporation loss and increase the dispersion of the droplets on the target by keeping the droplet wet for a minimum of 5 minutes under conditions of high temperatures and low humidity.

4. Never fly without adding products to control evaporation. [Proven for 50 years in South America]

5. To ensure good coverage and penetration, only spray when there is a crosswind of at least 2mph [3kph].

Implement technical training for the pilots and ground support teams.

Adding to the Discussion: The Perspective of Sustainability and Efficiency

If we reduce the spray volume on a farm of 1000 acres from 5GPA to 1GPA, we have an immediate economy of 4000 gallons, resulting in water savings. For cotton or other crops, it is sometimes necessary to make multiple applications, bringing even greater economy.

The productivity may increase from 109 has/ hour to 164has/hour. In practice, I have often witnessed a turbine aircraft spraying as much as 340 hectares/840 acres in 45 minutes when the field is near an airstrip.

The 4,000 gallons of water saved through this practice underscore the importance of adopting agricultural methods that respect sustainable water use and contribute to environmental sustainability by minimizing the potential for runoff and contamination of water sources.

Fewer refills result in significant savings in time and resources, including reducing fuel use and decreasing the carbon footprint of agricultural operations. These aspects highlight the relevance of precise and controlled application practices.

Reducing input and operational costs directly reflects the economic sustainability of agricultural operations. Fewer inputs mean lower costs, which can improve farmers’ operational profit margins.

This analysis highlights the urgent need to review traditional agricultural practices in favor of more sustainable methods. Adopting low-volume spraying techniques not only promotes the reduction of wastage of valuable resources, such as water and agrochemicals but also demonstrates the possibility of achieving superior pest and disease control coupled with less environmental impact. This approach, aligned with precise application technologies and fine adjustments in management

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practices, can lead to a more sustainable and productive agricultural future.

The concept of reducing spray drift and environmental contamination by increasing droplet size and using high volumes, which originated in Europe and then spread to the USA, has been proven ineffective.

Firstly, aerial applications were banned because ground equipment provided more precise applications. The second step was to increase droplet size and spray volume using air induction nozzles to reduce the number of fine drift-prone droplets. In most parts of Europe, the labels demand spray volumes up to 40GPA on wheat and potatoes using ground equipment. I have numerous clients spraying potatoes with excellent pest and disease control using only 1GPA.

This concept has backfired in Europe, where problems with soil and water contamination are due to highvolume spraying.

The current product labels need to be revised to emphasize delivering the product to the “target” rather than the current idea of ZERO drift,

which results in poor efficacy and increased soil contamination. In many instances, 50% or more of the product is wasted due to being applied using very high volumes of water.

As an agronomist and mechanical engineer, combined with my passion for agriculture and aerial applications, I kindly suggest that technical agronomists and others make a clear stop with current thinking and review what has been proven for over 50 years.

It’s time for a change to obtain better results and protect the agricultural industry before we are mandated to eat industrially produced worms instead of good beef.

Apply pressure on the chemical companies and regulators to change the labels and implement sound technical solutions instead of repeating the old, outdated idea that increasing droplet size and water volumes control drift.

In all cases, aerial applications using oil or special adjuvants have proven very effective, with minimal product on the ground.

When using appropriate adjuvants or oils, there are no restrictions on temperature and relative humidity. A reduction from 10gpa to .2 gpa with insecticides result in an immediate knock down and perfect control of Cicadas.

Strategic application of larvicides and low volume spraying provide control of adult mosquitos.

Budworms in Canada were successfully controlled with 2.5lts/ha BT.

Proactively

www.spidertracks.com www.airmaestro.net

CRAYMER’S COUNSEL

Robert Craymer | robertc@covingtonaircraft.com

Things Change, so Always be Aware

Ihear this repeated many times to pilots. As a mechanic, it applies to me, too. One thing I want to bring everyone’s attention to, so everyone is aware, is that there have been some changes to the Pratt & Whitney Canada manuals that could directly affect you.

First, when changes are made to the manuals, you can grab a quick overview of what was updated. When you open your manual, and look at the chapter list, there is a section called highlights. This section gives quick details of what has changed. If you are using the customer portal, it also includes hyperlinks to each change for your review.

Many maintenance manuals have recently been updated. For the purpose of this discussion, I am looking at the manual for the PT6A-34AG Manual 3021242 Issue 72.0. This particular manual and several others were updated in January 2024. The revision includes incorporating several service bulletins, additions to lubricate specific areas after washing, and some inspection procedures for fretting on fuel nozzles.

The biggest change, in my opinion, has to do with changes in prop strike and sudden stoppage inspection. Pratt & Whitney Canada has now provided a very detailed description and a decision tree for determining the level of maintenance required. This includes props striking the ground or striking a wire at speeds above and below flight idle. These factors go into the level of maintenance required.

If you had a strike, here are some additional changes. As part of the inspection, if any damage is found to the inlet case struts, accessories, reduction gearbox or accessory gearbox housings, if any components sheared or separated from the engine, or if foreign object or metallic debris is found in the engine, a

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Highlights from Manual

Prop Strike

specific disposition or additional parts replacement must be determined and provided by Pratt & Whitney Canada. The initial first step of the inspection should be the completion of the Service Information Letter (SIL) Gen-135. This report describes the incident and helps the repair shop determine how to get the engine back in the air as quickly and safely as possible. Please let me know if you need help locating this SIL or completing it. I am glad to help. Pictures of the airframe and any engine damage are also very helpful.

Once you go through the on-wing inspection and determine that you must send the power section or engine in for repair the manual changes have not stopped. When we receive a power section or engine for prop strike/sudden stoppage repair, the overhaul manual also has some revisions. Using the PT6A34AG Overhaul Manual, 3021243 Revision 51, dated November 27, 2023, the entire prop strike and sudden stoppage section has been revised. Again, it starts by saying that the shop may need a SIL Gen-135 to determine the proper work scope. If you already completed this step, it will help save time, which can be critical.

We will follow one of two charts in the shop based on the incident. The first is another decision tree which steers us to the proper level of inspection required. The second is a table to advise us on how to treat each component of the power section/engine being repaired. The manual requires mostly visual inspection for the gas generator unless specific damage is noted or witnessed. Most of it has to do with rubbing, scraping, or binding. The power section inspection is where the biggest changes have been made.

Almost all the components of a power section now require a full overhaul level of inspection. This includes non-destructive testing and measuring. This is a change from the visual inspection requirements on some components. The propeller governor and overspeed governor also must be submitted for an overhaul. The biggest change and potentially costliest is the automatically rejected parts. We all know from years of experience that the #6 bearing on a small PT6 is an automatic replacement item. This hasn’t changed. However, the propeller shaft and the #5 bearing are now on the list of items automatically discarded. These three components can add up to a significant amount. There also could be delays in procuring these parts, as

more shops will need them. The large PT6 instruction may allow inspection of some of these components but could also include discarding the #7 bearing.

Potentially, there is help. If you choose to use a shop that is part of the Pratt & Whitney Canada network, some additional cost-saving measures may be available. It has been discussed at several events that the parts identified above may have support available. Potentially, new parts could be priced below overhaulcondition parts. I always encourage everyone to take full advantage of anything Pratt & Whitney Canada offers at a great discount. Please have this discussion with your Designated Overhaul Facility or Field Service Manager if you have a prop strike.

Not everyone is aware but there is also a requirement to perform a test cell run after repair of the power section. Historically, we have received a waiver from engineering that allows us to perform this run on wing. That isn’t a guarantee as now engineering is reviewing the parts replaced within the power section before determining test cell or not. Sometimes, we have a gas generator that we can use for the testing purposes of the power section, but in some cases, we ask that the complete engine be sent in. Even if no work is required on the gas generator, we will need it to perform the testing.

Broken Power Section

Michelle Miller | michelle@thefarmbabe.com

Artificial Intelligence: Will it Take Over Agriculture?

Artificial intelligence is everywhere these days. It is being used to create logos, write transcriptions of events and interviews, and complete the homework assignments of students around the world. At first thought, it might not seem like artificial intelligence (AI, not to be confused with artificial insemination) has much of a place in agriculture. But there are many ways that AI is being used in ag, including in crop production, raising livestock, food production and processing, and more. The next question is, will AI take jobs away from those working in ag?

What Is Artificial Intelligence, and How Does It Work?

Artificial intelligence algorithms are modeled after the human brain, meaning that they can “learn.” One goal of artificial intelligence is to mimic human cognitive activity. A subset of artificial intelligence is machine learning, the concept that computer programs can automatically learn from and adapt to new data without being assisted by humans.

At its basis, AI is input provided to a processor, which produces an output. One example of machine learning would be providing an AI system with a photo of corn and telling it that the image is of corn. You can feed your system thousands of images of corn and tell it that the image is of corn. Eventually, the system will be able to tell you with certainty whether an image (different from the ones you have previously shown the AI) is of corn or not. This is an example of one of the uses of AI in agriculture. Some helpful AI tools in agriculture are apps, robots, and drones that can identify weeds. All you need to do is use the camera on your phone to see what type of weed or plant you are looking at. Some of these systems can also recommend how to control that weed and where to go for more information.

AI is also used to create autonomous robots that can drive through fields and identify and control weeds. These robots can also identify diseases and insects,

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take soil samples, and even spray or mechanically remove weeds that they identify. So far, these robots are still being researched, but they have the potential to replace some of the technology and labor currently used in agriculture. These types of multifunctional AI robots are still a long way out from being usable and affordable for the average farmer.

AI is also being used in livestock production. One example is using a camera on a drone that can be flown over a herd of cattle. AI systems can look at the footage captured by the drone and count and inventory the herd of cattle. This could save farmers time and labor, as they would no longer have to go out and physically count their cattle. AI is also being used to look at thermal images of cattle and recognize bovine respiratory disease at its early stages.

AI also has potential uses in food processing. Currently, work is being done on AI systems that can grade the quality of pork by looking at color and marbling (which is normally done by people). There is also the potential for better food tracking and management on the consumer side.

There’s also a lot of research being done about AI in agriculture. The USDA’s National Institute of Food and

Agriculture (NIFA) is even funding AI research in many areas of agriculture. Some examples include using machine learning, remote sensing, satellite imagery, drones, and precision technologies for more informed farm production and management.

There is also research into autonomous robots that could perform labor-intensive jobs like pesticide application and harvesting. There are even nanobased sensing mechanisms and smart sensors being developed that could provide accurate, reliable, and cost-effective detection of pathogens, chemicals, and contaminants in foods, on farms and ranches, and in water and soil. AI also has the potential to help on the business and economics side of ag. Farm managers can use AI to help them make decisions, improve efficiency, and more. AI can also help us understand and develop international trade, ag resource use, consumer behavior, food safety, ag policy, technology development, and more.

Will AI Take Away Jobs In Ag?

New technological advances have historically automated and taken away jobs, especially factory

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positions. You might have heard about how AI has the potential to take over jobs, especially positions like writers, web developers, bookkeepers, judicial clerks, and similar positions. However, many businesses have a hard time finding qualified employees, so this could eliminate some employment pain points for the industry. As of 2022, 19% of American workers held positions in this category of jobs at high risk of being exposed to AI.

AI has the potential to take over jobs in ag, but many of these positions are a long way out from being overtaken by AI. It’s also hard to tell for sure what jobs and when will be taken over by AI. It will

also take more new jobs to set up AI systems and complete more research into AI. It’s much more likely that instead of taking over jobs, AI will help agriculture as a whole.

The average age of farm producers has been rising, and in 2017, the average age of a farmer or rancher was 57.5 years old. New technology, including AI, can help aging producers and make their jobs easier. AI can also help ag by increasing efficiency and productivity, increasing sustainability, and helping producers make more informed decisions. AI has the potential to change agriculture, but the heart of ag will always be the people.

TWENTY YEARS AGO

Stories from AgAirUpdate Featured 20 Years Ago

Target - A Million Acres a Year...

by Pam & Jim Jeffries

“One million acres a year to spray, that’s what I want before I retire.” That’s what 57-year old Manitoba Canada ag-pilot and operator Ken Kane told us. You would perhaps think that would be overly ambitious should some new ag aviation aquaintance have said it. But this was Ken Kane, the man from Minedosa, Manitoba Canada...the operator who has 17 aircraft in his stable of spray planes! He is probably the operator with the most ag aircraft in Canada with the exception of Bob Martin dale of Supermarine Aircraft, St. Thomas, Ontario. But Martindale sprays only trees, not crops. Seventeen aircraft. Twelve Air Tractor 401’s, one AT-301, two Cessna 188’s and two Ayres Thrushes. And until 2003, all the Air Tractors were powered radial engines. That’s a lot of rumble in the sky in anybody’s book!

So many times when we look back in time at how an individual operator got started, they all kind of have a parallel story, although in a different part of the country or even a different part of the world. But it seems we never tire of hearing how this one or that one got his beginnings in the business. Maybe it’s because each of us can relate to the other’s experiences, even if only in part. Maybe we can say, “Yeah!...I know what he was thinking then.” or “Yeah, I can relate to that ‘cause I did exactly the same thing...” Whatever the case, there is an unspoken relationship there for the beginnings, or maybe it’s just the age old saying that misery loves company. Whatdaya think?

No matter. Back in the late 50’s and early 60’s, Ken Kane was a young man who could not help but look up at the sky when a plane, any plane, would pass overhead. Anyone who knows anything about Canada knows how important airplanes were to the relatively young history and development of the country, especially any part of Canada over 50 miles north of the U.S.-Canadian border. The Canadian bush pilots and

early ag pilots were the heros of many a young boy who would one day grow to manhood to take to the skies. Ken Kane was not so different.

In 1963, Ken was working for a natural gas company in Russell, Manitoba. He knew a then bush pilot/ag flyer by the name of Joe Shemochko. Joe taught Ken to fly. Ken was the first person to solo off the then brand new Russell Airport. That was in 1969. In 1970, Ken bought his first plane, a Champ. Building time and confidence, Ken flew with one eye in the cockpit and the other on Joe Shemochko (the “insitgator” says Ken). Then Ken bought a J-3 Cub and put a belly spray system on it, spraying 985 acres his first year as a fledging ag pilot while still working full time for the natural gas company. In 1975, a Pawnee came on the scene. In 1976 a new Cessna 188B. In 1977 another new Cessna 188B. Now the vision is beginning to come together. “My God! He’s got a “fleet!” Four aircraft!

1982...a new 600 Ag-Cat from Sky Trac tor. In 1985, realizing the need for more machines, he went to see Leland Snow at Air Tractor and brought the first AT-301 into Canada. In 1989, the first AT-401. And it just kept

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Father and son, Ken and Dale Kane, pose before one of their Cascade Aircraft Conversions’ with the Walter turbine engine and pressure cowl.

going from there. Why so many aircraft today? Ken’s philosophy about his customers is to take care of them when they want the work done. With so many of the customers wanting work done at the same time, there’s only one way to do it: More machines.

Ken now has a partner in the business, his son Dale. Born in 1971, Dale is in love with airplanes. He was flying with his dad before he could even reach the pedals. Dale has been spraying for about 13 years with no slowdown in sight. He has his own planes and manages part of the operation. Dale got his private license at 18 and worked toward getting his commercial. In 1993, he bought his first ag plane, a Pawnee. He flew the Pawnee for a year then moved into one of his dad’s Ag Trucks. In 1996, Dale bought his own AT-401B and another in 1999. In addition to his flying duties, Dale farms 3000 acres.

Kane’s has four late model Row Gator ground rigs that are of the “high clearance” variety, as well as the aviation fleet. “Aerial application of wet or dry material for agricultural, forestry or mosquito control,” states the Ken Kane Aerial Spray brochures. All the aircraft are equipped with Satloc GPS to maintain high levels of accuracy for all types of application.The field scouting service provided by Ken Kane’s company serves about the same purpose as the “bug men” of the States, but with perhaps an even closer knowledge and relationship with the application company, because they are a part of it. “Quality con trol by monitoring

both prior to and after treatment is very important,” says Kane.

Kane‘s. has its own staff of qualified and certified aviation engineers (mechanics) for maintaining their fleet. Primary main tenance facilities are located in Russell, Manitoba.

One of the most interesting things, in my opinion, about quite a number of the operators in Canada and especially in the northern regions of the U.S., is the associa tion of these operators with chemical sup pliers. They maintain a substantial supply of all the various chemicals needed for his particular area of agriculture. They supply chemicals directly to the aerial application division of their operation on behalf of the farmer.

In Manitoba, this has been somewhat a “bone of contention” among some of the operators. Ken Kane, for instance, deals with several of the “independent” chemi cal companies who also operate numerous ground spray rigs. When questioned about this practice, Ken Kane said, “one of the big gest reasons we like to work with the inde pendents is that there is only so much that can be done in a short time with ground rigs. When they get behind to the point they need help, we can jump in and help them complete the work and satisfy their customers thus promoting aerial spraying.” Shur-Gro and Munro Farm Supplies are the two largest independents with which Kane works.

The work for Kane’s is pretty consistent in treating about 500,000 acres. All this work is primarily fungicides and insecticides, no dry work. The major crops are potatoes (which represent 60-65% of the aerial work) several varieties of wheat, barley, canola, flax and edible beans (not soybeans).

With a number of airstrips available to the company, planes can work in 15 to 20-mile radius, but can work out as far as 150 miles if necessary.

One of the largest group of custom ers in the Manitoba area for Ken Kane are the Hutterite Colonies. These are almost a completely self-sufficient colony of commu nities of hard-working, industrious, religious people. They are of tremendous importance to the Ken Kane aerial operation.

Ken has 17 pilots on staff at any time. He is constantly upgrading his aircraft and equipment to ever higher standards of qual ity and performance.

(Continued on page 62)

Ken Cameron, Shirley McMurachy sitting, Karen Webber and Doug Bailey are Ken Kane’s office staff.

Ken Cameron putting out “fires”.

CREATIVE SOLUTIONS

ADVERTISING AND PROMOTIONS: Creation

He has converted, as of this writing, six of his AT401 aircraft from 600 HP radials to 750 HP Walter Turbine power with the Cascade conversion. When asked why he sticks with AT-401 aircraft as his primary fleet flagship, Kane said, “All my life I have been flying aircraft with a full load that on a hot day they were underpowered. Even with the 600 HP radials, we were flying 320 gallons in a 400-gallon hopper because we were underpowered on hot days. The size of the 401 airframe is the best for our operations, and now, with the fitting of the 750 HP Walter to the AT 401B, the airplane flies as good, empty or fully loaded, even on a hot day. We get more production out of our aircraft, greater safety, better short strip operation and lower maintenance. This is the best way for us to move into the future.”

And speaking of the future, what does Ken Kane see for the years to come?

“In my opinion, aerial application is going to become more demanding with increasing problems with insects and diseases on crops and the demand for food increasing worldwide. It is going to have to become more professionalized than any other application industry.”

Like many other operators, Ken Kane sees the future of ag aviation changing because of several different pressures, not the least of which is economics. “We

will probably see fewer operators in the future, but the operators that remain will be larger with more aircraft and diversified operations,” said Kane.

Ken Kane gives the credit for the success of his company to his employees. Ken says he works very hard to make working conditions good for them. The main office in Minedosa is staffed by General Manager Ken Cameron and two main right hand “men”... Karen who is the secretary and accountant, and Shirley who is the administrative assistant. These two, Karen and Shirley, work full time with two or three more folks hired for summer staff. The office staff strives to be very efficient in taking the orders for work and preparing the daily maps for the pilots on the computers. Ken Cameron takes a lot of the day to day problems off of Ken so he can still visit with customers and do a bit of flying.

Even though Ken Kane credits his people with the success of his business, one has to give the man a hand for his personal leadership and teamwork. The captain of the ship always sets the course for the vessel, but he could not sail the ship alone, especially one so large. But should you visit the operation on almost any given day, it would be hard to tell the boss from the employees, because he is everywhere you look. One minute he will be in his pickup watching part of the operation and talking on the phone. A minute later you would swear he just sped by on a small tractor with a towbar heading for a plane to pull it into the shop. The next minute he’s up on a wing talking to a pilot about a piece of work, and the next he’s passing on a bigger tractor going for another plane!

I guess that’s the way it has to be for the man from Manitoba who wants to do a million acres in a year before he retires. He’s got to be everywhere at once, or at least appear to be. You’ve got to give him an “A” for effort. If he doesn’t make his goal, it won’t be because he didn’t give it a go...

Ken Kane’s maintenence shop preparing another Air Tractor for the Cascade Aircraft Conversions’ installation.

Dale Kane makes a pass over potatoes with the turbine Air Tractor.

Ken Kane is so satisfied with seven Cascade conversions, more of the fleet will be converted.

LOW & SLOW

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

Chapter Two: The Equipment & People (cont.)

Performance Figures

Performance figures had been established and some of them were quite remarkable. Maximum speed was 115, cruising speed 100, operating speed between 60 and 90, and landing speed 45 ! With no load the plane stalled out at 37 miles per hour and would actually fly at 40! Its rate of climb was 600 feet per minute and the service ceiling was 12,000 feet. It had a cruising range of roughly 400 miles. Interestingly, the old “low and slow” concept was still popular at this time, which was the reason for the extremely slow across-the-field projections.

All in all, it was a rather imposing bird, with a 39-foot wingspan and an overall length of 29 feet, 8 inches. Coupled with its height of 103 inches, it was slightly military in appearance.

It easily carried its payload of 1,200 pounds, because the flat Continental, coupled with its one-piece McCauley aluminum propeller, produced Weick’s performance projections with ease. The engine and propeller had been supplied free of charge by the manufacturers. Also provided without cost were the gear from Cessna, tank liners from U.S. Rubber, wheels and brakes from Goodyear, an Aeromatic propeller from Koppers, rudder pedals from Beech, pre stall indicator from Vic Pastushin, inertia reel and harness from American Seating Company, instruments from Aircraft Conversion Company, and tires from Frank G. Schenuit Rubber.

During the summer and into the October of 1951, the Ag-I extensively toured the ag flying country with Weick and CAA personnel. At each stop, the plane was demonstrated by a CAA pilot and then flown and evaluated by local pilots, mainly dusting and spraying operators and their personnel.

Since the airplane was a single -seater, no dual could be given. As a result, the CAA pilot would simply run through a printed check list with the potential pilot and give him a few personal pointers on the plane’s handling characteristics. In all, some 650 pilots flew the airplane on this tour. The fact that it survived under these conditions and returned safely to Texas is a remarkable vindication of its simplicity and ruggedness!

The writer remembers the day well when the plane arrived at Mississippi Valley Aircraft in Clarksdale, Mississippi. Everybody marveled at is appearance, particularly its ultra-thick wing, long-nosed overall appearance, and the pilot’s position high above the ground. All company pilots flew it.

Chief pilot Sid Norwood was the first to fly it. “Don’t worry about the fact that your airspeed is going to drop from 90 to about 60 on your pull up,” he instructed the next pilot. “It’ll scare the living hell out of you, but the damn thing keeps right on flying.”

Pilots were asked to fill out questionnaires and make a personal evaluation of the plane and more than 500 complied. Remarkably, some 98 percent of the returns were favorable, even though the plane was totally unfamiliar to its pilots.

Fred Weick, who evaluated these returns, admitted that some pilots might feel reluctant to criticize, since they had been “invited” to fly the plane. But from their reports he and his crew could make a viable evaluation, often using what the pilot did not say as well as what he said.

Weick had made it very plain from the beginning that the Ag-I was not intended to be a finished product,

ready for production. Rather, it was designed to be flown and used as a learning instrument in the development and production of a finished commercial machine. It served this purpose well and a great many of its features were later incorporated into virtually every new commercial model built.

Weick went from this project to establish himself with Piper at Lock Haven. He produced his most famous model, the Ag-3, which became known as the famous Piper Pawnee and served as the backbone of Piper’s ag aircraft production for years.

Basically, the Ag-3 or Pawnee is quite similar to the original Ag-1, but smaller and with a more conservative wing. Piper produced these airplanes along its standard production lines, utilizing many standard components and procedures. From the inception of the original Ag-3 in 1954, large numbers of Pawnees were later built and a great many of them are still flying.

Other aircraft in the Piper line that followed are more or less refined versions of this original.

Weick finally retired from the active aviation field and now lives in Vero Beach, Florida. He still maintains a high interest in all things relating to ag aviation and is one of that two percent to whom the rest of us are indebted.

Despite interest in the development of a new airplane, the industry, for the most part, rushed along on the wings of the Stearman. Dispensing equipment was being rapidly refined and installations were being made in most of the commercial models coming off the line.

Piper J-3s, Taylorcrafts, Aeroncas, Waco UPF7s, Navy N3Ns, Funks, and Rawdons entered the field in fairly large numbers. Some of these birds were quite satisfactory when not overloaded. The Rawdon

(Continued on page 66)

Pilot John Paul Jones at the controls of the first aircraft designed for ag work in 1950.

Part of Mid-Continent Aircraft Corporation’s Stearman fleet, poised to protect cotton fields in 1957 or 1958. Mid-Continent’s president, Richard Reade, remains one of ag aviation’s most progressive leaders.

low-winged monoplane was an exceptionally fine performer and was produced in some quantity.

However, the three aircraft that were later to become the backbone of the industry would not appear until the late 1950s. Leland Snow was working on his first plane, but Grumman and Cessna were still not quite ready for ag plane production. More on the development of these three aircraft will be discussed later.

Photo courtesy of Richard Reade

Because this was the era of the Stearman, some of the leaders who spread ag flying all over the world with this plane should be introduced. Among them was Dick Reade, who organized Mid-Continent Aircraft in Iowa in 1949.

Reade was a World War II pilot, who flew a great number of P-38 combat missions in the Pacific. With

(Continued on page 68)

Richard Reade (right) created an ag aviation enterprise with a national reputation. Pilots like Erv Ovick (left) were well-known to farmers throughout America’s breadbasket.

Photos courtesy of Richard Reade

the war ended, Reade returned to his native Iowa and graduated from Iowa State University with a degree in agriculture. Flying was his game, however. In 1949 he officially organized his business, with three 220 horsepower Stearmans.

Early in this new age, Reade subcontracted with the famous “spray king of the West,” Don Pratt. Pratt had, within a remarkably short time, contracted for virtually all of the wheat land in western Kansas and was running a large spray operation, consisting mostly of applying 2,4-D to wheat. Reade went to work for Pratt, flying J-3 Cubs and Stearmans under Pratt’s indirect supervision.

“It sure as hell was indirect,” remembers Reade. “Actually about all you got was the use of Don’s really fine ground equipment and a map showing some fields to spray! He had everything in that country tied up and it was really quite amazing how well we managed to get the jobs done. Usually it was just up to the pilot to work out all the details, but it was a damned good job and we learned a lot, besides making a little money. Pratt had a fabulous ground fleet, some fifty or more brand-new trucks with trailers. In thinking back, it really wasn’t as difficult as we pilots sometimes like to make it seem.

“Lots of strange things happened,” Reade continues. “Like the time I pulled in to a strange airport, got out, and told them to fill it up while I went inside. When I got back out there, the man handed me a ticket for 120 gallons and as everyone knows, a Stearman holds 46! It seems that the old boy had filled up the hopper, inundating my suitcase and all of my gear stored in the bottom!”

After learning the basics, Reade returned to Iowa and set about making Mid-Continent a national institution, with satellite bases in several localities. He was probably the first operator to apply toxaphene for army worm control on com in Iowa. This took place at Pacific Junction in 1949.

Mid-Continent Aircraft gypsied for years and thoroughly established the firm’s national image. Large-scale weed spraying in North Dakota and fulfilling a contract with two of the nation’s leading food processors, Green Giant and Birdseye in Minnesota, kept the firm quite busy.

The fleet was now larger and the aircraft equipped with better performing 450 horsepower P & W engines. Also, all aircraft had been converted to quick change combination units which reduced the need for a large number of aircraft.

Richard Reade of Mid-Continent Aircraft Corporation was the first operator to apply toxaphene for army worm control in Iowa and among the first to use parathion for green bug control in wheat. Here Reade pilots a Stearman with drill booms in Iowa, 1949.

Photo courtesy of Richard Reade

ARE YOU SURE?

A Closer Look at the Takeoff Equation

by Ted Delange

Ifind one of the great things about aviation is that there is always something new to learn. That has the overall effect of keeping us humble if we are in the listening mood, enroute to becoming better and safer pilots. The following is one example of dealing with a steep learning curve.

I was flying a Thrush S2R from a farmer’s 2800 foot dirt strip, and the groundcrew accidentally overfilled the hopper from its normal working load of 360 gallons to a full 400 gallons. I had never flown the Thrush with a maximum load, but rather than taking the time and effort using buckets to decrease the load, I decided the aircraft could handle the extra weight.

I taxied to the opposite end of the strip from the loading station to takeoff into wind, and I clearly remember during that taxi debating the wisdom of attempting what would be slightly heavier takeoff than before. Surely the extra 40 gallons wouldn’t be that much of a factor?

Early in the takeoff run it was obvious that the aircraft acceleration was sluggish. Trundling down the runway that seemed just a bit shorter than an hour ago, wishing I had an afterburner for just a few seconds to get this beast airborne, my inner voice kept harping “Are you sure there’s enough runway?”. We had flown at least a dozen trips already that day, and I was thinking one more shouldn’t be a problem, even though we were just 40 gallons heavier.

I also clearly recall the aircraft feeling like a lead sled, with the tail coming up well past the normal spot where I had planted a red flag as a reference point for ‘tail up’. I finally did get airborne just short of the loading area but was headed towards a row of high trees off the departure end.

Luckily my left hand was leaving nothing to chance and while I was in panic mode, it opened the hopper gate

(Continued on page 72)

and out came 400 gallons of fungicide, allowing me to soar to victory over the aforementioned trees. That was an expensive but highly educational experience.

After a terse “Whew! That was close!” moment I did a quick circuit and landing, picked up a normal load, and off to the next field on the work order. After the final trip that day I had time to reexamine the day’s work, and in particular, to spend a bit of time researching why that one specific takeoff really had my attention. I mean, it was only 40 gallons!

Part of that research involved reviewing the few times I’ve witnessed other pilots’ takeoffs where things didn’t turn out right. A Brave flipping rudder over prop and coming to a stop on its’ back. An AgCat aborting a takeoff with a resultant brake fire. A Dromader that slammed into rising terrain at the end of the strip. All had experienced pilots at the helm. Thank goodness there were no serious injuries.

One common factor was that all the aircraft had taken on slightly larger than normal loads, much as in my flight, and the pilots in each event were sure they could do the trip safely, in spite of the minor overload.

The Takeoff Equation

The following equation developed by aerodynamicists calculates the distance required for

takeoff. It incorporates rolling resistance, coefficient of friction, overall weight, and various other factors.

It is also far beyond my understanding but illustrates how complex an apparently ‘simple’ task like a takeoff can be.

A Stubborn Beast

The first question was how could a small increase in load have such a pronounced effect on takeoff? The second question was how could four experienced pilots have been unaware of that pronounced effect?

Let’s start with the inertia of a parked airplane we’re trying to move by hand. No problem when empty but try to move the same aircraft with a full load. I’m sure the powerplants feel the aircraft’s same reluctance to get up and go. It’s like pulling on a donkey’s bridle trying to get the stubborn animal to move.

In my case, what difference could 40 gallons (339 lbs) make? That’s only a 4% increase given a gross weight of 8,000 lbs.

Using the rule of thumb that increasing aircraft weight by 10% increases takeoff distance by 20%, a 4% increase in weight would increase takeoff roll by 8%.

(Continued on page 74)

We were using about 2500 feet for the usual takeoff roll on the strip, so that would mean adding 8% or 200 feet to the normal takeoff distance. That’s 2700 feet on a 2800 foot runway. Not a lot of margin to spare.

The fun doesn’t stop there. Because of extra weight the tires are squashed a bit more than normal, adding yet more drag during takeoff. It’s hard to quantify but think of what it feels like in a car when you have a partially deflated tire on one side with a resultant very noticeable pull to that side.

There was also more drag from the dirt strip as the mains sunk in just a bit more than usual given the extra weight. And more weight meant a higher airspeed to get airborne with less acceleration enroute to that number, which meant an even longer takeoff distance.

In the end, the answer to why small increases in load can greatly affect takeoff performance is a sum of

a number of factors that have their root cause in additional weight: increased inertia, increased drag, increased power required. The larger the load, the more critical additional weight becomes.

It’s analogous to a person doing bench presses in the gym. When starting it’s easy to add ten pound increments to the bar, but the greater the total weight, the more difficult it becomes to lift, with the added increments getting smaller and smaller. Finally, you can’t add even one more pound and still be able to lift the bar. Power available finally equals power required.

So, if you get caught with a larger than normal load, even if it’s marginally larger and takes you into unknown territory, take a good look at the situation. Are you sure it’s safe? If not 100% sure, take the time to unload the extra product. Like many instances in aviation, being sure is not an option, it’s a mandate.

The Piper Pawnee

As agriculture evolved and expanded after World War II, a critical need arose for aircraft tailored specifically to the demands of agricultural work. Fred Ernest Weick, an esteemed American aviation engineer, answered this call by embarking on a pioneering endeavor in the late 1940s at the Agricultural and Mechanical College of Texas.

Illustration by Richard DeSpain, Images by Jacobo Ramos

Until then, agricultural tasks such as spraying, crop dusting, and fertilizer spreading were entrusted to civilian and military utility aircraft hastily repurposed for the job. However, these makeshift solutions often proved inadequate, struggling with performance deficiencies and safety concerns.

(Continued on page 78)

Recognizing the urgency for purpose-built agricultural aviation, the National Flying Farmers Association, backed by federal support, including the Civil Aeronautics Administration, initiated a specialized research program. The ambitious goal was to develop aircraft tailored explicitly for agricultural tasks.

Under the guidance of Fred Weick, the Personal Aircraft Research Centre at AMC became the focal point of this groundbreaking effort. Their

first creation, the Ag-1 prototype, symbolized a significant leap forward. This single-seat, allmetal monoplane, powered by a Continental E225 engine, boasted crucial safety features designed to mitigate the unique risks of aerial crop dusting.

But the journey didn’t end there. Building upon the success of the Ag-1, Weick and his team unveiled the Ag-2 and Ag-3 prototypes. The latter, developed in

(Continued on page 80)

collaboration with Piper Aircraft, laid the foundation for a game-changing aircraft: the PA-25 Pawnee.

With its distinctive features—a high-mounted cockpit, conventional landing gear, and robust construction—the Pawnee epitomized the evolution of agricultural aviation. Its inaugural flight in November 1954 marked a pivotal moment, heralding a new era in agricultural aircraft design.

As Piper embraced Weick’s vision, the PA-25 Pawnee transitioned from prototype to production model, hitting the assembly lines in 1959. However, the quest for optimal performance persisted, leading to engine upgrades culminating in adopting the Lycoming O-540 powerplant in 1962.

The Pawnee’s impact reverberated throughout the industry, with over 5,000 units manufactured by Piper until 1981. Yet, its journey didn’t end there. In 1988, the torch was passed to Latino Americana de Aviación S.A., now Laviasa, marking a new chapter in the Pawnee’s legacy.

Under Laviasa’s stewardship, the Pawnee transformed and rebranded as the Puelche. This South American

aviation company breathed new life into the aircraft, introducing variants tailored to meet evolving industry needs, including a two-seater configuration.

Weick’s pioneering design set a global standard for agricultural aircraft, shaping the blueprint for future innovations. From the AT-802 Air Tractor to the Cessna 188, the Pawnee’s influence permeated the industry, solidifying its place as a timeless icon in agricultural aviation.

The story of the PA-25 Pawnee transcends borders and generations, exemplifying resilience and adaptability. From its origins in the heart of Texas to its continued service in the fields of South America, the Pawnee’s journey is a testament to the enduring spirit of innovation in agricultural aviation.

Today, as exemplified by the PA-25 Pawnee featured in our Photo of the Week series, this iconic aircraft inspires awe and admiration. From its roots in agricultural research to its present-day role as a glider tug in the Czech Republic, the Pawnee’s legacy endures a testament to its indelible mark on the agricultural aviation industry.

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A WING AND A PRAYER

Carlin Lawrence . carlin@agairupdate.com

Jerusalem, God’s Burdensome Stone

Thus says the Lord, who stretches out the heavens, lays the earth’s foundation, and forms the spirit of man within him: “Behold, I will make Jerusalem a cup of drunkenness to all the surrounding peoples when they lay siege against Judah and Jerusalem. And it shall happen in that day that I will make Jerusalem a burdensome stone for all peoples; all who would heave it away will surely be cut in pieces, though all nations of the earth are gathered against it” (Zechariah 12:1-3). The conflict between the Jews and the Arabs is not new; it started in the days of Abraham (Genesis 16-21).

The word “cup” is the Hebrew word “staph,” it is a cup used only to serve intoxicating drinks. The people who seek to destroy Judah and Jerusalem will be so intoxicated with anger that their thinking is irrational. This desire for the destruction of Israel has poisoned their brain. “The cup of trembling” is also used as a reference to the wrath of God that is to be poured out on Israel’s enemies (Isaiah 51:17, 22-23).

“A burdensome stone,” a stone too heavy for any man to lift. Only God can solve this problem; Bible prophecy is being fulfilled before our very eyes.

God chose the nation of Israel to bring the Messiah into the world. He promised to bless them if they would obey and serve Him, but they turned their back on God. God sent the prophets to warn them of the dire consequences of forsaking the Lord. “Then the Lord will scatter you among all nations, from one end of the earth to the other” (Deuteronomy 28:64). Starting in about 720 BC, God used different

kingdoms to conquer the nation of Israel and scatter them throughout the world. Titus, a Roman general, finished up this process in 70 AD when he and his army destroyed a large part of Jerusalem, and the nation of Israel ceased to exist.

But God had not forgotten His promise to bring them back into the land again. “This is what the Sovereign Lord says: I will take the Israelites out of the nations where they have gone. I will gather them from all around and bring them back into their own land” (Ezekiel 37:21; Isaiah 11:12). For almost 2000 years the nation of Israel did not exist, but in May of 1948, Israel became a nation again. They are now dwelling in the land that God had promised their father Abraham (Genesis 12:7; 13:14-17; 15:7; 15:16; 17:8; 24:7).

The moment Israel became a nation, Syria attacked from the north, Jordan attacked from the east, and Egypt attacked from the south. Before the nation could take its first breath, it found itself in a struggle for survival. These Arab nations were determined that the nation of Israel would not exist in the territory that was assigned to them by the UN resolution. Jordan took the West Bank, Egypt took the Sinai desert, and Syria took the Golan Heights. The Jews held on to enough territory to establish a nation. That was a miracle of God.

In 1967, Syria, Jordan, and Egypt, armed by Russia, planned to exterminate the nation of Israel. But the Lord was with Israel, and in 6 days, the Jews took the Sinai Peninsula from Egypt; they took the West

Bank from Jordan, and they took the Golan Heights from Syria. For the first time in over 2000 years, Jerusalem became a united city under the control of the nation of Israel.

In 1973, the Arabs designed what they called “The War of Extermination,” which is now called the “Yom Kippur War,” and again, they attacked Israel. This surprise attack by Egypt and Syria on Yom Kippur nearly accomplished their goal of exterminating Israel. Israel

Palestinian homeland; they want all of Israel to cease to exist. We need to remember that this is a spiritual battle; both God and Satan have assigned powerful angels to influence rulers and nations, especially in their policies for or against Israel. Behind the scenes, a supernatural battle is going on that’s invisible to the human eye (cf. Daniel 10:18-11:1; Ephesians 6:12).

Our world is headed for a “One World Government” with a One World Leader, the Antichrist. When this

NTSB REPORTS

Accident Synopses

Accident Number: CEN23LA280

Location: Amity, Missouri

Date: July 5, 2023

Aircraft: BELL HELICOPTER TEXTRON

206L-1

Injuries: 1 Serious

Analysis

The pilot reported that during an aerial application flight, the helicopter impacted wires that he failed to see, which resulted in substantial damage to the fuselage and rotor blades. He stated that a road that paralleled the field dipped down, which made the wires appear below the horizon.

The pilot stated that there were no preimpact 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 pilot’s failure to see and avoid wires while conducting a low-level aerial application flight.

Accident Number: CEN23LA279

Location: Chapman, Kansas

Date: July 5, 2023

Aircraft: Bell 206B

Injuries: None

Analysis

The pilot intended to spray a corn field and had discussed the location of power lines with his ground crew. As he approached the field, he observed power lines on 3 sides of the field in addition to a large set of power lines feeding into an adjacent substation. The pilot completed a 360° survey to identify the hazards including power lines, guy wires, and trees. During the survey, the middle of the field appeared to be clear. The pilot initiated an initial application pass and the helicopter struck a green wire, about 1/4” in diameter. The pilot’s efforts to maintain control of the helicopter were not successful, and it subsequently impacted the corn field. The helicopter came to rest on its left side with substantial damage to

the fuselage, tail boom, main rotor blades, and flight controls. The pilot stated that there were no failures or malfunctions related to the helicopter before the impact with the power line. He also noted that the power line was green in color which was “practically invisible” with the background of the corn field.

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 clearance from the power line during an agricultural application pass.

Accident Number: CEN23LA308

Location: Atchison, Kansas

July 13, 2023

Aircraft: Hughes 369D

Injuries: None

Analysis

The pilot reported that, during an aerial application pass in a helicopter, he failed to observe a second lower powerline near a previously observed high-tension powerline. The pilot attempted to maneuver under the lower powerline but was unsuccessful, and the helicopter impacted the lower powerline and subsequently the terrain. The helicopter sustained substantial damage to the main rotor system, the tail boom, and the tail rotor system. The pilot reported there were no preaccident mechanical failures or malfunctions with the helicopter 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 failure to adequately survey a field for obstructions prior to a low-level aerial application pass, which resulted in an impact with a powerline.

Accident Number: CEN23LA306

Location: Pocahontas, Illinois

Date: July 13, 2023

Aircraft: ROBINSON HELICOPTER

COMPANY R44 II

Injuries: None

Analysis

The pilot reported that, while spraying corn about 15 ft above ground level and at an airspeed of about 60 miles per hour, the engine “started to spit and sputter” and then lost total power. He attempted to reduce the airspeed and initiated a flare before colliding with 10 ft tall corn stalks. During the impact with the corn stalks the helicopter’s landing gear skids and tail boom separated and the helicopter bounced off the ground. The helicopter became airborne, traveled about 30 ft, rolled over, and came to rest onto its left side. The helicopter sustained substantial damage to the fuselage and tail boom. The pilot reported the helicopter fuel tanks contained about 10 gallons of fuel and an odor of fuel was noted at the accident site.

Postaccident examination of the engine revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The reason for the reported loss of engine power could not be determined.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: A reported loss of engine power for undetermined reasons.

Accident Number: CEN23LA311

Location: Benson, Minnesota

Date: July 14, 2023

Aircraft: AIR TRACTOR INC AT-802

Injuries: None

Analysis

The pilot reported that on the afternoon of the aerial application flight, the visibility was degrading due to smoke from nearby wildfires. Upon arrival at the target field, he circled twice to study the powerlines and obstacles, where he observed two distantly spaced power poles, and mistakenly thought they were termination points of a powerline.

During the low-level aerial application pass, the airplane subsequently impacted a powerline as he flew between the power poles. The pilot returned to the airport and landed without incident. The airplane sustained substantial damage to the right aileron. The pilot reported 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 failure to adequately survey a field for obstructions prior to a lowlevel aerial application pass, which resulted in an impact with a powerline. Contributing to the accident was the degraded visibility due to the smoke in the area.

Accident Number: CEN23LA328

Location: Hanlontown, Iowa

Date: July 26, 2023

Aircraft: ROBINSON HELICOPTER R44

Injuries: None

Analysis

The pilot reported that, while spraying at

low altitude with power lines on the edges of the field, the airplane struck a cable, which resulted in substantial damage to the tail rotor blades and tail rotor drive shaft. The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation and that he should have examined the field more thoroughly prior to conducting spray operations.

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 clearance from a cable during spray operations.

Accident Number: CEN23LA336

Location: Alta, Iowa

Date: July 29, 2023

Aircraft: AIR TRACTOR INC AT-402B

Injuries: None

Analysis

The pilot reported that he was completing an aerial application flight over a cultivated field. During the fourth pass, the airplane encountered a dust devil (also called a whirlwind), lost lift and impacted powerlines.

Upon impact with the powerlines the rudder separated from the airplane and the airplane began a left turn. Unable to arrest the turn, the pilot reduced power and made a forced landing to the field that he was spraying. Upon touch down the left main landing gear separated from the fuselage and the airplane slid to a stop.

The airplane sustained substantial damage to the left wing, vertical stabilizer and rudder. The operator reported there were no preimpact mechanical malfunctions or failures with the airframe or the engine that would have precluded normal operation.

A review of the Federal Aviation Administration Aviation (FAA) Weather Handbook (FAA-H- 8083-28) and the FAA Aeronautical Information Manual found no detailed information listed about dust devils or the potential hazards of flying through dust devils.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The airplane’s encounter with a dust devil, which resulted in a loss of lift, and subsequent collision with powerlines.

Aircraft – Ag Cat

1972 Ag-Cat G-164A , S/N 926, TT Airframe 7,686, P&W R-1340-AN-1 (600 HP), TT SMOH 289, Blower Ratio 10-1, Overhaul by Tulsa Aircraft Engines, Excellent Compressions on all 9 Cylinders, 80 Gallon fuel bottom load, 300-gallon hopper bottom load, Satloc SLXG3 GPS with Light bar, Crophawk 7 flow control, Hershey Wing Extensions and Mods, most Inspections always done by Hershey Flying Service & Wallace Air Repair. Clean Northern Airplane, no Corrosion! Almost $9,000 spent on Fresh Annual Inspection done 09/18/23. Airplane is located in Bassett, Nebraska. It’s Ready to Work! $75,000. For questions and more pictures contact Tim at 432-788-7309

1974 Ag-Cat G164A, S/N 1034, TT Airframe 6,744 P&W R-1340-AN-1 (600 Hp) TT SMOH 1,314, Blower Ratio 101, Good Compressions on all 9 Cylinders, 80 gallon fuel bottom load, 300 gallon hopper bottom load, Satloc GPS with Light bar, Hershey Wing Extensions and mods, Breckenridge Stramline Booms, most inspections & maintanance done by Hershey Flying Service & Wallace Air Repair, Clean Northern Airplane, No Corrosion, $9,000 spent on Extensive Annual inspection done 11/13/2023. Airplane is located either in Wallace or Bassett, Nebraska. Ready to Work! Contact Tim at 432-788-7309

1975 Crumman 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

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, Satlok 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

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

QueenCat In Progress - S/N 566B Super B+ Mods, ready for Garrett or P&W Turbine, 400-gal, 120-fuel, 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, 2015 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 high-floation tires and wheels with dual 3-piston brakes, electrically operated highlift 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

1989 AT-502 - 502-05034AG 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 662-9024688 or TJ at 662-836-7347

2017 AT-802A, P/W PT665AG, 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 high-pressure fuel pump changed at 3100 hrs. $950,000 with fresh annual Contact 870-501-1136

2015 Air Tractor 602-65AG, 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

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

2015 Air Tractor 602-65AG, 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

1995 AT-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 9800hour 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

2009 AT-402B, N422RD, PT6A34AG, Cascade Inlet, Smoker, Righthand boom shutoff, Night work lights, Stainless spray system, AFTT and ETT is 30hrs. $1,075,000. Call Neal Aircraft at 806-828-5892

2023 AT 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.

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

2018 AT 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 502XP Available Now, In Stock. Options Include: Garmin audio panel, radio/ transponder, SS spray system, Smoker, and Night work lights. Call Southeastern Aircraft Sales for details: 772-461-8924

2022 AT 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 AT 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.

2021 AT-802. 1255 TTAF, Engine, and Prop. Available August 1, 2024. The plane is currently working in Arkansas.

Please email inquiries to blindads@ agairupdate.com Subject: ID#3983

2011 AT-802A N2039Y Fresh out of annual. THIS AIRCRAFT IS LOADED AND 100% READY FOR

ROW CROP, RICE, PINE TREE FERTILIZER, ETC. Air Tractor

Fixed Wing Single-Engine PT6A65AG, TTAF: 7612, Engine TT: 7315, TTSHot 0, CT Blades 2006 TTSN, CT Blades 522

TTS Stretch Test, Start/Gen 0 HRS SINCE OH, Prop 0 HRS SINCE OH, Flat Fan CPs with AFS Check Valves, Vondran computer controlled 10” Hydraulic Gate with Variable or Constant rate flow with 12 vane Breckenridge spreader, G4 GPS with flow control, Wingman, 5 Bladed adjustable lane fan. Additional pictures available upon request. $915,000. Call 318-552-6533, call or text 318-669-8785, or email monticellofly@gmail.com for more information.

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

2022 T860 Air Tractor 802A/F

Type III Air Tanker Year of Manufacture – 2022 Serial Number – 0956 70.7 hours TT Engine - PT6A-67F with the Wipaire 1600hp STC Float Fittings Pratt & Whitney FAST Program Engine Monitoring MVP-50 Engine Analyzer Compro Smoke Generator

Hatfield Single Point Refueling System - OAS Carded for Hot Refueling Storm Cutters Wire Strike Protection System – wire cutters on landing gear Air Tractor Upgraded Windshields – higher impact resistant Manual FCU override controls Retardant Hopper Capacity 830

gal. Type 3 Hydromax Gate &

Controller 380 gal Fuel Vortex

Generators AM SAFE Seatbelt/ Airbag restraint system Aspen MFD’s with Synthetic Vision – glass panel with ADSB - In & Out AgLaser – Laser Altimeter

Radio GPS Package- 1 x Technisonic TDFM 136B 1 x

Garmin VHF 1 x Garmin 796

AREA GPS with XM satellite 1x

Garmin 345 ADS-B In & Out

Traffic Alert System 1x Garmin 635 GPS/VHF COM

Spidertracks Automatic Flight Following System. $2,900,000. Call Chris at 970-370-3267

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 940564-6822

1996 AT-502B, TTAF 6367, Cascade Conversion-42, TTE 3174.3, MVP50 engine monitor, TT Avia Prop 726.7, Bantam GPS with Intelliflow, Lane Brake, VGs,

storm shield/cutters, fast start, Reabe hopper gage, spreader. fresh annual and hot section inspection. $625K. Call 563-880-9641

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

2008 AT-602 -60, N602MS, 4210 TTAE, Zero time on engine since $500K spent due to FOD damage. 0 time since new blades, (PT + CT) Other work done due to FOD damage, Compressor work completed, all records from Dallas Airmotive upon request. New

propeller installed at 3,810 hours, Large fuel 280 gallons, Hatfield fuel, SATLOC w/Flow Control, Radio console, Night lights, No airframe damage, hangared & mostly owner flown, fresh annual date of sale. $860K. Contact Dow at 573-225-8019

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. Contact Reed at 403-793-0949

1992 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 AT-502B, N5063N, PT6A34AG, 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. Contact Duston Bailey at 318525-5880 or 318-722-0002

New AT-504, PT6A-34AG, Available in May, MVP50, radios, S.P. Fuel.

Contact Farm Air at 877-715-8476

March Delivery! New AT802A, PT6A-65AG, 308 fuel, MVP50, Kawak, radios, Falcon/ FlowControl.

Contact Farm Air at 877-715-8476

2010 AT-802A, N354FS, PT6A67AG, 7298 TTAF/E, Satloc G4 w/Flow, Becker comm radio, Vondran 10-inch gate, flashing LED lights on nose and LED nav lights, MVP, load hawg. 390 SPOH with New Blades, 390 Since Starter Generator OH, 390 Since Bleed Valve OH, 1300 Since FCU OH, 1300 Since new landing gear, 0 since CT blades with warranty, 0 since PT blades with warranty. Hot Section/power section currently removed for inspection and blade replacement. CT at EOS Miami. PT at Covington Aircraft Engines. Currently in annual with several new components including: New Tires/rotors and brakes, New flap torque tube, New Amsafe seat belt, New rudder trim tab, New elevator trim tab, New mup fuel sensor, Plus painting tail spring, and general other annual maintenance. $1,100,000. Call Allen at 979-243-4114

1998 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, PT6A65AG, 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 or hcurless@farmairinc.com

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

1981 AT-301, N2367C, S/N: 301-0412, TTAF: 15734.8, Tach: 1220.5, Wings: New spars installed by Air Tractor Certified Repair Station (Zero time), Paint: 8 yrs. P&W R-1340-S3H1-G, S/N: ZP-104037, TTE: 10353.8, SMOH: 128.8, Propeller: 3

Bladed, Hydromatic Propeller, Manufacturer: Hamilton Standard, Model: 23D40-311, TT: 1220.5, TSOH: 128.8, Miscellaneous, SATLOC M3, Smoker, Night Work Lights. $105K.

Contact Neal Aircraft at 806-828-5892

Late model, low time, 2018 AT-602. 3600hrs Total Time. G4, center point fuel, AFS check valves, CP flat fans. $869K. Contact 979-541-7864

Almost new 502XP, 437 hrs total time. Garmin comm and transponder with ADSB out. Turbine Conversions center point fuel. AgPilotX with flow control. Wingman, Storm cutters. Ownerflown and dealer-maintained. Contact +1 (979) 541-7864

Aircraft – Cessna

1968 Cessna 300 HP AgWagon, Only 7075 TTSN, 1174 SFREMan in 2009, IO 520, 1350 on New PROP, Lite Star GPS, STOL Kit, Airfoil Booms w / CP nozzles, Crop Hawk 4100, Dual bottom loads, Weath Aero Fan, Fresh Annual. $13000 spent with cables. Ready to make money. Awesome flying airplane. $68,900. Contact Jacob at 605-661-7525 or 605-661-7525

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. Contact 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. Contact Jim Knox 218-289-1999 email jim@agrimaxllc.com

1974 Cessna 188B, N888BT, SIN 0001782T, Engine IO-520D11B 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 500hour 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

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

1978 Cessna Ag Truck, 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready. Price reduced to $102,000.

Contact Reggie Odom at 850-336-0554

1979 Piper Pawnee 260D. Pawnee 260 D, Restored in 2016, Fiberglass fabric, Hutch metal wing conversion, Flexsteel spring gear, 2148 TTAF 668 SMOH, Satloc Bantam, dry spreader included. Recent Carb and Mag overhaul, good working airplane. Great airplane to start someone in, with a modern GPS. $82,000K.

Call Trey at 402-981-6355

1965 Piper PA-25-260 Pawnee, TTAF 7632.9, Lycoming 0-540G1A51388.7 time since overhaul, Hartzell HC-C2YK-1BF 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. Contact Danny at Mid-Continent 800-325-0885

2022 Laviasa PA-25-235

Puelche - Brand new 2022 Laviasa PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540B2C5. 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 – Thrush

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-B4TN5NL, 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

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

1989 S2R-T34 Single Cockpit, N3097K, Serial number T34115, 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 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 550 with -60 TTAE 7010.8, Time since hot

section 469.8, Hartzell Propeller HC-B5MP-3C - Prop 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 6 - Annual 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 conversionnew 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 or email Jodycperkins@yahoo.com

1997 Thrush S2R-G10, 7,138 TTAF, 9737 TTE, CK-41, 931 OH Prop w/ new blades, 1,198 TSGBI, 226 HOT by TAE, wing tips, VG’s, Kawak hydraulic, A/C, pump, spray valve. CP-11’s, com radio, Auto Cal II, Satloc G4, four battery conversion, fast start, hopper gauge, Hatfield single point fuel, new windows. Clean Aircraft. Contact 920-849-2199

Aircraft – Piper

1992 Ayres S2R-G6 Airframe, N3105U - No Prop, No EngineTTAF 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 Danny at Mid-Continent at 800-325-0885

1977 Turbine Thrush - 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

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

1975 Thrush with Garret -10. 500 gallon hopper. Engine total

time since new 5038.7, airframe 9910.9. TSCAM 593.9; TSGBI 593.9;TSHSI 593.9; PTSN 593.9 160hrs. since New lower spar caps and upper spar car extensions. Winglets, Vortex generators, AgNav GPS. CP 11 nozzles. Annual due July 2024. Located in central Nebraska. Contact Rex at 308-214-1516

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 PCE56683. 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 RCA2600-3Digital. 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 S2R-T34 Thrush, 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, R985AN-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.

Contact Danny at Mid-Continent 800-325-0885

Brand new 2022 Laviasa PA25-235 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. 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 – Helicopters

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

P&W R985. 600 since major overhaul. $35,000 OBO. Call or text Tim Grothe 402-843-6582

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

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

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

R985-AN1-14B Tulsa Overhaul, New pistons, Bosch mags, ignition harness, carb with warranty outright/exchange. Contact Chester Roberts Supply Company at 903-429-6805

Engine - Turbine

Pratt & Whitney PT6A-34. PT6A34 PCE-57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. Contact 817-354-2002

Honeywell/Garrett TPE331-6 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 Since - Overhauled FCU/Prop

Governor/Fuel pump installation. Ready to go NOW!. Asking $400,000 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. Please 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. PT6A34 PCE-57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul.

Call for pricing at 817-354-2002

PT6A-34AG Exchange Engine, Part Number 302088, Serial Number PEC-RB0343. Available for immediate delivery. PT6A rotating component service life record is in the pictures. Contact our experienced sales team today at sales@taeaerospace.com or visit our website, taeaerospace. com, to find out more about our extensive PT6A services. Contact TAE Aerospace at 480-500-6677

Equipment - Dispersal

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

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.

Contact Don Kothe at +1 (308) 692-3315. Please do not email.

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

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

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

For sale: Trotter Controls computerized fire gates (4) FRDS GEN I and (1) FRDS GEN II, (2) GEN I available immediately, and 2 GEN I and 1 GEN II available spring of 2023. All systems are complete (less the wire harness), asking $250K for all (5) or $65K each. Systems were removed operational to upgrade to the GEN III system.

Call 506-261-5023

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

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/

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 Sale50 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

AgPilotX - Helicopter light bar now available with the new iPad based guidance system - AgPilotX. Entire system with helicopter light bar is 13 lbs.

Contact Anthony Fay with Insero for details 480-285-4367

Wanted: SATLOC Bantams, G4 Units & Flow Controllers.

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

Equipment - Parts

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

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

Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps.

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

Thrush 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

New 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

A-K-009 Leaf Spring Conversion Kit PA25 - CTS 1109.21Speed 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 Clamps - Large & Small.

Contact Billy Maxwell at Transland 940-687-1100

Transland 4” Delrin Hopper Vents.

Call Billy Maxwell at Transland 940-687-1100 or email sales@ translandllc.com for more information

Transland Grip Steps for AT aircraft.

Call Billy Maxwell at Transland 940-687-1100 or email sales@ translandllc.com for more information

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

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.

Call 509-635-1212

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 867SHPcertified 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

Contact 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. CallFarm Air at 877-715-8476

Like new portable load pad suitable for an 802. Very little use.

Call Farm Air at 877-715-8476

Help Wanted

Full-Time and Seasonal Pilots Needed- Growing 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 NeededNorthern 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 Wanted Western operation looking for an

R66 helicopter and pilot. Longterm contract. All inquiries must include a resume or list of total times.

Email blindads@agairupdate. com Subject: ID#3900

Experienced AT-502 Pilots

Needed - Looking for experienced pilots to fly our well-maintained AT-502’s. This is a full-time turbine position in the Upper Midwest, spanning from May to mid-September. We spray a large variety of crops with fungicide and insecticide with some herbicide, along with cover crop spreading. Must have herbicide experience. We offer competitive pay adjusted by experience. Be willing to travel the Midwest in-season. All inquiries must include a resume or list of total times.

Email blindads@agairupdate. com, Subject: ID#327

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 NeededLakeland 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 rpotter@lakelandaviation.net or Chris Nolta (530) 517-1253 cnagpilot@comcast.net

AT-602 Pilot Wanted in Mongolia - Thomas Air LLC Mongolia is looking for an experienced fixedwing 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

2 Canadian Turbine Pilot Wanted Kinniburgh Spray Service LTD, based in Taber, AB is a proactive organization with over 70 years of service, requires 2 Professional Agriculture Aerial Applicators to fly our Air Tractors 502 and or 802 from May 30, 2024 to September 30, 2024. Job duties: Fly fixed wing Turbine Air Tractor safely and efficiently. Work with customers and ground crew in a professional manner. Be available when conditions are optimum. Perform elementary maintenance and servicing of aircraft and maintain journey logs following Transport Canada guidelines. Certificates Required: Canadian Commercial pilots license, Alberta and Saskatchewan Aerial Pesticide, Applicator License, Valid Category One Medical license. Skills Required: Min 2500 Hrs Ag Turbine of which 1000 hrs must be turbine Air Tractor, Proficient in speaking, reading and writing English, Capable of operating Satloc GPS systems, Clean Flight Record, Insurable through our insurance provider. Wages/ Salary: $95/Hr based on 40hr/ week, overtime with remuneration. Wages based on acres sprayed, acres sprayed in season depend upon weather and farm economy. Workers compensation provided. Benefits and relocation expenses provided.

Email resume including references to info@kinniburghspray.com. Only successful applicants will be contacted

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 midAugust. Minimum experience500 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. Accident-free 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 306848-1044. Call Justin Farr at Farr Air Inc. 306-861-6675 or 306-848-1044

Looking to Hire a Long-Term, Experienced AT-502B PilotWell-established company in California looking to hire a longterm 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 AT502/602. 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. 701339-8799 gravesen.chad@gmail.com

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 industryleading 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

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: Conscentious, organized, willing to learn, get things done, team players.Will perform/participate in Sheduled/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 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/ManagerNorth 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. Competitive Wage Health / Dental / Optical Insurance PTO Paid holidays 401k Job Type: Fulltime, 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 long-term 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 silvicultural 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 NovemberFebruary. 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 AT-402 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. Licenced 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 Trush 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 and references are attached.

For more information email cerionidiego@gmail.com

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 +1 (417) 763-7675

Operations For Sale

Ag business for sale in Texas: Located on the city airport, 3900 ft paved runway, two big drivethru 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:

Propellers

Hamilton Standard 12D30AG100-2, 400 hrs. since major overhaul. Removed from Ag Cat for an upgrade. $17,500. Call or text Tim Grothe 402-843-6582

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 6511A9 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

AG Pilot Minimum Standards at Eagle Vistas: From 0 time or pilots only needing Ag Pilot training. Planes in our Ag Program: Dual Ag Cat GR164A, Dual Cessna 305/L19, & Pawnee PA-25/235 Single for Solo/Dump/Spray. Private all in Tailwheel, Tailwheel Proficiency, and UpSet/Spin recovery. Commercial Pilot and Instrument rating available. SATLOC Bantam, TracMap, & AgNav GPS. Ag Aviation Consultants for Ag Operation Certificate part 137. See videos at www.eaglevistas.com. Call Eagle Vistas at +1 (772) 285-5506

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

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.