AgAir Update - May 2024

FERREIRA & SOUZA AEROAGRICULTURAL:

FATHER AND SON REUNITED FOR THE LOVE OF AVIATION

MYTHBUSTING THE FARM BILL | | ON THE ROAD AGAIN RISK HAS NO MEMORY

IN APRIL 1974 THE FIRST AIR TRACTOR WAS DELIVERED.

Since then our focus has been continuous improvement in quality, productivity, dependability, pilot safety, and customer service.

Thanks for flying with us. We’re looking forward to the next fifty years.

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!

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FROM THE COCKPIT

Bill Lavender | bill@agairupdate.com

More on Drones

Ihave been monitoring the continued push by drone-affiliated companies to enter the ag aviation marketplace. Having been in ag aviation for over 50 years, I feel there are some of them that are trying to break into the industry the right way and some that are living in an alternate universe.

Most AgAir Update readers realize the challenges presented to drone operators. My main issue is the developing lack of an equal playing field, which means regulations and application techniques. Those two points summarize the significant challenges I see for drone operators. There are other challenges besides those, such as battery charge life and qualified (licensed, both FAA and Pesticide Applicator) drone pilots, which will work themselves out as technology progresses and training is completed. These are challenging to overcome if they can be.

I am not against drones being used in the correct context. As a matter of fact, the drone has a unique place in aerial application. The problem I see is that some drone operators are unaware of the correct way to make an aerial application. For instance, abiding by current chemical labeling, calibration of nozzles, sharing of 137 certificates, etc. News articles I read imply or directly state applications are being made at rates below legal label rates. It seems arbitrary and unrealistic for the current state of ag aviation. Yes, I know exemptions have been made. It will be interesting to see how that plays out. Undoubtedly, drone applications must be held to the same standards as manned aircraft. As does the equipment.

Yes, drones have a critical role in agricultural aviation. We know they can treat inaccessible areas for typical Part 137 agricultural aircraft. Anyone should understand that without exceptions to the rules and regulations followed by Part 137 operators, the widespread use of drones is a non-starter. So, why are drones given a pass, no pun intended, to the

rules and regulations that have guided agricultural aviation for decades?

I will be one of the first to acknowledge that chemical label application rates need re-evaluation. It is a proven fact that a significant number of chemical applications can be made safely and effectively at lower rates; much lower rates.

One day, regulators and chemical companies will adequately address this issue: low-volume (LV) and ultra-low-volume (ULV) applications. The chemical companies will follow once the regulators “open the door” to LV and ULV applications. Ag operators are simply waiting until these entities get their act together.

You say, “What about the continued development of large drones, possibly to a capacity size in both power and payload to a Part 137 ag aircraft?” Think about the cost and return on investment. Where will that be? Once a drone that is competitive with a typical ag aircraft is developed, the cost-benefit goes out the window. Whatever savings made by being pilotless will be offset by having a qualified, licensed drone pilot and the sophisticated equipment needed to guide a severalthousand-pound drone. Will the FAA require licensed mechanics to work on them at that time? Annual inspections? Who will make these inspections? Today’s IA and A&P will not know about the sophisticated guidance systems, and I am not referring to only the GPS units but also the hardware. The deeper one digs into the progression of drones in ag aviation, the clearer it becomes that anything application-wise, other than touch-up work, becomes impractical.

Why are there ample examples of drone operators wanting to, or even entering ag aviation for widespread spraying? Are they that uniformed? Most drone

(Continued on page 8)

operators are very good at developing their aircraft, to a point. There is much more to ag aviation than following a GPS A-B line. I predict drone operators will tire of changing batteries multiple times, landing repeatedly, and fixing components not intended for this kind of abuse and corrosive environment, to name a few issues drone operators will face, all for a tiny sum of money for the effort and investment that was made to ag spray with a drone. The more drone operators push for widespread aerial applications, the sooner they will realize the improbability of becoming an effective and profitable operation.

The drone component of the aerial application industry is trying to organize, as evidenced by the recent symposium in Gulf Shores, AL. The NAAA was in

attendance, and Andrew Moore gave a very factual presentation. It would be a mistake for drones to be ignored or shunned to the point that they have their own independent association. The aerial application industry has a fantastic association, and who better to welcome drone operators, with proper training and operating standards than the NAAA and our industry operators?

Until next month, Keep Turning…

CALENDAR OF EVENTS

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

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

AGAV PICS

A Bell 206 awaits its next spray run in Illinois.

- Photo by @helicopterpilotlife on IG

A Turbo AgCat working hard.

- Photo by @agaviationphotography on IG

An Air Tractor sunset.

- Photo by @tangaraaeroagricola on IG

A view from the cockpit in Orlandia, Brazil.

- Photo by @viniciuskfsantos on IG

An AT-502XP spreading rice.

- Photo by @jo_jo_richard on IG

A historical look back at Lee Farms in the mid 1970s running a Thrush.

- Photo by @ckleejr on IG

A Thrush at sunset in Star City, Indiana.

- Photo by @tomjonesfoto on IG

A Thrush working hard in Pista De Aviacion La Flora. Guatemala.

- Photo by @aviacion_agricola_guatemalteca on IG

Ag operations in New Zealand with the Robinson R44.

- Photo by @helihire on IG

An AgCat works to plant rice via a dry spreader.

- Photo by @dwitt2945 on IG

An Air Tractor 502B arriving at Aeroporto De Porangatu.

- Photo by @cleversonjrfotos on IG

Fire in the sky in Brazil.

- Photo by @voandobaixo_br on IG

FERREIRA & SOUZA AEROAGRICULTURAL: FATH ER AND SON REUNITED FOR

THE LOVE OF AVIATION

by Ernesto Franzen

Mário (left) and João Paulo Ferreira de Souza (right), father and son brought together by their love of aviation.

Someone arriving at Fazenda Mário Ferreira might think he or she was suddenly transported to somewhere in Iowa or Kansas. It doesn’t look like a typical Brazilian farm, situated around crop-covered gentle hills with grain elevators visible in the distance, with an asphalt road well into the impeccably clean farming facilities and manicured lawns. It is only when Mário Ferreira de Souza activates the hangar power door from

his cellphone to reveal two immaculate EMB-202 Ipanemas inside that you confirm you’re still in Brazil - in Boa Esperança, state of Paraná, to be exact.

Mário Ferreira de Souza comes from a farming family from Primeiro de Maio, a city in Paraná right next to the border of the state of São Paulo. Mário’s family

(Continued on page 14)

All Ferreira & Souza equipment and facilities are kept impeccably clean.

had no farm and used to rent land to grow their crops. Mário worked hard to buy his own land, where he now grows soybean, corn, and wheat. All the while, he was falling in love with flying. Initially, he co-owned an ultralight aircraft with an uncle, but he soon moved on to “real” airplanes, buying a Piper PA-18 in 1992, even before he finished his private pilot course at the Aeroclube de Campo Mourão.

Mário is actually fond of dealing with aircraft, having bought and sold 16 aircraft so far. He bought his

first Ipanema, an EMB-201A, in 1999, and in 2000, he started an ag operation called Aviação Agrícola Boa Esperança Ltda. With a nephew who is an ag pilot as a partner.

As Mário’s son João Paulo Ferreira de Souza grew up, Márioi expected him to follow his steps and help him in the ag aviation business, but João Paulo had other interests. He wanted to get a degree

(Continued on page 16)

Ferreira & Souza hangar at its base in Naviraí-MS.

The pre-mixing area at the Ferreira & Souza base. The motor pump is just a backup for the electric pump that is normally used.

in computer science, so he went to college. This caused an estrangement between father and son, but fortunately, it didn’t last long; after six months, João Paulo changed his mind and went to the Aeroclube de Londrina for his private pilot course, which he started in 2010 and finished in 2011. On good terms with

his son, Mário bought a Cessna 140 for João Paulo to build time for his commercial pilot license and ag school. Mário says this is the cheapest way to obtain the required flight experience, as the airplane holds

(Continued on page 18)

The Ferreira & Souza hangar, with its two Ipanemas EMB-202.

As pilot Maurivan Oliveira said: “No one needs to sweat pushing a plane at Ferreira & Souza”.

its value when you sell it. With an airplane at his disposal, João Paulo built his hours very quickly, and in 2012 he took his ag school course at the Aeroclube de Ponta Grossa.

In 2013, Mário’s nephew and partner in Aviação Agrícola Boa Esperança decided to go his own way, so Mário and João Paulo started a new company, Ferreira & Souza Aeroagrícola Ltda. It is based on Fazenda Mário Ferreira and operates out of a 700-meter private grass strip (SNYY). Like all the facilities and equipment

on the farm, its airplanes, loading area, and hangar are kept spotlessly clean.

Until 2016, Mário took care of the farm and the administrative chores of the ag operation while João Paulo flew. Whenever things got too busy, one of Mário’s two nephews, who are ag pilots, would come to help. That year, Mário got his aerial applicator license at the Aeroclube de Ibitinga ag school,

(Continued on page 20)

Mário Ferreira has a second hangar for his other non-agricultural planes, currently a Tecnam P92 Echo (LSA,

at the front) and a Beechcraft Bonanza V35B.

The two Ipanemas from Ferreira & Souza in their loading yard, next to their hangar and the grass runway.

becoming one of Brazil’s few private pilots with an ag rating. Not holding a commercial license, Mário can only spray his own crops, but as he fondly says, he sprays “100% of them”.

As Mário enjoys trading planes, Ferreira & Souza has had several different ag planes, including an older model EMB-201 Ipanema, a Piper Pawnee 260, and an Air Tractor AT-402A they operated for two years.

However, in 2016 and 2017, many Ferreira & Souza customers in Boa Esperança bought large ground rigs, reducing the demand for aerial applications. Mário and João Paulo had to look for other clients to keep their operation flying and found them in Naviraí, in the state of Mato Grosso do Sul, about 150 miles northwest of Boa Esperança. Mário and João Paulo built a base with a hangar and a strip in a farm that belongs to their largest customer. Like in Boa Esperança, most of their customers are neighboring farms, so they fly out of only three satellite strips in addition to the base strip.

Today, Ferreira & Souza operates two EMB-202 Ipanemas with Zanoni spray equipment, Travicar GPS units, and flowmeters. They use rotary atomizers to spray insecticides and fungicides at 1.2 and 1.25 GPA - the 0.05 “extra” GPA being for easier figures when

spraying fields in “requires,” an ancient area measure roughly equivalent to 5.93 acres that are still used in the state of Paraná. Ferreira & Souza does not spray herbicides. About 70% of their work is in Naviraí, with the remaining 30% around their home base in Boa Esperança. Crops sprayed are mostly soybeans and corn, about evenly divided, except for a little wheat and sugarcane.

Once split over João Paulo’s professional plans, today, father and son work very closely together, planning the future of Ferreira & Souza Aeroagrícola. They were recently joined by Maurivan Oliveira, a former loader who obtained his private and commercial licenses in the Aeroclube de Toledo. He then saved for three years to pay for ag school, which he attended in 2015 in the Aeroclube de Ponta Grossa. He then flew a difficult season in the state of Pará (in the Brazilian Amazon) before finding a seat in an operation in the state of São Paulo, where he flew for six years and got to fly an Air Tractor AT-402A. Maurivan will operate mostly in Naviraí, where he will be close to his family.

With such a well organized operation, Mário flying his own crops and João Paulo and Maurivan flying full-time for the other customers, their expansion plans for Ferreira & Souza Aeroagrícola will certainly succeed..

The Ferreira & Souza Aeroagrícola team (L-R): Julio Dominelli, Maurivan Oliveira, João Paulo Ferreira de Souza, Mário Ferreira de Souza and Tiago Araújo.

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

Compressor

Accessory

MAINTAINING THE LEADING EDGE

ROTORCRAFT REPAIR AND MANUFACTURING’S DRAGON SKIN XTREME COATING IS A PREMIUM WAY TO ADVANCE BLADE PROTECTION.

BY HOWARD SLUTSKEN

Maga

The rotor blades on a brand-new helicopter are clean and pristine, with an optimized lift-generating airfoil that perfectly slices through the air.

Put that aircraft into service on agricultural, firefighting, or military missions, and the blades will quickly show the effects of flying in a harsh environment.

“The leading edge of the blade becomes beat up and eroded, and then you no longer have a nice, beautiful airfoil,” explained Seth Hardage, owner of Rotorcraft Repair and Manufacturing in Pocohontas, Arkansas. “It affects how the helicopter will fly — it will no longer fly nice and smooth. It makes the blades not track as well, and over time, it’s putting extra stress on the engine so you’re also using more fuel.”

six years of rigorous testing before receiving Federal Aviation Administration (FAA) approvals in 2012. Since then, in a careful rollout, Rotorcraft has made DSX available to a select group of customers.

“We needed to let it go out and fly. We didn’t want to tell a lot of people about it until we knew it could last many, many hours,” Hardage said.

And in this extended field test, DSX has exceeded his expectations.

DECADES OF EXPERIENCE

Rotorcraft overhauls or repairs an average of 350 blades per year, ranging from the vintage wooden blades on a classic Bell 47 to the massive rotors from a Boeing Chinook.

including x-ray, borescope and eddy current testing.

If required, Rotorcraft draws on its in-house engineering team to develop repair processes and procedures to submit for FAA approval.

With decades of experience in overhaul and repair of rotor blades, to address the problem, Rotorcraft has quietly developed an advanced blade erosion and corrosion protection coating.

Rotorcraft’s proprietary Dragon Skin Xtreme — DSX — underwent

“We’ve seen more than 3,000 hours of hard flying on a helicopter, and while DSX does wear, it wears so evenly that it always keeps a perfect airfoil. It’s very rare to have a coated blade come back. We’ve only seen them return with some type of damage elsewhere on the blade,” Hardage said. “We’ve had a couple of customers where the blade is flown out of its life limit, and I’ve bought the blade back so I could see how the coating did over all that time.”

According to Hardage, DSX can be easily applied during the time that a blade is in his shop for overhaul.

“There are a few extra steps we have to take, but nothing major.”

With a mix of work — 60 percent on metal blades and 40 percent on composite ones — Rotorcraft’s bread-and-butter is rotors from Airbus and Bell light and medium helicopters.

When a blade comes in the door, Hardage and his team get to work, first with an extensive preliminary inspection.

“I’m very eager to get the paint and finish removed because it can hide a lot of problems. I spend a lot of time looking at the blade’s structure, a lot of time trying to understand what the blade is going through, and I keep in mind what this blade is doing for a living, what they’re doing with this aircraft,” Hardage said. “I know what to look for.”

As part of its repair process, the company can perform a full range of non-destructive blade inspections,

OLD BLADE WITHOUT COATING

But it’s the company’s institutional knowledge that gives it an advantage in its operations, going back to the original owners — the Propst brothers.

Having operated Bell 47s for crop dusting and forestry work, the three brothers realized a huge time savings by doing their own blade work, rather than having to ship the blades out for repair.

“If they had to pull the blades off, then their helicopter was down, and it could take months and months to get the blades done. So, in 1992, they opened their own blade repair station in Black Rock, Arkansas.”

Drawing on relationships with original engineers from Bell — including William Underhill and Herb Waldrup, the men who developed Bell main rotor blades — Rotorcraft gained much of its knowledge and experience.

That benefited Hardage when he began working with the Propst brothers in 2018, which led to his purchase of Rotorcraft in 2020, and a move in 2021 to a 40,000-squarefoot (3,716-square-meter) building in Pocohontas, where he and his family have their roots.

A PERSONAL CONNECTION

Rotorcraft’s success has been driven by its relationships with its customers, and word-of-mouth recommendations continue to bring new business to the company.

OLD BLADE WITH COATING • NEW BLADE WITH COATING

“When someone calls, I want to get to know them. They’re putting a lot of trust in me. I’m going to be working on something where lives are on the line,” he said.

It’s important for Hardage to maintain those strong relationships, which he does with visits to his clients.

“I understand we’ve got these new technologies, but face-to-face and a good old handshake goes so much further.”

(870) 202-1454

info@rotorcraft.biz

www.rotorcraft.biz

EPA Leadership States Movement Towards More Realistic Refinement and Use of Aerial Drift Model

via the National Agricultural Aviation Association

During the 2024 CropLife and Rise Regulatory Conference in April, EPA OPP Deputy Assistant Administrator Jake Li announced that the Environmental Protection Agency (EPA) intends to host a workshop at the end of the year. This event will be for growers and other stakeholders to discuss and better understand the EPA’s FIFRA risk assessment process, specifically how it evaluates off-target risks to endangered species. Li also mentioned that the EPA is looking into refining its assessment process using improved real-world data.

As part of these improvements, the EPA plans to update its approach to assessing drift by incorporating research and recommendations from the National Agricultural Aviation Association (NAAA). This will ensure that the agency’s AgDRIFT model is in line with current agricultural practices. This development is considered good news for the aerial application industry, especially

as it comes from high-ranking EPA officials who regulate pesticides.

NAAA has long advocated for the agency to default to Tier 3 of the AgDRIFT atmospheric model for calculating pesticide movement when applied aerially. Tier 3 of the model considers more realistic conditions, such as larger droplet sizes and shorter boom lengths relative to wing or rotor span. This approach helps to minimize drift and increase the possibility of pesticides being suitable for aerial use without the need for overly restrictive and unnecessary label conditions.

The announcement from senior EPA political leaders that these more realistic conditions will be factored into the risk assessment process is promising news. It represents a long-standing goal of the NAAA to benefit aerial application operations and support sustainable agricultural practices.

Lane Aviation is your North American Micronair dealer, providing proven technology that is used in over a hundred countries across the globe. The Micronair family of products are tailored to meet the varying needs of specific industries which include aerial spraying, horticulture and viticulture, agriculture, animal and public health, forestry and migrant pest control.

AgAviation Program Graduate: Jake Hillsman

Jake Hillsman is the latest graduate of the Plane Cents Aviation AgAviation program held in Miller, Missouri, graduating the program on February 21st, 2024.

Jake’s goals include wanting to feed America through aviation and to be a good pilot. Jake wants to carry on the art of aerial application and to give glory to god for every flight he gets the chance to take.

Jake plans to stay on in Miller, MO working for Plane Cents Aviation.

NAAA INSIGHTS

NAAA Empowering Future Aerial Applicators Through Three Available Scholarships

Deadlines: Aug. 31, 2024 and Sept. 15, 2024

The National Agricultural Aviation Association (NAAA), with the support of several Allied members, is offering three scholarship programs in 2024, totaling $29,000 in scholarship funds. Whether you’re a student, an aspiring ag pilot or an ag pilot interested in turbine training, we have scholarship funds for you!

Please contact NAAA at information@agaviation.org or (202) 546-5722 for clarification about any of the scholarship program requirements.

NAAA Support Committee Scholarship

The NAAA Support Committee will award a $2,000 scholarship as top prize, and Covington Aircraft Engines has generously agreed to sponsor a $1,000 scholarship. All funds are in U.S. dollars.

How to Apply & Deadline

Submissions must be an essay of at least 1,500 words or a 5-minute multimedia presentation. Submissions are now online. The deadline is Sept. 15, 2024. Learn more about the Support Committee Scholarship and review the instructions at AgAviation.org/career/scholarships.

2024 Essay Topic:

What are the biggest obstacles to the ag aviation industry in your area? Discuss how they can be overcome.

The 2024 Support Scholarship Contest is open to any individual sponsored by an NAAA member. The scholarship is not restricted to individuals pursuing a “flying career” and can be used toward any educational pursuit beyond high school (at any age).

Previous winners are not eligible to compete.

NAAA’s ‘Ag Wings of Tomorrow’ Scholarship

Four $5,000 scholarships are available for aspiring ag aviators who are sponsored by an NAAA Operator. The NAAA “Ag Wings of Tomorrow” Scholarship is back again this year, thanks to the generous support of BASF and Thrush Aircraft. The scholarship program is offering $20,000 in aid to assist four aspiring ag pilots in their journey. All funds are in U.S. dollars.

The goal of NAAA’s “Ag Wings of Tomorrow” Scholarship Program is to strengthen the aerial application industry by helping operator members bring new pilots into the profession and help fund their training. Applicants must be sponsored by an NAAA Operator member. Scholarship recipients may use the proceeds for flight training or aviation or ag-related coursework at a university, college, community college or other institution of higher learning. A stipend for a trainee in an NAAA Operator-sponsored apprentice program is also permissible. The scholarship program is administered by NAAA and funded by educational grants from BASF and Thrush Aircraft.

Investing in aspiring ag aviators is a win-win for NAAA Operator members and individuals seeking training funds to support their pursuit of becoming a professional ag pilot.

How to Apply & Deadline

To be considered for the 2024 scholarship, along with completing the two-part application, every applicant must submit:

• A letter of recommendation from the NAAA Operator member sponsoring the applicant.

• An essay of 250 words or less explaining why the applicant wants to pursue a career in agricultural aviation and how they would use NAAA’s “Ag Wings of Tomorrow” Scholarship to further their education and training.

• A one-page résumé or list of activities detailing all agricultural and aviation experiences, education and training.

Applicants must apply using the online application process. The deadline is Aug. 31, 2024. Learn more about the 2024 NAAA “Ag Wings of Tomorrow” Scholarship and review the instructions at AgAviation.org/career/ scholarships.

While the applicant must be sponsored by an NAAA Operator member, NAAA membership is not a prerequisite for applying for the “Ag Wings of Tomorrow” Scholarship. Still, becoming an NAAA Associate member is an excellent way for candidates to learn more about the industry and augment their training.

Restrictions

Applicants can apply for the NAAA “Ag Wings of Tomorrow” Scholarship or the Charles Stokes Memorial Turbine Training Scholarship, but not both in the same year.

NAAA Operator members may only sponsor one NAAA “Ag Wings of Tomorrow” Scholarship applicant a year. They can also sponsor a Charles Stokes Memorial Turbine Training Scholarship applicant in the same year, but the applicants can’t be the same person applying for both scholarships in the same year.

Charles Stokes Memorial Turbine Training Scholarship

Two $3,000 scholarships are available to eligible NAAA Operator and Pilot members for turbine transition training through the 2024 Charles Stokes Memorial Turbine Training Scholarship. The NAAA scholarship program was established in 2023 and has been made possible thanks to a generous educational grant funded by Jim Mills of Turbines Inc., who established the scholarship in memory of Charles Stokes.

The Charles Stokes Memorial Turbine Training Scholarship was created to provide training funds to agricultural pilots with a minimum of 150 hours of ag time for use at a turbine transition course or program. The scholarship must be used for turbine flight training at a qualified flight school or turbine training facility. All funds are in U.S. dollars.

Eligibility

Applicants must:

• Have a minimum of 150 hours of ag time.

• Be a Pilot, Affiliated Operator or Operator member of NAAA.

• Be sponsored by an NAAA Operator member in the Operator dues category who will write a letter of recommendation on their behalf. (Operator applicants may not sponsor themselves; another NAAA Operator member would need to sponsor them.)

How to Apply & Deadline

Applicants must apply using the online application process. The deadline is Aug. 31, 2024. Further details and a link to the online application is available at AgAviation.org/career/scholarships.

Restrictions

Applicants may only apply for one NAAA pilot-training scholarship a year – either the Charles Stokes Memorial Turbine Training Scholarship or the NAAA “Ag Wings of Tomorrow” Scholarship, but not both in the same year.

NAAA Operator members may only sponsor one Charles Stokes Memorial Turbine Training Scholarship annually. They can sponsor an NAAA “Ag Wings of Tomorrow” Scholarship applicant in the same year, but the applicants can’t be the same person applying for both scholarships.

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.)

Michelle Miller | michelle@thefarmbabe.com

Mythbusting the Farm Bill:

What is it and what does it do?

The Farm Bill is a package of legislation passed roughly every five years that greatly impacts agriculture and nutrition programs. The bill outlines mandatory and discretionary funding for many programs that are important to the everyday lives of people across the country and governs a wide variety of food and agriculture programs.

Farm bills were first created in the 1930s to help struggling farmers. Originally, the first program supported some commodities like corn, soybeans, wheat, cotton, rice, peanuts, dairy, and sugar. Over the years, farm bills have expanded to include nutrition, horticulture, bioenergy, expansion of conservation, research, rural development, and more. The farm bill has helped the industry to grow and evolve over time. It’s an extremely important bill because it allows legislators to simultaneously address many agriculture and food issues.

The current Farm Bill was enacted on December 20, 2018. It was originally supposed to expire on September 30, 2023, but on November 16, 2023, President Biden signed H.R. 6363, the Further Continuing Appropriations and Other Extensions Act, 2024, which extended the 2018 Farm Bill. This extension allows authorized programs to continue through Sept. 30, 2024.

Some farm bill programs expire, so they need to be renewed. There have been 18 farm bills since they first started in the 1930s. If the farm bill expires without a new bill or an extension, all programs will return to the 1949 farm bill, which covers support price programs for a limited number of commodities. This gives farmers, ranchers, and legislators a big push to pass farm bills promptly. It is also important that the farm bill has a set expiration time, as it allows for the opportunity to update and change programs as market and economic conditions change.

What Does the Farm Bill Do?

Let’s dive into what the current farm bill does and what farm bill funding is used for. The 2018 Farm Bill has 12 titles covering various agriculture and nutrition topics.

Title I, Commodity Programs: This title provides support for major commodity crops, including wheat, corn, soybeans, peanuts, rice, dairy, and sugar. It also provides disaster assistance to farmers.

Title II, Conservation: This title provides voluntary conservation programs in which farmers and ranchers can participate. These programs encourage environmental

(Continued on page 34)

stewardship, improve land management, and help address natural resource and environmental concerns.

Title III, Trade: The title supports agricultural export programs and international trade development.

Title IV, Nutrition: The nutrition title provides nutrition assistance for low-income households. One of the best-known programs the Farm Bill supports is the Supplemental Nutrition Assistance Program (SNAP). The nutrition title also makes the farm bill important to everyone, not just farmers and ranchers.

Title V, Credit: This title offers government loans and guarantees to farmers and ranchers to purchase land and run operations.

Title VI, Rural Development: This title supports rural development by offering grants, loans, and guarantees for housing, community facilities, businesses, and utility programs in rural areas.

Title VII, Research, Extension, and Related Matters: This title is technically the oldest title of the farm bill, stemming from the Morrill Land Grant Act of 1862. This act created the United States Department of Agriculture (USDA) and charged it with primarily

supporting agricultural research. Today, this title still plays an important role in supporting ag research and extension programs nationwide.

Title VII, Forestry: The forestry title supports forestry management programs run by the USDA’s forest service. It was first added to the farm bill in 2002.

Title IX, Energy: This title supports the development of renewable energy systems on farms and in communities. It also uses grants and loan guarantees to support ethanol and biofuel production.

Title X, Horticulture: The horticulture title supports the production of specialty crops, USDA-certified organic foods, and locally produced foods. Another interesting this this title does is provide a framework for industrial hemp production.

Title XI, Crop Insurance: This title provides new and continued insurance products for producers to purchase in a public-private partnership through the permanently authorized Federal Crop Insurance Program. These programs help protect producers against losses resulting from price and yield risks on over 445 million acres.

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Title XII, Miscellaneous: The miscellaneous title supports many programs. Some of the most notable include programs for livestock and poultry, support for beginning farmers and ranchers, support for historically underserved producers, and more. Many of the programs under the miscellaneous title are individual programs that address specific problems.

How is the Farm Bill Budget Spent?

Let’s take a quick look at the farm bill budget and where farm bill dollars are spent. It was estimated that the 2018 farm bill would cost about $428 billion over the five years of the bill (2018-2023). In 2023 (before the 2018 farm bill was extended to 2024), it was estimated that a 2023 farm bill would cost $725 billion over the next five years (2023-2028). Over time, the proportions of the farm bill budget have shifted.

In the 2023 projection of the farm bill budget, over 83% of the budget goes toward the nutrition title. This amount has increased since the farm bill was enacted in 2018, mostly to reflect pandemic assistance and administrative adjustments made in SNAP benefit calculations. The second largest title budget-wise is crop insurance, which accounts for almost 7% of the budget. Next up is commodity programs, which is almost 5%. After that is conservation, which is about 4%. The other titles account for less than 1% of farm bill spending. Many programs in these titles received discretionary funding, meaning they are not funded

through the farm bill but instead receive discretionary appropriations through separate legislation.

Why is the Farm Bill Important, and Where Are We Now?

The 2018 farm bill is still in effect, but a new bill is needed to keep programs current. A lot has changed in the last five years, so we must pass a bill that reflects these changes.

The Farm Bill is a great example of groups coming together to accomplish a common goal. It is a bipartisan bill that brings a wide variety of stakeholders to the discussion. Right now, many groups are lobbying to pass a new farm bill as soon as possible. One example is the American Farm Bureau, which is encouraging individuals to reach out to their elected officials to tell them of the importance of the farm bill.

The farm bill ensures a safe food supply, helps feed the hungry, assists with rural development, supports farmers and ranchers, addresses environmental concerns, and so much more. On the farm side, the farm bill offers commodity programs, loans, crop insurance, and other tools that can help farms achieve longevity. Nutrition programs in the farm bill help low-income families eat. Rural communities also benefit from farm bill programs. The farm bill also changes and adapts over time to meet the needs of the time. The farm bill supports many extremely important programs that affect a significant amount of the U.S. population, not just farmers and ranchers.

The Pleasure of Precision

by Josh Rittenberry

Awise writer once said, “Precision is, after all, not only a form of responsibility and a kind of pleasure, but an instrument of compassion. To be precise requires care, time, and attention.”

Ever since Keenan Carlisle’s father, Kenny “Big Daddy” Carlisle, planted his first crop in 1958 alongside his father-in-law in the lowlands of Southeast Missouri, the Carlisle family has been firmly rooted in agriculture. It was only in 2016 that this agriculture-centric family added aerial application to their growing portfolio when the Carlisle family became involved with Precision Ag Aviation as day-to-day managers of the operation.

“It was a full circle moment for me,” recalls Keenan. “My friend, Rick McCord, approached me and asked if I would be interested in meeting with a group of investors about managing their flying service. I told him no the first time, but I decided to meet them after Rick’s persistence and hard prayer about it with my wife and family. It’s full circle because Rick started flying for my father in 1978, so I’ve been around the business and have known Rick for many years.”

After four years of successful growth, the Carlisle family had an opportunity to purchase Precision Ag Aviation from the group of investors who had owned

it. “In the winter of 2019, we began the purchase of Precision Ag. We took over full ownership in the spring of 2020 with the combined effort of my wife Debbie, my son Kyle and his wife Jessica, my daughter Chelsea and her husband Jordan”, Keenan states.

When the family took control of operations, they had already traded two older model 510 Thrush aircraft and replaced them with two AT802s. Today, the operation runs two AT802s, which service a wide swath of land, including all of Southeast Missouri and

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parts of Western Kentucky. Precision Ag Aviation treats all types of crops typical to the area. They provide services from pre-planting to defoliating just before harvest, then burn down and later fertilizing.

“None of this could happen without our awesome team of pilots, ground crew, and office personnel!” Keenan declares. Precision Ag Aviation has a foundation built on strong familial bonds like many aerial application operations.

“I’m blessed by God to have a great family,” Keenan says proudly. “ We are healthy and happy, and that matters the most to me.” Kyle and his wife Jessica have three children: 17-year-old son Kadin, 15-year-old daughter Peyton, and 7-year-old son Liam. Chelsea and Jordan have a 14-year-old son, Kolby, an 8-year-old daughter, Presley, and a 10-month-old daughter, Josie.

When not working, family time is a priority to Keenan, but he also likes to make time in the winter for deer hunting, which is when he says he does some of his best thinking. Thinking about the state of the aerial application industry, Keenan sees that as the farmers get bigger, timely applications become more important, and therefore, the margins get tighter. So ultimately, traditional manned aerial applicators will be needed for a long time into the future.

Keenan believes, like many, that all of the opportunities encountered in life don’t always come by pure happenstance.

“With God, there’s always an appointed time for things, and when you put Him first, trust in His timing, and keep the faith, miracles happen!”

CRAYMER’S COUNSEL

Robert Craymer | robertc@covingtonaircraft.com

Early Detection

Most of the articles I have presented are focused on best practices. I can share the information, but it is up to each engine owner to do what they want with it. All I can do is lay out a path for success. When things start to go in the wrong direction, there are usually warning signs or signals that indicate a problem is on the horizon.

The PT6A engine has systems to provide some of these warning signs, and I hope everyone here is always listening and looking for them. I have always said the engine will tell you what it wants and what it needs. For example, if you overservice the oil, the engine will push out what it doesn’t want.

Many warning signs of potential problems involve performance. When an engine starts to run at a higher Ng, it could be a signal that it is time for a filter change or a compressor wash. The engine is having to work harder to breathe. A good compressor wash and making sure the filtration system is clean will usually solve that issue.

Another warning signal may be an elevated ITT. If suddenly you cannot get the torque out of the engine you usually have because you are limited by that ITT redline, it could indicate a problem. The engine runs a trim stick, a resistor in the internal turbine temperature system. Occasionally, the resistor may have an issue and not provide the correct resistance. Check it with an OHM meter and verify the proper resistance measurement. You will be back in business. Another item this type of warning signal could be pointing to is distress in the hot section. It will take a borescope of the engine to determine if this is where the issue is. We want to ensure there hasn’t been a tip rub causing a loss of efficiency.

I have had several conversations lately about another warning signal, the chip light. The engine has either

one or two chip detectors installed, depending on the model. These chip detectors are simple in nature. They have two magnetic poles and when a ferrous piece of material comes in contact with both a bridge is formed and sends a signal to the cockpit illuminating a light. This is a warning that something needs investigating. This is a warning that you do not want to ignore. Ferrous metal most typically comes from gears or bearings. If this is the problem, you want to get that addressed.

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One thing that happens from time to time on new or recently worked engines is a chip light. Again, need to investigate it, but it can be a common occurrence. Many locking features inside the engine must be mechanically set. That is a fancy way of saying bent into position. When this occurs, a small sliver of metal may be created. Although we are always mindful of looking for things like this, we don’t always catch them. Even at new manufacture I have seen this happen. The maintenance manual has directions if you find something on the chip detector.

The maintenance manual will guide you through a decision chart based on what you find. For some debris, you will be asked to check the chip detector and oil filter for hours. You will then, based on the results, be directed to check it again down the road.

I bring this up because I had a customer who asked me if I would advise leaving some fine material on the chip detector. His mechanic thought they could gage more clearly if the engine produced additional

material. I suggested cleaning the chip detector and checking the oil screen per the maintenance manual requirements. I can’t see a benefit of leaving material on the chip detector.

I hope no one ever has to deal with any of these warning signs, but my caution to everyone is to always listen to their engine. It will tell you if it needs something or if something is going wrong.

Robert Craymer has worked on PT6A engines and PT6Apowered aircraft for the past three decades, including the last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and has been an instructor of PT6A Maintenance and Familiarization courses for pilots and mechanics. Robert has been elected to the NAAA board as the Allied-Propulsion Board Member.

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

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Pushing Your Luck

How Gambling on Weather Can Be Deadly

by James Williams, FAA

What’s the scariest thing you’ve ever been through in an airplane? For me, pretty much every one of those stories involves weather. Even though my weather gambles paid off, they are still seared into my memory as moments where my life, and in my experiences, the lives of others, teetered on the edge of a knife. Those “good” outcomes rank among the most dangerous moments of my flying experience. That’s one of the reasons I’ve always had a particular interest in weather accidents and watching those trends over time. I’ve written numerous articles over the years on the topic, and my process has always involved reading through general aviation (GA) weather accident reports from the National Transportation Safety Board (NTSB). Reviewing individual reports gives me a feel for details that aren’t easily discernable with a simple numerical count. One trend I noticed declining in a recent data review was the number of pilots without instrument ratings who were filing and flying on IFR (instrument flight rules) flight plans. Let’s look at the numbers.

By the Numbers

For this article I reviewed accident data between 2017 and 2021. This yielded 177 accidents with 83% fatal and 321 lives lost. The rate hovered around 30 to 40 accidents per year, with 2017 being the highest (40) and 2018 being the lowest (29). Of these accidents, 75% resulted in loss of control (LOC) and 25% were controlled flight into terrain (CFIT) or obstacle strikes.

More than half of all the accidents I reviewed involved visual flight rules (VFR) operation into instrument metrological conditions (IMC), and a third of them involved a failure to prepare for the flight properly

in terms of a weather briefing. More than a third of the pilots did not possess an instrument rating. Other weather-related factors, such as icing (12%), thunderstorms (10%), and turbulence (6%), were noteworthy but not a significant driving force. A larger area of concern was the 29% of accidents involving a failure to follow instrument procedures and air traffic control (ATC) instructions. The percentages don’t equal 100% as more than one factor may be involved in each accident.

The Devil in the Details

While it is time-consuming to skim more than 200 NTSB reports (there are more than a few accidents that were mechanical in nature and had to be excluded), it does give you an excellent feel for how these accidents are happening. As I mentioned earlier, a notable trend in prior decades saw a surprising number of non-instrument-rated pilots filing and flying IFR and ending up in an accident report. By the turn of the century, these incidents had all but disappeared. The failures to obtain a preflight briefing are more challenging to detect with the rise of a host of new resources not all of which track usage. But in many cases, we can tell either by conversations with friends, family, and bystanders or by other actions that the pilot was cognizant of the weather. So, the cited third of those accidents involving a failure to properly prepare for a flight only includes those who disregard the need for a weather briefing rather brazenly, meaning there is no record of any other corroborating evidence of weather awareness.

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Keith.Rash@kratosdefense.com 918-367-9665

Keith.Rash@kratosdefense.com 918-367-9665

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Speaking of brazen, there’s something I’ve noticed in the reports. There seems to be a growing trend of non-instrument-rated pilots who take off into IMC with no flight plan despite other pilots, friends/family, or airport denizens strongly urging them not to. In these cases, we know the pilot is well aware of the dangers. In one case that involved an airplane with multiple owners, the non-instrument-rated owner sought advice from an instrument-rated owner regarding the flight. The instrument-rated owner reviewed the planning and weather and told the accident pilot the flight could not be conducted under VFR. Unfortunately, he was right.

In another accident case, an aviation maintenance technician who had just completed repairs to the airplane strongly encouraged the pilot to delay his take-off as the field was experiencing low IMC. The pilot declined this advice and disappeared into the clouds just after lift-off, with fatal results a few minutes later. These aren’t cases where there’s even a chance of staying below the clouds or mistaking the conditions. I have not dug deeply enough to quantify whether this might be a few outliers presenting as a trend or something else entirely, but I will be taking a closer look at it in the future.

When in Doubt

So, how do we address these issues? The first corrective action would be to step up your weather briefing skills. Review the checklist developed by Jeff Arnold in the article “Building Confidence with the Conditions” for more information on specific self-briefing advice.

But in more general terms, you need to emphasize weather briefings and make them more than just a box-checking exercise. While there were exceptions, overwhelmingly, the weather conditions that would prove fatal in so many cases were forecasted before the flight departed. One step that may help would be to use a weather log. This is a method of recording the contents of your briefing in an easy-to-reference format. By categorizing the weather, you force yourself to consider it more deeply than if you just scan the briefing page. You are also creating a record of the conditions that you found acceptable on launch to have something to compare to if you run into unforecasted conditions. Another solution is to crowdsource your decision-making.

It’s crucial to approach flying in the weather with the respect it’s due because when things go wrong, it can easily turn fatal.

With the rise of electronic communications, your briefing data is nothing more than a few virtual keystrokes to

send your proposed flight’s weather log to a fellow pilot for a quick review. Ideally, this would be a mentor with more experience than you, but any other rated pilot still offers a huge benefit; they aren’t invested in making the flight. “Get-there-itis,” especially when combined with the sunk cost fallacy (I paid for a hotel/vacation), does a number on our decision-making capabilities. It’s still hard to combat even when we’re aware of it. Using a neutral party who doesn’t have that kind of investment is an excellent reality check. Another great benefit of using a weather log is the reminder that a go/no-go decision is a continuous process that can be reversed or amended if circumstances change. While a weather log gives you an excellent mechanism to fall back on, it isn’t required for you to reevaluate your decision. If you feel things aren’t going to plan, ask for help and turn around.

Another area of concern is instrument procedures and processes. The failure to follow these critical procedures has a few different causes but primarily boils down to a lack of IFR proficiency and task saturation during IMC. The ideal solution to these problems is more IFR practice in IMC with an instructor. However, both cost and practical considerations, like trying to schedule the weather, make that a challenge.

I’ve always advocated for simulation as an additional tool for this situation. Whether in a formalized environment like a flight school or even at home on a desktop computer, the ability to practice procedures without risk in an IMC environment is a big win. There are even services that employ air traffic controllers to guide you in the sim just as if they were working in an actual approach control environment. This gives you the chance to practice procedures and learn weaknesses in your IFR proficiency that you can work on with an instructor. It’s also an excellent chance to improve radio proficiency and get more comfortable working with controllers.

It’s crucial to approach flying in the weather with the respect it’s due because when things go wrong, it can easily turn fatal. But also, because many of these accidents are so easily avoided. Focus on knowing the conditions you’re expecting, and the capabilities of both you and your aircraft. And avoid thinking about the go/no-go decision as a singular point in time. You can always change your mind if things don’t seem to be going to plan.

Gambling can be a fun pastime in a casino, but you shouldn’t do it in an airplane when the odds are stacked against you. Instead, make your own luck and keep the odds in your favor by following the recommendations above.

Drake Martin | drake.martin@chem-man.com

Cultivating the Next Crop

One of the largest obstacles our industry faces is the number of available pilots and qualified people interested in learning what it takes to become an ag pilot. This past fall and winter, while at various state ag conventions, the number of operators looking to hire pilots was astonishing. It was apparent in the different Facebook groups and online forums everywhere you looked that operators nationwide were looking to fill seats. It is no surprise that the day has finally come when it seems more seats are open than competent pilots can fill them.

Our industry grew so fast and at such a rapid rate, one might say that it is on the cusp of potentially outgrowing itself. More than ever, our nation depends on agriculture, which depends on all ag pilots’ daily work. The need for bigger aircraft increased due to an increased demand for crop protection services offered by ag operators. Bigger equipment meant higher sticker prices, which translated into higher insurance costs. Higher insurance costs led to more requirements to become insurable, making it difficult for new pilots to obtain a seat.

The need for more pilots has been higher than ever in recent years, and with that need has come the obvious question: “Where are the next generation of ag pilots going to come from? Who is going to teach the new generations of pilots? How will they be taught, and what

resources will be utilized to help better prepare the next era of pilots?”

Our industry has had a perpetual need for an aerial application training program that helps achieve the rating and provides real-world scenarios, advanced training, and preparation for an aviation career. Options for an advanced agricultural aviation-centered training program have been very limited throughout the course of history in our industry, let alone one that truly offered an opportunity to utilize state-of-the-art technology, modern equipment, and hands-on training by experienced and wellversed personnel. Such a program now exists and can be found at Delta State University in Cleveland, Mississippi. The Ag Pilot Training Program is one of the only programs to have access to some of the most crucial resources, and among being the first to offer a wide array of training tools, Chem-Man happens to be one of them.

During my visit to the university, I was asked by George Moore, the lead instructor in the aviation program, to present a synopsis of Chem-Man and a training session to the students enrolled in the program on some of the many features Chem-Man offers. Moore is an integral part of curriculum development within the ag program and was a user of Chem-Man in years past.

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Through his experience using Chem-Man, he could see how crucial it would be to introduce the next crop of soon-to-be ag pilots to the many things that Chem-Man can do. George, who boasts an impressive resume of industry experience, first used Chem-Man while working for the Sturdivants (now Due-West Crop Services) in Minter City, Mississippi. George was called upon to return to the Mississippi Delta in the summer of 2017 when the Sturdivants lost their sole pilot in a tragic accident.

George stepped in to fill the void after the accident, which was in the heat of the growing season. Even though George is a Cleveland native, he found himself in unfamiliar territory. He had been away from home for over 20 years while working in Colombia for the State Department in the narcotic control program and flying an Air-Tractor 802 Fire Boss fighting fires.

George explained that Chem-Man was vital in orienting himself where he needed to go by creating maps, generating shapefiles, and managing the workload. Within George’s 30+ years flying career, his many years flying a dual seat 802 in Colombia and an Air-Tractor 802 Fire Boss made him the perfect candidate for instructing in the dual seat 802 where students within the Delta State Ag Training Program get 10 hours of turbine time. Along with the time spent in the twoseat 802, students will find themselves in several different aircraft leading up to the milestone of mastering the 802.

The students enter the program having already achieved their private pilot rating and 100 hours of tailwheel time. Once students arrive, they begin their training by flying an AgPilotX light bar equipped with Citabria and Scout, where they receive 30 hours of light training and basics. From there, they will get the full stick and rudder boot camp while learning to master a 220 Stearman and achieve their high-performance sign-off. After the time in the Stearman is complete, the students will then move on to several hours in a Cessna Ag-Truck where, once mastered, they will then transition into the dual seat AirTractor 802 equipped with a Satloc G4, where they will receive 10 hours of dual instruction.

While the flying aspect is an important part of the program, the ground course is equally, if not more important. George believes that within flying ag, the job is 30% flying, 70% spraying, and ag-centered critical thinking. With that being said, they have molded the course to have a major emphasis on knowledge-based experience pertinent to flying ag.

During the ground course, students will learn how to calculate and figure loads. They will also get handson training assembling a collection of spray gear and nozzles, configuring it with an aircraft, calibrating the nozzles, and adjusting their swaths and spray patterns. Dr. Dennis Gardisser lent his time to the program earlier this spring to discuss the intricacies of pattern testing with students and even hosted a spray clinic.

The students will use Chem-Man free of cost to the school to create work orders, assign recipes, build maps, generate shapefiles, and upload the “asapplied” information. Using Chem-Man as a tool in the ag training program at Delta State helps introduce the students to the nuances of entry-level pilot positions, such as fall timber fertilizer spreading or summer fungicide applications on corn in the Midwest. Both areas in the ag aviation industry require flying largely dependent on using shapefiles for target area identification in spray applications.

One of the other tools the program will offer soon that is revolutionizing the training curriculum is a state-of-the-art Air-Tractor simulator. The simulator will be able to offer GPS training, lightbar training, and spray simulations. It features a landscape in 4K resolution and virtual reality technology that will be so defined that you can see the difference between different types of crops.

A pre-requisite to become enrolled in the program at Delta State is that each student must have a sponsor who is an ag operator who not only vouches for the aptitude and capability of said student but who has also pledged an investment in either presenting an

opportunity in a flying career or offering assistance in job placement. The students will also need at least one year of ground experience working for an ag operation. Among the students enrolled in the program, 90% are affiliated with an operation currently using Chem-Man. We believe that the exposure to Chem-Man during the course curriculum will give the students an advantage within the company they currently work for to show their employers how they can get more out of their current ChemMan subscription.

Ike Brunetti, George Moore, and Brad MacNealy have set the bar high within the ag training program at Delta State. Our industry owes gratitude to the folks behind the program for ensuring that more ag pilots can enter the industry and continue the legacy of the many great ag pilots before them. Having the opportunity to attend an ag school in the past that is no longer in operation, I am excited to see what the future holds for the Delta State program. Our industry desperately needs a new generation of ag pilots who have gone through the best options available to prepare them for their chosen careers better. Everyone, including myself at Chem-Man, is thrilled to be an integral part of the Delta State training process to mold our industry’s future aviators better.

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Risk Has No Memory

by Martin da Costa Porto

Don’t Open the Door to Error, Security Has No Shortcuts

I was sitting in the cockpit, waiting for the ground crew to fuel my plane. Right then a pickup truck arrived with a hard stop, dragging its tires. Its driver jumped out and rushed to me. His eyes were bloodshot (not to say in tears) and with a crop map in his hands he said to me, “Please save my farm. I’ll pay whatever you ask”.

This shows that we pilots, ground crew and especially ag operators should not have excuses. We sell application services, farmers depend on us because often we are their last hope, as we can make the difference between a successful crop or its total loss. For all this, we must do our job.

However, not having excuses does not mean we have to accept every job and say “yes” to everybody. Our limitations are based on predefined protocols and procedures.

Procedures, Protocols and Rules Have Been Written in Blood

This reads a little dramatic, like something out of a movie. However it is true. In aviation you either learn from your own mistakes or from someone else’s.

That’s the reason for hangar talk, mentors, an infinite number of videos and articles like this.

When we talk about history written with blood, we mean aviation itself. How many errors, accidents and fatalities are the cost of our learning. All those failures have been incorporated in the procedures for a safer aviation.

Registering Events

In order to certify an ag operation, Uruguay requires its adherence to the Safety Management System (SMS) and that it registers any safety incidents. Registering safety incidents is voluntary and does not entail punitive actions. This means that any incident that happens in the operation and that does not conform to the Aerial Applications Best Practices should be reported voluntarily. The other keywords are “does not entail punitive actions”. If I admit that I made a mistake, what will happen to me? We should impart in our companies a collaborative environment and adopt continuing improvement practices so that we all can recognize our errors and learn from them. The events to be reported may range from simple to serious, depending on their potential to affect safety.

Risk Has No Memory, Don’t Play Victim and Don’t “Live With Error”

USAF Colonel Mike Mullane (former NASA astronaut and a guest in Air Tractor’s Turn Smart video, (See QR code at the end of this article) speaks about the dangers of the normalization of deviance and how this

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relates to ag aviation. I took three main concepts from it: don’t play victim, know that risk has no memory and more importantly, don’t get used to pushing the envelope while expecting you’ll always get away with it.

If I make hammerhead turns believing I’ll finish a job earlier, if I give in to the pressures of farmers to fly in any conditions, if I accept to fly with an inoperative system and I get used to this, all these situations have an impressive technical name, “normalization of deviance”, or in the simpler words I use to call it, “living with error”. Risk has no memory, I can live with an error one, two or ten times, possibly in the eleventh time I’ll end up in a crash. Why? Because risk has no memory, abnormal situations are exactly that, abnormal. And making them routine does not reduce their potential for catastrophe, just the opposite, it increases it. And after the crash comes the worst part, to live with its consequences. Many then play victim, saying, “why did this happen to me, I have thousands of hours, I’ve done it that way all my life”, and so on.

with it, in order not to have to regret our unpredictability. A good exercise is to “fly ahead” of the airplane, I mean, to figure what will happen, the corrective actions to take and then to focus on the flight phase I’m in.

Concorde pilots (the most complex to fly commercial airplane in the world) had to fly 200 miles ahead of the airplane, to avoid surprises. I’m not asking for us to fly like Concorde pilots, but we can be proactive, take our time to think and assess, register our errors and the most important, not live with errors.

Our goal is not having to face the worst situation a pilot may experience, crashing a plane - if he survives to regret it.

For we should control what is inside our influence circle; there’s no excuse for not fixing what is broken, not replacing a bad procedure and not knowing when to stop.

Give Yourself Some Room to Deal with the Unexpected

I’m speaking for myself, but it certainly happens to many of us. How many times do we feel the need to stop, think and ask ourselves, “Why am I doing this? What’s the reason for this unsafe way to operate? What do I get by living with an error? Whom do I want to please with this?” The difference between humans and animals is what experts call self-awareness. That little inner voice that tells us, “wait, there’s something wrong, stop doing that”. The other option is to act by instinct, like animals do.

That’s the reason why, one way or another, all pilots should have some training about dealing with external pressure, and we all should know our company’s policies about it. Evidently, there are situations in which circumstances force us to give in and push the envelope a little (it would be hypocritical not to admit it), however this shouldn’t become the norm.

We should always expect failure, error or the unexpected and give ourselves some room to deal

No matter if a farmer goes to your airplane in tears and asks you to save his crop, sometimes we have to say no. If we open the door to the “normalization of deviance”, we should know that “risk has no memory”.

Scan this QR Code to watch “Turn Smart” on your device.

Martin da Costa Porto is an ag pilot and ag instructor in Uruguay. He has over 25 years and 12,000 hours flying ag, besides 3,000 hours as a flight instructor. Presently, he runs his own ag operation in Uruguay.

On the Road Again

by Ted Delange

“Just can’t wait to get on the road again…Goin’ places that I’ve never been…”

- Willie Nelson

At the beginning of each season, your ag aviation business undergoes a period of readjustment to get all the kinks out of the operation from receipt of order to finished job. It just takes a while after a break of any significant size

to evolve from the initial awkwardness back to the smoothly oiled machine from the previous year.

However, as the season progresses, we may find ourselves “on the road again” in a completely new

environment via an unfamiliar airstrip some distance from home plate. Whether we’ve seen the airstrip before or not, there is yet another period of adjustment where we must quickly become familiar with the specific requirements of the new location to ensure safe and effective aerial application operations.

There is much to consider: runway size, slope and surface, prevailing winds, obstacles, sensitive neighboring crops—the list is seemingly endless. However, the good news is that the new period of adjustment can be streamlined if we follow a few

guidelines to keep us on track, a bit like taking a basic refresher course when the situation dictates. The only surprises you want are pleasant ones.

One learning experience with an unfamiliar airstrip I had early in my ag career involved a transit distance of a little over a hundred miles to treat a massive infestation of Bertha armyworms on canola fields. It was a lastminute arrangement with few details provided. Our ground coordinator said the farmer had told him he had

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an excellent airstrip he flew from regularly, so I went off my AT-502 with the mobile mixing rig enroute via road.

I guess everyone has their own version of what ‘excellent’ means. Upon arrival, I thought I had the wrong location dialed into the GPS as all I could find was an overgrown grass strip at most 1200 feet long and not more than 20 feet wide. If that wasn’t bad enough, it had a row of 40foot grain bins at one end, a gravel road five feet higher than the strip at the other end, and it was oriented north/south, not east/west like the prevailing wind.

Luckily, the local municipality had a 3000-foot asphalt runway that was essentially unused. It served

us very well during our weeklong stay. By the bye, the farmer did use his strip regularly, albeit with a Piper J-3 Cub on tundra tires. How long is long enough? If I had my druthers, I would always like to work from a 5000foot concrete runway 150 feet wide oriented into the prevailing wind.

“ In practice...we must make accommodations to what is available. It’s difficult to give specific numbers for every situation because of the collective demands of aircraft type, load size, density altitude, and other factors. ”

In practice, though, we must make accommodations to what is available. It’s difficult to give specific numbers for every situation because of the collective demands of aircraft type, load size, density altitude, and other factors. However, I recommend choosing a suitable runway length to assume you have an

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emergency situation requiring you to land with a 10-knot tailwind (because of high obstacles at the wind end) with a full load because the hydraulic spray pump had failed.

Given the rule of thumb that every 2 knots of tailwind increases landing roll by 10%, you’re looking at a 50% increase in rollout distance! Add to that a higher-thannormal approach speed at gross weight, and you have a real challenge.

How wide is wide enough? It should be sufficient to ensure no contact is made with nearby crops if your takeoff or landing is not what it should be and you diverge from the centreline. I’ve seen more than one aircraft twisted into scrap metal from a wingtip or spray boom getting snagged in a mature crop.

In short, never skimp on those things you can control. Have you ever heard the quip about the furniture store salesman who asked a customer what type of mattress he wanted? The customer asked if he had any small, used, cheap ones for sale. This is a bad approach for furniture, and it’s much worse for ag operations.

What about an unfamiliar airstrip with a noticeable gradient, i.e., one end is noticeably ‘higher’ than the other? Taxi to one end and read the altimeter, then do the same to the other end. Dividing the difference by the runway length will give you the gradient.

The rule of thumb is that each 1% of gradient changes the takeoff roll by 10% (uphill adds, downhill decreases). If the takeoff roll on a level airstrip is 2000 feet, a 2% gradient would increase that by 400

feet (20% of 2000) to 2400 feet uphill and decrease that to 1600 feet downhill.

Ideally, we would like to take off downhill to increase acceleration and land uphill to provide greater deceleration. However, we must factor into the effect of wind, where the rule of thumb is that each knot of headwind decreases ground roll by 1%, but every knot of tailwind increases ground roll by 5%.

The real kicker here is that if you find yourself, for whatever reason, having to take off with a 10-knot tailwind, your 2000-foot ground roll will increase by 1000 feet (50%) to 3000 feet! You can see that a tailwind is a really bad actor in takeoff performance.

Let’s not forget to increase your takeoff distance 10% for each additional 1,000 feet of density altitude. With a few calculations, you can get a head start on adapting to an unfamiliar airstrip.

I mentioned not skimping on those things you can control. The only exemption is load size. When flying off an unfamiliar airstrip, choose a light load for the first several trips until you gain experience with the airstrip’s load size. You can gradually increase the load once you have a good feel for the aircraft’s takeoff performance.

One final note. In this age of miniaturized gadgets, you can add several portable weather stations to your mobile equipment to provide critical information such as windspeed and direction at an unfamiliar location. This will make for peace of mind when you’re singing along with Willie about the pleasures of be ing back on the road again.

TWENTY YEARS AGO

Stories from AgAirUpdate Featured 20 Years Ago

Published

Zoren O’Brien A Strong Voice for Ag Aviation

by Jim & Pam Jeffries

IOWA, LA — Confidence was obviously one thing not lacking in this rather large and somewhat intimidating man seated behind the desk. He was listening to a voice on the phone in his ear and at the same time his eyes followed me as I crossed the floor of his office daring me to be a problem in his already crowded day.

His name is Zoren O’Brien. The first time I entered his domain in Iowa, Louisiana I had the distinct feeling I had better present myself well and spit out exactly what is was I wanted. The presence this person behind the desk projected was one that told me I wouldn’t have a second chance.

With Joan’s help, Zoren resolves another issue at the office.

Zoren is owner and operator of O’Brien Flying Service, Inc., was indeed on first encounter, all business. Until he got to know you and what you were all about there was little kidding around. Who were you…what did you want…how much was it going to cost…how much was it going to save him. You better have answers.

Once he got to know you, if you were lucky, the mood could change drastically, More friendly with indeed a warm personal ity and an extremely dry wit. If he didn’t like or respect you it was not something you had to wonder about. If he was only one thing, it was brutally honest. But, Zoren O’Brien has turned out to be much more than that as I have learned over the years.

Zoren flew his early years with Harrison in Pearsall, Texas in D Model Snows and B1A Call Airs. He worked rice for Morgan Crop Service in Lake Charles flying 600 hp Stearmans con verted to ag planes. Zoren flew four years with Hollingsworth flying Ag-Cats in Cleveland, Mis sissippi and three more years for Jack Shannon in Clarksdale, Mis sissippi. These years and varied locations provided Zoren quite a good education and background in the aerial application business.

In 1972 O’Brien started his own business in Iowa, Louisiana with three 600 Ag Cats and a lot of guts. He built his own strip and hangars. He started out with an ultra conservative philoso phy of business and has kept that philosophy all through the years. He has had as many as 13 aircraft at one time and that was during a period of high interest and debt, but he worked his way through it and came out the other side. He tried other aircraft up to 1400 horsepower, but has always returned to the 600 B Model Ag Cat. That’s the best plane for overall use in the market his company serves.

in Memory of Zoren and Joan O’Brien, who were tragically taken from their friends and family on August 28, 2020.

O’Brien Flying Service is one of the few ag aviation compa nies in the world that can see the benefit of sticking to the radial engine bi-plane, while his neighbors and others throughout the country use mono-wing and turbine-powered aircraft. With O’Brien’s unique plan to remain solvent in aircraft ownership and the need for a reliable ag-plane that can work from short and rough strips in Louisiana, the 600 hp Ag-Cat fills the bill.

O’Brien Flying Service is a rice operation, for the most part. About 80-85% of all the work is dry work, mostly on rice in the lower regions of Louisiana. Although, there are some appli cations on soybeans, sugar cane and winter pasture.

O’Brien now has seven planes and loader trucks to serve each one of them. The company has enough spare parts ready and waiting to repair his entire fleet if it was necessary, another advantage of running a like-kind fleet. And all those planes, equipment and spare parts are paid for…no debt. His company is self-insured other than liabil ity. He has surrounded himself with competent and loyal pilots and mechanics that give him 110 percent.

Zoren is ever present within his business. If he is not there in person manning the tele phone while wife Joan writes the checks and keeps the books, then he is available by radio or telephone from wherever he is located. It could be from his truck out checking fields or talking to the farmers he serves. It could be from Washington, D.C. or Baton Rouge, Louisiana where he could be meeting with legislators pushing for improvements and protection of this industry that is so close to his heart.

Yep, Zoren O’Brien has a heart, and a big one at that. He not only cares deeply for his family and his close friends and employees, but he cares for the aerial application business.

O’Brien worries about a lot of his fellow ag operators across the country, especially the ones who have several high-dollar turbine airplanes and a lot of big bank notes that go along with those planes most times.

“What are they going to do if the bottom falls out?” he ques tions. “ How will they make the notes?”

Where is the business going in the future we asked Zoren. “I think you will see fewer operators and those operators that survive will have multiple aircraft…less numbers of opera tors, but each operator will have more aircraft.” he said.

Using a boom-style loader truck, dry materials are loaded into O’Brien Flying Service’s Ag-Cats in a matter of seconds.

“Fuel?…Lord knows what! There has been tremendous increases in the costs of fuel and I only see it going higher!”

“Insurance? Ten per cent per year increase in hull insurance…it’s going to put the ag aviation industry in a position where we are going to have to charge a fee that will put us in jeopardy with ground rig operations. That’s the greatest danger in our industry today,” said O’Brien, “…that and a apathetic attitude toward out business… not being active.”

And what does he mean by being active in the associations? He means belonging to the state and the national, himself serving as NAAA and LaAAA presidents and board of directors of both associations. Members should keep abreast of the proposed changes to the laws that can hurt the industry; call and write your state lawmakers and the people in Washington. “There’s enough people in the agricul tural areas of the country to get the attention of the legislators,” said O’Brien.

Zoren’s devoted wife of 43 years, Joan, is also extremely active in the women’s state and national organizations, serving as president of both LaAAA and WNAAA. How did she meet the big man? It was 1961…Liberty, Texas. Zoren was home from military, a member of the 101st Airborne 501st Battle Group of the Army. Joan said he had big blue eyes, a uniform and a boat with a motor to ski behind. And that is where it began.

Where will it end? The O’Brien’s only have plans for continued involvement in this industry. A son, Dwayne, recently returned from a tour of duty in Iraq. He will climb back in the seat of an Ag-Cat after his military interruption! “Zoren loves this business so much,” says

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Joan…”and I know he will always have to be a part of it somehow.” So, retirement must not be in the cards.

O’Brien will always have to be a kind of guardian for the aerial application industry. Look at just a few of the things he has been involved in over the years. When a member of the LAAA or the Association needs help, Zoren has always been there to lend a hand. He has done the same for the NAAA and its mem bership. His outstanding record of service includes:

LAAA

Appointed

Elected NAAA President ........... 1995

Outstanding Service Award 1995

Farrell Keahey Memorial Award 1998

Zoren was instrumental in the establishment of the Zeneca Leadership Training Program. He also was instrumental in setting up committees headed by Neils Andrews of California, which resulted in the establishment of the PAASS program.

In 1995, Zoren, with the help of the NAAA Board, set up a cash emergency reserve for the NAAA. Over the years, he has worked on many important issues for the LAAA. One of these was the reduction of the Workers’ Compensation Classification Code for aerial

O’Brien Flying Service performs its own maintenance, including painting Ag-Cat elevators traditional Ag-Cat Yellow.

appli cators from an ultra hazardous occupation to a lower class. Zoren also worked with the Department of Transportation to allow for the loader truck driver to get a seasonal commercial driver’s license waiver. He has served on the committee, which helped establish the Governor’s Aviation Advisory Commission, which has helped in stopping discrimination practices against Louisiana aerial applicators, and he currently serves as a member of the Louisiana Advisory Commission on Pesticides. Zoren has worked diligently with other members of the industry nationwide in an effort to get law makers pass bills that would require cell phone towers and the like to have adequate mark ings for pilots.

He has won nearly every award that is given. He always answers the call by the associa tion, state or national, whenever it is given him. He is and always has been a powerful voice in defending the business. Lewis Broussard took O’Brien’s place as LAAA Director for Louisiana when Zoren stepped down vol untarily after 11 years. Broussard said of his friend, “if I was in a foxhole fighting in a war, I would want Zoren O’Brien at my side.”

I spent several hours with the O’Briens watching and listening. There was no doubt as to the personal devotion Joan O’Brien had for her husband and her own dedication to the aerial application industry. After we talked, Zoren picked up a wrin kled bag of Levi Garrett chew ing tobacco and stuck a wad in his jaw. Sauntered off across the parking area toward the shop to check on things. He stopped along the way and looked off into the Louisiana sky for a long moment. And then he started moving again waving orders to a truck driver and a pilot. Just a brief absence from the never ending office phone and the business he loves.

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

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

LOW & SLOW

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

Chapter Two: The Equipment & People (cont.)

American Dusting Company perhaps initiated another innovation in 1950 by leasing aircraft, equipment, and pilots to other firms. This phase of the business was operated on a percentage rental basis and a great many operators were able to enter into business in this way.

At one time or another, offices for this firm were in operation across Oklahoma and Texas, in places like Quanah, Munday, Hereford, Loveland, Rotan, Hollis, Floyado, Hobart, Snyder, Erick, and Vernon.

Other American Dusting Company satellites were at Holyoke, Colorado; Imperial, Nebraska; and Artesia and Morarity, New Mexico.

American Dusting Company became one of the largest and most prestigious operations ever organized.

It is still going strong, though on a somewhat more limited basis under the direction of Ray Frye, son of founder Clint Frye. Ray Frye is a long-time supporter of the National Agricultural Aviation Association and is extremely active and well-known in the industry. He bases in Hereford, Texas.

My old friend Edgar Hobbs is fond of saying, “Two percent of the people do 98% of the thinking for the rest of us!” He may be right, particularly where aircraft and ag flying are involved. A handful of people, pilots, mechanics, designers, and dreamers quietly brought the art into its present rather envious position with little fanfare.

Notable among such men is Fred E. Weick. Old-timers know Weick, particularly those whose memories encompass the early days when the famous Ercoupe came into being.

Weick, a talented aeronautical engineer, fathered this little masterpiece. It was the first and only “one-control” airplane ever marketed. No rudder pedals existed. The only thing on the floor was a brake pedal. It was driven on the ground and in the air with its ingenious cross-control wheel.

The plane was virtually foolproof and simply wouldn’t spin. Ed Young and I took one up once and tried for an hour to get it into a spin, but the best it would do was some spirals which only faintly resembled real spins. The original Ercoupes are collectors’ items, worth many times their original cost.

Wick’s interest turned quickly to the expanding field of agricultural flying. Shortly after World War II, he became involved in activities which eventually led to the development of the first airplane specifically built for ag flying. Reminiscing recently, Weick recalled some of the events that led up to this project.

“I remember that a conference was held in Chicago in November 1948,” mused Fred. “This conference was headed up by the National Flying Farmers Association and was attended by CAA people, the U.S. Department of Agriculture, several state colleges with Agricultural Engineering Departments, operators and pilots, and lots of folks from the aviation media.

“One old friend there was George Haddaway, who was then publishing Flight magazine, the leading aviation periodical of the time. The purpose of this conference was to create interest and develop a program where we could actually design and build a plane strictly for ag work.”

Extremely rare floatequipped Stearman owned by General Airspray, St. Thomas, Ontario, Canada. Pilot Doug Morgan, 1966.

At this and a subsequent meeting in April 1949 in Kansas City, the project was developed and refined and it was agreed that the plane would be built under Weick’s direction at Texas A & M University at College Station, Texas. Weick was director of personal aircraft research at this school and represented the University at these meetings.

After much dickering and scheming, CAA more or less agreed to foot the bill, with a tentative budget set at around $50,000. George Haddaway recently told of a sidelight that had some bearing on the financing.

Ag Pilot Psychiatric Study

“It seems,” reported George, “that some $75,000 in federal money had already been appropriated for an in-depth

Flying the first Ag-1 showed the design needed more dihedral and cut-off, so extended tips were added to the thick wings. The single spray nozzles, instead of a boom, were experiments with drag.

psychiatric study of agricultural pilots. We learned about this and very quickly convinced them that everybody already knew that duster pilots were crazy and that this study would be a waste of good money! On the strength of our reasonable argument, they actually transferred a

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Photo courtesy of Fred E. Weick

The final version of the Ag-1 had enclosed cockpit in response to pilot complaints about the cold.

Photo from Fred E. Weick.

A prominent contributor to ag aviation was aircraft designer Fred Weick (right) who designed the first plane specifically built for ag flying. Here he visits pilot John Paul Jones.

courtesy of Fred E. Weick

portion of this money to our project, making it possible for the country’s duster pilots to contribute after all!”

By September 1949, the project was well-planned and on December 7, 1949, a contract was signed between CAA and Texas Engineering Experimental Station for the design and construction of a plane, which by then had been designated as the Ag-I. This contract was administered through the Fourth Region at Fort Worth by the office of William M. Berry. Technical matters were handled by C. W. Von Rosenberg, chief of the Aircraft Division at Fort Worth.

Preliminary design work had already been completed by Weick. Once the contract was signed, he was immediately assisted by Von Rosenberg, Harold Hoekstra, chief aircraft engineer for CAA in Washington, and Herman Warkentin, engineer from the Fourth Region. Other contributions were made by J.W. Simpson, D.M. Geeslin, B.F. Mayhue, J.P. Fay, R.F. Wedberg, and two engineers from Aeronca Aircraft, which furnished cost-free service for several months.

Actual construction was carried out under the direct supervision of George A. Roth, a man of notable reputation. The entire project was started and completed in a 40 X 60 foot shop at the Texas A & M station. The staff of mechanics and sheet metal workers ranged from a low of one in January 1950 to a high of 15 by July. Remarkably, the entire project was eventually completed within the framework of its very limited budget, but it should be remembered that, in those days, good mechanics were working for an average of about $2.75 per hour!

Remarkable Workmanship

The quality of the workmanship that went into the Ag-I was remarkably good. The plane was built entirely from scratch at very limited technical facilities. Jigs and dies were handmade and amazingly adaptable to the construction of many of the parts utilized by the plane. With the exception of the engine, propeller, landing gear, tank liners, wheels, brakes, seat belts, instruments, and other small incidentals, everything that went into the aircraft was built on the spot by this talented crew headed up by Roth and Weick.

By November 1950, the plane was finished for all practical purposes and ground testing had begun. The first flight was made on December 1, 1950, piloted by CAA’s Von Rosenberg. Subsequent flights were made over a period of several months, most piloted by Von Rosenberg and another fine flier, John Paul Jones. By the summer of 1951, the plane was fully tested and approved. Dispensing equipment, consisting of a quick-change aluminum dust/spray unit, was installed, and the plane was ready for evaluation by pilots and flying firm operators across the country.

The plane was a far cry from any of the aircraft that were then in use. Its low-wing configuration, very thick wing, flat Continental E-225 engine, Cessna’s new leaf spring gear, and high seating point for the pilot in the center of the aircraft were innovations that caused old duster pilots to shake their heads in awe!

Photo

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A WING AND A PRAYER

Carlin Lawrence | carlin@agairupdate.com

Every Christian is in a Spiritual War With Demonic Forces

“Be strong in the Lord and in the power of His might. Put on the whole armor of God, that you may be able to stand against the scheming’s of the devil. For we do not wrestle against flesh and blood, but against principalities, against powers, against the rulers of the darkness of this age, against spiritual hosts of wickedness in the heavenly places”

– Ephesians 6:10-12

Believers in Jesus Christ do not have the strength within themselves to fight this spiritual battle. It’s the Lord who gives us the strength, and apart from Him we can do nothing (John 15:5). This battle is not with other people or earthly governments; it’s against Satan and his demonic forces.

“For the weapons of our warfare are not carnal but mighty in God for pulling down strongholds” (2 Corinthians 10:4). This is a spiritual battle that must be fought with spiritual weapons. The first bit of armament that we put on is the truth, because Satan is always coming at us with his lies. Jesus said, “The devil is the father of all lies” (John 8:44). Satan lies to us about God’s attitude towards sin. Satan says, “Oh, it really doesn’t matter, you can get away with it, God will not judge you, God will forgive you.” Causing people to use the grace of God as a cloak for living an ungodly lifestyle, deceiving ourselves.

Secondly, we’re to put on the breastplate of righteousness. We have to make a commitment to live a God pleasing lifestyle. We need to have that determination that we’re going to live to please God no matter what happens. Righteousness is the God

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approved words and actions towards those people we interact with each day. That has to be a basic foundation for our life. Although it’s impossible for us to live a sinless life (Romans 7:14-25), we should be determined to do our best as God enables us to do the right thing. “Walk in the Spirit, and you shall not fulfill the lust of the flesh. For the flesh fights against the Spirit, and the Spirit against the flesh; and these are contrary to one another, so that you do not do the things that you wish” (Galatians 5:16-18).

Next comes the gospel of peace. It’s God’s desire that we live in peace with Him and with each other. We live in a world that’s filled with strife. Many homes are filled with the atmosphere so tense that you could cut it with a knife. We sometime argue over ridiculous things and we won’t give in. Even when we know we’re wrong. Many times, in a tense situation, the whole issue can be diffused by just one person saying, “Hey, let’s not argue like this.” It diffuses the whole thing; suddenly the strife is gone. Why do we find that so hard to do? To admit to being wrong, or to admit that the other person is possibly right. Paul wrote, “Let us pursue the things which make for peace and the things by which one may edify another” (Romans 14:19).

“Taking the shield of faith with which you will be able to quench all the fiery darts of the wicked one” (Ephesians 6:16). The shield of faith is that confidence in God that He will guide us as we go through this life. Our faith in God’s power within us will give us all that we need to stand against these attacks of the enemy. This strong faith in God will keep us from getting all bent out of shape when things don’t go our way, “Knowing that all things work for the good of those that love God and are called according to His purpose” (Romans 8:28). “The word of God abides in you, and you have overcome the wicked one…He who is in you is greater than he who is in the world” (1 John 2:14; 4:4).

The helmet of salvation gives us the confidence in our mind that we’re a child of God. Satan is always pointing to Christians and saying, “Hey, look at what you did, and you call yourself a Christian.” Satan is the accuser of all Christians (Revelation 12:10). Two of Satan’s most dangerous tools are discouragement and doubt. He is always pointing to our failures, sins, problems, poor health and whatever else is negative in our lives to make us lose confidence in the love of God for us. Thank God we have been saved through Jesus Christ from that tyranny of a life mastered by Satan and our sinful flesh. We have been saved in order that we can walk in fellowship with God by the power of the Holy Spirit.

“And the sword of the Spirit, which is the Word of God” (Ephesians 6:17). The Bible is a tremendous defense against sin. David wrote, “I have hidden Your Word in my heart that I might not sin against You” (Psalm 119:11). John said, “I write unto you young men, because you are strong, because you have overcome the wicked one because His Word abides in you” (1 John 2:14). The power of God’s word within our mind and heart is the greatest defense that we can have against sin in this spiritual battle that we are in.

And last, but not least, is prayer. “The effective, fervent prayer of a righteous man avails much” (James 5:16). Prayer is often the deciding factor in this spiritual battle that all Christians are in. We can go around the world in a matter of a few minutes with our prayers. Praying for our families, friends, pastors, evangelist, and missionaries that are in every part of this ungodly world proclaiming the good news of Jesus Christ. Paul wrote, “I have fought the good fight, I have finished the race, I have kept the faith” (2 Timothy 4:7). Can you say that you have fought the good fight and kept the faith?

bluestripdistributing@live.com International 559-925-5025 Toll Free 877-924-5025 Products for the Agricultural Aviation Industry

A triple concentrated ag aircraft cleaner that may be used in steam cleaners, hot or cold washers, foamed on, or applied with a mop or brush. Removes exhaust and chemical stains, even those with a vegetable oil base. Shipped in 5 gallon quantities. One gallon of the triple concentrate with 4 gallons of your water makes 5 gallons of concentrate, which can be further diluted. Used by more than 400 ag aircraft operators.

A trend setting formula that keeps pace with today’s safety and environmental regulations. Powerful natural degreasers and deodorizers are specially blended to outperform the conventional hazardous solvent degreasers. This multi-purpose concentrate instantly emulsifies grease and oils without the use of harsh acids, alkalise, or petroleum products. This product is ideal for degreasing concrete floors, equipment, trucks, motors, and metal surfaces including radial engines.

NTSB REPORTS

Accident Synopses

Accident Number: CEN23LA273

Location: Cedar Rapids, IA

Date: July 1, 2023

Aircraft: Berkut 540

Injuries: None

On July 1, 2023, about 0853 central daylight time, a Berkut 540 airplane, N567JS, was substantially damaged when it was involved in an accident near Cedar Rapids, Iowa. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 test flight.

The pilot reported this was the first flight of the experimental airplane. After takeoff, the pilot proceeded east of the airport and was cleared to 5,000 ft mean sea level (msl). However, upon reaching 3,400 ft msl, the airplane entered a gradual descent, and the pilot subsequently realized that the engine had lost partial power. He decided to return to the airport. Fuel pressure, fuel flow, and manifold pressure were within normal range at that time. When the pilot activated the fuel boost pump as the airplane neared the airport, the engine lost power completely. Unable to reach the runway, he executed a forced landing to a road. The airplane touched down safely on a gravel road; unfortunately, as it neared an intersection, the airplane encountered a bump causing it to veer to the left. The left wing impacted a road sign, and the left canard impacted a tree.

The airplane came to rest upright in a residential driveway. The left and right wings were separated during the impact sequence. The left canard was damaged, and the right landing gear collapsed.

Engine and airframe fuel systems examinations are planned following recovery of the airplane from the accident site.

Accident Number: WPR23LA249

Location: Meeks Bay, CA

Date: July 1, 2023

Aircraft: Piper PA-28-140

Injuries: 1 Serious

On July 1, 2023, about 1030 Pacific daylight

time, a Piper PA-28-140 airplane, N4586R, was substantially damaged when it was involved in an accident near Meeks Bay, California. The pilot was not injured, and the passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that while approaching the Lake Tahoe area, he decided to fly around the lake before continuing to his intended destination. As he added power to level off at an altitude of 9,500 ft mean sea level, he heard a pop and felt something in the throttle as the engine RPM decreased to 1,800. Subsequently, the engine did not respond to throttle inputs and the engine RPM continued to decrease to near idle. The pilot advanced the mixture to full rich and switched fuel tanks, however, despite his attempts, he was unable to restore engine power. The pilot initiated a forced landing to the shoreline; however, he was unable to make it, and the airplane landed in the water about one-quarter mile from shore and nosed over.

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

Accident Number: ANC23LA048

Location: Prospect Creek, Alaska

July 1, 2023

Aircraft: Maule M-4-210C

Injuries: None

Analysis

The pilot performed a low pass over a highway. During climbout, the pilot maintained an excessive angle of attack and the airplane veered left and impacted trees. The airplane sustained substantial damage to the left elevator. The pilot reported there were no preaccident mechanical malfunctions or failures that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s exceedance of the airplane’s critical angle of attack on climbout,

which resulted in a loss of control and impact with trees.

Accident Number: ERA23LA284

Location: Macclenny, FL

Date: July 1, 2023

Aircraft: Schweizer 269C

Injuries: 1 Minor

On July 1, 2023, about 1200 eastern daylight time, a Schweizer 269C helicopter, N9WZ, was substantially damaged when it was involved in an accident near Macclenny, Florida. The commercial pilot sustained minor injuries and two passengers were not injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to the pilot, he flew the helicopter to the accident site earlier in the day with no anomalies noted during the preflight inspection, the flight itself, and the postflight inspection. He said he briefed and loaded two passengers, performed the engine start and then “inadvertently stalled the engine” during main rotor engagement. After the rotor stopped, he performed engine start, rotor engagement, run-up, and “ground check with no defects noted.” The pilot said when he started to raise the collective control for takeoff, he felt a “very slight vibration that subsided instantly” but he lowered the collective, performed a magneto check, checked the gauges, “felt for any vibration, and listened for any malfunction; “Everything” seemed to be in order” so he initiated the takeoff.

According to the pilot, “As I slowly began to raise the collective, instantly an extremely violent left to right rocking motions began. I considered lifting into the air in case I was in ground resonance, but the motion was instantaneous and extremely violent. I was convinced that I had a major malfunction and not ground resonance.” He lowered the collective, reduced the throttle to idle, and the helicopter, which had not left the ground, “disintegrated around us.”

A 21-second video captured by a witness depicted the seconds before the accident, and the accident itself. The video was taken from behind the helicopter and was of low resolution. Sounds consistent with engine and main rotor operating rpm were heard before both rpm signatures appeared to droop as the helicopter became light on the skids, rotated nose-left around the main rotor mast about 20° before it settled to the ground, instantaneously rocked left and right, the main transmission and mast assembly became free of its mounts and the turning main rotor destroyed the tailboom.

This information is preliminary and subject to change. The pilot, who also owned the helicopter, held a commercial pilot certificate with ratings for airplane single engine land, multiengine land, instrument airplane, rotorcraft-helicopter, and instrument helicopter. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued September 1, 2022. The pilot reported 4,908 total hours of flight experience, of which 389 hours were in helicopters. According to the pilot, all his helicopter experience was in the accident helicopter.

The helicopter was manufactured in 2005 and was powered by a Lycoming, 190-horsepower engine. The helicopter’s most recent annual inspection was completed February 7, 2023, at 2,909.5 total aircraft hours.

The helicopter was recovered to the pilot’s hangar. Examination of photographs revealed that the structure of the cockpit and the instrument panel were intact, but the overhead greenhouses and the pilot’s and copilot’s windscreens were all fractured. The main transmission was free of its mounts and lay aft of the engine, which was the secure in its mounts. The main-rotor mast, with main rotor head attached, was secure in the transmission. All three blade hubs were secure in their grips. All three main rotor blades appeared to have been cut about 3 feet outboard of their respective grips to affect recovery. Remnants of the tailboom appeared entangled beneath the main rotor transmission and mast assembly.

The helicopter was retained for examination at a later date.

Accident Number: WPR23LA273

Location: Metaline Falls, Washington

Date: July 1, 2023

Aircraft: Vans RV8

Injuries: None

Analysis

The pilot of the tailwheel equipped airplane reported that during the landing rollout, after the tail came down, he felt and heard a “bang” as the airplane rolled over a concrete ring, embedded in the turf runway. The airplane continued down the runway and the right main landing gear tire dug into the ground, followed by the collapse of the right main landing gear. The fuselage sustained substantial damage. After exiting the airplane, the pilot noticed that the tailwheel steering link was broken. The pilot reported that there were no preaccident mechanical malfunctions or failures that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s loss of directional control during landing due to impact with a concrete ring embedded in the grass runway.

(Continued on page 78)

Accident Number: ANC23LA049

Location: Beluga, Alaska

Date: July 1, 2023

Aircraft: Piper PA-18

Injuries: None

Analysis

The pilot landed on a remote unimproved landing strip that was surrounded by overgrown vegetation. When the pilot attempted to takeoff, the left wing struck a stand of bushes, which pivoted the airplane to the left, and he was unable to maintain control of the airplane and subsequently impacted more bushes. The airplane sustained substantial damage to the wings. 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 selection of an unsuitable takeoff site, resulting in a collision with brush-covered terrain.

Accident Number: ANC23LA046

Location: Talkeetna, Alaska

Date: July 1, 2023

Aircraft: Piper PA-22

Injuries: None

Analysis

While maneuvering a float-equipped airplane low-level over a river, the pilot turned the airplane downwind and it encountered a downdraft. The airplane subsequently lost altitude and the pilot added power to climb; however, the airplane’s float impacted a gravel bar adjacent to the river. The airplane came to rest in an area of gravel-covered terrain, sustaining substantial damage to the fuselage. The pilot reported there were no preaccident mechanical failures or malfunctions 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 encounter with a downdraft while maneuvering low-level, which resulted in a collision with terrain.

Accident Number: CEN23LA272

Location: Chetek, Wisconsin

Date: July 1, 2023

Aircraft: Six Chuter SR7 XL

Injuries: 1 Serious, 1 Minor

Analysis

The pilot stated that after he had performed a preflight inspection of the powered parachute and allowed the engine to warm up, he moved the powered parachute into position for takeoff. Prior to takeoff, he applied full engine power and watched the canopy rise and then reduced engine power and checked the canopy lines. He applied full engine power for takeoff, and the powered parachute lifted with no issues. However, when he looked down, the powered parachute was not climbing and headed toward trees. The pilot attempted to adjust the flight path to avoid the trees, but the powered parachute impacted a pole, the trees, and then descended into the ground. The powered parachute sustained substantial damage to the frame. The pilot stated there was no mechanical anomalies with the powered parachute 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 maintain aircraft control during initial climb which resulted in an impact with a pole, trees, and terrain.

Accident Number: ERA23LA282

Location: Kennesaw, Georgia

Date: July 2, 2023

Aircraft: Cessna 172

Injuries: None

Analysis

The solo student pilot reported that upon landing, the airplane began “veering toward the left side of the runway.” He attempted to correct with right rudder but was unsuccessful and subsequently attempted to abort the landing. During the maneuver the right main landing gear impacted a runway sign and the airplane touched back down in the grass next to the runway coming to a stop. During the accident sequence, the right horizontal stabilizer was substantially damaged. The owner 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 student pilot’s loss of directional control while landing, which

resulted in a runway excursion and collision with an airport sign.

Accident Number: CEN23LA274

Location: Durango, Colorado

Date: July 2, 2023

Aircraft: Piper PA-24-250

Injuries: None

Analysis

The pilot reported that he forgot to lower the landing gear before landing, which resulted in substantial damage to the fuselage. He stated that he believed his noise cancelling headset contributed to not hearing the gear warning horn. He stated that there were no mechanical malfunctions or failures that would have precluded normal operation. Following the accident, when power was applied to the airplane, the gear warning horn sounded and when the landing gear handle was moved to the down position, all three gear extended.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to extend the landing gear before landing.

Accident Number: WPR23LA248

Location: Moses Lake, Washington

Date: July 3, 2023

Aircraft: Found FBA2C

Injuries: None

Analysis

The instructor of the tailwheel-equipped airplane reported a left crosswind during the landing approach. The pilot receiving instruction executed a 3-point landing and the tailwheel bounced twice. The instructor told the student to “pin the tail” by applying full aft elevator. The airplane deviated right of runway centerline and the pilot corrected with left rudder. The airplane crossed the centerline to the left and did not respond to full right rudder and heavy right braking. The airplane ground looped to the left sustaining substantial damage to the right wing and right horizontal stabilizer and elevator.

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

Probable Cause and Findings

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

James Kent, Colorado, Passes

Aerial applicator James E. Kent, 84, of LaSalle, Colorado, passed away at home on March 17, 2024.

James was born at home in Windsor, Colorado, to Orrin and Martha Kent (Schaefer) on July 6, 1939. As a child, his family farmed near Kersey. James earned his pilot’s license before receiving his driver’s license. He graduated from Kersey High School in 1958.

James joined the Army in December of 1958 and was stationed in South Korea, patrolling the DMZ in helicopters. Upon discharge from the Army, he operated cranes for Hensel and Phelps, owned a gas station in LaSalle, Jim’s Sinclair Service, and became a crop duster pilot and manager for Low Level. 1982, James started his own crop dusting business, South Weld Ag. Inc. in Platteville, Colorado. James was on the Colorado Aerial Applicator Association board and served for 23 years in the LaSalle Fire

Protection District. After retirement, James mowed parks for the City of Greeley on the mower, which was his pride and joy.

Through the years, Jimmie was known for his dedication to the community and was someone whom many admired and loved. He traveled extensively with his wife and friends on his motorcycle and RV to 38 states and three provinces of Canada. Jimmie was a great friend, husband, father, and grandfather. He was stubborn and ornery with a dry sense of humor and, most importantly, a loving heart. A man of few words, his character spoke for itself.

James is survived by his wife of 55 years, Barbara Kent (Henneck) of Eaton, Colorado, daughter Tammie (Zeb) McKinney, daughter Jennifer (Jeff Kurtz) Kent and grandchildren: Tia Kent, Amelia Stephenson, Race Stephenson, Lucy and Jonny James Kurtz. He was preceded in death by grandson Christian James Stephenson, brother Loren Kent, and parents Orrin and Martha Kent.

ROTARY ATOMIZERS

Aircraft – Ag Cat

Ag Cat - 400 gallon, raised wing, 400 hours after major rebuild. P&W 1340 half-life, zero time prop (from California unused by me), 37-inch door, rice spreader, Spectrum nozzles, numerous airframe spares. $85,000 USD. Call Trevor at +61 427 322421 or email bevcarrison@hotmail.com

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

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! $39,000. Contact Tim at 432-788-7309

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 101, 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! $78,000. For questions and more pictures contact Tim at 432-788-7309

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, 400gal, 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

1994 AT-502B -34AG, 12205.6 TTAE, 5631.6 remaining on wings. 877.1 Since new CT blades, OH vane ring, OH compressor, and OH FCU. Fresh hot section inspection, and Annual inspection. Satloc Bantam, 25” gate. Hartzell Propeller 511.6 time since overhaul. $390,000. Call James at 979-635-0465

2023 AT-502XP available NOW! Many options, including radio package factory installed. Contact Rick or Greg at Southeastern Aerial Crop Service 800-441-2964

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

REDUCED! 2013 AT-402B, TTAE 4687, PT6-15, TTSOH 4687, TTSHOT 1229, Hartzell 3-blade, TTProp 4687, Prop Time Since Overhaul 596, BantumGPS with IntelliFlow Gen2, PAR200B Comm, GTX-327 Transponder, ADS-B out, Hatfield Single Point, Reabe Hopper Gauge, Storm Cutters, Storm Shield, Fast Start, Dynon D3 EFIS

Synthetic Vision, Fresh Annual, New A/C Compressor and A/C Flush, Midlife FCU inspection. $625,000 A lower time 402 is also available.

Call Jay at 515-961-4026 for more information

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. $595K. Call 563-880-9641

1989 AT-502, TTAF 16,500, PT6-34 TTE 12,330, TSOH 4470, TSHS 200, Hartzel HCB3TN-3D Propeller TT 9780, Prop time since overhaul 1971, Clean and very little corrosion. 2400 hrs remaining on the wing. DynaNav Vector Max GPS. March 2024 annual. $399,999. Call Tim at 989-292-1362

2024 Air Tractor 502XP Available Now, In Stock. Options Include: Garmin audio panel, radio/transponder, SS spray system, Smoker, and Night work lights. Contact Southeastern Aircraft Sales for details: 772-461-8924

2010 AT-802A -67, TTAE 6353, Time since hot section 872, TTProp 6353. This aircraft is currently being annualed at Frost Flying Service; HSI will be done with the sale. Includes Transland spreader and spray equipment. Vondran 10” hydraulic gate, Satloc G4 GPS, wingman, laser altimeter, single point fuel, and King comm. New PT blades at 5582 hours, FCU and Highpressure fuel pump at 5697

PRATT & WHITNEY ENGINES

Complete stock of parts, tools and accessories

0-TIME ENGINES IN STOCK

R985/R1340, R1340 GEARED COVINGTON. AERO RECIP & TULSA

R1830-92, -94, -75

R-2000-7M2 • R2800 VINTAGE & ANDERSON

WE BUY PARTS, INVENTORIES, AND USED ENGINES R985/R1340

RITE KITS

PLUGS

hours, starter/generator 183 since O/H. $875,000. Call 870-550-6157

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

2024 Air Tractor 802A-67AG Available soon. Factory Options Include: Garmin audio panel, radio, transponder, and Smoker. Call Southeastern Aircraft Sales for details: 772-461-8924

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, 4310 TTAE, 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

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

1986 AT-301, C-GAXT, S/N 301-0651, TTAF 6715.8, TTE SMOH 807.2, P&W 1340-S3H1, Hamilton Standard 22D40 TTSO 456 Due 12 May 2025. AT-401 Gear and Wheels. Dyna Nav AirAG Guidance, Smoker, CP-03 nozzles. Annual due 30 June 2022. $98,000 USD O.B.O. Contact Parkland Aerial Applicators (204) 647-2731, Manitoba, Canada

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

1998 AT-402B, Serial #402B1066, N5059V, P&W PT6-34 AG, Annual done January 18,

2024, TTAE 6774.8, Engine TSHOT 1218.8, Prop TT 6774.8, Prop TSOH 974.9 $495,000. Contact Neal Aircraft at 806-828-5892

2014 AT-504, N173RH, List $975K, Pristine, well-maintained AT-504 for sale. Located at KMCK. Includes an IFR Panel and ready to go to work. TTAE: 1609.6, Engine: PT6-34AG, HSI completed 600 hours ago, PTT: 1609.6. Asking $925K OBO. Contact Zack 308-777-2585 or email fuel@rwaviation.com

1999 Air Tractor AT502BN5197X s/n 571 airframe refurbished at George’s 2021 including new spars, hopper, new style lid, paint, 1816 hours ago. G4 Satloc, intelliflow, cp nozels, RH boom shut off, new REABE hopper/pressure gauge, AC/heat, Kawak throttle quad, Shadin fuel flow, single point fuel, 3” side load, Lane electric brake and fan, led nose lights, aircraft will be sold with fresh annual. Owned since new and kept in new condition. TTAE 9420, P&W -34AG Time since overhaul 1816, TTSHOT 658, Hartzel 3-blade propeller. $595K. Contact 509-641-2079

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

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 662-902-4688 or TJ at 662-836-7347

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

2011 AT-502B, PT6-34AG, TTSN 7192, TTAE 7192, Hartzell HC-B3TN-30, TT Prop 7192, TT

S & T Aircraft Accessories

Since Overhaul 515, Satloc, Fresh Annual, One Owner. $499K. Call Brandon for Details at 318-303-3147

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, 0since 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, PT6A-65AG, 8886 TTSN, Covington upgrades, FCU 0-since overhaul, new PT blades, new engine mount, fresh spars, 216 fuel, S.P. fuel, Falcon GPS/IF3 flow, wingman, 7 1/2 gate, com radio, AM Safe harness, new gear legs, more.

Contact Farm Air at 877-715-8476 or hcurless@farmairinc.com

2009 AT-402B,N422RD, PT6A34AG, Cascade Inlet, Smoker, Right-hand boom shutoff, Night work lights, Stainless spray system, AFTT and ETT is 30hrs. $1,200,000.

Contact Neal Aircraft at 806-828-5892

2020 AT-802A, N8043F, TT

2,000 - Optional Equipment: 308 Gallon Fuel, Elec. Brake Gr. Adj, Smoker, G4 w/Flowcontrol, 5” Air Repair Hydraulic Gate, Stainless Steel Cam Locks, Fast Start, Storm Cutters, Wingman & Single Point Fuel, Fresh HSI and Annual. Contact +1 (870) 295-6213 for Price

2015 AT-502B, N3081V, TT

2,800, Hobbs 2,725, Optional Equipment: Stainless Steel Cam Locks, Wingman, Bantam w/ Flowcontrol, Smoker, Electric Brake Gr. Adj., & Hatfield Single Point Fuel, Fresh HSI & Annual. Contact +1 (870) 295-6213 for Price

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 OnlyParting 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

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. Call: 1-325-338-4778

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. Call: 1-325-338-4778

Late model, low time, 2018 AT-602. 3600hrs Total Time.

G4, center point fuel, AFS check valves, CP flat fans. 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

1994 Air Tractor - 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

Aircraft – Cessna

1975 Cessna A188B Ag Wagon, TTAF 7410, Continental IO520 TTE 1400, Prop TT 650. Well cared for and maintained Midwest aircraft. Robertson STOL, M3 with 2” flow control, super booms, CP 11 nozzles, winglets, 3 position strobes, full and complete logs. $130,000. Contact 402-640-9771

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: 52gal 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

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

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 188 AgTruck, List $90K, Floor $75K, Very nice wellmaintained and professionally flown Cessna A188-B, AFTT:5648.9 with Hydraulic spray system, Superbooms, Satloc, Crophawk, VGS and more. Engine - Continental IO-520-D TSO:961.4. Prop, McCauley B2A34C205C TSO: 961.4. All compressions are good, no issues. Annual will be completed by mid-May 2023. Contact Zack at Red Willow Chemical at 308-777-2585 or email fuel@rwaviation.com

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

Aircraft – Piper

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

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. $82K.

Call Trey at 402-981-6355

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

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 for email Jodycperkins@yahoo.com

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

1992 Ayres S2R-G6 Airframe, N3105U - No Prop, No Engine - TTAF 6937, MVP-50 Glass Panel, Vortex Generators, 24 Volt Freon Air Conditioner, Aileron Servo, Reabe Hopper Level Indicator, Fabric Tail, Wings - Century Spar Caps 60,000 hrs. life. Call Danny at Mid-Continent at 800-325-0885

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. CLICK ON SPECH SHEET BELOW TO SEE ALL SPECS. $740,000. Call 605-350-4536

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

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.

$540,000. Call Roland Jenson at 306-860-8172

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

2005 Thrush 510-34, 7806 TTAF, PT6A-34AG, TTE7806, Since overhaul - 7806, Hot section - 500, Hartzell PropellerHC-B3TN-3D, TTProp 7806, Prop overhaul - 3440, SATLOC G4, Spreader, Booms with CP11’s, Flow Control, Comm Radio, Singal Point Fuel, Shadin System, Extra Prop, Annual Due August 2024. Thrush airframe logbook available upon request. $475K. Call Dalton Hitchcock at 870-278-7727

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 S-2R 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

2023 510P with 115 total time. Equipment: Smoker, Leading Edge lights, Micro VGs, Falcon GPS, Intelliflow, Sideload fuel, Garmin

GTX 327, Garmin GMA 340, Garmin GTR 225. Call Danny at Mid-Continent 800-325-0885

1979 S2R-T34-014, C-GMQB

| Fuselage Configuration Dual Cockpit / 400 Gallon hopper | Airframe Hours 4389

Engine Serial Number PT6-34AG PCE-56683 | Engine TTSN 4389 hrs / 6047 cycles | Engine 4000 hr TSO 1068 hours-Vector Aerospace | Engine Time Since HSI 643.3 hours | Propeller HCB3TN-3C TSO 532 hours |

Max Take-off weight TCCA LSTC - 9120 lbs | Basic Empty Weight 4572 lbs | Comm 1 Garmin SL40 | Comm 2 Garmin SL40 Audio Panel Garmin GMA340 |

Attitude Indicator RCA2600-3Digital | 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 Call Paul at 506-654-6834

1979 S2R-T34-013Thrush, C-GMQA. Fuselage Configuration Dual Control Cockpit / 400 Gallon hopper. Airframe Hours 4765. Engine Serial Number PT6-34AG PCE-56682. Engine TTSN 4765 hrs / 6980 cycles. Engine 4000 hr TSO 1345 hours- Vector Aerospace. Engine Time Since HSI 0

hours. Propeller HCB3TN-3C TSO 1338 hours. Max Take-off weight TCCA LSTC - 9120 lbs. Basic Empty Weight 4632 lbs. Comm 1 Garmin SL40. Comm 2 Garmin SL40. Audio Panel Garmin GMA340. Attitude Indicator RCA2600-3-Digital. Transponder / ADS-B L3 NGT9000D SBAS. Navigation GPS Garmin Aera 796. Heading Indicator RCA1510-3 -Digital. 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 Concorde 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, Fresh Hot Section Inspection. 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

1968 Citabria 7ECA, clean and solid airplane, TTAE - 2,928, time since complete Top OH - 365 hrs, TSMOH - 1,360 hrs, Last annual inspection09/2023. $62,000. Contact Kevin Jones at 662-292-7541

1956 Transland Ag-2, Serial No. 1, Total Time Airframe

1,091 Hours, Pratt & Whitney 1340. This rare and unique agricultural aircraft is the prototype of the Transland Ag-2 and the sole remaining example of only three built. Following many years and almost 1,100 hours operating in Uruguay, it was withdrawn from service in 1993 and subsequently dismantled and kept in storage until it was imported into New Zealand in 2003 where it has since been on display as part of a collection of vintage and collectable agricultural aircraft. The airframe is thought to be complete although the engine is a non-standard geared Pratt & Whitney 1340 that has been installed for display purposes only. The propeller is on loan and will not be sold with the aircraft. It is accompanied with an extensive and interesting library of logbooks and other associated documentation. Available for inspection at Palmerton North, New Zealand. If required, the vendor will dismantle and pack into the

purchaser’s container without cost to the purchaser. Download tender documents and photos online at https://premi-air.co.nz/ transland-ag-2/. For sale by tender – bids invited.

Contact Harry Maidment, PremiAir Aviation Ltd at +64 27 496 5867 or email: harry@premi-air.com

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

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

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

Brand new 2022 Laviasa PA-25235 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

Engine - Piston

Pratt & Whitney R-985 & R-1340

Engines in stock. All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin.

Contact 661-257-7708

Pratt & Whitney 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.

Contact 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. Call for more information.

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

Tuffcoat components are tool steel strong

Non-stick surface for quick clean-out

435-586-1200 • sales@agrinautics.com 1215 N. Airport Road • Cedar City, UT 84721

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

Pratt & Whitney 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. Visit our website, taeaerospace.com, to find out more about our extensive PT6A services.

Contact TAE Aerospace at 480-500-6677

Equipment - Dispersal

Air Tractor 802A Ram Air Offset Inlet Kit. Complete Air Tractor AT-802A Ram Air Offset Inlet kit. Ferry time only. List price new: $38,493 Sales price: $25,000. Call Neal Aircraft at 806-828-5892

Used Transland 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

Multiple 8 Vane Transland spreaders for sale. 38 inch gate. Located in Hillsboro, ND. Call Rob at 218-415-0205

For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@ turbineconversions.com

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.

Contact 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. Contact +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. Call for pricing and availability.

Contact 817-456-5450

SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus.

Contact +1 (701) 642-5777

(2)Transland SS 22274 38‚ to 25‚ gate box adapters & 21966 Gate Boxes. $2500 Each or $4000 for both plus shipping.

Contact 620-525-6712

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

Contact Al at 208-569-3407

Equipment - GPS

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-80STC 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.

Contact 616-837-9428

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

Contact +1 (661) 257-7708

Kawak Thrush Battery Retrofit Kit. 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.

Contact +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

LA-K-009 Leaf Spring Conversion Kit PA25 - CTS 1109.21 - Speed increase, large service life, and minimum maintenance. Kit includes spring, brackets, installation hardware, and certs. Made by Lavia SA, manufacturer of the PA-25 Puelche.

Email aravia@aravia.com.ar or call +54 (346) 246-3488

Transland Pump Mount. Call 940-687-1100

Transland Aluminum Boom Clamps - Large & Small.

Contact Billy Maxwell at Transland 940-687-1100

Transland 4”‚ Delrin Hopper Vents. Contact Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information

Transland Grip Steps for AT aircraft.

Contact 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.

Contact 509-635-1212

2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B.

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

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

Contact 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 or

garyhendricksonn3n@gmail.com

Allied Productions

Equipment - Support

Like new portable load pad suitable for an 802. Very little use. Contact Farm Air at 877-715-8476

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. Contact Farm Air at 877-715-8476

Help Wanted

Looking for experienced pilots to fly our well-maintained AT-502s. 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 Needed. Larnaca, Cyprus operation looking for AT-802 & Thrush pilots. Please email references and resume to Nicolas at aviators@hotmail.gr

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

Large Midwest operation looking for AT-502, AT-802, and -42 510 Thrush pilots for the 2023 season. Pilots must have 500 hours of Turbine Ag time. Slobs and princesses need not apply, only hardworking pilots with a good work ethic. No time to babysit! Include your resume or total time when inquiring. Email blindads@agairupdate. com, Subject: ID#152 *Operation not located in GA

Experienced Pilot Needed. Lakeland Aviation, Inc. Corcoran, CA, is looking for an experienced pilot. Average annual pay $200K+, 90% of work is 1 mile runs -1/2 section fields with few to no obstacles. Mostly newer airplanes, excellent maintenance, and crew. Home every night/ day - we do work nights in the summer. Health Insurance, 401K, paid vacation. Fly 500700 hours per year. Please submit a resume with references to Reid Potter (559) 289-4649 or rpotter@lakelandaviation.net or to Chris Nolta (530) 517-1253 or cnagpilot@comcast.net

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 your resume or list of total times to blindads@agairupdate.com Subject: ID#2757

AT-602 Pilot Wanted in Mongolia - Thomas Air LLC Mongolia is looking for an experienced fixed-wing turbine pilot for forestry flying in Mongolia. From the end of May through September for 3-4 months. Lots of adventure and bush piloting spray jobs in different locations. Throughout the summer.

Contact info: burenkh@gmail.com, mobile number +976 8888 1369

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

Ag Pilot Wanted - Looking to hire a long-term Ag Pilot for a wellestablished business with 45 years located in central North America. Must have experience and turbine time. This is a great opportunity if you are serious about the Ag Aviation business. Diverse crop-based, primarily fungicide, insecticide, and dry work. Pay and benefits are negotiable based on experience. Work is from mid-April to midSeptember.

Please email your resume or a list of total times to blindads@agairupdate.com.

Subject: ID#1239

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 PilotSeeking 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. Performancebased bonus is offered. Workers compensation provided. Call Justin Farr at Farr Air Inc. 306861-6675 or 306-848-1044. 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. 701-339-8799 or 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 JobLift Aviation is looking for a motivated person to assist with brand marketing and sales initiatives in conjunction with trade shows, brand building, and sales generation. Previous experience in marketing/sales is preferred. This position requires an excellent work ethic. The candidate will aid in sales, marketing, and tradeshow initiatives.

Overall objective – Assist in all facets of sales/marketing. Responsibilities include, but are not limited to: LIFT Aviation customer service responsibilities | Work in tandem with team to manage LIFT Aviation Instagram and Facebook/ Social media | Assist in Content procurement through all channels of LIFT Aviation | Increase social media engagement | Direct contact with magazines, both online and print, at least once a month / as needed | Get involved in online chats/forums/groups around the Aviation community | Manage marketing email databases | Manage Sponsored Pilot Tracking and Database | Cultivate and grow all contacts | Work with company tools to engage with all

facets of the Aviation community | Event organization and planning assistance | Tradeshow and infield marketing event attendance | B to C and B to B sales of Aviation products LIFT Aviation marketing management (pilots, teams, clubs). Required Skills and Experience: A minimum of 1 year of marketing experience | Associate’s Degree or equivalent schooling preferred | Ability to provide creative ideas, persistent, timely follow through, and a high level of detail and accuracy to all projects | Strong oral and written communication skills | Ability to prioritize in a rapidly changing environment and demonstrate flexibility | Intermediate knowledge of MS Word, Excel, Outlook, PowerPoint and the Internet | Advanced knowledge of social media sites such as Twitter, Instagram, and Facebook. Competitive Wage Health / Dental / Optical Insurance PTO Paid holidays 401k Job Type: Full-time, Onsite Only, Hourly Pay, Travel possible Email resume and references to Todd Lentz at todd@liftaviationusa.com

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

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

Helicopter Spray Pilot - B&S Air Inc. is looking for an experienced Helicopter Spray Pilot for the 2023 season. 1000 Hours of Turbine Spray time on forestry work is required. Work will be guaranteed from April-November of 2023, with the possibility of a 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 November-February. Our helicopter crews often work long hours and 7 day work weeks. Duties include: Driving mix truck from one spray location to the next with the help of the crew leader for navigation and filling the helicopter with chemicals. Necessary training will be provided to complete these tasks. Stays at hotel required while working out of town or at company owned apartment when working near our office. Ideal candidate will be willing to work hard with a positive attitude, work long hours and work as

a team to help make the crew productive.

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

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

Tabula – Regional Aviation Business Development Team Members for the Southern Central United States: Due to continued growth in the United States, Tabula is hiring a new Regional Aviation Business Development Team Members for the Southern Central United States region to focus on our AirVision System. We are seeking someone with experience in the Agriculture Aviation Sector. About the role:The Business Development Team is responsible for maintaining our existing sales, growing new business, and technically supporting our products within the Agriculture, Forestry, Horticulture and Utility industries. In return, we are offering a role that has the opportunity for growth and development, a base salary of $60k, plus a generous commission and bonus program that will reflect your skills, knowledge, and overall experience, with total earning potential being well over $100k. To apply, please send your CV and cover letter to recruitment@tabula.live.

Pilots Wanted - Looking for a few good pilots to fly 400-turbine Air Tractors. Willing to help with the turbine transition for the corn run. Perfect opportunity for a piston pilot.

Call or text Craig at 815-499-4704

Long-Term Experienced AT-402 Pilot - Well established company in Ohio looking for a long-term experienced 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

Experienced Ag Pilot Seeking Seasonal Seat: Experienced AG pilot with over 8,500 airtractor time seeking seasonal seat with housing. Wanting to see what’s available before I commit within my network. I just got my medical back. Yes - herbicide experience, Yes - 802 time, No accidents or claims, ever. Licensed in Oklahoma, SD, ND, and California. Email inquiries to blindads@agairupdate.com

Subject: ID#3509

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 -

Experienced pilot with AT-5, 6, or 802 SATLOC/flow control, extensive SHP time. Contact 701-541-0102

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 high-quality 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

Established Southwestern US Ag Aviation Business for Sale: Very established with a solid customer base. Nice, private facilities/ airstrip. Turnkey operation with two clean Air Tractors, both equipped with Bantam Satloc/ Intelliflow, ADSB & Comm. Season runs April-October. Owner/Pilot available to help as needed. Room for expansion. Currently offer ground spraying services but this is optional for the buyer.

Email blindads@agairupdate.com

Subject: ID#2291

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

Email inquiries to blindads@agairupdate.com

Subject: ID#486

Turnkey business for sale in south-central Washington. This has been a well-established, oneairplane aerial application business for many decades at the same location. The area has a diversified agriculture and a great potential for expansion.

Please contact me by email atagpilot54@gmail.com

Propellers

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

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

Contact +1 (903) 429-6805

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

Contact +1 (903) 429-6805

Hamilton Standard 23D40 Propeller with new blades 6511A9 installed. Completely overhauled with 8130-3 form.

Contact +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

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

Hamilton Standard 12D40Ag100. 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. Contact +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. Contact Pat Ballard Office: 870-697-2004

Fax: 870-697-3568

185 Hwy. 42 West, Hickory Ridge, AR

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.