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Calendar of Events | See What’s Happening B26 Low and Slow | Mabry I. Anderson B34 Wing and a Prayer | Carlin Lawrence B36 Regina’s Perspective | Regina Farmer B14 20 Years Ago | Bill Lavender
April 11-15, 2022 SD (multiple locations) Operation S.A.F.E. Analyst Training Opportunities
Garwood, TX Dr. Gardisser Phone: (501) 676-1762 dgardisser@wrkofar.com
May 11-12, 2022 Park Rapids, MN Operation S.A.F.E. Analyst Training Opportunities
Garwood, TX Dr. Gardisser Phone: (501) 676-1762 dgardisser@wrkofar.com
May 13-14, 2022 Sterling, CO Operation S.A.F.E. Analyst Training Opportunities
Garwood, TX Dr. Gardisser Phone: (501) 676-1762 dgardisser@wrkofar.com
August 19, 2022 Brazilian Ag Aviation Day
October 20-23, 2022 VIII Expo Congreso Aviación Agrícola 2022 Hotel Fiesta Americana
Puerto Vallarta, México adriana.garduno@ aviacionagricola.com.mx 55-55712072 ext 107 WhatsApp 5539777805
CALENDAR OF EVENTS
agairupdate.com/calendar
October 2022 CaAAA Annual Convention
TBA Terry Gage 916-645-9747 terry.gage@caaa.net caaa.net
October 2022 KsAAA Annual Convention
TBA Rhonda McCurry 316-650-6857 kaaa@ksagaviation.org ksagaviation.org
November 2022 Mid-States Ag Aviation Convention
TBA Garrett Lindell 309-582-5445 garrett@lindellaerialag.com
November 2022 CoAAA Convention and Trade Show
TBA Jessica Freeman 970-217-5239 jessica@coagav.org www.coagav.org
December 5-8, 2022 NAAA’s Ag Aviation Expo
Knoxville Convention Center Knoxville, TN Lindsay Barber Tel: 202-546-5722 Fax: 202-546-5726 information@agaviation.org
January 2023 TxAAA Convention
TBA 512-476-2644
January 2023 LaAAA Convention
TBA 337-230-9952 edward@ekrielowcpa.com www.laaaonline.org
January 2023 ArAAA Convention
TBA Katherine Holmstrom 501-503-3310 Katherine@araaa.org www.araaa.org
January 2023 OKAAA Convention and Trade Show
TBA Sandy Wells 405-431-0381 sandy@okaaa.org
January 2023 AMAA Convention
TBA Colleen Campbell 406-781-6461 www. montanaaerialapplicators.org
January 2023 NM AAA Convention
TBA Sue Stewart 940-864-2456 dandsaerial@aol.com www.nmagaviation.org
March 16-18, 2023 Canada AAA Conference and trade show
Regina, SK Canada Phone: +1 780-413-0078 Fax: +1 780-413-0076 info@ canadianaerialapplicators.com canadianaerialapplicators. com/conference
February 29-March 2, 2024 Canada AAA Conference and trade show
Banff, AB Canada Phone: +1 780-413-0078 Fax: +1 780-413-0076 info@ canadianaerialapplicators.com canadianaerialapplicators. com/conference
Locust Spraying in Madagascar
by Christophe Drurant
In April 2021, Madagascar observed an increase in the locust population, “Locusta migratoria capito”, and a locust control intervention program was quickly established. "Preserving the food security of the populations is the main objective,” according to Catherine Constant, the FAO coordinator on site (Food and Agriculture Organization, a branch of the United Nations). Badr Edine accompanied her to carry out this laborious mission. The sponsor and coordinator of operations were the FAO with the agreement and support of the Malagasy Ministry of Agriculture. The main sponsors of this program are the German government and the World Bank, plus donations from the Kingdom of Morocco and other partners have also helped with the funding.
Day of departure: (L-R) Lemu and Desmond (mechanics), Author (pilot), Jean-Dominique Verdet (workshop chief), Olivier Pascual (pilot), Guillaume Lenvoise (Level Up manager), and Cyprien (mechanic).
Day of arrival at the destination, Tulear, South Madagascar.
This year, the risk of an explosion of locust swarms, mainly in rice fields, is extreme. The best solution is locating the locust bands and eradicating them before they turn into vast swarms of reproductive adults. Level Up, a Kenyan company, has provided aerial spraying for Madagascar since December 2021 and should extend until June 2022. The last major locust campaign in Madagascar was 2014-2016.
Fellow pilot Olivier Pascual and I carried out the delivery in December 2021 of two Level Up aircraft on a flight from Nairobi to Tulear in Madagascar, a challenge at all levels; administrative, meteorological, and a sea crossing of several days. The journey required stopovers in Mombassa (Kenya), Dar Es Saalam and Mtwara (Tanzania), Moroni and Mayotte (Comoros), Mahajanga (Madagascar).
It is interesting to note because of the lack of road infrastructure, the helicopter, for both our travel and for spraying during this operation, provided a tremendous advantage. The roads are in poor condition and regularly damaged by tropical rains. In February 2022, two cyclones spaced 15 days apart (Batsiraï and Emnati) interrupted the mission for seven days. To make this 1000 km trip by land would typically take three long days in a 4WD vehicle. The secondary road network is only possible with a 4WD vehicle. It is easy to understand that the use of the helicopter is essential to quickly identify the development of the locust swarms and ensure precise interventions. ➤
Landing after locust scouting close to Betioky, South Madagascar. Locusts clinging to our tents.
Manja, where the camp is located, takes nine hours of travel in a 4WD vehicle to reach the airport of Tulear, where Jet A1 is available. To mitigate this challenge, we bought JetA-1 and pumped it into five barrels of 200 liters (52.3 gallons) each. The 6x6 truck, with a 12-ton empty weight normally reserved for this mission, was temporarily unusable. This was because halfway, the road crosses the Mangoky River. To continue on the road, a ferry must be used with a maximum load limit of only 10 tons. The price of fuel and chemicals delivered is costly. Attempting to complete this mission by land would be a monumental task. Thus, helicopters are used for these two distinct missions:
Scouting the locust population is done with the support of the IFVM (Ivotearana Famongorana Valalaeto Madagaskara), the driving force for the fight against locusts of Madagascar. I flew agents of the IFVM, who directed me to inspection sites where it was confirmed, either by prior information or by various landings, to areas known historically for traditional egg-laying, development, and the formation of locust swarms.
The helicopters that Olivier and I use are AS350 B3 Ecureuils (or Squirrels) equipped with AgNav GPSs. The spray systems are a Simplex unit on one and an Isolair unit on the other, each with four Micronair 5000 atomizers mounted on the skids. ULV applications are made at one-liter/hectare applying Chlorpyrifos 240 ULV using 100-meter swaths. This allows the chemical to reach mature locusts capable of flying. Teflubenzuron 50 ULV is used for treating developing larvae with a swath of 100 meters spaced every 400-500 meters. The larvae travel on the ground and eventually reach the treated strip, allowing for a good compromise between maximum targeting and pesticide savings. ➤
Sometimes, we use Cyclone, a mixture of organophosphate with 20% pyrethroid, to ensure an initial contact and delayed action. The treatment takes place early in the morning. The spray areas are defined by scouting the previous day. Applications are made before hot, daytime temperatures trigger the flight of swarms. For environmental reasons, buffer zones are used around urban areas, rivers, etc.
Sometimes days can be intense with spraying in the morning and scouting in the afternoon. Also, our mechanic and his entire team inspect and make any necessary repairs and adjustments to the spray equipment daily.
A locust control campaign is inevitably expensive and time-consuming to prepare and make plans many months in advance. It is a real feat to estimate future pesticide needs on Malagasy territory considering the manufacturer is located in another distant country. The treatment areas are guesstimates derived from the previous locust campaigns and the present larvae level (an omen of future infestations). Transport logistics are complicated, considering the number of active ingredients available and the needed administrative authorizations for use. ➤
Manja Camp base: (L-R) Author, Jonathan Olek (aircraft mechanic), Hans Rambelomanana (logistic manager), Badr Edine (FAO coordinator), Nicolas (guard), Sitraka (mechanic helper), Hery (cook chief), and Manantsoa (cook assistant).
For camping in the bush, support logistics are vital. One helicopter requires the following:
• One pilot • One aircraft mechanic • Three helpers • One logistics manager • Three vehicles • One cook and one assistant cook
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The presence of expensive and sensitive equipment requires two full-time guards for night surveillance. The Ministry of Agriculture also provides one 4WD vehicle and a 10-ton, empty weight 4WD truck for transporting insecticide drums and transfer pumps, along with a group of four people for handling. This second crew and the scouting crew have their camp, which adjoins ours, depending on the location.
Every 5-20 days, the camp changes locations, constituting a genuine expedition for everyone. Currently, two campsites are operating this way during this locust swarm control. Everything is being done to ensure the common goal: food security for the Malagasy population.
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Thrush Wing Spar Ad 2009-26-11 - Are You Clear with Compliance?
FAASTeam Notice Type: General Information Notice Date: Thursday, March 3, 2022 Notice Number: NOTC2292
AD 97-13-11 was issued to address an unsafe condition and accident caused by fatigue cracks occurring in the lower spar caps. AD 97-13-11 was superseded by AD 97-17-03, AD 2000-11-16, AD 2003-07-01, AD 200607-15, and AD 2009-26-11. AD 2009-26-11 requires repetitive inspection of the 1/4-inch and 5/16-inch bolt hole areas on the wing front lower spar caps for fatigue cracking, repair or replacement of any wing front lower spar cap where fatigue cracks are found, and replacement of the wing front lower spar caps when a life limit is reached. Prior to or after wing front lower spar cap replacement, if replacement via Avenger STC SA03654AT is not chosen, options are provided for the required repetitive inspections based on the various available methods for replacement. The FAA is concerned these options, as provided by Table 3, Table 4, and Table 5 of the AD, could be misinterpreted. For the maximum inspection interval (Table 5) to be used, which is every 900 or 1,250 hours time-in [1] service (TIS) based on the inspection method utilized, Thrush Custom Kit CK-AG-41 Rev A must be followed in its entirety. No deviations from the instructions of CK-AG-41 Rev A are allowed in order to be eligible for the maximum inspection interval. This includes all parts contained within the kit, and any additional parts noted as required due to different aircraft or wing configurations.
If CK-AG-41 Rev A is not followed in its entirety, but the “big butterfly” plates and lower splice plates of the custom kit are installed as part of the wing front lower spar cap replacement, then this will allow forthe inspection interval prescribed in Table 4 of the AD, which is every 450 or 625 hours TIS, again depending on the inspection method utilized.
The minimum inspection interval of 250 or 350 hours TIS (Table 3), must be followed if only the affected or both wing front lower spar caps are replaced, with no additional structure.
For all replacement options, no parts are to be reused if replacements are provided as part of CK-AG-41 Rev A.
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SPREADING THE FACTS
Michelle Miller - michelle@thefarmbabe.com
Are Farms Really Factories?
Opponents of the agriculture industry, particularly those against livestock, always use the term “factory farm” to scare consumers. What exactly would a ‘factory’ type of farm even look like? Some would picture a dreary place that doesn’t care and that’s certainly not what you’d see on the millions of farms out there. Next time you hear this uninformed term, use the facts below to straighten the record. Here’s what I see, and what others would too, if they took the time and toured more of these large scale farms:
1. Families, Being Families
97% of farms are family-owned, and 75% of farmers live right on the farm where your food is growing. I see kids growing up, learning valuable lessons about life, work, priorities, hardship, and everything else that comes with a profession relying on mother nature. One survey shows that 64% of farmers are generational, taking over the operation from the family members before them. Family is so big that 63% of the agricultural products sold in the U.S. come from large family farms, an additional 15% comes from small farms and ranches. This means less a quarter of the ag products sold in our country come from non-family farms. Agriculture is a family profession.
2. Experience
Over 71% of farmers have been farming for over 10 years. This isn’t a profession you just jump right into and start making millions and then hop to the next big thing. Farming & ranching take hard work, dedication, and most of all, passion. Many farmers are even college-educated, with over 36% having at least a bachelor’s degree and even more with an associate or some type of certificate. These industries take time to build. ➤
Opponents of agriculture industry, particularly those against livestock, always use the term “factory farm” to scare consumers. What exactly would a ‘factory’ type of farm even look like? Some would picture a dreary place that doesn’t care and that’s certainly not what you’d see on the millions of farms out there. 3. Small Farms
When I think of factory production, it makes me think big. Factories focus on fast-paced, profitdriven motives, the opposite of agriculture. In fact, 87% of farms in the United States gross less than $250,000 each year, their net profit being substantially less. Majority of farmers take a second job to make ends meet, 62% of farmers worked off the farm according to the last census. Again, these aren’t people raking in profits at the expense of consumers. These are good, hard-working salt of earth people who care and do what they love.
4. Opportunity
Agriculture is one of the greatest professions with available opportunities. The industry needs are so varied that essentially any one with any type of skill could find a place somewhere in the profession. From people like me, who are speakers and can advocate, to techies who can fly imaging drones over crop fields, to highly skilled pilots that protect the crops that farmers grow, even those engineers working in real factories developing the next line of technology to improve a practice. There is something for everyone in agriculture and the opportunity doesn’t stop at entry-level positions (like they might in a genuine factory).
5. Passion
Most of all, I see passion in the eyes of agriculturalists. These are a group of individuals who genuinely love what they do. Farmers and ranchers love to work the land, tend to their animals, and reap the benefits of truly enjoying their careers. Ag pilots have a passion not found in commercial aviation. Through the struggles, farmers, ag-pilots, and others involved in agriculture are still passionate about their industries, they are committed to feeding, clothing, and fueling the world regardless of the personal sacrifices they may make to do it.
Don’t be fooled by those who paint a gloomy picture of agriculture. “Factory” farms aren’t real. Large farms are a critical part of our food system and while there are many “factories” that are a part of agriculture they certainly aren’t on the farm. The only factories I’ve been in are processing/packing plants, machinery factories, and factories making the very goods you purchase from the grocery store. Get to see the accurate picture of a farm by reaching out to operations near you, I’m sure many of them would love to show you around what a real, non-factory farm is regardless of size or fancy label.
Distracted Flying
By Ted Delanghe
The pilot of a crop duster that plowed into a field was concentrating on tasks inside the aircraft’s cockpit rather than looking out the windows when he experienced a loss of situational awareness and crashed.
This excerpt from a Transportation Safety Board report highlights the consequences of becoming distracted by losing situational awareness – knowing what is going on around you. The aircraft was written off, but fortunately, the pilot recovered from his injuries sustained in the accident and returned to flying. Many can relate to such circumstances either through first- or second-hand experience.
The Golden Rule
A pilot’s number one priority is maintaining positive control and not hitting the ground. This ‘golden rule’ is sound advice for aviation in general, but even more so in the challenging world of ag aviation, where you are often operating at the outer fringes of the flight envelope at a very low level.
Distracted Flying
Distracted flying is any activity that diverts attention from flying, and there are a lot of them. Talking or texting on your cellphone, eating and drinking, checking out a work order – the list goes on and on. All take your attention away from your primary responsibility of ensuring positive control of the aircraft.
With an application speed of 125 mph, you cover 183 feet per second. At a standard boom height of 8-10 feet, the landscape is zipping by at a pretty good clip, along with dangers such as telephone poles and wires, high tension towers, trees, buildings, etc., coming your way in a hurry. Even for a second or two, any distraction can make for a bad day at the office. You cannot fly safely unless the task has your full attention.
In addition to many potential distractions, aviation can throw some additional monkey wrenches into the action through a wide assortment of visual and sensory illusions, vestibular and otherwise. Add to that the always present danger of fatigue affecting a pilot’s judgment, and you have a situation that demands your full and undivided attention.
While the basic technique behind each application is straightforward - flying back and forth across a field following the swath guidance - numerous other tasks vie for your attention. Ensuring you are at the correct location. Checking the amount remaining in the hopper, checking and adjusting the correct flow rate, watching for potential hazards, ensuring you are not drifting materials into other fields. You can get into “task saturation” pretty quickly, something especially risky when fatigued.
The Paper War
If you need to do something that requires more than a glance during an application, put your paperwork – whether actual paper or electronic – away until you are at a safe altitude and airspeed. Trying to check a work order or other item while wallowing around near max gross is not fun at any time, let alone near the ground. And by a safe altitude, that means not only high enough to ensure you leave a large margin of safety from accidental contact with the ground but high enough that towers and other structures do not come into play. And never, but never, answer or talk on the radio or your cellphone unless you are at a safe altitude or on the ground and parked.
Plan Ahead
As is often said, an ounce of prevention is worth a pound of cure. That starts with spending the time and effort required to make all parts of your operation seamless. Make your work order a model of simplicity and clarity so that the pilot receives only required information in an easy-to-read format. In addition to the GPS coordinates of the field, ensure your work order has sufficient information to 100% confirm you are at the right field at the right time. Google Earth and other geo programs make that an easy chore these days, with photos of the area being treated that can be printed out, which will help a great deal when you have accidentally typed in the wrong GPS coordinates.
Keep your cockpit well organized, separating completed work orders from future ones. A simple file folder with several sections can help you, where you can separate pending work orders from those completed.
Know your navigation and application gear cold! Having a refresher course while circling a field low level is a sure recipe for disaster. The off-season is a great time to study aircraft and flow control systems until they are second nature. ➤
The same goes when transitioning to a new aircraft. Take the time to study the Pilot’s Flight Manual and give yourself lots of time to fly the new aircraft empty and with various water loads. When day one of the new spray season comes, you will feel very comfortable in the cockpit and aren’t searching for that darn airspeed indicator, flap lever, or other control or instrument.
Be Consistent
Developing good habits and procedures is part of a long chain of events that can help you steer clear of distractions. Just keep in mind the best procedures are useless if they are not followed. I can personally vouch that a lapse in following normal procedures - like not securing fuel or oil caps or failure to remove all safety flags - can make for a most interesting situation you want to avoid. It is here that consistently doing things prevents many problems from startup to shutdown.
For pilots just entering the very satisfying world of ag aviation, developing and following good work habits will set the stage for a long and productive career. The same also applies to experienced pilots where reviewing all phases of an operation to ensure consistency will always pay great dividends.
Risk Management
Part and parcel of ag flying is that we are implicitly accepting some level of risk by its very nature. The key to safe and successful operations is knowing that risk can be mitigated through various measures. A large part of that process involves keeping distractions to an absolute minimum. This is especially true for single-seat aircraft when the pilot gets distracted. You then have to ask, who’s doing the flying? We all know the answer to that one.
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