But a well-maintained Air Tractor comes close. Perform all recommended maintenance and required inspections.
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!
PRESIDENT:
Graham Lavender - graham@marsaylmedia.com
VICE-PRESIDENT:
Bill Lavender - bill@agairupdate.com
SECRETARY:
Sandy Lavender - sandy@agairupdate.com
ACCOUNTING:
Casey L. Armstrong - casey@marsaylmedia.com
ADVERTISING:
Melanie Woodley - melanie@marsaylmedia.com
CLASSIFIED ADS: classifieds@agairupdate.com
Melanie Woodley - melanie@marsaylmedia.com
PRODUCTION:
Daniela Constantino - daniela@marsaylmedia.com
CIRCULATION: subs@agairupdate.com
Mary Jane Virden - maryjane@marsaylmedia.com
CONTRIBUTING WRITERS:
Ted Delanghe - ted.delanghe@gmail.com
Robert Craymer - robertc@covingtonaircraft.com
Regina Farmer - regina.farmer@chem-man.com
Carlin Lawrence - carlin@agairupdate.com
Ryan Mason - ryan@agairupdate.com
Michelle Miller - michelle@thefarmbabe.com
Josh Alameda - josh.alameda@gmail.com
Tracy Thurman - thurmantracyt@gmail.com
LATIN AMERICAN REPS:
Noelia Burgeus - noeliburgues@gmail.com
Ernesto Franzen - ernesto@agairupdate.com
Guillermo Giordana - aravia@aravia.com.ar
Gina Hickmann - gina@agairupdate.com
Pat Kornegay - pat@svatx.com
Ivan Parra - ivan@agairupdate.com
Marcia Specht - marcia.specht@gmail.com
© Copyright 2023 AgAir Update retains all rights for reproduction of any material submitted, to include but not limited to articles, photographs, emails and bulletin board posts. All material remain the copyright of AgAir Update. No part of this publication may be reproduced, in part or whole, without the written consent of the publisher. Editorial published do not necessary reflect the views of the publisher. Content within AgAir Update is believed to be true and accurate and the publisher does not assume responsibility for any errors or omissions. Unsolicited editorial manuscripts and photos are welcomed and encouraged. We cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Advertising deadline is 12 noon, on the 1st of the month preceding the month of publication.
AgAir Update (ISSN 1081-6496) Published monthly by Marsayl Media, 475 Myrtle Field Road, Perry, GA 31069 for $39 USD for one year in the U.S.; International rates are $65 USD for one year. Periodical postage paid at Perry, Georgia and additional mailing offices.
Postmaster: Send address changes to P.O. Box 850, Perry, GA 31069.
AgAir Update, a multiple-award winning publication, is published in three languages and distributed world-wide. AgAir Update is a proud member of:
Where does one start when writing about the loss of one of your closest friends and an industry leader? I’ve written about many in the ag-aviation industry that have gone before us. This one is tough, my friend Grant Lane.
I first heard of Grant over 35 years ago. Who hadn’t? The Lane family has been instrumental in ag-aviation for over 75 years. It was during a trip to Lane Aviation in Rosenberg, Texas, where I visited Mr. George Lane for an article in the late 1980s, that I met Grant.
Grant’s presence was overwhelming to me at the time. I was still an active ag-pilot trying to get AgAir Update “off the ground.” I soon learned that talking to Grant during that first visit was easy. We hit it off almost immediately. Working the same state trade shows sealed the friendship until his passing on July 12, 2023.
I had been traveling in Latin America for over ten years when I invited Grant to accompany me to Brazil in 2002. That was our first Latin American trip to be followed by at least 50+ more. In those years, we often traveled to Brazil but also to Argentina, Bolivia, Chile, Ecuador, Uruguay, Costa Rica, Guatemala and Mexico. Traveling throughout Latin America was not the only trips we made; they also included Canada, The Bahamas and throughout the U.S.
We were returning home from a trip to Brazil when Grant complained his leg was bothering him. He was always one to tough it out and resisted any medication. His leg bothered him enough to
see a doctor; that was April 2022, when he was diagnosed.
Grant fought his cancer to the end, never giving up hope. We talked at least three times a week and even more often after April of last year. Now, there is an empty void.
Grant was loved and liked by many people. Business-wise, he was the epitome of an intelligent and fair businessman. As a friend, you could not ask for a better one. He will be missed by many. There is no replacing him. I, along with his family and many friends, will have to adapt to life without Grant Lane; not going to be an easy task. Godspeed, my friend, until we meet again.
Until next month, Keep Turning…
October 11-12, 2023
Michigan AAA Convention
AgroLiquid Building, 3055 W. M-21
St. John’s MI 48859
Tim Swanson
989-292-1362 flyingfarmertim@hotmail.com
October 16-17, 2023
Aerial FireFighting 2023
Europe
TBD
Athens, Greece
October 21-22, 2023
2023 Ag Aviation Golf Tournament
Red Apple Inn & Country Club
Heber Springs, AR
Lathan Busby 870-734-7278
Bryant Otto 501-327-7714
Michael Hutchins 870-2413781
Brenda Watts 870-644-3141
October 23-24, 2023
Kansas AAA Convention
Drury Broadview Inn
Wichita, KS
Rhonda McCurry kaaa@ksagaviation.org
316-650-6857
October 23-25, 2023
CAAA 74th Annual Convention
Harvey’s Lake Tahoe
South Lake Tahoe, NV
Terry Gage terry.gage@caaa.net 916-645-9747
November 5-7, 2023
Pacific NW AAA Convention
Coeur D’Alene Resort
115 S 2nd St
Couer d’Alene, ID
Tara Lee Brown
pnwaaa@gmail.com
509-989-9098
agairupdate.com/calendar
November 7-9, 2023
Mid-States Ag Aviation Conference
Isle of Capri Casino
Quad Cities Convention Center Bettendorf, IA
Quentin Childs qchilds@insmgmtgrp.com 515-967-3761
November 13-16, 2023
Air Tractor Aircraft Maintenance
Familiarization Course Olney, TX
Brian Hahn bhahn@airtractor.com
November 14-16, 2023
Colorado AAA Convention Island Grove Regional Park Greeley, CO
Jessica Freeman jessica@coagav.org 970-217-5293
December 4-7, 2023
2023 Ag Aviation Expo
Palm Springs Convention Center Palm Springs, CA United States Event Website: http://www. agaviation.org/convention
NAAA Ag Aviation Expo Registration naaaexpo@agaviation.org
202-546-5722
December 7, 2023
Flying in the Wire and Obstruction Environment Course Palm Springs Convention Center Palm Springs, CA United States naaaexpo@agaviation.org
202-546-5722
December 11-14, 2023
Air Tractor Aircraft Maintenance Familiarization Course
Olney, TX
Brian Hahn
bhahn@airtractor.com
January 5-7, 2024
Arkansas AAA Convention
Oaklawn Racing Casino Resort 2705 Central Avenue
Hot Springs, AR 71901
Katherine Holmstrom katherine@araaa.org 501-503-3310
January 8-10, 2024
Louisiana AAA Conference
TBD
Kim Brown LAAGAVIATION@outlook.com (225) 436-3199
January 8, 2024
Arizona AAA Meeting & PAASS Program
Custom Farm Service Hangar
Stanfield, AZ
Brittany Armstrong barmstrong@agairusa.com (520) 705-9692
January 8-11, 2024
Air Tractor Aircraft Maintenance
Familiarization Course
Olney, TX
Brian Hahn bhahn@airtractor.com
January 10-12, 2024
Texas AAA Convention
Corpus Christi, TX
Chris Shields
cshields@thetexascapitol.com (512) 658-8161
January 10-12, 2024
Missouri AAA Convention
Cape Girardeau, MO
Eric Blair
ericb802@yahoo.com
(573) 283-5590
January 14-16, 2024
Northeast AAA Convention
Wyndham Gettysburg
Gettysburg, PA
Ed Carter
businessoffice@northeastaaa.org
(609) 820-7987
January 15-16, 2024
Oklahoma AAA Convention Embassy Suites
Norman, OK United States
Sandy Wells sandy@okaaa.org
(405) 431-0381
January 17, 2024
Ohio AAA Meeting
TJ Willey’s Tiffin, OH
Brian Gibbs gibbsaerospray@gmail.com (419) 332-1724
January 18-20, 2024
Mississippi AAA Convention
Beau Rivage Resort & Casino Biloxi, MS
Vicki Morgan vickimorgan@msaaa.com (662) 299-7836
January 22-23, 2024
Association of Montana Aerial Applicators Convention
Heritage Inn
Great Falls, MT
Alyssa Stromberg
alyssastromberg16@gmail.com (406) 480-3965
January 24-26, 2024
New Mexico AAA Convention Inn at the Mountain Gods Resort
Mescalero, NM United States
Sue Stewart dandsaerial@aol.com (940) 864-2456
February 5-6, 2024
Southeast Aero Cultural Fair (SEAF) FL
Ashley Houston aehouston81@gmail.com 270-293-3843
An AT-802 sprays in Arcadia, Louisiana. Photo by Ron Harper via Facebook.
A Thrush captured spraying in Hebron, Indiana.
Photo by @tomjonesfoto via Instagram.
A Thrush banks in the summer sun in Stratford, Texas.
Photo by @texas_avgeek on Instagram.
An Embraer Ipanema 202A spotted in South America.
Photo by @ituiutabaspotters on Instagram.
A rear view of a two seat air tractor laying fungicide in Arkansas.
Photo by @deltaplanespotter on Instagram.
A capture of an Air Tractor from Holzwarth Flying Service in Illinois.
Photo by Ken Coleson via Facebook.
An Ag Cat sprays Walnuts. Photo by Chris Haile via Facebook.
A Brave weaves its way around windmills.
Photo by @scottpalmair via Instagram.
From the cockpit 500 feet above North Dakota.
Photo by @agaviationadventures on Instagram.
An Air Tractor comes in for a low pass in Chorman, Delaware.
Photo by @agaviationphotography on Instagram.
A Bell 206L3 sprays in Johnstown, Colorado. Photo by @skippyscage on Instagram.
A Cessna 188B lands in Uruana, Goias, Brazil.
Photo by @agro_spotters on Instagram.
by
Graham Lavender, with contributions from Sheila Millican and Rob Van Namen.
Over the past three decades, the landscape of agricultural aviation has undergone a remarkable transformation. From its early days of radial and piston engine airplanes, we now witness the predominance of advanced agricultural aircraft. The shift to more powerful turbine engines has undoubtedly improved performance but has also led to a significant increase in operating costs.
The purchase price, insurance rates, and training expenses have soared and contributed to a shortage of agriculture pilots. As seasoned ag pilots retire, finding suitable replacements has become challenging. The average age of an agricultural pilot falls between 50 and 60 years, with some still flying well into their late 70s. One of the primary reasons for this scarcity is the high cost and limited availability of ag flight training and insurance premiums for low-time ag pilots.
Acknowledging these concerns, the Mississippi Aerial Applicator Association (MAAA), the National Agricultural Aviation Association (NAAA), and farmers nationwide turned to Senator Cindy Hyde-Smith of Mississippi for assistance. After numerous meetings, studies, and strategic analyses, Senator Hyde-Smith commissioned the Commercial Aviation Department at Delta State University to develop a workforce development plan in the Mississippi Delta to address the shortage of ag pilots.
In response to this call, a collaboration was formed between the director of Flight Operations at Delta State University, Brad MacNealy, a Mississippi ag aviation operator and farmer, Ike Brunetti, and a Workforce Development Consultant, Pam Meeks. Together, they formalized an agriculture flight-training plan and presented it to Senator Hyde-Smith for consideration. Their proposal led to passing legislation granting a 2 million dollar grant to establish an Aerial Applicator Pathway for training Ag pilots at Delta State University. ➤
Senator Hyde-Smith emphasized the importance of partnerships with local businesses, schools, and organizations to realize the idea of Agricultural Aviation Training. Mitzi Woods from South Delta Planning and Economic Development (SDPED) took the initiative and sought assistance from Doug Freeze, Workforce Development Director at Mississippi Delta Community College, and Dr. Courtney Taylor at Accelerate Mississippi for State Workforce Training and Funding. Additionally, Delta State University collaborated with Blues Air, Inc. and Advanced Turbine Training, LLC, experts in Aerial Applicator training. MAAA, the Cleveland Airport, and numerous aerial applicator businesses from Mississippi and neighboring states lent their unwavering support to this initiative.
The next step in the process was to identify prospective students interested in becoming Ag Pilots. There were plenty of interested candidates, but the challenge was to find individuals who were genuinely committed to the program and had a strong work ethic. The program required candidates willing to dedicate long hours in challenging conditions to assist in the daily tasks of keeping the aircraft flying. It needed individuals ready to fly low and face hazardous conditions, who saw ag flying as not just a job, but a way of life they were determined to embrace.
The program devised rigorous selection criteria and processes to ensure the best selection of candidates. The selection committee includes Frank Kimmel, Karl Holcomb, Madison Dixon, Ike Brunetti, and Brad MacNealy.
Three entities are involved in flight instruction for the Ag Aircraft Operations Career Pathway Program (AAOCP). These entities include Delta State University, Blues Air, LLC, and Advance Turbine Training, LLC, all located at Cleveland Airport in Cleveland, MS.
Delta State University primarily handles Instrument and Commercial training—Blues Air covers the slack in case of overbooking from college students. Blues Air is responsible for the Aerial Application training, while Advance Turbine Training manages the Dual cockpit 802 turbine transition.
The program aims to train a minimum of 30 students within three years, at a rate of 10 students per year, but they are open to taking on more students if possible. Successful performance during the initial three-year period could lead to additional funding. The federal funding within AAOCP is available to any U.S. citizen with at least a private pilot's license, and they must have a part 137 operator sponsor. This sponsor acts as a mentor, vouching for the student's capability to become an ag pilot, although they are not financially obligated. ➤
We love the RG-220. We like that the battery box is clean; it’s a cleaner, friendlier installation without corrosion treatment and preventative maintenance. The mechanic appreciates it and for us it reduces our maintenance costs. There are more amps available for faster, cooler starts.”
For Air Tractor Models AT-402, AT-402A, AT-402B, AT-502, AT-502A, AT-502B, AT-504, AT-602, AT-802 & AT-802A
STC SA01090DE provides for the installation of Concorde RG-220 batteries in Air Tractors.
The TSO-C173a authorized RG-220 was specifically designed to start PT6 turbine engines. It is built with the same components and features that are proven to optimize current output, maximize capacity and sustain turbine engine power requirements. The RG-220 is dependable season after season.
• Faster starts, improved performance and reduced engine wear
• Sealed technology - no electrolyte management or potential contamination
• Proprietary PolyGuard® Separators – for added protection against shock & vibration
• Concorde batteries are 100% recyclable
• Supported by Concorde’s world class customer service
CONCORDE BATTERY CORPORATION
2009 SAN BERNARDINO ROAD, WEST COVINA, CA, 91790 626.813.1234 | ISO 9001 + AS9100 CONCORDEBATTERY.COM
Interested applicants must submit an application to DSU, and after that, they undergo an in-person interview with the program leads. The AAOCP training starts in October and concludes in May of the following year, with a timeframe of approximately 6-8 months for completion, weather permitting. The ag portion of the training typically commences in January. Mississippi residents may be eligible for additional state grant funding.
The training involves a combination of ground and flight instruction. Blues Air provides the Basic Ag Course, which includes 50 hours of ground training covering safety, equipment, and industry aspects. Flight training involves hands-on experience with various aircraft, such as the Ag Pilot X outfitted 150hp Citabria, Scout, Satloc Bantam 188 Ag Truck, and Cessna 172. Furthermore, Advance Turbine Training manages the Dual Cockpit AirTractor 802 for turbine transition training.
The collaboration between these entities ensures that students receive comprehensive and experienced training to become
competent and safe Ag Pilots. Those interested in self-funding their flight training can pay directly to Blues Air for the course. The focus is on equipping students with the skills and knowledge necessary to excel in their careers as agricultural pilots. The program aims to set a new safety, efficiency, and accuracy standard in aerial application training.
For more information, interested individuals can contact the respective entities involved in the AAOCP program:
Delta State University - AAOCP Grant Program Coordinator: Sheila Millican (Contact: 662-846-4216, Email: Smillican@deltastate.edu)
Blues Air, LLC - Owner/Operator: Phil Krasner (Contact: 504722-3399, Email: Phillipkranser@yahoo.com) and Chief of Ag Ops and Training: Rob Van Namen (Contact: 662-8224151, Email: Robvan502@gmail.com)
Advance Turbine Training, LLC - Owner: Ike Brunetti (Contact: 662-719-2200, Email: Shelbyairservice2@gmail.com)
NAAA is excited to announce the hiring of Lauren Henretty, CMP, as the association’s new Associate Director of Meetings & Marketing. Lauren brings 20 years of experience working for associations in the education, meetings and management space. She most recently worked as associate director and education program planner for the Pediatric Pharmacy Association. Lauren will use her experience to help in the planning and execution of the Ag Aviation Expo, board meetings, other industry events and NAAA marketing initiatives.
Lauren is a graduate of the University of Pittsburgh and lives with her husband and daughter in southern Maryland. Please help us in welcoming Lauren to the NAAA staff.
São Paolo, Brazil, July 18, 2023 – Pratt & Whitney Canada (P&WC), a business unit of Pratt & Whitney, announced today that it has added three new P&WCSMART™ offerings designed specifically for PT6A-34AG operators: Flat Rate Overhaul Program, Propeller Strike Repair Program and Flat Rate Engine Exchange. These additions will better support customers by providing fixed costs for major engine maintenance services, thereby eliminating price uncertainty while delivering original equipment manufacturer (OEM)-level engine maintenance and parts, and world-class service.
“Our P&WCSMART lineup continues to attract new and repeat customers by offering them the best value in the industry,” said Irene Makris, vice president, Customer Service, Pratt & Whitney Canada. “Tailored to the needs of operators with mature engines, P&WCSMART solutions for PT6A-34AG are tailored to help our global aerial application customers optimize their maintenance with well-priced, no-surprise solutions aligned with their business model. For aircraft reaching the end of their lifecycle, maintenance costs become higher and harder to predict – but with our P&WCSMART solutions, operators can keep their mature engines economically viable for longer.”
The benefits of the PT6A-34AG Flat Overhaul Program include a guaranteed overhaul price and capped price for optional compressor turbine blade and limited life parts replacement, with no extra charges for engines that exceed the OEM-recommended time between overhauls or engines removed because of a propeller strike event.
Under the PT6A-34AG Propeller Strike Repair Program, customers whose engines are affected by such an event will receive up to US$395,000 in parts and service for a fixed price of US$175,000 (2023 pricing). This includes labour, new genuine P&WC parts, exchanges and subcontracted parts, and more.
Finally, the PT6A-34AG Flat Rate Engine Exchange program is a cost-effective alternative to overhauling an engine. For a fixed price, customers benefit from the simplicity of receiving a freshly overhauled engine of the same model in exchange for their existing one. They eliminate the need to rent an engine while theirs is being overhauled; there is only one engine removal and installation, not two. This allows them to reduce downtime and increase aircraft availability.
With the addition of the latest solutions, the P&WCSMART program now includes more than 25 unique offerings spread across three portfolios: PT6A, turboshaft and PW100 engines. It features a variety of options that bring peace of mind to eligible operators, such as capped costs for major maintenance events like overhauls and hot section inspections, engine exchanges and upgrade programs.
P&WC’s P&WCSMART™ program is popular with customers because it provides cost guarantees up front, saves them money and maintains the value of their assets. These new offerings were developed based on feedback from agricultural aviation customers to meet their evolving business needs and support their bottom line.
The Pratt & Whitney team will be at Congresso AVAG July 18 to 20 booth # 67 where a cutaway of a PT6A engine will be on display.
Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines and auxiliary power units. To learn more, visit www.prattwhitney.com. To receive press releases and other news directly, please sign up here.
For further information: Pratt & Whitney, +1 (860) 5659600, media@prattwhitney.com
Our FAST™ solution helps you make informed decisions and optimize operations through full-flight data intelligence delivered wirelessly within minutes of engine shutdown. It helps you see the small details – as well as the bigger picture – so you can stay ahead of the game.
EXPLORE OUR DIGITAL SOLUTIONS AT PRATTWHITNEY.COM/FAST
The worldwide Air Tractor family is saddened by the loss of Grant Lane, President and CEO of Lane Aviation, Inc.
“Grant was a big presence and influence at Air Tractor, and in the ag aviation industry,” says Air Tractor President Jim Hirsch. “We will miss him and remember him with admiration and respect. Our prayers and condolences are with the Lane family.”
Grant passed away July 12, 2023, after a courageous battle with cancer.
For decades, Grant Lane was a leading voice in the U.S. ag aviation industry. Few could surpass his cheerful, quiet good spirit, and his drive to go the extra mile. “Grant’s standards were always high. He gave his best to help people achieve their goals,” Hirsch said.
The Lane name has been associated with Leland Snow and Air Tractor since 1957. George Lane was a big believer in the work of Leland Snow and paid a deposit on one of the first five Snow S2A ag planes. Shortly thereafter, Lane Aviation became a dealer for Snow Aircraft – and later Air Tractor. Lane Aviation became the first Air Tractor dealer in 1974.
Grant and his brother Mark Lane grew up in the Lane Aviation business and were taught to fly by their father. Both soloed at 16. In 1975, Grant began flying and working fulltime for Lane Aviation. When Grant arrived at an operator’s location, he was there to help.
Lane Aviation continued to grow and thrive, which paved the way for its entrance into international and South American markets in the early 2000s. Agricultural aviation in Latin America had begun gaining significant momentum by then, and Grant formed a partnership with AeroGlobo Aeronaves to bring Air Tractor aircraft into Brazil. In 2007, AeroGlobo Aeronaves became the exclusive Lane Aviation agent in Brazil.
Grant will be remembered for his hands-on approach with customers and his dedication for progress in ag aviation.
Over the year’s Grant accumulated numerous accolades, including the NAAA’s Larsen-Miller Community Service Award. Grant and his father, George received NAAA’s prestigious Agrinaut Award in 2006 for Lane Aviation’s creation in the 1970s of the Lane Brake, a breakthrough in pump fan brake technology.
Grant’s legacy lives on in his son Logan Lane, who now will serve as the company’s president. Logan is a pilot and graduate of Texas A&M University with life-long experience in the ag aviation business. Like his father Grant, Logan has been guided and prepared for a career of service to customers and investing in the lives of other people.
“Lane Aviation is in good hands with Logan to carry on the Lane tradition,” Hirsch says.
Per Grant’s wishes, there will be no funeral service, but a celebration of his life will be held at Lane Aviation, in Rosenberg, Texas at a date yet to be determined. In lieu of flowers, the Lane family requests to either donate blood in his name to a local blood bank or donate to the PAASS Program.
NAAA is concerned about the competitive advantage the FAA’s streamlined UAS Part 137 certification process gives to new uncrewed Part 137 applicants over those who must follow the standard process with the FSDO.
On June 13, the Federal Aviation Administration (FAA) issued Notice 8900.659, directing its staff with updated guidance on the Part 137 certification process for UAS. The FAA justifies these changes by asserting that uncrewed aircraft system (UAS) Part 137 operations present a lower risk than other certificated operations.
As stated by the agency:
We’ve seen a significant increase in agricultural aircraft operator certificate applicants seeking to use Unmanned Aircraft Systems (UAS) under 14 CFR Part 137. Our data shows that UAS not only have significant commercial and agricultural value, but they also operate in a lower risk category when compared to crewed aircraft; they have no onboard pilot, carry a much smaller payload and 99 percent of the UA carry no flammable fuel.
Since the first agricultural UAS certificate was issued in 2015, there have been no known accidents or injuries among the 178 certificated operators. Given the relatively low risk of agricultural UAS operations and restrictions written into the required exemption, we’ve determined that streamlining the Part 137 UAS certification process will not adversely affect safety.
The FAA is moving forward with the following changes:
1. Uncrewed Operators (UO) now apply for a Part 137 certificate via the central UAS Operations Office (137UOO) instead of their local Flight Standards District Office (FSDO). They would still need to have applied for and been granted the necessary exemptions from 14 CFR before applying. The new office may be contacted at: UAS137Certificates@faa.gov.
2. The FAA determined UO are lower risk, so § 137.19(e) Knowledge and Skills Tests can now be self-administered. The FAA can request documentation of satisfactory completion.
3. No Letter of Authorization (LOA) issued for UO; Operating Certificate issued by 137UOO.
4. Splitting of Flight Safety Offices:
• 137UOO is responsible for uncrewed-only operations.
• Local FSDO is responsible for mixed operations (having both crewed and uncrewed).
• 137UOO will specifically coordinate with FSDOs to conduct field activities on an asneeded basis (inspections, investigations, etc.).
5. No regular surveillance will be required by the FAA for uncrewed-only operations.
1. Newly required operations manual for UO (includes safety, flight duties/ responsibilities, accident reporting, HAZMAT, etc.). ➤
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.)
2. Newly required self-created/self-administered/selfdocumented training program for UO.
3. (1) and (2) are not submitted to or approved by the FAA but must be made available by request.
1. 49 USC § 44807 previously approved UA are all approved for Part 137 use.
2. All <55 lb. UA are approved for Part 137 use.
1. Uncrewed-only operators need only a Remote Pilot Certificate (not a commercial pilot certificate).
2. Third-class medical certificate required (not a secondclass medical certificate).
NAAA is concerned about the competitive advantage that this gives to new uncrewed Part 137 applicants over those who must follow the standard process with the FSDO. The association is also concerned that the separate centralized approach for UAS may prove to further alienate crewed and uncrewed Part 137 operators, as they would deal with distinctly different FAA officials and oversight, even if treating adjacent fields. When the skies become more crowded with UAS
operations, FAA safety coordination becomes more and more important.
The new process will likely relieve backed-up FSDOs of their UAS burden, and hopefully allow them to better serve crewed and mixed crewed/uncrewed operators. In addition, NAAA does appreciate the FAA’s assertion that at least a third-class medical certificate be required. NAAA has held firm on this requirement for all proposed commercial operations of UAS, commenting as such on countless UAS exemption petitions.
Within 12 months, the FAA will incorporate these changes into Advisory Circular (AC) 137-1. Current Part 137 UAS applicants on the National Applicant List will be automatically transferred to the 137UOO, and applicants in progress will be given the option to continue working the certification with the FSDO or transfer to the new streamlined process. It is also worthy to note that the scope of these changes does not extend to any specialty use cases, such as beyond visual lineof-sight (BVLOS) or swarm operations. Any proposed specialty use cases would still need to be initiated through a Letter of Intent (LOI) with the jurisdictional FSDO.
NAAA continues to meet with industry stakeholders to better evaluate the impacts of these changes to its member operators and is actively formulating a suitable response to the FAA regarding this notice.
Sertãozinho, a vibrant city in Brazil, was abuzz with excitement as it played host a small fleet of aircraft from the 2023 AvAg Congress. The event, organized by SINDAG) drew the attention of ag aviation enthusiasts, industry professionals, and local residents alike.
The AvAg Congress, renowned for showcasing the latest advancements in aerial application technology, chose Sertãozinho as its destination, highlighting the city’s importance in the agricultural sector. Nestled in the heart of São Paulo state,
Sertãozinho boasts a rich history of agricultural excellence, making it an ideal backdrop for this prominent gathering.
The event drew participants from diverse backgrounds, ranging from farmers and agronomists to aviation experts and government officials. Together, they explored innovative solutions to enhance crop monitoring, pest control, and precision agriculture. The AvAg Congress facilitated knowledge exchange, fostering collaboration and paving the way for advancements in sustainable farming practices. ➤
APS has designed a high quality brake disc that has established itself as the benchmark among aircraft brake discs. A true blend of strength and durability. CNC machined from a rigid one piece design these brakes are built to provide unparalleled performance. Heat treated to give it the appearance, with our name proudly engraved on the side; APS offers the ultimate in braking performance.
Centrally located at KHCD airport in Hutchinson, Minnesota. ASI Jet is an Authorized Thrush Aircraft Dealer, Service Center, and Parts Distributor. Specializing in New and Used Aircraft Sales, Heavy Airframe Maintenance and Installations, Wing Spar AD compliance, Parts support, and much More! Give us a call, we are here to work for YOU!
For over 30 years, ISOLAIR has been manufacturing industry leading helicopter systems for the firefighting, forestry and aerial application industries. With a broad line of certified and custom helicopter equipment, ISOLAIR has the system to fit your company’s needs From agricultural spray systems and bucket spreaders to firefighting systems, forestry grapples and torches, ISOLAIR can and will do it all!
With competitive pricing, quality assurance, easy to install products, and an ongoing commitment to customer service, we welcome you to contact us. Our friendly and knowledgeable staff is ready to answer your questions and help you find the ISOLAIR system that will best meet your operational requirements.
For over 30 years, ISOLAIR has been manufacturingindustry leadinghelicopter systems for the firefighting, forestry and aerial application industries. With a broad line of certified and custom helicopter equipment, ISOLAIR has the system to fit your company’s needs.Fromagricultural spray systems and bucket spreaders to firefighting systems, forestry grapples and torches, ISOLAIR can and will do it all! With competitive pricing, qualityassurance, easy to install products, and an ongoing commitment to customer service, we welcome you to contact us. Ourfriendly andknowledgeablestaff is ready to answer your questionsand help youfind the ISOLAIR system that will best meet youroperational requirements.
Attendees had the opportunity to witness live demonstrations of the aircraft’s capabilities, including precision spraying techniques and remote sensing technologies.
Sertãozinho, with its vast agricultural landscapes, proved to be an ideal location for the AvAg Congress. The event
allowed participants to gain practical insights into the challenges faced by farmers and explore how aviation can contribute to their success. It also showcased the city’s commitment to embracing technological advancements and promoting sustainable practices within the agricultural sector.
The AvAg Congress in Sertãozinho not only served as a platform for innovation but also fostered networking opportunities among industry professionals. Participants engaged in thought-provoking discussions, exchanging ideas and experiences that will shape the future of Brazilian agriculture.
There were over 150 exhibitors from all corners of the globe in attendance.
Sertãozinho’s role as the host of the AvAg Congress served as a testament to the city’s commitment to progress and its recognition of the vital role aviation plays in shaping the future of Brazilian agriculture. By embracing innovation and collaboration, Sertãozinho and the AvAg Congress have set the stage for a promising future in which aerial technology and sustainable agriculture work hand in hand to create a prosperous and environmentally conscious industry.
by Doug Applegate
Everyone takes a moment to mentally run through your planning process prior to making a herbicide application. Chemical selection, equipment setup and field scouting are all essential to effective weed control.
But where does water quality rank on your list of preapplication priorities? Ideally, it’s near the top, given the detrimental effect that mixing poor-quality water with costly chemicals can have on equipment efficiency and herbicide efficacy. Water hardness, bicarbonates, salinity and pH can influence how effective and economic you are in combatting a waterhemp or Palmer amaranth invasion.
“There is growing awareness that certain herbicides, and glyphosate in particular, can have reduced efficacy when mixed with poor quality water,” says sprayer expert Tom Wolf, co-founder of the website Sprayers101.com.
We’ll explore effective testing methods and treatments in my next post, so stay tuned. But let’s start by understanding what causes poor water quality and how it can cost us yield and equipment efficiency.
Mixing hard water with herbicides can soften their effectiveness in controlling invasive weeds. But glyphosate is particularly sensitive to hard water rich in iron, calcium, magnesium, potassium and sodium ions. The positively charged cations in hard water bind with the negatively charged glyphosate molecules, which weakens the weedkilling ability of the chemical.
Given that many of us have paid at least twice as much for glyphosate during the last few years, the thought of investing more money for less return due to poor water quality is concerning.
“In the past, farmers with hard water problems often spent more on glyphosate and increased the application rate as a solution,” Wolf says. “Today, farmers can’t afford the same approach, and in some cases, have reduced their rate of glyphosate application because it’s been too expensive.”
While some might save a few dollars on front-end weed control, ultimately, Wolf says they could end up paying the price in lost yield and persistent weed problems. “Allowing heartier, more tolerant weeds to survive may speed up development of polygenic resistance,” he says. “This means that subsequent weeds of the same variety will become more and more established and herbicide resistant over time.”
The problems that poor water quality can create aren’t only in the field. For example, hard water can make some
herbicides more difficult to mix or leave a “gummy” residue in the sprayer tank, says Wolf.
“Think of it like shampoo. You want to get a good lather going which can be difficult with hard water,” he says. “It’s the same with your tank mix, where hard water will make it more difficult to get a complete mix.”
One problematic scenario Wolf sees is when farmers mix cold water high in bicarbonates, with Liberty and clethodim plus Amigo, the registered activator in Canada. The combination can create an oily residue.
Mixing turbid water containing clay particles or other suspended solids with herbicides like glyphosate can also reduce potency and create dust in the sprayer tank.
Water with a pH between six and eight is safe to use.
Total water hardness should be below 350 ppm for low rates of glyphosate (the equivalent of a half-liter per acre), and below 700 ppm for the higher rates, according to Bayer.
EC values less than 500 µS/cm are considered safe. For values above 500, a hardness test is necessary to confirm the presence of antagonizing cations.
Now we’ll look at proven methods for testing sources and treating causes.
From cost-effective additives to investing in a commercial reverse osmosis system, it’s worth knowing which options successfully do the dirty work to keep your water clean ahead of chemical applications.
What’s in your water? If you don’t know the answer, it’s worth finding out before mixing your next chemical application.
Think about the soil samples you take and how interpretation of those test results support farm management decisions. The concept applies to testing water quality as well. Farmers can draw valuable insights on hardness, conductivity and bicarbonates.
Water tests calculate hardness with a formula that accounts for the two most common cations, calcium and magnesium (2.497*Ca + 4.118*Mg).
Here’s a couple other contaminant thresholds to consider when interpreting water test results: ➤
Conductivity: Water below 500 microsiemens per centimeter (µS/cm) is likely safe to use as a spray carrier. Values above 1,000 µS/cm require further investigation into the cause.
Bicarbonates: The typical threshold level is 500 ppm that may require a UAN or 28-0-0 liquid fertilizer additive to reduce the impact bicarbonates have allowing weed root development.
Sourcing treated water from a municipality or offsetting the use of poor quality water with a higher volume of herbicides are options. But they aren’t always the most convenient or practical.
A water softener can mitigate hardness by reducing magnesium and calcium that bond with and minimize the effectiveness of glyphosate. But Wolf notes that softeners tend to utilize sodium, which also curbs the efficacy of glyphosate.
“Basically, these systems swap out magnesium and calcium and replace them with sodium from the sodium chloride that needs to periodically be added,” Wolf says. “Although that softens water, sodium is still a slight antagonist for sprays and the approach alone is not practical.”
A popular complementary or stand-alone approach to treating water hardness is mixing ammonium sulfate (AMS)
prior to adding the herbicide to the sprayer tank. The additive can help neutralize the hard water cations that impact herbicide performance.
“We match the amount of AMS to the ppm of the various antagonizing cations. This approach prescribes a certain amount of AMS, even if the hardness is quite low,” says Wolf. “There are different spray grade AMS adjuvants farmers can purchase. It’s affordable and effective, but depending on the severity of the problem, 10-20 pounds of dry AMS per 100 gallons of water in a 1,000 gallon tank can add up.”
“Be conscious of lowering pH through acidification because it will affect the solubility of some herbicides and render the tank mix unusable or lead to clogging issues,” Wolf says.
Water pH can also impact the effectiveness of pesticides the longer they sit in the spray tank. A chemical process, known as hydrolysis, can break down chemicals in a matter of hours and dramatically reduce the efficacy of an application, according to analysis by the University of Purdue Extension.
While manufacturers formulate products to retain effectiveness in slightly acidic water for up to 24 hours, all pesticides are not created equal. The number of hours or days it takes active ingredients in a product to lose potency in water can vary, with pH playing a significant role.
The FAA is adopting a new airworthiness directive (AD) for all GE Aviation Czech s.r.o. (GEAC) (type certificate previously held by WALTER Engines a.s., Walter a.s., and MOTORLET a.s.) Model M601E–11AS, M601E–11S, H75–100, H80–100, and H85–100 engines. This AD is prompted by reports of multiple failures of the needle bearing installed in propeller governors having part numbers (P/Ns) P–W11–1 or P–W11–2, caused by self-generated debris from the
needle bearing, which led to oil contamination. This AD requires the replacement of the affected propeller governors with a redesigned propeller governor and prohibits the installation of the affected propeller governors, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products. Read the entire AD by scanning the QR code below.
by Curtis Farnham
WICHITA, KS – Let’s face it. The world economy is in a slump. Retailers report slow sales. The aviation industry has slowed or stopped production. Aerial applicators struggle to stay out of the red. Just about every industry is feeling the pinch. Is a solution in sight?
Kenneth Razak, president of Razak Engineering, Inc, prefers not to think about it that way. Speaking of his
30-year experience teaching engineering, he writes, “Ordinarily we think of ‘problems’ and seek ‘solutions”. What we should do is say that there are ‘situations’ and we seek ‘options’. Razak has put his premise to work. He has analyzed the aerial application situation and has tabulated options for action. It started in the late 1950s. Razak was then a consultant to Cessna Aircraft Company and was commissioned in September 1958 to study the aerial application industry. He was to report to Cessna on the economic potential of developing and building an ag-plane. ➤
His first step was to analyze all phases of aerial application in agriculture. The goal was to find basic factors and parameters that affected agricultural use of aerial application. Among his findings, three items stood out.
(1) Aerial application was limited to crops that had a field value (in 1960) of at least $100 per acre.
(2) The maximum rate of ejection of material from airplanes in use at that time was about 20 pounds per second.
(3) Ag airplanes were inefficient high-drag machines. The first factor formed a lower limit to crops that could justify aerial application. The second factor eliminated crops that required high rates of fertilizer or liquid application. The third factor limited profits of aerial applicators.
Razak studied the effects of these and other factors by using an operations analysis approach. He wrote a complex computer program that “flew” airplanes through every step of an aerial application mission. He found that by increasing the possible rate of material ejection and by increasing
aerodynamic efficiency, the profit making potential was substantially increased.
This defined the situation. Options were to design a new type of wing and make ag airplanes more efficient.
Razak approached the University of California at Davis where professors Norman Akesson and Wesley Yates had long worked on ag aviation topics. He proposed an approach to a new wing design. They considered it had enough potential to justify initial tests on a semi-span wing. These tests proved his theory and Razak outlined an airplane that included these features. This was the Distributor Wing Airplane (DWA).
Razak submitted his report to Cessna and described four options.
(1) Do nothing. Let ag operators use current production airplanes of 170s, 172s and 180s and hang distributing equipment on them.
(2) Equip current airplanes with features that would make it easier to hang distributing equipment on existing airplanes. ➤
Family Owned /Operated Celebrating Our 53rd Year of Service!
Overhauled Radial Aircraft Engines - Propellers
Pratt & Whitney and Curtiss Wright Engines and Parts
Carburetors - Magnetos - Alternators - Accessories
Overhauled engines in stock
Tel: 903-429-6805
Fax: 903-429-6047
crs5r@crsaviation.com
661 Pearce St. Collinsville, TX 76233
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.
(3) Design an “on purpose” airplane using existing manufacturing procedures to produce a ‘new’ airplane that could be called an ag airplane.
(4) Design and build a prototype of the DWA.
Cessna chose the third option and built the AgWagon 230 and the AgTruck 300. These airplanes were in production for several years. They were useful machines but neither of them addressed the basic factors that Razak had defined in his analysis.
Cessna released the Distributor Wing principle to Razak and he arranged to conduct further tests at the University of California. A full scale semi-span wing was built and tested. These tests expanded and corroborated initial tests and provided airplane design data. In January 1964, Razak and company negotiated a contract with International Minerals and Chemical Company (IMC) to build N361DW, the first prototype DWA. Its first flight was in January 1965 and was followed by a successful round of flight testing. These flights
further verified the principles and showed that the Distributor Wing approach was practical.
The unique feature of the DWA is a fan that continuously blows air out of a slot ahead of the flap. The air passes over the flaps and gives the plane distinct performance advantages. For aerial applicator planes there is a further advantage. The blowing system functions as a built-in spreader. The air transports material from the hopper through the wings and discharges it from the slot.
Sadly, the fertilizer industry collapsed the same year. The sale price of fertilizer dropped by 50%. IMC was encountering very high costs to develop a new potash mine and was forced to cancel its financial backing for many projects. One of these was the DWA. The project was set aside late in 1965.
The Distributor Wing Airplane is based on a fundamental aircraft design concept. Airplanes must be designed for the missions they are to fly. Existing airplanes were adapted for
the purpose of aerial application; they weren’t designed for the mission. From the very first, spreaders and sprayers were hung outside the airplane. The Stearman is the classic example. This was a high drag, low-power airplane to start with. Adding spreaders and spray booms, plus increasing the payload, made it necessary to use bigger engines. Bigger engines were also required to attain higher ejection rates and wider swaths. But bigger engines cost more money, they are more expensive to overhaul, and they have higher maintenance and fuel costs.
This power race was necessary at first, because the aerial application industry was not big enough for a manufacturer to justify development of a completely new airplane. However, when specialized aerial application planes became available, the legacy continued. Spreaders and sprayers continued to be hung on airplanes, the airplanes still were high drag machines, and bigger and still bigger engines were required. The DWA breaks this cycle. By incorporating a blowing system and using the wing as a built-in spreader, there is no need for externally hung equipment. Profitability increases because the plane has substantially less drag and therefore needs less power.
In 1999, Razak renewed his activities in airplane design. He laid out low-drag configuration with the built-in spreader of the Distributor Wing. He also incorporated new technology. The result is the “DWA Mark X”. To verify its performance, Razak has rewritten his operations analysis program and is offering it to the aerial application industry. More details will be forthcoming in a future editon of AgAir Update. Operators are invited to submit data on (1) their current airplanes, (2) missions they are now flying and (3) missions they would like to fly. These data will be used to compute the earning power of existing airplanes and compare with his new DWA.
Razak’s next move will depend on the results of the operations analysis. If the results show a clear improvement in earning power and the ability to open new markets, Razak says that he will be in touch with major fertilizer and ag chemical companies to determine their interest in assisting with the development of the new model of the Distributor Wing Airplane.
Curtis Farnham is a senior in aerospace engineering at Wichita State University. He has been a Cooperative Education student at NASA Houston for three semesters and now works part-time for Razak Engineering while planning his future career.
Many things in life come with a warranty, but you can be disappointed and infuriated if you don’t read the terms and conditions or understand them. Hopefully, the Ag engine warranty that Pratt and Whitney Canada provide is clear to you. Let’s ensure that you are getting the most out of the warranty provided to you.
The basic warranty. Pratt & Whitney Canada has a two-part warranty coverage in their enhanced warranty for Ag engines. Just for your information, military-use engines have different warranties. For older Ag engines, the warranty period is the first 1000 engine operating hours from the date of engine shipment. For newer Ag engines, based on the serial number, the warranty period is 2500 operating hours or five years, whichever occurs first. After five years, if TTSN is below 1,000 hours, a basic warranty will still apply up to 1,000 hours. P&WC warrants that the new engine will be free from material and/or manufacturing workmanship defects. The warranty defines a defect as a part’s breakage or failure as determined by P&WC caused by a material defect or manufacturing workmanship. You need to check the warranty coverage information for your coverage and other exclusions.
Alongside this basic warranty exists some additional warranties provided to you—the Primary Parts Service Policy or PPSP and the Extended Engine Service Policy or EESP. The PPSP includes support for a specific group of parts. This coverage extends beyond the 2500 warranty, sometimes to TBO or even 5000 hours. The group of parts is listed in the warranty documentation. This is pro-rated coverage, and the list includes a formula for determining available coverage. If the primary part affected is repaired during the process, it will continue its class life. If the part is replaced with a new one, the primary part warranty starts at zero. This has the potential to be a huge benefit that not many people are aware of.
The EESP or Extended Engine Service Policy was brought about by an engine suffering extensive damage from a warrantable, chargeable event. The P&WC warranty administrator may determine that a premature overhaul is required. If this happens, you may receive a LCO or Limited Cost Overhaul. The other thing that could happen is a like value engine exchange. This coverage is again based on hours and cycles consumed. ➤
Items like engine age, environmental, operational, and maintenance conditions may also be viewed to determine coverage. We have had several engines that have fallen into this coverage. You might be surprised at the level of support P&WC can provide.
P&WC also provides Commercial Support Programs Notices or CSPNs for some events. There are program notices for various parts, for example, an inspection of some fuel nozzle tips and replacing some gear sets in the reduction gearbox. A wide variety of items have been identified as requiring commercial support. P&WC has also provided coverage for the power turbine blade replacement at 5000 hours on the PT6A-67AG through a CSPN. If you are unaware of this coverage, the blades can be replaced at 50% off the list through commercial support coverage. Questions about commercial support? Time to ask them.
Now, let’s review what is not covered. As with every warranty, some things fall into this category. Routine line maintenance and adjustment costs, including other standard maintenance items, are not covered. Engine overhaul or major refurbishment costs are not covered. Hot section inspections and refurbishment costs associated with hot section inspections are not covered. This doesn’t mean that if a part in a hot section prematurely needs repair, it isn’t covered. More times than I can count, P&WC has covered components in a hot section by covering repair costs or replacing them. Items like seal rings or segments are not typically covered; their replacement is normally as a refurbishment to reestablish proper sealing or clearances. This also falls into the category of normal wear, tear and deterioration. P&WC also reserves the right to exclude warranty coverage if other than original or authorized parts are used. Parts used in your engine must have traceability or certification, including filters. If parts have been involved in a previous accident or are not repaired in accordance with P&WC approved process, it can also lead to exclusion. Another group of factors beyond P&WC’s control is listed in the literature, and I strongly recommend reviewing those. If you need a copy of the warranty program, contact your field service manager, or we can help.
Your responsibilities are simple. Operate and maintain your engine in accordance with written instructions, including the maintenance manuals and service bulletins. For instance, document the results of your borescopes when you do your fuel nozzle maintenance. P&WC has asked me for this data before asking for warranty consideration on a hot-section project. This brings me to my next point. Keep adequate maintenance records. You may be requested to provide this data to the warranty administrator. Claims must be made
within 30 days of discovery, and claims must be submitted within 180 days. Claims must include the defective part and must be made through a designated facility or distributor. This is where repair or replacement parts must be procured. If you have a warranty issue, please get in touch with your Pratt & Whitney Canada Field Service Manager. That is the place to begin. Send the engine for repair to an authorized facility, such as Covington Aircraft. For more help, feel free to reach out, and I can help you through the process.
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. Visit us at covingtonaircraft.com.
The other day I took a flight from the US to Canada and noticed that not everyone was wearing a mask. And I thought, how cool is that? Scientists worked so hard to get us a vaccine so our lives could return to normal. For the first time, I didn’t have to think about whether or not I needed a vaccine, mask or a negative Covid test. I just…flew.
Scientists and farmers have much in common: they’re both very underappreciated. The anti-GMO and anti-vaccine crowd have many similarities but are both very misunderstood sectors. But god bless the scientists; where would our lives be without these scientific advancements?
The anti-vax and anti-GMO crowds usually have something in common: they don’t like/trust big corporations or the government. And in a sense, they bring a good point. Often people fear or don’t trust what they don’t understand,
and big corporations and government are not always at the forefront of people we meet on the street every day. How many people know a scientist? The first time I met someone who worked for the FDA, I looked at them like they were a foreign alien, like… these people EXIST?? Ha. Vaccine and GMO scientists are not people you usually meet every day. Many people don’t know that being a plant breeder is a career. They’re like the “Wizard of Oz: ‘Pay no attention to that man behind the curtain!”
So, if they believe corporations are untrustworthy or are “out to get us,” how can we trust anything? The “organic” food label is still overseen by the big government they rail against and is usually owned by the same giant corporations they don’t like.
This is when I put the communication back on them. ➤
When people say things like… “I don’t trust GMOs. I only buy organic and nonGMO,” I reply, “Well, that’s what they want! The big corporations want you to pay more for non-GMO and Organic; they want you to pay three times more for your groceries!” Let us not forget that “natural and organic” is a $350 billion business.
The Non-GMO project is also a multibillion dollar brand. Think about it. It’s what “they” want you to believe.
The people making money off the antivaccine and antiGMO movements are doing just that: selling products and making a profit off of fear-based marketing disinformation campaigns. Don’t get me wrong- I respect people’s right to choose regarding food and medicine. When it comes to medicine, there is no shortage of side effects that can often mess with people’s bodies worse than their original problem; that’s well documented. But we should be thankful for the amazing scientists that have made it possible for us to move past the COVID-19 pandemic, mask and fear-free nowadays for a majority. It’s far too well documented to know that vaccines work, and our lives have leveled back out to a decent sense of normalcy.
Conspiracy theorists don’t trust the government and likely think they’re lying and lazy. But if COVID-19 was just a conspiracy, do we believe the government would go through the trouble to stop the entire global economy, pay billions of dollars to people with unemployment programs, and send out billions of vaccines FOR FREE to the general public? Of course not! They didn’t roll
out this program and put the world at a standstill for fun. “The government is lazy,” according to the conspiracy theorists, right? The scientific community wouldn’t just do this to do it. Deaths and illnesses have decreased tenfold since the vaccine was introduced.
Have you ever put fifteen people in a room together and tried to have them all keep a secret? That is not going to happen. So no, the government is not in a big “Illuminati lizard people” and “what they want you to think” conspiracy. Who are “they?”
“They” are real people. “They” are scientists. They are people who care. They’re parents, friends, experts, doctors, brothers and sisters, researchers and more. They are agronomists, plant pathologists, immunologists, epidemiologists, and toxicologists; the list goes on. And as with everything in life, we must go to the source.
We go to our dentists for our teeth, our car manufacturers for our cars, we go to Apple for our iPhones. So doesn’t it make sense to ask real GMO and vaccine scientists about GMOs and vaccines, etc? At least keep an open mind and hear what they have to say. The experts are real, and they can usually be found on LinkedIn or Twitter, ready to answer your questions to set the record straight and help you feel more comfortable in this crazy world.
The next time someone says, “Do your research,” remember that a Google search isn’t research. Researchers do research. And it’s time to give them the respect they deserve.
“
“They” are real people. “They” are scientists. They are people who care. They’re parents, friends, experts, doctors, brothers and sisters, researchers and more.
The Storm Shield™ is the latest advancement in bird/drone strike protection technology for general aviation. The Storm Shield™ is:
• 8 Times Stronger than Factory (OEM) Air Tractor Windshield. Impact tested at National Institute for Aviation Research (NIAR) lab at Wichita State University
• Scratch Resistant with Greater Clarity
• Advancing Safety for the Aviation Industry
• Available for all Air Tractor and Thrush models (Center Windshield)
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.
Pressure to get work done can lead pilots to make decisions that compromise their personal minimums and reduce safety margins. Taking off for a job before foggy weather has fully cleared up is unfortunately a common example of this behavior. Smoke from Canadian wildfires has also become a serious visibility concern this season as large-scale weather patterns move the smoke from Canada down to the Midwest, southeast, and east coast in the U.S. Whether it’s fog or smoke, flying into a situation where you lose visibility is called inadvertent instrument meteorological conditions (IIMC) and should be completely avoided by waiting until conditions for flying have improved.
Use every forecasting tool available to you to determine if it’s safe for you to fly. The Helicopter Emergency Medical Services (HEMS) Weather Tool is designed to provide weather information specifically for short distance and low-altitude flights. Fire and smoke
information can be found on the AirNow Fire and Smoke Map. Set your personal minimums and don’t ever deviate from them, no matter how much pressure is placed on you to fly. For the helicopter air ambulance (HAA) industry, the weather minimums for dispatch are 2 miles of visibility and an 800-foot ceiling. Keep in mind these minimums are for instrument rated pilots flying an aircraft with the proper instruments.
Also important are en route decision triggers – a predetermined set of flight conditions to prevent you from continuing a flight into IMC. If you go IIMC without the correct instruments, most critical being an attitude indicator, and proficiency with them, you will not be able to maintain control of your aircraft. Once you lose visibility, visual and vestibular illusions quickly cause spatial disorientation. Studies have put the time before you have an accident at between 56 and 178 seconds. For ag aviation, IIMC accidents are fatal 92% of the time.
Airport operators play a crucial role in maintaining safety at non-towered airports, and the circular offers guidance on managing these facilities effectively.
The Federal Aviation Administration (FAA) has recently issued an updated advisory circular providing comprehensive guidelines for non-towered airport operations. The circular, which aims to enhance safety and efficiency at these airports, offers valuable information and recommendations for pilots, air traffic controllers, and airport operators.
In response to the increasing number of nontowered airports across the country, the FAA recognizes the importance of clear procedures and effective communication to ensure smooth operations. The advisory circular, AC 9066B, replaces its predecessor AC 90-66A and incorporates updated best practices and technological advancements in the aviation industry.
One of the key focuses of the circular is to promote effective communication between pilots and air traffic controllers. It emphasizes the significance of using standard phraseology, maintaining situational awareness, and utilizing appropriate frequencies to ensure smooth coordination. Pilots are encouraged to be vigilant and actively listen to radio communications, especially when operating in busy airspace.
The updated guidelines also address various aspects of non-towered airport operations, including traffic patterns, collision avoidance, and aircraft separation. The circular provides recommendations for pilots to maintain a safe distance from other aircraft, prioritize collision avoidance procedures, and adapt to the specific traffic patterns of each airport. Furthermore, it emphasizes the importance
of visual scanning techniques to mitigate the risk of mid-air collisions.
Airport operators play a crucial role in maintaining safety at non-towered airports, and the circular offers guidance on managing these facilities effectively. It covers topics such as lighting, signage, marking, and runway maintenance to ensure compliance with industry standards. By implementing these measures, airport operators can enhance visibility and provide clear guidance to pilots during takeoff, landing, and taxiing.
Additionally, the circular highlights the benefits of technology in non-towered airport operations. It discusses the use of Automated Weather Observation Systems (AWOS) and Remote Communications Outlets (RCO) to provide pilots with real-time weather information and efficient communication channels. The FAA encourages pilots and operators to leverage these technological advancements to enhance safety and situational awareness.
The release of this updated advisory circular demonstrates the FAA's commitment to promoting safety and efficiency at non-towered airports. By following the recommended practices outlined in AC 90-66B, pilots, air traffic controllers, and airport operators can collaborate effectively to mitigate risks and ensure smooth operations. The circular serves as a valuable resource for the aviation community, offering comprehensive guidelines that align with current industry standards and advancements.
As the aviation landscape continues to evolve, the FAA remains dedicated to providing up-to-date guidance and fostering a culture of safety. The updated advisory circular serves as a testament to the agency's ongoing efforts to adapt to changing needs and promote safe operations at nontowered airports across the United States.
A link to the updated Advisory Circular can be found at the FAA's website or by scanning the QR Code below.
Mike Rivenbark, the owner and operator of Moore's Aerial Applicators based in North Carolina, recently received the honor of being featured on the cover of two North Carolina publications, bringing positive attention to agricultural aviation and the benefits of aerial crop treatment.
The Summer 2023 issue of Home Grown, an advertising supplement to The Sampson Independent, showcased Moore's Aerial Applicators' ag planes on its cover. Another publication, Farming Matters, based in Dublin County, North Carolina, featured Moore's AT-502XP on its cover as well.
Both articles highlighted the significance of agricultural aviation and the advantages of aerial application in crop treatment. In Farming Matters, Rivenbark and his company were featured under the headline "Agricultural Aviation technology: When timing and cost are of the essence."
Meanwhile, Home Grown titled their article "Agricultural from the air: Moore’s Aerial Applicators of Clinton treats crops from up top."
Based in eastern North Carolina, Moore's Aerial Applicators serves a range of farms, from small to large, covering areas
as small as three acres and as extensive as 3,000 acres in a single job. Blueberries are among their main crops, with approximately 5,000 acres of blueberries treated seven times a year. Moreover, Rivenbark extends his services to Nebraska during summer, covering around 20,000 acres in a two-week span using his AT-502XP. Larger planes like the 502XP can cover an average of 150 to 200 acres per hour, while smaller agricultural planes manage around 75 to 100 acres per hour.
Rivenbark's dedication goes beyond aerial application; he actively educates farmers and residents about the benefits and professionalism of ag pilots. This is especially important in rural areas like Duplin County, where not everyone fully understands the work of aerial applicators. Rivenbark took the initiative to explain to a concerned resident, who wrongly assumed that the spraying had damaged her bushes, that his treatments were safe and
wouldn't cause such harm. He used the opportunity to educate others by seeking permission to post the explanatory video on social media.
Moore's Aerial Applicators was featured in the November 2020 issue of AgAir Update. Read the article by scanning the QR code below:
Crop Duster Pete, written by Peter Schellenberger, takes young readers on an enchanting journey through the skies in a tale filled with the daily routine of agricultural aviation. This delightful 22page children's book will surely capture young readers' imagination and leave them yearning for more.
The story revolves around Pete, a humble crop duster and his day-to-day operations in an agricultural spraying service. From the very beginning of the day, Schellenberger captures children’s imaginations as they load the aircraft, taxi, find the field and apply the product.
The book concludes with the standard end-of-workday chores for any operator and brings the children along to see what a busy day is like in the lives of an ag pilot.
The writing style employed by Peter Schellenberger is simple yet captivating for the child’s mind, making it perfect for young readers. The story flows smoothly, effortlessly drawing readers into Pete's world. Schellenberger skillfully weaves in descriptive language, painting vivid pictures of the countryside and the exhilarating experience of flying through the air. Accompanying the charming narrative are beautifully illustrated pages that add to the storyline.
Crop Duster Pete is published by Christian Faith Publishing, available in both digital and paperback formats.
Recently my husband had knee replacement surgery and said it was the most painful thing he’s ever been through. It hurt me to see what he was going through. After going through so much severe pain, he had a light stroke. This resulted in him getting detailed scanning which revealed that he was a “very sick man,” according to the cardiologist.
This was unexpected because we both walk around the farm, eat healthy and try to live a healthy lifestyle. He never experienced chest pains or typical symptoms of heart issues. However, sometimes genetics plays a role as well. One thing is for sure it has been an eye-opening experience for both of us.
He had a six-hour surgery, and the Dr. told me to say goodnight, go home and let him sleep. He had to have a quadruple bypass, and I was thankful they got him up the following day. After a week, we came home, and I learned how to be a caretaker. Helping him get dressed, doing anything that required lifting and going to Dr. appointments. Amazingly I have such a good team at the office. They were
my backup plan. However, thanks to online technology, I could still work when I needed to get on a computer.
Jerry has been doing everything by the book and is getting much better! The worst thing about it is that he hates my driving and has to let me drive! Lol. I’ll be glad when he gets back to normal, and he’s getting there. It meant the world that our friends, family, customers, etc., reached out to us and showed us how much they cared. What a wonderful feeling that was.
One reason that I’m telling you this story is that, as aerial applicators, it’s essential that before you get in that plane that your health is good. DO NOT take any chances. I’ve been to two funerals where it was determined that the pilot had a heart attack, and it broke my heart. Take a wellness check with your doctor and ensure you’re in good shape. When the busy season hits, you will need all of your strength! You’ve got people that love you and are waiting for you back home.
Fly safe y’all!
Of the many issues ag aviation presents to pilots, the seemingly never-ending changes to the day-to-day (and hour-to-hour) operations make this line of work incredibly challenging. Rapidly changing weather, crop type and stage of growth, runway length and type, temperature, humidity, wind velocity, pilot experience, and obstacles all make for a moving scenario where risk management is one of the many keys to success.
This is even more important when you consider the consequences of miscues, poor judgments, or outright mistakes, so a successful career in ag aviation involves a continued learning curve in how to get the job done safely and effectively.
That core idea of continued learning formed the basis for this column. It came about while I was discussing with a colleague of mine the predicted performance of a brand new Thrush 510P2 fitted with a four-bladed prop and a 750 SHP Pratt and Whitney powerplant. He had previously flown a Pawnee, followed by a Turbo Brave to build up turbine time. The standard load for the Brave was 225 gallons, and we discussed the standard load for the new aircraft. (By standard load, I mean the maximum which would be used for the majority of trips).
My colleague had ferried the new Thrush from the factory in Georgia back to Saskatchewan, dodging thunderstorms and other inclement weather all the way back. Over the eighthour ferry, he had time to become accustomed to the new aircraft’s layout and empty load performance. The question then became, what load size should he use once the spray season started?
The easy answer is, start light and go gradually from there. This is especially true when viewed in terms of the overall experience of a pilot and, just as important, his time on type. But as with many things, there is much more behind the ‘easy answer’ than first meets the eye.
I am not a particular fan of bookwork – I want to fly - but I know that hitting the books makes for smoother sailing in the cockpit, so hang in there with me. We need to know the theory that forms the foundation of successful operations well enough to be incorporated into daily operations. As a very experienced ag pilot once told me, you must know the rules well enough to interpret them intelligently when necessary.
What theory, you may well ask? Let’s start with some basic theory of flight based on Sir Isaac Newton’s Laws of Motion.
He was one of the brightest dudes that ever lived. I call him Sheriff Newton because the laws of motion he developed govern how we calculate almost everything we see in daily life involving moving objects (cars, aircraft, spaceships, ocean liners, satellites, etc.), so their importance cannot be underestimated.
Newton’s First Law, also known as the Law of Inertia, states that if a body is at rest or moving at a constant speed in a straight line, it will remain like that unless an external force is applied. A parked aircraft goes nowhere unless towed, pushed, or thrust is applied from the propeller. If you’ve ever tried to move a fully loaded ag aircraft by hand, you know full well that it has a lot of inertia and doesn’t want to move.
The critical question is, how does performance vary with changes in overall weight (I use the term weight interchangeably with mass, which, although not strictly correct, is good enough for ag pilots).
This is where the Second Law comes in, stating when an external force is applied to an object – the pushing, pulling, or thrust mentioned before – the aircraft will move in the direction of that force with an acceleration inversely proportional to changes in weight, i.e., double the weight, halve the acceleration.
Increased gross weight will affect takeoff performance in three ways:
1. Higher lift-off speed
2. Greater mass to accelerate.
3. Increased retarding force (drag and ground friction)
In an ag aviation operation, you don’t have time to calculate the exact acceleration you can expect according to the application of Newton’s Laws of Motion. So a good rule of thumb is that a 10% weight increase will make for a 20% longer takeoff roll and a 5% increase in takeoff speed.
Also, remember that adding weight when an aircraft is heavy has a much more significant effect proportionately than when lightly loaded—the same as when we’re in the Ag Pilot’s gymnasium pumping iron like Arnold. Adding a few pounds at the beginning is one thing. Adding the same weight when we’re near the max could cause a blown gasket.
Here’s one example that could have ended poorly. I was flying a Thrush S2R from a farmer’s dirt strip 3500 feet long and had been using 360 gallons as an average load. ➤
All was going well until the ground crew accidentally filled the hopper to 400 gallons, which resulted in a weight increase of around 333 lb, i.e., only about 5% overall, going from 6500 lb to 6833 lb due to the additional weight in the hopper.
As we didn’t have an easy method of unloading the hopper, I thought to give it the old college try. During the taxi, I noticed the aircraft was definitely more challenging to move than at the 360-gallon level. Same when I went to push up the power for takeoff when the aircraft felt like the proverbial dog.
I had previously chosen a point on the strip for an acceleration check, at which point the tail should be airborne. It wasn’t - which I must say greatly surprised meand I subsequently aborted the takeoff. Needless to say, we spent a few minutes unloading the hopper to 360 gallons.
The theory was there, but I wasn’t listening. Sometimes it feels like Sheriff Newton is working against us, making things a lot harder than it should be. But the law is the law, and you’d better follow it unless you want to end up in Sheriff Newton’s jail.
The 2023 Ag Aviation Golf Tournament will be held October 21 and 22 at the Red Apple Inn in Heber Springs, Arkansas. This is an incredibly fun event and a great way to celebrate the end of the busy season.
This year the AA Golf Tournament donation will go to the Charles Stokes Endowed Scholarship.
WHEN: Saturday, October 21 & and Sunday, October 22, 2023
WHERE: Red Apple Inn & Country Club, Heber Springs, AR
TEE TIME: Saturday, October 21, 8:00 AM (2 Person Scramble)
Sunday, October 22, Shotgun Start 8:00 AM
FEE: $175.00 per person
The cost includes: 2 rounds of golf and cart (Carts are for players only.)
The fee also covers dinner at the Red Apple Inn Saturday at 7:00.
$45.00 for dinner only
Please call the Red Apple Inn at 1-800-733-2775 to reserve a room.
Reservation Code: AG AVIATION
ROOM RATES: Inn Rooms $150.00, 2 BR Condo $235.00
FOR MORE INFORMATION CALL:
Lathan Busby - 870. 734.7278
Bryant Otto - 501. 327.7714
Michael Hutchins - 870.241.3781
Brenda Watts - 870. 644.3141
Please make checks out to the Ag Aviation Golf Tournament and mail the check to: Brenda Watts, 102 Norris Lane, Watson, AR 71674
Scenes from Previous Ag Aviation Golf Tournaments.
Carlin Lawrence carlin@agairupdate.com
Jesus said, “Do not judge, or you too will be judged. For in the same way you judge others, you will be judged, and with the measure you use, it will be measured to you. Why do you look at the speck of sawdust in your brother’s eye and pay no attention to the plank in your own eye? How can you say to your brother, ‘Let me take the speck out of your eye,’ when all the time there is a plank in your own eye? You hypocrite, first take the plank out of your own eye, and then you will see clearly to remove the speck from your brother’s eye” (Matthew 7:1-5).
When we judge critically we manifest an erroneous view of ourselves. The “speck” Jesus refers to is more like a twig or splinter. Though small in comparison to a plank, it isn’t a good thing to have in your eye. Jesus’ comparison is not between a small sin or fault and one that is large, but between one that is large and one that is gigantic. His primary point is that the sin of the critic is much greater than the sin of the person he is criticizing. The gross sin that is always blind to its own sinfulness is self-righteousness. It looks directly at its own sin and still imagines it sees only righteousness.
Self-righteousness is one of the worst sins because it trusts in self rather than God. It trusts in self to determine what is right and wrong and to determine who does what is right or wrong. Until you have thought long and hard about your own sin, how can you confront another person with their shortcomings? The thought conveyed here is not that we are forbidden from ever pointing out the sins of another, aiding him toward repentance and a desire for God’s forgiveness. The Bible says, “The heart is deceitful above all things, and desperately wicked; who can know it?”(Jeremiah 17:9); we must continually keep our sins confessed and brought to the surface.
The scribes and Pharisees brought a woman to Jesus and said, “Teacher, this woman was caught in the act of adultery. In the Law Moses commanded us to stone such women. Now what do You say?” But Jesus bent down and started to write on the ground with His finger. When they kept on questioning Him, He straightened up and said to them, “If any one of you is without sin, let him be the first to throw a stone at her.” He stooped down and wrote on the ground. At this, those who heard began to go away one at a time, the older ones first, until only Jesus was left, with the woman still standing there” (John 8:3-8).
It's possible that Jesus began writing the names of those that were standing around with their stones, and of the secrets sins that each one had committed, sins that they thought no one else knew about. These self-righteous, critical, and arrogant men were trapped by their own words and actions. Solomon wrote, “An evil man is trapped by his sinful talk” (Proverbs 12:13).
These Scribes and Pharisees said, “We caught this woman in the very act of adultery.” But if she was caught in the very act, then where was the man? Because according to the Law in Deuteronomy 22:22, both the man and woman were to be put to death! This pharisaical type of people still exists today, always twisting their story to make themselves look good—never telling the whole truth. We need to remember that a half-truth is a whole lie. God hates a lying tongue (Proverbs 6:17).
Paul says, “You, therefore, have no excuse, you who pass judgment on someone else, for at whatever point you judge the other, you are condemning yourself, because you who pass judgment do the same things…So when you, a mere
man, pass judgment on them and yet do the same things, do you think you will escape God’s judgment?” (Romans 2:1-3). The hypocritical, self-righteous and arrogant men and women who are judging someone’s actions, are guilty of doing the same thing in the past, present or future, are actually condemning themselves, because they know that those thoughts, words and actions are wrong. Paul’s warning to such people is, “Don’t be so foolish to think that you will escape the judgment of God.”
King David saw Bathsheba bathing and invited her up to his house and committed adultery with her and had her husband, Uriah, killed in battle. Nathan came to David and told him of a rich man who had taken a poor man’s only lamb and slaughtered it for his guests. David became angry and said that this rich man should surely die. Nathan said, “You are the man.” David knew he was guilty of adultery and murder, and that he deserved to be put to death. Nathan told David he wasn’t going to die, but because of the evil he had done the sword would never depart from David’s house, and out of his own family God would bring calamity upon David’s life (2 Samuel 11:1-12:25). David was quick to judge the rich man, but he was actually judging himself. Sometimes we will suffer the consequences of our sins for the rest of our earthly lives. “You may be sure that your sin will find you out (Numbers 32:23).
Because of the sinful nature of humanity, it’s easy to get into the habit of developing a judgmental and critical attitude toward anything we disagree with. The Bible condemns the hypocritical judgment of people who hold others to a higher standard than they hold themselves. This type of hypocritical and judgmental attitude toward other people is an enormous arrogance and self-righteous trip. What are your motives for judging other people? Is it for selfish purposes? Is it to try to make yourself look good by degrading other people? Is it to make more money? Jesus knew the thoughts and motives behind the Pharisees words and actions (Matthew 9:4), and He knows our thoughts and motives for judging other people.
NTSB Identification:
CEN22LA352
Location: Washington, Louisiana
Date: August 1, 2022
Aircraft: AIR TRACTOR INC AT-502
Injuries:None
The pilot reported that on the first aerial application flight of the day, he saw a wire on the edge of the field to be sprayed and decided that he could fly under the wire to perform the spray pass. During the pass, the airplane’s rudder struck the wire and tore the rudder off. The airplane returned to the departure airport and during landing, lost directional control due to missing rudder and ground looped. The airplane sustained substantial damage to the rudder from the wire strike and to the fuselage during the ground loop. The pilot reported that there was no preaccident 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 incident to be: The pilot’s failure to maintain clearance from a wire during an aerial application of a field
NTSB Identification:
CEN22LA359
Location: Melville, Louisiana
Date: August 3, 2022
Aircraft: AIR TRACTOR INC AT-502B
Injuries: 1 Minor
The pilot reported that he was applying insecticide to a soybean field when he heard a loud bang. Shortly thereafter, the airplane impacted terrain. The pilot, who momentarily lost consciousness, realized the loud bang was caused when the airplane impacted a tree located in the
middle of the field. The airplane sustained substantial damage to the fuselage, wings, and engine mount. 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 improperly monitored the operating environment which resulted in a collision with a tree located in the middle of a field.
NTSB Identification:
WPR22LA293
Location: Circle, Montana
Date: August 7, 2022
Aircraft: AIR TRACTOR INC AT-301
Injuries: None
The pilot reported that, following an aerial application on field, he was returning to a private [air]strip, when the engine began to run rough and lost power at an altitude of about 100 ft above ground level. The pilot initiated a forced landing to a wheat field, however, the airplane impacted terrain about 75 ft short of the field, which resulted in substantial damage to the fuselage. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot added that carburetor ice “was not even considered at the time of power loss” and that the conditions favorable to carburetor ice were not taken into account. Carburetor heat was not used. Weather conditions reported at the time of the accident were conducive for serious carburetor icing at cruise power.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The loss of engine power due to carburetor ice. Contributing to the accident was the pilot’s failure to use carburetor heat.
NTSB Identification: CEN22LA366
Location: Maynard, Iowa
Date: August 5, 2022
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Injuries:None
The pilot reported that during an aerial application flight in a helicopter, he experienced a gust of wind that caused the nose of the helicopter to dip and lose altitude, which resulted in an impact with a powerline and substantial damage to the tailboom. The pilot reported that there were no mechanical malfunctions or anomalies 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: An impact with a powerline as a result of an unexpected wind gust.
NTSB Identification: CEN22LA387
Location: Millville, Minnesota
Date: August 16, 2022
Aircraft: ROBINSON HELICOPTER CO R66
Injuries: None
The pilot reported spraying several different fields throughout the day. During the accident spray pass, the pilot sighted a power line and attempted to avoid it by
lowering the collective. The helicopter struck the power line and subsequently impacted terrain, which resulted in substantial damage to the main rotor blades and vertical stabilizer. The pilot reported that there were no mechanical malfunctions or failures that would have precluded normal operation and that he should made a more complete reconnaissance of the field.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s inadequate inflight planning resulted in impact with a power line.
Location: Murray, Nebraska
Date: August 25, 2022
Aircraft: AIR TRACTOR INC AT-602
Injuries: None
The pilot reported that there had been light rain in the morning prior to the flight and when he took off from the turf airstrip to conduct an aerial application flight, the turf was wet from the rain. Following applying fertilizer to a nearby cornfield, the pilot returned to the airstrip to land. After the main landing gear and tailwheel touched down and as the pilot applied brakes to steer, the airplane skidded, and the right wing struck cornstalks in the adjacent field. The airplane then ground-looped and rolled over. The airplane sustained substantial damage to the fuselage and left wing and aileron. The pilot reported that there were no other preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation, and that there were no mechanical malfunctions with the brake system.
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 airplane control during landing resulting in an impact with crop and a subsequent ground-loop. Contributing was the wet turf airstrip.
Location: Wade, Oklahoma
Date: March 29, 2023
Aircraft: Bell OH-58A
Injuries: Minor
While maneuvering during an aerial application flight, the engine lost power, and the pilot conducted an autorotation to a field. During the autorotation, the helicopter landed hard, rolled over, and sustained substantial damage.
Postaccident examination of the helicopter revealed a foamy cream-colored liquid in the airframe fuel filter and fuel line. The pilot reported that before the accident flight the helicopter was fueled from the operator’s support truck fuel tank. Initial examination of the tank showed no visible signs of fuel contamination. A subsequent visual examination, several days later, showed the same cream-colored contamination that was identified in the helicopter fuel system. The pilot reported that the truck’s fuel tank was filled the day before from his on-site fuel storage tank. The reason for the fuel contamination in the operator’s on-site fuel storage or the helicopter fuel system could not be determined. The loss of engine power was attributed to fuel contamination.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The total loss of engine power due to fuel contamination.
NTSB Identification: CEN23LA063
Location: Mission, Texas
Date: December 6, 2022,
Aircraft: ROCKWELL INTERNATIONAL S2RG6
Injuries: None
A company representative reported that the airplane impacted an unknown object during an aerial application flight. After landing, substantial damage to the left wing was discovered. Following a brief search, a damaged
electrical box was found dislodged from its base with yellow paint on one side that was consistent with the color of the airplane’s left wing. The operator reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
The pilot did not supply a statement regarding the collision or the circumstances.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from an electrical box.
NTSB Identification: ERA23LA215
Location: Good Hope, Alabama
Date: April 24, 2023
Aircraft: AIR TRACTOR INC AT-402A
Injuries: None
The pilot of the agricultural airplane was landing on a private runway that was about 24 feet wide and surrounded by wheat crop. The pilot described that, during the landing, the airplane was closer to the edge of the runway than he thought, and the airplane’s right spray boom caught on the wheat after touchdown. The airplane subsequently veered off the runway and into the wheat field, resulting in substantial damage to the airplane’s empennage and left wing.
The pilot reported that there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation and that he should have checked the runway conditions before landing and considered the possible impact of the growing wheat on his operation from the runway.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s decision to land on a runway where there was insufficient clearance from obstructions (wheat crop) to operate safely.
Mabry I. Anderson An Insider’s History of Agricultural Aviation
One continued…
"No Job Too Hard" was the trademark of the shop and aircraft were being flown or trucked in from all over the country for repairs or overhaul. One pilot, who had trucked in a plane after a disastrous crash, remarked, "Those fellows could take the tail of a plane and build the balance up easily." "He was right in every respect except one," commented C.E. Woolman; "they don't even need the tail!" During these early years at least four Huff-Daland Dusters were built entirely from scratch at the Monroe facility.
Under Culver's supervision, and with expert assistance from Henry Elliott, a pilot skilled in mechanics, Delta's dusting
equipment was continuously refined and improved. Hoppers were, for the most part, built of galvanized sheet metal and spreaders took on a more modem look, the venturi principle being better utilized. Spreaders were not completely vaned and, although dust swaths were not entirely uniform, they did serve their purpose fairly well.
Engines were upgraded from the beginning and by 1929-30 all of the Huff-Dalands had been converted to the newer, more efficient Wright J-4s and 5s, the first of the really satisfactory radial engines. Charles Lindberg's New York to Paris flight gave this engine a tremendous boost, since it was installed in the Ryan in which the flight was made. ➤
In the agricultural community, where other individuals and firms were experimenting with crop dusting, several of the available aircraft, such as the Standard SJ, a few Curtiss Jennies, and some early Travel-Airs and Wacos, were being used. But Delta's fleet was mainly Huff-Dalands. Later, as business increased and the older planes were retired or demolished beyond repair, some new aircraft editions came about and the configuration of these new planes required some changes in hopper construction, controls, and spreader installation, but the shop force handled these changes as a matter of course.
This superb maintenance record prevailed throughout the life of the dusting division and continues even today in Delta Air Lines' world-wide operation. In the late 1960s Delta's shop force began the complete restoration of a HuffDaland Duster, combining the parts of two such aircraft and producing a mint-condition model that was graciously presented to the Air Museum at the Smithsonian as the company's gesture of continued friendship to the agricultural aviation industry that was its beginning. Today, Delta sponsors the coveted "Puffer Award," given annually by the National Agricultural Aviation Association to an outstanding individual who has contributed greatly to the advancement of the aerial application industry.
Delta also had an outstanding record of recruiting, training, and keeping good pilots, although it should be pointed out that most of the good pilots in those early days did everything possible to go to work for the company. A new generation of pilots was appearing and veterans in the organization systematically coached them to be safe and efficient duster pilots.
Some of the slightly younger emerging breed included Ishmael Cash, who had a long and colorful career with Delta, J.O. "Dock" Dockery, E. 0. Champion, Jesse Bristow, Ralph Hall, Barney Root, Art Stauber, and Joe Basso. Not all of these men worked for Delta, but at one time or another most of them did. Dock Dockery recalls that early crop dusting instruction consisted primarily of having the fledgling pilot stand in the field and watch the experienced men perform. The veteran pilot would then land, explain his maneuvers to the new man, pile him into the cockpit, and tell him to "go out and do like I did."
l!essional entomological service was a part of Delta's business concept from the beginning. Early in 1931, Dr. Bert R. Coad, who had actually fostered the birth of the industry back at the Tallulah Laboratory, resigned from his job with the Department of Agriculture and went to work for Delta as
head entomologist and field manager. Although Coad's prime interest lay in the field of insect control, he had spent most of his lifetime intrigued and involved with airplanes.
His efforts eventually sent Delta's fleet into almost every major farming area in the country. He was a low-key promoter and a man who bred confidence. He could easily persuade the most adamant farmers into experimenting with aircraft insect control and, at the same time, was constantly monitoring and perfecting aircraft application of the rather second-rate insecticides available. Coad obtained and experimented with every chemical available for insect control, but not until some years later was anything significantly better found than calcium arsenate.
Leo Hartman was another entomological giant and aircraft promoter on Delta's staff. He was obviously a competent entomologist and perhaps an even better promoter and organizer.
Hartman's principal duty was to move in "cold turkey" on a prosperous farming community with the idea of setting up a permanent satellite unit. He went about this methodically, consulting with county agents, influential farmers, and the local media. The basic plan was to make a binding contract with at least one large plantation, setting up a dusting strip and operational base on the farm. From this point, work was always obtained from neighboring farms and once such a unit went into operation, it generally would continue for years in this same community. Hartman would remain in the area running the satellite base as long as necessary before turning it over to another employee and moving on to another spot.
Many such units were set up after 1929. A typical unit was on the huge Star of the West Plantation near Greenwood, Mississippi. This huge cotton plantation was owned by F.C. Wagner. The chief farm manager was Arthur Easter, father of the late John B. (Johnny) Easter, who later became almost legendary in agricultural flying circles.
This Greenwood unit worked like a magnet on young Johnny Easter. He used to love reminiscing about those early days when he spent most of the daylight hours hanging around the strip, hypnotized by the early Huff-Dalands and their pilots.
"Delta," Johnny recounted,"operated off of a strip on the Star of the West farm, but they worked all over the area. I spent most of my time when I was nine or ten years old hanging out there, talking with the pilots and with Leo Hartman. Since my dad was farm manager, they couldn't very well run me off and I used to make all of those fellows a solemn
promise that some day I was going to be a duster pilot and fly for Delta.
"You know," he continued, "believe it or not, I finally did just that but it took 16 years and World War II to bring it about. I came back from the Pacific where I flew B-25s and as soon as I got home, I called on Delta and asked for a job. You can imagine my dismay when they turned me down for lack of experience! I told them about all of those hundreds of hours that I'd flown in the service, but they insisted that this didn't make me a duster pilot! They finally told me that if I'd go out and get a little actual experience, they might hire me.
"I rushed out and finally persuaded Dudley Miller, who was running a small operation, to hire me. He put me on and after about a season in a Stearman, I went back to Delta in 1947 and they gave me a job. Worked for them for several years, all over the country, in Mississippi, Louisiana, Texas, and even in Florida. Most of the time, I flew a Stearman, but one of my jobs was to ferry planes wherever they were needed. I got to fly the old HuffDalands once in awhile, but I never did work one. Finally after a good many seasons, I left and went into business myself. Delta was some fine outfit and I'll always be proud of and grateful for the time I put in with them."
1975 Grumman G164A Ag Cat, N7496K, 6102.7 TT, Pratt & Whitney R-985AN14B 451.7 SMOH by Leach. 451.7 hours since wings recovered and painted, prop governor, starter, and 22D30 prop OH. New alternator. 130 hours since cockpit aft was disassembled, repainted, and reassembled. Chip detector, SATLOC Bantam, stainless steel booms & CP nozzles, electric fan brake, Transland gate & Swathmaster spreader, Smoker, spare wheels/tires/brake calipers, and other assorted parts. $95K. Call or text 337-319-3013
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication.
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
1978 G164B model Ag Cat, TTAF 14,392, Geared 1340, 1575 SMOH, 700 SIRAN by Tulsa, Hamilton Standard Prop, Prop AD Due at 8/2024, 80 Gallon fuel, Single Point Fuel, 330-gallon hopper, Lane Fan, Electric Fan Brake, Transland Pump, SS Booms, CP nozzles, Garmin Comm Radio, ANR, Ag Nav Guia with flow control, Prop Balanced 6/23/2023, $80,000 Contact Patrick Andrews 229-359-0710 Aircraft currently working.
1978 C Model Ag Cat, A/C, Super 6 Garrett Engine, SATLOC M3, 500-gallon hopper, Agrinautics spray system, and Breckenridge spreader. Call Jack for more details at 530-682-6740
1976 B Model Ag Cat, -1 Garrett Engine, SATLOC M3, 330-gallon hopper, 38-inch gate box, Agrinautics spray system, and Breckenridge spreader. Call Jack for more details at 530-682-6740
Special “Pair” pricing for two Super-A+ Queen-Cats, 350 Gal TL combos, 80-fuel, B-Cabins, TST, Ext’d wings, W-A, DF-Smoke, ES. Your certified power-pkg FWF. $135K each, $250 both! American Agviation / Ag Cat Sales & Services since 1971, 870-886-2418 (2489 fax) frank.kelley@ag-cat.com
Ground up Super B AgCat rebuild Firewall aft complete aircraft. This does not include the power plant or engine STC. The estimated completion date is April 1st. This is as close to a new AgCat complete airframe out there. 400-gallon hopper, Long Range Fuel, Raised Wing, Heavy Gear, and Tail Spring. $355K Call Storm Aeronautics for details 402-367-3213
Starting at $19.99
Phone / Fax: 478-987-2250.
Relisting! The sale fell through. 1989 Super B Fat Cat, super 6 engine, 500 gallon, 11,166 TT, 1189 since hot, 188 IRAN, hydraulic spray system, air conditioning and heat, wing extensions, servos, night lights, E/I digital gauges. $220K. Call 509-520-8267
Various Ag Cat Spares available. Please contact us for the price at spares@orsmondaviation.co.za +27 58 303 5261 or visit our website at https://orsmondaviation.co.za/
QueenCat In Progress - S/N 566B Super B+ Mods, ready for Garrett or P&W Turbine, 400-gal, 120-fuel, hi wings, heavy struts & wires, T.S. Tail, Heavy Gear, TL DAF Combo. $290K (YOUR FWF) AmAg, 870-8862418/2489F 870-759-1692 Cell frank.kelley@ag-cat.com
Our PT6A
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. AgCat Sales & Services since 1971, 870-886-2418/2489 Fax, 870-7591692 Cell. frank.kelley@ag-cat.com
Air Tractor
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 Call Neal Aircraft at 806-828-5892
1986 AT-301 Airframe OnlyParting Out, Approximately 5700 TTSN. NO ENGINE. AT-301 Wings, Tail Feathers, Airframe, Firewall Foreword Less Engine/Prop, Gauges, Gear legs, Hopper, STD Gate Box, Booms, Boom Hangars, Pump, Valve & Plumbing, etc., Flaps, Ailerons . Call Farm Air for more information at 309-759-4646
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
1980 AT-400A, N3655B, PT6A-27 TTE 7698.5 HSI 2584.4, TTAF 10501.3, GPS: Ag Pilot X, Nose Lights, Ag Pilot X Flow Control, Reabe Digital Hopper Gauge, A/C, Nozzles, Clear Glass Canopy. $280K See spec sheet for details. Woodley Aerial Spray Jeramy VanLanduit 815-718-5300
1980 AT-400A, N3650D, PT6A-15AG TTE 11195.3 HSI 931.8, TTAF 11108.6, GPS: Ag Pilot X, Ag Pilot X Flow Control, Reabe Digital Hopper Gauge, A/C, Nozzles, Clear Glass Canopy. $200K See spec sheet for details. Woodley Aerial Spray Jeramy VanLanduit 815-718-5300
1979 AT-400A, N8907S, PT6A-27 TTE 12596.1, HSI 1898.6, TTA 10669.6, GPS: Ag Pilot X, Nose Lights, Ag Pilot X Flow Control, Reabe Digital Hopper Gauge, A/C, CP Nozzles, Clear glass canopy. See spec sheet for details. $250K Woodley Aerial Spray Jeramy VanLanduit 815-718-5300
1981 AT-400A, N23416, PT6A-27 TTE 13375.1 HSI 3638.5, TTAF 10447.0, GPS: Ag Pilot X, Nose Lights, Ag Pilot X Flow Control, Reabe Digital Hopper Gauge, A/C, Nozzles, Clear Glass Canopy. See spec sheet for details. $290K Woodley Aerial Spray Jeramy VanLanduit 815-718-5300
Get Serious About Selling Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
1979 AT-400, N550BH, PT6A-27, TTE 25172.2, Hot Section Inspection 1548.2, TTAF 7453. APX & SATLOC, Nose lights, Ag Pilot X Flow Control, Reabe Digital Hopper Gauge, A/C, CP Nozzles, Clear Glass Canopy. See spec sheet for details. $310K Woodley Aerial Spray Jeramy VanLanduit 815-718-5300
1990 AT-402 with -34. Airframe TT10993, Engine TSO-6230, Zero time since HSI Prop TSO-1286. Electric brake fan, smoker, hopper gauge, single point fuel, CP’s, AFS check valves, 1 season on new G4 SATLOC with flow control. Call Chad Ottawa, Ohio $430K 419-235-4182
1988 AT-502, N1006Y, Hobbs: 2550.6 Air Frame TT: 10,516 (Wings Due In 6862.6 Hours) Engine TT: 17,378.6 hours PT6A-27 (Fresh HOT Section Inspection) Engine Time Since Major Overhaul: 5346.9 Extras: Turn Windows, Split Panel, 3-piece windshield. $373,000 Call Dain Guetersloh at 806-535-8560
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 Speck or Heath at 979-543-5272 or industinc@ gmail.com. Resellers don’t bother.
Order your AT-502 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
1996 AT-402B, N60998, TTAF 7166, PT6A-15AG, TTE 10,253, Load Hawg, Heat & A/C, Comm Radio-Hand Held, Wing spar due at 8,200 hrs. - 1,034 hrs. left, Light Star SATLOC, Eddy Current due at 7787 TT, New rear spar attach bolts due at 7551.1 TT, Bottom load fuel, Boom w/ CP03 Nozzles, Annual 1/1/22. See spec sheet for more details. MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
1996 AT-502B, N37VA, 6692 TTSN,34AG, 4120 SMOH, electric brake/ fan, smoker, CP’s, VG’s Bantam/flow, current annual. $410K, no trade. Call Farm Air at 877-715-8476
2014 AT-504 for sale. IFR panel. Ready to go to work. Located At KMCK. TTAF:1609.6, Engine: PT6-34AG, TTE:1609.6, HSI completed 600 hrs ago. PTT: 1609.6 Annual Due March 2024. Asking $1,300,000. Contact RWA at 308-777-2585 for more info.
1998 AT-602, PT6-60, TTAE 4299.1 hrs. Currently flying. Compressor section OVH and test cell run at 4200.7, Prop TSO 370, TSHOT 98.4, New FCU, Factory AC, SATLOC Bantam, Smoker, Aeronautics Pump, Aluminum Booms, CP-03 Nozzles, Transland 12 Vane SS Spreader, and wing replacement in 2300 hrs. $599K 337-319-3013 or agaviation89@gmail.com
2012 AT-502B, N507HB, 4390 TTAF, 180 Since FCU OH, 180 Since fuel pump OH, 180 Since HSI, Ag Pilot X with flow control, single point fuel, stainless booms, CP-11 nozzles, AFS check valves. It can come with AgPilotX or SATLOC G4. $659,000 Call Neal Aircraft at 806-828-5892
2016 AT-602 with 3400.1 TT, fresh hot last winter. Working now and includes a spreader and wingman. Contact Aaron W Peterson at aaron@ advantageagair.us
2016 AT-602 with 3400.1 TT, fresh hot last winter. Working now and includes a spreader and wingman. Contact Aaron W Peterson at aaron@ advantageagair.us
1997 AT-602 -60AG, N5045S - As of 7/5/23
Hobbs 1355.6, Engine: TT 11,355.6, TSIRAN 2277.0 by RT Turbines, TSHOT 998.8 by George’s Aircraft, FCU installed in 2018 996.1 since installed. Prop: TT 11,355.6, TSIRAN 998.8, TSOH 2277.0. TTAF 11,355.6. Spars done at 6643.1 by Frost Flying, Spars next due at ACTT 13,143.1 = 1787.5 hrs. left till replacement. New main gear in 2017 at Hobbs 9629.8, New engine mount in 2021 - no AD’s, Storm Shield in 2020, New Turtle Deck in 2023, New Kawak throttle quadrant in 2023, New Rebe hopper gauge in 2023, All new A/C hoses, condenser and dryer in 2022, Load Hawg. $625K Contact Aaron at aaron@advantageagair.us
Late model, low time, AT-602. 2018. 3600hrs
Total Time. G4, center point fuel, AFS check valves, CP flat fans. Call 979-541-7864
2007 AT-602, 6,910 TTAF, 6,910 TT -60 engine, 80 SHOT, 1630 SOH Covington, 480 Since Prop OH, 480 on gear, 970 hours on spars, G4, Wingman, Reabe top, auto fuel, and many more options. Call 605-3504536 for details.
2001 AT-602, TTAE 8329, PT6A65AG with 426 since hot section. Prop 0 since IRAN. Wings and Landing Gear replaced at 6474. Wingman, comm radio, ADSB Transponder, Bottom fuel, O/H starter/generator, new batteries, GPS, and Flow control. Fresh Annual. This is a clean West Texas Airplane with NO corrosion. $575K Call Pete Jones at 662-846-0228 or email Pete@AirRepairInc.com
2008 AT-602 -60, N602MS, 4310 TTAE, Engine Hot Section done at 3,810 hrs. by Mills, 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. Plane detail scheduled for Feb. $700K Call Greg at 573-707-0580 or Kevin at 870-219-3181
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
2018 AT-802A, 3214 TT, -65AG, fresh annual, fresh HSI and blade stretch test, Landing Gear replaced at last annual, fresh paint on belly and tail, 308 fuel, Hatfield single point fuel, SATOC G4 with flow control, Wingman. $1,300,000 Call Neal Aircraft at 806-828-5892
2013 AT-802 -65, 4600 TTAF, 8010 Engine TTSN, Covington light overhaul at 5700 hrs., New hot section w/New blades-0 time, Fresh annual completed 2/23, Starter overhaul completed 720 hrs. ago, Prop overhaul completed 720 hrs. ago, new landing gears at 3400 hrs. TT, Fuel control at 4320 hrs. High-pressure fuel pump at 4500 hrs., SATLOC w/Flow Control, Hyd. Gate box w/Big spreader & cart, Nite lights, Reabe fuel, Hatfield fuel load system, Mostly owner flown & bought new, one owner. Hangared all its life. Plane detail scheduled for Feb. Price Reduced! Call Call Greg at 573-7070580 or Kevin at 870-219-3181
2012 AT-802A -65, 5700 TT, 500 since HSI, G4, SPF, AFS Booms, Lane Fan, Wingman, New Spreader. Call for Price. 870-338-1504 or email priddell8@icloud.com
2017 AT-802AG, P/W PT6-65AG, Est. 4600 hours (now working / available Oct. 1st) 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. $1,200,000 with fresh hot or $1,250,000.00 fresh hot and annual. Call 870-501-1136
Order your AT-802 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
1964 Cessna C172F, N7834U, TTAF 5499.15, Lycoming 0-360-A1F6D - SMOH 623.65, Flap cap seals, Brush Stol kit, Grimes strobe, Narco MK #120 Com, Narco AT-150 TXP, Gramin GPS, 4 Pas intercom, Nav-Loc, Avco Conv. Lycoming, Annual 5/6/23. $85,000 Contact Danny at Mid-Continent at 573-359-0500
1978 Cessna Ag Truck, 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready. Price reduced to $102,000. Call Chad Stuart, Airplane Services, Inc. Call 850-336-0552
Order your Flying Dromader Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your Clipped J3 Cub Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your Piper Pawnee Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S &H. Call 478-987-2250
2016 AT-802A -67AG, Clean northwest airplane. Available September should have approximately 3,300 hours at that time. Currently 3,000 hours. Always hangared. MVP-50, Stainless cam locks, 308-gallon fuel, night lights, dual bottom load valves. No damage history. Video borescope and propeller balance done every annual. $1,450,000 Contact Steve 509-750-9633
1976 Cessna A188B AgTruck, Complete logbooks and history, AD’s Current all up to date, sale includes fresh Annual. Always hangared and well maintained. PropTT: 1802.6 hours w/787.8 since prop overhaul. Excellent Compressions, Engine: IO-550-D | Fuel: 56-gal Fuel Capacity VG kit installed for better STOL capabilities Spray Equipment: SATLOC II, Automatic flagman, Lightbar. $145K 701-567-2069
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
Order your M18 Dromader Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250
Brand new 2022 Laviasa PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540-B2C5. 1A200/FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank. Contact Aravia S.A. at +54 11 5273-2224 or visit our website http:// www.aravia.com.ar/
Excellent Condition 1974 Thrush S2R, TT 5092, Pratt & Whitney R1340 Geared Engine. TSMO 344. Always kept in Hangar. Comes with an extra set of booms and pump. Extended Wings, Aileron Servos, M3 SATLOC, Crop Hawk, New Stainless Steel Booms, CK-AG-29 Wing Splice, 29” Wheels, Spring Tail Wheel, Cold Air Intake, Cool Seat, Bottom Load Fuel, Smoker. $185K Video of Thrush https://youtu.be/hk0KagR0uVI Call Mitchell Worthington at 660-2541176. I have a spare engine and two propellers that can be added to the sale.
1974 Cessna 150, N3011V is a nice Cessna150M that flies straight and true, and even though the engine is over TBO, it still runs strong. This aircraft would be a good time builder. 5470 TT, CONTINENTAL O200A, SMOH 2100, Cessna MX300 Nav/ com, Narco AT-50 Transponder With encoder, Two place intercom, Annual Completed: 5/25/2022. Call Danny at 573-359-0500
1978 PA-36-300 Piper, N3787E, TTAF 45590, Lycoming Engine TIO-540, TTE 1851.0, Hartzell Propeller TT 1946.0, Spreader, Boom & Nozzles, 86 Gal Fuel, SATLOC GPS, Time left on wing spars 3656 hrs. Annual 4/1/21. See spec sheet for details. $75,000 Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
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.
$155,000 Call Sun Valley Aviation at 956-421-4545
1974 Rockwell International S-2R Thrush, Walter M601-E11 TS: 742 TT: 2287 TTO: 43 TC: 1685 FC: 2207 PropTT: 4935.9 Spar AD: 2421.3 hrs Left. A/C, Single point fuel, VGs, Fabric tail, SATLOC M3 w/Flow control. The Prop has just balanced & has clean airframe. Annual 6/22. $200K Call Chuck at 701-928-0615
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
1994 Garrett -6 510
Thrush, TTAF 11,437.6, TTESN 15,836, TTSCAM
1974.9, TTSMOGB&HS
1081.7(SEE PIC), Wings have 55 hrs. left on (CKAG41) Will sell as is for $225,000 or I have a set of wings ready to swap with the Avenger stainless steel 40K hr. life wings with only 3300 hours on them leaving 36,000 hours of wing life and no wing AD’s installed for $375,000 Call JERRY FOR MORE INFORMATION! 334-898-7772
1973 Thrush S2R, TTAF 10,100 hrs., Walter M601-E11 0.00 SIRAN, Avia V508EAG Prop 0.00 SIRAN, March 2022 annual. 2700 hours remaining on Wing Spars. 1000 Since Eddy Current. Metal Tail, Harbor AC, Smoker, SATLOC Bantam w/G4 screen, Single Point Fuel, CP flat fan nozzles, AFS Check Valves, Transland Pump with electric brake, Shadin Fuel Flow, New Tires, and New Front Windshield. $160K Call John Lott at Souther Field Aviation at 229-924-2813
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 North Star Aviation today at 620-356-4528.
PT6A- 140AG 867SHP STC Kit for THRUSH 510P & 510G AircraftComplete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHP certified upgrade STC kit for your THRUSH 510 aircraft. www.cascadeaircraftconversions.com info@cacaircraft.com 509-635-1212 or 800-716-2550
1976 Turbine Thrush, SN
2294R, TPE 331-10-511M
TS CAM and HSI 520.8 & recent repair due to prop strike from ag air turbine. 3367 hrs remaining on spar caps. 200 gal fuel, AC, G4 SATLOC, new spreader. Smoker, CP flat fans. Aircraft looks like new, very recent overhaul. $495K 530-570-9412
2023 Thrush 510, 510P2, 510P2+, and 710 available. Call MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
Order your 510 Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your Radial Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your Thrush 660 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your Dual Cockpit Thrush Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250
2013 S2R-H80 Thrush, N3046N - Airframe only!
3600.0 TTAF Make an offer, very motivated! Mid-Continent Aircraft, Hayti, MO 800-325-0885 www.midcont.net
Order your Weatherly Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S &H. Call 478-987-2250
B1-A Callair Manufacturing Rights. Available now is the type certificate, drawings, jigs, tooling, aircraft parts, and property associated with this 300 gal Pratt and Whitney 985 powered sprayer. Start your own aircraft company or expand your line. Call for details. Airplane Services Inc. 850-6751252, 850-380-7268, 850-3806091.
R1340 Engine Overhaul - New pistons, new bearings, mags, ignition harness, carb, with warranty outright/ exchange. For more information, call Chester Roberts Supply Company at 903-429-6805
Pratt & Whitney R-985 & R-1340 Engines in stock. All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin. For more information call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@sunairparts.com
R-985 & R-1340 Complete OHC Cylinder Assemblies OHC in stock, all with new pistons installed and all gaskets and seals to install. We also stock new and overhauled magnetos, OHC carbs, starters fuel pumps, etc. Top overhaul tool kits $250 each. Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@ sunairparts.com
1938 Boeing A75N1(PT17), N54284, TTAF 6080.7, R985-AN14B, 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. Call MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
Order your The AgOp Collage Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your In-Formation Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S &H. Call 478-987-2250
Order your Stearman Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Order your Bell 206 Helicopter Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250
R985-AN1-14B Tulsa Overhaul, New pistons, Bosch mags, ignition harness, carb with warranty outright/ exchange. For more information, call Chester Roberts Supply Company at 903-429-6805
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 Mark@ turbineconversions.com for more info. www.turbineconversions.com
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. Please contact Mario at 506-261-5023
Transland Spreader Thrush and M18 Dromader 41” 8 vanes, Bought brand new, like new condition, used once seeded 100ac clover, no fertilizer. $6000 306-786-3345
Transland Spreader, 25” Slimline in fair condition. $750 Pierre Smith Call 478494-3757, Louisville, GA 30434
Transland spreader in excellent condition. Fits 32” opening, most likely on Piper Pawnee. Southern Oklahoma, can be delivered. $950 Email m.kafer@ verizon.net for more info.
10 Vane Transland spreader, new in the box. Part #23537 $12,160.31. Contact Rick Stone at Southeastern Aircraft Sales & Service at 800-441-2964 or mail@ southeasternaircraft.com
PT6A-34AG Exchange Engine, Part Number 302088, Serial Number PEC-RB0343. Available for immediate delivery. PT6A rotating component service life record is in the pictures. Contact our experienced sales team today at sales@taeaerospace.com or visit our website, taeaerospace.com, to find out more about our extensive PT6A services.
PT6A-34 PCE-57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com
Complete Engine Package! TPE3316 Engine, 537 Since Cam, CD Aviation Hartzell Propeller HCB3TN-5M/ 537 Since New, Starter Generator 23047-007, 25 Hours Since Overhaul, Beta Tube Included. $177,000 Call Lynn Johnson at 701-360-5966 or 701-352-3700
For Sale - High quality Stainless Steel booms, pumps and nozzles! On the shelf and ready to ship. Contact mark@turbineconversions.com
SUPERBOOMS, Thrush Servos; Maintenance on Ag & G.A. Aircraft Including Heavy Structural Repairs; Robinson Helicopter Service Center; Machining, Fabricating & Sheet Metal Gurus; Tri-State Aviation, ND 800642-5777 or tsa@tri-stateaviation. com www.tri-stateaviation.com
Get Serious About Selling
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
Fire Gate Hatfield Hydraulic Drop Door, USFS / BLM approved, Fits Thrush, Dromader, can be adapted to Air Tractor 502 or 802, excellent condition, with streamlined fairings, all controls included. $5,000 Any reasonable offer accepted! Needs to go! S.E.A.T. program is expanding. Pilot/contractor training available. Call 530-345-9919
Vondran Hydromax Fire Gate - One year old. $60,000 Call 409-6565998
Transland Grip Steps for AT aircraft. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information.
Transland 4” Delrin Hopper Vents. Call Billy Maxwell at Transland 940-687-1100 or email sales@ translandllc.com for more information.
3 Hatfield Fire Gates. Air Tractor, vented lids for a 502, Transland quick attach. Make a Reasonable offer. Call 204-856-9422
New without warranty spray equipment for all Air Tractor models, including pumps, booms, and nozzles. Call for pricing and availability. 817-456-5450
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 661-257-7708, Fax 661-257-7710 or email info@sunairparts.com
(2)Transland SS 22274 38” to 25” gate box adapters & 21966 Gate Boxes. $2500 Eachor $4000 for both plus shipping. Call 620-525-6712
Transland 10 vane spreader for 38” gate, new, $13,000; Lane Aviation 281342-5451 or FAX 281-232-5401
3” load, mix tank, fully contained and lockable, air compressor and storage complete ready to go. For more information call 309-759-4826 or email hcurless@farmairinc.com
Helicopter light bar now available with the new iPad based guidance systemAgPilotX. Entire system with helicopter light bar is 13 lbs. Call Anthony Fay with Insero for details 480-285-4367
Looking for an experienced pilot for NE corn run. Immediate opening until Aug. 10th. Seat would be available for future years if it works. Pilot would operate a 502b with SATLOC G4 & FC. Family-owned company that has been in business for 50+ years and employs a full-time A&P IA. Would provide hotel, home cooked meals, and Sundays off. You would have the opportunity to return each year in the same capacity. Please contact Jerrel for more info@ 402-761-2322
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 815-4994704.
A&P mechanic is needed. We are looking for someone that has Air Tractor experience but is not required. We have an experienced chief mechanic looking for someone to mentor. You need to be team-oriented and have a strong work ethic. We are an employee-owned wellestablished business with benefits. Call Dakota Air Spray at 605-352-5718
R44- Looking for an experienced R44 Ag pilot for the Midwest this season that can move into turbine rotor in the future. Also seeking experienced fixed-wing turbine pilots. SATLOC GPS would be helpful. Please provide your resume and references and email them to R44AGFlyer@gmail.com. Pay is determined by the applicant’s experience.
Three 802 Seats Available - Open 802 seat for Illinois corn run. Open 802 pilot seat for Arkansas rice fertilizer run, mainly the month of June. Immediate opening for an 802 timber fertilizer seat open immediately. Contact Al Patrick at 870-510-6882
Tabula, formerly known as TracMap, is a GPS guided proof of application and job management system that gives landowners and their contractors certainty. At the core of our offer is the seamless mapping and recording of a whole array of day-to-day operations, such as fertilizer spreading and spraying. Tabula allows you to effortlessly control the work on your land and to have certainty that jobs have been completed accurately. The system automatically stores detailed data which you can refer back to any time to prove compliance and drive efficiency and productivity gains. And importantly, over time this data becomes a knowledge bank for landowners that will endure through generations, protecting and growing the value of your land. 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. We are seeking someone with experience in the Agriculture Aviation Sector. For details go to http:// classifieds.agairupdate.com/details. php?id=4027 To apply, please send your CV and cover letter to recruitment@tabula.live
Established Midwestern operation looking for a Pilot/Mechanic. Yearround work. Salary depends on experience. AT-502 experience is a plus. Email all inquiries to blindads@ agairupdate.com Subject: ID #4010 Inquires must include a resume and references or a list of qualifications.
Tabula, formerly known as TracMap, is a GPS-guided proof of application and job management system that gives landowners and their contractors certainty. At the core of our offer is the seamless mapping and recording of a whole array of dayto-day operations, such as fertilizer spreading and spraying. Tabula allows you to effortlessly control the work on your land and to have certainty that jobs have been completed accurately. The system automatically stores detailed data which you can refer back to any time to prove compliance and drive efficiency and productivity gains. And importantly, over time this data becomes a knowledge bank for landowners that will endure through generations, protecting and growing the value of your land. 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. For details go to http://classifieds.agairupdate.com/ details.php?id=3994. To apply, please send your CV and cover letter to recruitment@tabula.live
North Dakota aviation operation looking for an Experienced pilot/manager to co-manage FBO, Airport, and Aerial spraying operation. 802 and Turbine Thrush. Season runs mid-June through September. Potential opportunity to partner/purchase operation in the near future. Start putting your time and efforts into your building your own operation!! FBO and Airport management provide steady income streams to help make it through the slow seasons. Email resume and references to Luke at luke@ ltenterprisesnd.com
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.
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 LoaderPLEASE CONTACT CHASE GIBSON DIRECTLY at 228-860-2375 or email resume to chase@bsairinc. com 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.
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
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
LIFT Aviation – Sales / Marketing
Assistant Job Opportunity. Lift
Aviation is looking for a motivated person to assist with brand marketing and sales initiatives in conjunction with tradeshows, brand building, and sales generation. Previous experience in marketing/sales is preferred. This position requires an excellent work ethic. Candidate will aid in sales, marketing, and tradeshow initiatives. Overall objective – assist in all facets of sales/marketing. For position details go to http://classifieds.agairupdate. com/details.php?id=3641. Email resume and references to Todd Lentz at todd@liftaviationusa.com
Well established company in Ohio looking for a long-term experienced AT402 pilot - 2022 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
Looking for Ag & King Air Simulator Instructors. Instructors are 1099 contractors. Work is on a per student basis. 1-3 day courses and paid by the day. Work one on one with the students. Classroom and simulator instruction. Days are 9-5 with no weekends. Lodging fees are covered for instructors that travel in to our location to teach. Flight instructor certificate not needed. Looking for someone who has an Ag pilot background/experience. Turbine experience is a must. Could be active or retired. Must have an interest in teaching and passing on their knowledge to others in the industry. Email resume and references to blindads@agairupdate.com
Subject: ID#2710
Large midwest aerial application business looking for A&P and IA mechanics. Must have Air Tractor and PT6A experience. Starting salary is 7080K if qualified. Must supply a resume and three references. Send resume and references to blindads@agairupdate. com, Subject: ID#2234
Due to expansion opportunities, we are looking for experienced 402- 802 pilots and an A&P. Must have knowledge of the latest GPS units. This is a full-time turbine position in the Upper Midwest. Historically from May to October. We spray a large variety of row crops. Mostly fungicides, insecticides, and micronutrients no herbicide work. We also do dry fertilizer and cover crops. We are looking for team players willing to grow with us. A pilot with a strong work ethic is desired. Also looking to add another A&P. Please reply with a resume to Agpilot502802@gmail.com
IA and A&P mechanics needed. Call 870-295-6213 Salary depending on qualifications and experience.
Miscellaneous Items For Sale - 50 brass T-Jet nozzles complete with swirl plates $250. Gate box for hopper SS good condition, 24 inch $500. Cal Max Helmet large, very good, complete w/ face plates $500. One alternator, new, 100 amp, adapter for P&W engines, electrical parts for night spraying $600. Call Al at 208-569-3407
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. Call North Star Aviation today at 620-356-4528.
Toy plastic model Air Tractor. 12” wingspan, removable stand. Great toy for the kids or desktop model. $15 + s/h order online at www.takeofftoys.com or e-mail trevoredwards@sw.rr.com
Vino? They do say ag pilots age like wine. Place your favorite wine in these high quality Rolf wine glasses etched with an ag plane, sold as a Set of 4. $49.99 plus S&H Makes a great gift. For more information call 478-9872250
Specialty belt buckles, show your pride in style. $39.99 plus S&H Makes a great gift! For more information call 478-987-2250
Aviator Backpack and matching coin purse (sold separately). For more information call 478-987-2250
New from our DeSpain Collection, Pen and Ink Thirsty Stone Coasters. These high quality coasters will look great on any desktop or table. Set of 4. $29.99 plus S&H Makes a great gift! For more information call 478987-2250
DeSpain Collection Customizable Note Cards featuring your favorite Pen and Ink drawing. $19.99 plus S&H For more information call 478987-2250
Looking for a warm place in the winters to keep busy. We have what you need! Turnkey Aerial Spray Business for sale due to health reasons. Established business with airplanes and helicopters on a private strip. Multiple locations, buildings, hangars, and house. Email inquiries to blindads@ agairupdate.com Subject: ID#3972
New Brushless Motor Airframe Fuel Pump - STC kits for PT6 Air Tractor and THRUSH aircraft. Long lasting, solid state, with fail safes. Contact Cascade Aircraft Conversions at info@ cacaircraft.com or 509-635-1212 for more information.
Get Serious About Selling Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
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. Contact Guillermo at aravia@aravia.com.ar call +543462-463488 or go to our website www.laviasa.com
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. Call 530-345-9919
Ayres Thrush ‘Hoerner’ wing tips. Left and right, no damage. $500 for the pair. Call Gary at 530-345-9919 garyhendricksonn3n@gmail.com
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 ann@turbineconversions.com or contact our favorite Thrush dealer for more information.
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. AgCat Sales & Service since 1971. 870-886-2418/2489F, 870-7591692 Cell, frank.kelley@ag-cat.com
Smokers/Driftfinders - Minimize your off target drift risk. FAA/PMA’d and STC’d for installation on most Agricultural aircraft. 44 years in business and over 6,200 units in service. For more information Please call Compro Aviation, Inc. 785-8992294 or visit us on the web at www. comproaviation.com
REBUILT 29” THRUSH LANDING GEAR IN STOCK & we can REPAIR / REBUILD yours to LIKE NEW STATUS. Johnston Aircraft Service, INC. 559-686-1794 / Email parts@ johnstonaircraft.com or visit our website at www.johnstonaircraft.com
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
Radial Parts: 2 Fiberglass AT Speed Rings, 1 THRUSH Speed Ring, 1 Radial engine mount with ring. Make offer. Cascade Aircraft Conversions. 509-635-1212. info@cacaircraft.com
Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor. Special introductory pricing orders received by January 31, 2020. Contact Mark@ turbineconversions.com for more info.
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 ann@ turbineconversions.com
Transland Pump Mount. Call Billy Maxwell at Transland at 940-6871100 or email sales@translandllc.com for more information.
Transland Aluminum Boom ClampsLarge & Small. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information.
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 661-2577708, Fax 661-257-7710 or email info@sunairparts.com
602 Wingman System. Call for Price: 870-672-2089
Air Tractor Gen 2 Firegate, Complete system, Fairings, wire-harness. Call For Price: 870-672-2089
2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B. Call Cascade Aircraft Conversions for more details 1-509-635-1212
Cockpit adjustable flow control kit. Manual control or GPS variable rate ready. Integrates into existing hydraulic systems. More info at Kawak Aviation Technologies 541385-5051 www.kawakaviation.com
Thrush S2R STC battery retrofit kit. 300% longer battery service life. 200% faster starts. Battery replacement cost 25% of original. more information call Kawak Aviation Technologies at 541-385-5051 or visit www.kawakaviation.com
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
23D40 Propeller, OSMOH by H&S Propeller Shop. In Crate and ready to ship. $36,000. Call Farm Air at 309-759-4646
Hamilton Standard 12D40-Ag100. As removed. $13,500. Call Chad Stuart at Airplane Services, Inc. at 850-380-6091
Hamilton Standard 23D40 Propeller with new blades 6511A-9 installed. Completely overhauled with 8130-3 form. For more information, call Chester Roberts Supply Company at 903-429-6805
Hamilton Standard 22D40
Hydromatic Propeller 6533 blades overhauled complete with distributor valve and prop, Governor. For more information, call Chester Roberts Supply Company at 903-429-6805
Hamilton Standard Propeller 23D40 with 6511-12S Blades Overhauled Completely. Includes 8130-3 form. For more information, call Chester Roberts Supply Company at 903429-6805
12D40-6101-12 Propeller, Overhauled with 8130 Form. For more information, call Chester Roberts Supply Company at 903429-6805
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........$27,500
AmAg, 870-886-2418/2489F frank. kelley@ag-cat.com
Looking for corn run break-in-seat opportunity. I have 420 total hours and 270 tailwheel time. I have applicator licenses and 7 years of experience with chemicals and spraying with ground sprayers. Call 318-439-8914
Subcontract for Corn RunExperienced pilot with AT-5, 6, or 802 SATLOC/flow control, extensive SHP time. 701-541-0102
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. Call Joseph at 417-763-7675
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication.
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
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. Please email AgAir41@outlook.com Thank You
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. Reach out via call or text at 901-5867322 or email at Stbrown77@gmail.com. I appreciate your time. Looking forward to hearing from you.Steve
AK Bush Pilot Looking for AG Pilot Slot - 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
Seat Wanted: 19,751 Total Time, 18,022 Turbine Time, 1,252 Ag Time. Licensed in GA and IL. For a resume, call Hale Ellis at 678-779-4726
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
Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment. Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance. Call Jim Jeffries, A&P/IA, 985-507-9981, Nationwide service on your location.
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 Eagle Vistas LLC 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. www.RigginFlightService.com (605)256-9774.
We build loader trucks to your specifications.
Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/ Stainless Steel Tube. Been in loader truck business since 1980. Call Pat Ballard Office:870-697-2004
Fax:870-697-3568 185 Hwy. 42 West, Hickory Ridge, AR
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 Mark@turbineconversions.com
Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps. Call Sun Air Parts 661-257-7708, Fax 661-2577710 or email info@sunairparts.com The
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.
