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NAAA & Air Tractor to Exhibit at AirVenture 2022 in Oshkosh, Wisconsin
by NAAA Staff
After five successful appearances at EAA’s AirVenture from 2016 to 2019 and in 2021, NAAA will once again exhibit at AirVenture in Oshkosh, Wisconsin, July 25–31 to showcase the aerial application industry and wrap up the industry’s 100th anniversary celebration.
NAAA has partnered with Air Tractor for this year’s exhibit, and the company will provide an aircraft for the booth. NAAA staff and volunteers will be on hand throughout the week to speak with attendees who want to learn more about ag aviation.
NAAA will again host an information forum about the aerial application industry where we will discuss the industry and how to become an ag pilot. We are awaiting the date and time of our presentation and will post it when it’s made available.
Presenting to the attendees of AirVenture is a wonderful way to educate adults and children about the importance of our industry in producing a safe, affordable and abundant supply of food, fiber and bioenergy, in addition to protecting forestry and controlling health-threatening pests. The representation by our industry at AirVenture is a move in the right direction to bring positive awareness about aerial application to the general public.
AirVenture Oshkosh, which is organized by the Experimental Aircraft Association (EAA) each summer at Wittman Regional Airport, is a weeklong celebration of aviation. NAAA exhibits at AirVenture to bring more awareness to careers in the aerial application industry because the weeklong show is flooded with aviation enthusiasts, aviation media, military personnel and young aviators looking for new opportunities. AirVenture is the largest airshow in the United States. AirVenture 2021 attendance was approximately 608,000 attendees, which is only the third time in the event’s history to reach an attendance of more than 600,000. NAAA’s presence at AirVenture helps our industry recruit potential ag pilots.
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Interim Airworthiness Directive Issued for Robinson Helicopter R22 and R44
The FAA is adopting a new airworthiness directive (AD) for certain Robinson R22 BETA, R44 Raven I and R44 Raven II helicopters. The AD will require the inspection of the engine RPM sensor wiring and installing a wiring kit. The AD goes into effect within 15 hours time-in-service or 15 days after the effective date of June 29, 2022.
The AD requires inspecting the engine RPM sensor wiring for damage and, depending on the outcome of the inspection, accomplishing the necessary repairs. This AD also requires modification of the governor wiring connection to the airframe harness by installing wiring kit KI-288 for Model R22 BETA helicopters and wiring kit KI-287 for Model R44 Raven 1 and R44 Raven II helicopters. These inspections and repairs are also addressed in RHC R22 Service Bulletin SB-119 and RHC R44 Service Bulletin SB-111.
The most irreversible threat to the longevity of the airplanes we love is corrosion. Is it just a nuisance or a major problem? It depends on how long it is left untreated and where it is.
By Dennis Wolter
2020 National General Aviation Technician of the Year
Find It, Slow It Down, and Stop It
Cabin areas are particularly corrosion-prone. Keeping water out of the cabin is very important. Take a little moisture in the form of humidity, plus a little salt from your Florida vacation, added to a long winter’s nap in a damp hangar, and there’s ample opportunity for corrosion to form. We’ve all heard that ocean-based airplanes are corrosion buckets, but you don’t have to live oceanside. If your airplane is exposed to salt air during even one visit, salt crystals will remain inside and cause corrosion.
The first stage of corrosion can be seen in a darkening of the metal, for instance, when a polished bare metal airplane sits outside and begins to look dull. The second stage is the presence of visible aluminum oxide in the form of a gray powder or crust. The third and most advanced stage of corrosion exists when crusty oxidation is removed to reveal severe pitting, cracks, or holes in the metal surface. ➤
Closely inspect, then remove and treat any corrosion you find. Check the upper cabin in high wing airplanes; lower cabin areas in low wing planes. You’ll find most problems in critical floor and wing attachments. Check the door latches and seals, the windshield and windows for leaks, floors, carpets, and seat rails. If you see any corrosion, keep looking, you’ll probably find more.
Corrosion is dealt with on three levels: prevention, removal, and treatment. The overall goal is to take a surface from corroded to cleaned, treated, and chromated.
A few steps you can take: treat with an anticorrosion spray, wash your airplane after an ocean trip, keep landing gear wells and bellies de-greased/cleaned, properly maintain all door/ window seals, and keep drain holes/battery box drain hoses open. A heated hangar is unquestionably the best storage for corrosion control, but insulated hangars are the next best choice. Outside, a hard surface is better than grass. Keep animals out. Get your aircraft painted using a qualified shop to avoid future corrosion.
Corrosion can occur anywhere, so keep your eyes open and be tenacious in your efforts to find it. Know that intermittent electrical problems can often be traced to the presence of corrosion. Reinspect and evaluate at every annual to check that your efforts effectively reduced or eliminated the corrosion. Whether you attempt to do this work yourself or engage the services of a qualified shop, few of us could argue it’s a wise investment.
For more on corrosion, refer to chapter 6 in AC 43.13–1B, Acceptable Methods, Techniques, and Practices — Aircraft Inspection and Repair, a great source of information published by the FAA and a must-have for anyone working on an airplane.
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Perspective on drones: A Simple Answer to ‘Are they “taking our jobs?’
There has been a lot of buzz in recent years about rising technology in terms of drones and unmanned aircraft-type tech in food and farming - also known as unmanned aerial vehicles (UAVs.)
But is it something we should worry about? Do you constantly get this question asked but shrug it off because the reality of the entire concept is too much to try to explain?
It’s no secret that the labor force within the agriculture sector has been a struggle. As with many other industries, it can be hard to find good help nowadays. For example - although the H2A program is time-consuming and expensive, farmers and other agriculturalists have had to depend on it to keep their harvests and day-today farm operations. However, we are not seeing considerable stress in or decrease in the number of agricultural pilots. This is a crucial outsourced component that naturally helps farmers protect their crops as a solidly built relationship for farm operations. In this instance, drones may or may not offer an additional labor benefit.
Pilots are the tried and true. Since the aerial application industry began in the early 1920s, we have seen the successes of this time and time again. We can count on pilots, and the technology is solid and sound, with plenty of opportunities for aviation and agricultural enthusiasts to come together and get the job done of feeding the world. Aerial application accounts for up to 28% of crop protection product delivery where the aircraft can glide over 140 miles per hour. This is important as some pests and diseases can do serious damage in just a day or two. A drone, or even a multitude of drones, cannot compete with that. ➤
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Drones certainly have their place, but what are the strengths and weaknesses of the tech? What are the downfalls, and can drones glide that fast? For starters, drones generally cannot fly as fast as an airplane and also don’t have near the carrying capacity. Agricultural aircraft can hold between 400 and 800 gallons of product. Can your drone do that? Economies of scale matter. Drones would work better for smaller-scale farms, while larger farms can still find substantial benefits in ag aviation. Drones also don’t compare to the larger scale dayto-day longevity factor. What about the product application? Can drones “legally” apply the product at a per acre rate? If so, a 5-gallon per acre application works great for a 2-acre farm on a 10-gallon drone.
People who develop and build drones and tech associated provide many jobs in research and development but still need to be watched and manned if something goes wrong. Planes have nozzles, regulations, and specialty equipment that’s been proven, tested, and confirmed with precision improvement over many decades. With drones being as new as they are, is the technology as sophisticated? Are the drones, which a classified as aircraft, regulated? Can a computer really compete with a human being in the driver’s seat? And what about the drone software - are there more glitches and things that can go wrong?
How about charging, batteries, longevity, and software updates? Will farmers get frustrated with having one more piece of computer equipment on the farm that could break down and be held responsible or wait too long to fix to get the job done? There’s an additional learning curve, no doubt. And with approximately 100 years of history within agricultural aviation, the answer becomes quite clear: pilots and aviation experts will likely bounce back quickly should a problem arise. In conclusion, while agriculture needs all types of technology and multiple avenues to control pests, fertilizer, seed, and more, it shouldn’t upset the Agriculture Aviation industry as they’re likely not going anywhere anytime soon. The human component, efficiency, visual oversight in terms of regulations and training, the overall history of the industry, and so much more show clear advantages to agriculture aviation – especially for global food systems security and feeding the world on a larger scale. Maybe this quick excerpt will help you explain it.
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John Wesley Kelly, Life-Long Texas Ag-Pilot, Passes at 82
John Wesley (J.W.) Kelley, 82, of Bay City, Texas, passed away surrounded by his family on Wednesday, June 15, 2022. He was born on March 25, 1940, in Greenland, Arkansas.
J.W. grew up in Arkansas. In 1960, he moved to Bay City and eventually met his wife, Judy. J.W. had many talents and an adventurous nature. In his younger years, his hobbies included riding motorcycles, flying airplanes, skydiving, and competing in archery contests. He had a love for music and played in many bands throughout the years. As a teenager, he taught himself to play the guitar and could play almost any instrument by ear (a trait he passed down to his son and grandson). J.W. had a strong work ethic and always had a project. He owned several businesses through his life, including a restaurant or two and an autobody shop, but his career was in agricultural aviation. He owned Kelley’s Flying Service and was a crop-dusting pilot until he could no longer fly. He never slowed down and always had a plan to build or modify something. Later in life one of his favorite things to do was spend time with his “four perfect grandchildren.” His drive and determination can be seen in each of them. He loved watching them pursue their dreams and was extremely proud.
He is survived by his loving wife of almost 53 years, Judy Dellis Kelley; daughter Jennifer Taylor and husband Chad; son Wesley Kelley; grandson Ryan Kelley; granddaughters Madison Taylor, Raylea Kelley, and Katy Kelley; sister Joann Wiggins and husband Wayne; and sister Greta Hillin. He was preced-ed in death by his parents Johnnie Lee and Fannie Loraine Kelley, and brother Elvis Wayne Kelley.
The family will receive friends and relatives for visitation at 9 a.m. on Tuesday, June 21, 2022, at Calvary Baptist Church in Bay City. Funeral services will immediately follow at 10 a.m. with Lane ParDue officiating. Interment will follow at Roselawn Memorial Park in Van Vleck. Pallbearers will be Angel Amezquita, Lawrence Dellis, Ruben Gomez, Jonathan Fehmel, Jeff Hlavinka, Ron Payne, and Christian Showalter. Honorary Pallbearers will be Larry Anderson, Elmer Blackburn, Lacy Lowry, and Walter Ritz. The family would like to thank J.W.’s niece, Leann Rouse, for her strength and support over the last couple of weeks. She was the family’s rock through this tough time. They would also like to thank Simona Brumley, Juanita Gonzales, and Hilda Martinez for the care they gave to J.W. over the last month.
Online condolences may be shared with the family by visiting www. taylorbros.net. Arrangements are with Taylor Bros. Funeral Home, Bay City (979) 245-4613
John Wesley Kelley March 25, 1940 – June 15, 2022
REGINA’S PERSPECTIVE
Regina Farmer regina.farmer@chem-man.com
Social Media for your Business
Before joining the social media movement in 2009, I would’ve never thought I’d write an article about “social media.” However, I find it has been very helpful in communicating with my customers. I never in my wildest dreams realized how much so.
Many people dismiss the social media platform by saying, “my customer base is older, so it’s not worth it,” or “I just don’t have the time,” or possibly “I can’t stand all of the drama.” Yes, I have older customers that love their flip phones. However, their grandsons, who are helping with the operation, know me well and send me questions.
Yes, I’m very busy, and it seems like I’m getting texts, messages, calls, and chats from every angle. But you know what? I love it! I’d rather be swamped than sitting in my office wishing someone would call.
Yes! There is a lot of drama on social media! You always have the option to unfollow those who seem to annoy you. Wouldn’t it be great if there was a filter for annoying people? Lol! However, to me, it’s been worth it.
I love being a part of the “Crop-duster” groups and others such as “My job depends on ag.” I’ve become friends with many people I’ve never even met. I’ve used some sites to get information for the articles I write. Last month I wrote about “fuel surcharges” and found out that many farmers prefer transparency when it comes to fuel surcharges rather than raising their prices.
One morning, I woke up to 2 Facebook messages. The first was from a sweet lady who had sent an inquiry about our Chem-Man software, having found me from a discussion on the Crop-duster Sisterhood group. It was so nice because she messaged me pictures of the planes and told me all about the business they were starting. We messaged back and forth and got them started! We are now good Facebook friends.
The second message was from a customer asking me a question about a feature that we already had. I replied, letting him know how to find and use the feature. I also received a text on my smartphone asking if I could sync a customer’s account with their wireless GPS. I was able to message them right away once it was done.
Years ago, I noticed pilots posting their beautiful pictures on Facebook. I mentioned that I’d like to see more of them, and boy, was I impressed with the response! Everyone had such beautiful photos that we decided to start an annual photo contest usually held around November. It’s always fun to see the beautiful images that come in. I especially love the ones with kids in them, showing off our future pilots.
I am noticing more and more operations getting on board with their own Facebook page, especially those who keep it updated with posts, even if just a picture. Outdated pages never get too much attention. Even if you’ve got to get your grandkids to help you, they’d probably love being your “social media” helper.
I’m sure I’ve written about some of this before, but I wanted to relay it again, communication is key to having a good relationship with your customer. It also sends the world a good positive vibe about our industry.
Thank you all for feeding the world! Y’all stay safe out there!
Randy and Janice Everett with E & M Flying Service in Holly Grove AR.
A WING AND A PRAYER
Carlin Lawrence carlin@agairupdate.com
Set Your Mind on Heavenly and Eternal Things
"If then you were raised with Christ, seek those things which are above, where Christ is, sitting at the right hand of God" (Colossians 3:1). Christians who live according to the standards of this world are willingly violating God's standards of living a Godly life—and it hinders their witness for Jesus Christ. When people see our actions and hear our words, can they say, "There's a person who has entered into the secret places of the holiness of God!" If our mind hasn't learned to live in heavenly places, our witness for Jesus Christ will have minimal effect on this world. Christians who are preoccupied with the world's systems, money (greed), fame, popularity, and the fashions of this world will not be good witnesses for Jesus Christ. Christians whose minds are on worldly things are being controlled by their fleshly desires, not the Holy Spirit (Galatians 5:16-26). God will keep you in perfect peace if your mind is totally occupied with God (Isaiah 26:3).
"Set your mind on things above, not on things on the earth" (Colossians 3:2). We have to work in this world to make a living for ourselves and our families, which occupies our time. And it's easy for even active church-going Christians to get caught up in habitually chasing this world's material things and pleasures. But Christians whose minds and attitudes are habitually preoccupied with worldly things and pleasures are demonstrating where their real priorities are. What people love the most rules their life; what they talk about and how they act shows where their allegiance is. Christians must take an active role in pushing themselves away from worldly activities and systems. God has given Christians His Holy Spirit to provide us with the power to resist ungodly worldly thoughts and activities (John 17:15). "Greater is He that is in you than he who is in the world" (1 John 4:4). We need to remember that the things of this world have no eternal value (1 John 2:15-17).
"Whoever therefore wants to be a friend of the world makes himself an enemy of God" (James 4:4b). The word "wants" is from the Greek word "boulomai," which means a strong desire that makes a deliberate choice to have a powerful affection for the pleasures and things of this world rather than a love for God. Either you are a believer in Jesus Christ and a lover of God, or you're an enemy of God—there's no middle ground! If your mind and actions are constantly on the things and pleasures of this world, it's a good indication that your commitment to the Lord is superficial, and God calls you His enemy. God is personally the enemy of those people who habitually disobey God's word to satisfy their lustful and worldly desires. Jesus said, "You cannot serve God and mammon (worldly riches)" (Matthew 6:24). You might call Jesus Christ your Lord and Savior, but if you live an ungodly lifestyle, He says He doesn't know you (Matthew 7:21-23). Words and actions matter to God!
"For you died, and your life is hidden with Christ in God" (Colossians 3:3). Before a person puts their faith in Jesus Christ as their Lord and Savior, they are spiritually dead—we are born that way. Sinning doesn't make us sinners; we sin because we're natural-born sinners. After a person puts their faith in Jesus Christ as their Lord and Savior, they become spiritually alive in Jesus Christ. "I am crucified with Christ, yet I live; yet not I, but Christ lives in me" (Galatians 2:20). From an eternal perspective, God has placed every Christian in heavenly places in Christ Jesus (Ephesians 2:6). We still live in our earthly body on this earth, but heavenly thoughts should occupy our minds, and our actions promote heavenly activities. Christians have to constantly guard their mind against fleshly lusts and earthly things. Peter said, "Humble yourselves under the mighty hand of God, that He may exalt you in due time, casting all your care upon Him, for He cares for you" (1 Peter 5:6-7).
"For all that is in the world—the lust of the flesh, the lust of the eyes, and the pride of life—is not of the Father but the world" (1 John 2:16). The word "pride" is from the Greek word "huperephanos," which means "showing oneself above others, pre-eminent, overtopping, conspicuous above others," and it's always used in an evil sense in the New Testament—arrogant, disdainful, and haughty. The Bible says our life is like a shadow, a puff of smoke, a vapor, flowers, and grass that withers away, a breath, short and full of trouble, our days flee away, and there's hardly a step between our physical birth and death. Jesus said, "I am the resurrection and the life. He who believes in Me, though he may die, he shall live. And whoever lives and believes in Me shall never die" (John 11:25-26).
"When Christ who is our life appears, you will also appear with Him in glory" (Colossians 3:4). Christians who seek after heavenly things groan in their earthly bodies, waiting to be clothed with the eternal body that's waiting for us in heaven (Romans 8:23, 2 Corinthians 5:1-8). Someday this sinful world will see that the Jesus Christ we worship and the heaven we talk about is real because we will return to this earth with Jesus Christ. When Jesus returns to this earth, the armies of heaven will be following Him, dressed in fine linen, white and clean. Christians will be clothed with their perfect, eternal, and heavenly body when they return to this earth with Jesus Christ. And we will rule with Him on this earth (Revelation 19:14-15, 20:4-6). You can be among those who return with Jesus Christ; all you have to do is trust Jesus Christ as your Lord and Savior. “Tens of thousands of gallons measured in three years with near 100% accuracy.” “Thrilled with it!” “Love the safety and accuracy!”
Mike Cruce Cruce Agricultural Aviation
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Mabry I. Anderson An Insider’s History of Agricultural Aviation
THE SPREAD TO THE EASTERN SEABOARD — Chapter Five Continued…
Rare photo of Chris Stoltzfus dusting sweet corn with Travel-Air near Morgantown, Pennsylvania, in 1944.
At this time, the 450 horsepower Pratt & Whitney engine was replacing the old Continentals and Lycomings. Stoltzfus was among the first to completely equip his fleet with these engines.
This was because of his interest in the surplus engine and component market, in which he began to become involved. The firm expanded its hangar space at its base two miles from Coatesville and became well-known for its dealings in parts, engines, and services, in addition to its agricultural aviation work. In it's early years, this firm was known as Aerial Crop Service, but the name was later changed to Chris D. Stoltzfus and Associates.
Stoltzfus, always the innovator, saw the possibility of mosquito control in towns and heavily infested rural areas by using aircraft. He set about convincing local authorities of the feasibility of such programs and, as early as 194 7, was able to sell Gettysburg its first spraying job with DDT.
With considerable fanfare, the entire town was sprayed on September 17, 194 7, as a joint project between the town and its local Chamber of Commerce. Some $750 was raised by the city council, and the Chamber paid Stoltzfus for spraying roughly 500 to 700 acres with a mixture of light diesel oil plus three-forths pound of DDT per acre.
The county agent assured the residents that the material would kill both the mosquito larvae by smothering them and also the adult mosquitos.
He also warned them that the material would leave a light film of oil on everything it touched, and that such things as autos and laundry would have to be covered. He also advised that the material could easily be washed off.
Residents of Gettysburg were also told by the county agent that the possibility of danger from the spraying was virtually nonexistent. As for danger from the DDT drifting into the water reservoir and having ill effects, the residents were informed that: "Even if we sprayed the reservoir on purpose, you would have to drink half of the water in it to get any harmful effects. But to make doubly certain, we will not spray within 50 feet of the reservoir."
The Gettysburg spray job was an eminent success, and, within a very short time, this type work was being done all over mosquito infested regions. In direct contrast to today's somewhat panicky attitude to pesticide spraying, these wholesale sprayings of towns and cities became quite common beginning in 1947.
Another early venture by Stoltzfus and his firm was involvement in the 1947 gypsy moth control program in Pennsylvania, one of the first such efforts in the state or the Northeast. The Pennsylvania Department of Agriculture initiated this program in the heavily forested regions south of Scranton and east of Wilkes Barre. Three of Stoltzfus' planes were used in this first program, and one of them set a new record by applying DDT to 960 acres in one day. It was also recorded that four hours after the planes passed over the area, ground observers gathered literally quarts of dead moth larvae from trays that had been placed under the tree canopy. T.L. Guyton, director of the Division of Plant Industry, stated that the "most remarkable" control had been obtained. Later, he also stated that, for many months after this spraying, not one live caterpillar of the gypsy moth could be found in that region.
Control programs such as this became commonplace in the Northeast and became a regular portion of Stoltzfus' application service. As a result of this early work, gypsy moth programs became "big business" and, by the middle of the 1950s, U.S. government contracts were being let, and much of the work was being done by huge converted aircraft such as the B-17 bomber, capable of carrying thousands of gallons of material.
By early 1951, Stoltzfus had become widely known all over the United States and even internationally. He voluntarily sent two of his aircraft and pilot Gerald Lantz to Iran to furnish help and expertise in combating a devastating plague of locusts that was decimating 180,000 square miles of that country. ➤
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Chris Stoltzfus, 1944, in front of Travel-Air.
Stoltzfus' firm worked with officials of an organization known as United States Overseas on a contract with the U.S. Department of State. In time, this plague was wiped out and the country saved from starvation. Much credit was due Stoltzfus, along with his personnel and equipment, for the success of this program.
Also early in the 1950s, the Mediterranean fruit fly reappeared in the Florida citrus groves. Stoltzfus and firm immediately began fulfilling contracts in that region. An airborne spray program was coupled with a biological program where sterile males were released to breed with fertile females, disrupting the reproduction cycle. This attack virtually eradicated the fruit fly from Florida, until its recent return.
The Stoltzfus firm continued to expand, not only in the application business, but also handling aircraft supplies, especially engines and engine overhaul. Stoltzfus worked constantly to improve equipment and techniques. He was one of the first to “metalize” the fuselages of Stearman aircraft, which created a much neater plane and also one that was much easier to keep clean and perhaps flew a few miles faster over the fields.
In the early 1960s, the forested areas of the Eastern Seaboard were under constant threat of fire. Authorities began investigating the possibility of using aircraft as a means of fighting these fires. Stoltzfus immediately went to work with the Pennsylvania Forests and Water Department. Programs were. designed so that Stoltzfus’ aircraft could dump water on such fires, particularly in the heavily forested mountainous areas where conventional methods were not feasible. Aircraft quickly applied large volumes of water to these fires, along with some chemical mixtures. This method proved to be quite practical and was used from that time on, not only in Pennsylvania, but in virtually all of the Eastern Atlantic states subject to such fire hazards.
Stoltzfus and his firm became deeply involved in this forest fire work and attempted to improve methods and equipment. As a final improvement, Stoltzfus designed and installed a water dumping unit in a Douglas DC3. The first successful water dump was made by plane in April 1970. A tremendous volume of liquid could be carried and this conversion laid the groundwork for the construction of more and more fire fighting planes of high capacity. Large tank units were installed in a number of other heavy, multi-engined aircraft, which were soon engaged in forest firefighting all over the United States and Canada.
Some of the fine pilots who worked with Stoltzfus during this period were his brother John, T.R. Coats, “Buddy” Lewis, Wayne North, and John Klein. Not to be overlooked was Carl Clendennin, a master mechanic whose skill played a significant role in the success of the firm and its application programs.
COMING SOON
THE FUTURE OF AGRICULTURAL AVIATION AND PROFESSIONALISM IS ALMOST HERE.
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NTSB REPORTS
Accident Synopses
NTSB Identification: CEN21LA296
Date: June 28, 2021 Location: Hoxie, Arkansas Aircraft: GRUMMAN ACFT ENG CORSCHWEIZER Injuries: None
The pilot stated that, after he departed for the last load of the day on an aerial application flight, he realized he was low on fuel but decided to continue with the flight. Before the load was completely dispersed, the airplane ran out of fuel and the engine lost all power. During the forced landing in a flooded rice field, the airplane flipped over, resulting in substantial damage to the forward right lift strut. The pilot stated that there were no mechanical anomalies with the airplane that would have precluded normal operations. Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to ensure an adequate fuel supply for the intended flight.
NTSB Identification: CEN21LA318
Date: July 6, 2021 Location: Nappanee, Indiana Aircraft: AIR TRACTOR INC AT-602 Injuries: None
The pilot stated that while spraying for mosquitos, the airplane’s right wing struck an unmarked tower. The pilot flew the airplane back to the departure airport, during which the right wing stalled when the airplane slowed for landing. The airplane then ground looped. The airplane sustained substantial damage to the right wing skin during the inflight collision with the tower. The pilot stated that there was no mechanical malfunction/ failure of the airplane that would have precluded normal operation. Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from the tower during low-level agricultural operations.
NTSB Identification: CEN21LA313
Date: July 11, 2021 Location: Newell, Iowa Aircraft: Air Tractor AT802 Aircraft Injuries: None
The pilot reported that he was in the process of spraying a corn field and climbed to avoid trees that were in his path. When he descended back toward the field, the airplane settled more than expected and the landing gear and bottom of the airplane hit the corn. The pilot was unable to climb the airplane out of the corn and the left wing hit the ground. The airplane rotated about 180°, bounced, then impacted the ground on the right wing and engine, before it came to rest upright. The pilot was not injured and he stated that there were no mechanical malfunctions that would have precluded normal operation. The airplane sustained substantial damage to the engine mounts, both wings, and empennage. 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 adequate clearance from crops during an agricultural flight.
NTSB Identification: CEN21LA339
Date : July 20, 2021 Location: West Liberty, Iowa Aircraft: ROBINSON HELICOPTER COMPANY Injuries: Minor
The pilot reported that he was performing an aerial application pass when he felt a “big tug” on the helicopter. The pilot realized he had struck a wire as the helicopter pitched up and started to slow. The helicopter flew about 150 yards when the pilot felt another “huge jerk” on the rear of the helicopter. The helicopter started to spin and rotated about 2-3 times before it impacted the ground and rolled over coming to rest on its left side. On exiting the helicopter, the pilot observed the wire wrapped around the helicopter. It had cut into the tail rotor gearbox “tearing it” off the helicopter. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operations. The pilot reported that prior to conducting the aerial application pass, he circled the field and did not observe any obstructions. The pilot did not submit the National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report Form 6120.1. Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to see and avoid a wire while maneuvering at low altitude during an aerial application flight, resulting in a collision with the wire.
NTSB Identification: CEN21LA421
Date: September 15, 2021 Location: Reynoldsville, Illinois Aircraft: ROBINSON HELICOPTER CO R66 Injuries: None
The pilot reported that during an aerial application flight, the wind was about 10-15 mph from the south. During the flight, the pilot noted that the wind created a “pocket of turbulence” over a wire due to a gap in nearby trees. As the helicopter went over the wire, a pocket of descending air pushed the helicopter into the wire. The pilot made an uneventful precautionary landing at his nearby landing site; the main rotor blades sustained substantial damage. The pilot reported there were no mechanical failures or malfunctions that would have precluded normal operations. Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from the wire during low altitude operations in windy conditions.
Mentoring the Next Generation
By Ted Delanghe
Mark Twain once quipped: “A man who carries a cat by the tail learns something he can learn in no other way.” He was addressing the value of experience in gaining knowledge.
A good friend of mine who runs an FBO told me a story of the difference experience makes. One of his younger pilots was taking a Cessna 172 with a local businessman as a sole passenger to an all-day meeting about two hours flight time away. All went well on the morning outbound flight, and around 3 pm, my friend was awaiting a call from his pilot with an ETA on the return flight. He quickly checked the weather and found the actuals and terminal forecast reported and forecast heavy freezing rain.
About the same time, my friend received a call from a very worked-up businessman and angrily demanded a more experienced pilot to fly him home. My friend asked why, and the man said the pilot he had was afraid of a bit of icing and was canceling the trip. My friend replied: “Oh, you don’t need a more experienced pilot. You need a less experienced one.”
Whenever we learn something new, there are tools of the trade that some say can come only from firsthand experience. But if we take a closer look at that perspective, I think there are some other very effective learning options as well that can only complement and improve the learning process. That begins with everyone involved in the operation having an open and inviting dialogue discussing all aspects of ag flying.
Looking back over my many decades of working as an ag pilot, one of the things that struck me is the good fortune I had early in my career to work with experienced pilots who were willing to share their perspectives, experiences, and stories with me. I’ve recently had an opportunity to mentor a new ag pilot over his first season, fresh off an excellent ag pilot course.
The opportunity has given me considerable food for thought. What’s the first thing to emphasize? How to ensure you are not coming across as a “know it all.” Is it better to leave him on his own and wait until he gets involved in an incident before adding a few comments here and there?
I’ve also instructed a couple of ag pilot programs, and the very first thing we stressed is the three most important items they would learn on the course: “Flight Safety, Flight Safety, Flight Safety!”. You want to have the same number of landings as takeoffs. One of the first pieces of advice on how to achieve that very laudable goal was told to me by an experienced Kiwi ag pilot, who said, “Flight safety starts the moment you get up in the morning and are heading out the door en route to the airstrip. Ensure your flight safety hat is on when you go through that door, and don’t take it off until you come back through that door at the end of the day.” ➤
For pilots new to the business (and for those more experienced as well), another question comes up again and again: when do you decide whether the trip is a go or no-go? There are many variables: wind, humidity, temperature, neighboring vulnerable crops, the severity of the infestation, etc. Again, experience came to the rescue from an ‘old timer’ from the States. He said he used to ask himself two questions before any flight. Will it be safe? Will it be effective? If the answer to these questions is not an immediate and emphatic “Yes!”, then the trip is a no-go, end of discussion.
The question of accidents often comes up in the conversation with newcomers to the business. Are mishaps inevitable as part and parcel of the low-level working environment? Is it just a matter of sooner or later? Rather than focus on the question of yes or no, I think it’s better to have a proactive focus on what you can do to stay away from situations that might lead to a mishap.
That conversation starts with a continuing dialogue on one of the leading factors that arise from accident investigations: fatigue, that sly and cunning animal that creeps up on the unsuspecting repeatedly. While fatigue has been covered more extensively in a previous edition of this column, let it be said that allowing a pilot to become dangerously fatigued is equivalent in terms of reducing reaction times and general awareness to having them drinking on the job. Next on the list is learning how to say “No!”, especially when someone is pressuring you to go when you don’t want to. For novice pilots in virtually any environment, it is very difficult to refuse an owner’s demand to fly when your job may be in jeopardy. I remember hearing from a pilot checking the weather before heading off with a load. The company owner came into the briefing room and asked the young pilot what on earth he was doing. “Checking the weather,” said the pilot, to which the owner replied: “Why are you wasting time doing that. You’re going to go anyways!”.
Luckily these days, the vast majority of owners leave that decision to the pilot, realizing that an occasional postponed trip with a very expensive aircraft is a lot better than trying to sell what has become scrap metal. Or something much worse.
To those new to the business, a hearty welcome to one of the most satisfying and valuable jobs in aviation. You are literally helping feed the world by protecting crops from a myriad of pests.
To experienced owner/operators and pilots, continue to do what you are probably already doing: be free and open to passing along information that will make the apprentice a better and safer pilot. And don’t forget that they will make mistakes like all of us. One of my very favorite instructors was a highly experienced and professional pilot who had been around since just after dirt was discovered. He said there are three stages in anyone’s instructional career.
Stage one is when you don’t know what mistakes the students are going the make, and they make them. Stage two is when you know what mistakes they are going to make, and they make them. The final stage is when you know what mistakes they will make, and they don’t make them!
Whether the label is greenhorn, novice, newbie, beginner, mentee, or apprentice, they are the future of the ag pilot business. They should be treated as valuable contributors from the very first day they arrive on the job. Helping them to learn the business through the experience of others only makes good business sense.
PULVERIZANDO TECNOLOGIAS DESDE 1997
ZANONI@ZANONIEQUIPAMENTOS.COM.BR +55 44 99864 4747 WWW.ZANONIEQUIPAMENTOS.COM.BR
West Central Ag-Air Inc. Pens Impressive Response to Wind Farm Project
Editors Note: Ryan Lubben, owner of West Central AgAir, Inc recently submitted a very detailed and accurate letter to the Commerce Department Environmental Review Manager for Dodge County, Minnesota. The letter, in its entirety is reprinted below. Ryan went above and beyond standard talking points, including images and facts.
To: Suzanne Steinhauer, Commerce Department Environmental Review Manager
From: Ryan Lubben, Owner of West Central Ag-Air Inc,
Re: Dodge County Wind project IP6981/CN-20-865, WS20-866, TL-20-867
Summary: NextEra Energy Resources Dodge County Wind project and associated transmission line will have a negative impact on the ability of aerial applicators to safely apply crop protection products, seeds, and fertilizers This will have a significant impact to growers both financially and environmentally in the area of the wind turbine site and near the associated transmission lines.
Dear Suzanne,
The aerial application business continues to be strong and growing in MN and nationwide. 2021 marked the 100th anniversary of the first aerial application, and today there are approximately 2700 aerial applicators across the United States. These applicators apply products on 28% of the total cropland nationwide equating to approximately 127 million acres. (https://www.agaviation.org/Files/ pressreleases/naaa-releases-2019-aerial-applicationindustry survey.pdf)
I am an aerial applicator based at the Fergus Falls MN airport. I have been in the aerial application business in for the last 28 years and have accumulated close to 5000 hours of ag flying time in my career. My company currently operates two large turbine aerial application aircraft, with which we treat roughly 60,000 acres of cropland, pasture, and forest each year. I am a long-time member of the National Agricultural Aircraft Association and the Minnesota Agricultural Aircraft Association of which I am a current board member.
For the past several years, my company has been hired by an agricultural supply coop to aerially apply fungicides and insecticides to corn and soybeans in the vicinity of the Dodge Center airport. I have personally flown in the area that will be impacted by this wind power project and therefore have considerable knowledge about the layout of the fields and obstacles located in the area. I can tell you with great certainty that if the project goes ahead as planned, thousands of acres of high-quality farmland will not be able to be treated by ag aircraft.
Before I talk about the hazards of the proposed wind farm, I would like to explain a bit about why growers need to retain the ability to use ag aircraft.
#1 Efficiency. A single professional pilot can easily apply products to 2000 acres or more in a single day. This is significantly more than any other form of application. All doing this without damaging a single plant. Aerial application is also not limited to a certain crop stage, meaning if the crop gets too tall or the ground too muddy for a ground applicator, aerial application is the only way to get it done. What happened in Illinois during the 2021 growing season is the perfect example. As the corn crop reached tassel, there were heavy rains in the area increasing disease pressure and making it impossible for
ground applicators to treat the fields. Aerial applicators came from all over the country to help out the local operators in that area and got the job done. Without the aerial applicators, crop losses would have been significant.
#2 Economics. Growers in the area typically get an average of a 17 bushel increase in corn yield by applying a fungicide during the tassel stage of development. (Per conversation with a local grower) Using today’s cash corn price of $7.63/bushel, this equates to an increase of $129 per acre. My company would charge roughly $21/acre for this application including chemical. That translates to $108 per acre of profit for the farmer, or a 500% return on investment!
#3 Environmental. Seeding cover crops into standing crop has become more popular. Cover cropping is when seed such as rye is spread into a currently growing crop. The seed then germinates and grows after the main crop is harvested. The benefits of this practice are many and include soil nutrient and carbon capture, soil erosion prevention, higher yields and cover for wildlife. Aerial application is the only way to spread cover crops into standing crop without destroying what is growing.
During the last decade, split applications of nitrogen fertilizer has become increasingly popular, where a portion of the fertilizer need is applied during the growing season. This practice can reduce the total amount of fertilizer required by applying it when the crop needs it the most. If the ground becomes saturated during this time, an aerial application of dry fertilizer would be needed.
These dry applications are particularly vulnerable to wind towers because the aircraft application height is higher and would then put the aircraft in the area of the turbine blades at all times.
Aerial application in Dodge
County: This is a map of the area with the GPS flight tracks (blue lines) from my operation from one single season overlaid on to it. As you can see, my aircraft are regularly flying through and within the affected area.
It should be noted that I was not the only operation using the Dodge Center airport. There are several other operations that use this airport and spray in the same vicinity. There are also aircraft that apply in this area from other airports. It is not uncommon for today’s aerial aircraft to ferry 30 miles or more from the load site.
Corn is the main crop in the area, and because of the high profitability of a tassel time fungicide application, this means that quite a large portion of the farmland is serviced by aerial application.
Now that we have established that the area is regularly serviced by aerial aircraft let’s look at what it takes to safely make aerial applications. This map shows the GPS flight tracks from a typical field being sprayed. The blue lines are the flight path and the red lines are the actual spray swaths.
As you can see, the aircraft needs quite a large area to have room in order to turn around on the end of the field. In fact, most of the flying takes place outside of the field being treated. The distance needed for this particular aircraft is approximately¾ of a mile. As a rule of thumb, and aircraft needs a full mile of distance on the end of the field to make a safe turn around.
Obstacle free turn around areas is critical for these aircraft as the turnaround maneuver is when the aircraft is quite slow and vulnerable to an aerodynamic stall. The applicator must remain focused at this point and cannot be distracted by obstacles, and must have ample room to make the maneuver.
This map shows the proposed locations of the Dodge Center wind turbines in the western portion only. Each red dot indicates a turbine location. I have highlighted the fields in yellow which would not meet the criteria of having a one mile turn around obstacle free zone on the end of the field. I estimate this map to be a conservative representation of what fields cannot be serviced by ag aircraft. There may be many more surrounding fields that will be difficult or impossible to apply to.
Remember this is just a portion of the wind farm area. There will be many more fields affected.
Clearly this proposed wind farm will have far reaching impacts on growers in the area in regard to aerial application. Quite frankly the density and random turbine layout will make it impossible for aerial applicators to work safely. Furthermore, it may be impossible for growers in the area to even entice an applicator to come in and do any work in the larger area. Quite honestly, if this windfarm gets built, I will probably cease operations in the region completely.
The proposed transmission line is also a great concern. The wires are too high to pull up over and yet too low to fly under. Of particular concern is the 18 changes of direction in the route. Each direction change will create a corner in which the aircraft can simply not operate in. Also, each direction change requires guy wires to support the poles. Guy wires are particularly hard for pilots to see and avoid.
Even more concerning is the “corner cutting” on some of these direction changes. This is when the wire would go from pole to pole across a corner of the field at a 45-degree angle. These types of wire crossings are EXTREMELY dangerous to ag pilots as they approach them. This situation creates an illusion that the wire is straight ahead when in fact the wing tip of the aircraft is closer to the wire than the pilot thinks. Similarly, as the pilot dives over the wire from above, it is impossible to know where the wire is in relation to the aircraft.
Alternatives: The incredibly large scope and density of the Dodge County wind turbine layout is what is the issue here. Changes can be made for the area to keep aerial application while still producing wind power. A perfect example of this is the McNeilus wind farm located just two miles south of the Dodge Center airport. This wind farm has the towers lined up and contained in a small area. I have actually been quite comfortable spraying fields in this area because I know I can exit the turbine area in a straight line and make my turn arounds outside of the wind farm. This could easily be done in the proposed wind farm by orientating the wind towers in groups or in straight lines and leaving a mile buffer between groups or lines to allow room for aircraft turn arounds. I have offered to talk about this with the wind developer, but to no avail.
As far as the transmission line is concerned, the best alternative would be an underground line. NextEra has said that this is not feasible, but I’d like to ask where is the proof? Are we to just take their word for it? Isn’t that just a cost of doing business?
Aerial application and wind farms like the one proposed in Dodge County simply cannot coexist. Please take this into consideration when drafting the Environmental Assessment for this project. I would also like to invite you to come and visit my facility, take a look at the aircraft, and learn about our 101-year old industry. Both the MAAA and NAAA web sites have a lot of great information about aerial application and you can call me anytime with any questions.
Phone: 218-770-0130
Email: wcagair@live.com
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Aircraft - Ag Cat
1978 G164C Ag Cat, TPE331, 500 GAL, 1200 TT Airframe(No Fertilizer), 40 hrs Since AF Refurb. Metalized wings, New Ceconite Fabric, Raised Wing, Centerline Tail, Big Fuel, Goose Feet, VHF Radio, Cool Seat, Hopper Overhaul by Herr, Hershey Wingtips, Drop Streamline Boom, New 38” Transland Gate. The aircraft is currently working, times may change. Trade considered for clean, late model Super-B. For Pics and logs, call 541-740-5062. No tire kickers, please!
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. $250K out of annual or $280K with annual. Call 509-520-8267
1974 Ag Cat G164A with 9059 total time, 2930 since Hershey rebuild. Pratt and Whitney Geared 1340 1380 SMOH. Hamilton Standard 23D40 3 blade hydrostatic propeller. Aircraft features a sealed cockpit, metal wings with Hershey tips, 335-gallon hopper, 115-gallon fuel system with bottom load port, stainless steel belly and booms, and aluminum spreader. Equipped with a SATLOC M3 touch screen, smoker, and flagger. Annual due 5/2023. Price reduced to $65,000 Aircraft is located at KHSG, Thermopolis, WY. Please call Steve at 307-277-3822 1975 Grumman AG CAT 164A, Driven NaN miles, P&W 985 450hp TT 10,954, SMOH 559, SATLOC Bantam, CP-11 Nozzles, Smoker, bottom load fuel, Weath Aero fan, Has speed ring. Good airplane, times will go up until purchase. $82,000 256-590-8030
1976 Ag Cat G164-B, TTAF - 8090, TSOH - 143 / Tulsa 1340, Prop - 660, 120 gallon fuel / bottom load, 330 gallon hopper, SATLOC Bantam G4, Crop Hawk, Air Conditioning, Right boom shutoff, Brand New tires, Spreader included, Extra prop and new Tulsa cylinder. More pictures are available upon request. $150,000.00 or best offer Call or Text 989-598-0843
1977 Ag Cat G164B TPE331 Super One, AFTT: 9100, HSI: 2013, 115 Gal. Fuel w/ Bottom Load, 335 Gallon Hopper, Smooth Panel, M3 with Flow Control, A/C and Heat, Smoker/Flagger, Spades, New Tires, Cool Seat, Turbine Conversion Done at Hershey in 2011, Aircraft Rebuilt at Hershey in 2008. Price reduced to $300K Call Lance Werth at 308-3252095 with Questions or Offers
1986 G164B Ag Cat Super B- Mills Conversion, Pratt & Whitney PT6-34, Bantam GPS, 400 Gallon Hopper, Bottom Load Fuel, Metalized Wings, Hershey Wing Tips, Goose Feet, Flagger, Smoker, Weath-Aero Fan. Call Steve at 509-595-3520 for more pics, engine, prop, and airframe logbook. Location: Pullman, WA scott@cacaircraft.com 1977 Ag Cat G164B, 9829 TT, 3750 since Hershey rebuild. 369 SMOH by Covington on geared R1340. Engine equipped with pre-oiler, oil filter, and chip detector. Digital tach, 50 amp alternator. 53 SPOH on 23D40-311 Hamilton Standard prop. 120 gal fuel, 330 gal hopper. The fuel and hopper have bottom load connections. Collins A/C. Raised wing kit with metal wings, Hershey tips. Late model vertical fin and rudder. Servos, heavy gear, locking tailwheel, 29” tires, stainless steel belly. SATLOC Bantam G4, crop hawk. Stainless steel boom w/right side shutoff, CP flat fan nozzles. Smoke system. Dry spreader included. This is a very nice, well-equipped piston Ag Cat that is ready to go to work. Aircraft located in east-central Indiana. $153K Call or text 765 914-2279
1976 AgCat, N48372 S/N 12B Garrett Super One AFTT: 12,234 Hershey Tips, 335 gal Hopper, Smooth sides, A/C & Heat, M3 with Flow Control, Cool Seat, Big Fuel with bottom load, Transland Gate, Smoker/Flagger, Garrett installed by Hershey in 2013. Engine Fresh from Arkansas Turbine. Fresh Annual, Ready to Work. Price reduced to $250K Call Lance Werth with questions at 308-325-2095 or Nathan Masten at 308-324-8770
1975 Ag Cat G-164B, N8834H R1340, TT 7266+ SMOH 227+ TT3653+ Super clean beautiful Ag-cat. SATLOC Bantam Intelliflow, 114 long range fuel, Kawak Throttle Quadrant, Collins A/C, 330 gal hopper, Smoker Sys, New tires, New Comm radio, bottom fuel and load connections. Right boom shutoff, Raised wing kit, Heavy Gear, Dry Spreader. Everything you would want, ready for work. Proud build from Sky Tractor. You will not find another like it. $194K 580-884-0446 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/
Ag Cats In Progress - S/N 526B S&R TPE331-6 FatCat 515-gal/126-fuel, Hi&Heavy, TST, 41” TL DAF, New Prop $249K (+engine repair). S/N 566B AgJet TPE331-Turbo SB+ 400-gal/120-fuel, Hi&Heavy, TST, 25/38” TL DAF, New Prop/Your Engine, $335K. S/N 349B Mills PT6Turbo B, 350-gal/115-fuel, TST, New Prop/Your Engine, $225K. All LOOK & PERFORM LIKE NEW! 870-8862418/2489F 870-759-1692 Cell. AgCat Sales & Service since 1971. frank.kelley@ag-cat.com
SALE PENDING: Better’n NEW 450 Ag Cat! Total “Ground-up” Restoration! Loads of Up-Grades. “B” Cabin, hopper, 67 fuel, TL Gate, Fly Tips, SATLOC BANTAM GPS. Best “450” performer EVER! Ready for another 50-years of Reliable, Economical, Safe Service. $215K invested, $145K Steals her! Ag cat Sales/Service since 1971. 870886-2418/2489F 870-759-1692 Cell. frank.kelley@ag-cat.com
Order your Turbine Ag Cat Pen and Ink Drawing from our DeSpain Collection today for only $59.99plus S&H. Call 478-987-2250
SALE PENDING: Export Special: G164A+, Fresh AmAg REPAIR w/ factory jigged frames, New 335-Hopper, Ext’d/Metal Wings, 80-fuel, 24V w/ Strobes, E-Servo, Hybrid Combo, Ready for 1000 hr. service-run. $59K & Your R985/R1340 E&P. CofaW4Ex included. Flyaway or your container. AgCat Sales/Services since 1971, 870-8862418/2489 Fax, 870-759-1692 Cell. frank.kelley@ag-cat.com
Special “Pair” Pricing for (2) 2021 Super A+600 Queen Cats. 350 Hopper, H-V TLand Combos, 80-Fuel, B-Cabins, TST, Zero AF & E&P! Be smart, fly safe, do better work! Bank on 4-wings! List $269K, reduced to $189K each. Ag Cat Sales and Service since 1971. 870-2418/2489F frank. kelley@ag-cat.com
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.
Air Tractor AT-301
1984 AT-301, 1340 1120 SMOH Hamilton Standard 12D40 prop 1120 SPOH, has 350 gallon hopper, Collins A/C, SATLOC M3, cold air induction, 2200 hours left on wings. $65,000 Call or text Reed at 806-736-0567
1984 Geared AT-301, 1340 409 SMOH Covington, 409 SPOH Hamilton 23D40, SPAR MOD Completed 4600 HRS Remaining TTAF 7790 HRS, Fresh annual, Left Boom Shutoff, CP Nozzles, Stainless Boom, Smoker, Flagger, Paint Fair, Electric Fan Brake, Crop Hawk, AirStar II GPS. Clean Northern Airplane. $97,500 Call Chuck at 320-760-0713
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. $125K Call Neal Aircraft at 806-828-5892
1986 AT-301, R-1340 geared engine, 600 hrs since Covington OH, Bantam GPS, CP’s. Farm Air Inc. For more information call 309-759-4826 or email hcurless@farmairinc.com
Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.
AT-401
1993 AT-401/402, 7100 TT PT6A-27 engine, SATLOC Lite GPS, smoker. Aircraft converted to a turbine using all factory parts. Harbor air conditioning. Flies great. $265,000 Call Mike Schoenau at Valley Air Crafts at 559-731-6401
2
2014 AT-402B, N305LA, PT6A-34AG, TTAF 2430, TTE 26,331.5, ETSOH 6,437.5, Time since light OH by Covington 2377, SATLOC GPS w/flow control, Reabe hopper gauge, Lane electric brake and fan, Smoker. Price reduced to $625K Call 785-821-2621
1998 AT-402B w/-34AG, New spars in March, prop 784 SOH. Engine TTSN 3800, TTAF 7618, TT Since Hot Inspection 484. $600K Contact Speck/Heath at 979-543-5272.
AT-402
AT-502
2013 AT-502B -34, 3900 hours TT airframe and engine. Bantam with flow control. Center point fuel, Garmin comm, and transponder. Wingman. Clean well maintained aircraft ready to work. $750K Call Paul Bruton at 979-5417864 2012 AT-502B, PCE-PH0730 5665 Hours total time since new, 7 Hours since extensive hot section with new CT Vane Ring, new harness, overhauled bleed valve, CT wheel blade inspection. 839 Hours SMOH Prop, O Since IRAN, Paint. Overhauled FCU and High-Pressure Pump, New rudder cables, new tail fork assy., new brake discs, New booms with 36 new AFS check valves, New LED nav and recog lights, Night working lights, Garmin Audio Panel, Com Radio, GTX 327 Txp. (ADSB-out). Storm cutters, storm windshield April annual, new Leading Edge paint, VGs, and more. No damage history, clean airplane. $695,000. Same operation since new. Clyde: 956-202-2094, clyde@svatexas.com
1994 AT-502B, N508HM, S/N 502B-0268, TT: 8553, Prop 2114 SOH, HSI at 7185, Wing Spar AD at 7873, Last Annual 4/27/22, VG’s, Refurbished hopper 2018, Hopper rinse, Reabe hopper gauge, Storm cutters, SATLOC G4, L7 light bar, LED landing lights, A/C, Smoker, Single-point fuel, AmSafe Belts, Garmin SL40 Intelliflow. Clean midwest aircraft. $450,000 Call Tim at 402-618-0660 with questions.
2012 AT-502B, TT engine & airframe: 5357 hrs., hot section at 3735 hrs with fuel control, bleed air, low & high pressure pump, prop governor overhauled at that time. New paint at 4600 hrs. CP flat fan nozzles, 12 vane SSF spreader. Prop Iran at 4600 hrs. $775K OBO Contact: Dwayne Bebee at Riceland Aviation in Jennings, LA at 337-824-1567.
AT-602
2010 AT-602, PT6-45R, TTAF 5453.9, TT Engine 6957, FCU 1253 SOH, HP Fuel Pump 953 SOH, Prop 450 since IRAN, SATLOC Bantam w/G4 Screen, Right-hand boom shut off, Aviation band radio, Transland 10 vane spreader, Storm shield and cutters, Reabe Hopper gauge, Dual side loaders, Wingman, Hatfield Single Point Fuel, Kawak throttle quad, Fast Start. Available September 2022. $675K Call Jacob at 501-4102426. Located in central AR. Times will increase some since the aircraft is working.
2004 AT-602, PT6-65 Engine 0 time since extensive hot, TT since new 9,430 hrs., Prop time SOH with new blades 3000 hrs. Aircraft refurbishment 3000 hrs. ago with new wing spars, no damage history, SATLOC guidance with flow control, Air Repair VR hydraulic system dry & liquid, 44 extra CP flat fans with 50% electric boom shutoffs, fast start, com radio, Garmin 496 Nav/Weather, Smoker, Load Hawg, Hopper loading system, A/C and Heat, Lane brake and fan. $625K Call 662-719-2200 or 662-398-7833
2003 AT-602, N602RS, PT6A-45R, TTAF 5733, Engine 4163 SOH, FCU 4163 SOH, HP Fuel Pump 4163 SOH, Prop 270 since IRAN, SATLOC Bantam w/G4 screen, Transland 10 vane spreader, RH Boom shutoff, Storm shield and cutters, Dual side loaders, Wingman, Garmin 510, Aviation Band Radio, Hatfield Fuel system, CP-09 nozzles, Fast Start, Available October 2022. $600K Aircraft will have slightly higher times but is the least used of our fleet. Contact Jacob at 501-410-2426 with questions.
AT-802
1998 AT-802A, Aircraft Total time 10,535, PT6-67AG Total time 3,860. Time since Hot section 561, Prop Total time 3,860, 1542 since Prop overhaul. Has a fresh annual. $675,000 agaviationinc@gmail.com
2004 AT-802A, N419FF, Current total time 4518.4, Current annual inspection completed 2-25-2021, Engine: PT6A-67AG, Engine total time: 5434.1, 1800 hours since engine overhaul, 10 hours since hot section inspection, engine had new segments and new CT blades installed at hot section. Price reduced to $835K Contact Brent Carpenter 870-9308285
2000 AT-802, 5300 TT, 2300 since Factory Reman O SHS PT6A-65 AR, Fresh Annual $815,000 OBO. Call Bennett McMillian at 870-672-2012
AT-802 Single & Dual Cockpit. PT6A-67F Engine (1600hp), Full avionics and instrumentation. Computerized FRDS Gen II Fire gate. Aircraft with very low use and flight hours. Call or email: +34 667 102 184, sales@airtractoreurope.com
1998 AT-802A, N5094H, TTAE 12152.6, PT6A-65AG, Hartzell Propeller 2000.0 SPOH, Reabe digital hopper quantity & spray boom pressure, E-TEC Inc. fast start system, Comm radio, Hemisphere G4 GPS, Right side boom shut off, Smoker, Hydraulic gate A/C, Wipaire vortex generators, Wingman, Annual 1/10/21. See spec sheet for details. MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net WANTED- Dual Seat AT-802 Must have float fitting and -67F engine. Contact kcook@buffaloairways.com or call 867765-6029
Fire Boss, Single & Dual Cockpit. PT6A-67F Engine (1600hp), Full avionics and instrumentation. Computerized FRDS Gen II Fire gate. Aircraft with very low use and flight hours. Call or email: +34 667 102 184, sales@airtractoreurope.com
Order your AT-802 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250
Aircraft - Cessna
1964 Cessna 310I, TT 5253, Continental IO-470U engines TSMOH LH 573 RH 249, McCauley props TSPOH LH 573 RH 670. Nice twin, true 6 seater & heavy hauler. It’s a clean northern airplane with no corrosion, new tires, new heater & fresh annual. Paint and interior are both prob a 5 out of 10. Basic radios. Would be interested in trade for Piper Cherokee 6, Saratoga, or Lance. $55,000 Call Tanner Sotvik at 701-520-0229 or 701-662-4416
1978 Cessna Ag Truck, 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready. Price reduced to $112,000. Call Chad Stuart, Airplane Services, Inc. Call 850-336-0552
Aircraft - Dromader
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 M18 Dromader Pen and Ink Drawing from our DeSpain Collection today for only $59.99. plus S&H. Call 478-987-2250
Aircraft - Piper
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. $150,000 Call Sun Valley Aviation 956-421-4545 1965 Piper Pawnee, PA-25-235 Approximate times. AFTT 6500, SMOH 550, needs fabric repair in places to be airworthy, SATLOC Litestar II, hangared in Pocatello, ID for previous 3 years. $50K Curt Hill 208-705-4795. More pictures upon request.
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. Make offer! Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.
1976 PA 36 SUPER BRAVE 400 HP - 3965 Total Time, 66 since Overhaul engine, 66 since IRAN Prop, 4040 hours remaining on wing spar caps, 275 gal hopper, Agrinautics pump and fan, dropped streamlined booms with CP nozzles and check valves, 2” left side load, extended wings, 90 gal fuel with new fuel cells, crop hawk, automatic flagger, pistol grip, nav/strobe/instrument/landing/taxi and night working lights, left entry step, good paint, tires and glass. Price reduced to $185K or OBO. Contact Johnston Aircraft Service at 559-6861794, info@johnstonaircraft.com or visit our website at www. johnstonaircraft.com
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
Aircraft - Thrush
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
1989 S2R-T34 Single Cockpit, N3097K, Serial number T34-115, 17,000 TTAF/engine, OH Prop 5/22, 12-9-2016 Century Wing Spars installed, 9/10/18 Micro Vortex, Generators, 2020 Paint, Load Hawg, Engine work done by R.T Turbines at 14,799.3 hours, 2020 R.T. Turbines new V-ring, blades. $350K Call Kent Croom at Croom Aviation, LLC at 229-524-1134 croomaviation@gmail. com
1975 Refurbished 525 PT6-41 Thrush - New spars, new tail, frame jigged and beefed up. Basically new plane w/PT6 -41 w/ Cascade conversion and new extended mount with around 65 since fresh hot and new loadmaster prop. Stainless fasteners new panels, paint, gear. MVP 50 190 gal fuel. Great flying airplane, working now! Would make a great plane for the corn season. No low ballers I don’t have to sell. $590K 870-926-6354
1993 Thrush S2R-T34, N927BT, Current Hobbs: 6552.6, Current Total time: 13494.9, Wing lower spar caps replaced at 12,878.1, Engine: PT6A-T34, Time since overhaul: 6373.9, Engine Total Time: 23524.6. $315K Brent Carpenter 870-930-8285
1977 Turbine Thrush, TPE-331-6, 400-gallon hopper, 3383.0 TSOH. $300,000 OBO Call Miguel at 915-283-8207 or email miguellozano815@icloud.com
1977 Thrush S2R Radial, TTAF 7500, Engine: P&W 1340-2, 384 SMOH, Prop: 23D40/384 hr., Spring Tail Wheel, 20 inch main wheels, LightStar 5 GPS, 2-12V Dry cell battery, Full retractable lights and turn lights on tips. $65,000 OBO Call 760-996-2032
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. $275K Call John Lott at Souther Field Aviation at 229-9242813
Thrush S2RHG -T65 available for lease. PT6A-65 engine, Harbour A/C, Transland spreader, Bayou lights, Dual Controls, Load Hawg, SATLOC G4. Call Turbines Inc at 812-877-2587 or email peg@turbinesinc.com
Thrush S2R T34 available for lease. PT6A-34AG engine, 4 blade propeller, Extended mount, SATLOC w/G4 screen, L7 lightbar, Intelliflow, Air Conditioner, Smoker, Load Hawg. Call Turbines Inc at 812-877-2587 or email peg@ turbinesinc.com
PT6-140AG STC Kit for Thrush 510P and 510G aircraft. Complete Firewall forward bolt-on STC kits for the 510G and 510P. Thrush model aircraft. Contact Cascade Aircraft to secure the 867SHP certified upgrade STC kit for your THRUSH 510 aircraft. www. cascadeaircraftconversions.com info@ cacaircraft.com 509-635-1212 or 800-716-2550 1974 Rockwell S2R-600 Geared 1340, AFTT: 7,785hrs, Engine TSMO: 960hrs, 485 TS Master Rod Process, Prop TSO: 150hrs, SATLOC Bantam 9” Screen, SATLOC IntelliFlow, Single Point Fuel, Smoker & Flagger, Collins A/C, New SS Pump, New Fan Brake, New Fan, SS Booms and more. $165,000 Contact North Star Aviation and ask for Steve or Mike at 620-356-4528
2015 Thrush 510G, AFTT (Approx.) 3250, ETT (Approx.) 2300, Prop 5 Since IRAN, 3250 TT. Equipped with a GE H80 (800 SHP) turboprop engine; Hartzell four-blade, reversible, constant-speed propeller; 510-gallon spray system with 41-inch stainless steel gatebox for dry applications and emergency liquid dump capabilities; MVP-50T glass panel display, two-inch stainless steel spray system; three-inch side loader; streamlined aluminum booms; wingtip navigation and strobe lights; cockpit lighting; 228-gallon fuel system; windshield wiper and washer; 29-inch-high flotation tires and wheels with dual-caliper Cleveland brakes; and Zee air conditioner and cabin heat. OPTIONAL EQUIPMENT, SATLOC Bantam with New Large 9in. screen and flow control. Bottom Load Fuel, Leading-edge LED Lights, Storm shield, RCA 2600 Artificial Horizon, Smoker, Electric Fan Brake, Vortex Generators, ASU Night vision certified aircraft. She’s very clean and ready to go with a Fresh Thrush Service Center Annual! ALL specifications are subject to verification upon inspection by buyer ASI JET is a Factory Authorized Thrush Aircraft Dealer, Service Center, and Parts Distributor. Specializing in New and Used aircraft sales, Please Call ASI Jet Sales at 952-941-6255 for more information!
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