AgAir Update | March 2023

HOW HIGH ARE YOU FLYING? PART II 30 YEARS AGO: AAU EVALUATES SERIAL NUMBER 1 AT-802

Nothing lasts forever.

But a well-maintained Air Tractor comes close. Perform all recommended maintenance and required inspections.

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IN THIS ISSUE

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GMS Group’s AT-502XP, purchased in 2019.

FEATURE

A18 How High Are You Flying? Part II

A26 Air Tractor Releases New “Turn Smart” Video on YouTube

A28 Pratt & Whitney Canada Renews Covington Aircraft Engines’ DOF Certification

B4 Fit To Fly?

B14 Never Look Back - Ed-Air

B28 Dean Wilson, Founder of the Eagle DW-1, to be Inducted into the National Agricultural Aviation Hall of Fame

A41 Uruguayan Aerial Application Business Start Fire Prevention Project With Forestry Companies

IN EVERY ISSUE

A6 From the Cockpit | Bill Lavender

A8 Calendar of Events | See What’s Happening

B1 Insights | National Agricultural Aviation Association

B10 Spreading the Facts | Michelle Miller

B32 20 Years Ago | Bill Lavender

Bxx Regina’s Perspective | Regina Farmer

B26 Wing and a Prayer | Carlin Lawrence

B36 Low and Slow | Mabry I. Anderson

A31 Craymer’s Counsel | Robert Craymer

A36 NTSB Reports | Accident Synopses

A45 Hopper | Browse the Marketplace

A46 Classifieds | Get Serious About Selling

the cover: Serial No. 1000 AT-802.

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

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FROM THE COCKPIT

Bill Lavender bill@agairupdate.com

It Started Three Decades Ago

About 30 years ago in the early 1990s, I had the opportunity to conduct an evaluation flight in Air Tractor’s newly certified AT-802A. At the time, Chuck Kemper (since deceased) of Queen Bee Air Specialities in Rigby, Idaho was an Air Tractor dealer. Mr. Leland Snow had delegated Mr. Chuck to ferry the new AT-802A to different locations to demo it to other ag-pilots. My evaluation flight was at an SDAAA spray clinic in Faulkton, South Dakota. You can read the article published in November 1993 AgAir Update in this edition of the “20 Years Ago” (for this edition changed to 30 Years Ago) column.

It is amazing how the last 30 years have flown by, no pun intended. It does not seem like yesterday, lots of water under the bridge since then, but almost. In 30 years, Air Tractor has produced 1,000 AT-802 and AT-802As! I don’t believe anyone thought the 802 would be so popular with ag-pilots at the time.

Featured on this month’s cover is the delivery of the 1000th AT-802 to a Brazilian operator. I couldn’t be there for the delivery, mainly because I planned a trip to Brazil at the end of February. However, Graham joined Logan Lane of Lane Aviation in Brazil where they met with the Lane’s selling representative of Brazil, AeroGlobo. Since those pioneering days of the 802, the FAA has issued a training program requirement. Considering the sophistication of the 802, speed and weight, it was not a bad idea coming from the FAA. I dare venture to say that most 802 pilots started with a flight history in the 502. The 502 is as good as any ag-plane for transitioning to the 802, but the 802 is a significantly different bird. Literally, 100s of pilots have safely transitioned into the 802, but that is not to say that training should be excluded for pilots transitioning today, In my opinion (here we go), the younger generation of ag-pilots generally do not have the background of multiple aircraft experience. What I mean is we older ag-pilots typically started in a Pawnee or Cessna C-188. Over the years, we advanced through the “ranks” flying radial-powered Ag-Cats and Thrushes before transitioning to a 400-gallon turbine

plane, only after then to the 802. Today, amazingly, ag-pilots are going directly from 502s and other relatively smaller agplanes into the cockpits of 802s. Even with basic training to fly the 802, it speaks volumes to the unique capabilities of an ag-pilot. They are unquestionably highly talented pilots.

However, any investment in training is a good investment. Besides, if the FAA had not required training for Exemption No. 5651S, which allows a pilot to fly an aircraft exceeding the 12,500-pound weight limit type certification requirement, surely the insurance companies would have eventually cooked up something. The year 1993 was a long time ago, possibly before some AgAir Update readers were born! Our industry has continually progressed since its inception in 1921. The popularity of the AT-802A and AT-802 in crop treatments and firefighting is a testament to that fact.

Until next month, Keep Turning...

Chuck Kemper and Bill Lavender in Serial No. 1 AT-802 for an evaluation flight. Circa 1993.

Track Product as applied

March 7-9, 2023

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December 4-7, 2023

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NAAA Ag Aviation Expo Registration naaaexpo@agaviation.org 202-546-5722

January 2024

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TBD

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January 2024

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Eric Blair ericb802@yahoo.com (573) 283-5590

January 2024

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February 15-17, 2024

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October 10-12, 2024

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Location TBD

AL United States

Lindsay Barber

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November 18-21, 2024

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Milestone aircraft delivered to GMS Agronegócios in Mato Grosso, Brazil.

Compiled by Graham Lavender with Contributions by Marcos Paulino and Air Tractor.

It was 1989 when Leland Snow began designing a largecapacity, single-engine airplane specifically for aerial firefighting. He believed it would have a positive impact on that industry. After more than two years of design, modification, certification and manufacture, the first production single-seat AT-802A air tanker rolled out the doors of Plant 3 in 1993 into the eager hands of the late Chuck Kemper, then owner of Queen Bee Air Specialties in Rigby, Idaho.

Sam Kilpatrick, who worked on the prototype and helped build the early 802s, recalls, “I don’t know that anybody really knew how popular it would become. If we built one 802 in a month or two, we thought we were really doing

something, you know? And gosh, now we do it in just a matter of days.”

The AT-502B was the company’s largest and best-selling airplane until the AT-802 project began. The design and production of the first 802s was a whole new order of scale. Craig Cowan, who helped build the first 802s remembers, “The tail was so tall we weren’t sure if the tail would fit beneath the door of Building Three. That was a concern.”

WD Middaugh laughs about it now, “We thought we’d have to put a notch in the door to get it out. The 802 was like a monster compared to what we’d been building,” Roy Jones added, “The canopy was so tall with landing gear on, we had to pick up the tail end of the airplane and then set it back down after it got past the door.” ➤

GMS and AeroGlobo/Lane Aviation Representatives at official delivery of Serial No. 1000 AT-802.

It wasn’t long before Air Tractor produced the single-seat AT-802A for aerial spraying. As an 800-gallon (3,028-liter) ag plane, its popularity soared with aerial applicators. By 2011, 400 AT-802A airplanes had left Olney, Texas for work around the world. In 2019, serial number 802A-800 went to its new home in Roe, Arkansas. And in 2020, serial number 802A-900 joined the fleet of Western Australia’s largest ag operator, Dunn Aviation.

AeroGlobo Aeronaves, headquartered in Botucatu, SP Brazil, has represented Texas-based Air Tractor Dealer Lane Aviation and Air Tractor in Brazil since 2013. AeroGlobo, led by Fabiano Cunha Zacarreli, became South America's first exclusive Air Tractor representative through a partnership with Lane Aviation.

Since representing Air Tractor in Brazil and South America

AeroGlobo has accomplished many milestone aircraft deliveries. In 2013, AeroGlobo delivered the 3,000th Air Tractor to AMAGGI, also in Mato Grosso. Mato Grosso is Brazil’s center for agriculture. In 2020, AeroGlobo celebrated 200 Air Tractors sold and delivered in South America, and now they celebrate another milestone: delivering AT-802 serial number 1,000 to GMS Agronegócios.

The AeroGlobo headquarters in Botucatu houses a South American training center certified by Air Tractor that more than 300 pilots have attended. The company is also certified by FlightSafety International, authorized by P&WC, as its training center, having carried out training for nearly 500 aviation professionals worldwide on the PT6 engine. ➤

GMS Group’s AT-502XP, purchased in 2019.

It also has three partner maintenance centers – ABA, located in Barreiras (BA), SOMA, located in Primavera do Leste (MT), and TANGARÁ, in Orlândia (SP).

Serial Number 1000 was sold to the Moacir Smaniotto Group (GMS), which has been farming in Mato Grosso for over 40 years, covering the cities of Sorriso, Lucas do Rio Verde and Nova Mutum. With its four highly

productive farms and two large warehouses, GMS has massive investments in cutting-edge technology both in the field and after harvest, resulting in improved productivity crop after crop. With more than 200 employees, their activities are guided by sustainability, combining environmental preservation, strict financial control and social action with workers and the communities where it operates.

Serial No 1000 AT-802 demonstration at the official delivery in Brazil.

The family-owned farming business is located in Sorriso, Mato Grosso, Brazil. In a typical year, GMS farms 44,700 hectares (110,456 acres) planted in soybeans, corn and cotton. Their new AT-802A joins another Air Tractor 502XP purchased in 2019.

“Agricultural aviation in our company is recent. We have been preparing for the last few years to add additional aircraft by learning everything we can about the industry and ensuring we have the necessary infrastructure to continue with this very effective tool,” explained Fernando Smaniotto, who directs GMS alongside his mother, Cirlei, and his brothers Júnior and Ana Paula. ➤

Cirlei Smaniotto.

Serial Number 1000 AT-802’s unique paint scheme is green and blue. Combined with the Air Tractor yellow background, these stripes form the colors of the Brazilian flag, another distinction from Air Tractor to the rapidly growing Brazilian ag aviation market.

Before the delivery flight to Brazil, a luncheon was held at the Air Tractor factory in Olney, TX. Natanael Vaz and Anthony Rossi of Pratt & Whitney Canada presented Air Tractor President Jim Hirsch with a plaque commemorating the 1000th AT-802.

“We’ve come a long way with the 802 series,” remarked Hirsch.. “In the early 1990s, when the very first 802s

were built, our founder Leland Snow looked at the airplane and offhandedly remarked, ‘We’ll probably build 10 or 12 of these.’ Well, Leland would be really pleased about its worldwide distribution and success today.”

“I remember stamping the first manufacturer’s placard to go on the airplane,” recalls David Cowen, who was the AT-802 conformity inspector. “Keith Boyd, Leland’s head engineer at the time, looked at me and asked, ‘Do you think we’ll ever build a thousand of these?’ I said

‘Let’s just go ahead and stamp three zeros in front of numeral 1.’ And 30 years later, just look at us now.

Serial No 1000 AT-802 prepares for demonstration flight at the official delivery event.

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How High Are You Flying?

Part Two

Notes: This is the second of a twoarticle series on density altitude and aircraft performance, focusing on other factors such as rate of climb, angle of climb and takeoff performance.

by Ted Delanghe

Comedian Rodney Dangerfield's catchphrase is also apt for the topic of density altitude. It's something we first learn in ab initio training, again during commercial pilot classes, and then it becomes one of those terms we recognize but don't pay much attention to. How often before a flight have you heard someone ask, "What is our density altitude?".

It is a question well worth answering. Using the Search box at the NTSB home page cites

various accident/incident reports neglecting high density altitudes as causative factors. The FAA also recognizes the issue: "Hot, high, and humid weather conditions can cause a routine takeoff or landing to become an accident in less time than it takes to tell about it." (FAA-P-8740-2 AFS8(2008) HQ-08561).

Knowing the density altitude where you are operating is vital because it provides an important heads up on how your aircraft will perform under present atmospheric conditions, covering factors such as takeoff roll, rate of climb and angle of climb that are handy to know to stay out of trouble. ➤

"I don't get no respect."

We all know from practical experience that as temperatures rise, aircraft performance drops. The key here is to understand how much performance decreases ahead of time and how to adjust operations to deal with that decrease.

Unfortunately, there is no 'density altitude meter' (more on this later) to make things easy. Still, it must be calculated and used to predict aircraft performance in all phases of flight.

Figure 1 details how increasing temperatures increase density altitude. Looking at the chart, your aircraft performance altimeter is nominal if you were at sea level with a temperature of 59 F.

If the temperature rose to 80 F, your aircraft performance would be as though you were at 1,200 feet MSL. The hotter it gets, the more aircraft performance suffers.

What does that mean in real terms? A normally aspirated aircraft engine will lose approximately 3.5 percent of its horsepower for every 1,000-foot increase in density altitude. So, at a density altitude of 1,200 feet, 3.5 x 1.2 = 6.65 percent reduction in power occurs.

Both lift and propeller thrust decrease by approximately 2.7 percent per thousand feet, adding yet more to the performance decrease.

And last but not least, add to that equation the rule of thumb that a 10 percent increase in takeoff gross weight would cause:

• a 5 percent increase in takeoff velocity

• a 9 percent decrease in the rate of acceleration

• at least a 21 percent increase in takeoff distance

Altogether, that's a lot of performance decrease, even when you're only talking about a 1000-foot difference in altitude. It can make for some exciting moments as you climb over large transmission lines or climb above rising terrain, large trees, or other obstacles coming your way.

Add working in high temperatures off an airstrip a couple of thousand feet above your home strip; you really need to crunch some numbers to establish a safe load.

Effect of Humidity on Density Altitude

Some water vapor is usually present in the air unless you are in the middle of a vast desert. Water vapor is lighter than air; consequently, moist air is lighter than dry air. As the humidity increases, the air becomes less dense, decreasing performance.

While there are usually charts in the POH detailing how pressure and temperature influence aircraft performance, no rule-of-thumb or chart is used to compute the effects of humidity, but it must be considered. Expect a decrease in overall performance in high humidity conditions, for instance, on cool mornings when the propeller tip vortices produce a visible condensation ring at high RPM, indicating high humidity. ➤

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The 4 H's

Remember those factors collectively as the 4H's: hot, high, heavy and humid. Together they can really bring about a significant overall decrease in performance. If you find yourself in a situation where the 4 H's are abundant, look closely at expected aircraft performance and adjust the load accordingly, either by reducing hopper or fuel load or a combination of both.

The Performance Altimeter

Imagine that in addition to the standard altimeter, you have a 'performance altimeter' (Figure 2) that computes and displays density altitude, telling you that your aircraft will perform as though it were at that altitude rather than your actual altitude MSL. See the diagram below. To make it complete, the performance altimeter would also indicate the decrease in power and thrust your aircraft will experience. It gives you a real-time indication of the performance decrease you can expect—excellent information to know when the going gets tough.

The FAA Agrees

Taking into account density altitude is mandatory for accurate prediction of aircraft performance. As the FAA Handbook of Aeronautical Knowledge points out, "the most critical conditions of takeoff performance are the result of some combination of high gross weight, altitude, temperature, and unfavorable wind. In all cases, the

pilot must accurately predict takeoff distance from the performance data of the AFM/POH".

If that information is not available, prudence is the better part of valor. Go light, go easy, or just shut down until conditions get more agreeable to safe operations.

How to Avoid the 4 H's

Keep a chart (like the density altitude rule of thumb one above) handy to quickly check out density altitude. Or use the National Weather Service calculator at Density Altitude Calculator (weather.gov).

If you don't already have one, add a section to your Flight Operations Manual covering density altitude's performance effect. You can use that to study and refresh your memory regarding off-season study.

Whatever aircraft you are operating, adjust the load size to compensate for increases in density altitude. For example, if you're flying an AT-401 and using a standard load of 360 gallons, reduce that to 320 gallons whenever a specific temperature is reached, depending on your experience with that aircraft.

Remember, the 4 H's – high, hot, heavy, and humid – are not where you want to be.

A Few Seconds

by Tracy Thurman

Editor’s Note: This article originally appeared in the October 2022 issue of AgAir Update, but is a good reminder as everyone begins a new season.

One thing that is apparent throughout history is that technology travels fast. New items are developed while people are still accustomed to practicing old ways.

risks of the modern-day ag pilot have increased dramatically.

If we stop and think about how we’re doing as an industry, we’ve got to realize something is not working right. There’s something that needs to change.

Ag pilots need to understand that doing the job as grandpa did might not be the best way anymore.

In military history, for example, you can see how technology outstripped the day’s tactics. The American Civil War, and World War 1, are stark examples. Larger, faster, more deadly weapons hit the battlefields while armies were still practicing tactics that were two generations behind. The result was massive casualties. Obscene numbers of killed and wounded because the men giving the orders clung stubbornly to tactics developed by past generations.

The same situation applies to our industry. Ag aviation has grown and changed by leaps and bounds. We’re flying larger, faster aircraft. We’re hauling loads and covering ground our forefathers could only dream of. And we’re still doing it the same way as they did.

Back then, they were flying ninety miles an hour, hauling a hundred fifty gallons in a machine that weighed a fraction of what our current aircraft weigh. Compare that to flying 140-180 miles an hour in an airplane weighing anywhere from 9000 to 16000 pounds.

During this time, obstacles have proliferated— wires, poles, towers, wind turbines, etc. America’s farmland has become a jungle of steel we must navigate daily. Add in all the things that have entered the cockpit, like GPS systems and bluetoothed telephones, and it gets pretty clear that we’ve been facing an ever-growing mission requirement while still using the same tactics of past generations.

We haven’t adapted our methods to compensate for the complexity of today’s high-speed, technological work environment. The workload and

We need to consider different methods in how we’re plying our trade. Change our tactics and mindset to meet the ever-evolving nature of the work. A mentality shift and a change in methods need to happen. Ag pilots need to understand that doing the job as grandpa did might not be the best way anymore. Fly a little higher; take the time to circle the field. Identify the obstacles and hazards before you get down there with them. Flying six to ten feet off the deck at 150 mph is no time to discover a set of power lines cutting across the field.

Workload or not, we need to slow down. We need to take the time to stay alive. We need to give ourselves room to live.

Self-preservation is infinitely more important than the urgency to get the work done. There have been too many memorial services that will speak to that fact. We should not be an industry that -expectscasualties.

Instilled in us is a do-or-die mentality. The first order of business is, “Roll those acres up. They don’t call it a money handle for nothing.”

Work orders stack up; we get going, “balls to the walls” at first light, and don’t stop until the last light. Of course, the job has to get done, and there are not enough pilots and machines to do it in any sort of scheduled way. But we need to be more innovative and safer in getting it done. We need to not be willing to trade blood for a few bushels of corn.

Of all the ag pilots I know, the most successful and the least stressed out are the guys who take their time. They don’t get rushed or allow anyone to rush them. Their flying is smooth, and they rack up

the acres just as well as anyone else. They keep their minds on the job and don’t worry about what anyone else thinks. They do the job with an approach to getting good results and keeping the airplane from getting wadded up—nothing to prove but getting home at the end of the day.

A while back, a math problem was circulating around the industry about how many seconds a guy could shave off in his work, and how many minutes and gallons of fuel that would all add up to at the end of the day. It was basically seeing how narrower we could make the margins and get away with it. It turns out it isn’t much. One wrecked airplane far exceeds any cost savings. Don’t worry about being quick. Worry about not making yourself dead.

With the modern aircraft we fly, there’s no need to rush a turn. You’re covering the ground at a high rate of speed. Take a few extra seconds in your turn. Keep the airplane stuck solidly in the air, and don’t “nibble at the stall,” as I’ve heard some pilots say they do. That’s stupid. Downright stupid. If you’re “nibbling,” you’re half a heartbeat away from taking a big bite.

These airplanes will break from flight suddenly, violently, and with zero room to recover. You’re playing Russian Roulette. Don’t do it. Get that BS out of your head and out of your flying.

A pilot might pull his turns around on the edge of a stall for years. He gets away with it every time. Until he doesn’t. BAM! You’re dead in a very bad way. And it happens just that fast.

Easing a little pressure off the stick and taking just a few more seconds could make the difference between making your wife a widow or not. That’s all there is to it. A couple pounds of pressure, and a few seconds. The difference between life and death.

Make your turns smooth and coordinated. If you have to widen them out, then do it. Take your time. Fly in a manner that doesn’t increase the risks you’re already taking.

Leave your stall warning circuit breaker in! It performs a valuable job, telling you the condition of the airflow over your wings. It’s an audible tap on the shoulder telling you you’d better back off a bit. Listen to it.

You are mistaken if you think it can’t or won’t happen to you. It can, and it will. If you could ask all our fellow pilots we’ve buried, they’d likely tell you they thought the same thing.

Fly well and STAY SAFE!

Air Tractor Releases New "Turn Smart" Video on YouTube

via NAAA

Turn Smart: Respect the Safety Margin, Air Tractor’s new safety video, is now available to watch on YouTube.

Air Tractor’s new Turn Smart video debuted at the 2022 NAAREF Safety Session. The video features a combination of interviews, stunning animation and flying demonstrations in an effort to educate ag aviators on how to conduct an ag turnaround safely.

Kyle Schroeder, an Air Tractor engineer, introduces the video by providing information on the lethality of stall/spin accidents that result from improperly turning an aircraft. He’s followed by Mike Rhodes, Air Tractor’s former chief test pilot, who introduces Steve Gustafson, an ag pilot from Louisiana and an AeroShell Aerobatic Team pilot.

Gustafson describes what a safe ag turn looks and feels like. The maneuver must be planned, and you should preserve a margin of safety for when the unexpected happens. Gustafson also talks about the dangers of uncoordinated flight and the misuse of rudder while making ag turns. To assist with his description, animation is displayed to help pilots understand what can happen when turns are uncoordinated. Rhodes and Gustafson then discuss the change in an aircraft’s center of gravity as the contents of the hopper are applied and the need to be a smooth and steady pilot.

To emphasize the importance of maintaining a margin of safety, Turn Smart turns to Mike Mullane, a retired U.S. Air

Force colonel and former NASA space shuttle astronaut, to discuss normalization of deviance. Normalization of deviance occurs when you are operating under pressure to complete a task, which causes you to consider using a shortcut that is less safe than the normal procedure to save time. If you survive, you will be more likely to take the shortcut the next time you’re under pressure. Over time, the deviation from safety becomes your new normal.

Later, Rhodes joins Gustafson in his T-6 for some flying examples of what happens when a turn is done incorrectly, causing a stall spin.

The video closes with some key points:

• Beware of overly aggressive turns.

• Back off 10%. Maintain your safety margin.

• A wing at zero-G cannot stall.

• Stay vigilant for “normalization of deviance.”

• Practice slow flight, stalls and recoveries.

• Coordinated use of flight controls in every turn.

• Pay attention to operating weight and CG shift.

• Turn using no more than 10 degrees of flaps.

• Choose the correct turnaround maneuver for the mission.

The new version of Turn Smart: Respect the Safety Margin is worth watching and rewatching as matter of recurrent training. The knowledge it imparts to ag pilots will undoubtedly save lives. NAAA and NAAREF thank Air Tractor for the time and resources it put into producing such a highquality safety education video.

Be sure to watch Turn Smart so you can turn smart!

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!

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

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.

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Pratt & Whitney Canada Renews Covington Aircraft Engines’ DOF Certification

Okmulgee, OK – In addition to heralding their 50th year in business, Covington Aircraft Engines is celebrating renewal of their certification as a Pratt & Whitney Canada (P&WC) Designated Overhaul Facility (DOF). As a DOF, Covington has the ability to carry-out factory-authorized maintenance, warranty, and parts support work on 59 models of the P&WC PT6A turbine engine. Covington is a P&WC DOF fully owned and headquartered in the United States.

and

family values are unique in our industry – and we have had a very harmonious relationship ever since our first agreement with the company was signed close to thirty years ago”

“We’re certainly very proud of our DOF designation” said Aaron Abbott, president of Covington Aircraft Engines. “Today marks the third renewal of our agreement with Pratt & Whitney Canada, and we simply could not ask for a better collaborator,” he continued. Covington has a significant history with engines from the Canadian manufacturer, as the company began as a repair and overhaul facility for its legendary R-985 and R-1340 radial engines – a capability Covington continues to maintain today with a full team of radial engine technicians and a complete parts inventory.

Unique in the industry is Covington’s singular focus on Pratt & Whitney Canada and the PT6A, which has given the company depth of knowledge and technical expertise on the proven engine. With facilities in both the United States and Brazil, an additional facility planned for the United Kingdom, multi million in parts inventory, a fleet of PT6A rental engines, state-of-the-art test cells, and 24-hour rapid response mobile repair teams, Covington is well positioned and capable to reach and assist virtually any PT6A customer worldwide. Most important, as a

family-owned and oriented company, Covington prides itself on its relationship-based approach to service, which ensures customers are welcomed as family and treated with the utmost respect and care.

“Covington’s depth of knowledge, capabilities and strong family values are unique in our industry – and we have had a very harmonious relationship ever since our first agreement with the company was signed close to thirty years ago” said Irene Makris, Vice President, Customer Service at Pratt & Whitney Canada. Renewing our agreement together not only continues a great relationship and success together – but gives all of us sense of pride and accomplishment – especially on the occasion of Covington’s 50th Anniversary year.”

About Covington

Headquartered in Okmulgee, Oklahoma, Covington Aircraft Engines specializes in Pratt & Whitney PT6A turbine and R-985 and R-1340 radial engines, with a full suite of supporting services and inventory. As the only privately held U.S.- owned Pratt & Whitney factory Designated Overhaul Facility, Covington provides warranty and parts support, technical advice, and maintenance services to corporate, agricultural, and humanitarian aircraft customers worldwide. As a faith-based company, Covington supports missionary and humanitarian efforts around the world both personally and financially. A percentage of the company’s profits go to assist missionaries and humanitarian work each year. This year, Covington is celebrating our 50th year in business.

“Covington’s depth of knowledge, capabilities

strong

TURNING DATA INTO ACTION

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

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

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

Cessna Models: 188B, A188B, T188C

Dromader : PZL M18, M18A, M18B

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

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

INSIGHTS

National Agricultural Aviation Association

10 Reasons to be an NAAA Member— in its Presidents’ own Words

March 2023 marks 50 years to the month since the National Agricultural Aviation Association’s official magazine debuted as The World of Agricultural Aviation with Vol. 1, No. 1, in March 1974. (Some years later, NAAA shortened the magazine’s title to Agricultural Aviation.) Most recently, Agricultural Aviation’s Winter 2023 issue clocked in at Vol. 50, No. 1.

From the outset, a message from NAAA’s president has graced the pages of each issue of Agricultural Aviation. The association has been blessed not only with great leaders but great communicators from its beginning (NAAA was founded Nov. 28, 1966).

Over the years, NAAA’s presidents have delivered a consistent message about the value of membership. They preached often about the need for more members to enhance NAAA’s ability to meet the industry’s needs and be an agent for agricultural aviation in Washington, D.C. Sometimes these leaders appealed to readers’ better angels. Other presidents shared in simple, practical terms why membership just makes sense. There also have been times when their message became more pointed, imploring holdouts who don’t belong to the association to get off of the sidelines and into the game for the good of the industry.

Herewith, in their own words, are the views of 10 presidents on the virtues of NAAA membership.

V. Ray Thornton, 1970 NAAA President (Louisiana): “With the trials and tribulations that face all of agriculture in this day and time, I would hate to be without representation in Washington. Why any agricultural aviator, present or future, who invests the kind of money for aircraft and support equipment can’t, or won’t, invest in this association is beyond me. Strength is in numbers.”

Don Holmes, 1977 NAAA President (Kansas): “It is difficult to understand how an intelligent, straight-thinking aerial applicator can fail to support his state and national associations. These associations are tools of ag aviation trade. They are as important as aircraft, trucks, pumps, and all the other implements operators use in aerial application every day. Associations are the tools that help bring reason to state and federal laws and regulations. Without a strong united

voice, operators cannot hope to succeed in improving the regulatory picture.”

Roy Wood, 1982

NAAA President (North Carolina): “The income from a single hour of work by an agricultural aircraft is enough to pay its owner’s annual dues in the NAAA. That is a small price to pay for survival.”

Leland Shelton, 1985

NAAA President (Texas): “When we talk to Congress, EPA or FAA, we are respected because we speak for dues-paying members, for professional agricultural aviation. No one else speaks for you and you alone every day of the year.”

Vernon Orr, 1991

NAAA President (Iowa): “Every operator in the nation needs to be a member of their state and national associations and actively participate in the work and goals of those organizations. How any operator can make a valid excuse for not belonging is beyond me.” ➤

Wayne Slaughter, 1996 NAAA President (North Carolina): “It’s easy to live in our own little bubble, working too hard to make a living. I’m interested in my business and survival for our industry. Membership dues for me are pennies compared to a new piece of equipment. It’s the cheapest money you can spend to help keep your business going.”

Rod Thomas, 2007 NAAA President (Idaho): “Whether you are an orthopedic surgeon, or an aerial applicator, you better be represented by a professional association. We have things happen to us from the regulatory end that might start a fire that our offices in Washington, D.C., get put out long before we feel the heat out in the field. It’s imperative that

we have an organization like NAAA to represent us.”

Doug Chanay, 2009 NAAA President (Kansas): “Everyone should stop and reflect on how they got where they are today. If it weren’t for their local and national associations doing their jobs, our regulatory and financial burdens would be exponentially greater. Without these associations it would be difficult to imagine where we would be today. Without members, these associations wouldn’t exist.”

Rick Boardman, 2015 NAAA President (Nebraska): “I truly believe if it wasn’t for NAAA, we wouldn’t be in business now. We would be so overregulated and controlled,

it would be likely that it’d be impossible to do our job.”

Craig Craft, 2023 NAAA President (North Carolina): “We have a heavy workload ahead for our industry, and there is no substitute for member participation. Our political adversaries are experts at inclusion and mobilization. In this, we should strive to replicate their success.”

So there you have it: 10 reasons to be an NAAA member from 10 past and present NAAA presidents. If you aren’t a member already, let their words sink in and become an NAAA member today. Whether you are an operator, pilot or ally of the aerial application industry, it is one of the best investments you can make for yourself and your business.

To join, call 202-546-5722 or visit agaviation.org/membership.

If you aren’t a member already, let their words sink in and become an NAAA member today.

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.)

Fit to Fly?

by Dr. Susan Northrup, FAA Federal Air Surgeon

Many pilots incorporate the I’M SAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, and Emotion) into the go/no-go decision process. While its use is not explicitly required by FAA regulations, pilots are required to determine fitness to operate an aircraft prior to every flight. A surprising number of pilots don’t understand they have this responsibility even if they don’t hold an FAA medical certificate. All pilots, including those who fly ultralights or operate drones, have an obligation to ensure that they are medically fit to fly before operating the controls as a required crew member. Let’s review the regulations.

Medical regulations exist to ensure that an aircrew member is physically and mentally able to safely meet flight duty requirements. The United States and United Kingdom military implemented them during WWI due to the high number of mishaps directly attributed to medical causes. The accident rate dropped dramatically with implementation of medical standards. We can trace today’s guidance back to these standards, modified as medicine has advanced.

All pilots who fly with a certificate issued under 14 CFR part 61 are subject to one of the three paragraphs of 14 CFR section 61.53. There is separate guidance for those who operate aircraft under 14 CFR parts 103 (ultralight vehicles) and 107 (small unmanned aircraft systems).

For pilots seeking FAA medical certification, the aviation medical examiner (AME) determines whether the pilot meets standards on the day of the examination. The expectation is that the pilot will likely remain medically qualified for the duration of the medical certificate as long as nothing changes (new conditions, worsening, medications/treatments, etc.). It is also expected that the pilot truthfully disclose all medical conditions, medications, and disabilities. If something does change, paragraph A of 14 CFR section 61.53 addresses your obligations whether it’s short-term (e.g., a cold) or long term (e.g., heart disease, cancer). For pilots who do not meet the medical standards in 14 CFR part 67, the FAA can authorize exceptions (special issuance, statements of demonstrated ability, or letters of evidence) if evaluation demonstrates that flight safety can be maintained. Remember, FAA issues to over 99.5% of medical certificate applicants! ➤

All pilots, including those who operate drones, have an obligation to ensure they are medically fit to fly before operating the controls as a required crew member.

Dr. Susan Northrup received a bachelor’s degree in chemistry, a medical degree from The Ohio State University, and a master’s degree in public health from the University of Texas. She is double board-certified by the American Board of Preventive Medicine in Aerospace Medicine and Occupational Medicine. She is a retired U.S. Air Force colonel and a former regional medical director for Delta Air Lines. She is also an active private pilot.

Glider and balloon pilots do not need a medical certificate or a driver’s license, but must self-certify that they are medically fit to fly. 14 CFR section 61.53(b) covers these pilots. Note, though, that a new rule requires commercial balloon pilots to hold at least a Class II FAA medical certificate when conducting non-instructional commercial balloon operations. The NTSB recommended this action, and Congress directed the FAA to proceed. The final rule published on Nov. 22, 2022.

Paragraph C of 14 CFR section 61.53 covers pilots who operate under BasicMed or as a Sport Pilot. They must hold a driver’s license and also must self-certify. Pilots who fly using BasicMed also have online training every two years and a medical evaluation every four years.

Pilots operating remotely piloted aircraft should self-certify prior to each flight in accordance with 14 CFR section 107.17. For pilots of ultralight aircraft, 14 CFR part 103 does not specifically address medical fitness, but it does speak to hazardous operations.

Regardless of which rules we fly under, we are obligated to ensure we can do so safely without endangering ourselves or the public. Even a medical certificate issued yesterday does

not guarantee that you are ready to fly today. Being truthful at the time of a FAA medical exam is critical but being truthful with yourself at flight time is even more important. As PIC, you are responsible for determining your fitness to fly before each flight. Preflight checklists for your aircraft are the hallmark of aviation safety. The I’M SAFE checklist is an excellent tool for making your pre-flight go/no-go decision, and should be your personal safety hallmark.

MAAA Highlights

SPREADING THE FACTS

Michelle Miller - michelle@thefarmbabe.com

Communicate the Process of Becoming a Certified Pesticide Applicator

There are a lot of myths out there when it comes to pesticides. The aerial applicators’ job is critically important to the global food supply, but does the industry sometimes take it for granted since they do it daily? While the average

consumer is bombarded with misinformation and scary internet propaganda regarding “chemicals” in agriculture, we must remember that the end consumer is our end customer and needs to feel comfortable eating what we grow.

Therefore, don’t forget to speak up on how extensive it is to become a certified applicator! Here are some speaking points to bring up the next time you encounter a concerned citizen.

Certified pesticide applicators are licensed by the state, territory, or tribal authority, where they apply restricted pesticide use. Any person who applies or supervises the use of restricted-use pesticides (RUP) must be certified according to the US Environmental Protection Agency.

Each state has a regulating agency that controls certified applicators’ requirements, testing, and continual education. Generally, the requirements include taking a general standards examination that tests their knowledge of pesticide safety, calculations, pest identification, and other topics. Since there are many different types of pesticides and places you can apply them to, there are category-specific exams you must take to obtain your license. In Florida, there are over 30 different categories you could have a license in! ➤

If you want to apply a restricted pesticide on your row crops, you will need a different license than if you were applying to, say, a golf course. Each area you apply pesticides to presents unique challenges and dangers; this is why you are required to take an exam for each type of location. Additionally, you may need a different license type if you are applying pesticides to your property or the property of your employer versus being hired to spray pesticides on someone else’s property. We call these private pesticide applicator licenses or commercial applicator licenses.

Once you obtain your license, you are considered a certified pesticide applicator. To purchase a restricted-use pesticide, you must find a dealer that sells the product and provide your pesticide license to them for approval of the sale. However, it’s not a one-and-done deal; certified applicators must maintain continuing education units (CEU) and reapply for their license during a set time frame. In Florida, each license requires

a different amount of CEUs, and you must obtain these and renew them every four years.

Of course, not everyone applying pesticides has to take an exam. General Use Pesticides (GUP) can be bought over the counter by the public. Anyone can use these pesticides to spray their private property for a pest, including insects, plants, and more. Restricted use pesticides are products that have a greater potential to cause harm to humans or the environment if they are misused, which is why you must be properly educated and licensed to purchase/use the product.

Pesticides are essential to our everyday lives, restricted use or not. Many people think of pesticides just as spraying crop fields for bugs, but they do so much more. Pesticides are responsible for ridding your home of wood-destroying organisms like termites, maintaining roadways, sidewalks, railways, and other travel ways, or even keeping those perfectly manicured golf courses.

Once you obtain your license, you are considered a certified pesticide applicator.

LANE AVIATION, INC. ROSENBERG, TX

Never Look Back - Ed-Air

Decisions. They are the cobblestones that pave the avenue of our lives. They dictate whether our fortunes are good or bad. They are the lasting impressions that can define our very identity.

Fresh from high school, Ed Huddleston was faced with an important decision. It was 1965, and the United States had escalated its military involvement in South Vietnam. It was the beginning of a three-year campaign of sustained bombing of targets in North Vietnam by President Lyndon Johnson. Ed wanted to join the warrant officer program, whose pilots flew missions above the jungles and rice paddies above the war-torn region of Southeast Asia. But Ed's entrance to the program was denied because he wore glasses.

As one door shut, another opened with the opportunity for Ed to go to work for the oldest crop dusting company in Vincennes, Indiana: Ueding Flying Service.

"Bob Ueding and Dick Reade were best friends when Dick started Mid-Continent in 1949," Ed recalls.

While working for the flying service, Ed enrolled in college and received his Associate's Degree and A&P Certificate. As if he wasn't busy enough, Ed also used this time to get all his flight ratings: commercial, instrument, and CFI.

"While working for Ueding, I had the chance to fly a 450 Stearman and Piper Pawnees. That's when I got the itch for ag aviation and decided that's the direction I wanted to go."

After running the shop for Ueding Flying Service as a repair station for Midwest Pawnee Center, Ed struck out on his own and established Ed-Air in 1971.

The new operation began humbly with a two-man crew: Ed and one loader. But in the more than 50 years since, the operation has expanded to include five full-time pilots and four full-time loaders. Presently, Ed-Air operates six ag airplanes. Including those ag planes, Ed owns an impressive collection of 16 different types of aircraft.

After running the shop for Ueding Flying Service as a repair station for Midwest Pawnee Center, Ed struck out on his own and established Ed-Air in 1971.

The new operation began humbly with a two-man crew: Ed and one loader. But in the more than 50 years since, the operation has expanded to include five full-time pilots and four full-time loaders. Presently, Ed-Air operates six ag airplanes. Including those ag planes, Ed owns an impressive collection of 16 different types of aircraft. Ed has been

married to his wife, Lisa, for 23 years. Together they share three children: Eddie, LaRhonda, and Rudy. In addition, they dote on 11 grandchildren and nine great-grandchildren.

Like many operations, family ties form the foundation of a successful business. Fortunately for Ed, his son Eddie followed in his footsteps and helps run Ed-Air.

While much has changed in the aerial application industry since Ed-Air began operating, Ed sees more change on the horizon involving UAVs. Still, he is confident there will always be a place for manned aircraft.

2023 SEAF Highlights

Jeff and Justin Farr, father-son operators of Farr Air in Saskatchewan, Canada, picked up their brand new 710P Thrush sold by Mid-Continent at the Thrush factory in Albany, Georgia.

Pat Kornegay, Former NAAA

President and Texas Operator Awarded Operator of the Year by TAAA

via TAAA Newsletter

Sun Valley Dusting, based in San Benito, and led by Pat Kornegay, was awarded the 2022 Operator of the Year Award at the recent TAAA Annual Convention in Lubbock. Awards Chair Bryan Daniel and TAAA President Paul Bruton, in front of a large crowd at the American Windmill Museum, presented the Award.

To say that Pat and his family deserved this recognition is an understatement. Pat has had a long, successful career as a spray pilot and now has added Sun Valley Aviation, a full-service FBO in Harlingen, to his portfolio. It is definitely a family affair, with his beautiful wife Teresa and all three of his children integrally involved in the dusting service and the FBO.

Pat has also been honored over his career by being elected to serve as President of TAAA and NAAA. His counsel and wisdom have served the agricultural aviation industry well. And he has engrained the responsibility to give back to the industry in his family. Pat’s youngest son, Austin, is currently on the TAAA Board, and his son Clyde, is a past president of TAAA.

Pat grew up seeing pictures on the wall of the heavy bombers his father flew for the British Royal Air Force in WWII. Intermixed with those photos were many images of ranch life and horses. Like many Kornegays before them, Pat and his brother grew up on horseback and were no strangers to long days and hard work.

Pat graduated high school in May 1974, and only two months later, he earned his commercial pilot certificate on his 18th birthday. At this point, he was congratulated by his father and lovingly told to collect his belongings and follow his ambitions, whatever they might be. Good luck, son! Pat moved out but continued to work cattle for his father. During this time, he also found work flagging for Ken Medders, who owned Sun Valley Dusting Co. in Pat’s hometown of San Benito, TX.

1975 was a big year for Pat… at 19 yrs old, he got a job as a loader for Garrett Flying Service in Danbury, Texas. He also began his flying career there, learning and spraying in a Supercub and a Stearman when not loading airplanes. Later that same year, he went on a green bug run in Kansas, flying an ag-wagon while living in his car. After the green bug run, he flew a Stearman sold by Ken Medders from San Benito, TX, to Costa Rica. On the airline flight home, he intentionally stopped in Nicaragua as he had heard a pilot could find work there and wanted to see if it was true, it was but the season hadn’t started yet.

Back in Texas, he worked horseback on his father’s cattle feedlots, saving money to get back south when he found an opportunity. As luck would have it, a pilot had been hired to deliver a brand-new Thrush to Nicaragua but had broken down in Veracruz, Mexico, claiming a magneto failure. The pilot had abandoned the airplane there, and the owner was desperate to get it moved. ➤

Pat convinced the owner he was an ‘ol Thrush pilot even though, up to that point, he had never even sat in one. So, he rode the bus to Mexico with a replacement mag. It turns out there was no mag problem, and he quickly got the Thrush delivered. He lived off his $750 delivery pay, determined to find a seat, stayed until he got hired on with an operation, and flew the season down there. The following year he was flying a ‘C’ model Snow in Sinton, TX, and then headed south to fly the Nicaraguan ag season again.

Sun Valley Dusting can be traced all the way to 1939, when it began as Valley Star Dusters. It later became Sun Valley Dusting and was one of the first five Ag-Cat dealerships awarded in the late 1950s. From its inception, Sun Valley has always been a family-owned operation. Not always the same family, but always a family.

It was still a going concern and had seen better days in January of 1977 when Ken Medders sold the company to Pat for $15,000, hoping the young man could keep it going. It was owner financed and included no airplanes but came with a spot on the local city airport on a leasehold owned by the Medders family. Pat bought an ‘A’ model 600 cat that was a rebuilt wreck for $38,000 and became an operator. When Pat acquired Sun Valley Dusting, there were 42 operating crop-dusting companies in the Rio Grande Valley of Texas…now there are three.

In 1978, Pat unexpectedly had to move the company off the public airport. While working the ag season in Nicaragua, he learned the Medders family was selling the leasehold on the airport where he was operating. He was given the chance to buy the lease but couldn’t afford it as he had just purchased a second 600 Ag-Cat for the operation and could not take on any more debt. The leasehold was immediately sold to his competitors, Rio Dusters. He was told he would need to vacate the property, and his customers were told he was going out of business.

Luckily, he got a local pilot to help relocate the airplanes to an abandoned airstrip that still had a usable hangar until he could return from Central America. The old airstrip and hangar were the same facility where Leland Snow got his first job loading duster planes as a teenager. The runway was now a road as the area was being developed into residential properties but was still not used widely and served as a temporary holding spot for the airplanes.

Thanks to hard work, loyal customers, and his pilot pay working in Central America, he developed an airstrip nearby on private land where Sun Valley Dusting still operates today. Pat has flown and worked as an applicator in the US,

Mexico, El Salvador, and Nicaragua. He was even licensed in some of those places! He has also done ag-training in Costa Rica and Ecuador in AT-504s…while making applications on bananas.

Pat retired as an ag pilot after the 2021 season and has begun the process of transferring the ag operation to his sons, Austin and Clyde. Both boys are pilots flying 502As with many years of spraying under their belts as they begin to take on more of the company’s administration going forward. In addition to overseeing the flying service, Pat still flies almost daily between a super-cub and Citation and serves as President of Sun Valley Aviation, a full-service FBO. He could not accomplish this feat without the help of his daughter, Katie, who oversees the daily operations at the FBO and makes sure his head stays screwed onto his shoulders.

Pat and his wife Teresa will be celebrating their 35th wedding anniversary this April. Teresa’s devotion to her family and the ag operation has been invaluable over the years. She oversees the office administration and keeps the operation running smoothly, ensuring everyone has what they need to get through the day.

This year marks Pat’s 46th year as an ag operator in Texas. Throughout these years, the company has serviced south Texas growers without interruption while also selling aircraft, aircraft parts, holding fire-fighting contracts, and sending both airplanes and pilots all over the country and sometimes out of it. Sun Valley Dusting currently operates four latemodel Air-Tractors out of 4 locations scattered throughout the lower Rio Grande Valley of Texas. On top of all this and raising a family, Pat has also dedicated many years to helping the association and has served as President of both TAAA and NAAA.

FAA Registration Changes

via FAA.gov

Section 556 of the Federal Aviation Administration (FAA) Reauthorization Act required the FAA to initiate rulemaking to extend the duration of Aircraft Registration Certificates for all noncommercial general aviation aircraft from three years to seven years. The FAA cannot distinguish between commercial and noncommercial general aviation aircraft therefore, the FAA is extending the registration duration for all aircraft to seven years.

Discussion: The following changes to part 47 are effective January 23, 2023. The FAA issued a direct to final rule on November 22, 2022, (Federal Register :: Increase the Duration of Aircraft Registration) that updates Title 14 of the Code of Federal Regulations (14 CFR) part 47, § 47.40 to change the duration of the Certificate of Aircraft Registration from 3 years to 7 years. All current registrations will be updated retroactively to extend the Certificate’s duration to accommodate the full 7-year period. The final rule also removes the FAA’s requirement to issue letters of extension for Aircraft Registration Applications (the “Application”). The temporary authority to operate an airworthy U.S. aircraft within the United States without registration (i.e., while carrying a copy of the signed application in the aircraft) is valid until the applicant receives the Certificate or until the date the FAA denies the Application (see § 47.31(c)(1)). This temporary authority is not available in connection with any Application received when 12 months have passed since the receipt of the first Application following transfer of ownership by the last registered owner (see §47.31(c)(2)).

Recommended Action: There is no action for aircraft registrants. If a registration certificate expires after January 23, 2023, the expiration date is extended by four years. The Civil Aviation Registry will send registered owners new aircraft registration certificates before their 3 year expiration date printed on the certificate. For aircraft owners who are operating with pink copy authority that expires after January 23, 2023, that operating authority is extended to 12 months from the receipt of the first Application following transfer of ownership from the last registered owner. Contact: Questions or comments regarding this InFO should be directed to the Aircraft Registrations Branch at 9-AMC-AFS750-Aircraft@faa.gov.

REGINA’S PERSPECTIVE

Regina Farmer

Vendor Busy Time!

What a busy time it is to be a vendor! The winter months are our busiest time of the year. It's always great to see everyone again and meet new people.

I've been focusing a lot on educating our customers and teaching many classes at the conventions as well as our annual seminar in Jonesboro.

Our goal is for new updates to make workflows easier for our operations.

Our software Chem-Man has steadily grown with new updates. Education is key. Our goal is for new updates to make workflows easier for our operations. One example is GPS synchronization. It's so much easier than using a thumb drive. At the click of a button, your polygons are sent to the cloud, which is received by the GPS receiver in the plane. When the work is completed, you can import your applied data similarly.

Our operations must give their customers good information so they will be informed and impressed with the data. There are tools such as customer notifications and reports that give them good information about the jobs that have been applied on their fields. There's also a feature for farmer logins where the farmer can enter the job themselves l. These are filtered for them only to see their data. This has been a big hit because it saves our operations time on entry.

When we had our annual seminar in Jonesboro, the weather got terrible, so we had about half the number of people that generally come. I decided to have a virtual seminar the following week. We had a great time with many good questions, and it lasted 4 hours. The only bad thing that happened was that my voice started to give out.

I guess that's what happens when you talk too much! That's one of my weaknesses. I get so excited I talk and talk.

I'm excited to have our new salesman Drake Martin join our team. In the past 31 years, I've been the only salesperson. He is doing a great job because he has used and believes in our product for four years. That's the first step in being a great salesman.

Our company is really growing! We've grown to 18 people, and as we continue to grow, I will most likely hire more staff. This year we will be going to Canada as several good customers are getting on board. I've never been to Canada, but I'm excited to go!

I hope everyone has a great year! Y'all stay safe.

Rex Smith, Washington Operator, Passes

Rex Allen Smith, a nineteen-year resident of the Colville, WA area passed away unexpectedly on Feb. 7, 2023 at the age of 72. Rex was born in Odessa, WA the son of Benjamin Louis and Betty Jean (Decker) Smith.

He was raised in Odessa, WA where he graduated as a 12-year graduate from Odessa High School in 1969. Rex was an accomplished athlete in school both in football and basketball nearly bringing home a first-place title at state. His work ethic not only shown on the athletic field but continued onto the ag-fields where his days began and ended with field work and irrigation of local farms. He also assisted with the family Aerial Application business and Fly-in hunting camp on Moose Creek in the Selway-Bitterroot Wilderness area. On September 6, 1969 he married his high school sweetheart, Pamela S. Lenhart, in Odessa, WA. They moved to Cheney and began school at Eastern Washington College. Rex very much enjoyed working with the kids at Lakeland Village while attending school. In 1971, Rex and Pam began a family with the birth of their son, Scott. Rex continued into his junior year at Eastern before they returned to Odessa. While there Annie was born in 1976 and Rex worked setting up circle irrigation systems and grain tanks. In 1983 Rex's dad asked him if he would like to learn to fly and work for him at Lind Air Service in Lind, Wa. as a crop duster. Rex had found his dream job. In 1984, he and Pam moved to Lind and purchased Lind Air Service which they operated for 20 years. Flying was pure joy for Rex. He loved seeing the

sun rise multiple times as he flew over the hills and valleys of the countryside. The long hard days of flying filled the farming season along with boating with their friends at Lake Roosevelt and short trips to Seaside, Oregon with good friends. Winters were left for "Tinker-Time" in his shop and warming bleachers at athletics games watching his children compete. When the kids flew the nest, Rex and Pam moved to the Colville area where they built a home on the family ranch in 2004. Rex continued aerial application for Smith Air Inc.in Odessa until his retirement in 2013.

Rex loved his family with all his heart. He supported and created lifetime memories with them through long days of work and a passion for adventure. He was always on the edge of danger both occupationally as a crop duster and in his eccentric hobbies of snake handling, iguana wrangling, metal art, scuba diving, and as a self-taught black powder specialist. He hand-tooled an arsenal of loud creations from potato guns and handguns to cannonballs and field cannons. The bigger the better! He loved his family with that same gusto and grandeur. He taught them to never let their spirits grow old, not to worry, be fearless, offer colorful expressions when necessary, love greater than your heart's capacity and that a good weld, duct tape, JB Weld and Blue Goo can hold the world together. His welding wire figurines, metal art sculptures and thousands of photos he took documenting the family will be lifetime remembrances of his artistic expression and uplifting presence. Rex never met a

stranger and made friends everywhere he went. He will be remembered as a loving husband, father, grandfather, uncle, great-uncle, cat and kitten foster father, peace maker, hero and guardian.

Rex was preceded in death by his parents.

He is survived by his wife, Pam Smith, at the home; son, Scott Smith of Lynnwood, WA; daughter, Annie Dubois (Ryan) of Everett, WA; brothers, Craig Smith (Jean Lewis) of Spokane Valley, WA, Myron "Sam" Smith (Antonio Ferriera) of Brazil; sister, Devon Rauenzahn (Randy) of Deer Park, WA; grandchildren, Zoe and Zander Smith, several nieces, nephews and a host of extended family.

Memorial contributions may be given to the Colville Valley Animal Sanctuary. Please visit the on-line memorial and sign the guestbook at www. danekasfuneralchapel.com. Danekas Funeral Chapel and Crematory is entrusted with the arrangements.

Published by Danekas Funeral Chapel & Crematory - Colville on Feb. 11, 2023.

Carlin Lawrence carlin@agairupdate.com

Forsaking God’s Mercy Causes Many Problems in Our Life

“They that observe lying vanities forsake their own mercy” (Jonah 2:8). What were the lying vanities that Jonah was observing? Jonah thought that he could run from the call of God upon his life. The Bible says that the gifts and the calling of God are irrevocable (Romans 11:29). Jonah thought that he could hide from the presence of God. The psalmist wrote, “Where can I go from Your Spirit? Or where can I flee from Your presence? If I ascend into heaven, You are there; if I make my bed in hell, behold, You are there” (Psalm 139:7-8). God told Jonah to go to Nineveh; Jonah said he was going to Tarshish. God told Jonah to preach against the city of Nineveh; Jonah said he would never preach in Nineveh. By demanding his own way, Jonah abandoned God’s mercy, and brought himself into the place of misery and discomfort. “Many sorrows shall be to the wicked; but he who trusts in the Lord, mercy shall surround him” (Psalm 32:10).

There are many lying vanities in this world that Christians should avoid. Jesus said, “No one can serve two masters; for either he will hate the one and love the other, or else he will be loyal to the one and despise the other. You cannot serve God and money” (Matthew 6:24). Paul said, “But those who desire to be rich fall into temptation and a snare, and into many foolish and harmful lusts which drown men in destruction and perdition. For the love of money is a root of all kinds of evil” (1 Timothy 6:9-10). Each of us should ask ourselves: “What on this earth would be unbearable for me to lose if God were to take it away from me?” Is it your job, your material possessions, your religious traditions? Whatever it is in this world that your heart is bound to; that’s your god. The apostle John wrote, “Do not love the world or the things in the world. If anyone loves the world, the love of the Father is not in him” (1 John 2:15).

“Submit to God. Resist the devil and he will flee from you” (James 4:7). It’s easy to be a good Christian while in church—but that’s less than two percent of the average Christian’s life! It’s in our everyday life in this ungodly world that it’s easy for Christians to drift away from submitting to the lordship of Jesus Christ. The lusts of our sinful flesh, the things and attractions of this ungodly world, and Satan’s temptations are very powerful forces against every Christian. The only way we can win the battle against these forces of evil is by submitting to the power of the Holy Spirit to rule our life. Peter tells Christians to be sober, be vigilant; because your adversary the devil walks about like a roaring lion, seeking whom he may devour (1 Peter 5:8). Paul said, “Put on the whole armor of God, that you may be able to stand against the schemes of the devil” (Ephesians 6:11).

Peter wrote, “Even if you should suffer for righteousness’ sake, you are blessed. And do not be afraid of their threats, nor be troubled” (1 Peter 3:14). I often think of the song, “If we could see beyond today as God does see, then all our tears we’d wipe away, our sorrows would flee. Over these present grief’s we would not fret, each sorrow we would soon forget, for many joys are waiting yet for you and me. If we could see, if we could know we often say, but God in love, a veil does throw across our way, we cannot see what lies before, the result, and so we cling to Him the more.” That’s the whole purpose of our life; God wants us to trust in Him. It’s during these times when I don’t understand the purpose of God that I fall back on what I do understand, “We know that all things work together for good to those who love God, to those who are the called according to His purpose” (Romans 8:28).

for our eternal good as He works out His eternal purposes in our life. It’s important that we have these basic foundational truths to fall back on. I know God loves me; I know I love God. How we handle the problems that come into our lives speaks volumes about how strong our faith really is. Jesus never promised us a bed of roses while we’re on this earth, but He did promise us eternal life with Him if we would put our trust in Him (John 11:25-26). “Trust in the Lord with all your heart, and lean not on your own understanding; in all your ways acknowledge Him, and He shall direct your paths” (Proverbs 3:5-6).

God is extremely merciful to us; we all know that God’s ways are the best for our life. There’s nothing better for you than to do the will of God in your life; you can’t improve on that, it’s God’s highest calling for your life. Living in the will of God is the greatest thing that can ever happen to you. That’s the place of satisfaction, contentment and joy; you will never be fully content and satisfied with anything less. Those people who observe the lying vanities of this world will find themselves in miserable situations. “Let the wicked forsake his way, and the unrighteous man his thoughts; let him return to the Lord, and He will have mercy on him; and to our God, for He will abundantly pardon” (Isaiah 55:7).

Dean Wilson, Founder of the Eagle

DW-1, to be Inducted into the National Agricultural Aviation Hall of Fame

The National Agricultural Aviation Hall of Fame Nominations Board is pleased to announce that Dean Wilson is being inducted into the National Agricultural Aviation Hall of Fame. Dean W. Wilson, 87, of Clarkston, Washington has been selected to be the 53rd inductee into the National Ag Aviation Hall of Fame. The induction ceremony will take place at the National Agricultural Aviation Association’s Ag Aviation Expo December 7, 2023 in Palm

Dean’s aviation accomplishments are many as he started his flight training at age 13 and his aviation mechanic training at age 17. Dean had 13 years experience as an Agricultural Pilot and had converted a couple of UMF Wacos into dusters/ sprayers. After being an Agricultural Pilot, Dean started instructing and flying sailplanes. He had plans to design sailplane wings for a Waco which gave rise to him developing a brand-new agricultural aircraft which is the Eagle DW-1 biplane. At the time Dean was working for Joe Terteling in Boise, Idaho restoring antique airplanes who

Dean spent 4 years bringing the Eagle DW-1 from design to production. The Eagle has long wooden wings with microlam spars (engineered wood). Reducing drag on a biplane and obtaining FAA approval for the wings along with the use of epoxy glue were some of the unique challenges he faced.

The Eagle DW-1 had a production run of 90 aircraft from 1979 through 1983. ➤

Many of the aircraft are still in use today, with 30 aircraft currently in the FAA’s registration database. The DW-1 was known to have a very good spray pattern and combined with more current knowledge of nozzles and aircraft spray equipment, is currently being looked at as an aircraft that can be used in sensitive areas.

Dean has an aircraft designers’ heart as he went on to develop the Avid Flyer a kit-built aircraft that is still in production. In 1983 he won the EAA Best New Design for the Avid Flyer. He was the 1998 recipient of the Dr. August Raspet Memorial Award for outstanding contribution to the design of light aircraft. Dean was inducted

into the EAA’s Homebuilders Hall of Fame in 2010. In 2014, Dean was inducted into the Idaho Aviation Hall of Fame.

In the 100-year history of Agricultural Aviation there have only been a handful of individuals and companies who have brought a purpose built newly designed agricultural aircraft to market. Dean Wilson is one of these individuals.

The National Agricultural Aviation Hall of Fame is housed in the Jim Buck Ross Mississippi Agricultural and Forestry Museum located in Jackson, Mississippi.

LOW & SLOW

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

The Early Days Down South

About this time, scientists and entomologists from the U.S. Department of Agriculture were investigating the possibility of chemical control of cotton insects, particularly the boll weevil, that had only recently invaded the Cotton Belt from Mexico. Growers were suffering millions of dollars in tosses, and the Department had set up the Delta Laboratory at Tallulah, Louisiana for cotton insect control research. This unit had been in operation since about 1909, under several different directors. At this time, it was headed by Dr. Bert R. Coad, a superb and visionary entomologist. He was ably assisted by C.E. Woolman, a young farm agent and entomologist. Both Coad and Woolman were intrigued with airplanes, Woolman having flown at every opportunity, having had his first ride as early as 1910.

Horse Drawn Dusters

Limited success had been obtained in controlling boll weevil with ground-applied lead arsenate dust and the newer, more powerful calcium arsenate. However, the slowness of application made real control virtually impossible. Handcranked ground dusters had been developed that were carried by men through the cotton fields and some success had been obtained with horse or mule drawn dusters, but these too were somewhat impractical and inhumane, since the toxic calcium arsenate literally took the hide off the mules after extended use. No satisfactory engine-driven dusters had yet been developed.

Coad learned of the successes in Ohio on the catalpa grove and immediately arranged to go to Washington and argue his case for more aircraft experimentation in the Louisiana cotton fields. He appeared before several Congressional committees before they appropriated funds and obtained the services of the Army Air Service. As a result, in early 1922, Air Service equipment and personnel moved to Tallulah and the first serious development of agricultural aviation was under way.

— Chapter One continued…

In the beginning, flying equipment consisted of two Curtiss JN-6 Jennies with Hispano--Suiza (Hisso) engines and one DeHaviland 4-B with a Liberty 400. The Jennies were for dusting and the D-H for observation and photography. It was found rather early in the game that the Jennies were somewhat underpowered, although they did hundreds of dusting experiments - virtually all of the 1922 work was done with Jennies. The Air Service, however, made available DeHaviland 4-B's with the famous 400 horsepower Liberty engine, which did a very creditable job and would easily haul everything loaded aboard.

These aircraft were flown by a series of officers, among them Lts. Charles Skow, G.L. McNiel, L.C. Simon, and John B. Patrick. Enlisted personnel serviced and maintained the equipment. Most of the civilian personnel employed by the laboratory also worked on this project. Notable contributions were made by "Haw" Kirkpatrick, who contributed technical knowledge, labor, and professional quality photography to the program.

The dusting equipment was designed and built in the laboratory, relying on knowledge gained from the earlier work on ground equipment. The hoppers were built of galvanized sheet metal and were mounted in the rear seat of the aircraft. Early models required that an operator stand in the seat of the aircraft, directly behind the hopper (being held securely by a leather strap) and turn a feeder crank, which caused the dust to be discharged through an opening in the bottom of the fuselage.

With the airplane airborne, the air flow across the discharge tube interfered with the dust delivery. A funnel was installed ahead of the opening and the air it collected was directed into a slot in the front of the discharge tube. This was apparently the first attempt to utilize the venturi principle in spreading dusts through a dispenser. This improved the dust distribution considerably. ➤

An airfield was constructed three miles from Tallulah on Shirley Plantation which was owned by the estate of Walter M. Scott and was called "Scott Field" in his honor.

Temporary buildings were constructed with "tent tops." The entire airfield was surrounded by large cotton fields.

Beginning in early August 1922, hundreds of dusting flights were made from this field, mostly occurring on the Shirley and Hermoine Plantations in large Delta lands, relatively free of obstructions and well suited to cotton production. Neighboring plantations, on both sides of the Mississippi, also received demonstration flights. One rather notable demonstration was made on the huge Delta and Pine Land Plantation at Scott, Mississippi on August 31, 1922. Lt. L.C. Simon flew this demonstration before an extremely large audience of farmers, entomologists, and interested spectators. This flight was instrumental in influencing Delta and Pine Land Plantation in becoming one of the very earliest users of agricultural aviation in its huge farming program.

To the spectators, these early flights must have been fascinating. Alan L. Morse, an aeronautical engineer assigned to this program, wrote of one of the aircraft: "She wore her military insignia proudly, but otherwise she was a sorry sight! Her stick-plywood fuselage had been chopped away to accommodate the hopper; air scoops stuck out on top and a six-foot tunnel arrangement was strapped underneath. She was plastered with calcium arsenate and her elevators drooped dejectedly, but she was not dejected. She was there doing her job.

"As I watched, a three-man crew prepared to swing the prop. Numbers one and three faced the aircraft while number two, in the middle, faced away. Then each man grasped his neighbor's wrist and they were ready. Number one then pulled the prop down and through and as 400 horses came to life, the other two jerked him clear of the whirling blades. Then the D-H wobbled away to the end of the field, headed into the wind, and took off over the trees. She was bad news for the

boll weevil!"

CLOCKWISE FROM ONE O’CLOCK

Lieutenant G.L. McNiel pilots a Jenny JN6H on a dusting demonstration at Shirley Plantation, Tallulah, Louisiana, on August 15, 1922.

Overall view of Scott Field, Tallulah, Louisiana, during the summer of 1922. Note tent-top hangars and weather observation ‘tower.” Photo by Dr. Bert R. Coad.

Us. Arnold and McDonald prepare for a photographic flight in the DH-4 at Tallulah, Louisiana, on September 2, 1922.

Low-Level Flying Skills

She was also bad news in some respects for the pilots. They had learned to fly by fighting the German Fokkers in 1918 over France and now almost as much was required from them in the new, low-level art of crop dusting.

By experiment, they learned that dusts must be continuously agitated to be manageable. The dust would bridge just above the hopper exit, resulting in light, anemic clouds and then the dust bridge would collapse and a great puff would emerge and all but smother the cotton.

Various agitating devices were designed, including rotating paddles and sword-like blades that swept back and forth across the sloping sides of the hopper somewhat similar to the action of a windshield wiper. Brainstorms sprouted into tinware, such as air scoops extending outside the cockpit area to provide ram air pressure to force the dust out of the hopper and into the venturi under the aircraft. Later, a leveroperated hopper was developed that has remained basically unchanged, but the wind driven agitator apparently did not occur to any of the people working on the project at this time.

In addition to the purely technical aspects involved, these early pilots were confronted with an entire set of new questions that had to be answered. Could dusting be done while ground mists lay on the field? Could a pilot flying above the ground fog orient himself in relation to the field? At what altitude and speed should he fly to best discharge the dust into the cotton? What width swarths should be flown to do the best job and was the residue from the last swath sufficient for marking the beginning of the next swath? Would an airplane and engine stand up under the excessive wear that daily dusting flights inflicted?

Anwering these questions was a monumental and sometimes hair-raising task, particularly with the unreliable engines of that day and age and the poor maneuverability of those old World War I airplanes.

According to actual observers of those days, the Army pilots assigned to this program were up to the challenge. They found reasonable answers to most of their questions and their skill was never seriously doubted. They proved it often by demonstrations of low-level aerobatics and by rolling their wheels across the tin-roofed tenant houses that were scattered throughout the large plantations. ➤

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One pilot, advised by his doctors that he was suffering from leukemia, which was then untreatable, decided to fulfill a long-time wish to fly his airplane down Washington Street, the main street in Vicksburg, Mississippi, just across the river from Tallulah. One day he did just that. The street was so narrow and the buildings so tall that he had to skid the aircraft sideways down the street, just above the streetcar cables!

Apparently these early ag pilots and other Delta Lab employees were much loved and respected in the community and some of them made their permanent homes there. Lt. John Patrick married Arwin Scott, a local girl, and during this period hosted many important future aviation figures such as Generals Vandenberg, Hap Arnold, and Jimmy Doolittle. The pilots engaged in community affairs and enjoyed life immensely, especially the fine hunting and fishing nearby. Most of the pilots spent as much leisure time as possible on the lands of the famous Bear Lake Club and on Mike Morrisey’s Windmill Club near Delta.

Frances Robinson, a resident of Tallulah, vividly recalls airplane rides from these pilots when she was a young girl. When government officials learned that their children were being taken for rides in the dusters, they quickly tried to put a stop to the practice. The pilots, with typical ingenuity, got around these official edicts by having their friends sign “releases” that cleared the government of responsibility should an accident occur! It is a tribute to the pilots’ skill and the superb maintenance performed by their ground crews that there was not one serious accident during this entire program, although forced landings were a somewhat common occurrence!

Coad, Woolman, and Delta Laboratory did not confine their work entirely to crop dusting, although they were all completely sold on its future from the beginning. They continued to design some ground equipment and Coad, William McConnell,

The first duster strip, with Air Service and Delta Laboratory personnel gathered around a DH-4 observation plane. Two Jenny JN6H dusters are behind. Strip was on the Shirley Plantation and was named Scott Field.

Lionel Jones, and Haw Kirkpatrick borrowed the art of aerial photography from World War I efforts. Literally thousands of aerial photographs were made, ranging from early crop dusting to aerial shots of farm lands, to project estimates of crop production from lands in cultivation.

From Delta Lab records, it is obvious that Coad made the first aerial shots of the crop dusting art. He often flew as a passenger in the DeHaviland, photographing the dusting aircraft that were working the fields below. As a diversion, and for the sake of the art itself, he also took dozens of aerial photos of the surrounding Mississippi River countryside, including aerial shots of most of the towns and cities nearby such as Greenville, Rolling Fork, and Vicksburg, Mississippi and Tallulah, Louisiana.

One of the early problems connected with insect control that disturbed Coad greatly was the lack of an effective, troublefree insecticide. Despite many additives, nothing really improved the effectiveness of calcium arsenate and it had some serious drawbacks. Like all non-selective insecticides, it killed indiscriminately, taking the beneficial or predatory insects along with the pests.

Regularly dusted fields invariably became infested with the common cotton aphid, since there were no predators to keep them in check and they were immune to calcium arsenate. Aphids brought about a plant condition known as “honey dew,” a sticky substance that seriously damaged the cotton grade and even production. Paris green, a potent poison, was added to calcium arsenate, but this only seemed to make the problem worse. Only after adding small amounts of nicotine sulphate to the calcium arsenate was any headway made with these pests. To some degree, the aphids were controlled, but it was a long time before really satisfactory insecticides came along. This factor slowed the expansion of the crop dusting art.

Continues Next Month

Photo by Dr. Bert R. Coad during summer of 1922.

NTSB Identification: CEN22LA287

Location: Newport, Arkansas

Date: June 20, 2022

Aircraft: AIR TRACTOR INC AT-602

Injuries: None

NTSB

REPORTS Accident Synopses

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 telephone pole during a low-level aerial application pass.

According to the pilot, while attempting to depart from a turf runway with a third load of fertilizer and ¾’s tab of fuel in each tank, the airplane lifted off the ground and was only one to two feet in the air when it settled back down. The left landing gear struck a berm at the end of the runway that was hidden by tall grass and separated from the airplane. The pilot reduced the weight by dropping the fertilizer and returned to land. The airplane touched down on the right main landing gear and tail wheel and the pilot kept the left wing up as long as possible. The left wing and fuselage sustained substantial damage. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain clearance from obstructed terrain during takeoff.

NTSB Identification:CEN22LA226

Location: Weiner, Arkansas

Date: May 27, 2022

Aircraft: AIR TRACTOR INC AT-802A

Injuries: Serious

The pilot reported that, while maneuvering through a field at low altitude, the wingtip struck a telephone pole. The airplane subsequently impacted terrain and was destroyed. The pilot stated that there were no mechanical malfunctions or failures with the airplane before the accident.

NTSB Identification: CEN22LA310

Location: Wyoming, Illinois

Date: July 10, 2022

Aircraft: AIR TRACTOR INC AT-502B A

Injuries: None

The pilot reported that, upon landing, the airplane bounced and he elected to go around. He added power and heard the engine spool up. The airplane became airborne again, but at the top of the bounce, the pilot felt the right wing rapidly dip and he applied left aileron to correct it. The rightwing started to rise, but before it leveled off, he heard it contact the corn. The airplane spun to the right and landed in the corn field, resulting in substantial damage to aft fuselage and empennage. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s improper landing flare, which resulted in a hard, bounced landing.

NTSB Identification: CEN22LA248

Location: Beaumont, Texas

Date: June 14, 2022

Aircraft: AIR TRACTOR INC AT-602

Injuries: None

The pilot reported that while maneuvering the airplane to set a starting line for aerial application to a field, the airplane’s right main

landing gear struck a power line pole. The pilot immediately returned to the airport. Upon landing, the left main landing gear collapsed. The airplane sustained substantial damage to the fuselage and right wing. The pilot did not report any preaccident failures or malfunctions 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 maintain clearance from a power line pole while preparing for a low-level aerial application pass.

NTSB Identification:

CEN22LA340

Location: Stewart, Minnesota

Date: July 25, 2022

Aircraft: WEATHERLY AVIATION CO INC 620A

Injuries: None

The pilot reported that he was spraying a corn field and had descended back toward the field to make his next application pass. During the pass, he underestimated the height of the corn and the airplane settled more than expected. The main landing gear struck the corn, the airplane veered to the left, and the airplane impacted the ground. The engine separated and the airplane continued to spin to the left before it came to rest upright. The airplane sustained substantial damage to both wings and the empennage. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain adequate clearance from crops during an agricultural flight.

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CRAYMER’S COUNSEL

Robert Craymer - robertc@covingtonaircraft.com

Introducing the Accessories

There are certain accessories on the PT6 engine that people are familiar with for both good and bad reasons. The fuel control unit, or FCU, is probably number one. We have adjusted them, repaired them, and overhauled them. Almost everyone that has owned or operated a PT6 has had to do something with an FCU at one point or another. Number two on the list is the prop governor. It is the brains of your propeller operation. The FCU controls the engine, and the prop governor controls the propeller.

The engine accessory list includes the high-pressure fuel pump, oil-to-fuel heater, bleed air valve, ignition exciter, and start control or flow divider to go along with the FCU and

prop governor. The newest engine models also now include the overspeed governor. This is the list of engine accessories on the PT6; what do you need to know about them?

The maintenance schedule for your engine accessories follows engine TBO and is identified in the service bulletin that specifies the time between overhaul and hot section inspection. The actual time frame in the service bulletin is TBO plus 500 hours. It would be best to incorporate this guidance into your maintenance program. I always encourage everyone to follow these guidelines as a preventative step. It costs more to have an accessory issue during the time when you need the airplane the most.

Regarding accessories, each accessory has unique things to look at. Fuel control troubleshooting can be tricky. Sometimes, the inputs from the rigging are out of adjustment and do not allow the fuel control to perform the way you are asking it to. Other times it can be an issue with the fuel control itself. The FCU should be set to ensure proper gas generator speed. Adjustment is made to low (ground) idle and high (flight) idle. You also need to make sure that the engine accelerates and decelerates without issue. An issue that has come up lately is the manual override. Most installations in ag aviation do not have accommodations in the cockpit for manual override. One of the exceptions to this is an Air Tractor 802 used in firefighting. No lever in the cockpit doesn’t mean the lever on the FCU can be ignored. I typically view the manual override like a gas pedal. It runs fuel directly to the engine. Problems have arisen when the manual override lever on the fuel control has not been properly secured after the fuel control is installed. You are pouring fuel directly into the engine. This has led to elevated and runaway temperatures and damage to the engine parts. Always ensure the manual override on the fuel control, even if no lever is in the cockpit, is stowed and secured in the proper position.

Fuel pumps can be manufactured either by Argo-Tech or Sundstrand. The fuel pump houses the fuel filter that must be replaced every 300 hours when used in agriculture. There is also an inlet filter that must be checked on this same schedule. I must point out that you DO NOT need to overtighten the filter housing. Sometimes it feels like the biggest guy used a 12’ cheater bar to cinch the filter bowl. The torque for installation of the filter bowl is measured in inch-pounds. It is not a huge amount of torque. By over-tightening the bowl, you run the risk of damage or destruction of the bowl the next time it must be removed. If you have a Sundstrand pump, you want to check it for oxide deposits. This can be accomplished by removing the drain line and fitting and inserting a cotton swab. There are instructions in your maintenance manual for this inspection. If a reddish-brown stain is evident, you will want to remove the fuel pump for further investigation.

The oil-to-fuel heater is basically a radiator with fuel on one side and oil on the other. The cooler fuel is heated slightly by the warm oil. This preheats the fuel for combustion. There have been some concerns and issues with the heater. Inside the heater is a vernatherm. My understanding is that it is continually moving inside the heater. ➤

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Precision with every drop

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Argentina: ArAvia T + 54 3263 433540 E ggiordana@aravia.com.ar

Canada: Yorkton Aircraft Service T +1 306 786 7007 E Yorkton.aircraft@sasktel.net

UK: Micron Sprayers Ltd T +44 1885 482397 E enquiries@micron.co.uk

www.micron.co.uk

Brasil: Agrotec T +55 (53) 3026 2903 E agrotec@agrotec.etc.br

AIRCRAFT SALES •

Tel: 320.587.7615 info@asijet.com asijet.com

TIA AERONAUTICS, INC.

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!

WWW.TIAAERONAUTICS.COM

• COMPLETE PT6A ENGINE OVERHAUL (ALL MODELS)

• POWER SECTION REPAIR

• GG CASE REPAIR

• ON WING HOT SECTION INSPECTION

• MAIL IN HOT SECTION INSPECTION

• FUEL NOZZLE EXCHANGE OR 24-HOUR TURN TIME

956-230-3000

3306 HERITAGE WAY HARLINGEN, TX 78550 jesse@tiaaeronautics.com

Even when the engine is not running, it is active with temperature changes. This is causing wear of this component. To test your oil-to-fuel heater, run your engine above 72% until the oil temperature stabilizes. Shut the engine down, and within 15 minutes, check the temperature of the fuel bowl. If it is above 140F, the heater is not working correctly. This “overheating” of the fuel can lead to poor performance.

The propeller governor is much like the FCU. Many issues are caused by failing to set it up correctly during the rigging procedure. Various prop governing issues have been solved with a slight amount of fine-tuning on the rigging. One thing that we always caution people about is the beta valve. If you use a pressure washer to clean the outside of your engine, we caution you against spraying the prop governor. You can “push” water into the beta valve, which is just a steel valve inside the steel sleeve. Over the past couple of years, we have seen a handful of beta valves with severe enough corrosion that it prohibits correct propeller operation. There are inspection instructions for looking at the beta valve and cleaning it. We added it to the items we inspect on a 300hour inspection.

Then there is the bleed air valve. Those working on, in, and around PT6s have looked at a bleed valve during troubleshooting for power issues. The bleed valve dumps excess air between the axial stages and the centrifical stage of the compressor. Without it or when it malfunctions, you may have heard or felt a compressor stall. If it develops a leak, then the engine must work harder for the loss of air

and won’t make power. I suggest to engine owners/operators that their bleed valve be tested, especially those with a rubber diaphragm, during their hot section inspection. One note of interest, Pratt & Whitney Canada is/has removed the closing point check from the engine maintenance manual. Yes, the old “coke bottle” test. There is a replacement test for the newer style Honeywell bleed valve. We have inquired about this, and it will be interesting to see where it all ends up.

The ignition exciter is one of those items that I have rarely witnessed issues with. It can happen, but it has been rare in my experience. Be cautious when testing your exciter and ignitors. There is a lot of electricity, and you want to make sure and exercise extreme caution.

Accessories are how we make the engine do what we want. Take care of yours, and it will take care of you. As you look at what maintenance needs to be performed this year, consider how much time is on your accessories.

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 was recently 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.

THIRTY YEARS AGO

AAU Flies First AT-802A

by Bill Lavender

FAULKTON, SD - The sun had not quite peaked above the horizon, the air was perfectly still, about 40 degrees F. As I made the third step onto the wing of the AT-802A my thoughts were Leland Snow must be a genius. To be able to convert thought to paper to aircraft is quite a feat. Now

I would be boarding his boldest project yet. What a way to start your day.

Chuck Kemper of Queen Bee Air Specialities in Rigby, Idaho checked me out in the AT-502A a year and a half ago at the Nebraska convention. It was a memorable experience.

The AT-802 gracefully slides through the air, landing lights blazing pushing the 200 mph mark. Photo by Ron Deck, Sky Tractor Supply.

Now he was about to go through the motions on the largest single engine ag aircraft in the world and one of the more expensive one’s as well.

This particular “802 listed for about $650.000. It was dual outfitted with firebombing doors and a spray system. I sure couldn’t afford any mistakes with this ag craft, especially with close to 100 South Dakota ag pilots looking on.

The AT-802 is eighteen inches taller and eight feet wider than the AT-502. The aircraft has a wingspan of 58 feet, is 3.5 feet long and 11 feet high.

Its fuel capacity is 254 gallons. The empty weight is 6,320 pounds as a sprayer, 6,670 pounds as an air tanker and 6,850 pounds as flown with the sprayer/air tanker combination. It is a massive aircraft that under any other circumstances would require its pilot to have a Type Rating because of its 16,000 pound gross weight capability. Leland Snow has been able to have that requirement waived due to the excellent handling characteristics noted by the FAA test pilot. Although Chuck’s insurance did have a few requirements of its own.

The AT-802A’s airspeed is redlined at 227 mph below 12,500 pounds and 169 mph for weights above 12,500. At maximum gross weight the stall speed with flaps down is 187 mph. a normal fire drop speed would be 120-125 mph with 10º flaps.

When I was discussing flying the AT-802A at an earlier date, Chuck told me his insurance needed a list of the turbine powered aircraft I was checked-out in and would I send it to him. Thinking back, I told him I had never complied such a list but would have it in the mail to him the next day. To my surprise this list contained sixteen different turbine powered ag aircraft, with two more added since, ranging from the Garrett pre-century through the PT6A-65. The Dash 5 Garrett and Dash 41 Pratt still await.

When you seat yourself in the “802” the feeling is pure awe. The instrument panel layout is close to perfect. The ITT gauge, tucked underpart of the panel could be in a better position. There are no instruments across the top crossover at the bottom of the widescreen. This will permit easy installation of gauges for the GPS many operators are using. ➤

On the left, the Computerized Pilot Interface System panel is mounted. This unique computer customizes the fire retardant drop, made by the AT802’s Fire Retardant Dispersal System (FRDS), into a professional maneuver. The pilot dials in the airspeed and the desired rate of drop, from any selected gallonage to salvo (from .5 gallons to 4 gallons per 10-foot square to a complete dump), then the computer informs the

pilot the length of the line (coverage of the drop) and the remaining chemical.

The PT6-65B started like all PT6 engines, with the ITT remaining well below the 600º C mark. The torque is measured in foot pounds. Chuck told me I’d probably operate at 20 psi and 1,425 rpm with the aircraft empty. Takeoff power, 1,173 hp.

The massive “802” has no power shortages in the cool South Dakota morning. Photo by Ron Deck, Sky Tractor Supply.

On takeoff I set the rudder trim, odd device but necessary, to compensate for engine torque. Once I decided on rollout, with the aid of the tailwheel lock, I was going to keep the “802” straight I applied full power and set the nose to climb at 80 mph. Im not 800d at estimating an angle of climb very well, but it seemed like 45º.

A one time flight without a load is not a fair assessment of an aircraft’s capabilities. This flight was no different. The sensations I felt, I am sure, would be different for and experienced AT-502 pilot or after 100 hours in the “802”. Of course, I couldn’t find anything wrong with the way “802” flew and I say this truthfully. It is a wonderful flying bird. It will require its pilot to think ahead of the aircraft. This is due in part of its speed but also as much as its weight. I’ve told you in the past big iron handless differently than smaller aircraft. It’s not that they are harder to fly, you just need a different mind set. With the “802” you are very much aware this is a large and powerful aircraft.

I found the roll rate slower than the AT-502, but more positive. Maybe I’m learning not to “aileron stall” (I’ve

been told ailerons don’t stall, but you know what I mean) the Air Tractors. The controls are feather light, very sensitive. I never pulled back enough on the elevator to get a buffet and I pulled rather hard in the turns.

The”802” surprised me with the quickness of its turns. I did standard turns. Because the breakout turn was not as steep as I would have liked, I didn’t think I was going to return for my next pass as accurately as I did. The “802” seemed to make up the difference all on its own. All-inall my turns were conservative, as you would expect in a strange ag plane that belongs to someone else and in front of a crowd of your peers.

The landing went perfect. The “802” handles on the ground extremely well. I had a little problem figuring out which way to depress the prop beta switch in order to slow it down once the tail was planted. My fault. I am sure the “802” can be landed much shorter. The important thing is I greased it on in front of those South Dakota ag pilots. How embarrassing anything less would have been.

Twain Bodmer and TracMap’s global aviation specialists on a recent trip to New Zealand.

From left: Logan Searle, Aviation Account Manager New Zealand; Dave Millar, Global Support Manager Aviation; Twain Bodmer, Aviation Sales Manager Western United States; and Rob Clarke, Aviation Sales Manager Australian Helicopter Division.

TracMap USA Welcomes Twain Bodmer as Aviation Sales Manager, West Coast

Experienced agricultural aviation specialist joins TRACMAP’s sales team to provide support to West Coast farmers and contractors.

Fort Myers, Florida. 13 February, 2022. TracMap USA, a GPS guidance and job management company welcomes Twain Bodmer as Aviation Sales Manager, West Coast.

Twain comes from a fourth-generation wheat farming family in Walla Walla, Washington and has an aviation technology degree, commercial fixed-wing and helicopter licenses including an aerial applicator certificate.

“We’re excited to have Twain join our team. Her hands-on experience and passion for ag business will be a great asset for TracMap, especially for our aviation customers,” said Bill Thomas, Vice President Sales.

Twain currently serves on the Precision / Safety and FAR Committees for the NAAA and the Safety Working Group for HAI. She is strongly interested in using agricultural

technology to improve efficiency, safety and environmental outcomes.

“Our family has always liked to stay abreast of the latest technology. My grandfather tried out the first hillside combine and back in the 80’s was the first in our area to pull a bankout wagon with a Caterpillar Challenger rubber track - which I was lucky enough to operate,” said Twain. “I’m really excited about the benefits TracMap can provide farmers and contractors and look forward to meeting current and potential customers.”

Twain will be working with the TracMap team to increase sales on the West Coast and attending tradeshows throughout the USA.

About TracMap

Founded in 2006, TracMap operates in the USA, Australia and New Zealand specializing in agricultural GPS guidance and job management systems for aviation and ground applications. For information regarding TracMap products, visit www.tracmap.com.

Uruguayan Aerial Application Business Start Fire Prevention Project with Forestry Companies

by Lucas Zanoni

In 2022, three Uruguayan ag aviation companies started a project to provide aerial firefighting services in the country. With the support of new technologies, some of Uruguay’s most traditional companies in the aerial application industry (Charles Chalkling, Bueno Servicios Aereos and 20 Léguas) are making room for this new industry. After several months in contact with Zanoni Equipamentos, pilot Marcelo Oliver acquired the first hydraulic gate in the country together with his friend Juan Chalkling, who also owns an aeronautical workshop. In addition to installing the equipment on their aircraft, the maintenance center also equipped an Air Tractor from Pablo Bueno.

The development of the aerial firefighting market in Uruguay was due to demand from the agricultural industry, in a very similar way to what happens in Brazil: “the interest in fires arose from the need to put out fires in the field, for our customer’s farmers in years of extreme drought,” says Bueno. Based on these initial observations, the National Association of Private Aeroagricultural Companies started to help popularize the service: “The dissemination of the activity was driven mainly by ANEPA as a solution to a social problem. Subsequently, similar initiatives were carried out together with forestry companies so that they have a guard and protection service”. ➤

The strengthening of aerial firefighting by agricultural aviation companies goes hand in hand with its professionalization and, just as it has been happening in Brazil, the ag aviation industry in Uruguay has realized the importance of training and qualifications to guarantee a solid growth of the aerial firefighting market. Bueno recounts the company’s trajectory to start providing this type of service: “we invested in training and obtaining qualifications in aerial fire fighting for our pilots and for our company in general, in addition to acquiring new water reservoirs and the acquisition of a Zanoni fire gate.”

The partnership between the Brazilian technology developer and the Uruguayan aerial application companies contributed not only to Uruguay, but also helped to generate innovations that now contribute to the Brazilian market. Due to some

specific demands from Uruguay, Zanoni Equipamentos perfected the equipment needed to prepare agricultural aircraft for firefighting. After a long period of conversations with the company 20 Léguas, a mechanism was created to provide further precision and versatility to the hydraulic gate. Marcelo Oliver told us where this need came from:

“Here in Uruguay, the fire season often coincides with the agricultural season, requiring the aircraft to act both in aerial firefighting and in the application of products in the field. As we do solids spreading work (especially seeding), we needed a more precise adjustment in the opening of the equipment. This improvement they made for agricultural work also ended up helping with firefighting, allowing you to choose between a launch for a direct attack (salvo dump) or a firebreak (longer and less concentrated)”. ➤

As in Brazil and in contrast to the northern hemisphere countries, the Uruguayan aerial firefighting market has developed in isolation from government actions. Companies and entities (forestry, sugar and alcohol companies or associations of grain farmers) have organized themselves to protect their properties without depending on the State. This

new service is agreed upon by days on duty and hours flown, with a minimum of days and hours per year. In most cases, the aircraft is always ready to spray or spread products or fight fires. With similar realities among neighboring countries, the Mercosur ag aviation industry increasingly contributes to promoting sustainability and protecting the environment.

SPRAY SYSTEMS

Reliable and highly durable

SPRAYING TECHNOLOGY SINCE 1997

ROTARY ATOMIZERS

With a standard of excellence for aerial application

FIRE GATES

Versatile and effective in reghting

GROUND SUPPORT EQUIPMENT

With great corrosion resistance

www.zanoniequipamentos.com.br/en

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Aircraft - Ag Cat

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

1975 Ag Cat G-164B, N8834H R1340, TT 7266+ SMOH 227+ TT3653+ Super clean beautiful Ag-cat. Fresh annual, 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. $155K 580-884-0446

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

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. $200K (YOUR FWF) AmAg, 870-8862418/2489F 870-759-1692 Cell frank.kelley@ag-cat.com

1986 Geared AT-301 with 5890 hours clean airframe. Engine is P&W Geared 1340, 544 SMOH by Covington. Hamilton 23D40-311 PROP 0 Time SOH, Fuel 126, Air Conditioning, Garmin SL40. For more information call Farm Air Inc at 877-715-8476

1971 Grumman Ag Cat G164A with spare engine, Hershey wing extension, Garrett -1 Conversion, AFTT 11,911, TTE 11861.1, Total SHOT 3438.7, Wheel 1 1038.5 Cycles remaining, Wheel 2 2776.8 Cycles remaining, Wheel 3 4302.6 cycles remaining, Engine #2 has TSN 8255.3, TSO 4770, TSHO 1148.3, CSO 3018. $189K 989-763-0195

AgCats in Process: S/N 687B S&R TPE331 - Turbo FatCat, 515-gal, 126fuel, Hi-Wings, Heavy Struts/Wires, T.S. Tail, 41” TL/DAF Bombo, fully equipped, fresh AmAg-re-furb. Your certified engine/prop. Fresh annual, can C of A/w for export. Scheduled completion date Sept. 2023. AmAg, 870-886-2418/2489 Fax frank. kelley@ag-cat.com

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

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.

1972 G164A-1340, TTAF 3225, P&W 1340 600hp 475 SMOH Tulsa, 12D40 Hamilton Standard Ag 100 475SPOH, Big gear, wing extensions, Hershey tips, servos on all controls, B-model windshield, air conditioner, bottom load 80-gallon fuel, Ag Nav Gold GPS w/flow control, Lane brake, spreader, stainless booms, CP03 nozzles, AFS check valves. Radio and transponder. No adsb. $95,000 863-634-5441

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. $75K includes CofAW4 Export flyaway, $80K in your container. AgCat Sales & Services since 1971, 870-886-2418/2489 Fax, 870-759-1692 Cell. frank. kelley@ag-cat.com

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

Aircraft - Air Tractor AT-301

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

AT-400

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. $330K See spec sheet for details. Woodley Aerial Spray Jeramy VanLanduit 815-718-5300

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. $100K. Call or text 337-319-3013

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

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. $250K See spec sheet for details. 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. $340K Woodley

Aerial Spray Jeramy VanLanduit 815-718-5300

1991 AT-402A, 6800 TTSN, PT6A-34AG, 1825 SOH, 0-SHOT, fresh spars, Bantam/flow, Hatfield S.P., Com, Reabe hopper gauge, Reabe canopy, S.S camlocs, AMSAFE harness, CP’s, smoker, electric brake. $656K. No Trade Call 309-7594646 Farm Air Inc.

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. $300K Woodley

Aerial Spray Jeramy VanLanduit 815-718-5300

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.

Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net

AT-502

•

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.

$360K Woodley Aerial Spray Jeramy VanLanduit 815-718-5300

Get Serious About Selling

Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

AT-402

2008 AT-402B -15AG 2950 TTSN 62SHSI. Big fuel, wire cutters, heat, A/C, single point.

$585,000 204-362-0854

1990 AT-502, PT6A-34 TTAF:10863, TTE:10863 421 hours since Prime Turbine light overhaul. 3715 hours on new CT blades, prop TTSOH 1100. Wing spar caps replaced 2900 hours on wings. Amsafe airbags, wire cutters clear view canopy, single point fuel, Heat/ AC, night lights, 2” stainless spray system and booms with 48 CP nozzles, 3”load valve. Hopper rinse system. Ag-Nav Platinum. See spec sheets for details. $475K Contact Marty Owen Dubois Idaho 208-3177669

• Spacer blocks stabilize blade during strike

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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

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. Price reduced to $690K OBO Contact: Dwayne Bebee at Riceland Aviation in Jennings, LA at 337-824-1567 or 337-224-9918

AT-602

2005 AT-602, N4196K, PTA-60AG, 7920 TT, 0 SHOT, 0 SIRAN on Prop by Stallings, New CT blades by RT Turbines, Inner and outer liners repaired by Turbine Weld, Fresh annual

10/18/22, Wing AD done at factory 10/24/18 at 6340 hrs., Plane repainted April 2019, Bantam with G4 Screen and flow control, CP11’s, Cascade Inlet, Hatfield fuel system, Storm Shield, Storm Cutters, KAWAK quadrant, LED strobes, Custom Air tailwheel, Swathmaster Spreader, Ready to work. Price reduced to $680,000 870-659-2153

1998 AT-602, N5086H, PT6A-60AG, 8800 hours TT, New wings, AFS booms with vortices shutoff, Ag PilotX, ADSB in out Garmin 345, Par200a radio, Storm cutters, Hot section at 8000 hours. Clean west Texas plane runs cool with low NG. Good flying plane. Price reduced to $500K Call Travis at 701-361-5695

Order your AT-602 Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

AT-802

2000 AT-802, 5300 TT, 2300 since Factory Reman O SHS PT6A-65 AR, Fresh Annual. Price reduced to $755,000 OBO. Call Bennett McMillian at 870-672-2012

Order your AT-802 Pen and Ink

Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

Get Serious About Selling

Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

Aircraft - Cessna

1999 AT-502B, N73070, PT6A-34AG, Hartzell Prop, Hot section Inspection

2,259hrs, 200hrs since last inspection, Hobbs: +/- 2,400hrs, Prop IRAN 2,259hrs, Fuel Control repair +/- 600hrs, CP-11 Nozzles, S/S booms, 25” Transland Gate, 25” Swathmaster spreader, Factory heat & air conditioning, SATLOC GPS w/ Intelliflow. $350,000 Contact Wayne at 337-789-3529

2010 AT-602 -60, N602MS, 4310 TTAE, Engine Hot 350 hrs. ago w/new blade, Prop overhaul 350 hrs. ago, 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 Dow Croom at 573-225-8019

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. Price reduced to $695,000 Call Neal Aircraft at 806-828-5892

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Order your AT-502 Pen and Ink

Drawing from our DeSpain Collection today for only $59.99 plus S&H. Call 478-987-2250

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. $610K 337-753-2569 or agaviation89@gmail.com

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 annual completed 720 hrs. ago, Prop annual completed 720 hrs. agooverhaul, 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. $1,100,000 Call Dow Croom at 573-225-8019

2023 AT-802 -67AG, available April 2023. Contact Rick Stone at Southeastern Aircraft Sales & Service at 800-441-2964 or mail@ southeasternaircraft.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.

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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

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 - Piper

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 559-686-1794, info@johnstonaircraft.com or visit our website at www.johnstonaircraft.com

1966 Piper PA-25-235, N4484Y, TTAF 3513.0, Lycoming 0-540-B2B5 SMOH 780.0, Bantam GPS, Intelliflow, Smoker, Spreader. Very clean Western airplane. See spec sheet for details. Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www. midcont.net

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 +5 4 11 5273-2224 or visit our website http:// www.aravia.com.ar/

Get Serious About Selling

Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

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

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

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 - Thrush

Excellent Condition 1974

Thrush S-2R, TT 5092, Pratt & Whitney R1340

Geared Engine. TSMO 344. Always kept in Hangar. Comes with 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 660-254-1176 MITCHELL WORTHINGTON Have a spare engine and two propellers can add to sale.

1994 Thrush S2R-G10, N3024U Serial #G10-108 TTAF 7762hr, 1645hr Since Full CAM at CD Aviation. 1645hr Since Prop OH at Maxwell, Night lights, LED wingtip & Strobes, 510 gal hopper, AC & Heat, Cool Seat, 228 gal fuel with side load fuel, 60,000hr wing spars, 200hr on starter OH, AC Delco STC Batteries, Smoker, Dropped Stainless Steel booms, Left-hand shutoff, AFS check valves, CP11’s with swivels, one year on New Agrinautics Fan & Brake, Garmin 660 with ADSB In, Garmin SL40 Com, Garmin GMA345 audio panel, Lemo, Helicopter & GA audio plugs, Dyna Nav GPS with Flow Control. $485K Good Clean Northern Airplane! Rodney 701-367-5243

2011 510P Thrush, Single Cockpit - C-GMQD, 500 Gallon Hopper, TTAF 2204, PT6-34AG, PCE-PH0647, TTSN 1824 / 1874 cycles, Propeller HCB3TN-3C TSO: 587 hours. Comm 1 & 2: Garmin SL40, Audio Panel: Garmin GMA340, Garmin Aera 796 GPS, Servo Tabs, A/C, Heat, Max Pulse Lites. Extensive spare parts included. $810K US For more information, call David Hall at 506-647-8212 or email hall.david@ jdirving.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.

1979 S2R-T34-013 Dual Cockpit - C-GMQA, 400 Gallon Hopper, TTAF 4765, PT6-34AG, PCE-56682, TTSN 4765 / 6980 cycles, Engine 4000 hr TBO / TSO: 1345 hours by Vector Aerospace, Propeller HCB3TN3C TSO: 1338 hours. Comm 1 & 2: Garmin SL40, Audio Panel: Garmin GMA340, Garmin Aera 796 GPS, Servo Tabs, Cleveland wheels & brakes. Extensive spare parts included. $585K US For more information, call David Hall at 506-647-8212 or email hall. david@jdirving.com

2015 Thrush 510G, Airframe Total Time 381, Engine Total Time 2600

SNEW, Prop total Time 3815 (325 hours Since IRAN)

*Times are Approximates* 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 gate box 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 GPS (large G4 screen) with flow control, Bottom Load fuel, Leading edge LED Lights, Comm Radio, Digital Artificial Horizon, Storm Shield installed, Smoker, Lane Electric Fan Brake, Vortex Generators, ASU Night vision certified aircraft. All specifications are subject to verification upon inspection by buyer. ASI JET is a Factory Authorized Thrush 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!

2011 T34 510 Thrush, 3980 TTSNE&AF, G4 Intelliflow, VG’s, well-equipped aircraft. $675,000 Call Chris at 520-251-1577

1995 Thrush S2R, N3160M, TT 11,195.4, PT6A-34 TSO 0.0, Wings 24,000 hrs remaining. New 4-blade propeller, Power intake with quick change filter, SATLOC w/ G4 screen, L7 Light bar, Extended mount, Intelliflow, Air conditioning, Smoker, Load Hawg, Lane Electric Brake, Fan, Spring Tail Wheel w/2” extension, Metal tail, Emergency hopper shut off, Booms & spray system, Bottom load fuel., Bottom load feed, New Paint. $625K Call 812-877-2587

1979 S2R-T34-015 Dual Cockpit - C-GMQC, 400 Gallon Hopper, TTAF 4558, PT6-34AG, PCE-56690, TTSN 4506 / 6067 cycles, Engine 4000 hr TBO / TSO: 1736 hours by Covington, Propeller HCB3TN-3C TSO: 2976 hours. Comm 1 & 2: Garmin SL40, Audio Panel: Garmin GMA340, Garmin Aera 796 GPS, Servo Tabs, Cleveland wheels & brakes. Extensive spare parts included. $540K US For more information, call David Hall at 506-647-8212 or email hall.david@ jdirving.com

1995 S2R-G1 SN: G101, N3298N, Current Hobbs 3241.4 “add 2534.6 for Total Time Airframe”.

Wings: 664 Hours L/H, 707 Hours R/H since new factory spar caps CK-AG-29, SB-AG-34, SB-AG-41, SB-AG-41,196 Gallon Fuel, Winglets and Vortex Generators. Engine: TPE 331-1-151A/Super 1

SN:P92162C,3241.4 Since CAM, 707 Since Gearbox and Level III Prop Strike Inspection, 707 Since Starter Generator OH, 0 Since Hot Section Inspection, Updated component time/ cycle sheet on request with TAE.

Propeller: HC-B3TN-5M/T 10282N+4

SN:BUA33392, 707 Since New. Airframe: Herr Hopper 480 Gallon, Hatfield Single point fuel and 6.00 X 6 tailwheel, Kawak: Hyd. Spray system, Hyd spray valve, Hyd Air conditioning, Battery Box, Fast Start 48-volt system, Cool Seat, Garmin SL40 VHF, Garmin GTX320 (Needs check per FAR

1979 S2R-T34-014 Dual Cockpit - C-GMQB, 400 Gallon Hopper, TTAF 4389, PT6-34AG, PCE-56683, TTSN 4389 / 6047 cycles, Engine 4000 hr TBO / TSO: 1068 hours by Vector Aerospace, Propeller HCB3TN3C TSO: 532 hours. Comm 1 & 2: Garmin SL40, Audio Panel: Garmin GMA340, Garmin Aera 796 GPS, Servo Tabs, Cleveland wheels & brakes. Extensive spare parts included. $620K US For more information, call David Hall at 506-647-8212 or email hall. david@jdirving.com

91.413) AK-450 ELT. Spray System: AG-Nav connected to Auto-Cal flow control system, Hyd-driven pump, dropped booms with CP11TT nozzles, Transland Spreader. For additional log books and specs go to https://www. dropbox.com/scl/fo/

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$325,000 or OBO. Tim ShamblinText or Email at 208-431-4795, timshamblin@gmail.com

2013 S2R-H80 Thrush, N3046NAirframe only! 3600.0 TTAF Make an offer, very motivated! Mid-Continent Aircraft, Hayti, MO 800-325-0885 www.midcont.net

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 229-924-2813

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

1992 Thrush S2R-G6, N449AT serial #G6-105, TTAF 6185, TTE since IRAN at CD Aviation 945 hrs., VG’s, night lights, 510 gal. hopper, A/C & heat, cool seat, Garmin GPS, smoker, right boom shutoff, long-range fuel tanks, comm radio, new spar caps installed 35 hrs. ago, recent prop overhaul by Maxwell Aircraft. Aircraft is in great condition, side load fuel, concord batteries, SATLOC M3 GPS, Intelliflow control, SS boom hangers, booms and center section, CP11 TT nozzles, Lane fan on the pump, Reabe hopper gauge w/side display. $450K OBO Serious inquiries only! Call 701489-3558

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

Aircraft - Weatherly

Order your Weatherly Pen and Ink Drawing from our DeSpain Collection today for only $59.99 plus S &H. Call 478-987-2250

Aircraft - Other

1998 Citabria - American Champion 7GCAA, 185 Hours Since New!! No damage history, Garmin GNX 375 ADSB Transponder/GPS, Garmin GTR 225 Com. Like new, in and out. Currently in annual inspection. $135,000 Pat: 956-873-2992

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. 850-675-1252, 850-380-7268, 850-380-6091.

2023 Thrush 510, 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

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

2006 Beech G-36 Bonanza, 880 Hours since new, Garmin 1000/WAAS, Factory Air, Leather. This airplane is like new. Price reduced to $550,000 Call Sun Valley Aviation, 956-421-4545

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

Aircraft - Helicopters

VersaAir Services is looking for helicopter pilots and truck drivers for the 2023 aerial spraying season. We will need plots that are available to work from spring through the summer and all the way through fall pasture in the Midwest. All inquires please email jsutton@versaair.com

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

Engine - Piston

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 903-4296805

R1340 Engine Overhaul - New pistons, new bearings, mags, ignition harness, carb, with warranty outright/exchange. For more information, call Chester Roberts Supply Company at 903-4296805

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 661-2577708, 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

Engine - Turbine

P&W PT6A-65AG, 11,072.6 TT, 1,006.3 hrs SMOH by Prime Turbines, 1.6 hrs since 300 hr inspection.

$495,000 Call 662-292-7541 or 662363-1461

P&W PT6-67F, 2500 TT, $765,000 Call Brent at 662-719-7519

Pratt & Whitney Geared 1340 with 570 hours since overhaul. $28,000 Call Farm Air Inc at 877-715-8476

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

Turbo Cat Kit ready for installation this winter. Kit includes new firewall forward, Hartzell propeller, EI-MVP, custom built fiberglass cowlings and much more. We can supply a new PT6A-15AG or -34AG for a great price with the kit. Includes a “Fly SafeTransition Program” Contact ann@ turbineconversions.com for pricing and additional details.

Complete Engine Package! TPE331-6 Engine, 537 Since Cam, CD Aviation Hartzell Propeller HC-B3TN-5M/ 537 Since New, Starter Generator 23047007, 25 Hours Since Overhaul, Beta Tube Included. $177,000 Call Lynn Johnson at 701-360-5966 or 701352-3700

(3) PT6A-34AG Engines For Sale, TSO’s 0.0. Visit our website for spec sheets. Or call or email Jay Streb at 812-8772587, jay@turbinesinc.com

Equipment - Booms

Air Tractor AT-301 Booms. 16’ long including fittings on the ends. Can fit up to 19 spray nozzles. Used last summer, no issues. $1200 515-979-8885

NEW never used alm. 502 booms brass nozzles, Used 12 vane Breckinridge spreader, good shape. Misc. Ag Cat parts. All must go. Rich 870-253-8242

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

Equipment - Nozzles

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

Equipment - Parts

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 506261-5023

Fire Gate Hatfield Hydraulic Drop Door, USFS / BLM approved, Fits Thrush, Dromader, can be adapted to Air Tractor 502 or 802, excellent condition, with streamlined fairings, all controls included. $5,000 Any reasonable offer accepted! Needs to go! S.E.A.T. program is expanding. Pilot/contractor training available. Call 530-345-9919

Vondran Hydromax Fire Gate - One year old. $60,000 Call 409-656-5998

Transland Grip Steps for AT aircraft. Call Billy Maxwell at Transland 940-6871100 or email sales@translandllc.com for more information.

Transland 4” Delrin Hopper Vents. Call Billy Maxwell at Transland 940-6871100 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 204856-9422

Equipment - Pumps

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

502B spray pump Agrinautics 38” Gate Strut Assembly and complete bottom installation ready to go (Electric brake) second 502B spray pump with all bottom installations (electric motor for fam feather) see pictures of both pumps. Note: they are used pumps. You have to pick it up. $3,900 870930-5729

EquipmentSpreaders

Transland spreader in excellent condition. Fits 32” opening, most likely on Piper Pawnee. Southern Oklahoma, can be delivered. $2,500 Email m.kafer@verizon.net for more info.

Transland stainless spreader, Part #20241, 25” 9 vane, slimline, like new. $1,500 USD Call 863-467-4000

Transland 10 Vane Spreader for a 602 or 802, #23537. $10,000 Call Brent at 662-719-7519

10 Vane Transland spreader, new in the box. Part #23537 $12,160.31. Contact Rick Stone at Southeastern Aircraft Sales & Service at 800-4412964 or mail@southeasternaircraft. 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, $11,000; Lane Aviation 281-342-5451 or FAX 281-232-5401

Equipment - Support

Load Trailer For Sale, Includes Water Tank / Fuel Tank / Pumps - (2)1800-gallon water tanks. (1)2000-gallon fuel tank. New 3” wet seal John Blue Honda chemical pump. 2” Honda fuel pump with meter. (2)stainless steel calibrated mixing vats. Containment in loading area. 12-volt hard point. For aux pumps. Stereo system. Email info@ morgenrothaviation.com or call Dardon Morgenroth at 361-648-2308.

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

GPS - AgPilotX

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

GPS - SATLOC

Two complete SATLOC M3 systems with Intelliflow’s: One removed last Fall for an upgrade. One removed a few years ago, kept as a spare; Intelliflow motor needs overhauled. Both systems sell together as a package for $7800. Free shipping in US. Contact Darrin Pluhar Plu’s Flying Service 406-8530039 pluflyinc@mcn.net

SATLOC G4 w/Legacy Intelliflow Valve/ Controller - Complete system, excellent condition. $16,000 807-629-3534

2 Year Old SATLOC G4 GPS System for sale, like new. Also have various used GPS systems. AG PILOTX DEALER. $13,000 Call Tanner J. Sotvik at DEVILS LAKE AERO SERVICE 701520-0229 or 701-662-4416

Help Wanted

Northeast Missouri owner-operator looking for Cessna 188 pilot and Ag school graduate to work ground and build time in 188 for a future seat. Send resume to wfs1@nemr.net or text to 660-216-1940. The season runs from April through October. Housing and RV hook up on location.

Looking for an experienced pilot that is a team player to join our group. Will be flying a 502 or 602 with all the bells and whistles. Have locations in SD, ND, NE, MN, and IA. The season is June through August. Also, have a full-service maintenance shop if interested in all-year employment. Call Wade at 605350-4127 or Greg at 605-350-4536.

Looking for an experienced pilot in Farmington, New Mexico. The season is from April through September. Herbicide experience is required. All the spraying is on pivots, in that area. Acres range from 70,000 to 80,000 per year. The work is generally scheduled. I will be flying a well-set-up 402 with a -34. Call Sean at 505-215-8912.

Colorado operation is seeking an Air Tractor pilot for the 2023 season and beyond. Please see attached job description (spec sheet) for more details and direct any inquiries to Neil at 970454-2939.

VDCI is seeking aerial pesticide pilots to fill the roll of a full-time Pesticide Applicator. The current vacancy is located in the Monroe, LA area. To be considered for this position, you must live in or be willing to relocate for the duration of the spray season (typically April- November). Housing and accommodations can be provided if necessary. Pesticide Licensing will be required for various states in the South East region of the United States. For more information, please see the following job posting. https://careersrentokil.icims.com/jobs/35638/aerialpilot/job?mobile=false&width=920&hei ght=500&bga=true&needsRedirect=fa lse&jan1offset=-420&jun1offset=-360

I am looking for an experienced pilot for newer Air Tractor 602 with Ag-Nav GPS. May-August or corn run. Year-round with A&P for in-maintenance shop. Call Brian Fisher at 419-560-5429

Kindersley Airspray requires two qualified, commercially licensed professional agricultural aerial applicators for the 2023 season to fly 510P Thrush. Applicants must have five years or more experience, a minimum of 1000 hours of turbine ag experience, must have previous experience with spruce budworm forestry applications, an excellent working knowledge of SATLOC GPS, must be acceptable to our insurance provider (accident-free record), be proficient in numeracy, reading, writing and speaking English. Applicants must be physically able to perform physically demanding job in a fast paced environment. For more information visit http://classifieds.agairupdate.com/ details.php?id=3954 Contact Name: Colin Bevan at 306-463-4600 or email advanced.aviation@sasktel.net

Canadian Turbine Pilot Wanted - Kinniburgh Spray Service LTD, based in Taber, AB is a proactive organization with 70 years of service, requires Professional Agriculture Aerial Applicators to fly our Air Tractors 502 and or 802 from June 1st to September 30th, 2023. Job duties: Fly fixed-wing Turbine Air Tractors safely and efficiently. Work with customers and ground crew in a professional manner. Be available when conditions are optimum. Perform elementary maintenance and servicing of aircraft and maintain journey logs following Transport Canada guidelines. Certificates Required: Canadian Commercial pilot’s license, Alberta and Saskatchewan Aerial Pesticide Applicator License, Valid Category One Medical license. Skills Required: Min 2500 Hrs Ag Turbine, of which 1000 hrs must be turbine Air Tractor, Proficient in speaking, reading, and writing English, Capable of operating Satloc GPS systems, Clean Flight Record, Insurable through our insurance provider. Wages/ Salary: $95/Hr based on 40hr/ week, overtime with remuneration. Wages based on acres sprayed, acres sprayed in season depend upon weather and farm economy. Workers compensation provided. Benefits and relocation expenses provided. Email resume including references to info@ kinniburghspray.com. Only successful applicants will be contacted.

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.

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

Looking to fill an AT-502 seat, yearround season, must be willing to relocate for a permanent position. Part-time available Feb-May also. Please send your resume to: jamie@gladesag.com

Midwest operation is looking for experienced turbine pilots for the 2023 season and beyond. A partnership is possible for people with leadership qualities. All inquiries much include a resume and references. Email blindads@ agairupdate.com Subject: ID#3919

Bain Aviation, Inc., a familyowned company based at Weiser, ID since 1997, seeks Journeymen Commercial Pesticide Applicators for our AT602 and S2RG10 aircraft. Our well-maintained fleet is G4/ Intelliflow equipped. Our service area is primarily irrigated row crops in the Western Treasure Valley of Southwest Idaho/Southeast Oregon with a small amount of rangeland seeding and spraying. We also service some dryland acres on the Camas Prairie of north-central Idaho in the Grangeville area. The ideal candidate would have a FAA Commercial Pilots License, a valid FAA Second-Class Medical Certificate, Idaho State Department of Agricultural and Oregon Department of Agricultural Commercial and Aerial Pesticide Applicator Licenses, 2000 hours fixed wing ag, 200 hours in make and model and herbicide experience. Please submit a Letter of Introduction and Resume to vandal83672@ yahoo.com

Bighorn Airways, Inc. in Sheridan, WY is seeking an experienced helicopter applicator pilot. Minimum of three season spraying and 1500 hours of helicopter spray experience. Full-time position located in the Rocky Mountain Area. Jet Ranger & L-3 Equipment experience is a plus. Bighorn Airways is a growing company and there is huge potential for a candidate who is willing to be flexible and shows a high degree of versatility. Please provide references with your application. Apply at https:// bighornairwaysinc.bamboohr.com/ careers/45?source=aWQ9MTM%3D

Western Canadian Aerial Ltd. is looking for 7 Professional Agricultural Turbine Spray Pilots for the 2023 Spray Season. WCA operates a fleet of 402, 502, 504, 602, and 802 Air Tractors for agricultural spraying throughout the prairie province and forestry contracts. Anticipated Start Date: May 1, 2023, thru October 1, 2023. Education: Commercial Pilots License, Pesticide Applicators License. Applicants must: have a minimum of 2500 hours of agricultural spray experience, of which 1000 hours must be on a Turbine Air Tractor; up-to-date medical; proficient in speaking, reading, and writing English; capable of operating Satloc GPS systems or the equivalence; performing basic maintenance and servicing on aircraft maintaining journey logs following Transport Canada guidelines; having a clean flight record, being insurable through our insurance company.

Wage/Salary: $50.00/Hr based on 40 hr work week, Overtime, Worker’s Compensation provided, the possibility of seasonal bonus, Accommodations, Meals, and vehicle provided. E-mail resumes, including references, to chiefpilot@wcaerial. com. Only successful applicants meeting all requirements will be contacted. Western Canadian Aerial Ltd. Box 1257 Minnedosa, MB R0J 1E0 Office: 204-867-3147

Two Pilots Needed in North Dakota - A 2018 AT-502XP pilot is needed. The pilot last year covered 122,000 acres and an AT-402-34 pilot. Experience is needed but will get work. Must be able to travel some. For details, call Rod at 701-321-0767

Get Serious About Selling Classifieds Starting at $19.99 478-987-2250. Fax: 478-352-0025.

TracMap, Aviation Sales Manager –Western United States - TracMap is a GPS-guided proof of application and job management system for the agriculture sector that gives aviation applicators certainty. TracMap allows them to easily orchestrate the work done and to have certainty that jobs have been completed accurately. The system provides guidance and real-time tracking and automatically stores detailed data which they can refer to any time to prove compliance and drive efficiency and productivity gains. Due to continued growth in the United States, TracMap is hiring a new Regional Aviation Sales Manager for the Western United States region. For position details go to http://classifieds. agairupdate.com/details.php?id=3868

To apply, please send your CV and cover letter to recruitment@tracmap.com

Air Tractor is seeking qualified candidates for the full-time position of test pilot. Candidates must have a minimum of 2000hr total time with 1000hrs of ag and 1000hrs time in Air Tractor turbine-powered airplanes. A commercial pilot certificate with high performance and tail wheel endorsements is required. Applicants must be a U.S. Citizen. Candidates must have the ability to communicate effectively both orally and in writing. Desirable skills include Air Tractor approved flight instructor, CFI, experience interfacing with FAA, A&P license, and chemical applicator license. Must be able to work with people well. This is a hands-on pilot job that includes performing various hands-on activities with tools in hand. Duties: Moving airplanes on the ground, initial setup, and rigging of the airplane, making the first flight on planes, and completing the production test flight according to published procedures. correcting discrepancies, coordinating with production planning, sales, production leads, and quality to help synchronize flight test schedules. For more information, email: valperez@airtractor.com

CDL Drivers Wanted! Need something to do in the off-season? Oligrow Trucking is looking for responsible CDL drivers. No time commitments, commission-based pay. Average $2,000/wk. Call 318-439-5670

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 228860-2375 to discuss the seat. https:// www.bandsairinc.com/

Want to make an impact on the future of aviation? Join our team of instructors & maintainers! Hiring those who have a passion for flying - both in the air and on the ground. Please see our website to apply! https://www.agflight.com/ join-our-team CFI Requirements: 250 Hours, CFI (CFII Preferred), 2nd Class Medical. Additional Information: We offer free (optional) on-site housing for all employees, just a couple of yards away from the tarmac and hangars. Largestudio-style apartments offer privacy while maintaining the sense of community at AG-Flight Pilot Training between instructors, maintainers, and students. Each apartment has a full kitchen, bathroom, living room, bedroom, and closet space with free internet, and utilities included.

Need pilot for 602/65 immediately for IL corn run for next 3-4 weeks. Potential opportunity for cover crop work in August thru September as well. Contact Michael @ 309-532-1720

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

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 Competitive Wage, Health / Dental / Optical insurance, PTO, Paid holidays, 401k, Job Type: Full-time. Email resume and references to Todd Lentz at todd@ liftaviationusa.com

Pilots wanted for 2022 spray season in the Midwest for an 802. Must have a good work ethic. Email resume and references to. Email resume and references to blindads@agairupdate. com Subject: ID #3547

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 or fax to 478352-0025

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.

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

Gentex HGU Flight Helmet for Fixed Wing, Large w/carrying case, See attached sheet for details. $800 Firm 608-393-4926

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

Keep your drink hot or cold in this insulated 16oz Air Tractor Tervis Tumbler. $14.99 plus S&H Made in the USA, Makes a great gift. For more information call 478-987-2250

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 478-987-2250

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 478-987-2250

DeSpain Collection Customizable Note Cards featuring your favorite Pen and Ink drawing. $19.99 plus S&H For more information call 478-987-2250

Operations

For Sale or Wanted

Are you thinking about: Starting an ag aviation operation but do not know where to start?Buying out an ag aviation operation owner? Do you have an ag aviation operation and want to expand, add more services, and improve your operations? WE CAN HELP!!! Contact us today at: agaviationstudio@hotmail.com www. agaviationstudio.com

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

Business in SE Iowa with 2 Thrush 600’s. Lots of ‘stuff. Tanks, trailers, tools, spare parts, and 2 RV’s. Email me, and I will send a list of everything with pictures. Mick cropdustee@yahoo. com Retiring!

Established Aerial Application Business for sale, operating in the Central United States. This modern, clean facility includes a 100’ by 120’ hangar, fully insulated and heated. The office is a 36’ by 45’ wood frame, metal-clad building. The operation is run from a private airport with a concrete runway and load pad. The season runs from February thru November, and the operation services a diversified mixture of crops. This operation is wellestablished with a great customer base. Available as a turnkey-ready business, or the owner will assist with the startup. Please email inquiries to blindads@ agairupdate.com Subject: ID#3880

Established aerial application business for sale, operating in NW part of US. This modern, clean facility includes a single hangar 50 x 64 with Schweiss bi-fold door, a good cement pad, with loading bay. Fully insulated and heated office, apartment, bedroom with bath. The season runs from April to September and the operation services a diversified crop mix of dry land, irrigated, and pasture. This operation is well established with great customers and customer base. The operation is run from a paved municipal airport with an excellent opportunity for ownerpilot operation. 1975 Cessna Ag Truck included with the sale along with the FAR 137 certificate. Available as a turnkey ready business or the owner will assist with the start-up. Email inquiries to blindads@agairupdate.com

Subject: ID#3809

Parts - Airframe

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.

For Sale: 2 sets of Wings S2R - 228 Gal. 1 set: Avenger with new Leading Edges & Leading Edge Reinforcements (Doublers) and 1 set: Century Spar Cap Kits with new Leading Edges. Call for pricing: 229-725-4150 or 229-3083017 We also have numerous other parts available for the S2R.

(2) Sets of Ag Tip Winglets for a Thrush or Air Tractor. $2,500 plus freight. Price per set. Call 210-844-4074

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 +54-3462-463488 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

Blue anodized aluminum windshield washer replacement cap with handle. $65 Available online only at www. ambericandesigns.com Questions ambericandesignsllc@gmail.com

Air Tractor Bolt In Step ExtensionCNC cut anodized aluminum step extension that bolts into existing step for more footing and traction. $125 Available online only at www. ambericandesigns.com Questionsambericandesignsllc@gmail.com

CNC cut anodized aluminum spray mirrors. $275 with mirror online only. $275 www.ambericandesigns.com Questions - ambericandesignsllc@ gmail.com

Reinforced Thrush Leading EdgesSend 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, 870-759-1692 Cell, frank.kelley@ ag-cat.com

1960 Piper Comanche Wings

Complete with Gear, Paint Fair, No Hail damage. Also have fuselage. $9,000 Call Tanner J. Sotvik at DEVILS LAKE AERO SERVICE 701520-0229 or 701-662-4416

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

Parts - Engine

Cleaning Hangar Out - 502 Engine Mount & Air Box $3,500 Call 210844-4074

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

-34 Cascade Inlet System. Firewall FWD for S2R Thrush. $35,000 Call Bruce’s Flying Service at 229-7254150

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.

Parts - Other

Complete wingman for 502 or 602. $7500 Call Lynn Cary at 870-734-6064

Air Tractor Gen 1 Fire Gate and Injection System for sale. Call for price. 701-361-5695

Two Air Tractor Gen II fire gates for sale, well maintained and available starting mid-October. Please call 970-571-0871

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.

Cleaning Hangar Out - S2R Thrush Main Landing Gear $3,500 Call 210844-4074

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 661-257-7708, 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. For more information call Kawak Aviation Technologies at 541-385-5051 or visit www.kawakaviation.com

Position Wanted

Experienced older ag pilot looking for a permanent turbine seat. Excellent work ethic, willing to work all day, every day. US and foreign references available. Total time 4700 hrs, 4100 is tailwheel and 3200 hrs turbine ag. Herbicide experience, (no claims) fungicide, pesticide, locust, and mosquito control, as well as fire fighting. Ag types: All Air Tractor variants from AT301P up to AT-802 -67F. Other types: Ag Cat turbine, radial as well as Thrush SR2T. SATLOC and AgNav. Preferably a seat allowing yearly corn run to be done, if possible. Mechanical, hydraulic, and electrical experience is excellent. FAA commercial license valid as well as Louisiana and Mississippi pesticide license. Email craighhamman4@gmail.com

Experienced Tail Wheel pilot with ATP. Most of my time has been in Turbine and Radial Ag Aircraft. Currently flying corporate and have a flexible schedule. Have time in CL 605 and MD87. Have a clean and safe record. Looking for ferry or contract flying opportunities. Located in Salt Lake City. Call Ty at 801-232-5777

Propellers

Hartzell 802-67 Propeller w/long blades, 100 hours. $85,000 Call Brent at 662-719-7519

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

Hamilton Standard 12D40 Prop with AG 100 Blades, 0 SMOH $20,000 Call Bruce’s Flying Service at 229725-4150 for more information.

Hamilton Standard 12D-40-616712 Propeller. 102” diameter, FAA approved for R-1340. $5,000 also Hamilton Standard 2D-30-6167-12 100” diameter. $4,500 Call 530345-9919

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.comHartzell Prop HC-B3T10-3D, Blades T10282N +4, Prop Assy, Buckhead, Spinner, OSTMOH Prop. $28,000 Call Bruce’s Flying Service at 229-725-4150

Seat Wanted

Turbine ag Pilot looking for a longterm seat. I am a productive 602 pilot with a good track record. I have been flying ag for 16 years with no drift claims or accidents. I have herbicide and rice experience. I have been licensed in Missouri, Iowa, Tennessee, Florida, South Dakota, California, and Michigan. I am a hard worker that takes pride in doing a good job. I am a team player that works well with others. I’m looking for a smooth and well-run operation where I am able to be as productive as possible. Call or text 941-7371609

Experienced pilot looking for summer seat. 21,000 hrs. aerial application, 15,000 hrs. in turbine-powered aircraft, 10,000 hrs. night time experience, SATLOC GPS qualified. See attached resume for details. Call Patrick at 760-353-0596 or email patwaters@ roadrunner.com

International Advertising Index

I’m 36 years old and looking for mentorship/employment as a first-year pilot. I’ve been married for 14 years and have two children. I currently hold a job as a comptroller and IT manager for a distributor and have held that position for the past 12 years. I’m ready to get out from behind the desk and into a seat. I’ve been flying since 2008 and have over 500TT. I recently purchased a 260hp Pawnee, which I put around 120hrs on and have now sold. I hold a Commercial Pilot license and 2nd class medical. I’ve been lightbar training and will be turbine transition training the beginning of February. I spent the bulk of the 2022 season driving 60-100 miles to observe at the local ag operation every morning before work at my current job. I’m a dedicated and hard worker. I’m ready to learn and take instruction. Three One Eight

- 455 - One Two Two Three - Jake H.

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

Experienced pilot looking ahead for the 2023 season and beyond. I am a highly proven and productive 802 driver with the numbers and references to support it. I’ve worked 15 seasons, no crashes, looking for a professional well-managed operation to sink my teeth into and earn my living. Feel free to email me at: apotter15@gmail.com

Ag pilot looking for a long-term position in Northeast Louisiana or Southeast Arkansas. I’m a real team player that gets along with almost anyone. No slouch will do whatever is needed to be done. Experience in liquid and dry application. Herbicide experience but would like to find a seat somewhere that is willing to help out to perfect herbicide work. Total ag time 2,600 every hour has been turbine. The majority of the time being in a 510 Thrush but have 802 experience and other aircraft times. Other info is available on request. colemckee309@ yahoo.com 318-376-6993. Photo added for area of interest including Mississippi. Other areas will be entertained. Thanks for interest

Looking for wheat work, preferably in North Dakota or South Dakota, but open to anywhere. Must be before the corn run. Call David at 870-866-7636

Service

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.

Training

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

Vehicles

We build loader trucks to your specifications. Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/ Stainless Steel Tube. Been in loader truck business since 1980. Call Pat Ballard Office:870-697-2004

Fax:870-697-3568 185 Hwy. 42 West, Hickory Ridge, AR2004

Freightliner M2 Beltveyor Load Truck, 800 Fuel Tank, engine-driven hydraulic pump, hopper scales, and tarp. $95,000 Call MidContinent for details 573-359-0500

Fertilizer Loader Truck - F350 fertilizer loader truck, steel bin and 10” tube. Cab rusted but dependable $5000 Call Dave at 509-520-8267

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.

2004 Freightliner M2 Beltveyor Load Truck, 800 Fuel Tank, engine-driven hydraulic pump, hopper scales, and tarp. $95,000 Call MidContinent for details 573-359-0500

1984 GMC Black Tank Truck, 4 compartment units for fuel in tank with pumps. Formerly Texaco engine 454, five speed transmission, 2 speed axle. $2,700. Buyer pick up item after sale. 979 219-9351

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.

Wanted to Buy

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

Looking for a secondhand Hatfield Gate 40” for a 402 Air Tractor. Contact Alex McDonald alex@namagri.com. Thanks.

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 LatesT in GLobaL aGricuLturaL

When it comes to PT6A Service & Support, there’s unmatched strength in the POWER OF ONE.

For more than 50 years, Covington has remained true to the power of one. We are one family. Servicing engines from one manufacturer. With one guiding commitment: To build our company one relationship, and one engine, at a time. And, as the one and only family-owned Pratt & Whitney Canada factory-designated overhaul facility, no one knows the PT6A better, nor delivers more uncompromising support. All with a level of trust and compassion you simply won’t find anywhere else. Call or visit us today. It would be our privilege to put the power of one to work for you.