TOP SIX LIES FROM THE
You have a lot riding on these wings. Follow all service instructions and required inspections.
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On the cover: Santa Vitória Aviação Agrícola’s fleet of support vehicles. All the heavy trucks are equipped with cranes, which are essential for the quick loading of dry material.
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I was reading in a Flying Magazine article where the author thought it was a good idea to fly ag to build time for admittance to the airlines. Flying ag, the article stipulated, was a great stepping stone into the cockpit of an airliner. Interesting concept, but not entirely true. I know in Brazil many first year ag-pilots started solely to build time to qualify for the airlines. Allow me to debunk this idea.
I don’t know many Brazilian ag-pilots that actually left the industry to fly the airlines. Sure, there are some, but for the most part it does not happen. The aspiring airline pilot wanna-be finds out one of two things, or maybe both; he doesn’t ever qualify to fly in the airlines or once flying ag he realizes it is his destiny.
I have known several airline pilots and an uncountable number of ag-pilots. These two types of pilots are not made from the same “fabric”. It is a little absurd to believe an ag-pilot’s mindset would work in the airlines’ world. Ag-pilots have a “mission driven” attitude, sometimes to their dismay. Airline pilots are much more regimented in the procedural world and have to abide by corporate rules. It is simply not the same type of career.
Both sides of the coin often daydream about flying ag or for the airlines. However, I do not see a mass exodus to either profession. One thing I do see often is a disgruntled or laid off airline pilot looking to the ag aviation industry for relief. That is not always a possibility. I am
not saying the transition cannot be done; it has been many times. But, typically the pilot was in an unsuitable career to begin with, changing improved things.
Looking a bit deeper into this issue, a newbie ag-pilot would be doing a serious injustice to an operator that took him under his wing by using the operator to purely build time for the airlines. An exception would be that the newbie and the operator had an open understanding about the future intentions of the newbie to leave for the airlines. Without a doubt, an operator takes a huge business risk by starting out a new ag-pilot. Often, it takes as much as three seasons of flying ag to become efficient enough to reduce that risk to any degree.
It should go without saying, using ag aviation as a stepping stone into the airlines is not practical. There are exceptions to everything as it is with the aforementioned. The key to such an exception would be a very clear understanding between the two involved parties about each other’s expectations and projected future. And, that goes for both, the ag-pilot and the operator.
Until next month,
Keep Turing…
May 27, 2023
International Crop Duster’s Day United States
July 18-20, 2023
SINDAG 2023
Sertãozinho
Cruz das Posses
Sertãozinho - State of São Paulo, Brazil
August 2-3, 2023
Aerial FireFighting 2023 Asia
Pacific
NSW Rural Fire Service State Training Academy
3 Walters Wy, Dubbo NSW 2830, Australia
October 5-7, 2023
NAAA & NAAREF Oct. 2023
Board Meetings
Hotel Ardent & Meeting at Dayton Convention Center Dayton, OH United States
Lindsay Barber Lbarber@agaviation.org
(202) 546-5722
October 16-17, 2023
Aerial FireFighting 2023 Europe
TBD
Athens, Greece
October 23-25, 2023
CAAA 74th Annual Convention
Harvey’s South Lake Tahoe, NV
Terry Gage terry.gage@caaa.net 916-645-9747
November 5-7, 2023
Pacific NW AAA Convention
Coeur D’Alene Resort
115 S 2nd St
Couer d’Alene, ID
Tara Lee Brown pnwaaa@gmail.com 509-989-9098
agairupdate.com/calendar
November 7-9, 2023
Mid-States Ag Aviation Conference
Isle of Capri Casino
Quad Cities Convention Center Bettendorf, IA
Quentin Childs qchilds@insmgmtgrp.com 515-967-3761
November 14-16, 2023
Colorado AAA Convention Island Grove Regional Park Greeley, CO
Jessica Freeman jessica@coagav.org 970-217-5293
December 4-7, 2023
2023 Ag Aviation Expo Palm Springs Convention Center Palm Springs, CA United States Event Website: http://www. agaviation.org/convention
NAAA Ag Aviation Expo Registration naaaexpo@agaviation.org 202-546-5722
January 5-7, 2024
Arkansas AAA Convention Oaklawn Racing Casino Resort 2705 Central Avenue Hot Springs, AR 71901
Katherine Holmstrom katherine@araaa.org 501-503-3310
January 8-10, 2024
Louisiana AAA Conference
TBD
Kim Brown LAAGAVIATION@outlook.com (225) 436-3199
January 8, 2024
Arizona AAA Meeting & PAASS Program
Custom Farm Service Hangar Stanfield, AZ
Brittany Armstrong barmstrong@agairusa.com (520) 705-9692
January 10-12, 2024
Texas AAA Convention
Corpus Christi, TX
Chris Shields cshields@thetexascapitol.com (512) 658-8161
January 10-12, 2024
Missouri AAA Convention Cape Girardeau, MO
Eric Blair ericb802@yahoo.com
(573) 283-5590
January 14-16, 2024
Northeast AAA Convention Wyndham Gettysburg Gettysburg, PA
Ed Carter businessoffice@northeastaaa.org
(609) 820-7987
January 15-16, 2024
Oklahoma AAA Convention Embassy Suites
Norman, OK
United States
Sandy Wells sandy@okaaa.org
(405) 431-0381
January 17, 2024
Ohio AAA Meeting
TJ Willey’s Tiffin, OH
Brian Gibbs
gibbsaerospray@gmail.com
(419) 332-1724
January 18-20, 2024
Mississippi AAA Convention
Beau Rivage Resort & Casino
Biloxi, MS
Vicki Morgan
vickimorgan@msaaa.com
(662) 299-7836
January 22-23, 2024
Association of Montana Aerial Applicators Convention
Heritage Inn
Great Falls, MT
Alyssa Stromberg
alyssastromberg16@gmail.com
(406) 480-3965
January 24-26, 2024
New Mexico AAA Convention Inn at the Mountain Gods Resort
Mescalero, NM
United States
Sue Stewart dandsaerial@aol.com
(940) 864-2456
February 5-6, 2024 Southeast Aero Cultural Fair (SEAF) FL
Ashley Houston aehouston81@gmail.com 270-293-3843
February 6-7, 2024
Tri-State Aerial Applicators Convention
The Lodge at Deadwood 100 Pine Crest Lane
Deadwood, SD 57732
Theresa Stieren
tambroz@aol.com
952-226-5874
Santa Vitória Aviação Agrícola started like most operations do: with two friends who partnered up, bought an ag plane, and started working hard. In this case, Enio Strapação De Cezere, an ag pilot graduated in the Escola de Aviação Civil do Aeroclube do Rio Grande do Sul CAVAG in 1994, who founded Santa Vitória in 2005 with another partner, also an ag pilot. In its second year, Ingomar Storch, a very experienced loader working for the company, bought the other partner's share, who then left to fly helicopters for a government agency. De Cezere and Ingomar had already worked for other operators in the Santa Vitória do Palmar region, a small town in the southernmost tip of Brazil surrounded by rice fields.
They started, as De Cezere says, "with a Cessna and a shack". They also leased another plane in the first year for the other pilot. And in 2009, they were able to buy their second plane, a 1980 Ipanema 201A that's in the company fleet to this day. In 2013 they acquired their third airplane, another Ipanema, a 202. In 2016 they built their hangar, and between 2017 and 2019, they replaced the original Cessna Ag Truck with another Ipanema, acquired two more Ipanemas, and opened two remote bases in the towns of Mostardas and São
Lourenço do Sul. Their workforce of two employees to help the partners in the first year grew up to 16 today.
The secret behind this success? Besides hard work, experience and dedication by both partners, the fact that De Cezere is not only an ag pilot but also holds a degree in financial management and a postgraduate degree in production engineering, brought this knowledge to the company management. He even created, with the help of his team, a strategic map with a vision – to be recognized as the aerial application operation with the best results – and a mission – to help farmers produce high-quality grains with high performance and safety. The strategic map also lists several ways to reach these missions and visions, which include taking the time and resources to train the workforce and watch for new technologies.
The ability to delegate is also important for the savvy manager; despite being a very experienced ag pilot, De Cezere made Carlos Eduardo Romano the Chief Pilot and Toni Sato the company's Safety Officer. De Cezere says that Santa Vitória Aviação Agrícola focuses primarily on the quality of their applications, working closely with their customers and their agronomists. ➤
Santa Vitória Aviação Agrícola’s base, showing its 780-meter landing strip. The area at the bottom of the pic is a secondary 430 meter strip that can be used when the strong Santa Vitória do Palmar winds make the main runway impractical. Aerial photo (drone) by Fausto Alberto Torres.
The Santa Vitória Aviação Agrícola fleet displayed in front of its hangar. Only company aircraft not in this photo is the EMB201A that is based in Mostardas. Notice the wind generators in the background, which have been multiplying in the area due to its constant winds and are becoming a challenge to ag pilots flying in the region. Aerial photo (drone) by Fausto Alberto Torres.
Today, Santa Vitória Aviação Agrícola's fleet is standardized with the Ipanema, with five EMB-202 burning ethanol and one EMB-201A that still uses avgas. De Cezere says the 202 is the perfect fit for most of his customers' fields. Besides, Santa Vitória do Palmar is well-known for its strong and near-constant winds. Because of that, many times, it is necessary to make aerial applications in less-than-ideal wind conditions, especially dry fertilizers. In such cases, it is the ability of the pilot to take off and land in those conditions that dictate the continuity of the operation, and De Cezere says what most Ipanema pilots know – that the Ipanema is easier to handle in a crosswind than a Cessna.
Santa Vitória's Ipanemas are equipped with STOL fan jet nozzles and, for some applications, rotary atomizers. Dry applications are made with STOL spreaders. Four of the Ipanemas have Satloc Bantam GPS units, and the other two have Vektor units.
Santa Vitória's season starts between August and September, with glyphosate applications on fields about to be seeded with rice. A second glyphosate application is done when the rice is about to sprout, sometimes with some other herbicide in case resistant weeds are present. Occasionally, a third herbicide application is done if those glyphosate-tolerant weeds are still in the field. By December, one or two urea applications are made at between 60 to 80 kg/ha (53 to 71 pounds/acre). Many farmers do the first urea application by ground rigs. After that, Santa Vitória Aviação Agrícola will usually be asked by the farmers to make an application of fungicide on the rice. In January, applications on soybeans are made, usually two, incorporating fungicides and insecticides as necessary. ➤
Santa Vitória Aviação Agrícola’s team, with partners Ingomar Storch on the left and Enio De Cezere on the right.
Often, liquid fertilizers are applied, both on soybeans and rice. All liquid applications are done at 20 lts/ha (2 GPA).
Santa Vitória applications are 60% made on rice and 30% on soybeans, which end in March. The 10% left are cover crops that are seeded until June, when the company's season effectively ends.
Years ago, rice was the only crop grown in Santa Vitória do Palmar, and virtually all applications were made by airplanes. With increasing soybean prices, soybean farmers moved into the area and brought self-propelled ground rigs with them. They found they could use those rigs on rice too, and now they became competitors for the local ag operators.
Santa Vitória Aviação Agrícola operates in about 20 satellite strips, distant up to 100 kilometers (60 miles) from the base, plus a remote base in the city of Mostardas, about 390 km (240 miles) from the base, where one pilot and a loader operate the single EMB201A in the fleet.
Most new operations operate smoothly when they're small; with one or two ag planes, the skills necessary to run them are just those a pilot has. It is when they grow up, with more equipment and employees, that administrative pains show up and drag down those whose owners lack the necessary knowledge to deal with them. That is the reason SINDAG has been promoting so many administration courses, and AgAir Update has brought "Papo de Gestão" as a monthly column. Santa Vitória Aviação Agrícola's success, brought by a trained administrator who knows how to set priorities, establish procedures, and motivate his team, proves this is the recipe for success.
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“Have you ever had a dream that you were falling?” Tim Swanson asks. “Well, I don’t fall, I fly.”
If a few words could encapsulate one man’s mindset, it would be those words and Tim Swanson.
Like many of the operators featured in this space before, Tim’s background is rooted in agriculture.
“I grew up farming and have always enjoyed agriculture.”
As the former proprietor of Shady Lawn Farms, Tim wanted to do something to diversify the family farm, so he did
what any future ag pilot would do; he married his love of agriculture and his love of flying. As a product of those passions, Tim has owned and operated SLF Air from its central Michigan base in Bannister since 2011.
“Flying Ag seemed very logical. It has been a real blessing ever since.”
After completing ag training at Flying Tigers in Louisiana, Tim quickly realized there was no way he could start a business and do the flying. So that first year he hired a pilot and focused on the business side of the operation. But for the last several years, he has taken the lead pilot role, and seasonal pilots help pick up the slack of the two-aircraft operation. In the past, his ground crew has doubled as farm
hands, but since Tim handed over operations of the family farm to his son, he’s added seasonal ground crew to his team.
In the dozen years that I have worked with Tim, I have become familiar with his core beliefs as they relate to the aerial application industry. Safety is first. Always. Tim has had opportunities to pass down knowledge from his own experiences. With a humble and matter-of-fact manner, mistakes, for him, are valuable learning lessons for others. As he gathers his crew in the pre-dawn hours for a prayer that they be guided to finish the day safe and sound, at the forefront of his mind is the life of the pilot or ground crew he will instruct to complete a job. He is well aware that he has a hand in their fate.
Secondly, Tim has always championed the success of the industry, while being mindful of how it must change and adapt to the times and how it is viewed by outsiders. Involvement is key. Tim is a major proponent of his state association and the National Agricultural Aviation Association. As a secretary/treasurer of the Michigan Agricultural Aviation Association, he is instrumental in
putting together the state’s convention each year. In addition, he has served as the Michigan representative to the NAAA board for the last six years.
“We definitely need to be involved in the NAAA and our state associations as much as we can to help secure our place in agriculture.”
Before his season begins in earnest, I asked Tim to leave us with something I ask all the others who are featured: Do you have a motto or any words of wisdom you live by? He couldn’t choose just one, so they’re both keepers, and they are helpful whether you’re an ag operator or not.
Operating safely and allying yourself with groups that advocate for you aside, Tim’s business success rests on the wise words of his dad: “If the ethics are in line, the finances will follow.”
But with all other matters, either in the air or on the ground, he tows a line he heard some years before: Altitude, Airspeed, and Brains. You need at least two out of three at all times.”
The FAA is adopting a new airworthiness directive (AD) for all Bell Textron Canada Limited Model 206A, 206A–1 (OH–58A), 206B, 206B–1, 206L, 206L–1, 206L–3, and 206L–4 helicopters. This AD was prompted by a loss of tail rotor (TR) drive due to a failure of an adhesively bonded joint between an adapter and a tube on one of the segmented TR drive shaft (TRDS) assemblies. This AD requires determining if an affected TRDS is installed; repetitively inspecting the bond line for damage; repetitively performing a proof load test of the TRDS assembly; and depending on the results of the inspections or the proof load tests, removing an affected TRDS from service and replacing it with a serviceable TRDS. This AD also prohibits installing a TRDS unless it meets certain requirements, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
Transport Canada, which is the aviation authority for Canada, has issued Transport Canada AD CF–2022–33, dated June 15, 2022 (Transport Canada AD CF–2022–33), to correct an unsafe condition for Bell Textron Canada Limited Model 206A, 206A–1, 206B, 206B–1, 206L, 206L–1, 206L–3 and 206L–4 helicopters, all serial numbers.
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to Bell Textron Canada Limited Model 206A, 206A–1 (OH–58A), 206B, 206B–1, 206L, 206L–1, 206L–3, and 206L–4 helicopters, all serial numbers.
The NPRM published in the Federal Register on November 28, 2022 (87 FR 72899). The NPRM was prompted by a report in which a Bell Textron Canada Limited Model 206L–1 helicopter experienced loss of TR drive during a maintenance test flight, which was due to a failure of an adhesively bonded joint between an adapter and a tube on one of the segmented TRDS assemblies. The NPRM proposed to require determining if an affected TRDS is installed; repetitively inspecting the bond line for damage; repetitively performing a proof load test of the TRDS assembly; and depending on the results of the inspections or the proof load tests, removing an affected TRDS from service and replacing it with a serviceable TRDS. The NPRM also proposed to prohibit installing a TRDS unless it meets certain requirements, as specified in Transport Canada AD CF–2022–33.
These helicopters have been approved by the aviation authority of Canada and are approved for operation in the United States. Pursuant to the FAA's bilateral agreement with Canada, Transport Canada, its technical representative, has notified the FAA of the unsafe condition described in its AD. The FAA reviewed the relevant data, considered the comments received, and determined that air safety requires adopting this AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these helicopters. This AD is adopted as proposed in the NPRM. View full AD docket here: https://www.federalregister. gov/documents/2023/04/14/2023-07779/ airworthiness-directives-bell-textron-canadalimited-helicopters
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It has been nearly thirty years since the “Flavr Savr” tomato was released as the first genetically engineered food for human consumption. Since then, fearmongering lobbyists and NGOs like the Non-GMO Project have given this extraordinary technology an uncharacteristic bad taste in consumers’ mouths. Grotesque images of needles in your supermarket produce and mentions of “Frankenfood”
were suddenly plastered on neighborhood Facebook pages and conspiracist blogs. These unfiltered lies being perpetuated about genetic engineering technology inspired organizations like the Non-GMO Project to create a business out of consumer fear. Here are six lies straight from the Non-GMO Project website that any farmer could debunk:
The first GMO, released a decade before the “Flavr Savr,” was an undeniable life-saving product that very few realize was also a result of genetic engineering technology: human insulin to treat diabetes! Seeing a revolution in food technology on the horizon, the federal government established the Coordinated Framework for the Regulation of Biotechnology a few short years later. This policy described how several federal agencies would work together to hold GMO foods to the same safety standards as food derived from traditional methods. Four decades later, hundreds of publications and reviews from scientists, researchers, and agricultural and industry experts have assured the safety of transgenic foods on consumers’ plates.
The world population officially hit 8 billion in November of 2022, and while the global growth rate has slowed slightly, we are still projected to reach 10 billion by 2050. To maintain a healthy food chain, we must continue to produce selectively bred food for diseases, herbicides, insects, and other environmental stresses. The trouble is, breeding these traits by hand takes time. Development of a new crop variety can take up to fifteen years before it is approved for release. Rather than waiting on a particular cross to reveal novel genes, genetic engineering has reduced that time dramatically by manipulating the desired traits in the genome directly and producing a high-quality crop within a single generation. Without this ability, the human race would simply run out of time waiting around to develop crops that can grow enough food under increasingly harsh conditions. Thanks to discoveries like the Bt gene, several crops can now resist pests, significantly reducing damage and profit loss caused by insects. Other varieties of corn, cotton and soybean can now tolerate drought; a trait desperately needed as aquifers in the Great Plains begin to shrink.
While it’s true that GMO seeds are patented, this is not a new development in seed sales. For example, every time Texas A&M AgriLife releases a new traditionally-bred variety of wheat or any other crop that does well, they patent that too! If you spent ten years creating something, wouldn’t you also want to protect your property? This goes for organic seeds too. Purchasing patented seeds means investing in a qualityguaranteed product every season. This way, you go without spending the extra time, money, and effort saving seed that likely won’t be as quality controlled as the patented version bought directly from a seed company. According to 2020 statistics, 79% of corn, 83% of cotton, and 94% of soybeans grown in the U.S. come from genetically modified seeds. ➤
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If this technology wasn’t productive or safe enough for farmers to feed to their own families, why would they grow it? Still worried that the farmers are being forced to farm GMOs? Hear the story from a commercial contract farmer here.
While most shoppers undoubtedly recognize the Non-GMO Project verification mark, how many really understand what it means? Do they know that it is impossible to have GMO ingredients in certain products? Are consumers shifting their preferences around this label? Studies show, no, no and not really. Science has found that the label adds confusion for some shoppers, and many can’t distinguish it from an “organic” or other environmentally conscious certification.
Other shoppers, even despite being tricked into believing that GMOs are bad for your health, still wouldn’t pay more for a non-GMO product. According to their own website, only 23% of consumers that recognize the label would be willing to pay a premium for Non-GMO certified products. Despite these facts, companies are still willing to pay costly verification and advertising fees to promote their product with the promise that it will boost sales. In reality, sales are only rising because of the increasing number of products that people already purchase being coerced into embracing the orange butterfly, even if their products don’t include crops that could be genetically modified. Under the guise of the consumers’ demand for “approval that they can trust,” the Non-GMO Project benefits financially while spreading their campaign that promotes consumer fear and ignorance.
Lie #5: A non-GMO food supply is best for future generations.
In reality, there may not be a food supply for future generations without genetic engineering. In the midtwentieth century, the papaya ringspot virus nearly wiped out the entire crop in Hawaii. Hope for the future of the papaya was grim until a Hawaiian-born scientist, Dennis Gonsalves, developed a genetically modified variety that contained a gene resistant to the deadly virus. While the non-GMO varieties continued to die, the “Rainbow Papaya” stood green and tall, producing 25 times more fruit than its conventional counterparts. Safe to say that without biotechnology, papayas would be all but extinct! In many cases, GMOs can mean long-term sustainability for generations to come, even during periods of hardship.
A common misconception is that genetic engineering is a temporary solution to lasting food security. This isn’t true, either. When combined with other sustainable farming practices, like cover crops, integrated pest management, and water conservation strategies, biotechnology can preserve the integrity and enhance the quality of our food supply for decades.
There are plenty of other common lies told about GMOs, but I’m sure that these six have given you plenty of reasons to reconsider genetic engineering instead as a single tool in the modern farmer’s sustainability toolbox. What the NonGMO Project is trying to sell you isn’t security but ignorance perpetuated by false stereotypes of twenty-first-century food technologies. When in doubt, ask a farmer! We will be more than happy to help you distinguish truth from myth.
Lane Aviation is your North American Micronair dealer, providing proven technology that is used in over a hundred countries across the globe. The Micronair family of products are tailored to meet the varying needs of specific industries which include aerial spraying, horticulture and viticulture, agriculture, animal and public health, forestry and migrant pest control.
by Josh Rittenberry, Mid-Continent Aircraft
Some southern operators have had the good fortune of warm weather work since the start of the year. Our friends up north are not so fortunate. But north or south, working or waiting, have you made your pre-season checklist?
Your airplane might be tuned up and ready to go, but what about your insurance? Post-season and into pre-season is probably the best time to get your insurance in good order. Here are just a few things to check off your list:
• Are your documents up-to-date? When your insurance policy renews, your agent will likely ask for updated hours, medical dates, BFR dates for you and your pilots. Have this information ready to pass along to make the process smoother. Keep a copy of the last signed application and signed pilot forms for each of your named pilots. In the event of a claim, insurance adjusters will ask for copies of several documents, including logbooks, pilot certificates, etc. Having the most up-to-date documents on file will save you a lot of grief, especially if a claim occurs while you’re in the throes of the busiest part of your season.
• Where are your certificates? Each year at renewal, we issue certificates for our customers’ various state departments of agriculture and any applicable additional insureds, certificate holders, and lienholders. Make sure you have all the certificates on file that you will need for the upcoming year when contracts are fulfilled and state applicator licenses are renewed.
• Do you have all the coverages you need? Many operators spend the off-season adding improvements to their airplane. Does your value cover any upgrades you’ve made? Is your aircraft insured for a value in-line with the current fair market value? Are your liability limits high enough? If you don’t have adjacent crops and crops-being-treated, look into pricing those now.
• What about your GPS? Is your GPS included or excluded from your aircraft hull value? Should it be excluded? GPS Systems are automatically included within the physical damage coverage unless your agent specifies to the insurance company that it is your wish to exclude it. If included, be aware that if your aircraft it totaled in a claim and the GPS is attached, it is therefore considered part of the overall salvage and cannot be removed.
• Do you need more insurance? Your aircraft might be covered, but what about airport premises liability, workers’ compensation, and your hangar? If you will be required to carry workers’ compensation coverage or if you’ve built or bought a new hangar, now is a good time to ask your agent to quote coverage for you if you don’t already have them. Life insurance is not a fun topic to discuss and not an easy or cheap purchase for a pilot. Buy some piece of mind and protect your loved ones before the season starts by asking your agent to checkout your options.
In response to feedback from pilots, TracMap has introduced a new Internal Lightbar with a second row of lights displaying angle of intercept for improved operational safety.
“We’ve worked closely with pilots on this development. Including the angle of intercept on the Lightbar means the pilot no longer needs to refer to the TML-A to stay on line or find the start of a new line,” said Chris Holden, Australian Aviation Sales Manager. “All the information they need is displayed on the lightbar, significantly increasing the amount of time a pilot can keep their eyes outside, and, naturally, increasing pilot safety,” he said.
Chris further indicated that when used with TracMap’s TML-A system, the Lightbar is customizable allowing the pilot to configure how information such as warnings and spray indicators are displayed.
The compact design has flexible mounting options to suit both fixed-wing and rotor aircraft, a wide brightness range for pilot comfort, and high refresh rate. The new Lightbar seamlessly integrates into current TML-A installations using existing cables making upgrades easy and will ship with all new orders from March 2023.
Over the past 25 years, we have diversified our product line to meet our worldwide customers’ needs.
Merit Apparel Co Inc is a family-owned and operated business celebrating 29 years of business, with 25 of those years supplying the industry with Merit Helmets, a division of our business created to supply customers with the MSA Gallet Aviation DOI Certified Helmet.
Merit Apparel Co would like to personally thank each and every customer and company that we have had the privilege to work with over the past 29 years. Without you, we would not be where we are today.
Over the past 25 years, we have diversified our product line to meet our worldwide customers’ needs. This includes BOSE ANR, CEP, BluTooth, Talk Thru, NVG-ready components, respirators, touchscreen nomex gloves, as well as “thinsulate” touchscreen nomex gloves and much more.
One of the keys to our success and growth is our attention to detail to customize the helmet to meet each of our customer’s needs. If you are looking to buy one helmet or 500 helmets, you will receive the same high level of information and service we are known for. ➤
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Purchasing a helmet is expensive, important, and typically a long-term commitment, so educating you first about the various options that are available which will work best in your environment is our first job. Once we have determined your needs, the second most important goal is your fit. Our helmets are a long-term investment since their shelf life exceeds our competition. Your Merit MSA helmet can last you more than 15 years as we have had helmets out there for two decades+. Unfortunately, today we have found many helmet users wearing helmets that are not comfortable. We have customers wearing our helmets for 12 or more hours a day. If your helmet is not comfortable, you are miserable at the end of the day. This is not acceptable for our Merit Helmet customers. This is why we have designed and instituted a helmet fitting system that assures our customers’ comfort even on long days.
Most Merit customers fly for a living, so selling you a helmet is only the first step in our relationship. We are here to support you for as long as you own your helmet and thereafter. This is why we keep the largest inventory of parts worldwide so we can ship parts quickly to keep you flying. Our company philosophy is to provide you with the safest product with ultimate satisfaction. Merit has emerged as ‘world renowned’ for our customer service and support in the aviation industry.
Merit is always evaluating new products to improve and expand our product line. If you are looking to purchase a helmet or refurb an existing MSA helmet, please contact us and join the ever-growing family of Happy Heads”.
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,
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.
Have you ever seen the luggage label on your suitcase and wondered how those three letters were chosen? In this article Artemis Aerospace investigates how the codes came about and the history behind some of the more unexpected ones.
Your suitcase has set off down the conveyor belt sporting a label marked LAX or SYD or JNB, and that’s where you hope both you and it will end up. These three letters are the code for the destination airport, and like all codes they can be a bit of a mystery until you look at the logic – or in some cases apparent lack of it - behind it.
Airport coding began in the 1930s in the United States, when pilots found it a convenient way to identify locations. Air travel was growing exponentially – according to statistics from the Smithsonian National Air and Space Museum, the number of commercial aeroplane travellers rose from 6,000 in 1930 to 1.2 million by 1938.
Initially, a two-letter code for identifying cities was adopted from the National Weather Service (NWS), but not all cities had a NWS identity and the growth of new airports made this unpractical. In addition, only using two letters meant that available combinations soon ran out.
Airports began to choose their own three letter identities, which allowed for a total of 17,576 permutations, but it wasn’t until the 1960s that the system we know today came into being.
Regulated by Montreal-based IATA, the International Air Transport Association, the unique code for every airport is published twice a year in the IATA Airline Coding Directory. In addition to airports, IATA codes are also given to ferry, train, bus and helicopter terminals that share ticketing and baggage transfers with airlines. Their use is vital to the smooth running of the airline industry, which relies on the codes for booking, baggage handling, passenger and freight movement.
As well as IATA versions, there is another code type which is defined by ICAO, the International Civil Aviation Organization. These codes are separate from IATA codes, consist of four letters and are the international standard for operations between air traffic service providers, such as air traffic controllers. They are used for flight plans and are usually the ones you will see on flight tracking apps.
The typical business or leisure traveller will therefore be more familiar with the IATA codes. There are a number of different ways in which these codes are chosen, some of which are obvious and some which need a bit of research into the history of the airport.
The easiest codes to decipher are those named directly after the city, for example SYD for Sydney or NAP for Naples. Others feature a combination of letters from the name, such as AHN for Athens or BCN for Barcelona.
Many large cities will have several airports which means that some assignations may not be straightforward. For example, if you’re flying to New York, there are three major airports, John F Kennedy International (JFK), LaGuardia (LGA) and Newark Liberty International (EWR). The first two are self-explanatory, but where does EWR come from? In America, all codes starting with N are reserved for use by the US Navy, so three other letters from ‘Newark’ were picked, and as ‘Liberty’ was added to the name in 2002 to pay tribute to the victims of United Airlines Flight 93, it doesn’t figure in the designation at all.
Chicago O’Hare Airport’s code is ORD, and while you might expect the ‘O’ for O’Hare, it’s actually a throwback to its original name, Orchard Field Airport. Renamed in 1949 after aviator Edward ‘Butch’ O’Hare, who single-handedly attacked a formation of nine heavy bombers approaching his aircraft carrier in 1942, the airport’s original code was carried over. ➤
Another puzzle is why the letter X features in so many airport codes, such as LAX for Los Angeles or DXB for Dubai. This dates back to the changeover from two letter codes to three, when it was deemed easier to add an X to the name.
A study of airport codes wouldn’t be complete without looking at some of the more amusing ones. Guaranteed to raise a smile is a journey to Derby Field Airport in Nevada, known as LOL, Omega Airport in Namibia, designated OMG, or Yuma in Alaska which is YUM. Brazil’s Poco de Caldas Airport and Russia’s Bolshoye Savino Airport are POO and PEE respectively, while Sioux City, Iowa, rejoices under the handle of SUX. Airport officials here have embraced their rather memorable code, and at the airport you can buy merchandise branded ‘Fly SUX’.
So, as you fasten your seatbelt for take-off, the airline code will be playing a key role in ensuring you end up at the
correct destination, whether you’re flying from AAR (Aarhus) or ZRH (Zurich).
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Attention, operators and aspiring ag pilots: The NAAA “Ag Wings of Tomorrow” Scholarship is back again! Thanks to the generous support of BASF and Thrush Aircraft, $20,000 in aid is available through the 2023 NAAA “Ag Wings of Tomorrow” Scholarship Program to assist four aspiring ag pilots in their journey.
The goal of NAAA’s “Ag Wings of Tomorrow” Scholarship Program is to strengthen the aerial application industry by helping operator members bring new pilots into the profession and help fund their training. Applicants must be sponsored by an NAAA Operator member. Scholarship recipients may use the proceeds for flight training or aviation or ag-related coursework at a university, college, community college or other institution of higher learning. A stipend for a trainee in an NAAA Operator-sponsored apprentice program is also permissible. The scholarship program is administered by NAAA and funded by educational grants from BASF and Thrush.
This year, NAAA will award up to four scholarships valued at $5,000 each. Investing in aspiring ag aviators is a win-win for NAAA Operator members and individuals seeking training funds to support their pursuit of becoming a professional ag pilot.
To be considered for the 2023 scholarship, along with completing the two-part application, every applicant must submit:
A letter of recommendation from the NAAA Operator member sponsoring the applicant.
An essay of 250 words or less explaining why the applicant wants to pursue a career in agricultural aviation and how they would use NAAA’s “Ag Wings of Tomorrow” Scholarship to further their education and training.
A one-page résumé or list of activities detailing all agricultural and aviation experiences, education and training.
Last year NAAA awarded $5,000 scholarships to Ross Edwards of Sherwood, Arkansas; Tommy Koebel of Geneva, Illinois; Drew Kroeplin of Highmore, South Dakota; and Adam Jacobs of Graymont, Illinois (pictured above with his sponsor, Scott Petersen, at left, of Pontiac Flying LLC). NAAA will announce the recipients of the 2023 “Ag Wings
of Tomorrow” Scholarships in December at the Ag Aviation Expo in Palm Springs, California.
Applicants must apply using NAAA’s online application. The applicant will fill out ALL applicant and sponsor information. The NAAA Operator Sponsor must write a letter of recommendation on behalf of the applicant. Upload all required material noted in the Application Checklist and any additional supporting documentation using the turbine scholarship’s online application portal.
A link to the scholarship application portal can also be found at AgAviation.org/scholarship.
Please contact NAAA at (202) 546-5722 or information@ agaviation.org for clarification about any of the application requirements.
While the applicant must be sponsored by an NAAA Operator member, NAAA membership is not a prerequisite for applying for the scholarship. Still, becoming an NAAA Associate member is an excellent way for candidates to learn more about the industry and augment their training.
The deadline to apply for the 2023 “Ag Wings of Tomorrow” Scholarship is Aug. 31.
With the introduction of the new Charles Stokes Memorial Turbine Training Scholarship this year, applicants may only apply for one NAAA pilot-training scholarship per year. They can apply for the NAAA “Ag Wings of Tomorrow” Scholarship or the Charles Stokes Memorial Turbine Training Scholarship, but not both in the same year.
NAAA Operator members may only sponsor one NAAA “Ag Wings of Tomorrow” Scholarship applicant a year. They can also sponsor a Charles Stokes Memorial Turbine Training Scholarship applicant in the same year, but the applicants cannot be the same person applying for both scholarships in the same year.
Two $3,000 scholarships are available for turbine training to eligible NAAA Operator and Pilot members applying for the 2023 Charles Stokes Memorial Turbine Training Scholarship.
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.)
A typical response I get from onlookers who have watched an ag aircraft at work is: “It looks really exciting!” to which I reply that you don’t ever want it to get exciting because that usually means you’ve not heeded the oft-quoted adage about a superior pilot using superior judgment to stay out of situations requiring superior skills.
You just want daily operations season after season to be routine, with safe and effective applications and no unneeded excitement. Part and parcel of preparing for a new season is an annual recommitment to putting safety on the ground and in the air as your operation’s number one priority.
The question then becomes how to make the upcoming season even safer than the one just completed. Here are some suggestions to add to your existing safety programs.
A while back, I was fortunate to be flying the Director of Flight Safety for the Canadian Air Force to a high-level flight safety conference. We chatted along the way about several things, one of them being how to make aviation safer. One item that really stuck with me was when he said, “Safety can’t be legislated; it has to come about with a culture change where safety is the number one priority.”
No matter how many rules you put in place, no matter how consequential the penalties you impose, safety must come literally from the ground up. To accomplish that, you need to offer safety programs that focus on education.
One great example of this philosophy in action is the Professional Aerial Applicator Support System (PAASS).
This yearly education program covers critical safety and drift mitigation issues. The objective is to reduce the number of aviation accidents and drift incidents associated with aerial application operations. It is available through many State and Regional Agricultural Aviation Associations. Take full advantage of PAASS. You’ll be glad you did.
If you live north of the 49th, check out the Canadian Aerial Applicators Association website, notably the Learning Centre. There you will find an abundance of excellent materials that promote safety and education amongst its members.
I hear, and I forget. I see, and I remember. I do, and I understand. This ancient Oriental proverb makes the point that when it comes to learning, hearing is not as good as seeing, seeing is not as good as experience, and authentic learning comes when experience produces an action.
Here’s just one example. You can talk about the pitch-up that accompanies jettisoning a full load. You can watch someone else dump a full load with the attendant pitch up. Or you can really educate yourself by jettisoning a full load (of water) at a safe altitude to experience firsthand the heavy pressures required on the dump lever to initiate a jettison and the rapid and heavy stick pressures needed to counteract the accompanying pitch-up moment that occurs with a full jettison.
That way, if you decide to get rid of a load in actual operations, you will be prepared and ready for action. ➤
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I always find it surprising and a bit humbling how much one can forget in a relatively short time, such as finding all the fuel drain valves as part of a pre-flight walkaround. Likewise, the Pilots Operating Handbook (POH) checklist procedures are always more than just a bit rusty after a long layoff. Moreso is the many operating limitations contained in the POH.
Off-season is a great time to review the manufacturer’s checklists, particularly items such as engine failure at low altitudes where reaction time is critical. You look after your checks, and your checks will look after you.
It’s easy enough to make safe decisions when daily operations are routine, but it’s when the action gets hot and heavy, and you are faced with a barrage of incoming factors at once – approaching inclement weather, a sudden insect outbreak, an unexpected engine problem –it’s like a domino effect on stress levels and operational pressures. That’s when we need to strictly adhere to operational safety tenets.
You can also use the domino effect to your advantage. Our behaviors are interconnected, so when you change one behavior, other behaviors tend to shift in a similar direction. The implementation of one safety initiative tends to lead to additional safety initiatives.
As you progress through the new season, you will regain more and more proficiency in aircraft handling, but in the early days of a new season, stay in your comfort zone. Don’t push the weather. Don’t push the performance limits of the aircraft. Don’t push the load size. When you are about to take off, and your Spidey sense is tingling with a vague but strong sense of something being wrong, take the time to have a second look. Don’t shoot first and ask questions later. It will get you into the kind of trouble you don’t want.
“The probable cause being the pilot’s failure to maintain adequate clearance from – you pick one – the crop, the tower, the powerline, the tree line.” While such reports are often stark in their assessment of an incident, they are real-life scenarios that could happen to anyone. They provide an excellent resource to begin conversations on risk management in the industry.
From the early days of ag aviation, where human flaggers were used to guide the aircraft on each spray pass, through flag dispensers, and the early adoption of GPS units, the industry has always been a place where innovation and change are part and parcel of normal operations. Be open to new ideas and operational innovations, and make that a part of your annual recommitment to safety. The only surprises you’ll get are pleasant ones.
by Jim Tise, as seen in March/April FAA Safety Briefing
The FAA is reaching out to communities small and large across the United States to train their EMTs, firefighters, and other first responders on what to know when responding to aircraft accidents on and off airports. Since 2014, approximately 5,000 first responders from a wide range of fields have attended the courses virtually and in-person, including firefighters, EMTs, police officers, airport managers, nurses, doctors and local pilots.
Jay Flowers, a National FAA Aviation Safety Team (FAASTeam) aviation safety inspector and founder of the “Aircraft Accidents for First Responders” outreach program, kickstarted the project from a professional and personal standpoint. Prior to joining the FAA as an aviation safety inspector, he was an air medical pilot and an EMT based
out of Bismarck, N.D., and his father was a lieutenant for the Bismarck City Fire Department. After his father asked him for instructions he should provide to his staff about responding to aircraft crashes, Flowers recognized the need for better training.
“There was very little in the FAA’s repository that had anything to do with EMS crews, firefighters, law enforcement and ambulance drivers,” Flowers recalled.
He embraced the challenge and developed a comprehensive first responder program, which he started presenting while with the Fargo Flight Standards District Office (FSDO) in 2011. Since then he estimates he has trained more than 1,500 of North Dakota’s 5,000 first responders, often volunteering his own time in this educational effort. ➤
Other FAASTeam program managers started submitting materials to improve the course and the format. “They came up with some fantastic ideas and videos [faaert.com],” said Flowers. The four-hour course features a classroom portion and a hands-on portion. (Be sure to check with your local FAASTeam representative for possible offerings in your area, or see the online course here: faa.gov/aircraft/gen_av/first_ responders).
One of the keys to attracting so many participants is creating a community environment around the event. FAASTeam program managers enlist local pilots, aviation organizations and companies, and veterans’ and social clubs to participate in and/or host a meeting, including local experts who have responded to accidents who are brought in to speak.
“You have to get that buy-in from the public, and when you do, the doors open up,” said Flowers. For instance, the North Dakota Agricultural Aviation Association built and sponsored a mock-up of a crop duster to use in a crash simulation and extrication. The Fargo FSDO FAASTeam uses this simulator to further educate EMS crews across the state. ➤
Flowers’ enthusiasm is a common trait among other FAASTeam members. “I’ve spent my life and career in aviation and emergency medicine,” said Melanie Folcik Barillaro, a principal operations inspector at Bradley The FAA is reaching out to communities small and large to train first responders on what to know when responding to aircraft accidents. Members of the Kindred and Horace (North Dakota) firefighting units practice removing a fellow firefighter from an aircraft accident simulator built by the North Dakota Aerial Applicators. The FAA’s Fargo FSDO and FAASTeam helped organize the event. 26 FAA Safety Briefing International Airport (BDL) in Windsor Locks, Conn.
“When my FAASTeam program manager asked for me to assist in this program and introduced me to Jay Flowers’ program, I couldn’t believe it! Jay and I shared the exact same vision in getting this vital information out to the public. From that moment, this program became a passion.”
Folcik Barillaro and her colleague, Michael Edreich, have led several online training sessions that drew viewers from across the country and the world, including firefighters from Antarctica and South Africa.
Last year the Bradley FAASTeam held its first in-person responder training at Groton Airport (GON). “This is the first time that we ever did something of this scale,” said Folcik Barillaro. More than 250 participants passed through eight training stations and viewed 20 aircraft. They also delivered training at New England’s largest EMS Expo in Ledyard, Conn., in October 2022, and plan to do so again this fall.
These sessions covered a variety of scenarios that first responders might encounter, including leaking fluids, live engine shut downs, fire and smoke, and sharp-edged debris. Responders were instructed about how to enter and preserve an accident scene, personal protective equipment (PPE), medical injuries unique to pilots, and chemical hazards to watch for.
“We’re reaching deeper into the community,” said Folcik Barillaro. “It is so important educating the general public, especially first responders who aren’t pilots and who have their hands in that mess. Being a pilot myself, I want to know there are more people out there who can rescue me.”
Folcik Barillaro added that they are “beyond proud” that their training has become the first CAPCE (Commission on Accreditation for Prehospital Continuing Education) certified program to offer continuing education unit credits to participants.
“It gives us the opportunity to interact with local first responders,” said Jamie Black, an aviation safety inspector and FAASTeam program manager who tailors his session to address issues common to his area, such as hazardous fertilizers and chemicals that can be found in crop dusters. “These are the folks our inspectors and investigators deal with when we’re on the accident scene.”
David Slack, the training captain of the Bryant Fire Department, said his team benefited from information on newer safety features, such as rocket-fired parachutes and airbag seatbelts. “It was good to know ahead of time. Now [my staff] know what to look for,” he added.
Slack said he would recommend first responder training to any fire department, especially if they’re near an airport. “I would recommend getting as many people as they could through it.”
Brandon Guillot has volunteered with the FAASTeam in Little Rock for years. As director of Saline County Emergency Management/911 Communications, he has a vested interest in aviation safety matters, often participating in first responder training sessions.
“The biggest lesson I have learned is trying to make parallels with what these guys see every day and converting that to the aviation world,” he said. “The less they need to stop and recalculate [at an accident scene], the better.”
“We are so into offering more,” said Folcik Barillaro. “We are planning on ramping up the training program to offer more advanced and updated modules, and with the support of the National FAASTeam, we hope to be able to offer it more broadly across the country.
Reprinted from The Batesville Daily Guard
Farmers and agricultural aviators may be able to reduce herbicide drift by making simple adjustments, according to a recently published study.
The study, published in Nature’s “Scientific Reports” journal late last year, was conducted to better understand the drift potential from herbicide applications made on the ground and through the air.
“Drift” is when the wind carries an herbicide application off-target and causes unintended damage to a nearby crop. An average of 400 drift complaints have been filed with the Arkansas State Plant Board each year since 2018 in Arkansas, according to Tommy Butts, assistant professor and extension weed scientist with the University of Arkansas System Division of Agriculture.
“If we can reduce drift complaints by 50 percent in Arkansas annually because of a better understanding of application drift potential, and use mitigation strategies recommended from this research, nearly $2 million could be saved annually for Arkansas growers and applicators,” Butts said.
Researchers with the Arkansas Agricultural Experiment Station, the research arm of the University of Arkansas System Division of Agriculture, conducted the trials at the Rice Research and Extension Center in Stuttgart as part of a study to determine the effects of spray drift from ground and air-based applications on potential pollinator foraging
sources. Although self-pollinating, soybeans offer a foraging source late in the season and are often grown near rice fields.
The study validated U.S. Environmental Protection Agency herbicide drift prediction models, AgDISPersal and AgDRIFT, and provides recommendations for aerial applications of Loyant®. This herbicide is commonly used on rice fields to control barnyardgrass, sedges and pigweed, but causes harm to soybean crops.
“Validating those models was a big piece of the puzzle,” Butts said. “Considering any pushes to ban aerial herbicide applications, we say use these EPA models. They are field validated, and they make sense. We can implement more drift mitigation strategies, we can do better, but we don’t need an outright ban on aerial applications if we can figure out ways to reduce drift and have models we can trust.”
The share of ground and aerial-based herbicide applications is nearly equal in Arkansas, at 49 and 51 percent, respectively.
Based on their field measurements, Butts said the computer simulation models from AgDISPersal did “very well” predicting drift on aerial applications. AgDRIFT’s results better fit the data gathered from ground applications, he added. AgDRIFT is a modified version of AgDISPersal that serves as an initial screening model for estimating downwind drift. The AgDISPersal model allows for more detailed input conditions and higher-level modeling of aerial and ground spray applications, Butts noted. ➤
Results from the research indicated that aerial applications had an increase in downwind spray drift of about three- to five-fold compared to the ground application across all data collected.
“Severe reductions in soybean canopy coverage and flowers or pods were observed from downwind spray drift from both the ground and aerial application methods, indicating soybean is extremely sensitive to Loyant®, and drift mitigation methods need to be implemented for both application methods when applying this herbicide,” Butts wrote.
Researchers found that soybean reproductive structures were reduced by 25 percent up to 100 feet downwind from a ground-based application. Drift from aerial applications damaged nearly 100 percent of soybean reproductive structures at 200 feet downwind.
“When you think of a plane flying 160 mph and 15 feet off the ground, that’s really not too bad, and that was with only one upwind swath adjustment,” Butts said.
The swath is the intended area which is effectively covered by the sprayer. A swath width adjustment creates a buffer zone between a potential off-target area, Butts said. Producers can treat the buffer zone with a ground-based method to reduce drift potential or come back with an aerial application on a day when the wind direction has changed.
Butts said previous application spray drift research indicated a range in downwind spray drift deposits at farther distances. However, results among both aerial and ground spray drift studies vary depending on the droplet size, and other factors like wind speed, temperature and humidity.
Droplet size from the sprayer is a significant factor in spray drift. The finer, or smaller, the beginning droplet size, the more potential there is for herbicide drift, Butts said.
Based on their research, Butts and co-authors of the study recommend that aerial applicators use a “coarse” droplet size and make three to five complete upwind swath width adjustments to reduce spray drift potential.
Drift mitigation efforts for both application methods also include drift reduction adjuvants, reduced boom and flight heights, and applying when the wind direction is more favorable, blowing away from sensitive areas, the researchers noted.
For the ground-based applications, researchers used a Case 5550 AimPoint tractor with a 100-foot boom, set 3 feet above the ground, driving 20 mph across the test area. They used an AirTractor 802A with a 72-foot swath width for aerial applications. The plane flew an average of 15 feet above the ground with an average airspeed of 145 mph. Ten spray passes for both application methods occurred with an average 8 mph crosswind.
The impacts of herbicide drift were measured using watersensitive cards, and by evaluating the effects on soybean reproductive structures. The study noted that future research should investigate repeated exposure potential and identify the influence of additional herbicides on other plants to develop a database of potential impacts on pollinators’ foraging sources.
The researchers’ work was published in Nature’s “Scientific Reports” journal in October 2022: Herbicide spray drift from ground and aerial applications: Implications for potential pollinator foraging sources.
Funding for this research was provided by the USDAAgricultural Research Service. Additional support was provided through the Arkansas Soybean Promotion Board Checkoff funds. The authors also expressed appreciation for research assistance provided by Tri-County Farmers Associates and Cole Hartley of Hartley Flying Service.
Leading aerial firefighting operators have joined together to form the first industry association dedicated to serving and fostering safety and standardization in the aerial firefighting community. The United Aerial Firefighters Association (UAFA) was founded at the end of 2022 as a non-profit association with the goal of informing policymakers and legislators about important issues concerning the increasingly critical nature of aerial wildland firefighting.
UAFA exists to bring together industry experts for collaboration and to provide a unified voice for the industry when speaking to state and federal stakeholders, fire agencies, and the public about wildfires and issues impacting the aerial firefighting community. The association is headquartered in Washington, DC, ensuring that members have a significant presence on Capitol Hill and at federal agencies.
“We’ve seen tremendous change occur in wildland fire aviation over the last twenty years,” says John Gould, President and CEO of 10 Tanker Air Carrier, one of the founding members of the UAFA. “As we look ahead, these challenges will only become more significant. While individual organizations within the industry will always be competitive, we believe the collective expertise represented within UAFA membership will help to ensure our industry continues to grow with the innovation, safety, and standardization necessary to deliver the best service possible to our customers.”
Gould serves as the inaugural President for the UAFA Board of Directors. Other Founding Members included on the Board are:
Vice President: Bart Brainerd, Firehawk Helicopters
Secretary/Treasurer: Brett L’Esperance, Dauntless Air
Director: Tim Sheehy, Bridger Aerospace
Director: Jennifer Draughon, Neptune Aviation Services
and operate aircraft, UAVs/drones, or provide aerial-delivered suppressants/retardants under contract with federal or state governmental entities for aerial firefighting services. Companies who provide products and services to the aerial firefighting industry, non-profits, and state and national agencies are also encouraged to join.
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“We are therefore Christ’s ambassadors, as though God were making His appeal through us. We implore you on Christ’s behalf: Be reconciled to God” (2 Corinthians 5:20). As ambassadors for Christ we are to accomplish God’s purposes for our life, which is being a witness for Jesus Christ in every aspect of our life. God has given every Christian a different mission to accomplish. Paul tells us, “For as we have many members in one body, but all the members do not have the same function” (Romans 12:4). We are not to depart from the Bible’s instructions, nor should we add to them nor take away from them (Revelation 22:18-19). Jesus said, “Go into all the world and preach the gospel to every creature” (Mark 16:15).
We should never take our mission lightly, whether we are ministering to one person or a thousand, both are equally
important. A young pastor was talking to an older pastor and as the young pastor spoke he said to the older pastor, “Well, there are only about 70 people in the church where I am the pastor.” The older pastor spoke up and said, “Young man, 70 people are an awful lot of people to answer to the Lord for.” As Ambassadors for Christ, we are to never seek our own glory. Even Jesus, the Son of God, did not seek His own glory. He said, “I do not seek My own glory; there is One who seeks and judges…If I glorify Myself, My glory means nothing. My Father, whom you claim as your God, is the one who glorifies Me” (John 8:50, 54).
The apostle Paul said, “But he that glories, let him glory in the Lord” (2 Corinthians 10:17). “But God forbid that I should glory, except in the cross of our Lord Jesus Christ” (Galatians 6:14). We are to give all the glory to Jesus Christ for what He
peace. Jesus said, “You are the light of the world” (Matthew 5:14). Christians are to shine the light of Jesus Christ into the dark and evil places of the world so that the people can hear His message and answer His call. Jesus said, “I am the bread of life. He who comes to Me shall never hunger, and he who believes in Me shall never thirst” (John 6:35).
How we convey the message of Jesus Christ to this lost world is important. We are never to be obnoxious, pushy or demanding. There should never be coercion or force in our bringing the gospel of Jesus Christ to men and women. We are to be courteous, yet with an earnestness of our heart. And yes, sometimes even pleading. Remember, the message we are bringing is momentous, it will have an eternal affect on the lives of men and women. Consider the consequences of it being accepted or rejected! (Revelation 20:11-15).
Jesus said to His apostles, “All authority has been given to Me in heaven and on earth. Go therefore and make disciples of all the nations, baptizing them in the name of the Father and of the Son and of the Holy Spirit, teaching them to observe all things that I have commanded you; and lo, I am with you always, even to the end of the age” (Matthew 28:18-20).
Mabry I. Anderson An Insider’s History of Agricultural Aviation
Almost as soon as this airplane went into action, it was nicknamed the "Puffer," a play on the words "Huff'n puff and I'll blow your house down." Huff-Daland's logo became famous-a painting of a giant blowing out a great cloud of dust on the fields below!
Actual flying operations began in early 1924, most of them centered around the unlikely cotton country near Macon, Georgia. Eighteen aircraft were available. The plan was to scatter them throughout the cotton growing South, with two planes in each of nine locations. General headquarters were in Macon at a very modem (for that day) flying field and hangar built by the local Chamber of Commerce five miles south of town. The field was usable four ways, with one runway 1,800 feet long. On at least one occasion, the facility was used by the First Army Pursuit Group in a Canada to Florida flight in 1925.
The year 1924 was a rather poor one for this fledgling firm, due in great part to the relatively small fields in the Georgia cotton growing region and the lack of publicity in that area. As a result, the firm moved its operations base from Macon to Monroe, Louisiana in early 1925. Dr. Bert Coad at Delta Laboratory apparently played a leading role in Huff-Daland's move, since he was still vitally interested in dusting by air and wanted the company readily available for growers in the Louisiana-Mississippi Delta.
Although plans in 1924 were not entirely satisfactory, the year was important because it firmly established commercial crop dusting as a viable enterprise. Work was done all over the South and one well-documented boll weevil control program was initiated on the Robertshaw Plantation near Heathman, Mississippi, that was undoubtedly one of the first purely commercial ventures. At this plantation, Frank Robertshaw had 3,500 acres of cotton, of which 1,800 acres were planted very late and subject to destruction by boll weevil. A contract was made with Huff-Daland to protect this cotton by application of calcium arsenate at a cost of 35 cents per acre.
The boll weevil infestation was slow to develop, but in late September it became significant enough that 400 acres were dusted twice. The first application controlled an infestation of leaf worms as a side benefit.
Another dusting operation was scheduled for the morning of October 2, 1924 and a large crowd was on hand to watch. Oddly enough, an unusually early killing frost occurred that night and when the crews arrived to begin the dusting flights, the cotton was turning black from the frost! Nevertheless, the dusting was done, primarily for the benefit of the many spectators.
Among the spectators that day were BJ. Young and E.C. Ewing, insect control specialists for the huge Delta and Pine Land Company at Scott, Mississippi. They had witnessed demonstration flights by the Delta Laboratory crews in 1922 and this further demonstration fully convinced them of the practicality of the method. ➤
As a result, Delta and Pine Land Company became one of the first enthusiastic users of agricultural aircraft. Young became an unpaid promoter of airplane crop dusting and was later honored with a full membership in the prestigious American Association of Economic Entomologists for his outstanding success in the control of insects with the airplane.
Better times were around the comer for Huff-Daland and in 1925 at least 18 aircraft were working throughout the South. Some 60,000 acres of cotton were under contract, with each base servicing the acreage in the surrounding area. Aircraft, ground crews, and pilots remained at these sites during the entire growing season, since at least five or six applications were usually necessary. The firm's personnel took up temporary residence in nearby towns and were usually well accepted and integrated into the local scene. Airplanes and pilots were still a novelty and created a tremendous amount of interest among the local people.
The aircraft dusting service was sold to farmers on contract, at $7.00 per acre for five applications. The price included the cost of the calcium arsenate that was applied. This material was usually applied at a rate of 10 to 12 pounds per acre. Additional dustings, if needed, were priced out at this same pro-rated cost.
An interesting sidelight of this 1925 operation was that Aetna Insurance Company inaugurated a cotton insect
damage insurance policy for growers.The policy offered protection from loss by insects, provided a grower had contracted for the Huff-Daland Dusters airplane control program! Evidence indicates that this was the first insect damage crop insurance policy ever offered to the farming community.
In addition to cotton dusting, Huff-Daland made the first attempts at controlling insects and disease on other crops, particularly peach orchards. Georgia was noted for its peaches and in 1925 thousands of trees were dusted for a variety of pests that could be controlled with the insecticides then available.
According to an article by Robert William Riis in Janes All The Worlds Aircraft 1925, this work was highly successful. Riis says in the article, "Airplanes have been actively engaged in dusting some millions of peach trees that make Georgia beautiful this spring. This work has been extraordinarily satisfactory to the peach growers. It is a noteworthy fact that airplanes can dust peaches and pecans and pine forests and cotton, and, in fact, any crop that has a disease and a remedy for that disease. It is also noteworthy, however, that the work is not done by airships; nor can it be very successfully done in country like New England, where the hills are too abrupt and the acreage too small to suit the high speed of an airplane in action!" ➤
Another application of aircraft to dispensing materials was early insect control for public health purposes. Huff-Daland did some such work in 1925, following a formula developed at Delta Laboratory in Tallullah in 1923 and 1924. Doctors Bradley and King, working with the U.S. Public Health Service, made extensive tests on mosquito control in swampy areas and lakes around Mount, Louisiana. Aircraft from Delta Laboratory applied Paris green at a rate of about one-half pound per acre to areas infested with the anopheline mosquito and discovered that it controlled the larvae effectively.
An important finding was that the amount of poison required for control varied with the type of terrain being treated. Open rice fields and wide open swamps required smaller amounts of chemicals than lakes and swamps that were protected by trees and brush, which the chemical had to penetrate before it could contact the water and be effective. To do its job, Paris green dust had to float on the water and be consumed by the mosquito larvae. Only the larvae of the Anopheles quadrimacuatus fed at the water's surface, making it the only controllable mosquito. These findings were valuable from a learning perspective. For example, it was discovered that the proper mixture of Paris green with inert ingredients was of utmost importance. Paris green compounds remained the principal mosquito larvicide used by air until the introduction of DDT much later, during World War II.
a u l i c a l l y - o p e r a t e d h o p p e r d o o r a n d p r o d u c t l e v e l e r b o t h c o n t r o l l e d b y t h e p i l o t e l i m i n a t e s t h e n e e d f o r a n o nw i n g l o a d e r S t a i n l e s s S t e e l A u g e r w i t h s e a l e d b e a r i n g s P r o v e n a f t e r m o r e t h a n 1 5 y e a r s a n d h u n d r e d s o f i n s t a l l a t i o n s C o n t a c t u s t o d a y a n d s c h e d u l e y o u r L o a d H a w g i n s t a l l a t i o n
Some things rob your engine of performance. Dirty air, dirty fuel, and air leaks can all limit your engine’s potential. Not all the enemies of the engine are performance robbers. Sometimes the target is the engine parts themselves.
Internal and external parts can be adversely affected by corrosion. In the air stream, we see high-temperature corrosion or sulphidation, as it is known. We see corrosion on compressor parts. Right now, I want to focus on two components: the air inlet case we discussed previously and the rear reduction gearbox housing.
As air enters the engine, it flows through the inlet case. This causes distress on the coatings of the inlet case. If
any material is in the air, it acts as a blasting media and can wear the housing coatings. Even water at high speed, the air entering the inlet case can be abrasive. The engine maintenance manual contains some very specific inspection and repair criteria. Even if you lose the coating and start to get some corrosion, there are steps you can take on wing to protect your part and nurse it along to the following maintenance/overhaul time.
I started thinking about corrosion because of some issues we have seen with the rear reduction gearbox housing. This is an area of the engine that you cannot visually inspect. It is difficult to determine if you have an issue until it is too late. What is the problem, and what can we do? Glad you asked. ➤
The RGB rear housing is a coated part. The base material is treated, a surface sealant is applied, and then finally, a primer and two-part aluminized epoxy coating is applied. If you have been around PT6s for a long time, you may remember the previous version of the surface sealant. The coating used to be varnish. You may remember flakes of varnish in the oil. It was a real problem. The new coating is a much harder substance, and it is a significant improvement over the varnish. All this protection, and we still see issues.
When we do a power section disassembly, we visually get the opportunity to see the outside of the RGB rear housing. A gap exists between the power section exhaust duct and the RGB rear housing. Most of the gap is taken up by an insulation blanket. This barrier is essential as it protects the oil contained in the power turbine and RGB rear housings from the temperature of the hot gasses being exhausted by the engine. However, there is a small pocket at the end of the insulation blanket that would allow moisture to be held and corrosion to form.
There may be several contributing factors to the root cause of the corrosion problems. There is typically a lot of carbon buildup in this area. Potentially carbon is generated from the rotor and stator air seals in the engine. A small amount of oil
works past the air seals and then burns when the engine is hot. This carbon could hold moisture in this area. There are also three different materials; the housing, the exhaust duct, and the insulation blanket. This gives us the potential for dissimilar metal or galvanic corrosion. When two dissimilar metals contact one another, one of the metals undergoes galvanic corrosion. This process also requires the presence of an electrolyte. The electrolyte can be moisture, dirt, or oil, which we already have established are in this area. This is where I believe the issue comes from.
What can you do to give your RGB housing a chance? Pratt and Whitney Canada first tell us to ensure we give every opportunity to protect the engine from moisture. When the engine is inactive, we put desiccant bags into the exhaust to remove moisture. When we perform an engine wash or rinse, we make sure that the exhaust duct drain is free from carbon and water flows freely from it. After the wash, we also run the engine enough to get the temperature up to dry any possible moisture. These are the immediate things you can do to give yourself the best opportunity to protect your part.
The air seals are the other part of this equation. If your power section has not been inspected in many hours or if you continuously operate from less-than-smooth strips, it might be time to consider an inspection.
Want just to ignore it? Recently we heard of a pilot a few miles away from landing and noticed steadily decreasing oil pressure. Upon landing, the oil pressure went to zero PSI. Further engine inspection revealed that his housing had a hole, which allowed the engine oil to leak out. This is the worst case. Many housings we find on inspection have corrosion beyond repairable limits, and we just have to replace them. I just wanted to share what could happen.
Be aware of the enemies of your engine. Follow best practices. Consult your maintenance manual. Listen to your engine. I like to remind everyone that the PT6 will tell you when it has a problem.
Robert Craymer has worked on PT6A engines and PT6Apowered aircraft for the past three decades, including the last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and has been an instructor of PT6A Maintenance and Familiarization courses for pilots and mechanics. Robert has been elected to the NAAA board as the AlliedPropulsion Board Member. Robert can be reached at robertc@covingtonaircraft.com or 662-910-9899. Visit us at covingtonaircraft.com.
The success of aerial application depends heavily on the quality and reliability of the spray equipment. In this article, we will discuss the importance of having durable and resistant spray equipment for agricultural aircraft and the main reasons why operators should see it as a real investment.
Durable spray equipment is essential for ensuring the pilot’s safety. Aerial application requires aircraft to fly in extreme conditions, such as low altitudes and high speeds. Spray equipment that is not durable enough may break down mid-flight, causing serious risks to the life of the applicator and to the airplane’s integrity. Breakage of some larger spray parts (such as filters, booms and their hangers) can severely compromise airworthiness.
In addition to operator safety, durable equipment also means environmental and health safety. If the spray equipment is not robust enough, it may leak or malfunction, leading to the off-target application of chemicals. This can not only interfere with the treatment of crops but also affect the quality of the soil and surrounding ecosystems. Therefore, having resistant spray equipment is essential for avoiding any environmental impact of aerial spraying.
In pesticide application, the durability and resistance of the spraying equipment are completely related to the quality of the service and are crucial for maintaining the quality of the crop. As agrochemical products have a high corrosive and abrasive power, they tend to damage structures over time, compromising their integrity. Stronger equipment guarantees better flow control and more uniformity in the droplet spectrum. This prevents, for example, the flowmeter makeing the wrong adjustment to the application rate, the nozzles having different flow rates, or one atomizer producing different sizes of drops than another. Thus, the durability of the spray equipment over time ensures that the agrochemicals are applied evenly to the target as they should be.
Durable spray equipment is also critical for ensuring that the aircraft can complete its mission without interruptions. Agricultural aviation is durable and resistant spray equipmentpart of the agribusiness industry that works under the greatest pressure and requires the greatest agility. Any break during the spray season means the loss of valuable time and resources. Due to the high operating cost of aircraft, a few minutes stopped on the ground for simple maintenance means a lot of money, as it always has too many acres to cover in a very short window of time.
- The only material (among the 29 most used on the market) that offers resistance to the 33 most popular agrochemicals. (Source: “SCHREIBER, Charles. Corrosion of Aircraft Structural Materials by Agricultural Chemicals”)
- Corrosion index up to 521 times lower than aluminum (test done with liquid fertilizer). (Source: “EKER AND YUKSEL. Solutions to Corrosion Caused by Agricultural Chemicals
The best example of this factor is what happened in South America in the last twenty years. After Zanoni started its operations in Brazil, 100% of the local fleet replaced aluminum equipment (lighter) with stainless steel (once again, more durable). Despite the (reduction of) weight being something fundamental for aviation, local operators realized that reducing the gallonage and ensuring that the spray system has no problems is more profitable than having a plane with greater capacity but always on the ground for maintenance.
In conclusion, having durable and resistant spray equipment is essential for the success of aerial spraying in agriculture, and it can save farmers money in the long run. It ensures that the aircraft can complete its mission without interruptions, maintains the quality of the crop, and ensure that chemicals are applied efficiently.
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NTSB Identification:
CEN22LA350
Location: Marshall, Missouri
Date: July 31, 2022
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Injuries: None
The pilot reported that, during an aerial application flight in a helicopter, he mistakenly thought a power pole he had observed during an overflight was the termination point of a powerline. He stated that he failed to notice another power pole that was obscured by trees near a small house and impacted the lines between the poles during a spray pass. The helicopter subsequently impacted terrain. The helicopter sustained substantial damage to the fuselage, tail boom and main rotor blades. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter 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 adequately survey a field for obstructions prior to a low-level aerial application pass, which resulted in an impact with a powerline.
NTSB Identification: CEN22LA359
Location: Melville, Louisiana
Date: August 3, 2022
Aircraft: AIR TRACTOR INC AT-502B
Injuries: Minor
The pilot reported that he was applying insecticide to a soybean field when he heard a loud bang. Shortly thereafter, the airplane impacted terrain. The pilot, who momentarily lost consciousness, realized the loud bang was caused when the airplane impacted a tree located in the middle of the field. The airplane sustained substantial damage to the fuselage,
wings, and engine mount. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot improperly monitored the operating environment which resulted in a collision with a tree located in the middle of a field.
NTSB Identification:
CEN22LA366
Location: Maynard, Iowa
Date: August 5, 2022
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Injuries: None
The pilot reported that during an aerial application flight in a helicopter, he experienced a gust of wind that caused the nose of the helicopter to dip and lose altitude, which resulted in an impact with a powerline and substantial damage to the tailboom. The pilot reported that there were no mechanical malfunctions or anomalies that would have precluded normal operation.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: An impact with a powerline as a result of an unexpected wind gust.
NTSB Identification:
CEN22LA371
Location: Wyman / Washington, Iowa
Date: July 21, 2022
Aircraft: AYRES CORPORATION
S2R-T65
Injuries: None
The pilot reported that while conducting agricultural spraying operations he first circled the field to be sprayed and noted a windmill at the south end of the field. He started to spray
the field and when conducting a spray pass lined up with the windmill, he pulled up to clear the windmill, but encountered a “pocket of dead air” which resulted in the airplane hitting the windmill. The pilot returned to the airport and upon landing the airplane’s left main landing gear collapsed and the airplane went off the side of the runway. The airplane sustained substantial damage to its fuselage. The pilot reported that there were no mechanical malfunctions or failures of the airplane before the accident.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot not maintaining sufficient altitude to clear an obstruction during the aerial application flight.
NTSB Identification: CEN22LA387
Location: Millville, Minnesota
Date: August 16, 2022
Aircraft: ROBINSON HELICOPTER CO R66
Injuries: None
The pilot reported spraying several different fields throughout the day. During the accident spray pass, the pilot sighted a power line and attempted to avoid it by lowering the collective.
The helicopter struck the power line and subsequently impacted terrain, which resulted in substantial damage to the main rotor blades and vertical stabilizer. The pilot reported that there were no mechanical malfunctions or failures that would have precluded normal operation and that he should made a more complete reconnaissance of the field.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s inadequate inflight planning resulted in impact with a power line.
Location: Murray, Nebraska
Date: August 25, 2022
Aircraft: AIR TRACTOR INC AT-602
Injuries: None
The pilot reported that there had been light rain in the morning prior to the flight and when he took off from the turf airstrip to conduct an aerial application flight, the turf was wet from the rain. Following applying fertilizer to a nearby cornfield, the pilot returned to the airstrip to land. After the main landing gear and tailwheel touched down and as the pilot applied brakes to steer, the airplane skidded, and the right wing struck cornstalks in the adjacent field. The airplane then ground-looped and rolled over. The airplane sustained substantial damage to the fuselage and left wing and aileron. The pilot reported that there were no other preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation, and that there were no mechanical malfunctions with the brake system.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain airplane control during landing resulting in an impact with crop and a subsequent ground-loop. Contributing was the wet turf airstrip.
Location: Cedar Key, Florida
Date: April 18, 2022
Aircraft: BELL HELICOPTER TEXTRON
206B
Injuries: None
The pilot was performing aerial application flights during which he returned to the landing zone five times to receive additional product. He recalled spending the majority of his time troubleshooting a spray rate system issue and was not paying attention to the fuel level while ground personnel were loading the product. During climb out on the final spray, the engine lost all power. During the subsequent autorotation and hard landing on a gravel road, the tail boom and tail rotor drive shaft sustained substantial damage.
The pilot reported that there were no preimpact mechanical malfunctions or failures with the helicopter and that upon landing he noticed that the fuel gauge showed empty.
Examination of the helicopter by a Federal Aviation Administration inspector found that a total of 2.5 gallons of uncontaminated Jet A fuel was able to be sumped from the helicopter’s fuel system. Residual and trace amounts of fuel were discovered in the engine driven fuel pump and fuel filters. The helicopter was not equipped with an optional low fuel light.
The helicopter flight manual advised to avoid uncoordinated turns and maneuvers with fewer than 20 gallons.
It is likely that while the pilot maneuvered out of the field following his final spray, the engine was starved of fuel, which resulted in the loss of engine power.
The operator following the accident amended their ground personnel training manual to require that both the ground personnel and the pilot ‘confirm fuel quantity OK’ prior to each takeoff.
Probable Cause and Findings — The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s improper fuel planning during agricultural spraying operations, which resulted in fuel starvation, a loss of engine power, and a hard landing following an autorotation.\
NTSB Identification:
ERA22LA206
Location: Lake Apopka, Florida
Date: April 26, 2022
Aircraft: Bell 206
Injuries: Minor
The pilot of the helicopter departed the landing zone to conduct an aerial application flight over a lake. He stated that he established course on his spray line but “lost sight of everything looking forward due to the glare off the water and the sun position.” He recalled having no depth perception when he looked down at the water and could not recall the helicopter impacting the water but recalled a momentary shudder followed by the helicopter coming to rest inverted. The helicopter’s fuselage, main and tail rotor
blades were substantially damaged during the impact. The pilot reported that there were no preimpact mechanical malfunctions or failures of the helicopter 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: A collision with water following a loss of visual reference to the water surface due to sun glare.
NTSB Identification:
ERA22LA209
Location: Oakland, Florida
Date: April 26, 2022
Aircraft: GARLICK HELICOPTERS INC
OH-58A+
Injuries: Minor
The pilot of the helicopter was performing aerial application operations and had sprayed one load early that morning, then returned for his second load. While on the ground, operations were halted because another company helicopter had crashed into the water they were conducting operations over. Following that accident, a safety briefing was held with the pilots, and they were instructed to maintain constant communications with the loader truck. They resumed spray operations and later that afternoon the pilot noted that it was difficult to judge his height above the water and advised another company pilot via radio of that fact. He further described that the water was “like a mirror,” which hampered his depth perception. Later that evening, during a final application pass while he was looking down at the GPS, the helicopter impacted the water. The helicopter’s fuselage, main, and tail rotor blades were substantially damaged during the impact. Following the accident the pilot indicated that there were no mechanical deficiencies of the helicopter 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 decision to continue the low-altitude aerial application flight over water conditions that degraded his depth perception, which resulted in an inadvertent collision with the water.
1975 Grumman G164A Ag Cat, N7496K, 6102.7 TT, Pratt & Whitney R-985AN14B 451.7 SMOH by Leach. 451.7 hours since wings recovered and painted, prop governor, starter, and 22D30 prop OH. New alternator. 130 hours since cockpit aft was disassembled, repainted, and reassembled. Chip detector, SATLOC Bantam, stainless steel booms & CP nozzles, electric fan brake, Transland gate & Swathmaster spreader, Smoker, spare wheels/tires/brake calipers, and other assorted parts. $95K. Call or text 337-319-3013
1974 Ag Cat G164A+ with 9141 total time, 3012 since Hershey rebuild. Pratt and Whitney Geared 1340 1470 SMOH. Hamilton Standard 23D40 3-blade hydrostatic propeller. The aircraft features a sealed cockpit, metal wings with Hershey tips, 335-gallon hopper, 115-gallon fuel system with bottom load port, stainless steel belly and booms, Transland gate, and aluminum spreader. Equipped with a SATLOC M3 touch screen, smoker, electric fan brake and flagger, and new 29-inch tires. Annual in progress, due again 4/2024. The aircraft is located at KHSG, Thermopolis, WY. Please call Steve at 307-277-3822
1969 Low Time 164A Ag Cat, TT airframe 5132, 530 TSOH on strong running Tulsa, 167 since prop repair by Northwest Prop. No corrosion, clean airframe, stainless belly, crop hawk, SATLOC, new ceconite tail feathers. Last annual Sept. 2022. Ideal for a new pilot, farmer, glider tow, backup, or turbine conversion. Farmer owner retired, asking $65,000 Call Paul Reid at 208-785-1494, or 208-360-8951
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
1962 Ag Cat, light frame, 625 hrs since total rebuild. Extended wings, 625 SMOH Covington R-985. 625 SMOH Ham Standard Prop. Stainless spray system, electric fan brake. Very clean, wellmaintained classic Ag Cat. $89,000 563-880-9641
1971 Grumman G-164A
Ag Cat (Geared 1340) Turn key and ready to work! Spray and dry gear included. All logbooks, documents, and photos available on request. SMOH 770, TT 19551. Priced reduced for a quick sale, FIRM $70k. Low Time Power Section, Single Point Fuel, 330 Gallon Hopper Upgrade, New Fabric Tail, New 29” Tires, Cleveland Wheel/ Brakes, Hershey Extended Wing/ Wingtips, SATLOC Lite. 253-886-2535
Special “Pair” pricing for two Super-A+ Queen-Cats, 350 Gal TL combos, 80-fuel, B-Cabins, TST, Ext’d wings, W-A, DF-Smoke, ES. Your certified power-pkg FWF. $135K each, $250 both! American Agviation / Ag Cat Sales & Services since 1971, 870-886-2418 (2489 fax) frank.kelley@ag-cat.com
Ground up Super B AgCat rebuild Firewall aft complete aircraft. This does not include the power plant or engine STC. The estimated completion date is April 1st. This is as close to a new AgCat complete airframe out there. 400-gallon hopper, Long Range Fuel, Raised Wing, Heavy Gear, and Tail Spring. $355K Call Storm Aeronautics for details 402-367-3213
Various Ag Cat Spares available. Please contact us for the price at spares@ orsmondaviation.co.za +27 58 303 5261 or visit our website at https:// orsmondaviation.co.za/
QueenCat In Progress - S/N 566B Super B+ Mods, ready for Garrett or P&W Turbine, 400-gal, 120-fuel, hi wings, heavy struts & wires, T.S. Tail, Heavy Gear, TL DAF Combo. $290K (YOUR FWF) AmAg, 870-886-2418/2489F 870-759-1692 Cell frank.kelley@ ag-cat.com
Export Special: G164A+, Fresh AmAg repair w/factory-jigged frameworks, New 335-Hopper, Ext’d/Metal Wings, 80-fuel, 24V w/Strobes, E-Servo, TWL, Hybrid Combo. Ready for 1000 hr. service-run. Your certified R985/ R1340 E&P installed. $85K includes CofAW4 Export flyaway, $90K in your container. AgCat Sales & Services since 1971, 870-886-2418/2489 Fax, 870-759-1692 Cell. frank.kelley@ ag-cat.com
1985 AT-301, SN3010601, TT 6737.2, SMOH 525.2, 0 since cam ring replacement, 0 SPOH, DynaNav GPS, 2 sets booms, Davidon atomizers, variable rate nozzles, located in Alberta. I will deliver if required. Annual currently being done, asking $75,000 USD. 306-642-8009 or email mcdermitg@gmail.com
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
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
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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.
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
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
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
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
1998 AT-402B -34AG, 7618hrs TT airframe; 484hrs since hot section, willing to do pending sale. Hartzell 3-bladed prop 784hrs since OH. Brand new spars and fresh annual. SATLOC M3 with booms, pump, and electric brake.
$675K Contact Speck or Heath at 979-543-5272 or industinc@gmail. com. Resellers don’t bother.
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
Get Serious About Selling
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
1979 AT-400, N550BH, PT6A-27, TTE 25172.2, Hot Section Inspection 1548.2, TTAF 7453. APX & SATLOC, Nose lights, Ag Pilot X Flow Control, Reabe Digital Hopper Gauge, A/C, CP Nozzles, Clear Glass Canopy. See spec sheet for details. $360K Woodley Aerial Spray Jeramy VanLanduit 815-718-5300
1994 AT-402 -15, 8590 TT, 200 SHOT, 200 spoh, 9100 left on spars, auto fuel, 36 cp 09’s, Lane brake, Reabe top, more options. Call 605-350-4536
1999 AT-402A -11AG, TTSN:2800, 0 TT Since Hot Section, Commercially Maintained Recent Prop overhaul, Single pt Fuel, Digital hopper gauge DAM Diagnostic system, Tracmap GPS, AgNav flow control. Always Hangared, Asking $450K. Call to Discuss! Peter 204-522-5883 corsairaviation2015@gmail.com
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
2012 AT-502B -34, 4135 hrs. TT airframe, prop, and engine. 690 SHSI, G4 SATLOC, Reabe top and hopper gauge, Storm cutters and windshield, auto fuel system, VG’s. More options. 605-350-4536
2009 AT-502B, 4170 TTAF, 5455 TT on-34, 600 hrs since light overhaul Covington, SATLOC G4 w/Intelliflow, CP 09 nozzles, Wingman, Reabe top and hopper gauge, Storm cutters and windshield, Autoload fuel, More options. Call 605-350-4536
Get Serious About Selling Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
2012 AT-502B, N507HB, 4390 TTAF, 180 Since FCU OH, 180 Since fuel pump OH, 180 Since HSI, Ag Pilot X with flow control, single point fuel, stainless booms, CP-11 nozzles, AFS check valves. It can come with AgPilotX or SATLOC G4. $659,000 Call Neal Aircraft at 806-828-5892
1998 AT-602, PT6-60, TTAE 4299.1 hrs. Currently flying. Compressor section OVH and test cell run at 4200.7, Prop TSO 370, TSHOT 98.4, New FCU, Factory AC, SATLOC Bantam, Smoker, Aeronautics Pump, Aluminum Booms, CP-03 Nozzles, Transland 12 Vane SS Spreader, and wing replacement in 2300 hrs. $599K 337-319-3013 or agaviation89@gmail.com
2012 AT-502B, 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
2007 AT-602, 6,910 TTAF, 6,910 TT -60 engine, 80 SHOT, 1630 SOH Covington, 480 Since Prop OH, 480 on gear, 970 hours on spars, G4, Wingman, Reabe top, auto fuel, and many more options. Call 605-3504536 for details.
2001 AT-602, TTAE 8329, PT6A-65AG with 426 since hot section. Prop 0 since IRAN. Wings and Landing Gear replaced at 6474. Wingman, comm radio, ADSB Transponder, Bottom fuel, O/H starter/ generator, new batteries, GPS, and Flow control. Fresh Annual. This is a clean West Texas Airplane with NO corrosion. $575K Call Pete Jones at 662-8460228 or email Pete@AirRepairInc.com
2015 AT-502B, 3,577 Hours since new, No Damage History, PT6A34AG, 3,577 Hours since new, “0” hours since HSI by Dallas Airmotive, “0” SMOH Fuel Control Unit, High-Pressure Fuel Pump, Prop Governor, Overspeed Governor. SATLOC G4 with Intelliflow VGs, Heater, LED lights, Artificial Horizon, Garmin Audio Panel, Comm, Transponder (ADSB out). Fresh extensive annual, Kawak quadrant, Storm Cutters, factory air. This is a clean, ready-to-go 502B. Price reduced to $785,000 Call Clyde, 956-202-2094
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, Fresh hot section with Dallas airmotive. Clean west Texas plane runs cool with low NG. Good flying plane. $550K Call Travis at 701-361-5695
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
2008 AT-602 -60, N602MS, 4310 TTAE, Engine Hot Section done at 3,810 hrs. by Mills, new propeller installed at 3,810 hours, Large fuel 280 gallons, Hatfield fuel, SATLOC w/Flow Control, Radio console, Night lights, No airframe damage, Hangared & mostly owner flown, fresh annual date of sale. Plane detail scheduled for Feb. $700K Call Dow at 573-225-8019
2017 AT-802A, 2600 hours TT airframe, and engine. TracMap GPS, Night lights, PT6A-65AG engine, Kawak throttle quadrant, Lane electric pump brake. $1,250,000 For more information, call Mike Schoenau at Valley Air Crafts 559-686-7401
1982 Cessna Ag Husky, N9983J, 6454 TT, Less than 140 hours on factory remain, New SATLOC Bantam, Great C188T. Kevlar LE, VG’s, 10” wheels, smoothest nicest one you’ll find. $210,000 Call 918-704-0308
2013 AT-802 -65, 4600
TTAF, 8010 Engine TTSN, Covington light overhaul at 5700 hrs., New hot section w/New blades-0 time, Fresh annual completed 2/23, Starter overhaul completed 720 hrs. ago, Prop overhaul completed 720 hrs. ago, new landing gears at 3400 hrs. TT, Fuel control at 4320 hrs. High-pressure fuel pump at 4500 hrs., SATLOC w/Flow Control, Hyd. Gate box w/Big spreader & cart, Nite lights, Reabe fuel, Hatfield fuel load system, Mostly owner flown & bought new, one owner. Hangared all its life. Plane detail scheduled for Feb. $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
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1969 Cessna Ag Wagon, 6900 TT, 970 SMOH, IO520 Engine, 3 blade prop, May 2022 annual, all logs, dry spreader & spray system, SALTOC X3 w/L7 Lightbar, 1897# useful, located in Austin, Minnesota. Ready to work! $80,000 Call 507-219-8191
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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
1978 Cessna Ag Truck, 5832 TTAF, 625 TTE, 550 TT on prop, 8.50X10 Clevelands, GPS, field ready. Price reduced to $102,000. Call Chad Stuart, Airplane Services, Inc. Call 850-336-0552
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1969 Pawnee 235 C7030 TT, SATLOC Bantam w/G4 screen, flow control, just back from top overhaul & annual. New starter & tires, two oil coolers never gets above 180, Spreader, Smoker, Block heater. $90K Wish I could keep it and upgrade, but I can’t do both. Call or text Jake 507-476-2633
Brand new 2022 Laviasa PA-25-235 Puelche. Ready to ship or fly. SMOH 0.0 hrs. TT 0.0 hrs. Lycoming O-540-B2C5. 1A200/ FA8452 prop. 180 gallons hopper and complete spray system. 53 gallons center fuel tank. Contact Aravia S.A. at +54 11 5273-2224 or visit our website http://www. aravia.com.ar/
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. $155,000 Call Sun Valley Aviation at 956-421-4545
For sale is N7024J, our 2010 Thrush 510 with -34 P&W motor. 5194 hours TTEA. It will come with fresh annual and hot section. Has SATLOC Bantam GPS w/ Intelliflow. Very clean airplane and has been well taken care of. $600K For more info, contact Khi at 256-226-4459 or email khi@ frischefertilizer.com.
1997 Ayres S2R-T15, N2281A, 14432 TTAF, 8051 total on -15 engine, 2700 since light OH, Hydraulic gate, SATLOC & flow control, Smoker, Electric brake, CP nozzles, VGs, 400 gallon-15. Call Mid-Continent Aircraft, Hayti, MO, at 800-325-0885 www.midcont.net
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
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1994 Garrett -6 510
Thrush, TTAF 11,437.6, TTESN 15,836, TTSCAM 1974.9, TTSMOGB&HS 1081.7(SEE PIC), Wings have 55 hrs. left on (CKAG41) Will sell as is for $275.000 or I have a set of wings ready to swap with the Avenger stainless steel 40K hr. life wings with only 3300 hours on them leaving 36,000 hours of wing life and no wing AD’s installed for $390,000 Call JERRY FOR MORE INFORMATION! 334-898-7772
2014 Turbo Thrush
S2R-T34 - N6203D, TTAF 2916, PT6A-140AG TT
Engine 1190, Reabe Electric Gate, Reabe Hopper Gauge, Smoker, Weatheraero Fan, 4 boom hangers per side, Stainless Booms, Electric fan brake, Leading edge lights, G4 w/Flow Control, Load Hawg, Bottom Load Fuel, VG’s, MVP-50T Glass Panel, CP Nozzles. See spec sheet for details. MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
bluestripdistributing@live.com
International 559-925-5025
Toll Free 877-924-5025
Products for the Agricultural Aviation Industry
A triple concentrated ag aircraft cleaner that may be used in steam cleaners, hot or cold washers, foamed on, or applied with a mop or brush. Removes exhaust and chemical stains, even those with a vegetable oil base. Shipped in 5 gallon quantities. One gallon of the triple concentrate with 4 gallons of your water makes 5 gallons of concentrate, which can be further diluted. Used by more than 400 ag aircraft operators.
B0009
A trend setting formula that keeps pace with today’s safety and environmental regulations. Powerful natural degreasers and deodorizers are specially blended to outperform the conventional hazardous solvent degreasers. This multi-purpose concentrate instantly emulsifies grease and oils without the use of harsh acids, alkalise, or petroleum products. This product is ideal for degreasing concrete floors, equipment, trucks, motors, and metal surfaces including radial engines.
1996 Ayres Corporation
S2R-G6, S/N G6-144 N2239V, TT: 6314.6, TTE: 11,990, HSI: 2153, Prop TT: 2332, Factory Spars installed at TT: 5,202, Options include: SATLOC G4/IntelliFlow, Smoker, AC and heater, VG.s, Winglets, Right boom shut-off, King 96 Comm, Hatfield SPF, Cool Start, SS Booms, CP-11 nozzles, AFS check valves, Agrinautics pump w/ electric brake, Shadin fuel flow, Landing light, Hopper rinse tank, Nav lights with strobes and four new batteries. Aircraft will need an annual inspection. $432K North Star Aviation is the First Lift Aviation Dealer. Call North Star Aviation today at 620-356-4528.
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
2000 Thrush 660; PT6A-65AG. Airframe: Approx. 7615 hours TT. Engine/Propeller: PT6A
- 65AG, Approx. 1720 SMOH, FCU 705 hrs. Since OH, 585 hours since Hot Section (TAE Aerospace)
5-blade Hartzell 0 SMOH (At Maxwell, prop currently off)
Equipment: AG pilot X GPS w/Flow Control, Garmin G5 Attitude indicator, Reabe Digital Hopper Guage, Bottom Load Fuel, Load Hawg System, Shadin fuel flow meter, Smoker, Kawak Throttle Quadrant, Lane Electric Fan Brake, Super Booms with CP nozzles, Right boom shutoff, Comm radio, Fast Start System, Landing lights, Air Conditioning, Cockpit fire
Extinguisher, Vinyl Decal Stripes and Registration number, Fresh Thrush Service Center annual! Asking $765,000 ($750,000 without GPS and Flow control) 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.
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.
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
1976 Turbine Thrush, SN 2294R, TPE 331-10-511M
TS CAM and HSI 520.8 & recent repair due to prop strike from ag air turbine. 3367 hrs remaining on spar caps. 200 gal fuel, AC, G4 SATLOC, new spreader. Smoker, CP flat fans. Aircraft looks like new, very recent overhaul. $495K 530-570-9412
2015 Thrush 510G, Airframe Total Time 3815, 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.
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. Call 812-877-2587
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
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!
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
2023 Thrush 510, 510P2+, and 710 available. Call MidContinent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
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 701-489-3558
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Order your Thrush 660 Pen and Ink
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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.
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 Mid-Continent Aircraft, Hayti, MO, 800-325-0885 www.midcont.net
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R985-AN1-14B Tulsa Overhaul, New pistons, Bosch mags, ignition harness, carb with warranty outright/ exchange. For more information, call Chester Roberts Supply Company at 903-429-6805
R1340 Engine Overhaul - New pistons, new bearings, mags, ignition harness, carb, with warranty outright/ exchange. For more information, call Chester Roberts Supply Company at 903-429-6805
Pratt & Whitney R-985 & R-1340 Engines in stock. All with new pistons installed. Overhauled by Aero Recip, Covington, Tulsa and Younkin. For more information call Sun Air Parts 661-2577708, 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
Two New P&W PT6A-67F (build spec 1425) 0-TSN, delivered from Pratt in 2018 but never installed, $1,200,000 each. Contact 800433-0814 US/Canada; OH/ 330698-0280. Mark Ext.203 mark@ preferredairparts.com
P&W PT6-67F, 2500 TT, $765,000 Call Brent at 662-719-7519
PT6A-34AG Exchange Engine, Part Number 302088, Serial Number PEC-RB0343. Available for immediate delivery. PT6A rotating component service life record is in the pictures. Contact our experienced sales team today at sales@taeaerospace.com or visit our website, taeaerospace.com, to find out more about our extensive PT6A services.
PT6A-34 PCE-57524 For Sale, TSN 8341.4, FSN 15632, SCN 3912, EOS Overhaul. For pricing call Paul at 305-825-2001 or email preeves@ jsamiami.com
Complete Engine Package! TPE3316 Engine, 537 Since Cam, CD Aviation Hartzell Propeller HCB3TN-5M/ 537 Since New, Starter Generator 23047-007, 25 Hours Since Overhaul, Beta Tube Included. $177,000 Call Lynn Johnson at 701-360-5966 or 701-352-3700
(3) PT6A-34AG Engines For Sale, TSO’s 0.0. Visit our website for spec sheets. Or call or email Jay Streb at 812-877-2587, jay@turbinesinc.com
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 515-9798885
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
New Zanoni Equipment Atomizers in stock and ready to ship at Turbine Conversions, Ltd in Michigan. High quality, stainless steel, tested, proven, and US operators are loving these atomizers. Contact Mark@ turbineconversions.com for more info. www.turbineconversions.com
For sale: Trotter Controls computerized fire gates (4) FRDS GEN I and (1) FRDS GEN II, (2) GEN I available immediately, and 2 GEN I and 1 GEN II available spring of 2023. All systems are complete (less the wire harness), asking $250K for all (5) or $65K each. Systems were removed operational to upgrade to the GEN III system. Please contact Mario at 506-261-5023
Fire Gate Hatfield Hydraulic Drop Door, USFS / BLM approved, Fits Thrush, Dromader, can be adapted to Air Tractor 502 or 802, excellent condition, with streamlined fairings, all controls included. $5,000 Any reasonable offer accepted! Needs to go! S.E.A.T. program is expanding. Pilot/contractor training available. Call 530-345-9919
Vondran Hydromax Fire Gate - One year old. $60,000 Call 409-6565998
Transland Grip Steps for AT aircraft. Call Billy Maxwell at Transland 940-687-1100 or email sales@translandllc.com for more information.
Transland 4” Delrin Hopper Vents. Call Billy Maxwell at Transland 940-687-1100 or email sales@ translandllc.com for more information.
3 Hatfield Fire Gates. Air Tractor, vented lids for a 502, Transland quick attach. Make a Reasonable offer. Call 204-856-9422
Get Serious About Selling Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
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. $3,900 870-930-5729
Transland Spreader, 25” Slimline in fair condition. $750 Pierre Smith Call 478494-3757, Louisville, GA 30434
Transland spreader in excellent condition. Fits 32” opening, most likely on Piper Pawnee. Southern Oklahoma, can be delivered. $1,500 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 800-441-2964 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, $13,000; Lane Aviation 281-342-5451 or FAX 281-232-5401
3” load, mix tank, fully contained and lockable, air compressor and storage complete ready to go. For more information call 309-759-4826 or email hcurless@farmairinc.com
Helicopter light bar now available with the new iPad based guidance systemAgPilotX. Entire system with helicopter light bar is 13 lbs. Call Anthony Fay with Insero for details 480-285-4367
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 $7200. Free shipping in US. Contact Darrin Pluhar Plu’s Flying Service 406-853-0039 pluflyinc@mcn.net
Experienced 802/502 Pilot Needed. Aerial Crop Protection, located in Palm Beach County, Florida, has a full-time year-round pilot position open. We are looking for a fulltime permanent pilot that is willing to relocate to South Florida on a permanent basis for year-round employment. We have steady work 12 months out of the year and would also be receptive to sending an 802 out on the corn run with our pilot. Serious inquiries only. If you are not interested in relocating on a permanent basis, please do not respond. We are not looking for a temporary pilot!!! Must be experienced in 802 and 502. Please send résumé and contact info to bart@aerialcropprotection.com.
Looking for experienced pilot for approximately 3 weeks during NE corn run. Typically July 14th thru August 5th. Pilot would operate a 502b with SATLOC G4 & FC. Family-owned company that has been in business for 50+ years and employs a full-time A&P IA. Would provide hotel, home-cooked meals, and Sundays off. You would have the opportunity to return each year in the same capacity. Please contact Jerrel for more info@ 402-761-2322
Looking for a few good pilots to fly 400-turbine Air Tractors. Willing to help with the turbine transition for the corn run. Perfect opportunity for a piston pilot. Call or text Craig at 815-499-4704.
AT-802 Seat - Delta row crop work from now through June, Illinois corn and soybean run after that. 2021 -67 802. Plenty of work. Lodging provided. Self-insured. Pay commensurate with experience. All inquiries must include a resume or a list of total times. Email blindads@ agairupdate.com Subject: ID#4030
Three 802 Seats Available - Open 802 seat for Illinois corn run. Open 802 pilot seat for Arkansas rice fertilizer run, mainly the month of June. Immediate opening for an 802 timber fertilizer seat open immediately. Contact Al Patrick at 870-510-6882
Established Midwestern operation looking for a Pilot/Mechanic. Yearround work. Salary depends on experience. AT-502 experience is a plus. Email all inquiries to blindads@ agairupdate.com Subject: ID #4010 Inquires must include a resume and references or a list of qualifications.
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 605-350-4127 or Greg at 605-3504536.
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 inmaintenance shop. Call Brian Fisher at 419-560-5429
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.
TracMap, Aviation Business Development Manager – Canada
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 North America, TracMap is hiring a new Aviation Business Development Manager for the region of Canada. For detail go to http:// classifieds.agairupdate.com/details. php?id=4027. To apply, please send your CV and cover letter to recruitment@tracmap.com
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-setup 402 with a -34. Call Greg 605350-4536 or Wade 605-350-4127.
PRATT
Complete
R985/R1340, R1340 GEARED COVINGTON. AERO RECIP & TULSA
R1830-92, -94, -75 R-2000-7M2 • R2800 VINTAGE & ANDERSON
WE BUY PARTS, INVENTORIES, AND USED ENGINES
R985/R1340 TOP OH TOOL KITS $250.00
TIME RITE KITS
R985 NO BLOW GASKETS
ENGINE MOUNTS
TEMPEST SPARK PLUGS
CHAMPION SPARK PLUGS
NEW R1340 CAMS, CYLINDERS
NEW/OH MAGNETOS CARBS
STARTERS • GOVERNORS MANUALS • PARTS BOOKS
FUEL PUMPS
COMPLETE OHC
CYLINDER ASSEMBLIES
R985/R1340/R1830/R2800
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
TracMap, Aviation Sales Manager – South Central United StatesTracMap 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 Southern Central United States region. For details go to http://classifieds.agairupdate. com/details.php?id=3994. To apply, please send your CV and cover letter to recruitment@tracmap.com
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
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
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
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 midJune 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
Versaair is currently seeking a Class A CDL driver. We are willing to negotiate pay dependent on experience. Opportunity for management advancement. Sign on bones and pay can be negotiated. Family run great work environment. If interested please contact Josh Boswell. email: jboswell@versaaire. com Phone: (316)882-1540
Get Serious About Selling Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
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.
Bain Aviation, Inc., a family-owned 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
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.
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 701-3210767
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
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
CDL Drivers Wanted! Need something to do in the off-season? Oligrow Trucking is looking for responsible CDL drivers. No time commitments, commissionbased pay. Average $2,000/wk. Call 318-439-5670
Large midwest aerial application business looking for A&P and IA mechanics. Must have Air Tractor and PT6A experience. Starting salary is 70-80K if qualified. Must supply a resume and three references. Send resume and references to blindads@agairupdate.com, Subject: ID#2234 or fax to 478-352-0025
B&S Air Inc. is looking for an experienced Helicopter Spray Pilot for the 2023 season. 1000 Hours of Turbine Spray time on forestry work is required. Work will be guaranteed from April-November of 2023, with the possibility of a long-term seat. Please contact Chase Gibson directly at 228-860-2375 to discuss the seat. https://www.bandsairinc.com/
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. Large-studio-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
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
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 details go to http://classifieds.agairupdate.com/ details.php?id=3641. Email resume and references to Todd Lentz at todd@liftaviationusa.com
Due to expansion opportunities, we are looking for experienced 402802 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
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
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.
IA and A&P mechanics needed. Call 870-295-6213 Salary depending on qualifications and experience.
Multiple Items For Sale - Prop 23D40, 550 SMOH, Blade #7035A15 w/metal speed ring $15,000. Transland Spray Pump w/electric fan control. Flow Control. Complete A/C system w/new cockpit unit. Exhaust for 1340. Super Booms. Miscellaneous parts on 1974 Geared Thrush less engine. Call Dan Thompson at Thompson Aerial Service at 701-640-4857
Clearing Out The Hangar! Package Deal - No Part Out, 2R1340 P&W Norm runout, 1-1340- One blown cylinder, 2R985- P&W Norm runout, Several EX stacks R-985 & 1340, Props 2D30--AG 100 blades, 12D40- 12 blades, Carbonators, Starters, Generators, Alternators, Pumps, Booms, Nozzles, Strainers, Etc., 4 Wing 20” Extension-ready to go, Special Tools—Too many to list, 3G164A Ag Cats, 1 wreckedrepairable, 2 more that have been just sitting, 4 B Model Wings ES burned—repairable. Lots more - Too much to list! SERIOUS INQUIRIES ONLY! Call 843-454-6206
Air Tractor or Thrush Seat CoversSeat covers are done. I have been working with upholstery companies for a couple of years now, testing and making changes. I have a few on hand that can be bought off my website, where you can read the full description. Easily installed and removed from factory Air Tractor or Thrush seats. $1,000 each https:// ambericandesigns.com/products/seatcover 701-361-5695
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
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
Established Southwestern Aerial
Application Business for Sale - Very established with a broad customer base. Nice private facilities. Serious inquiries only. Owner/Pilot is available to help as needed. One full-time loader is available as well. Two very nice Air Tractors. Ground Rig work is an available option. Email blindads@ agairupdate.com Subject: ID#4023 All inquiries must include complete contact information.
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
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication.
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
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 owner-pilot 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
Thrush 400/510 wings with century spar. A lot of time remaining, 4000 hours on them, 56000 hours remain. They are primed and ready for paint. Call Patrick at 989-763-0195
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.
(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 +543462-463488 or go to our website www.laviasa.com
AT-502 sheet metal. Some new, some used, all airworthy. Mostly fwd. lower fuselage. $500 for all OBO. Will box and ship for materials and labor. Call 530-345-9919
Ayres Thrush ‘Hoerner’ wing tips. Left and right, no damage. $500 for the pair. Call Gary at 530-345-9919 garyhendricksonn3n@gmail.com
Reinforced Thrush Leading Edges - Send your leading edges to us, and we will reinforce them with durable custom extruded aluminum reinforcements. Available directly from Turbine Conversions, Ltd. Contact ann@ turbineconversions.com or contact our favorite Thrush dealer for more information.
Ag Cat Frameworks, All Models, 4130 weld assys, fixture per fect, 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
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
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
Ground Support Engine Driven Transfer Pump, Zanoni Equipment’s all stainless steel construction paired with a Honda 13 HP motor. Special introductory pricing orders received by January 31, 2020. Contact Mark@ turbineconversions.com for more info.
AT-802 Hatfield Fire Gate - New Production ready to ship! Original Hydraulic Clam Shell Design, STC, BLM & IATB Approved. Proven reliable design, currently fighting fires in North & South America. Built tough, lighter weight, and affordable pricing available options. Other aircraft models available - STC on All models of AT, Thrush, and M18 Dromader with short lead time. Contact ann@ turbineconversions.com
Two Air Tractor Gen II fire gates for sale, well maintained and available starting mid-October. Please call 970-571-0871
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 661-2577708, Fax 661-257-7710 or email info@sunairparts.com
602 Wingman System. Call for Price: 870-672-2089
Air Tractor Gen 2 Firegate, Complete system, Fairings, wire-harness. Call For Price: 870-672-2089
2013 AT-502B Firewall forward parts: Engine mount, cowling and Ram Air filter system. All parts with less than 1400 hours total time. Very clean and well maintained AT-502B. Call Cascade Aircraft Conversions for more details 1-509-635-1212
Cockpit adjustable flow control kit. Manual control or GPS variable rate ready. Integrates into existing hydraulic systems. More info at Kawak Aviation Technologies 541-385-5051 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
Experienced Tail Wheel. Most of my time has been in Turbine and Radial Ag Aircraft. Currently flying corporate and have a flexible schedule.Have a clean and safe record. Looking for ferry or contract flying opportunities. Located in Salt Lake City. Call Ty at 801-232-5777
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 AT802 -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
Propeller H/S Ag 100 12D-40 hub. It hasn’t been used since IRAN was done in Aug. 2021. This was my spare prop, and I no longer own the airplane. 254597-2406 or 254-749-0224
Hamilton Standard 12D40-Ag100. As removed. $13,500. Call Chad Stuart at Airplane Services, Inc. at 850-3806091
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 903-429-6805
12D40-6101-12 Propeller, Overhauled with 8130 Form. For more information, call Chester Roberts Supply Company at 903429-6805
Hamilton Standard 12D-40-6167-12 Propeller. 102” diameter, FAA approved for R-1340. $5,000 also Hamilton Standard 2D-30-6167-12 100” diameter. $4,500 Call 530-345-9919
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.com
Experienced ag pilot 40 plus years and a 2020 AT-802 available for subcontracting from May 1st to approximately July 1st. Licensed in TX, Ok, KS, SD, ND, MN, and WY. Contact Scott Schertz at 309-530-7535 or email robertsschertz@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
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
AK Bush Pilot Looking for AG Pilot Slot - 25 yrs AK bush. Central America Missionary pilot. 7500 TT, 1250 DHC3, 250 DHC3T. Train me so I can spray for you. See resume for details or email Will at whframingconsultant2@gmail.com
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
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 941-737-1609
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 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
Get Serious About Selling
Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
Jeffries Airworks Dynamic Propeller Balancing with Chadwick Helmuth engine printout equipment. Jeffries Airworks, Dynamic Balancing, Vibration Analysis. Much more than just a balance. Call Jim Jeffries, A&P/IA, 985-507-9981, Nationwide service on your location.
AG Pilot Minimum Standards at Eagle Vistas. From 0 time or pilots only needing Ag Pilot training. Planes in our Ag Program: Dual Ag Cat GR164A, Dual Cessna 305/L19, & Pawnee PA-25/235 Single for Solo/ Dump/Spray. Private all in Tailwheel, Tailwheel Proficiency, and UpSet/ Spin recovery. Commercial Pilot and Instrument rating available. SATLOC Bantam, TracMap, & AgNav GPS. Ag Aviation Consultants for Ag Operation Certificate part 137. See videos at www.eaglevistas.com Eagle Vistas LLC 772-285-5506
Riggin Flight Service, flight school offering private, commercial, instrument, Ag, multi-engine, tailwheel, etc. We tailor our courses to meet your needs. www.RigginFlightService.com (605)256-9774.
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
We build loader trucks to your specifications.
Stainless Steel Straight and Fold Up. Mild Steel Straight and Fold Up. Mild Steel Hopper w/ Stainless Steel Tube. Been in loader truck business since 1980. Call Pat Ballard Office:870-697-2004 Fax:870-697-3568 185 Hwy. 42 West, Hickory Ridge, AR
2006 8600 International Tractor, 430,000 miles, 53’ drop deck aluminum trailer, 3000 gal water tank, 2 water pumps, chemical inductor, 1000 gal JetA tank, fuel pump filter, and reel, Alkota power washer. $85,000 Call 563-880-9641
Fertilizer Loader Truck - F350 fertilizer loader truck, steel bin and 10” tube. Cab rusted but dependable $5000 Call Dave at 509-520-8267
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
Looking for a secondhand Hatfield Gate 40” for a 402 Air Tractor. Contact Alex McDonald alex@namagri.com. Thanks.
Looking for all models of Air Tractor 400, 500 & 600 series aircraft to purchase. The newer, the better but will consider 2006 and newer. Contact Mark@turbineconversions.com
Pratt & Whitney Engine Cores, Engine Parts Inventories, Cylinders, Starters, Fuel Pumps and Boost Pumps. Call Sun Air Parts 661-257-7708, Fax 661-257-7710 or email info@ sunairparts.com
Best Classified Buy In The Industry. Read By More Ag Pilots Than Any Other Publication. Classifieds Starting at $19.99 Phone / Fax: 478-987-2250.
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.
